STUDY PREP MASTER 45 – Orals Syllabus checklist

Management and shipmasters buisness

Limits to near coastal certificates and area of operation (A)

Master 24

- Master of commercial vessel 24m or less with the EEZ

- Chief mate or deck watchkeeper up to 45m within the EEZ
- Chief mate or deck watchkeeper up to 100m, Inshore waters
- Perform GPH duties and master inland waters.

Master (inland)

- Master commercial vessel up to 45m inland waters

- Work as GPH inland waters

Master 45

- Master on commercial vessel up to 45m within the EEZ

- Master on vessel up to 100m inshore and <3000GT within the EEZ
- Chief mate or deck watchkeeper up to 100m within the EEZ
- GPH

Master 100

- Act as master, chief mate or deck watchkeeper on a commercial vessel up to 100m within
the EEZ
- Undertake duties and perform the functions of a GPH, master less than 24/45

Vessel classification

1. Passenger vessel carrying or certified to carry more than 12.

2. Non passenger vessel (tug, workboat or small passenger charter vessel carrying 12 or less
passengers).
3. Registered commercial fishing vessel which is not permitted to carry passengers.
4. Hire and drive vessel.

Special service notations

- NOV VESSEL: Vessel which hazards and risks are not adequately addressed by the
requirements for conventional vessels. Ex. Class 1D (NOV) sheltered water passenger novel
craft for operations in partially smooth waters. Ex of a NOV vessel include, Submarine,
vessels with alternate fuel tech, vessels with electric propulsion.
- SPECIAL PURPOSE VESSEL: Class 2 vessel which by reason of its function carries on board a
total of more than 12 personnel or passengers; or a class 3 vessel which by reason of its
functions carries on board more than 12 personnel. Ex of a SPV include, ships engaged in
research, expeditions and survey, ships for training.
- FAST CRAFT: Vessel capable of travelling at a speed of 25 knots or more. There are two types
of fast craft.
1. F1: Vessel greater than 35m in length
2. F2: Class 1 vessel, carry more than 12 passengers.
Operational area

a) Unlimited domestic operations (no longer available to domestic commercial vessels).

Vessels operating in (A) waters must be Australian regulated vessels under the Nav act 2012.
b) Offshore operations (within 200NM from the baseline of Australian mainland, Tasmania, a
recognized land island but within the EEZ.
(B) EXTENDED, offshore operations (beyond 200NM from the baseline of the Australian
mainland, Tasmania, a recognized land island but within the EEZ.
c) Restricted offshore operations (within 30NM from the baseline of the Australian mainland,
Tasmania, a recognized island; within 50NM of the baseline Queensland, the great barrier
reef region, or the Torres strait zone whilst within the EEZ).
(CR) Restricted offshore operations – specific areas
d) Partially smooth water operations
e) Smooth water operations

Limits of waters

- Inshore water: 15NM to seaward of the coast or of designated sheltered water limits, or
lesser limits as may be specified.
- Restricted offshore waters: 30NM to seaward of land.
- Offshore water (EEZ): 200NM to seaward of land.
- Partially smooth waters.
- Smooth waters

Basic load line rules (C)

- Complying with Marine Order 16 (Load lines)

- Compliance to the load line convection requirements.
- Compliance and usage of the vessel stability requirements to the load line markings.
- In the circumstances when vessel is overloaded make the required changes.
- Entering required information into the vessel’s stability and load line and vessel Logbook
- Marine order 507 sets out load line requirements for DCV

AMSA and accredited surveyors roles (B)

 AMSA is Australia’s national agency responsible for maritime safety, protection of the
marine environment, and maritime aviation search and rescue.
 Accredited surveyor – AMSA relies on the recommendations of surveyors to determine
whether vessels meet the applicable standards for
- Safety
- Design
- Construction
- Equipment
- Surveyors check that components are in good repair and likely to make it to the next survey
- Can recommend an increase or decrease in survey frequency based on vessel state over
time.
International conventions relevant to domestic vessel eg. MARPOL, Annexes and load line (B)

MARPOL

 MARPOL is the main international convention for addressing ship sourced pollution.
 MARPOL includes six technical annexes:
1. Annex I: Regulations for the prevention of pollution by oil
2. Annex II: Regulations for the control of pollution by noxious liquid substances in bulk
3. Annex III: Regulations for the prevention of pollution by harmful substances carried by sea
in packaged form.
4. Annex IV: Regulations for the prevention of pollution by sewage from ships
5. Annex V: Regulations for the prevention of pollution by garbage from ships
6. Annex VI: Regulations for the prevention of air pollution from ships
 Australia implements MARPOL for DCV’s in marine orders 91 to 97.
COLREGS
 COLREGS stands for collision regulations established in 1972
 Sets out conduct for all vessels upon the high seas and in all water connected there with
navigable by seagoing vessels
 COLREGS are implemented in Australia through marine order 30 (prevention of collision
2016)
Load lines
 Load line conventions were first adopted by the IMO in 1966
 Created to improve vessel safety through minimum requirements for vessel
- Freeboard
- Crew protection
- Freeing of water
- Watertight integrity
- Reserve buoyancy
 Once the vessel has met minimum requirements a load-line certificate is provided
 Marine order 16 implements the international standards for vessel load line
 Marine order 507 sets out load line requirements for domestic commercial vessel
SOLAS
 Stands for Safety Of Life at Sea
 Convention of the IMO
 Created to protect life through a series of chapters covering vessels
- Construction and stability
- Fire protection
- Life saving appliances
- Radio communications
- Cargo
- Dangerous goods
- Safe operation
 Put Into force In Australia through marine order 31

STCW (standard of training, certification, and watchkeeping and seafarers)

 Sets minimum qualification standards for masters, officers and watch personnel on
seagoing merchant ships.
 Australia is a signatory to the STCW Convention and as such AMSA is considered the
‘administration’ in Australia as it relates to STCW
  Important aspects of the convention include the requirement for
- Courses to be approved by the Administration
- the training and certification arrangements to be captured under a quality management
framework
- a 5 yearly independent evaluation to the IMO to demonstrate continued compliance
- the issue of certificates of competency to be fraud proof.
- The primary objective of this AMSA policy is to ensure compliance with the standards of
STCW
Marine orders, the national law, NSCV, MO54 and other relevant legislation (B)
National Law act 2012 – Marine safety (Domestic commercial vessel act) 2012

 AMSA administers the national law, regulations marine safety (DCV), and marine orders in
implementing the national system.
 Replaces eight federal, state and territory laws with a single regulatory framework for the
certification, construction, equipment, design, and operation of domestic commercial
vessels inside Australia’s exclusive economic zone.
 The Marine Safety (Domestic Commercial Vessel) National Law Regulation 2013 (the
regulations) sets out:
- infrastructure not considered to be a vessel or a domestic commercial vessel for the
purposes of the national law
- the definition of vessel
- details and requirements of the accredited marine surveyor scheme
- fees that may be charged under the national law.

Marine Orders

 Marine orders made under the national law set out the specific requirements in relation to
certification, vessel I.D and admin requirements.
 They are amended and repealed by AMSA, as required, In response to changes In
International Law, Industry requirements and technological developments.
 Many of these amendments are in conjunction with amendments to IMO conventions.
 Marine order (1-98) for RAV’s, DCV’s, and foreign flagged vessels
 Key 100 series for DCV’s MO21, 91-98
 MO 21 Safety and emergency arrangements, only division 2 of this MO applies to DCV’s. It
includes.
- Minimum safe manning
- Navigation bridge visibility
- Pilot transfer arrangements
- Steering gear operation
- Steering gear testing and drills
- Passenger vessel limitations to be documented
 Marine order (500-507) for DCV’s only
- 501- Administrative – National law
- 502- vessel Identifiers – National law
- 503- Certificate of survey – National law
- 504- Certification of operation and operation requirements – National law.
- 505- Certificates of competency – National law.
- 507- load line certificate – National law.
- 508- Marine pollution – Antifouling systems
National standard for commercial vessels

 It provides standards for vessels design, construction, and equipment for domestic
commercial vessels.
 It is an upgrade from the previous USL code and prescribed in the national law act 2012. The
NSCV consist of
- b) general requirements.
- c) Design and construction.
- d) crew competencies.
- e) operations.
- f) special vessels.
- g) non survey vessels.

Navigational act 2012

 Legislation which covers international shipping and seafarer safety, protection of marine
environment where it relates to shipping and the actions of seafarers in Australian waters.
 The Navigation Act gives effect to international conventions for maritime issues where
Australia is a signatory. The act covers
- Vessel survey and certificates.
- Crewing.
- Seafarers’ qualifications and welfare.
- Occupational health and safety.
- Carriage and handling of cargoes.
- Passengers.
- Marine pollution and prevention.
- Monitoring and enforcement activities
 The Nav act provides the legislative power for Australia to implement the following treaties
developed by the IMO. Important conventions for DCV’s
- International Convention for Standards of Training, Certification and Watchkeeping for
Seafarers (STCW)
- International Convention on Load Lines (Load Lines)
- International Convention for the Safety of Life at Sea (SOLAS)
- Convention on the International Regulations for Preventing Collisions at Sea (COLREGS)
- International Convention for the Prevention of Pollution from Ships (MARPOL)
Summary
 Acts take the standards and make them law
 Regulations and marine orders are your how to comply
 Example DCV act = Marine orders. Biosecurity act = Biosecurity regulations
 Acts (become law) = Marine orders and regulations (how to comply with the law and prove
compliance through certification)
Marine order 54
 Sets out the requirements for.
- licensing of pilotage providers and pilotage provider operations
- licensing of pilots and performing pilot duties
- compulsory pilotage areas
- applying for an exemption from the requirement to navigate with a pilot.
Australian notice to mariners

 The Australian Hydrographic office issues fortnightly and annual notice to mariners.
  Fortnightly notices are designed to assist mariners in keeping charts and nautical
publications up to date.
 All notice to mariners can be located on the hydrographic website. The annual notices
contain navigational safety notices of more permanent nature such as.
- Requirements for reporting pollution
- Search and rescue procedures
- Maritime safety notices, warnings. These include AUSCOAST warnings concerning
lighthouses, safety messages, floating objects etc.
- Weapons practice and warnings
- Submarine pipelines and cables
- Meteorological broadcasts for shipping
- Warnings related to satellite derived positions.

AMSA marine notices

 These marine notices provide information to the shipping and broader community.
 These notices have no legislative background, but often relate to upcoming changes to
legislation or changes in procedures as a result of amending or new legislation.

