Practical Ships Knowledge for Cadets

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Practical Ships

Knowledge for Cadets

By Captain RAKoole

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Practical Ships Knowledge for Cadets

June 2011

All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronical, mechanical, photocopying, recording or otherwise, without the prior written permission of Navigia Crewing BV or Captain R.A. Koole. Marlow Navigation Co. Ltd thanks Capt. Koole and Navigia Crewing BV for granting the permission to use the leaflet as part of the company cadet system.

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The row ... 29

The tier ... 29

The different types and sizes of containers ... 30

Normal containers ... 31

Reefer containers ... 31

Tank containers... 31

Flat-rack containers ... 32

Container sizes ... 32

Loading combination of containers ... 32

How to “read” a stowplan and use it... 33

Container construction ... 34

Corner posts ... 35

Corner castings (or sockets)... 35

Outer frame ... 35

Container markings ... 36

Cargo operations ... 37

Lashing equipment ... 39

Manual twistlocks ... 39

Semi automatic twistlocks ... 40

Midlocks ... 40

Lashing bar and turnbuckles... 40

Bridge fittings ... 41

Stacking cones... 41

Hanging stackers ... 41

Position of lashing equipment ... 42

Mooring operations ... 43

Gangway watch ... 44

Deck maintenance ... 45

Cleaning the deck ... 45

Chipping and painting ... 45

Greasing of deck equipment ... 45

Maintenance of mooring equipment ... 46

Maintenance and repair of lashing equipment ... 46

Anchor operations ... 47

Preparing and dropping the anchor ... 47

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Communication procedures ... 49

Chapter 5 | Manual Stability calculations ... 50

Information for tanks ... 50

Information for containers... 51

Step 1: Recalculating all the values to one easy value ... 52

Step 3: Draughts ... 53

Step 4: List and Wind Surface moments ... 53

A) List ... 53

B) Wind Surface moments ... 54

Step 5: Rolling period ... 55

Step 6: Checking the results against the IMO-rules ... 55

A complete workout of a stability example ... 56

Step 1: Recalculating to one value ... 57

Step 2: GM ... 58

Step 3: Draughts ... 58

Step 4: List and Wind Surface moments ... 59

A) List ... 59

B) Wind Surface moments ... 60

Step 5: Rolling period ... 61

Step 6: Checking the results against the IMO-rules ... 61

Conclusion: ... 62

Appendix A: Water ballast 1 ... 63

Appendix B: HFO 4 ... 64

Appendix C: Container Stow Plan ... 65

Appendix D: Hydrostatic Particulars ... 66

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6 Introduction

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elcome onboard …

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his book offers a fast way to discover the ins and outs onboard a ship.

The book is written in plain and simple English, so that anyone without basic knowledge can also understand the life and procedures onboard a ship.

Because you have followed a study to become a junior officer or junior engineer, it is presumed that you have a basic knowledge on the subjects.

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ow this book is organized.

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he book is divided in chapters, each of which contains several subchapters.

Each chapter explains a certain aspect onboard. Lists and plans are added to make it easy to understand how to do certain things and procedures onboard.

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hat do the symbols mean?

Tip: The tip icon points out a tip or hint for making something easy to do or understand.

Info: The info icon points out to extra information on a certain subject or procedure.

Remember: The Remember icon points to something that you may want to need to remember.

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Chapter 1 | Arriving onboard

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n this chapter:

» Arriving onboard » Your cabin

» Papers and documents » Meeting the rest of the crew » Getting to know the ship » School projects

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rriving onboard

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or many cadets it is the first time that you set foot on a ship. This can be a very exciting and sometimes very scary experience. You will stay on the ship for a good few months and work with many different officers and crew members. For these few months the ship will be your home away from home. It also means being away from the safety of your family and friends that you have to leave behind in the country you came from.

Tip: When coming onboard keep an open mind. That means that you must be open to all the information, advice and other things that are given to you.

Warning: Do not pretend that you already know everything because you finished your school. If you have an attitude, the crew onboard is not going to be willing to teach you anything. That is not good for your stay onboard or your development into a junior officer or junior engineer.

When you arrive onboard it will be strange for you. You come into a strange environment and everything is new to you. You have just had a long voyage from your home to the ship or came from the hotel to the ship. You’re excited, maybe even a little bit afraid of the new things around you.

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our cabin

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hen arriving, you will be shown to your cabin. This is the place where you will live and sleep for the next few months.

Tip: Make sure that you make your cabin a safe place for you!

That means that you have to make it your home, putting pictures of your family and friends on the wall, creating an environment almost like home. It has to be place where you do not feel lonely when you have a dip or if you are homesick.

Depending on the time you get to settle in, unpack your bags and put your clothes in the locker. Put your hygienic products in the bathroom, put pictures on the wall and make the cabin like you want it to be.

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leaning your cabin

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t is advisable to clean your cabin once a week to maintain a proper hygienic situation. For many cadets it is the first time they ever have to clean a cabin by themselves. Some points to follow when cleaning your cabin:

1. Vacuum the floor/carpet. 2. Throw away the trash.

3. Clean your bathroom and toilet.

4. Collect your clothes and towels for washing. 5. Change the bed linen.

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apers and documents

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hen you come onboard you are put on the crewlist as a crewmember of the ship. To have the information about you, the officer in charge of doing this will need your passport and seamansbook. The captain will need the rest of the paperwork and documents, to check if everything is OK. He will keep your documents in a safe place in his cabin.

You also have papers and documents from your school. Give what is needed to the captain, and keep the rest in your cabin.

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eeting the rest of the crew

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fter you have settled in your cabin, the time will come that you meet the rest of the officers and crew.

Most of the time the crew will be Filipino and most of them speak good English. They will tell you how things are done on the ship and can also help you in your choirs onboard.

The officers on the other hand are most of the time from the Ukraine, Russia or Poland. With the officers you will need to talk English also. It will be scary to talk to them because of the rank and the different culture. These people are the ones who will be guiding and teaching you during your stay onboard.

Then we have the captain. He is the person who has the ultimate responsibility for you onboard. If there is any question or problem, he is the one to go to!

Remember: The officers and crew already know what to do! You are here to learn from them. That means that you will have to show interest for the job you’re doing and that you have to ask a lot of questions and show a lot of self-initiative.

Tip: Try to figure out yourself about things on board before asking questions. Read manuals or work with the object to see how it works.

