This document contains checklists for various emergency situations that may occur on ships, such as general emergencies, abandoning ship, search and rescue, rescuing crew from a disabled vessel, flooding, fire, stranding or grounding, collision, main engine failure, steering failure, rudder failure, and checklists for navigation in coastal and ocean waters. The checklists provide step-by-step instructions for crew to follow to ensure passenger and crew safety, assess damage, send distress signals, and follow proper emergency procedures in a variety of emergency situations at sea.
This document provides safety tips and guidelines for operating boats on rivers and lakes, including:
1) Always wear a properly fitted personal flotation device and attach the engine kill switch lanyard.
2) Be prepared for changes in weather and know how to respond if caught in bad conditions.
3) Be aware of unique hazards like dams, wing dams, and tow boats when navigating and stay clear of restricted areas.
The document provides guidelines and regulations for operating watercraft on USACE (United States Army Corps of Engineers) waterways, including requirements for:
- Displaying registration numbers
- Compliance with boat capacity plate displaying maximum number of passengers, weight, and horsepower
- Having a permanently attached hull identification number
- Age restrictions for operating motorboats
- Maintaining a proper lookout
- Avoiding careless, reckless, or negligent operation
- Following navigation rules regarding right of way and passing other vessels
- Using proper signals in restricted visibility conditions like fog
- Required safety equipment varies based on boat size including personal flotation devices, fire extinguishers, ventilation, and navigation lights.
Most boating accidents are preventable and are often caused by operators not wearing personal flotation devices which can result in drowning if the boat capsizes. Alcohol use is the leading contributing factor in fatal boating accidents in the US. It is required by law to report any boating accident involving death, injury, or over $2,000 in property damage.
1. The document discusses safety procedures and equipment for surviving a forced water landing or "ditching" of an aircraft over water. It covers how to assess risks, prevent ditching if possible, and what to do if a ditching is unavoidable to stay alive until rescue.
2. If ditching is unavoidable, the document recommends techniques like maintaining control of the aircraft during landing, assuming brace positions for impact, and egressing the aircraft after it comes to a stop. It also discusses equipment like life jackets, rafts, and signaling devices that can aid survival.
3. After exiting the aircraft, survivors should get away from the aircraft, deploy their life raft and signaling devices, and await
The document provides an overview of a Helicopter Underwater Escape Training (HUET) course. The purpose is to provide passengers and crew with the skills and confidence to survive a helicopter ditching. The course covers helicopter safety procedures, emergency situations, ditching procedures, and practical escape training exercises from a submerged helicopter module. Participants must pass swimming and floating tests, and complete 3 escapes from the helicopter module without assistance to pass.
The document provides instructions for conducting various types of lifeboat and liferaft drills, including:
1) Launching a totally enclosed davit launched lifeboat, including external checks, mustering, checks on the lifeboat, communications checks, loading and launching procedures.
2) Recovery of a lifeboat, including ensuring hooks and pins are reset, approaching the vessel to hook on, taking weight and inspecting connections before recovery.
3) Conducting an open top lifeboat drill with alarms, muster, headcount, checks, loading and launching procedures.
4) Conducting a conventional liferaft drill with alarms, muster, headcount, checks, deployment overboard, embarking and boarding
This document provides information on safety procedures and regulations for operating a sailboat, including:
1. It outlines required safety equipment that must be carried on board such as personal flotation devices, flares, fire extinguishers, anchors, etc.
2. It describes procedures for emergencies like man overboard situations, hypothermia treatment, and operating a marine head.
3. It summarizes international regulations for preventing collisions at sea known as Colregs, including key definitions, responsibilities of vessels, and applications of the rules.
This document provides guidance for skippers and crew participating in a Christmas light boat parade. It outlines minimum vessel requirements, safety procedures, display recommendations, and parade logistics. Key responsibilities like prioritizing safety, following the parade leader, and maintaining proper spacing are emphasized. The summary also highlights various forms of community support provided to participants, such as discounted moorage, fuel, and repairs.
This document provides safety tips and guidelines for operating boats on rivers and lakes, including:
1) Always wear a properly fitted personal flotation device and attach the engine kill switch lanyard.
2) Be prepared for changes in weather and know how to respond if caught in bad conditions.
3) Be aware of unique hazards like dams, wing dams, and tow boats when navigating and stay clear of restricted areas.
The document provides guidelines and regulations for operating watercraft on USACE (United States Army Corps of Engineers) waterways, including requirements for:
- Displaying registration numbers
- Compliance with boat capacity plate displaying maximum number of passengers, weight, and horsepower
- Having a permanently attached hull identification number
- Age restrictions for operating motorboats
- Maintaining a proper lookout
- Avoiding careless, reckless, or negligent operation
- Following navigation rules regarding right of way and passing other vessels
- Using proper signals in restricted visibility conditions like fog
- Required safety equipment varies based on boat size including personal flotation devices, fire extinguishers, ventilation, and navigation lights.
Most boating accidents are preventable and are often caused by operators not wearing personal flotation devices which can result in drowning if the boat capsizes. Alcohol use is the leading contributing factor in fatal boating accidents in the US. It is required by law to report any boating accident involving death, injury, or over $2,000 in property damage.
1. The document discusses safety procedures and equipment for surviving a forced water landing or "ditching" of an aircraft over water. It covers how to assess risks, prevent ditching if possible, and what to do if a ditching is unavoidable to stay alive until rescue.
2. If ditching is unavoidable, the document recommends techniques like maintaining control of the aircraft during landing, assuming brace positions for impact, and egressing the aircraft after it comes to a stop. It also discusses equipment like life jackets, rafts, and signaling devices that can aid survival.