Safety management system, risk assessments, masters authority, standard and emergency
operating procedures, drills, safe access (A)

Safety management system (SMS)

 A safety management system (also referred to as an SMS) is a systematic approach to
managing safety.
 By following established policies, practices, and procedures you ensure the safety of vessels
and the people on board.
 All domestic commercial vessels must have a safety management system (SMS). This system
will demonstrate and document how your vessel meets the mandatory general safety duties.
 Your vessel’s SMS should be based on a risk assessment of YOUR operations on YOUR vessel.
It should describe how safety, maintenance and operation is managed on your vessel.
 AMSA provides tools and resources to help develop a ship safety management system.
 The owner, operator, master, and crew of each vessel should all be involved in carrying out
the risk assessment and in developing, reviewing, and updating the safety management
system.
 Class 1-4 vessels the SMS requirements are contained in marine order 504

Risk assessments

 The owner must ensure a risk assessment is carried out and up to date
 The risk assessment must be reviewed if
- The vessel does something different
- The Master thinks risks have changes
- The vessel is involved in an incident
 The risk assessment must identify
- Key daily tasks
- Anything that may expose the vessel, environment, or people to unacceptable risk
- Appropriate crewing
- A responsible person to ensure actions to minimize risk are carried out

Master’s Authority
  It is the master’s responsibility to verify all the operational requirements are being complied
with
 The master may request the owner’s assistance and make decisions about the safety of the
vessel, environment, and persons on or near the vessel to ensure compliance with
operational requirements

Standards Operations Procedure’s

 A standard operating procedure is a set of written instructions that describes the step-by-
step process that must be taken to properly perform a routine activity.
 The SOP’s are contained within the vessels SMS and should be followed to maintain safety
and keep in line with the best practice of the task and the buisness
Drills
 There is no legal requirement to conduct drills at a specific frequency for domestic
commercial vessel
 The owner of the vessel must ensure that the master and crew receive the following training
- As soon as practicable after joining the vessel and before commencing duties
- An initial safety training that familiarises the person with safety matters about the persons
presence and duties onboard the vessel
- Sufficient training in key onboard operations to establish, maintain and verify the
competence and capacity of the persons to safely carry out assigned duties
- Sufficient training in emergency procedures to establish, maintain and verify the ability of
the persons to respond rapidly and effectively in an emergency and to follow the emergency
plan
 Drills will be run per company SMS
Safe access
 Access between a vessel and a wharf pier or landing via a gangway or access ladder must be
provided
 Adequate lighting is provided to access
 Inspection and maintenance on gangway or access ladder is incorporated into vessels
planned maintenance
 Lifebuoys nearby or attached to access
 Adequate safety net sufficient to prevent falls
 Solid side rails, hard gripping flooring
 Gangway or safe access to shore must also take into account
- Variations in wharf height
- Tidal range
- Movement of the vessel due to waves, wind or current
- The surface to which a person is likely to require access
- Access between a vessel and another vessel
- If transfer of a person from one vessel to another is likely or envisaged, safe means for
affecting the transfer must be provided
OHS/WHS legislation, notices, duty of care (A)
OHS/WHS legislation
 Each state has its own WHS laws and a regulator to enforce them
 The WHS framework for each state includes
- Outlines your broad responsibilities
- Regulations: set out specific requirements for hazards and risks, such as noise, machinery,
and manual handling
 - Codes of practice: provide practical information on how you can meet the requirements in
the act and regulations.
- Regulating agency (regulator): Administers WHS laws, inspects workplaces, provide advice
and enforce laws.
- In some states there is a different regulator for workers compensation

OHS/WHS notices

 Issued by Safe work, company can still operate but must fix the hazard (slip, trip, access)
 Prohibition notice
- Stops work immediately (for more serious risk to health and safety)
 Penalty notice
- Direct fine to company for serious breach
 Duty of care
- Workers have a duty to take reasonable care for their own health and safety
- They must take reasonable care that their acts or omissions do not adversely affect the
health and safety of other persons
OHS/WHS records
 Under both commonwealth and state/territory laws, the OHS/WHS reports must be retained
for at least 5 years from the date of report
Record keeping (LB, ORB,GRB) (B)
Vessel record books
 Record books onboard must be retained for at least 5 years
 In general logbooks facilitate safety of life, investigations, preventative maintenance and
troubleshooting.
 NSCV part E states that the amount of detail that needs to be entered into logbook must be
enough to allow a reconstruction of the navigational track.
LB (LOG BOOK)
 Stands for log book and is an official record of events on the vessel
 All entries should be made as soon as practicable after an event occurs, since all the logs are
running records of the vessel it makes record keeping vulnerable if delayed.
 Only authorised personnel should make such entries. Master may designate personnel to do
so.
 It will be the master’s responsibility to ensure the Official logbook is accurately filled and
signed.
 Entries made in the log must not be amended or deleted under any circumstances unless the
Master authorizes the cancellation
 It Is and offence to destroy a logbook, make an entry illegible, or withhold it from inspection.
 The following must also be recorded in the log
- Vessels activity
- Its position
- Its navigation track
- General summary of the weather
- Any illness or injury
- Any marine incident, or accident involving the vessel or its equipment
- Any assistance rendered to another vessel
- any unusual occurrence or incident
- all communication messages sent or received for an emergency
- all passengers counts conducted for the vessel
- any operation of the vessel for recreational purposes
  Records must be kept for 5 years
ORB (OIL RECORD BOOK)
 Each oil tanker of 150 GT and above and every ship of 400 GT and above shall be provided
with an Oil Record Book Part I (Machinery Spaces) and each oil tanker of 150 GT and above
to carry an Oil Record Book Part II (Oil Cargo Ops)
 Make sure the oil record book onboard is as per the convention
 It must contain records of any intakes, discharges, or prescribed operation
 Each entry must be signed by the officer in charge and the master must sign each page. If
the master has not signed each page then the document is incomplete
 Must be kept for 1 year from latest entry

GRB (GARBAGE RECORD BOOK)

 It is compulsory for the vessels greater than 400GT, or certified to carry 15 or more pax and
engaged on an international voyage to have a GRB
 The Ship staff must be able to identify different categories of garbage as per the regulations.
 Plastics, Food Waste, Domestic Wastes, Cargo residues, etc are distinguished into various
categories of garbage.
 Each entry must be countersigned by the Person in Charge and Master to endorse all the
entries for closure.
 The Ship’s position must be logged down along with the time when garbage was discharged
at sea
 Follow AMSA Garbage placard rules for DCV’s
 It must be kept for 1 year and readily available for inspection
Other Record books onboard
 Cargo record book
 Survey record book
 Engineers record book
Documents required to be kept onboard
 Vessel survey certificate
 Operations manual
 Technical manuals
 Maintenance and service manuals
 Marine OHS/WHS manual
 SMS
 Survey record book
 Operation record books (kept for 5 years)
 Certificates of competency of master and crew
 Safety equipment certificates
 Compass deviation card
 Radio operators handbook
 Radio log
 Load line certificate
Responsibilities and duties including Masters general safety duties (A)
Master’s safety duties.

 Do not operate or cause the vessel to be operated, if it is an unsafe vessel

 Ensure the safety of the vessel, people, marine safety equipment, and the operation of the
vessel
  Implement and comply with the SMS for the vessel and It’s operation
 Take reasonable care for the safety of persons who may be affected by their acts or
omissions
 Take reasonable care of their own safety
 Do not unreasonably place the safety of another person at risk
 Do not interfere or misuse any safety equipment provided on the vessel
Certificates, survey schedules and notices including conditions there in (A)
Certificate of operation
 Set out in marine order 504
 Certificate of operation sets out the conditions under which a domestics commercial vessel
or fleet of vessels must operate
 How and where the vessel can operate
 Other conditions AMSA consider necessary due to the nature of either a vessel or an
operation
 It’s a condition of the certificate of operation that the vessel must have a SMS
 AMSA may check that you are meeting your certificate of operation at any time if they
believe that you are not meeting the conditions of your certificate
Load line certificate
 Set out in marine order 507
- Application requirements for a load line certificate
- Criteria that need to be met for AMSA to issue a load line certificate
- Requirements for renewing, varying, suspending, and revoking load line certificate
- Conditions on a load line certificate
- offences provisions, including for breaching conditions of a load line certificate,
operation of a vessel where a load line certificate is not in force for the vessel, and in
other circumstances
- Key definitions
 Every domestic commercial vessel of 24m length and over is required to have a load line
certificate unless it is
- A fishing vessel
- A fishing vessel used only to carry passengers in smooth and partially smooth waters
(operational areas D and E)
 Freeboards are only assigned once the vessel shows there is an efficient means of
- Protecting all openings in the hull and superstructure
- Protecting crew in heavy weather
- Rapid freeing of water from the weather decks
- The vessel meets strength and stability standards
Certificate of survey
 A survey is through examination by a surveyor to ensure that the vessel complies with the
laws and regulations of authority
 A inspection is a visual inspection by an approved person to ensure that the equipment is in
good order and condition
 A competent person is a person who has acquired through training, qualification, or
experience, or a combination of these, the knowledge and skills enabling that person to
perform the required tasks.
 Marine order 503 sets out
- application requirements for determinations and approvals mentioned in the Marine
surveyors accreditation guidance manual
- application requirements for a certificate of survey
- requirements for renewing, varying, suspending and revoking a certificate of survey
 - survey, design, construction and equipment standards that apply to existing, transitional
and new vessels
- provisions on who can survey a domestic commercial vessel
- criteria which must be met for AMSA to issue or renew a certificate of survey
- Conditions on a certificate of survey
 A certificate of survey is evidence that a vessel has been surveyed and meets specified
standards for
- Design
- Construction
- Stability
- Safety equipment
 Marine order 503 requires a vessel equal to or greater than 35m to be constructed to class
rules for
- Construction
- Machinery
- Anchoring equipment
- Electrical installation
- The National standard for commercial vessels applies to all other aspects of the vessel
Certificate survey schedules
 Certificate of survey is valid for one year, therefore the vessels undergo a periodic survey
annually
 Various parts of the hull, structure, machinery and fittings are surveyed at intervals specified
in the NSCV or in the vessels survey record book
 Extensions may be granted for up to three months
 The owner must notify the authority to alteration to structure or machinery
 Survey schedules are over a 5-year period, frequency is based on the risk category
 High risk
- Year 0= Initial
- Year 1= In water
- Year 2= In water
- Year 3= out of water
- Year 4= nothing
- Year 5= renewal survey (in water and out)

 Medium risk
- Year 0= Initial
- Year 1= nothing
- Year 2= nothing
- Year 3= In water survey
- Year 4= nothing
- Year 5= Renewal survey (in water and out of water)