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etting to know the ship

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he ship is a whole new place for you. When at sea there is only water around. This means that you will have to know the ship in case something happens. That is why you will have to get a familiarization round on the ship. This is usually done by the safety officer, the 2nd_{mate. He}

or she will show you around the ship indicating where the safety equipment is and the means of escape from the ship. They will also show you what the emergency signals are in case of a: - General alarm || 7 short / 1 long and announcement on PA system

- Fire alarm || 7 short / 1 long and announcement on PA system

- Man over board alarm || 7 short / 1 long and announcement on PA system - Pollution alarm || 7 short / 1 long and announcement on PA system

- Abandon ship || continuous long / short / long / short and announcement on PA system - Or any other alarm or emergency

Info: The signals are not the same on every ship. Take good care in learning the right signals for the ship you are on! You can find these signals on the muster lists on board the ship.

The 2nd_{mate will show you also the safety plans that are everywhere on the ship, on every}

deck. In your cabin you have a cabin card that tells you what your duty is during any drills or emergencies.

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Tip: Make sure that you study for yourself as soon as possible these safety plans. It is for your safety and for the rest of the crew onboard.

On the ship there are loading and discharging operations taking place. The safety during the operations will also be explained to you by the officers or crew.

School projects

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hen you come on board you also have this project book from school with you. It is important that you finish most or all of the projects that are written in the book in order to obtain your sailing license.

Tip: Take the first month on board as a month of discovering the ship. Try to find out how things are working, where things are positioned on board and how the daily routine is on board.

After the first month on board where you got to know the ship and the layout of the ship, can you start with your projects. You have built up some knowledge and this will help you during the making of your projects.

Make a plan on how to start the project and try to stick to it. Don’t make yourself crazy by doing 2 or 3 different projects in one time. Start one and finish it, than you’re sure that it will be done well.

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Chapter 2 | First days onboard

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n this chapter:

» Getting used to a new life » Working time and free time » Meals

» Washing clothes

» Slobchest and crew effects list

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etting used to a new life

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ow that you are onboard, you will start a new life. It is different from what you know so far. Nothing is as it seems and the world you know at home is different here. You will have to adjust to the new environment here onboard.

Tip: Try to figure out what you can do the same as at home and what you cannot do the same as at home. It will save you a lot of problems if you do this right from the

beginning!

Warning: Do not expect that you can do everything the way you did at home. If you do not adjust, you will make it hard for yourself. The whole crew has to adjust to make the best here onboard.

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orking time and free time

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ou come on the ship to learn for your future as a junior officer or junior engineer. This means of course that you have to work. You will have normal working hours during the day, but you also will be working on other hours then mentioned if necessary. The

normal working hours are:

- Monday to Friday from: 0800 – 1200 and 1300 – 1700 - Saturday from: 0800 – 1200

- Sunday free

Make sure that you are on time for your work. Do not come exactly at the hour but be there 5 or even better, 10 minutes earlier. Also when working time is finished do not run away exactly on time. It will not kill you to stay an extra 5 or 10 minutes. The same for when taking brakes. Do not stop too early or start too late!

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Info: You make a better impression when you come 5-10 minutes earlier to work and also leave 5-10 minutes later.

Remember: It will happen that you have to work outside of these hours!

Warning: If you have to work outside the working hours or make more hours than mentioned, do not start complaining! Remember, we know our job and you are still learning. Also do not start talking about not getting paid overtime. You are an apprentice and must be happy that you have the change to do your apprenticeship onboard the ship. There are many others who would like to change with you for this opportunity!

In the other hours you are free. These hours you use to eat, sleep and enjoy yourself looking movies or talking to the rest of the crew.

Remember: In your free hours you have to spend time on your projects for school and for reading through your notes for your own development.

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eals

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nboard we also eat of course. The hours on which the meals take place are: - Breakfast from: 0700 – 0800

- Lunch from: 1200 – 1300 - Dinner from: 1700 – 1800

There are also breaks every day. The times are: - Morning break from: 1000 – 1015 - Afternoon break from: 1500 – 1515

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ashing clothes

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n the ship there is the possibility to wash your clothes and bed linen. You get washing powder from the Chief Officer and with this you have to do 1 month. For most of you washing clothes is very new and you probably have never washed your own clothes before. Below is a step by step list for you to follow that explains exactly how to make washing.

1. Collect all your clothes and bed linen. Not only 1 pair of trousers or 1 t-shirt. If you put only a little bit in the machine it can break the machine!

2. Bring your washing powder with you. There is no washing powder in the laundry room. 3. Put your clothes in the machine and close the door.

4. Put a little bit of washing powder in the slide in the correct slot.

Warning: Do not put too much washing powder. It is highly concentrated and a little bit is already enough for a full machine.

5. Put the machine on the following settings:

a. Temperature of 50 degrees is enough. To hot is not good.

b. Never use extra water, it does not do anything extra but wasting water. c. Do not put the program working at the longest program there is. The washing

cycle will clean your clothes anyway.

d. Make sure that the spinning cycle is put on the maximum speed. Doing so saves time when putting your clothes in the drying machine.

6. When the machine is finished, take out your clothes and make sure the machine is empty and clean for the next person to use.

7. Put your clothes in the drying machine.

The following steps describe the use of the drying machine.

1. When you put your clothes in the machine, check if the filter is clean. 2. Close the door

3. Choose the program that will make your clothes dry. It is not necessary to use the longest program. One step lower will also dry your clothes.

4. When the machine is finished, take out your clothes and make sure the machine is empty and clean for the next person.

5. Take out the filter and clean it!

Warning: Make sure the filter is clean for the next user. If the filter is not cleaned you can cause the machine to break because it cannot get rid of the heat through the filter.

Info: Make sure that you wash your normal clothes and working clothes in separate machines!

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lobchest and crew effects list

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nboard you can buy drinks and snacks from the captain. This is called slobchest. This

slobchest is normally 1 time a week, depending on the captain and/or trading area. An example of what you can buy:

 Beer  Soft drinks  Chocolate  Chips  Water  Cigarettes  Money

The captain will issue a slobchest request where you can enter how much you want of each item. There are a few rules you have to follow and these are very important!

Rule 1. Warning: Cigarettes are for personal use only. By law you can have only 200 sticks (1box)!