3. After exiting the aircraft, survivors should get away from the aircraft, deploy their life raft and signaling devices, and await
The document provides an overview of a Helicopter Underwater Escape Training (HUET) course. The purpose is to provide passengers and crew with the skills and confidence to survive a helicopter ditching. The course covers helicopter safety procedures, emergency situations, ditching procedures, and practical escape training exercises from a submerged helicopter module. Participants must pass swimming and floating tests, and complete 3 escapes from the helicopter module without assistance to pass.
The document provides instructions for conducting various types of lifeboat and liferaft drills, including:
1) Launching a totally enclosed davit launched lifeboat, including external checks, mustering, checks on the lifeboat, communications checks, loading and launching procedures.
2) Recovery of a lifeboat, including ensuring hooks and pins are reset, approaching the vessel to hook on, taking weight and inspecting connections before recovery.
3) Conducting an open top lifeboat drill with alarms, muster, headcount, checks, loading and launching procedures.
4) Conducting a conventional liferaft drill with alarms, muster, headcount, checks, deployment overboard, embarking and boarding
This document provides information on safety procedures and regulations for operating a sailboat, including:
1. It outlines required safety equipment that must be carried on board such as personal flotation devices, flares, fire extinguishers, anchors, etc.
2. It describes procedures for emergencies like man overboard situations, hypothermia treatment, and operating a marine head.
3. It summarizes international regulations for preventing collisions at sea known as Colregs, including key definitions, responsibilities of vessels, and applications of the rules.
This document provides guidance for skippers and crew participating in a Christmas light boat parade. It outlines minimum vessel requirements, safety procedures, display recommendations, and parade logistics. Key responsibilities like prioritizing safety, following the parade leader, and maintaining proper spacing are emphasized. The summary also highlights various forms of community support provided to participants, such as discounted moorage, fuel, and repairs.
This document provides information on advanced cruising skills from the Canadian Yachting Association. It covers topics such as sail theory, weather, safety procedures, and boat maintenance. The sail theory section describes concepts like true and apparent wind, sail trim, and helm balance. The weather section identifies cloud types and discusses low pressure systems and frontal passages. Safety topics include distress signaling, collision regulations, and lightning protection. Maintenance procedures are outlined for winterizing various boat systems, including the deck, engine, interior, electrical systems, and hull.
This document provides guidelines for skippers and crews participating in a winter boat parade. It outlines minimum requirements for vessels, emphasizes safety as the top priority, and provides tips for displays, power supplies, guests, and joining the parade formation. Key responsibilities include ensuring vessels are properly equipped and prepared, prioritizing safety of all passengers in potentially hazardous winter conditions, and following the leader's instructions to maintain proper spacing and complete coordinated maneuvers.
This document lists the essential emergency instructions for crew members, including their ranks, assigned lifeboats, emergency duties, and positions of safety equipment. It assigns specific command and operational roles for each crew member for various emergency situations like abandon ship, fire, flooding, and includes their responsibilities for security, pollution prevention, and rescue operations in compliance with international maritime regulations and codes.
The document provides definitions for various maritime vocabulary terms, including:
- Abandon vessel (to): To evacuate crew and passengers from a distressed vessel.
- Accommodation ladder: Ladder enabling persons to embark/disembark from water or shore.
- Adrift: Uncontrolled movement at sea under influence of current, tide, or wind.
- Air draft: Height from waterline to highest point of vessel.
The document defines key terms used in sailing races and rules. It defines terms like abandon, clear astern, finish, mark, mark-room, obstruction, overlap, proper course, protest, racing, room, rule, start, tack, zone, and windward. It provides the official definitions of these terms as they are used and stated in the racing rules and regulations.
The document contains a 15 multiple choice question test about visual flight rules (VFR), instrument flight rules (IFR), air traffic control procedures, aerodrome operations, and aviation definitions. It covers topics like VFR weather minima, right of way rules, position reporting under IFR, radio communications procedures during interceptions, meaning of aerodrome light signals, and definitions of aviation terms. The questions test knowledge of standard procedures and regulations for visual and instrument flight operations.
The document summarizes various IRPCS rules regarding lookouts, determining risk of collision, right of way, crossing traffic separation schemes, sound signals, and lights and shapes for different types of vessels. Key rules include maintaining a proper lookout, assessing risk of collision based on constant bearing, giving way to vessels on the starboard side or less maneuverable vessels, obeying right of way in traffic lanes, and using proper lights and sound signals depending on vessel size and conditions.
Helicopter rescues involve several steps. The boat prepares by clearing loose items and briefing crew without firing flares. Communication is established with the helicopter via VHF radio. The helicopter approaches from the starboard side and a winchman is lowered. The winchman takes charge and injured people may be lifted via stretcher. Crew on the boat should follow the winchman's instructions regarding lines and maintain their course. On completion, the helicopter crew should be thanked.
This document summarizes international regulations for preventing collisions at sea. It outlines duties for maintaining a proper lookout, procedures for determining risk of collision, actions for avoiding collisions such as making course changes in ample time, rules for narrow channels such as keeping to starboard, rules for overtaking such as the overtaking vessel keeping clear, procedures for head-on situations where both vessels turn starboard, and responsibilities of give-way and stand-on vessels.
This document outlines the boating equipment requirements and regulations for pleasure craft in Singapore, including:
1) Mandatory equipment such as navigation lights, life jackets, fire extinguishers, anchor and scope, audible warning device, oars/paddles must be carried.
2) Guidelines for equipment including the number and type of life buoys, life jackets, hand flares, and fire extinguishers required based on boat length.
3) Operational requirements such as displaying navigation lights from sunset to sunrise, carrying a radio for fully enclosed boats, and ensuring all equipment is in working order.