 Low risk
- Year 0= Initial survey
- Year 1= Nothing
- Year 2= nothing
- Year 3= nothing
- Year 4= nothing
- Year 5= Renewal survey (in water and out of water)
  Detailed information about surveys and risk modifiers for vessels can be found in marine
order 503, and the marine surveyor’s manual part 2
Joining a vessel as master (A)
Checks when joining a vessel as master
 Have a good view of vessel from the dock
 Once up the safe access get impression of how well security, safety and general
housekeeping is being managed
 With departing master check the status of all required ships certificates and survey. If any
are due soon what preparations have been made for this
 Become inducted onto the vessel
 When being inducted check condition of ship, lifesaving appliances, load line marks, does
cargo look secure? etc
 Have a good read of the vessels SMS, crew training log, crew certificates and competencies,
JHA’s, SOP’s, Risk assessments, Emergency drills conducted, EOP’s
 Receive details of the upcoming work or voyage the vessel is about to complete, ports to be
visited, shipping agents to liaise with, special requirements, cargo to be loaded
 Note the current state of readiness of the vessel, crew, bunkers, stores, water, stability
checks, passage plan, maintenance, any defects with the ship, problems with bridge
equipment, cargo etc.
 Have master go over bridge equipment, and vessel handling idiosyncrasies. Discuss any ship
handling limitations
 Ask outgoing master for onshore contacts and dedicated person ashore
 Check the official logbook and make necessary entries and outgoing master to sign off
 Update vessel muster list
 Check record books are up to date (oil and garbage if required)
 Check local regulations if this is a new port
 Conduct machinery checks with engineer
 Test communications, bridge equipment
Reporting of incidents, near misses and deficiencies (A)
Incident/near miss
 If, at, or near a workplace at which an undertaking is being conducted by the operator, there
is, arising out of the conduct of the undertaking
- An accident that may cause the deaf of, or serious personal injury, to, any person
- An accident that causes an employee who performs work in connection with the
undertaking to be incapacitated from performing work for a period
- A dangerous occurrence
 The operator must, in accordance with the regulations, give to the inspectorate notice of,
and a report about, the accident or dangerous occurrence.
 The initial report within 4 hours of any of the above events, submit AMSA form 18 (incident
report)
 Full report within 72 hours of the owners/masters becoming aware of any of the above
events, he/she must submit AMSA form 19 (incident report)
 AMSA form 18 and 19 can both be located and downloaded from the AMSA website.
Deficiencies
 If your workplace, master, or employer ignores requests to address a safety concern, they
can be reported directly to
- The Australian transport safety bureau
- Work cover
Standards of watch keeping
Maintain a proper lookout (A)
  Rule 5 States: Every vessel shall at all times maintain a proper lookout by sight and hearing
as well as by all available means appropriate to the prevailing circumstances and conditions
so as to make a full appraisal of the situation and of the risk of collision.
Watchkeeping in different conditions (A)
Anchor
 Ensure vessel maintains her position
 Plot anchor spot, apply boat swinging circle and exterior perimeter
 Apply two bearing position distances and recheck to ensure vessel is holding anchor.
 Continuously monitor VHF
 Apply appropriate day/night shapes and signals
 Safe watch on other anchored vessels and passing traffic
 Knowledge of weather forecasts and tides
 Follow any appropriate standing orders
Restricted visibility

 Inform the master if you are watchkeeper

 Inform the engine room
 Reduce speed to safe speed as per rule 6 and sound appropriate sound signals
 Ensure appropriate lights are displayed
 Post additional lookouts as far forward as possible and at sides and stern
 Take steering off auto pilot and be ready to manoeuvre
 Ensure all watertight doors are closed
 Stop all other works
 Ensure radar is constantly monitored
 Comply with rule 19 at all times
 Monitor radar/AIS
 Rule 19 If you detect a vessel by radar alone
 Determine if a risk of collision exists
 Don’t turn to port for a vessel forward of the beam unless overtaking
 Avoid an alteration toward a vessel abeam or abaft the beam
Congested waters
 Comply with COLREGs at all times
 Be thorough with the ship’s manoeuvring characteristics such as the UKC, Squat, stopping
distance
 Change over to hand steering
 Post additional lookouts
 Reduce the vessel’s speed to a safe speed for navigation
 Run parallel power units for steering gears for additional safety.
 Use all available resources including all aids to navigation and cross verify with the chart (use
largest scale chart for that area) to check depths, distances, bearings etc. Monitor the
position of the vessel continuously with the help of parallel indexing, ARPA etc
 Coordinate with the VTS as well as with the other ships in the vicinity using the VHF
 Record the vessel movement in the logbook
Compass errors, basic variation, deviation (B)
Compass error
 Compass error = compass variation + compass deviation
 So there are three conversions possible
1. Degrees true (T) displayed on the chart
2. Degrees magnetic (M) direction the compass points due to earths magnetic field
 3. Degrees compass (C) direction a compass points due to vessels magnetic field
 The relationship between the three
 True Variation Magnetic Deviation Compass – True Virgins Make Dull Companies +W -E
(True to Compass)
 Compass Deviation Magnetic Variation True – Cadbury Dairy Milk Very Tasty +E -W
(Compass to True)
Example
- Course on chart = 135 degrees T
- Check variation (compass rose) 12 degrees E
- Magnetic course (subtract 12E) 123 degrees M
- Deviation (check deviation card) 1 degree W
- Compass course 124 degrees C
Basic variation
 The angle between the direction of True north and Magnetic north
 Variation is a normal change in the magnetic fields of the earth every year
 Variation changes with time and location
 Initial variation is published in the compass rose of your chart, as well as the annual change
 The annual change must be multiplied by the number of years since the initial variation was
printed to get the total magnetic variation for the current year
Deviation
 Compass deviation is a change in the direction of the compass based on internal magnetic
factors within your vessel
 Every vessel is different, and each vessel has Its own deviation card
 You can check your own compass deviation by lining up two know angles on the chart and
comparing them to your magnetic compass
Position fixing using different techniques (A)
GPS fix
 Transferring your GPS position onto your chart
Transit fix
 Two objects that can be seen in a direct line of one another. Convenient when coming into
anchorage, approaches to harbour when more frequent position fixes are required. It is also
very handy to use the two objects to help you work out your compass area by comparing
from the chart to your magnetic compass
Visual bearing fix single
 Use the ships magnetic compass to take a bearing of fixed object like a lighthouse or
headland. Once you have taken the fix you would need to complete compass error
calculations before placing them on the chart. CDMVT. Place bearing line onto chart, and
you will sit somewhere on that line
Visual bearing fix two-three bearing fix
 Take a combination of known fixed objects and after calculations place them both or more
on the chart and you will get a intersection. This intersection is you location.
Three-point fix
 Find three objects on the chart
 The ideal arrangement of measurements is two at near right angles and the third cutting
through the lines midway
 Take all the measurements in one go as quickly as possible after one another
 Take the bearings nearest the bow or stern first (as they changed slowest) and bearings
nearest the beam last (as they will be changing the fastest)
  One you have completed everything above you should end up with a small triangle or
“cocked hat” on the chart that you are inside of
Running fix

 Step 1
- After you have chosen your objects or features you need to take a bearing to the first one.
This is shown below as bearing line A. From a navigation perspective all we can tell from this
first bearing is that we are somewhere on that line.
 Step 2
- After we travelled the decided amount of time plot your course travelled off bearing line A
and label appropriately
 Step 3
- Take second bearing of the object you took the first bearing of. Plot onto chart and label
appropriately. You will be somewhere on that second bearing line.
 Step 4
- Take the first bearing line and move the bearing line forward up to where you estimated
position was placed in step 2. Where the two lines intersect is called the running fix.

Radar bearings

 North up gives you Gyro bearings

 Use the radars EBL and rang ring to place over a known object and headland. The distance to
the object from the range ring and the heading from your EBL will allow you to plot this on
the chart. It must be plotted as a arc as it is a radar range.
Depth sounder

 Not very accurate but you can compare the depths you are reading from your echo sounder
from the depths of the position you have fixed on the chart and compare.
Voyage planning (practical application) (A)
Passage planning
 A passage plan is a thorough, berth to berth guide, that identifies potential difficulties or risk
on the proposed voyage
 It manages the safety of the crew, environment and vessel by minimizing the risk of
navigation errors
 The master has the overall responsibility of the passage plan

 Appraisal

- Prior to departure, gather information and risk assessment if necessary

- When assessing risk examine, collect and evaluate all available sources
- Tide table charts
- VTS information
- Pilot areas
- Depths
- Local warnings
- Lights list
- Correct navigational charts and ensure they are up to date, correct scale of charts
- Latest NTM are up to date
  Planning

- Port distances consider bunkers, stores, fresh water,

- Meteorological updates
- Port of refuge, backup plan
- Load lines and stability
- Distance of coastline and dangers. Is there a point of no return
- Tidal windows and draft restrictions
- Reporting requirements and communication channels (VTS)
- Pilotage requirements
- Navigable limits
- Contingency anchorages
- Position fixing
- Manning requirement, lookouts, fatigue concerns (hour of rest)
- Berthing arrangements in other port
- Charts. Ensure latest NTM editions are onboard, corrected to latest, if unsure consult annual
NTM or cumulative NTM
- Lay charts in order of the voyage once planning routes on charts has been completed

 Execution

- Final details including timing of the passage

- Have plan approved
- Once timing and passage plan approved procedures used can be arranged upon ETA of
departure, traffic density, destination ETA, tidal times, pilotage booking etc.
- Prepare pilot ladder if necessary
- Conduct voyage briefing
- Set voyage watches
- Open line communication
- Standing orders
- Fatigue monitoring

 Monitoring

- Constant position fixing, soundings, monitor cross track error if ECDIS is installed,
documenting in appropriate log books
- Monitor echo sounder soundings in shallower depths
- Maintain proper lookout at all times with correct manning
- Good time management
- Continuous revision in plan, modifications to plan, if you are not the master alert the master
of any change in passage plan
- Continuous monitoring of weather
- Keep updating ETA’s with the destination port as modification of plan is highly likely