It is absolutely PROHIBITED to sell cigarettes on the shore to buy top-up telephone cards! If you buy cigarettes and the captain finds out you are selling them ashore, sanctions will follow!

(Safety rule: If you don’t smoke, don’t buy cigarettes!)

Rule 2. Warning: Alcohol is for personal use only. By law you can have only 1 bottle (1 liter)!

It is also PROHIBITED to sell alcohol onshore for buying top-up cards. If caught, sanctions will follow!

For every port the ship arrives at, you need to fill the Crew Effects List. This is for the customs. They want to know how much the crew has for personal use of the following:

 Cigarettes (max: 200 sticks)  Tobacco (max: 50grams)  Spirits (max: 1 liter)

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In image 1 you see part of a Crew Effects List. The letters will be explained following the image.

Image 1: Crew Effects List

Explanation for the letters for image 1:

A. Cigarettes: Here you enter the amount of cigarettes you have when arriving in the next port. Do NOT enter how many cigarettes you have bought!

B. Tabaco: Here you enter the weight of the tobacco for the next arriving port. Also here NOT how much you have bought!

C. Spirits: Here you enter how much liter of alcohol, Vodka/Whiskey, you have when arriving in the next port. Again, do NOT enter how much you have bought!

D. Signature: Here you sign for what you have when arriving in the next port.

Warning: You sign for the stores you have. If the customs come onboard and check and they find that you did not write the truth, they will penalize you and from ships side sanctions will follow as well!

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16 Chapter 3 | On the bridge

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n this chapter: » Watch keeping

» Handing over the watch » Changing course

» Weather in the journal » Filling in the journal

» Making azimuths calculations » Correcting charts and books

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atch keeping

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hen we are sailing, we have to keep watch on the bridge. There are a few reasons for what we need to keep watch:

1. For the safety of the ship and the crew. 2. For the safety of the environment.

During the watch keeping we have to do the following:

1. Keep a good lookout. This means looking outside as well. Not only looking at the radar or ECDIS!

2. Try to sail on the designated course as indicated in the voyage plan.

3. Keep track of our own position and put positions in chart at regular intervals. a. In harbors or on the river, every 15 minutes in chart and journal b. On coastal voyages, every 30 minutes in chart and journal c. At sea (open water), every hour in chart and journal

d. Every time when changing course, position in chart and journal

4. Keep good lookout for ships around you. You never know what crazy maneuver they can/will do and can cause dangerous situations.

5. Make sure the CPA to another vessel is at least 0.5nm and in open water if possible even 1nm.

6. Use all available equipment and means on the bridge. 7. If sight becomes less than 2nm, call the Captain.

8. If there is any incident, call the Captain. Incidents can be: a. Chance of collision

b. Receiving of distress calls by VHF radio or any other means of communications c. Danger of fire

d. Man over board e. Shifting of cargo

f. Critical equipment on the bridge not working, needed for navigational use g. And many more…

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9. Keep track of the weather forecast, received by Navtex and / or EGC (SatC). If the weather becomes worse, call / inform the Captain.

10. Inform the ER in case of special circumstances 11. If you are in doubt, call the Captain

And the most important rule of watch keeping:

12. Follow the regulations and act on good seamanship! To summarize:

Good seamanship means that you navigate in such a safe manner, that you will not have to use the regulations!!

Warning: Watch keeping is very important! When you have watch on the bridge, you also have the responsibility of the rest of the crew and the ship in your hands.

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anding over the watch

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hen your watch finished you’ll have to hand the watch over to next officer who will keep watch. The following points need to be discussed during a handover:

1. Present course and speed. 2. Position of the ship in the chart.

3. Situation of other ships around our ship. 4. Explanation of the radar image.

5. Distance and sailing time to next waypoint. 6. New course after next waypoint.

7. The direction of the current for the next few hours. 8. The weather forecast for the next few hours. 9. The visibility around the ship.

10. The channels of the VHF radio’s. 11. Received news by telephone or email. 12. Any special orders in the watch keeping log. 13. Any additional orders from the Captain.

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hanging course

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uring a navigational watch on the bridge, you’ll have to change course at some point. By following the next steps, you are sure to change course on a safe manner.

1. Check and write the values of the Magnetic and Gyro compass of the old course in the ships journal.

2. Look outside for the situation of the other ships around you. 3. Look in the voyage plan for the next course.

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4. Look in the chart how much you can deviate from the course line due to shallow waters or other obstacles.

5. Change to the new course in one time.

Info: Change course on time for you not to overshoot. This means that you do not change course exactly on the waypoint, but a little bit before (0.5nm, depending on situation!)

6. After changing course look outside again for the new situation of the other ships around you.

7. If the ship is safe on her new course, write in the journal the time and position of when you changed course. Do not only take GPS positions but also from land marks or buoys. 8. Write the new course in the journal.

9. Start with step 1 again.

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eather in the journal

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e have to write the weather in the journal in case of incidents. If an incidents happens this writing will help the investigators in their view of what might have happened. This means that a correct description of writing down the weather is important!

Warning: Do not just write something. If an incident happens during your watch and the weather is not correctly entered it can and will have consequences for you during an investigation!

You have to understand what the terms mean. In the following list we’ll explain the terms.  Wind: here we need to know the direction and force of the wind.

o Direction: in order to know the direction we need to know where the wind is coming from. Stand in front of the gyro compass and look outside. When you find the direction you look at the compass. Translate the degrees in a direction, being North (N), East (E), South(S) or West (W) and everything in between. o Force: in order to know the force we need to look at the state of the sea waves.

In NP100 on pages 98 up to 104 you can see images of the various states and forces. Just look at them and make the right choice. On page 156 there is a table with description. Try to learn the states to know the force.

 Weather: here we need to know the state of the weather. There are quite a few states: o Clear: means good visibility

o Rain: means it is raining

o Showers: means sometimes it is raining

o Partly clouded: means the sky has scattered clouds o Clouded: means the sky is covered for 50% with clouds o Overcast: means the sky is covered a 100% with clouds o Fog: means there is fog and visibility is restricted

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 Sea: here we need to know the height of the waves in order to know the state of the sea. In NP1001_{, pages 98-104, you can compare what you see outside. On page 97 there}

is a small table with the descriptions. A few states are: o Slight

o Moderate o Rough

 Swell: here we need to know the movement of the waves. This is not always the same as wind direction! For writing down the swell we need to know the following:

o Direction: from what direction, N-E-S-W is the swell coming. Follow the same procedure as for taking the wind direction.

o Height: what is the height of the swell. In NP100, page 105, there is a table with descriptions of the height with the corresponding wave height.