This presentation is for passengers that travel by air and have concerns about turbulence. It will help you understand what turbulence is, how it affects the plane, your personal safety on board, and regulatory requirements as a passenger to remain seated with your seat belt fastened whenever the fasten seatbelt sign is turned on. It also addresses child safety on board and different types of restraint systems that can be used,
A motor vessel has priority over rowing boats in the following four situations:
1. Emergency service vessels displaying blue lights and/or sounding sirens (e.g. police, fire, ambulance, RNLI)
2. Class V passenger vessels
3. Any vessel that is having difficulty manoeuvring, such as at very low tide
4. A coaching launch that is involved in a rescue situation
This document provides definitions for common parts of a ship, including the funnel, stern, propeller, port, anchor, bulbous bow, bow, deck, starboard, bridge, and superstructure. It defines each part concisely, such as that the funnel is a type of fan that transmits power through rotational motion, the port side is the left-hand side of a vessel facing forward, and the bridge is the room or platform from which a ship can be commanded.
Media Object File Flt Ops Gnd Hand Seq01syed viquar
Refueling operations with passengers on board require strict safety procedures and coordination between flight crews, ground crews, and cabin crews. Key steps include establishing communication, keeping exits and aisles clear, informing passengers to remain seated with seatbelts off and smoking prohibited. If a fire occurs, the priority is a controlled evacuation using jetways if available, otherwise stairs before escape slides. Precautions like bonding, grounding, and avoiding sparks minimize fire risks.
Rowing: London Tideway River Thames navigation & steering for coxswainsRebecca Caroe
Stephen Aitken's advice on how to steer the river Thames in London in a rowing boat. Includes crossing points, coxing advice, how to manoeuvre obstacles.
Based on the Auriol Kensington Rowing Club self-teach training
ACO9 - Aviation Firefighting for Structual Trucks Brock Jester
This document discusses common incidents involving general aviation aircraft that fire departments may respond to. It outlines several types of incidents such as unsafe landing gear indicators, gear up landings, engine fires, interior fires, hot brakes and wheel fires, stalls, pilot errors, fueling incidents, animal strikes, and incidents specific to helicopters. For each type of incident, it identifies key factors for fire departments to consider such as safety procedures, aircraft access, appropriate extinguishing methods, and potential hazards.
1) A near miss occurred during cargo operations on a platform involving two ABs who were nearly crushed. Communications between the bridge, platform, and crane driver were established but reported as poor by the deck crew.
2) On the third attempt to land a cargo unit, the deck crew approached as it appeared landed, but the crane driver unexpectedly lifted it again. The crew ran to avoid injury.
3) Contributing factors included lack of confirmation the cargo was secured, failure to report erratic lifts, and insufficient communication between all parties. Clear communication is essential for safe cargo operations.
The document provides information on dry docking procedures for ships, including statutory regulations requiring dry docking at certain intervals. It details the process before, during, and after dry docking, including notifying the dock manager, creating work lists, ensuring stability and draft, connecting services, safety precautions during work, standard and optional repair items, and procedures for entering, working in, and leaving the dry dock. Key steps include surveys; cleaning, painting and inspecting the hull; and overhauling items like anchors, propellers, rudders and valves.
This document discusses types of shipboard emergencies and provides guidance on handling them. It identifies seven main types: 1) fire, 2) abandoning ship, 3) man overboard, 4) engine room flooding, 5) cargo hold flooding, 6) pollution emergency, and 7) emergency steering. For each type, it outlines key actions such as notifying authorities, establishing bilge pumping, following oil spill plans, and procedures for emergency steering operations. The overall document advises being familiar with emergency procedures and equipment, acting with confidence and training, and understanding different emergency scenarios to respond appropriately.
2.The Principles of Watermanship & Safety Precautions.pptNafiulIslam22
This document discusses principles of watermanship and safety precautions for rafting. It covers the forces that affect craft movement on water from currents, wind and propulsion. It provides guidance on crossing rivers, effects of wind, and boat maneuvering. The rules of the road for watercraft are outlined for passing, meeting and overtaking other vessels. Safety precautions are emphasized like wearing life jackets, safety patrol boats, emergency equipment and not overloading rafts. Proper trim, repair kits and alternative propulsion methods are advised.
This document provides information on advanced cruising skills from the Canadian Yachting Association. It covers topics such as sail theory, weather, safety procedures, and boat maintenance. The sail theory section describes concepts like true and apparent wind, sail trim, and helm balance. The weather section identifies cloud types and discusses low pressure systems and frontal passages. Safety topics include distress signaling, collision regulations, and lightning protection. Maintenance procedures are outlined for winterizing various boat systems, including the deck, engine, interior, electrical systems, and hull.
This document provides guidelines for skippers and crews participating in a winter boat parade. It outlines minimum requirements for vessels, emphasizes safety as the top priority, and provides tips for displays, power supplies, guests, and joining the parade formation. Key responsibilities include ensuring vessels are properly equipped and prepared, prioritizing safety of all passengers in potentially hazardous winter conditions, and following the leader's instructions to maintain proper spacing and complete coordinated maneuvers.
This document lists the essential emergency instructions for crew members, including their ranks, assigned lifeboats, emergency duties, and positions of safety equipment. It assigns specific command and operational roles for each crew member for various emergency situations like abandon ship, fire, flooding, and includes their responsibilities for security, pollution prevention, and rescue operations in compliance with international maritime regulations and codes.
The document provides definitions for various maritime vocabulary terms, including:
- Abandon vessel (to): To evacuate crew and passengers from a distressed vessel.
- Accommodation ladder: Ladder enabling persons to embark/disembark from water or shore.
- Adrift: Uncontrolled movement at sea under influence of current, tide, or wind.
- Air draft: Height from waterline to highest point of vessel.