 Archiving or recording
- Review the passage plan once it is completed and have constructive criticism
- May be asked to re produce passage plan to authorities
- Any notes taken during the passage plan add for future benefit
Weather and navigation warnings (B)
Weather
  Suns radiation is the source of energy that drives the weather system in the Atmosphere.
The atmosphere can be seen as a gigantic heat engine which converts thermal energy.
 Most of the mass of the atmosphere and the weather affecting us is contained within the
troposphere.
 Weather explained simply
1. Sun heats surface of land and sea causing evaporation
2. Warm air rises carrying water droplets that create clouds
3. Clouds result in rain as well as provide insulation at the surface
4. As warm air rises, cool air moves in to replace it causing winds
5. Winds in turn cause seas and swells.
Maritime safety information (MSI)
 Is designed to give mariners information relating too
- Navigational safety warnings
- Meteorological warnings
- meteorological forecasts relevant to vessels within specified coastal areas
- search and rescue information
- other urgent safety related messages
- Most MSI is temporary, while others may remain relevant for several weeks and superseded
by notices to mariners
- In Australia, MSI is provided via long range warnings (NAVAREA X and METAREA X warnings)
and coastal warnings (AUSCOAST warnings, sea safety messages, and coastal wind
warnings).
Navigation warnings
 AMSA, as the NAVAREA X coordinator, provide the navigational warning component of MSI
via the Inmarsat SafetyNET system and HF radiotelephone broadcasts through sites at
Wiluna, WA and Charleville, QLD.
 A summary of all NAVAREA X and AUSCOAST warnings currently in force are issued weekly
 INMARSAT (International maritime satellite organization) has four satellites in
geosynchronous orbit over the equator. These provide high quality communications to the
entire earths surface
 The system provides a service known as enhanced group calling which provides the
broadcast information to selected ship earth stations. This information includes MSI that
includes
- Distress alerts
- Navigational warnings
- Meteorological warnings
- Other important safety information of vessels
Bridge equipment
Meteorological equipment- barometer, anemometer and reception of MSI (B)
Barometer
 A barometer measures atmospheric pressure
 Normal pressure at sea level is 1013mb
 Must be calibrated and kept in the shade/out of air conditioning
 Tap lightly before reading
 By observing the rate, and amount of change in pressure will give an indication of the
intensity and speed of accompanying weather systems
Barograph and digital barometers
 Simply an aneroid barometer with a pen arm recording on a clockwork drum with a paper
chart on it
  Digital versions are more commonly used and more accurate weather monitoring device.
Hygrometer
 Also know as wet and dry bulb
 Thermometer measures the amount of water vapour in the air
 It consists of two thermometers mounted side by side an in a position that allows free flow
of air and no direct sunlight
 The bulb is wrapped in cloth, the bottom of which is dipped in a small water bowl
 The other is uncovered and free to measure the temperature of the surrounding air around
the dry bulb
 With increased evaporation of the moisture contained in the cloth, the temperature in the
wet bulb will fall, due to the latent heat of evaporation.
 The more humid the atmosphere the slower the evaporation rate and less difference
between the two readings
 You refer the readings of both thermometers to a set of tables from which are derived (a)
the moisture content (humidity) of the air and (b) the dewpoint
 The instrument provides a means of anticipating fog or mist, gives an indication of the
approach of a TRS and useful for assessing whether or not to ventilate a particular cargo
hold onboard.
Anemometer
 An anemometer measures wind and speed
 Gives a apparent wind when vessel is underway
 Not true wind unless it has electronic capabilities
 Wind speed can also be estimated by visually observing sea state and using the Beaufort
scale
Reception of MSI
 MSI (marine safety information) can be received on the bridge via
 NAVTEX (navigational telex) which works within roughly 200nm of the coast
 Via INMARSAT satellites to a EGC (Enhanced group calling) feature
 VHF weather updates in port
Miscellaneous bridge equipment including radar and AIS, steering (manual and auto) (B)
Radar
 Stands for radio direction and ranging
 It sends out short pulse of high frequency radio waves, and receives them when they return
after being reflected from distant radar-reflective objects.
 Most vessel carry two types
1. X-BAND. Frequency 10,000MHz range: Wavelength 3cm.
- Has better picture at shorter ranges.
- Needs a shorter scanner
- Poor performance in rain
- Suitable for small vessels and for better definition on shorter ranges
1. S-BAND. Frequency 3000MHZ range: Wavelength 10cm
- Better picture at longer ranges
- Better performance in rain
- Uses greater power
- Uses a very long scanner
- Suitable for large, more stable vessel and for better definition on longer ranges.
AIS
 The AIS is a maritime communications device. It uses the very high frequency (VHF) radio
broadcasting system to transfer data
  AIS equipped vessels (shipborne AIS) and shore-based stations (non-shipborne AIS) can use it
to send and receive identifying information.
 Identifying information can be displayed on an electronic chart, computer display, chart
plotter or compatible navigation radar.
 AIS improves navigation safety and environmental protection by assisting in the effective
navigation of ships
 This identifying information can aid in situational awareness provide a means to assist in
collision avoidance.

Steering
 Steering gear must be able to withstand maximum helm at maximum ahead and astern
positions
 The person at the helm must have a clear view ahead while at the normal steering position
 All vessels, except twin screw vessels shall be fitted with two independent means of steering
 The secondary steering gear must be capable of being brought steadily into action
 If emergency steering is remote from the steering navigation position an adequate form of
communication must be maintained
 Rudder movements must be no less than 30-35degrees within 30 seconds at max speed
 Rudder position indicators must be fitted over 15m vessel
 Steering gear must be fenced or guarded to avoid injury
Hydraulic steering
 Can be manual hydraulic or electrical hydraulic
 Connected to the wheel is a two-way hydraulic pump from which two pipes are led to a
hydraulic cylinder or ram connected to the tiller
 The rotation of the wheel causes the pump to push oil to one side of the ram, thus turning
the rudder
 It can be set up as single or dual station installation
Electrohydraulic steering
 In the electrohydraulic system the signal from the wheelhouse to the steering flat is
transmitted by electrical wires
 The system employs a uni-directional pump
 The pump supplies oil at a constant rate to a directional control valve positioned in the
steering flat
 The valve is operated by solenoids controlled from the wheelhouse via the control box
 The valve consists of three positions, and depending on the position it supplies oil to either
side of the double acting ram

 As with hydraulic and electrohydraulic, there is a bypass and relief valve fitted between the
left and right sides of the ram. Emergency steering can be carried out by operating the
emergency steering lever in the steering flat

Auto pilot
 Electric auto pilots can be interfaced with GPS, Log, Chart plotter.
 A compass sensing element activates a steering motor to turn the rudder whenever the boat
goes off course
 Certain auto pilot setting include
- AUTO = engage autopilot
- Resume = Change over to manual
- Standby = temporary manual steering
 - Nav = display GPS information
- Course = change course while on autopilot
 Precautions
- Always maintain a proper lookout
- For large course alterations the autopilot should be disengaged
- Always test manual steering when entering confined waters after prolonged use of autopilot
 When not to use
- In very rough seas
- In poor visibility
- In confined waterways
- Near of dangers
- In areas of high traffic density

Miscellaneous Bridge Equipment Including

 Auto Pilot
 Magnetic compass
 ECDIS
 Navigation Light’s
 Life raft release
 GMDSS
 Office
 Chart plotting table
 Global Positioning System ( GPS )
 Radar
 Rudder Angle Indicator
 Rate of turn indicator
 Voyage Data Recorder ( VDR )
 Automatic Radar Plotting Aid ( ARPA )
 Radio Very High Frequency ( VHF )
 Search and Rescue Transponder ( SART )
 Chart Plotter
 PA system
 Ships flags
 Automatic Identification System ( AIS )
 Echo Sounder
 Gyro Compass
 Ship Fog Horn
 Search Light
 Emergency shut down
Navigational charts and publications
Chart corrections, symbols and abbreviations, chart datum, publications (A)
Chart corrections
- Information from Australian Hydrographic office
- Fortnightly notice to mariners
- Corrections in magenta
- Write updated NTM number and year on bottom left
 Temporary and preliminary notices are written in pencil, and NTM number goes on top left
of chart
Chart symbols/abbreviations
  Look up NP5011 Chart symbol and abbreviations book
Chart Datum
 The world geodetic spheroid 1984 (WGS84), as used by GPS and other global navigation
satellite systems, is a mathematical model of earth intended as a compromise that
reasonably represents the world for practical navigation purposes
 All ENC and paper charts (PNC) published by the Australian Hydrographic office are compiled
on WGS84 in accordance with international specifications
 Your satellite positioning system should be set to give positions referenced to WGS84 when
using any official Australian ENC or PNC
 Depth contours are based on chart datum which can be
-Lowest Astronomical tide
- Mean low water
 Bridge height based on
- Highest Astronomical tide
 Refer to the title block on your chart to find datums
Publications
 Australian tide tables (AHP11)
 Mariners Handbook for Australian waters (AHP20)
 Chart and publication maintenance handbook (AHP24)
 Marine radio operator’s handbook
 Symbols and abbreviations used on charts (NP5011)
 Notice to mariners
 SOLAS
 MARPOL
 IMDG
 Load line convention
 Life saving appliances (LSA code)
 COLREGS

Use of large, small scale charts (B)

Large scale
 A large-scale chart shows a small area and is good for navigation close to land or where
increased chart detail is needed
Small scale
 A small-scale chart shows a large area and is good when not a lot of detail is needed like.
- Coastal passages
- Areas far from navigational hazards
- Or initial passage planning
Ship reporting systems, VTIS (B)
VTS
 VTS are internationally recognised navigational safety measures under the International
Convention on the Safety of Life at Sea (SOLAS).
 VTS contribute to safety of life at sea, safety and efficiency of navigation and protection of
the marine environment, adjacent shore areas, work sites and offshore installations from
possible adverse effects of maritime traffic.
 Vessel traffic services are authorized under marine order 64 which sets out the regulation
arrangements for
- VTS providers, including authorisation, certification and auditing
 - Masters of vessels to provide reports required by VTS providers and to comply with their
instructions
 A list of VTS areas are shown on the AMSA website

VTIS

 VTIS systems are less expensive than VTS systems but have several drawbacks. Perhaps most
important, most VTIS systems do not have the legal authority to intervene in emergencies.

Ship reporting
 Marine order 63 sets out the requirement for vessels travelling in Australian designated
reporting areas. The two areas include
 Ships reporting in Australia via MASTREP. The joint Rescue Coordination Centre Australia is
responsible for this area as described in the IMO
 Great barrier reef and Torres Strait ship reporting system
Electronic chart systems, chart plotters
Electronic chart systems
 ECDIS: Computer based navigation information system that complies with the IMO
regulations and can be used as an alternative to paper charts
 ENC: digitised charts for the use with ECDIS. An ENC is the most versatile chart, infact it is
not a chart but a database of all the chart information. The software draws the chart on the
fly based on the users requirements. It produces the customised display and raises the
necessary alarms.
 RNC: Raster are scanned charts for the use with ECDIS. These are photocopies or fixed
images of paper chats in pixels, like a non-digital television screen. These charts are geo-
referenced which allows the computer to relate to every point on the chart and sound the
necessary alarms
 ECS: generic name for all non-ECDIS charts
Chart plotters
 Most GPS packages include an ECS which can be run on a laptop or a dedicated plotter.
 Plotters can range from tiny mono units to large colour displays. The system may consist of
only the chart information or an extensive navigation system which also displays
- Vessel position
- Compass heading
- Log speed and sounded depths
- Basically a digital version of a paper chart on a screen (raster)
 ECDIS (electronic chart and display information system)
- Pulls in multiple layers of chart data (vector)
- Complies with IMO standards
- Updates using notice to mariners
 ECS can have the following advantages
- Constant real time position and track information
- Position fixing in poor visibility
- Regular updates
- Real time visual indication and audio warning of any breach of navigation integrity
- Black box style recording of navigational and vessel handling parameters
Stress and Stability
Basic principles of flotation and effect of density on draft (A)
Basic principle of flotation
  Every floating body, displaces its own weight of liquid in which it floats
 When a vessel lowers into the water it displaces a volume of water equal to its own weight
Effect of density on draft
 As the density of water increases, the vessel has to displace less water to equal its weight
 For a vessel with a constant displacement
- Cold salt water (high density)=lesser draft
- Warm fresh water (low density) = Deeper draft
Load line marks and draft reading
Load line marks
 Load lines are marked once freeboards are assigned under marine order 507 on the basis
that certain conditions are met. These conditions of assignment are regulations to ensure
that the vessel is provided with efficient means
- Of protection of all openings to the hull and superstructure
- For the protection of crew in heavy weather and,
- For the rapid freeing of water from the weather decks
 Loading to the appropriate load line means that in summer your S load line would just be
submerged
Draft reading
 Draft is read from the bow and stern
- Each number is 10cm
- The space between numbers is 10cm
 Larger vessels may have marks on midships
 So if water is at the bottom of the “2” meter mark the draft is 2 meter, if it is at the top of
the “2” the draft is 2.1M