 Low: 0-2 mtrs  Moderate: 2-4 mtrs  Heavy: over 4 mtrs

 Barometer: what pressure is the barometer giving us. Here you just have to read the value which is shown on the barometer. With the pressure on the barometer, we can see how the weather is progressing. Normally high pressure means that there will be good weather and low pressure can be an indication for storms or even hurricanes.

o Tip: Before reading the value, slightly tap on the glass. Sometimes the needle is stuck. By tapping it will move to the right reading.

 Temperature (air): here we read the temperature of the air from a thermometer on either side of the bridge. This is important to know especially in winter time for taking precautions.

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illing in the journal

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ou have to keep courses in the journal on which you’re sailing up to date. In the image below you see a journal as is used on the Veersedijk and Merwedijk.

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eck log book: left page

Image 2: Copy of deck log book, left page

The numbers in the columns will be described below.

1. Time: Here we write the amount of time of how long we have sailed for that specific course.

Info: The format to use is h:mm, for example 3:30.

Warning: Do not write the time as 03:30, this is a time indication. In this case half past three in the morning.

2. Distance run acc log: Here we write the remaining distance for the voyage taken from the GPS.

3. Gyro compass: Here we write the course as indicated on the gyro compass. (In practice, here the course as indicated in the chart is written)

4. Steering compass: Here we write the course as indicated on the steering compass. (In practice we do not use this column, as our steering course is the same as our gyro course)

5. Standard compass: Here we write the course as indicated by the Magnetic compass. 6. Variation: Here we write the variation as taken from the chart.

Remember: You have to recalculate the variation to the right variation for the year we are living in. Also: West is negative (-) and East is positive (+).

7. Deviation standard compass: Here we write the deviation of the standard compass with the gyro compass. The following formulas are used:

- gyro course(GC) minus standard compass(SC) gives compass error | GC – SC = error - error minus variation gives deviation | error – var = dev

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So the formula for the calculate of the deviation is: GC – SC – var = dev

8. Course: Here we write the course as given in the voyage plan. (In practice this will be the same as the gyro course, which is also the same as the course in the chart)

9. Distance: Here we write the amount of miles that we sailed. To get this we can get the distance from the chart with the pair of compasses. (In practice you take the previous value of the distance run acc. log minus the one you just entered in column 2)

10. RPM of the propeller: Here we write at what speed we are sailing. The speed can be: - any percentage as shown on the meter, e.g. 70%

- Economical speed, speed instruction given by charterer - Optimal speed, speed instruction given by charterer - Full speed, speed instruction given by charterer

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eck log book: right page

Image 3: Copy of deck log book, right page

The column numbers are:

1. Weather: Here we write down the weather as explained in the “Weather in the journal” description.

2. Tank soundings: Here we write the sounding of the tanks. (In practice we do not use this column)

3. Entries and courses: Here we write the position of the ship. As seen in image2 we changed course at 01:15 and we used the bearing and distance of the EF racon buoy to get the position of our ship. At 01:50 we took a GPS position and wrote that down.

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aking azimuth calculations

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e have to make azimuth calculations to check if the compass error is not too big. If the error is too big it means that our gyro or magnetic compass is not correct and then a compass setter has to come onboard to reset the compasses to the right position again.

Calculating an azimuth we do with the use of the Brown’s Almanac and the navigational tables A, B and C. Follow the instructions below to calculate the azimuth.

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alculating Azimuth

When taking the Gyro or Magnetic bearing you must know also the following:  Time in GMT, so recalculate the ships time back to GMT

 Date

 Latitude and Longitude  Gyro course (GC)  Magnetic course (MC)

 Variation taken from the chart

In the Brown’s Almanac look for the correct date and at the correct time (GMT) for the GHA and declination for the body you’ve taken the bearing of.

If longitude is E then add to GHA to get LHA

If longitude is W then subtract from GHA to get LHA

LHA is always given as W-ly length. If LHA is bigger than 180° (degrees) bring back to E-ly length, with formula: 360°-LHA=E-ly length.

P = LHA d = declination b = latitude (N/S)

If b=d and P>90° then A+B, if P<90° then A-B or B-A If b≠d and P<90° then A+B, if P>90° then A-B or B-A In table A search for value at Br(latitude) and P In table B search for value at d(declination) and P

In table C search for Br(latitude) and value A/B to find TB(true bearing) If P > P90° then T is sharp (top of table)

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Example:

01.09.06 at 04:13BT 04:13BT equals 06:13GMT Object is the Sun Lat: 49°29.6N (N is positive (+) and S is negative (-))

Lon: 000˚02.8W (W is negative (-) and E is positive (+)) GC: 149˚ MC: 151˚ var: 2.5˚W Gyro bearing (GB): 086˚ 0600 269˚58.3N table A value: 0.06 0013 3˚15.0 (+) table B value: 0.14 -

GHA 273˚13.3 table C value: 0.08 (b=d and P<90˚)

Lon 000˚02.8W (-) search in C with LAT (br) and value gives LHA 273˚10.5 (>180˚ so 360˚-273˚10.5→) TB (true bearing) of: 087˚

LHA’ 086˚49.5 E-ly length Dec 008˚19.0N

With formulas:

TB – GB = GE → 087˚ - 086˚ = 1˚ GC = gyro course TC = true course GC + GE = TC → 149˚ + 1˚ = 150˚ MC = magnetic course GE = gyro error TC – MC = CE → 150˚ - 151˚ = -1˚ GB = gyro bearing CE = compass error deviation = CE – var → -1˚ - -2.5˚ = +1,5˚ TB = true bearing var = variation

Remember: As a duty officer you have to test compasses errors at least once every watch. If the horizon is cloudy, you have to take bearing and calculate the azimuth as soon if you see the sun or moon. Stars are also used but the sun and moon are the easiest to take bearings from.

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24 C

orrecting charts and books

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Image 4: Logos of the Admiralty

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nboard we have charts and books. These need to be update in order to give the most recent information. To update, the Admiralty, publishes a weekly NtM3_{. In this NtM all the correction}

for that week for the concerning charts and books are found. On the next pages an explanation will be given on how to update charts and books onboard.