The document defines key terms used in sailing races and rules. It defines terms like abandon, clear astern, finish, mark, mark-room, obstruction, overlap, proper course, protest, racing, room, rule, start, tack, zone, and windward. It provides the official definitions of these terms as they are used and stated in the racing rules and regulations.
The document contains a 15 multiple choice question test about visual flight rules (VFR), instrument flight rules (IFR), air traffic control procedures, aerodrome operations, and aviation definitions. It covers topics like VFR weather minima, right of way rules, position reporting under IFR, radio communications procedures during interceptions, meaning of aerodrome light signals, and definitions of aviation terms. The questions test knowledge of standard procedures and regulations for visual and instrument flight operations.
The document summarizes various IRPCS rules regarding lookouts, determining risk of collision, right of way, crossing traffic separation schemes, sound signals, and lights and shapes for different types of vessels. Key rules include maintaining a proper lookout, assessing risk of collision based on constant bearing, giving way to vessels on the starboard side or less maneuverable vessels, obeying right of way in traffic lanes, and using proper lights and sound signals depending on vessel size and conditions.
Helicopter rescues involve several steps. The boat prepares by clearing loose items and briefing crew without firing flares. Communication is established with the helicopter via VHF radio. The helicopter approaches from the starboard side and a winchman is lowered. The winchman takes charge and injured people may be lifted via stretcher. Crew on the boat should follow the winchman's instructions regarding lines and maintain their course. On completion, the helicopter crew should be thanked.
This document summarizes international regulations for preventing collisions at sea. It outlines duties for maintaining a proper lookout, procedures for determining risk of collision, actions for avoiding collisions such as making course changes in ample time, rules for narrow channels such as keeping to starboard, rules for overtaking such as the overtaking vessel keeping clear, procedures for head-on situations where both vessels turn starboard, and responsibilities of give-way and stand-on vessels.
This document outlines the boating equipment requirements and regulations for pleasure craft in Singapore, including:
1) Mandatory equipment such as navigation lights, life jackets, fire extinguishers, anchor and scope, audible warning device, oars/paddles must be carried.
2) Guidelines for equipment including the number and type of life buoys, life jackets, hand flares, and fire extinguishers required based on boat length.
3) Operational requirements such as displaying navigation lights from sunset to sunrise, carrying a radio for fully enclosed boats, and ensuring all equipment is in working order.
This presentation is for passengers that travel by air and have concerns about turbulence. It will help you understand what turbulence is, how it affects the plane, your personal safety on board, and regulatory requirements as a passenger to remain seated with your seat belt fastened whenever the fasten seatbelt sign is turned on. It also addresses child safety on board and different types of restraint systems that can be used,
A motor vessel has priority over rowing boats in the following four situations:
1. Emergency service vessels displaying blue lights and/or sounding sirens (e.g. police, fire, ambulance, RNLI)
2. Class V passenger vessels
3. Any vessel that is having difficulty manoeuvring, such as at very low tide
4. A coaching launch that is involved in a rescue situation
This document provides definitions for common parts of a ship, including the funnel, stern, propeller, port, anchor, bulbous bow, bow, deck, starboard, bridge, and superstructure. It defines each part concisely, such as that the funnel is a type of fan that transmits power through rotational motion, the port side is the left-hand side of a vessel facing forward, and the bridge is the room or platform from which a ship can be commanded.
Media Object File Flt Ops Gnd Hand Seq01syed viquar
Refueling operations with passengers on board require strict safety procedures and coordination between flight crews, ground crews, and cabin crews. Key steps include establishing communication, keeping exits and aisles clear, informing passengers to remain seated with seatbelts off and smoking prohibited. If a fire occurs, the priority is a controlled evacuation using jetways if available, otherwise stairs before escape slides. Precautions like bonding, grounding, and avoiding sparks minimize fire risks.
Rowing: London Tideway River Thames navigation & steering for coxswainsRebecca Caroe
Stephen Aitken's advice on how to steer the river Thames in London in a rowing boat. Includes crossing points, coxing advice, how to manoeuvre obstacles.
Based on the Auriol Kensington Rowing Club self-teach training
ACO9 - Aviation Firefighting for Structual Trucks Brock Jester
This document discusses common incidents involving general aviation aircraft that fire departments may respond to. It outlines several types of incidents such as unsafe landing gear indicators, gear up landings, engine fires, interior fires, hot brakes and wheel fires, stalls, pilot errors, fueling incidents, animal strikes, and incidents specific to helicopters. For each type of incident, it identifies key factors for fire departments to consider such as safety procedures, aircraft access, appropriate extinguishing methods, and potential hazards.
1) A near miss occurred during cargo operations on a platform involving two ABs who were nearly crushed. Communications between the bridge, platform, and crane driver were established but reported as poor by the deck crew.
2) On the third attempt to land a cargo unit, the deck crew approached as it appeared landed, but the crane driver unexpectedly lifted it again. The crew ran to avoid injury.
3) Contributing factors included lack of confirmation the cargo was secured, failure to report erratic lifts, and insufficient communication between all parties. Clear communication is essential for safe cargo operations.
The document provides information on dry docking procedures for ships, including statutory regulations requiring dry docking at certain intervals. It details the process before, during, and after dry docking, including notifying the dock manager, creating work lists, ensuring stability and draft, connecting services, safety precautions during work, standard and optional repair items, and procedures for entering, working in, and leaving the dry dock. Key steps include surveys; cleaning, painting and inspecting the hull; and overhauling items like anchors, propellers, rudders and valves.
This document discusses types of shipboard emergencies and provides guidance on handling them. It identifies seven main types: 1) fire, 2) abandoning ship, 3) man overboard, 4) engine room flooding, 5) cargo hold flooding, 6) pollution emergency, and 7) emergency steering. For each type, it outlines key actions such as notifying authorities, establishing bilge pumping, following oil spill plans, and procedures for emergency steering operations. The overall document advises being familiar with emergency procedures and equipment, acting with confidence and training, and understanding different emergency scenarios to respond appropriately.