Effect of weight distribution and angle of loll, free surface effect, shifting of loads and listing (A)
Effect of weight distribution
 G on the vessel is the centre of the combined gravity of all weights onboard
 If you
1. Add weight – G moves toward the weight
2. Remove weight – G moves away from the weight
3. Move weight – G moves parallel to the weights motion
Angle of Loll
 Angle at which an initially unstable vessel comes to lie at rest
 G has moved above M causing a negative metacentric height, as a result the vessel cannot
stay upright so it heels until it reaches an angle of loll
 Until it reaches the angle of loll a negative righting lever or capsizing lever is created.
 Instead of returning to the upright position the vessel heels until B is moved to B1 and some
positive stability is returned due to M moving above G
 To fix an Angle of loll
- Reduce free surface effect
- Shift weights down
- Add weights down
- Add weights low (use external cranes)
- Remove weights up high
- UNDER NO CIRCUMSTANCES SHOULD YOU SHIFT WEIGHTS TO THE HIGH SIDE
Free surface effect
  The reduction in a vessels stability due to the unrestricted movement of liquids and cargo in
tanks or deck
 Causes a virtual rise in the centre of gravity
 Free surface effect is the product of weight (often liquids) shifting onboard the vessel
 Reduces the GZ righting lever
 Reduces metacentric height
 Reduces GM
 To reduce free surface effect we can
- Press up or empty tanks
- Install baffles in tanks
- Reduce water on deck
Shifting of loads
 If loads shift they can act as a liquid
 This will cause G to follow the shifting weight and can be the same as free surface effect
Listing
 A list is an uneven distribution of weight onboard the vessel
 Any list in the vessel will reduce the area under the GZ curve reducing stability
 A list will also reduce the angle of deck immersion on one side
 In port you can fix the angle of list by shifting weight on the high side or reducing weight on
the low side
 At sea you can fix by transferring bunkers or ballast
Interpret a GZ curve, stability definitions eg, angle of deck edge immersion, angle of down
flooding (A)
Interpret a GZ curve
 A GZ curve is drawn by calculating the values of GZ at different angles of heel and plotting
them on a graph
 Known each of the points along a GZ curve
- Deck edge immersion
- Maximum GZ
- Angle of vanishing stability
- Range of positive stability
Stability definitions
 GZ
- The righting lever. Distance between the lines of action of weight and buoyancy when a
vessel is heeled
- The GZ curve is made of these lines graphed at different angles of heel
 Angle of Vanishing stability
- The angle at which GZ becomes zero and the vessel has no energy to right itself
 Permeability
- The amount of space (in %) left of a cargo hold, that could be filled with water
- 95% cargo = 5% permeability
GM
 Is an initial way to look at the stability of the vessel (first 10 degrees or so)
 It is the distance between the centre of gravity and the metacentre in meters
 Can be calculated using GM=KM-KG
Angle of deck edge immersion
 Is the angle at which the deck of the vessel will go underwater
  As soon as the deck goes underwater the GZ curve will start to round toward the angle of
vanishing stability
Angle of down flooding
 The minimum heel angle where an external opening without watertight closing appliance is
submerged
Knowledge of stability book and its contents (A)
Stability book contents
 Displacement tables for typical loading conditions
- To work out KG and trim
 Sounding tables
- To work out tank weights and moments
 Tank locations and profile plan
 Maximum KGf/trim from displacement/LCG graph
- To work out limiting KG and trim
 Hydrostatic table
- For displacement/TPC/KMt
 General arrangement plans to show watertight compartments, closures, vents, down-
flooding angles, and allowable deck loadings.

Cargo work

Cargo securing (A)

Cargo

 The securing of cargo, for example in vessel transportation, against the physical forces
occurring during transport.
 Bracing – process of using timbers to secure cargo by running the brace horizontally from a
support to the cargo
 Skid protection – cargo placed on anti-skid materials like rubber sheets
 Lashing - the goods are lashed securely to the cargo carrier by means of wire ropes, steel
strapping, fiber ropes, webbing lashings, lashing chains and/or fixed winches.
 Blocking – goods are prevented from moving by using cargo bars, beams, dunnage bags or
stop blocks, for example. Locking – goods are mechanically locked to the cargo carrier

Containers

 Twist locks to connect stacked containers

 Bridging clamps to connect tops of adjacent containers
 Lashing rods to connect containers to ship
 Turnbuckles tighten them
 Wind lashings at outer containers

Other cargo

 Depends on shape/weight/size
 Can brace with timber
  Use anti-skid mats
 Can fill space between cargo with dunnage
 Can use a combination of chains, webbing, nets and rope to secure

Lifting gear, safety precautions, maintenance, SWL and limitation of equipment (A)

Lifting gear

 Marine order 32 cargo handling equipment

 Faulty performance of the gear can easily lead to off-hire and loss of income for the vessel.
 Materials handling equipment must be
- Tested
- Examined
- Certified
- Registered onboard vessel

Lifting gear safety precautions

 When using lifting gear

- Never keep load in the air longer than necessary
- All movements of heavy weights should be slow
- Heavy weights should never be allowed to drop
- Stay out from under boom
- Attach taglines to prevent swinging
- Avoid sudden shocks or strains
 Always check the equipment before you use it.
 Performs periodic inspection and maintenance tasks.
 Ensure your training is up to date.
 The weight of the load must fit the equipment.
 Use high-quality monitoring and overload protection systems.

Maintenance

 Maintain as per manufacturers recommendations

 Major works to be carried out by a trained professional
 All works to be recorded in the ships register of materials handling equipment
 Consider Repair Over Replacement.
 Review Usage for Maintenance Frequency.
 Assign Monitoring Duties.
 Hire a Quality Mechanic.
 Put Maintenance Systems in Place.
 Extend the Warranty.
 Invest in Maintenance
 Verify Signs of Wear and Tear
SWL

 The safe working load of a rope is the “maximum load that should be applied to a rope”
 A lifting device will have the SWL marked on it, other details for the device will be in the
vessels rigging plan
 A manufacturer may supply the rope with the breaking strain or the SWL. You must know
the difference

BS

 The ultimate strain on a rope at failure

 If rope has a BS of 100kgs it would break when the load applied to it reaches 100kgs

Limitation of equipment

 Limit switches are often fitted to stop lifting apparatus from exceeding safe angles and
weights like
- Minimum and maximum jib limit switches
- Maximum crane hook height
 Hydraulic pressure relief sets max lifting weight
 Other weight or angle limitations will be in the operations manual or site specific and will be
in the SOPs

Carriage of dangerous goods, segregation and marking (B)

Carriage of DG

 Carriage of DG are set out under marine order 41

 Means all cargo which are listed in the IMDG code
 It gives effect to SOLAS requirements in Australia
 Specifying necessary documentation carriage and training requirements for dangerous
goods
 All Dangerous Goods should be tightly stowed and well secured against any movement,
including chafe, and clearly marked what it is.

Handling procedures

Notice of intention

 Provides extensive details on the information interchange, the parties and procedures
 The shipper is required to send a notice of intention to ship dangerous goods to the
prescribed person (AMSA surveyor) and the master of the ship.
 This can be in the form of Multimodal Dangerous Goods From (MMDG form). Can be located
on AMSA website
 The form must be sent to AMSA at least 48 hours before the goods are loaded
  The form must be sent to the Master as soon as practicable after the arrival of the ship in
port but in any case before actual loading.
 THE DG CAN NOT BE LOADED UNTIL THE MASTER HAS RECEIVED THE NOTICE
 The master must give the prescribed person notice of
1. DG that is remain on board the ship during its stay in port
2. Intention to unload DG at that port
3. Intention to unload and reload dangerous cargo at that port
4. Intention to load dangerous cargo at that port

Segregations

 Away from
- Effectively segregated so that the DG cannot interact dangerously in the event of an accident
but may be carried in the same compartment or hold or on deck. Minimum horizontal
separation of 3m projected vertically
 Separated from
- In different compartments or holds when stowed under deck. Provided the intervening deck
is resistant to fire and liquid. For on deck stowage this segregation means a separation by a
distance of at least 6m horizontally
 Complete compartment
- Either vertically or a horizontal separation. If the intervening decks are not resistant to fire
and liquid then only a longitudinal separation. For deck stowage this segregation means a
separation by a distance of at least 12m horizontally.
 Information on this can be found in the “Hazardous Materials Compatibility Chart” in volume
1 of the IMDG
 Book 1 will also contain exact separation requirements vertically and horizontally, as well as
restrictions on carriage in relation to crew and passengers

Marking

 Details on dangerous goods marking can be found in volume 1 of the IMDG

 It will specify colour, placement, numbers and symbols of the DG

Loading and discharging precautions (B)

Loading/discharging precautions

 Before loading or filling a cargo hold

- Ensure any work necessary inside the cargo hold is performed
- Ensure hold is clean/empty of previous cargo
- Loading plan
- Any support or reinforcements are in place
- Crew briefed and lashing plan ready
- Ships stability calculated and monitored during loading
- DG assessed
- Any lifting gear has been inspected and appropriately trained crew are available
 - make sure that the moisture content of the cargo to be loaded should not exceed the
transportable moisture limit to avoid liquefaction during the voyage

Cargo documents

Stowage plan and manifest

 shows details of the cargo as loaded, usually shown the cargo holds in side elevation and the
decks in plan.
 A good cargo stowage plan should contain
1. Location of individual parcel/consignment of cargo on board
2. Details of cargo example pre slung, or pallets etc.
3. Quantity (number of packages) in each consignment
4. Port of discharge for each consignment
5. Tonnage of each consignment

Manifest

 Record of all cargo onboard. It states

1. The name of the shipper
2. Consignee
3. Marks
4. Numbers
5. Nature
6. Weight
7. Measurements
8. Destination of the goods

Additional documents to be held onboard for carrying of DG

 MFAG
 Ems
 MSDS
 Additional medicines as listed in MFAG

Bill of landing and mates receipts

 Legal document which performs three main functions

9. It is a receipt of goods shipped
10. It is evidence of the contract of carriage
11. It is a document title

Mates receipt

 Is a receipt of cargo received on board and is generally signed by the mate

 It details the marks, weights, number, destination and other relevant details.
 Particulars are transferred from the mates receipts to the bill of landing.
 Once the cargo is onboard and no damage or shortfall has been noted in the bill of landing
the ship owner may be held responsible for the damaged or insufficient quantity at the
discharge port
Hazards

- Toppling of improperly stacked or secured cargo; Breaking or failure of lashing and dunnage
equipment; Unsafe access to and egress from the lorry or trailer

Marine engineering systems

Engineering systems (B)
 Ship engineering systems platform systems include propulsion, electric power, auxiliary
systems, deck machinery, and the integrated platform management system controlling most
of these systems
 Steering gear
- Most steering systems on domestic commercial vessels fall into two categories
1. Hydraulic
- Has an oil reservoir and a mechanical or electric pump to drive fluid to the rams
- Has a bypass valve to manually centre rudders if necessary
- Has a rudder indicator
- May have a backup system