1. When you receive the new NtM edition, enter the number of the edition and date received in the list of weekly editions found in NP133A onboard. See image 5.

Image 5: List in NP133A

2. After entering the info in the list, you continue with Section I Explanatory Notes and Publications List in the NtM. This section contains the following:

a. Section I: List of new charts, new editions and navigational publications published, and any chart withdrawn during the week.

b. Section IA: Published monthly and contains a list of Temporary and Preliminary notices cancelled, previously published and still in force.

c. Section IB: published quarterly and consists of lists of current editions of: i. Sailing directions and their latest supplement

ii. List of Lights and Fog Signals iii. List of Radio Signals

iv. Tidal Publications and v. Digital Publications

3. In this section you highlight, by marker, the chart number from your, onboard, collection and check if there are new charts in your trading area. When finished with the marker, update that info in your list of charts and chart catalogue in NP131. In image 6 you see an example of section I.

2_{Explanation provided by Oleksiy Repin, 2}nd_officer. 3_{NtM is Notices to Mariners}

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Image 6: Example of section I

4. Section II Updates to Standard Navigational Charts. This section contains the next subjects:

a. The permanent Admiralty chart updating notices b. Temporary (T) and Preliminary (P) Notices and c. Blocks and depth tables at the end of the section

5. In this section, in the part Index of charts effected, you highlight by marker the chart number from the onboard collection. In image 7 you see an example of this part.

Image 7: Example of section II

6. In the log, in NP133A, enter the number of the notices against any effected chart. Turn to the end of the section to check for Temporary and Preliminary notices, which you have to put later in a special folder for T & P notices in use. In image 8 you see the log as in NP133A.

Image 8: The log as in NP133A

7. Then find the tracings for the effected charts and update the charts. In image 9 you see an example of a tracing. Tracings show graphically the update required to make in a chart by NM number. It enables you to prick the positions onto the chart for correction. For examples on how to keep you Admiralty product up to date, see NP294, Chapter 5 from page 27.

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26

Image 9: Example of a tracing

8. In a tracing, information is given. It will tell you the following:

a. The previous update of the chart. You have to check on the chart of that correction was made.

b. Is the chart a new chart (NC) or a chart with a new edition (NE). The month and year of publishing are shown. You have to check this on the chart as well, in the left down corner.

9. When a correction from the tracing is done, you put the correct NM number in the left down corner of the chart, as seen in image 10.

Warning: Always check if the previous correction has been made. If not, you will have to find the correction and still correct the chart.

Image 10: Corrections on a chart

10. Section III Reprints of Navigational Warnings.

This section lists the serial numbers of all NAVAREA messages in force with reprints issued during the last week.

a. You have to check the printed messages, file them and note them down by area in the folder containing the NAVTEX, NAVAREA and weather fax prints. Also you have to update the previous information on the file and any notations made on the charts.

11. Section IV Amendments to Admiralty Sailing Directions.

This section contains amendments to Admiralty Sailing Directions published during the last week. The full text of all notices is published yearly.

a. Cut and paste the correction in the right Sailing Direction or follow the

instructions given in the notice. If a correction has been put in the book, write the number and date of correction on the front page of the book.

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12. Section V Amendments to Admiralty Lists of Lights and Fog Signals. This section contains amendments for the List of Lights books.

a. Cut and paste the amendments in the book or follow the given instruction in the notice. If a correction has been put in the book, write the number and date of correction on the front page of the book.

13. Section VI Amendments to Admiralty Lists of Radio Signals.

This section contains the correction for the Lists of Radio Signal books and a cumulative list of the amendments of the current editions of ALRS which are publishes quarterly.

a. Cut and paste the amendments in the book or follow the given instruction in the notice. If a correction has been put in the book, write the number and date of correction on the front page of the book.

14. In image 11 you can see the front page of a NtM.

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28 Chapter 4 | On deck

I

n this chapter:

» General cargo information » Cargo operations » Lashing equipment » Mooring operations » Gangway watch » Deck maintenance » Anchor operations » Communication procedures

G

eneral cargo information

I

n this sub chapter, general information regarding the cargo will be discussed. The following subjects will be explained:

 Container positions on deck and inside the holds.  The different sizes and types of containers  How to “read” a stowplan and use it.  Loading combination of containers  Container construction

 Container markings

C

ontainer positions on deck and inside the holds

I

n order to understand how to use a stowplan, the position will be explained. Every container is positioned on the ship according to three (3) criteria. These criteria are:

 The bay  The row

 The tier (also known as layer)

T

he bay

T

he bay is an indication on the ship of where the container is positioned. Bays always start in the forward of the ship and increase in bay number going to the aft ship. In image 12 you see an example of bays on a ship.

Info: Bay numbers are always given for 20 foot containers.

20 foot bays are always odd numbered. If a bay will be used for a 40 foot container the bay number will be an even number.

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Example: in bay 25 and 27 a 40 foot will be loaded. This means that the 40 foot will be in bay 26.

Image 12: Bay layout on a ship

T

he row

T

he row is an indication on what side, port or starboard side, a container is positioned. The starboard has the odd numbers and the portside has the even numbers, see image 13.

Image 13: Row layout in a bay

T

he tier

T

he tier is an indication of how high the container is. There is a difference between the height indication inside a hold and on deck.

 Inside a hold the tier starts at 02 and increases by 2 when going up  On deck the tier starts at 82 and also increases by 2 when going up

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30

Practical Ships Knowledge for Cadets In image 14 you see how tiers are indicated.

Image 14: Tier layout inside a hold and on deck

In image 15 you see how the “code” for a container position is given.

Image 15: “Code” for container position

This means that the container is a 40 foot container. It is situated in bay 32, row 01 (starboard side) and in tier 82, which is the first layer on deck.

T

he different types and sizes of containers

C

ontainers come in various sizes and types. The most common sizes and types will be explained.  Normal containers  Reefer containers  Tank containers  Flat-rack containers  Container sizes

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N

ormal containers

A

normal container is a container build of steel. The floor is normally of wood, but now there are also bamboo floors. The top is from steel or open and covered with a tarpaulin.

Image16: Normal container

R

eefer containers

R

eefer containers are containers completely made of steel and insulation material to keep it cold inside. On side of the container it has a freezer unit to cool the container inside. Reefer containers must be checked for their temperature regularly, to make sure that the cargo inside is at the required temperature and that the reefer unit is still working.