2.The Principles of Watermanship & Safety Precautions.pptNafiulIslam22
This document discusses principles of watermanship and safety precautions for rafting. It covers the forces that affect craft movement on water from currents, wind and propulsion. It provides guidance on crossing rivers, effects of wind, and boat maneuvering. The rules of the road for watercraft are outlined for passing, meeting and overtaking other vessels. Safety precautions are emphasized like wearing life jackets, safety patrol boats, emergency equipment and not overloading rafts. Proper trim, repair kits and alternative propulsion methods are advised.
The document provides information on standard marine communication phrases and procedures. It defines terms like ETA, ETD and discusses radio protocols for non-emergency and emergency situations. Standard phrases for wheel orders and distress signals like MAYDAY are also covered. "
This document provides guidance on conducting accurate draught surveys to measure bulk cargoes. It outlines best practices for reading draught marks, accounting for vessel trim, water density, ballast levels, and other factors. Key steps include taking multiple water samples at various depths, using calibrated equipment, and sounding all tanks to minimize cumulative errors. Following the procedures can achieve an accuracy of +/- 0.5% when measuring cargo quantities. Close cooperation with vessel officers and accounting for weather conditions are also emphasized.
This document from the Lyceum of the Philippines University defines over 70 commonly used maritime terms. It provides definitions for parts of ships like the bow, stern, hull and decks. It also defines nautical positions like aft, astern and alongside. Other defined terms include crew roles, emergency situations and shipboard areas like the bridge, galley and cabins. The document serves as a glossary for maritime industry terminology.
This document discusses accidents associated with marine environments. It covers accidents that can occur when crossing surf, in bad weather like fog or major storms, and those related to navigation such as loss of power, loss of way, grounding/running ashore, and collisions. Small fishing vessels are particularly vulnerable to these accidents due to lack of equipment like radar and limited supplies. Causes of accidents include poor visibility, strong winds/waves, mechanical failures, improper lookouts, and fires from gas leaks or sparks. Proper safety procedures and equipment could help reduce these accidents for small craft.
This poem outlines the basic rules of the road for navigation at sea. It states that if you see red lights ahead, you should steer to the right and show your own red lights. If lights are green on both sides, you may proceed safely. It provides guidance for what to do based on the colors seen to the right (starboard) or left (port) side. The poem emphasizes keeping a good lookout, going around or stopping to avoid danger, and going astern if risk of collision exists.
This document provides an overview of catamaran sailing from an experienced instructor. It covers topics such as catamaran rig types, anchoring techniques, galley locations, ship systems, stability, heavy weather preparation and tactics, engine placement and checks, common repairs, and docking considerations. The instructor has extensive experience teaching coastal and offshore sailing on monohulls and multihulls.
This document provides guidance on ship simulator training and bridge resource management. It discusses types of errors that can occur and how to prevent and minimize them. It also covers stress management, fatigue, cultural awareness, emergency preparedness, and sample emergency procedures for main engine failure, collision, grounding, and man overboard situations. The key points are monitoring systems to detect deviations, maintaining situational awareness, delegating tasks appropriately, and having consistent procedures to handle emergencies efficiently.
This document provides guidance on vessel navigation in ice-covered waters. It discusses how ice buildup can affect a vessel's trim, stability, and maneuverability. It describes reduced turning ability in ice and techniques for clearing ice from propellers. The document also outlines ice convoy systems, icebreaker design, passage planning considerations, and precautions to take regarding vessel trim, propeller protection, and engine use when transiting ice-covered areas.
The document provides questions and answers related to a master oral examination. It covers certificates and documents handed over from an outgoing master, entries made in the official log book (OLB), safety certificates and their validity periods, requirements for a safe manning certificate, circumstances requiring a note of protest, a master's obligations and preparations upon receiving a distress message, gathering information from survivors, on-scene coordination of search and rescue operations, and planning and conducting searches.
Final report Ship Handling and Manuevering 05-13-22.pptxNieLReSpiCiO
The document provides information on proper procedures for mooring, docking, and undocking ships. It discusses topics such as mooring lines, types of mooring (e.g. Mediterranean mooring), line handling procedures, docking maneuvers, and tips for safely docking and undocking a vessel. Key points include the different types of mooring lines used to secure a ship, the importance of communication and having a plan when maneuvering near docks, and approaching docks slowly with fenders in place for protection.
This document provides information on personal survival techniques and emergency procedures. It covers safety guidelines, principles of survival at sea, definitions of survival craft and appliances, types of emergencies that may occur, crew responsibilities, emergency signals, abandoning ship procedures, and the importance of emergency drills. The key points are:
- Personnel must be trained to react correctly in emergencies, use survival equipment properly, and take measures to ensure their own survival and others.
- Emergencies could include collisions, groundings, fires, or the sinking of the ship. Crew must ensure watertight integrity is maintained and be prepared to combat fires or flooding.
- In an emergency requiring abandonment, personnel
The document provides guidance for an assignment on safety and emergency topics for a maritime operations course, including regulations, required documents, fire protection, lifesaving appliances, search and rescue communications, onboard accidents, challenges for seafarers, assisting vessels in distress, rescue operations, and salvage and towing. It outlines signals of distress for aircraft and procedures for communication between surface crafts and aircraft. The document also describes types of salvage operations and tools used in marine salvage.
This document defines various nautical terms related to ships, sailing, navigation, and naval operations. Some key terms defined include:
- Above board: On or above the deck, in plain view, not hiding anything.
- Abandon ship!: An imperative to leave the vessel immediately, usually in the face of some imminent danger.