4. Mechanical (chain or Linkages)

- Will have pulleys, or quadrants to turn the rudder
- Will include a system for rudder indication
- May have a backup hand-held tiller for emergencies
Engineering room alarms and failure (B)
 Critical alarms include
- Main engine oil pressure
- Main engine coolant temp
- Engine RPM/Load
- Cooling water High temperature alarm,
- Jacket cooling water low pressure alarm,
- Air cooler high temperature alarm,
- Fuel oil Low pressure
- Fire
- Bilge
 Alarms should sound in the wheelhouse as well as in the engine room
 In unmanned machinery spaces duplicate alarms should be found in the mess room as well
as the engineers cabin
 Any alarm or mechanical failure should be reported to the master and engineer on duty
 Follow company’s SOP/EOP

Ship handling

Berthing and unberthing in different conditions including tidal waters (A)

 Considerations include
- Tide
- Wind
- Anchor type
- Draft
- Displacement
- Lines onboard
 - Fenders onboard
- Sponson type
- Current
- Crew
- Comms
- Wharf type
- Strengths of lines

 Tidal water effects

- Will affects various vessels differently depending on underwater shape/growth
- Can plan around tides
- Can dock or moored into the tide to slow you down

Anchoring and use of anchors (A)

Anchoring

 Scope is the major factor in deciding the holding capacity of the anchor.
 Bigger the scope the better, large catenary indicates a large scope
 It can be a formula: length of cable paid out/depth
 Always Ensure there enough water below the ship during the rise and fall of the tides
 Always anchor your vessel in a designated anchorage or safe waters away from other traffic
an obstructions
 Take into account
- Traffic
- Swinging circle
- Bottom type/tides
- Scope avaliable
- Shelter from conditions
- Local regulations

 Often a good knowledge of local conditions helps the seafarer to determine the necessary
maneuvers and actions to be taken when anchored
1. Steps for anchoring a boat. Position your boat with the bow facing into the wind/tide.
2. Unhook devils claw
3. Release clutch
4. When ready release break and let go
5. Monitor the chain.
6. Apply brake at desired length
7. Make sure anchor holds and holding well
8. Re apply the clutch
9. Re apply the devils claw
10. Switch of windlass

If anchor does not hold

 First attempt to pay out more cable, consider letting go a second anchor
  If this fails advise coast radio coast radio of your situation and they could advise a new area
to anchor or provide assistance

Interaction between vessels, shallow water effect, bank effect and UKC (A)

Interaction between vessels

 Pressure zones around vessels cause them to interact if they pass within a close enough
proximity to one another
 To counteract this effect
- Steer your bow towards the vessel when you first meet/overtake
- Steer midships as you pass
- Steer your stern towards the vessel as you finish overtaking/passing

Shallow water effect

 can happen in up to 5x the draft of the vessel and can cause

- sluggish response to helm
- vibration or laboured engine
- changes in bow to stern wake
- changed in draft and trim due to squat
- Stirring up bottom sediment

 When squatting happens

- Reduce speed
- Redetermine position
- Find way to deeper water if possible

Bank effect

 When the vessel comes close to a vertical or steep bank the constricted water flow upsets
the symmetry of the pressure zones, this causes the vessels bow to sheer away from the
bank
 When experiencing bank effect
- Reduce speed
- Apply rudder and steer towards the bank

UKC

 UKC is under keel clearance

 Maintaining a minimum UKC is essential for the safety of navigation
 Your company may have a minimum to maintain when operating
 AMSA has a UKC system in place in the Torres strait for piots navigating large ships

Prevention of pollution
Actions to be taken in the event of a pollution incident (A)

Fuel spill

 Stop the source or hit the emergency E-button

 Contain spill onboard
 If some spillage has entered the water place a boom around the spill
 Contact local marine authority
 Fill in AMSA for 18/19
 Make note in log
 Fill in any employee paperwork if required

Action taken to prevent pollution (A)

 Follow SOP’s
 Comply with Marine order 90’s series (MARPOL)
 Approach each action with a “what if” mindset and ensure appropriate controls are in place

Precautions while bunkering (B)

 Follow the SMS

 Secure the vessel appropriately
 Safe access for crew to shore
 Hoist bravo flag
 Block all scuppers/freeing ports
 Prepare SOPEP equipment
 Engineer to calculate required fuel, bunkering rate and estimated time
 Engineer to calculate tank order and stability
 Establish communications and take fuel
 Monitor level
 Stop fuelling leaving adequate safety margin in tanks as dictated by company policies
 Reset vessel to service condition and complete all necessary paperwork

Garbage placard and disposal (A)

 Garbage placards are mandatory for vessels of 12M or more in length, fixed or floating
platforms
 Placards advise the crew and passengers of the rules related to the discharge of garbage into
the sea and should be displayed where they are visible for both crew and passenger’s

Disposal

 FOOD WASTE GROUND OR PROCESSED so that particles are no greater than 25mm
= While underway and as far as practicable, but not less than 3nm from nearest land* NOTE:
Discharge of cooking oil into the sea is prohibited
 FOOD WASTE that has not been ground or processed
 = While underway and as far as practicable, but not less than 12nm from nearest land
 CLEANING AGENTS/ADDITIVES that are not harmful to the marine environment contained
in cargo hold, deck and external surface wash water
= Discharge permitted. Refer to MARPOL Annex V and guidelines for more information

 Vessels of 100GT and above, and every vessel which is certified to carry 15 or more
persons - refer to the Garbage Management Plan

 OILY WATER FROM MACHINERY SPACE BILGES

= While underway and processed through oil filtering equipment that ensures that the oil
content of the effluent does not exceed 15ppm. Refer to MARPOL Annex I
 OILY RAGS, OIL RESIDUE (SLUDGE) AND USED LUBE OIL
= Retain on board for disposal onshore.

 Vessels of 400GT and above must record each discharge or incineration of garbage, oil or oil
residue in the Garbage Record Book or Oil Record Book Part I

Emergency situations, response, and equipment

Action to be taken in an event of a blackout/steering failure (A)

Blackout

 Follow emergency operating procedures

 Stop or slow vessel
 Switch to backup generator
 Send engineer to diagnose
 Notify VTS of the situation
 Post extra lookouts and use emergency lights if navigation lights are out
 Fix problem underway or return to port for repairs
 Log fault into log book
 Submit AMSA incident alert and report forms 18/19

Steering failure

 Follow EOP’s
 Slow or stop vessel
 Switch to back up/emergency steering
 Notify VTS of inability to manoeuvre
 Send engineering team to investigate
 Hoist not under command or anchor shapes/lights
 Drop anchor if water is shallow enough or deploy sea anchor
 Fix the problem, request assistance, or operate under engines only
 Notify VTS of intentions
 Record in log book
 Submit AMSA incident alert and report forms
Action in the event of grounding (A)

 Follow EOP’s
 Stop or idle engine depending on bottom type and intake position
 Muster pax/muster crew and conduct head count
 Send engineering team to investigate hull/area around boat for possible oil/fuel spill
 Hoist aground shapes/lights
 Notify VTS
 Assess tide and position
 Stay in position wait for assistance or remove boat from land by waiting for tide, kedging off,
or external help
 Once underway check for water ingress, propeller damage, or rudder damage
 Decide if it is necessary to slip vessel
 Record in log book and contact company
 Submit AMSA incident alert and report forms 18/19

Action in the event of collision (A)

 Follow EOP’s
 Try to reduce damage by creating a glancing blow (turning away from oncoming vessel so
they meet at close to parallel
 Muster pax/muster crew and conduct headcount, administer first aid
 Send engineering team to investigate hull/area around the vessel for possible oil/fuel leaks
 If leaking follow procedures for oil/fuel spill
 Notify VTS
 Establish communication and check on other vessel
 Hoist NUC lights/shapes
 Assess wind, tide and position
 If wedged together, choose to stay that way or consider separating
 Most likely water police and emergency response will attend if within port
 Once underway check for water ingress, and any other damage
 Decide if it is necessary to slip vessel
 Record in log-book and contact company
 Submit AMSA incident alert and report forms 18/19

Action In the event of water ingress (A)

 Follow EOP’s
 Raise alarm
 Turn on pumps and determine location of water ingress
 Update pax/ don life jackets if necessary
 Minimize water ingress through use of bungs, collision mats, shoring
 Send engineering team to investigate hull/area around boat for possible oil/fuel leaks
 Consider getting outside assistance or beaching vessel
 If you can keep up with water ingress then head to slipway/port
 If unable to keep up with water ingress determine stability if compartment is lost and
consider vessel abandonment
 If abandoning ship follow vessel abandonment procedure
  Record in log-book and contact company
 AMSA incident form 18/19

Confined space entry (A)

 The rules for entry into confined, closed and void spaces are governed by the work health
and safety act in each state and commonwealth
 Confined space can be defined as an enclosed/partially enclosed space that is
- Is not designed or intended to be occupied by a person
- Is, or is designed or intended to be, at normal atmospheric pressure while any person is in
the space; and
- Is or is likely to be a risk to health and safety from:
 The risk of working in a confined space include loss of consciousness, impairment, injury or
death
 A confined space Is determined by the hazards associated with a set of specific
circumstances and not just because work is performed in a small space
 Before entering and commencing work in a confined space the following considerations
should be followed
- Eliminate the need to enter a confined space
- Entry and exits of the confined space
- Complete risk management on the confined space entry. What are your hazards?
- Controls in place to minimize and eliminate the risks, these can include and not limited to
1. Entry permits
2. Isolation
3. Atmospheric testing
4. Communication and safety monitoring
5. Signage and barricades
6. Continuous monitoring and reviewing of the control measures
7. Emergency procedures

Distress, urgency and safety messages (B)

Distress
 MAYDAY MAYDAY MAYDAY
 This is (Vessel name and call sign x3)
 Mayday (vessel name and call sign)
 Give position
 Nature of distress and specific help required
 Number of persons onboard
 Any other relevant information which may be of importance

- Mayday x3
- Identify, Name x3, Call sign, MMSI
- Position
- Distress
- Assistance required
- Number of persons onboard
- Information other
- Over
 MIPDANIO

Urgency
 PAN PAN, PAN PAN, PAN PAN
 Hello all stations x3
 This is (Your vessel name and call sign x3)
 Deliver urgency message

Safety
 SECURITE (x3)
 Hello all stations (x3)
 This is (your vessel name and call sign x3)
 Navigation warning, listen on (say station number)
 Over

Subsequent call on working channel

 Securite (x3)
 Hello all stations (x3)
 This is (Your vessel name and call sign)
 Safety message
 Over

Towing, taken in tow

Towing

 Most commercial vessels will not have dedicated tow equipment onboard

Take up tow

 Conduct a toolbox, job safety analysis with crew to establish if taking up a tow is the best
course of action
 Define strong points along your vessel and try to connect the tow along them
 Establish good communication with the towed vessel
 Pass the tow line in a safer manner positioning your vessel upwind of the vessel to be towed
 Slowly take up tow
 Monitor situation and crew safety being aware of snap zones
 Have an effective mans of quickly separating tow.