Image17: The cooling unit of a reefer container

T

ank containers

T

ank containers are tanks enclosed in a skeleton of steel. Most of the time, these tank containers can contain dangerous cargo.

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32 F

lat-rack containers

A

flat-rack container is a container which can be folded when empty to save space.

Image 19: Flat-rack container

C

ontainer sizes

I

n the following image the most used common sizes onboard are shown.

Image20: Most common container sizes

L

oading combination of containers

B

ecause there are different sizes of containers, there is only a few ways to load the containers right. Image 21 shows the correct loading for when loading 20, 40 and 45 foot containers only.

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When loading a combination of sizes, they can only be loaded as image 22 is showing.

Image 22: loading combo of 20/40/45 foot containers

A 40 foot is only possible directly on deck or on top of two 20 foot containers. A 45 foot

containers is possible to load on a 40 foot container, but also possible to load on top of two 20 foot containers.

If the loading is like this, the crew can still reach the twistlocks to open them for discharging. This way it is also still possible to put lashing bars.

In image 23, you see examples of how not to load.

Image 23: Wrong loading combinations

It is not possible to load a 40 foot on top of a 45 foot container. The crew cannot open the twistlocks for discharging or put lashing bars for securing the containers.

Loading 20 foot containers on top of a 40/45 foot container is also not possible. There are no sockets in the middle of the 40/45 foot container to secure the 20 foot in the middle.

H

ow to “read” a stowplan and use it

A

stowplan is actually a piece of paper with the layout of our ship, and in that layout the containers are put. In image 24 you see the layout of the first tier inside the holds of the Veersedijk.

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34

In image 25 you see the codes as shown in a stowplan.

Image 25: 20 foot, left and 40 foot, right

Description for the 20 foot container:

 310602: position of container; bay 31, row 06 and tier 02  DC: normal height container; 8’6” high

 GOTS: load port Goteborg (GOTS) at the Skaniahamn berth (GOTS)  RTMW: discharge port Rotterdam (RTMW) at the DDW berth (RTMW)  15: weight of container in ton

 GLDU 5000637: serial number of container Description for the 40 foot container:

 320402: position of container; bay 32, row 04 and tier 02  HC: high cube container; 9’6” high

 >>>>4096>>>>: code for 40 foot, 9’6” high container

 GOTS: load port Goteborg (GOTS) at the Skaniahamn berth (GOTS)  RTMH: discharge port Rotterdam (RTMH) at the ECT Home berth (RTMH)  28: weight of container in ton

 GLDU 7716174: serial number of container

With the above description, you can now “read” a stowplan and understand how the cargo will be loaded onboard. A few other codes and descriptions are:

 HCR: high cube reefer container

 >>>>4086>>>>: code for 40 foot, 8’6” high container  >>>>4596>>>>: code for 45 foot, 9’6” high container

The serial number of a container is important. With this number you can check if the right container is being loaded or discharged from the right position on board.

C

ontainer construction

T

he strength of a container is in the framework. The framework consists of the following points:

» Corner posts » Corner castings » Outer frame

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C

orner posts

T

he corner post is important, because this will support the weight of a container on top of it. If this corner post is damaged, the strength is not 100% anymore and can cause a complete container stack to collapse.

C

orner castings (or sockets)

T

he corner casting is the place where twistlocks or stacking cones are put, to connect more containers to each other or to make fast to the ship. These sockets are also used for putting lashing bars and for lifting a container with the crane spreader.

The sockets have to be in good condition. If not, it is possible that a twistlock, lashing bar or crane spreader cannot connect properly and cause problems or damage to the container and/or ship.

O

uter frame

T

he outer frame provides the strength for a container to endure forces onto the container caused by rolling and pitching of the ship. Also the steel plates of the container provide the strength. The outer frame is made up of the side rails of the container.

If there is damage to one of the points, the following can happen:

 A damaged container may be unable to hold the weight of the containers on top of it.  Lashings on a damaged container may be ineffective.

 Lifting a damaged container can be dangerous

Warning: If one container in a stack fails because of damage, it can cause the whole stack to collapse!

Remember: For the safety of the ship and crew, it is important that during loading one checks the condition of the containers and reports any damages to containers to the OOW4_.

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36

In image 26, you see the construction of a container.

Image 26: Container construction

C

ontainer markings

O

n a container there are markings and labels. In image 27 you see the markings and labels on the door of a container. The markings / labels will be explained according the indication letter.

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Explanation of markings and labels:

A. Container prefix and number (6 numbers).

This is the prefix and serial number of the container. B. ISO check digit.

The last number in the serial is the control number of the container. C. ISO container size and type code.

This code consists of 4 digits. For this code, 42G1, it means: a. The 1st_{digit 4 means it is a 40 foot container.}

i. If the 1st_{digit is a 2 it is for a 20 foot container}

ii. If the 1st_{digit is a L it is for a 45 foot container}

b. The 2nd_{digit 2 means it is standard height container; 8’6” high}

i. If the digit is 5 it is for a high cube container; 9’6” high c. The 3rd_{digit G means it is a general purpose container}

i. If the digit is R it is for a reefer container ii. If the digit is T it is for a tank container d. The 4th_{digit 1 is for the sub-type of the container}

i. Digit 1 means a container with ventilation holes ii. Digit 0 means a general container

D. Weight and cubic capacity information.

Here the weight of the container in pound and kilo’s is indicated for the following: a. Max gross weight

i. Max weight of container and cargo b. Max tare weight

i. Max weight of empty container c. Max cargo weight

i. Max weight of cargo d. Max cubic capacity

E. Super heavy mark.

Mark for containers which can have a large weight capacity F. Consolidated data plate.

this plate indicates the standards the container has to apply to

C

argo operations

C

argo operations are a general description for the following:  Loading of cargo

 Discharging of cargo  Lashing of cargo

 Connecting of reefer cables  Checking damages to containers  Checking of damage to the ship  Checking mooring lines

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38

During loading and/or discharging of containers, there are a few rules you must follow. 1. When on deck you must wear protective clothing. These are:

a. Safety helmet b. Safety shoes c. Gloves d. Overall

e. Safety goggles (if necessary)

2. Never walk under the crane if a container is being loaded/discharged! 3. Never stand close to where the spreader is working!