- Admiral: Senior naval officer of Flag rank. In ascending order of seniority, Rear Admiral, Vice Admiral, Admiral and Admiral of the Fleet.
- Afloat: Of a vessel which is floating freely (not aground or sunk). More generally of vessels in service.
- Anchor: An object designed to prevent or slow the drift of a
1. The document provides instructions for removing an anchor from the hawse pipe to enable the vessel to be moored or towed. It describes securing wires to the anchor and using the windlass to walk the anchor back while maintaining tension on wires.
2. The Mediterranean moor allows multiple vessels to berth at a single quay. It involves letting go anchors and using engines and cables to maneuver the vessel broadside to the quay.
3. Clearing a foul hawse involves various methods like using tides and wires to remove turns from an anchor chain that is fouled in the hawse pipe. Lashings and messengers are used to gradually remove half turns at a time
This document discusses safe practices for embarking and disembarking boats, as well as managing marine journeys. It provides definitions for terms like embark, disembark, and moor. It emphasizes the importance of following instructions, avoiding overcrowding or intoxication when on boats. For marine journey management, it stresses having a documented plan, using qualified personnel and equipment, monitoring the journey, and reviewing afterwards to improve. Poor time management can lead to risks like night sailing or cancelled trips. Overall, carefully managing marine journeys and following safety procedures helps protect passengers and crew.
The document discusses training for fire service personnel responding to water rescue incidents, noting that all personnel should be trained to the awareness level and highlighting the need to request specialized resources for incidents requiring technical skills. It provides guidance on assessing water rescue incidents, establishing control, interviewing witnesses, and identifying when a response beyond awareness level is necessary. The document also reviews personal protective equipment, hazards, and signaling protocols for water rescue responses.
1. The document outlines 23 performance standards that autopilot and heading control systems installed on ships must meet according to the International Maritime Organization (IMO).
2. The standards require systems to reliably maintain a preset heading under various operating conditions, incorporate controls to adjust for weather and steering performance, and allow for easy and safe operation.
3. Systems must also ensure the ship's heading can only be altered intentionally by crew, integrate properly with navigation systems, and include alarms and indications for failures or off-heading situations.
1. The purpose of a simplified voyage data recorder (S-VDR) is to securely store information about a vessel's position, movement, status, and command in the event of an incident for use in subsequent investigations.
2. Ships defined in SOLAS Chapter V must be fitted with an S-VDR that continuously records preselected data items relating to ship status, equipment output, and command/control. The data must be time-correlated and stored in a tamper-proof capsule for at least 2 years.
3. An S-VDR must record data items including date, time, position, speed, heading, bridge audio, communications audio, radar data, and AIS data
The document provides information on the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual. It discusses that IAMSAR is a joint publication of ICAO and IMO that assists states in meeting SAR needs and obligations under international conventions. It has three volumes that deal with specific SAR system duties and can be used independently or together. The document then provides definitions and explanations of key terms related to SAR operations, structures, and coordination.
This document outlines the International Maritime Organization's (IMO) performance standards for rate of turn indicators (ROTI) installed on ships. The ROTI must be capable of indicating port and starboard turns, have a means to verify operation, and use a center-zero analog dial indicator with positive indications for port and starboard turns. The scale must allow measurement of turns between -30 and 30 degrees per minute and meet accuracy standards for deviations from the actual turn rate under various ship motions and speeds.
The document outlines 17 performance standards that GPS receiver equipment installed on ships must meet in order to be compliant. The standards require the equipment to:
1) Be capable of receiving and processing GPS signals to provide position, latitude and longitude, in the WGS-84 coordinate system and UTC time within specified accuracies and update rates.
2) Have static and dynamic position accuracy of 100m or less depending on whether differential GPS corrections are applied.
3) Generate and output position, course, speed, and time data at least once per second and interface with other navigation equipment.
4) Provide warnings if performance standards for position dilution or update rates are not met.
This document outlines the performance standards for echo-sounding equipment set by the International Maritime Organization (IMO). The equipment is intended to provide reliable depth readings between 2-200 meters to aid navigation, especially in shallow waters. It must have at least two depth ranges (20m and 200m scales), record soundings for 15 minutes, and be able to record depth and time for 12 hours. The display must show depth marks no more than 1/10 the range and time marks at most every 5 minutes. Alarms are required for shallow water and any failure affecting safe operation.
This document discusses an inclining test performed on a ship to determine its metacentric height (GM). It provides details of the test, including five shifts of weights totaling 216 tonnes that caused deflections of the ship ranging from 12 to 110 mm. It also shows the calculations to determine that the ship's GM as inclined is 1.68 m. Precautions for an accurate inclining test are noted, such as having a calm environment, securing loose weights, and restricting crew movement during the test.
The document discusses the relationships between a ship's speed, displacement, distance traveled, and fuel consumption. It states that daily fuel consumption varies as the cube of ship speed, as the 2/3 power of displacement, and as the square of speed multiplied by distance for a voyage. Examples are provided to demonstrate calculating new fuel consumption with changes in speed, displacement or distance. Specific fuel consumption is also defined as the fuel used per kilowatt hour of power.
An integrated bridge system (IBS) combines systems like the integrated navigation system (INS) to allow centralized monitoring and control of operations from the bridge like navigation, machinery control, safety, and security. An IBS provides benefits like enhanced decision making and workload reduction. Key components of an IBS include the navigation management system, alarm system, and conning display. Passage planning, position fixing, and track keeping can be automated if principles are followed, but overreliance on automation without watchkeeping can be dangerous. An IBS interconnects INS and other systems, while INS specifically combines navigational data and systems.
The document discusses autopilot systems and steering gear controls on ships. It provides details on:
- How autopilots work to automatically steer the ship and reduce workload in heavy weather by learning a ship's handling characteristics.