Takin in tow

 Conduct toolbox and job safety analysis

 Attach tow line to strong point, or lead a line around a number of strong points on the vessel
and attach the tow line to that
 Establish communications
 Steer to stay behind towing vessel
  Monitor snap back zones
 Can consider a drogue off the stern to slow vessel

MOB, rescue of persons in water (A)

 Follow EOP’s
 Raise alarm
 Hit MOB button If fitted onboard
 Alert VTS/nearby vessels
 Keep eyes on the MOB
 Choose recovery manoeuvre based on sea state, vessel, traffic, crewing, Williamson turn,
create leeway with vessel etc…
 Throw floatation device
 Recover MOB, apply first aid
 Seek additional medical help if necessary
 Record in log book
 Submit AMSA incident alert and report forms 18/19

Master obligation to render assistance (A)

 If you believe someone is in distress, you must render assistance and inform the distressed
vessel you are doing so
 The Master of a vessel in distress may, after consulting with surrounding vessels, requisition
a domestic commercial vessel that the master consider is best able to render assistance
 If you are requisitioned you must proceed as fast as possible to the distressed vessel and tell
the you are doing so
 You don’t have to render assistance if
8. You are unable to comply
9. It is unreasonable or unnecessary to do so
10. You are informed by the vessel in distress or a vessel that has reached the person in
distress, or a vessel that has reached the person in distress that you are no longer
required.
11. You are informed that another vessel has been requisitioned and is complying

Means of controlling flooding when fighting a fire on board a ship (A)

 Use a light mist when boundary cooling

 Ensure scuppers/freeing ports are open
 Run bilge pumps and any available axillary bilge pumps
 Can drain water into a second compartment to utilize other bilge pumps if necessary
 Ensure bilges are kept clean, to avoid the blocking of pumps

Onset of heavy weather, weather forecasting (B)

Onset of heavy weather

 Brief crew and pax

  Lash and loose cargo
 Remove items from on deck and reduce windage
 Pump bilges, press or empty tanks for increased stability
 Plan heavy weather roster, send some crew to rest
 Take bearings, plan route using updated weather reports, notify company of position and
intentions
 Clean bilge debris, open freeing ports

Forecasting

 Own observations
 Available online
 Commercial radio VHF, HF
 Coast radio stations
 VTS
 BOM provides meteorology forecasting and warnings
 Wind gusts can be up to 40% stronger than average wind speed
 Maximum wave height can be up to twice as high
 Can receive warnings via marine radio, and INMARSAT system if fitted.

TRS, avoidance of TRS (A)

 TRS is an intense low pressure system created in ITCZ

 They rotate clockwise in the southern hemisphere
 They can last for many days but usually stop once they reached land

Avoidance of TRS (A)

 Use all available means to determine the location and path of TRS using weather charts,
satellite images, weather reports, radio navigational warnings and storm warnings
 Visual and verbal warning signs can include
- Appreciable change in the direction and strength of wind
- Unusual clarity of the atmosphere, remarkable visibility
- In the open sea, swell from the direction of the storm centre
- Substantial barometric pressure change
- Radio broadcasts/meteorology forecasts
 Follow company’s SOP and policies for cyclone contingency plan.
 Plot possible path in relation to your own position
 Locate safe havens with the following factors in mind
- Does it provide shelter from the prevailing and expected winds
- Is it easily accessible
- Is there sufficient swing room
- Is there sufficient depths in all tides
- Is there good holding ground or secure mooring points
- How far is the safe haven from your position
- Is it in the likely path of the storm
- What Is the effect of the storm surge in your location
  If in safe harbour secure vessel and all decks of loose objects, close all watertight doors and
double up mooring lines
 If you must stay out to sea determine which semi-circle you are located
 If the wind is backing (anti clockwise) you are in the dangerous semi circle
 If the wind veers (clockwise) you are in the navigable semicircle
 If the wind stays constant you are in the path of the cyclone
 If you are in the dangerous semicircle put the wind on your port bow altering course to port
as the wind backs
 If you are in the navigable semicircle put the wind on your port quarter altering course to
starboard as the wind veers
 Increase meteorological observations, and maintain a listening watch for forecasts, make
those ashore aware of your position and situation

Principles of damage control (B)

 Assess damage
 Activate pumps
 Asses stability/ manoeuvrability if compartment becomes fully bilged
 Can either
1. Seal off compartment and loose the buoyancy of that area, check watertight
integrity of surrounding areas and continue back to port
2. Try to stop water ingress through shoring up whatever is available (like collision
mats) against the breach
3. Ensure power is off before people enter
4. Rescue equipment is available
5. The reduced water ingress plus pumps on board may allow you to keep the
compartment
6. Establish a watch and monitor changes.

Response to emergency in port (C)

 Depending on the port the harbour master or port authority may have specific instructions
to Master of commercial vessels for specific emergencies.
 Given the availability of shore-side help, prioritize passenger/crew safety and utilize source
resources
 Try to limit environmental impact, and dangers to other vessel/ structures nearby

Practical knowledge of safety aspects and precautions related to operating lifesaving appliances
and knowledge of survival techniques (B)

 Details about life saving appliances can be found in the NSCV; Section C7 Equipment. Here
you can locate a list of required equipment for a standard vessel based on survey type.
 Additional equipment may apply for special vessel
 Know how to launch a life raft
 Know flares types and uses
 Know about EPIRBS
 Know about VHF DSC Distress
Knowledge of survival techniques
 HELP position, Stands For Heat Escape Lessening Position
 Float with your arms across your chest and your legs tucked in towards your torso
 Try to move as little as possible

In a life raft
 No food or water within the first 24 hours
 500ml of water per person per day after the first 24 hours
 125 grams of non footy or protein free food per day after the first 24 hours

Dry Docking

Preparations for out of water/under water survey (B)

Out of water

 Look at surveyable items as well as any other maintenance that needs to be done while you
are on the slipway
 Find a slipway and book in your vessel
 Order any parts necessary to your vessel or direct to the slipway
 Remove or stow any unnecessary gear from vessel
 Balance tanks according to your docking plan
 Organize crew and contractors
 Arrive at slipway, make sure blocks are of an appropriate size and in position
 Look over surveyable items and begin to prepare vessel and make repairs

Underwater survey

 To prepare for an in-water survey

 Lay vessel documents and portable safety equipment out for an easy inspection
 Review any surveyable items and make sure they are fit for use
 Ventilate any void or tank spaces as necessary

Conduct work during out of water survey (B)

 Survey items can be found on AMSA website under marine surveyor guidance 1 and 2 and
can relate to marine order 503 – Survey

Search and rescue

Basic and emergency communications (B)

Basic (B)

 Communication is done through

 - Auditory means like speaking and tone of voice
- Non – verbal, physical means, body language, sign language, paralanguage, eye contact
- The use of writing
 Listening techniques
- Active listening, listen don’t respond
- Reflective (not passive), done through words rather than actions. It promotes gratitude and
respect.

Emergency communications (B)

 Should be brief and direct

 Use identifiers or crew names to ensure that the correct crew member knows you are
speaking to them
 Ensure ‘closed loop’ communication. Each crew member when given a task should repeat
directions back. Then confirm when the task is done
 Practice Practice Practice! Through drills using the emergency equipment
 In search and rescue conditions
1. Establish effective communications
2. Avoid any unnecessary communication
3. Follow directions from the area command

Use and testing of EPIRB (B)

 An Emergency Position Indicating Radio Beacon (EPIRB) is a type of locator beacon that
operates on the 406MHz frequency
 When activated, the EPIRB sends a coded distress signal to satellites orbiting the earth,
which in turn relay the location to the RCC in Canberra
 From there the rescue operation can be activated with the use of local and state rescue
authorities

Testing and care of EPIRB

 Registration: you must register you EPIRB, unregistered units cannot be identified and their
signal may not be picked up by satellite
 Installation: Since the release of the float free EPIRB it is important to mount the cradle in a
place where no obstacle can endanger the automatic release of the EPIRB. The location
should be as high as possible
 Every month: Test your EPIRB with the spring loaded test switch provided. It transmits a
short test signal on 406MHz, testing the output of the transmitter. While transmitting the
test signal, the battery voltage, output power and phase lock are also tested. The test
message is coded so its not recognized as a real alert
 Test procedure
1. Press and release the test button on the EPIRB
2. The red lamp on the EPIRB should flash once
3. Within 30 seconds of pressing the button, the strobe, as well as the red light, should
flash several times
4. After 60 seconds of operation, the EPIRB will switch off
 Every month: carry out maintenance on EPIRB which could include
1. The EPIRB must be inspected visually for any defects such as cracks
 2. It is advisable to clean the EPIRB once in a while with a dry cloth
3. While cleaning, the switches must be specifically checked
4. The lanyard of the EPIRB must be neatly packed into the container of the EPIRB
without any loose ends dangling about
5. The expiry date of the battery must be checked to cover the immediate as well as
the next voyage
6. Send the EPIRB back to the service agent or the supplier if the EPIRB fails the
monthly checks
7. Change the battery onboard if the facilities are available or send it to the servicing
agent if there isn’t
8. If the EPIRB has been used in an emergency, it must be returned to an authorised
service agent for a battery change.
9. If the HRU has crossed its expiry date, the HRU ought to be replaced on board,
and HRU must be marked with an expiry date two years into the future.
 Every 2nd year: The hydrostatic release mechanism including the plastic bolt on the float free
cradle must be replaced as per the expiry date on the label
 Every 4th year: The EPIRB battery must be replaced as specified on the label usually between
4-10 years
Essential shipboard equipment

Anchors and cables (C)

 Know the type of anchor on your vessel and the types bottoms the anchor is most suitable
for

Maintenance records, planned maintenance (B)

 Under marine order 504 the system of panned maintenance and inspection must include
arrangements for recording details of each inspection and correcting each deficiency
identified by an inspection
 Marine order 32 sets out the requirement for maintaining a register of material handling
equipment which states
- A competent person or responsible person who supervises or carries out tests examinations,
inspections, heat treatment or any maintenance, repair or replacement of components of
material handling equipment must record particulars of the work in the register of material
handling equipment”

Planned maintenance

 Planned maintenance is a component of your SMS and a requirement under marine order
504 – certificate of operation and operational requirements
 The owner of the vessel must ensure that a system of regular programmed inspection and
maintenance appropriate for the vessel, Its machinery and its equipment is developed,
maintained and implemented.
 The vessel must be inspected sufficiently to determine if the vessel, its machinery and
machinery and its equipment complies with the maintenance and operation requirements
that apply to it
 Each inspection must be conducted by the person who has overall general control and
management of the vessel
  The vessel must be serviced taking into account the manufacturers specifications and
requirements
 All maintenance should be part of a planned maintenance system including
1. Number of types of spares on hand
2. Schedule of checks, lubrication, and services
3. Schedule of oil sampling
4. Engine diagnostics
5. Servicing
 The reasons for having planned maintenance include
- Survey requirements
- Company policies
- Vendors (Cummins, cat)
- Maintain warranty on equipment
- Isolation from repair and spares
- High cost of vessels major equipment to replace if not looked after
- Reduce/eliminate downtime
- Varying costs and quality of labour
 The advantages of planned maintenance include
- Theoretically fewer breakdowns
- Ensure reliability of equipment through periodic checks
- Complies with the survey requirements at all times
- Ensure that nothing is overlooked
- Cost distributed evenly
- Enables supervisors to manage schedules