4. Never walk on the coaming if a hold is open, you can fall in! 5. Never lean over the coaming, when the hatch is open! 6. Safety first, for everybody!

During the loading/discharging of cargo, you have to check the stowplan, to see if the shore loads/discharges the right container on or from the right position.

When lashing cargo, you must check that the lashing is done correctly. This means that you have to check if the twistlocks are closed correctly after loading. If discharging, the twistlocks have to be open. If not, damage can occur when the crane wants to lift the container.

When putting lashing bars, you must be sure that the bars are put in correctly and will not fall out.

When connecting reefer cables, it must be done well. Make sure the cable is plugged in fully and that the doors of the reefer plug connections is closed. This is to prevent water from entering and causing short circuit.

After connecting, you must check if the reefer is working. If there is a problem, you must report this to the OOW immediately!

During the loading of containers, you must watch for any damage to containers. It is important to report any damage; otherwise they will blame the ship for the damage.

During the loading/discharging you must also check that the shore is not making any damage to the ship. If they do, report to the OWW immediately!

You must also check the mooring lines during a deck watch. You have to do this because of the tide in the harbor, but also because of the stress on the lines due to the cargo operations.

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Warning: Watch on deck does not mean that you just stand there and watch. You have responsibilities and you need to take the responsibility if something goes wrong!

SUPER WARNING:

When having deck watch, you have deck watch! This means that you cannot make conversation by telephone with your family or friends. That you can do after your watch is finished!

L

ashing equipment

D

ifferent types of lashing equipment are used onboard. The most common used on deck are: » Manual twistlocks

» Semi-automatic twistlocks » Midlocks

» Lashing bars and turnbuckles » Bridge fittings

Inside the hold the most common used are: » Stacking cones

» Hanging stackers

M

anual twistlocks

M

anual twistlocks are used directly on deck to secure the container to the ship. Image 28 shows a right-handed manual twistlock. This twistlock closes when you push the lever to the right.

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40 S

emi automatic twistlocks

S

emi-automatic twistlocks are used to secure the containers to each other, when loading them on top of each other. Image 29 shows a semi-automatic twistlock. With the steel wire you can open the twistlock, for the container to be discharged.

Image 29: Semi-automatic twistlock

M

idlocks

M

idlocks are used when 20 foot containers are loading on top of each other. It is not possible to use semi-automatic twistlocks, because they cannot be unlocked in that position. Image 30 shows a midlock.

Image 30: Midlock

L

ashing bar and turnbuckles

L

ashing bars and turnbuckles are used to secure the containers to the ship and to prevent from a stack falling over. There are two sizes of lashing bars; a short bar and a long bar, the difference is the length and weight. Image 31 shows a lashing bar and image 32 a turnbuckle.

Image 31: Lashing bar; left goes into turnbuckle, right goes into container socket

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B

ridge fittings

B

ridge fittings are used to keep the outer stacks of containers together with the stack next to it. It is an extra safety and strength measurement. Image 33 shows a bridge fitting.

Image 33: Bridge fitting

S

tacking cones

S

tacking cones are used inside the hold to prevent the containers from shifting. As you can see in the image, there are 2 types of stacking cones.

Image 34: Stackers

H

anging stackers

H

anging stackers are also used to prevent containers from shifting. These are used mostly when the double stackers cannot be used.

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42 P

osition of lashing equipment

I

n image 36 you see the position of where the lashing equipment has to go.

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M

ooring operations

M

ooring operation is a general description for the following:  Mooring the ship (on arrival)

 Unmooring the ship (on departure)

During mooring operations you will be standing on deck, assisting the rest of the crew with the mooring/unmooring.

Warning: During mooring operations, make sure that you never stand in the way of the mooring lines. If they break, it can cause a lot of damage and injuries to you or the ship! Normally the ship is moored with:

 2 headlines and 2 aft lines  1 fore spring and 1 aft spring

Depending on the situation or the weather, the captain can decide to put more lines ashore. In image 37, you see the layout for the mooring lines.

Image 37: Mooring line layout

The captain will give the order, by VHF radio, which line has to go ashore first. The captain will also give orders, if it is necessary to make the lines tighter or to slack them.

Info: The lines prevent the ship from moving when alongside.

 Aft/headlines: these lines prevent the aft or forward of the ship to get of the berth  Aft/fore spring: these lines prevent the ship from moving back-and-forth along the

berth

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44 G

angway watch

G

angway watch is necessary in every port for the safety of the ship. It is to prevent people, who have no business on the ship, to come onboard. During a gangway watch the next points have to be checked:

1. Always check if the gangway is still in right position on the shore. 2. Make sure that the safety net is correct around the gangway.

3. Make sure the steel lifting cable is out of the way, so that people do not get dirty. 4. Make sure the gangway is securely fastened to the ship.

5. If a step-up ladder is used, this has to be secured to the ship as well. When visitors come onboard the next rules have to be followed:

1. Welcome the person/persons onboard. 2. Notify the OOW by VHF radio.

3. Ask them what the purpose of the visit is.

4. Ask them for identification and check if the image on the identification resembles the person standing in front of you.

5. Search their luggage and frisk their bodies for any dangerous things. (only for security level 2 and/or 3)

Warning: If they do not want you to search their luggage or bodies, notify the OOW immediately!

Remember: If the visitor is a woman, she also needs to be frisked!! 6. Let them sign the visitor’s logbook.

a. Name b. Company c. ID number d. Date

e. Time onboard

f. Visitor’s card number 7. Give them a visitor’s card.

8. Escort the persons to the designated area that they need to be.

Warning: Never leave the gangway un-attendant! Call the other AB/OS, to replace you, when you escort the people inside the accommodation.

9. When the people leave the ship, collect the visitor’s card. 10. Search the luggage and frisk the bodies.

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D

eck maintenance

D

eck maintenance is a general description for the following:  Cleaning the deck

 Chipping and painting  Greasing of deck equipment

 Maintenance of mooring equipment

 Maintenance and repair of lashing equipment

C

leaning the deck

C

leaning the deck can be the following things:  Cleaning the deck from dirt

 Emptying the deck from twistlocks or any other lashing equipment  Washing the accommodation from the dirt of the funnel

C

hipping and painting

T

o keep the ship in a good condition, chipping and painting have to take place. The chipping is to get the rust off, to prepare the surface for a new coat of paint. When a piece of steel has been chipped, it has to be cleaned with fresh water or thinner. If this is not done, the surface will rust and painting has no effect.