- The different control modes and settings used on autopilot control units, including proportional, integral, derivative controls and weather compensation settings.
- Limitations of autopilot use in rough conditions, tight spaces, slow speeds, or during maneuvers.
- Procedures for changing between manual and autopilot steering, testing equipment, and emergency steering protocols.
This document discusses Rate of Turn Indicator (ROTI), which is required on vessels over 50,000 GT per SOLAS regulations. ROTI assists the officer on watch in planning, executing, and monitoring a vessel's progress along a curved segment of its charted course. It provides the rate of turn to port and starboard in degrees per minute. The document derives the formula for ROT as the change in angle over time divided by the radius of the turn. It provides examples of using ROTI for constant radius and constant rate turns, and discusses wheel over points and planning turns.
1) ROTI (Rate of Turn Indicator) is an instrument that assists ship officers in planning, executing, and monitoring a vessel's progress along curved segments of its charted course. It indicates the rate of turn (in degrees per minute) to port or starboard.
2) For large vessels, turns must be executed along curved paths rather than sharp corners due to momentum and water friction. ROTI helps determine the radius and rate of turn needed based on factors like vessel size and speed.
3) There are two main turn types - constant radius, where the radius remains fixed and rate of turn varies, and constant rate, where the rate of turn remains fixed and the radius varies. The document provides
GPS satellites are positioned at an altitude of 20,200 km above the Earth's surface, which falls within medium Earth orbits. This height provides global coverage with a smaller number of satellites and allows earth-based transmitters and receivers to use modest sized antennas and lower transmission powers.
Gross tonnage refers to the total enclosed volume of a ship, while net tonnage refers to the cargo-carrying capacity. Both are determined by measuring volumes and applying formulas, and are dimensionless numbers rather than units of mass.
Radar performance can be ascertained using a performance monitor. 10 cm or S-band radar is generally better for long range scanning and in heavy rain due to less clutter.
VDR is a marine recording device that functions like an aircraft's black box, recording critical ship data and communications to help investigators determine the cause of accidents. A VDR continuously records data from navigational equipment, alarms, and communications for at least 12 hours. This data is stored in a protective capsule that can withstand fire and deep water immersion. Accessing and analyzing VDR data after an incident allows for faster, more accurate investigations that help improve safety. VDR recordings have also assisted ship owners in assessing bridge team performance and identifying areas for improvement.
The document contains several numerical problems related to marine gyrocompasses. It provides solutions to problems involving calculating the tilt and direction of a gyroscope's spin axis (SA) given its initial position and the latitude, passage of time, or a later observed position. One question calculates the percentage change in the moment of inertia (MOI) of a gyroscope rotor if its mass increases by 20% and radius of gyration decreases by 20%.
1. Atmospheric pressure is the pressure exerted by the weight of the earth's atmosphere. It is measured in hectopascals (hPa), with 1 hPa equal to 1 millibar.
2. Pressure gradient refers to the rate of change of pressure over distance and indicates how strongly winds will blow between areas of high and low pressure.
3. Dew point temperature is the temperature at which air becomes saturated with water vapor and fog can form. It is an important measurement for mariners to consider when deciding whether to ventilate cargo holds.
1. The document outlines International Maritime Organization performance standards for Bridge Navigational Watch Alarm Systems (BNWAS).
2. BNWAS monitors bridge activity and detects if the Officer of the Watch becomes incapacitated, alerting others. It has automatic, manual on, and manual off operational modes.
3. The system remains dormant for 3-12 minutes before initiating visual alerts. If not reset, it issues audible alarms to the bridge and then remotely to summon help. Resetting cancels alerts and restarts the dormant period.
1. An electromagnetic (EM) log works by inducing an electromotive force in sea water moving through the Earth's magnetic field using a solenoid, with the induced voltage proportional to water velocity.
2. The solenoid is housed in a streamlined flow sensor that extends below the ship's hull. Electrodes on either side of the sensor measure the voltage induced in the strip of sea water moving across the magnetic field.
3. This voltage corresponds to ship speed and is amplified and used to drive indicators showing speed in the wheelhouse. The EM log thus non-intrusively measures ship speed through water.
AIS aims to automatically identify vessels using electronic communication without human intervention. It works by having each vessel broadcast its identification and position using a transponder. Vessels are assigned time slots to transmit this data to avoid interference on the shared VHF channel. The time slots are precisely synchronized using GPS time signals. This allows many vessels to broadcast on the same frequency without interfering with each other. Vessels can then receive the identification and position of all other vessels within range, aiding navigation safety.
1) A marine gyrocompass uses a freely-spinning gyroscope to determine direction based on the principles of angular momentum and the earth's constant rotation.
2) A gyroscope has three degrees of freedom - it can spin about its axis and tilt or turn in horizontal and vertical planes. The earth acts like a giant free gyroscope due to its mass, high-speed rotation, and lack of friction in space.
3) The gyroscope's angular momentum and inertia cause it to resist changes to its axis of spin, allowing it to maintain a fixed direction in space independent of the ship's movements. This gyroscopic property is used to determine true north.
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Checklists
GENERAL EMERGENCIES:
Appropriate remedial action taken and verified as soon as possible; Notification of all
those who need to know of the failure.
The external signs and signals and action required.
Essential checks to be carried out prior to changeover Sequences to be followed if a
remote control station has to be used.
Checks to be carried out on completion.
ABONDON SHIP:
Broadcast distress alert and message on the authority of master.
Instruct crew members to put on l/jackets and wear adequate and warm clothing.
Instruct crew members to wear I/suits (if carried) if water temp below 16 C.
Other crew members to go to lifeboat stations.
Prepare to launch l/rafts/l/boats.