Practical operation of various types of shipboard firefighting equipment (B)

Fire extinguisher
1. Pull pin
2. Aim
3. Squeeze handle
4. Sweep fire
 PASS

Extinguisher types

 Foam = Red with blue band, extinguishes fire by blanketing and starving it from oxygen.
Most suitable with Class A,B
 Water = Red, extinguishes by cooling fire. Most suitable for Class A
 Dry chemical = Red with a white band, extinguishes fire by interrupting its chain reaction. It
is a general purpose fire extinguisher suitable for most types of fire A,B,E or B,E
 CO2= Red with black band, it extinguishes the fire by starving it. It is suitable for all types of
fire class B,E,F but not suitable for Class A or C
 After using a fire extinguisher lay it on its side which indicates that it requires charging

Periodic testing for portable extinguishers

  6 monthly: check accessibility, anti tamper seal, safety pin, support hook, condition of
printed operating instructions, damage, corrosion, discharge nozzle, outlet hose, content or
pressure indicator, operating lead, actuating device with discharge
 Annual inspection: Six monthly plus, empty the extinguishers whose contents are likely to
break down over time, such as foam and wet chemical. Check internal condition and then
recharge
 3 yearly: six monthly and annual programme, plus the following, empty the water type fire
extinguisher and check its internal components and condition
 6 yearly (3 year in aggressive environment, 5 yearly under NSCV): six monthly, annual and 3
yearly program, plus the following, empty and pressure test all extinguishers
 Maintenance record: these dates of recharge and inspection of a fire extinguisher must be
stamped on its body or on a metal tag attached to it. The tag is designed like a calendar

Fire classes

 Class A fires – combustible materials: caused by flammable solids, such as wood, paper, and
fabric
 Class B fires – flammable liquids: such as petrol, turpentine or paint
 Class C fires – flammable gases: like LPG, hydrogen, butane or methane
 Class D fires – combustible metals: chemicals such as magnesium, aluminium or potassium
 Class E fires – electrical equipment: once the electrical item is removed, the fire changes
 Class F fires – cooking oils: typically a chip-pan fir

Fire hose
 Hoses, nozzles and couplings should be kept in a conspicuous location near the hydrant
ready to use
 All nozzles should have dual purpose capable of producing either a spray or jet as required
and of being shut off
 Crew are required to practice
- Proper use of hoses to fight fires
- Maintaining water pressure at critical times
- Adjusting the nozzle to produce jet, spray and fog of water providing the attack team heat
protection
- Keeping the hose kink free
- Use of hose for boundary cooling
Maintenance of fire fighting appliances

 Fire pumps – test weekly

 Fire hydrant valves well greased
 Fire hoses not cracked or rotted. Couplings in good working condition
 Fire nozzles easily fit couplings, satisfactory operation
 Extinguishers clean, correctly charged, correct type for compartment, test and servicing up
to date
 Breathing apparatus mask seal clean and in good condition, check bottle pressure, valves
operate satisfactorily
 Fire mans outfit all equipment in place, clean and in good order
 Fixed installation tested and maintained strictly in accordance with manufacturers
specifications

Emergency fire pump

 If the main fire pump is situated in the machinery space, a manually operated emergency
fire pump must be situated outside the machinery space
 The emergency fire pump may be a
1. Fixed, independently-driven, power operated pump, permanently connected to the
fire main
2. Portable independently driven power operated pump or
3. Manually operated
 At the time of fire drills, the emergency fire pump should be tested by operating it with the
main fire pump stopped.

Breathing apparatus gear

 Marine order 15 (construction – fire protection, fire detection and fire extinction) 2014
covers, self contained breathing apparatus
- Maintenance
- Filling
- Testing
- Operation will vary depending on type and manufacturer

Fixed fire fighting canister

 They are to comply with the requirements of Part C of the NSCV

 Such systems would incorporate alarm signals to warn people to evacuate the machinery
space.
 Fuel shut off valve must be operated from outside the engine room, as must be the controls
for the extinguishing agent
 When activating
- Follow company EOP
- Shut down equipment
- Shut of fuel supply
- Close all vents
- Turn off any fans
 - Ensure space is empty
- Can be activated from wheelhouse, or remotely from outside engine rooms
- Can also be activated manually on some system by pulling pin out of the canister
- Wait for shore fire services to inspect the space
- If offshore wait until space is cold
- Use appropriate testing and safety equipment upon re entry
 The installation and care of a fixed fire extinguisher system
- It must conform to the authorities rules
- It must be carried out by an approved company
- It must be serviced annually
- Alarms and detectors must be tested regularly
- Operating instructions must be posted next to the control panel
- The control panel must be kept free from obstruction

Fire control plan

 Larger vessels display copies of their fire control plan in various locations.
 The plans show a breakdown of the vessels deck by deck and the location of all fixed and
portable fire fighting appliances as well as life saving appliances.
 It will also show the location of all control stations, vessel sub-divisions, location of
detectors, fire alarms, sprinklers, ventilator fans and dampers
 When joining any vessel study the fire control plan and evacuation instructions

Fire Blankets

 Usually made of woven fibreglass cloth with two tags, they are spread over the fire to eclude
the oxygen side of the fire triangle,
 Ideal for extinguishing cooking fat fires and for wrapping around a person with clothes on
fire
 Make sure you turn off the ignition source and leave the blanket over the burnt area.
Removing the blanket too early from a partially smothered fire may re-ignite it.

Practical operation of various types of shipboard life saving equipment (B)

Life raft

 There are two categories of life rafts

1. Coastal life raft is approved for use by commercial craft up to 200nm from the coast.
An inflatable floor is optional in this raft
2. The SOLAS life raft is approved for use by all vessels in any waters. It has an
inflatable floor for increased buoyancy and insulation against cold-water
temperatures. It carries extra water and equipment
 Life raft containers for commercial vessels are marked with the name of the vessel, capacity,
instructions, date of last inspection and expiry. If an EPIRB is fitted it is also indicated
 Life raft certificates are only valid for one year and they are required to be inspected and
serviced annually by an approved service centre
 Launching a life raft manually
- Take out the painter of the raft
- Fasten it to the ship side at a strong point
- Remove the railing and check overboard for any obstructions
- Unfasten the hook from the cradle
- Two people can lift the life raft and throw it overboard
- After its thrown, pull the painter sharp until the life raft inflates
- With the painter, pull it towards the ship’s side
- Lower the embarkation ladder or jump directly onto the life raft, depending on the situation
and the time at hand
- Sit wide order face to face to prevent any imbalance
- Ensure SART and EPIRB have been carried
- Take a headcount
- Cut the painter using the knife, paddle, or anchor, clear away from the ship
 Launching the life raft when the ship sinks and HRU activates (hydrostatic release)
- When the ship sinks up to 4 metres, the water pressure will activate a sharp knife in the HRU
- It will cut the securing rope around the container/canister of the raft, and the raft will float
free
- As the ship sinks further, the painter line will stretch, and it will inflate the life raft
- Due to the increase in buoyant pressure, the weak link will break at around 2.2 kN +/- 0.4,
and the raft will be on the surface.
 Important life raft equipment
- Puncture repair kit
- Rescue quoits with minimum 30-metre lines
- Non-folding knives with buoyant handles
- For 12 persons or less, one bailer. For more than 13 persons, 2 bailers should be kept.
- Two sponges
- Two buoyant paddles
- Three tin openers
- Two sea anchors
- One pair of scissors
- One first aid waterproof kit
- One whistle
- One waterproof torch for communicating morse code with one spare set of batteries and
bulb
- One signalling mirror/heliograph
- One radar reflector
- One life-saving signal waterproof card
- One fishing tackle
- Food ration totalling not less than 10000 kJ for each person
- Water ration- 1.5 litres of fresh water for each person
- One rustproof graduated drinking vessel
- Anti-seasickness medicine is sufficient for at least 48 hours, and one seasickness bag for each
person.
- Instructions on how to survive (Survival booklet)
- Instructions on immediate action
- TPA is sufficient for 10% of the number of persons or two, whichever is greater
- Marking shall be SOLAS ‘A’ Pack
- 6 Hand Flares
- 4 Rocket Parachute Flares
- 2 Buoyant Smoke Signals
Types of fire detection systems, fire pumps and emergency shut offs (B)

Types of fire detection systems

Ionization detectors

 An Ion is an electrically charged atom that causes an electrical current flow

 Inside the ionisation sensor is a small amount of radioactive element, which ionises the air in
the chamber thus producing a small electrical current flow
 Smoke entering the ionisation chamber is supposed to disrupt the current flow setting off
the alarm

Optical detectors

 Sense the lack of light due to smoke and trigger the alarm.
 They react to the visible smoke produced in the early stage of smouldering type of fires
 They can pick up smouldering fires like a cigarette on a couch or an electrical fire earlier than
ionization detectors

Radiation detectors

 Respond to infrared wavelengths of light which are generated by naked flame

 Helpful to spot the difference between a smoking belt by friction vs a belt on fire

Heat detectors

 Detect heat, and are handy in area where the fire will likely get hot very quickly
 Not as sensitive as other detectors

Fire pumps

Jabsco driven fixed fire pump

 Is engine driven and is often the same pump for the bilge manifold.
 Instead of sucking from the bilge overboard, can suck from sea-chest to fire hose

Fixed independent fire pump

 Electric independent fire pump spaced around the vessel

 Often draw directly from raw water inlet
 Will be able to be run from multiple generators depending on lovation of fire

Portable submersible fire pump

 Can be moved around the vessel

  One end has a hose that drops overboard into the sea
 Other end has a hose to fight the fire
 Will require an electrical supply or have an engine attached

Emergency shut offs

 Fuel shut off

 Engine room fans
 Engine room flaps
 Any breakers for affected compartments where water may be used to fight the fire
 Main engine, generator or other plant operating in affected space

Routine maintenance and deck machinery (B)

 Deck machinery, should be serviced according to manufacturers instructions and planned

maintenance systems
 Specifics will change based on what type of machinery it is, but typical list would include
1. Clean any debris or salt
2. Lubricate all joints, check condition of any anti-corrosive previously applied
3. Check any fluid, or moving parts for wear and condition
4. Check any electrical connections for corrosion
5. Check for mechanical loosening, or signs of excessive heat during operation

Radar tune
Brilliance
Range
Gain
Tuning
Sea clutter
Inteferance
Bloke rates girls that suck it

Safe speed

Elimination
Substitution
Isolation
Engineering
Administration
PPE
Every Sunday I Eat Apple Pie