In winter time painting is not done, because of the weather. Also the steel of the ship is too cold for the paint to attach to the ship. Painting is also not possible or advisable during rain.

G

reasing of deck equipment

F

or the deck equipment to stay in good condition it must be greased. The things that need greasing are:

 The hatch covers and rollers of the covers  The pistons of the hatch covers

 All the hinges of the doors and hatches  The rubbers of the hatch covers

 The rubbers of the doors and hatches  And many more points…

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46 M

aintenance of mooring equipment

T

he mooring equipment must be maintained for good working order, especially in case of emergency. This means that the winches must be greased and that any problems must be fixed.

Also the checking of the condition of the mooring lines and the anchor/anchor chain is very important.

Warning: If the mooring equipment is not maintained well, it can be dangerous to use during emergency situation or it cannot be used at all.

M

aintenance and repair of lashing equipment

M

aintenance of lashing equipment is very important. The equipment must be in good condition to ensure that lashed containers stay lashed and not suddenly come loose.

 Manual twistlocks: these have to be checked for damages to the housing and cone. If handles are broken off they must be welded back on.

 Semi-automatic twistlocks: these have a little bit more checking to do. o The housing has to be checked as well as the cone.

o The steel pulling wiring and the spring must be checked.

o The mechanism inside has to be greased to ensure good working.

 Midlocks: these have to be checked for housing and cone as well. Here greasing is also necessary for good working.

 Lashing bars and turnbuckles:

o Lashing bars must be checked for cracks on the pole and in the part that is going inside the container socket. They also must be checked if the bar is still straight. o Turnbuckles must be checked for smooth turning. Every while the thread must

be cleaned of the old grease and new grease must be applied. Also for cracks in the material must be checked for.

 Bridge fittings:

o These must be checked if they are complete. Check if the locking pin is there. o Check for cracks. If cracked it can break when on a container, and will not

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A

nchor operations

A

nchoring is divided in 3 parts:

» Preparing and dropping the anchor » Heaving up anchor

The parts will be explained separately.

P

reparing and dropping the anchor

F

or dropping anchor the next points must be observed and followed: 1. Everyone must have protective clothing.

2. The person manning the winch must also have a face mask or goggles and earplugs. 3. Establish and test the radio with the bridge.

4. Check and test the anchor winch.

5. Put the winch on the brake, check that it is holding and the gear engaged. 6. Remove any additional lashings, pipe covers and last the chain stopper.

7. Release the brake and lower the chain by winch till the waterline. Heave back up a little to check if the chain is running freely.

8. Tighten the brake and disengage the gear. Check if it is disengaged by turning it slightly. 9. Confirm to the bridge that the anchor is ready for dropping and that the area is clear of

any obstacles.

10. On order of the bridge let go the anchor to the desired amount of shackles. 11. On constant intervals, inform the bridge the length, direction and condition of the

chain.

12. When the anchor chain is on the desired length inform the bridge. 13. Check if the anchor is holding and inform the bridge if it is holding.

14. Put the chain stopper in place between 2 shackles and secure with the safety pin. Slack the chain a little to take of the tension from the winch. The brake can stay open. 15. Heave the anchor ball.

16. Warning: If the chain does not go out, NEVER try anything to let it go. Follow the next step!

If the chain does not fall freely, close the brake and engage the gear. Open the brake and lower by winch a few shackles. After, put the brake again, disengage the gear and try letting it fall again.

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48

17. Warning: The person manning the winch must never stand directly behind the chain pipe. If something happens he/she might get hit by the chain!

H

eaving up the anchor

F

ollow the next list for the procedure of heaving up the anchor. 1. Inform the bridge of the direction and condition of the chain. 2. Open the anchor wash valve.

3. Put the winch in gear and heave up a little bit to remove the chain stopper. 4. On order of the bridge start heaving up the anchor.

5. At constant intervals inform the bridge of length, direction and condition of the chain. 6. Inform the bridge when:

a. The chain is up and down b. The anchor is out of the water c. The anchor is back in the anchor lock

7. When the anchor is home, make fast the brake and leave it on. 8. Put the sea lashings on the anchor. This can be:

a. Steel wires or

b. Chain with D-shackles 9. Disengage the gear.

10. Lower the anchor ball.

11. Seal or cover the chain pipe to prevent seawater to enter in the chain lockers. 12. If the anchor is secure report this to the bridge.

13. Warning: It is not allowed to put the chain stopper on the chain when the anchor is home. Because of the weight of the anchor, the chain stopper cannot be removed in case of an emergency!

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C

ommunication procedures

C

ommunication onboard is very important. If communication does not go well, there is a big possibility that a lot can go wrong. Think for example of:

 Incidents  Accidents

As a crewmember on the ship you will use the VHF radio.

To talk on the radio there are 3 rules on how to do it correctly: Rule 1. Press the send button BEFORE you start talking!

Rule 2. When you talk, do it in a clear and understandable voice.

a. Never talk with the wind in the radio. The receiver will not hear or understand you!

b. Do not mutter in the radio. The receiver will only hear a noisy tone! Rule 3. Finish talking BEFORE you let go of the send button!

When orders are given by the captain or any other officer, you have to repeat the order. This way the captain or officers hear that you have received the order.

Warning: Communication is a 2 sided process! If 1 side does not co-operate, the chain of communication will be broken, with consequences!

Practical Ships Knowledge for Cadets

Practical Ships

Knowledge for Cadets

2

Table of Contents

4

6

Introduction

W

T

H

ow this book is organized.

T

W

hat do the symbols mean?

Chapter 1 | Arriving onboard

I

A

rriving onboard

F

8

Y

our cabin

W

C

leaning your cabin

I

P

apers and documents

W

M

eeting the rest of the crew

A

G

etting to know the ship

T

10

School projects

W

Chapter 2 | First days onboard

I

G

etting used to a new life

N

W

orking time and free time

Y

12

M

eals

O

W

ashing clothes

O

14

S

lobchest and crew effects list

O

16

Chapter 3 | On the bridge

I

W

atch keeping

W

H

anding over the watch

W

C

hanging course

D

18

W

eather in the journal

W

20

F

illing in the journal

Y

D

D