Ensure that lifeboat painter attached to ship as far forward and clear of all obstructions.
Embark all crew in lifeboats/life rafts and launch.
Ensure that rafts/boats remain in close proximity to the ship and in contact with each
other.
SEARCH AND RESCUE:
Take bearing of distress message if DF fitted.
Retransmit distress message; Maintain continuous listening watch on all distress
frequencies.
Consult IAMSAR manual; Establish communication with all other surface units and
SAR aircraft involved in the SAR operation.
Plot position, courses and speeds of other assisting units; Monitor X band radar for
locating survival craft transponder (SART) signal using 6 or 12 nautical mile range
scale.
Post extra look outs for sighting flares and other pyrotechnic signals
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RESCUE OF CREW FROM DISABLED VESSEL:
If both ships are making the same amount of leeway, go to windward of the distressed
vessel, as near as is safe, and lie with the wind and seas two or three points on the
weather bow.
Get the lee lifeboat ready for lowering and call for volunteers to man the boat.
Pass the toggle painter well forward, and pass line round the boat falls to frap (bind)
them close to ship’s side to reduce the effect of rolling of the ship causing the boat to
swing out and come back violently against the ship’s side when lowering.
Use oil to smooth the surface of the sea, and when the most vulnerable opportunity
comes with the ship is as steady as possible, lower the boat into water and get her clear
from the ship as quickly as possible.
The ship should remain in position to afford a lee shelter as the boat goes to the wreck.
The ship then moves to the leeward of the wreck in readiness for the return of the boat.
When the boat approaches the wreck a careful lookout should be kept for any floating
wreckage.
The people to be rescued should be hauled aboard the boat by lines.
If the disabled ship is making more leeway than the rescue ship, then the lifeboat should
be dropped to leeward of the wreck.
If inflatable life rafts are carried they should be floated to the wreck after passing a
messenger line by LTA.
FLOODING:
General emergency alarm sounded.
W/tight doors shut.
Bilges and tanks sounded.
Identify cause of leak and location of same.
Cut off electrical supply running through that area.
Shore up area to stem water flow.
Check bilge pump for operation.
Check auxiliary pumps for back up operation, if required.
Make ship’s position available to GMDSS station, satellite terminal and other automatic
distress transmitters and update as necessary.
Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and imminent
danger and immediate assistance is required otherwise broadcast an URGENCY
message to ships in the vicinity.
FIRE:
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Sound fire alarm.
Call master if not already in bridge and notify E/R.
Muster crew; Establish communications.
Check for missing and injured crewmembers.
On locating the fire, notify all on board of that location.
If fire in E/R, prepare for engine failure.
Assess fire and determine Class of fire; appropriate extinguishing agent; how to prevent
spread of fire; the necessary personnel and firefighting methods.
Close down ventilation fans, all doors including fire and wetter tight doors and
skylights.
Switch on deck lighting at night.
Make ship’s position available to radio room/GMDSS station, satellite terminal or other
automatic distress transmitters and update as necessary.
Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and imminent
danger and immediate assistance is required otherwise broadcast an URGENCY
message to ships in vicinity.
STRANDING OR GROUNDING:
Stop engines.
Change over to higher sea suction.
Retract log tube.
Sound general emergency alarm.
Close water tight doors.
Maintain a VHF watch on channel 16 and, if appropriate, on channel 13.
Exhibit lights/shapes and make sound signals as per rules.
Switch on deck lighting at night.
Sound bilges and tanks.
Check hull for damage.
Visually inspect compartments, where possible.
Sound sea bed around ship.
Determine which way deep water lies.
Determine the nature of sea bed.
Obtain local information on currents and tides, especially rise and fall of tide.
Reduce draft of the ship by deballasting/lightering etc.
Make ship’s position available to radio room/GMDSS station, satellite terminal or other
automatic distress transmitters and update as necessary.
Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and imminent
danger and immediate assistance is required otherwise broadcast an URGENCY
message to ships in vicinity.
Make record of all events.
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COLLISION:
Sound emergency alarm.
Manoeuvre the ship so as to minimize effects of collision.
If weather permits stay embedded to allow other ship to assess the damage or prepare to
abandon ship.
Close water tight doors and automatic fire doors.
Switch on deck lighting at night.
Maintain a VHF watch on channel 16 and, if appropriate, on channel 13.
Muster passengers, if on board, at emergency stations.
Sound bilges and tanks.
Check for fire/ damage.
Offer assistance to other ship.
Exchange master’s name, ship’s name, port of registry and other relevant details with
other vessel.
Mark and record ship’s position at the time of accident.
Display NUC signals/shapes.
Pump out water from tanks getting flooded.
If ship expected to remain afloat correct list/trim and minimize stresses on the ship.
Make survival craft ready for abandonment or assisting other vessel.
Make ship’s position available to radio room/GMDSS station, satellite terminal or other
automatic distress transmitters and update as necessary.
Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and imminent
danger and immediate assistance is required otherwise broadcast an URGENCY
message to ships in vicinity; Make record of all events.
Inform owners.
(IMMINENT) COLLISION AT ANCHORAGE OR MOORINGS:
Veer away on the cable or mooring wires as rapidly as possible and use rudder (if there
is current) to sheer the vessel away from danger or to make the blow a glancing one.
Open the brakes of windlass/winches so as to allow the vessel to move with the impact.
Shut w/tight doors. Sound emergency stations.
Use fenders to minimize damage.
MAIN ENGINE FAILURE:
Inform master.
Prepare for anchoring if in shallow waters.
Exhibit NUC lights/shapes.
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Commence sound signaling.
Broadcast URGENCY message to ships in vicinity, if appropriate.
If weather is heavy spread oil to windward.
If the water is not too deep, unshackle the cable from one or both of the anchors, pay
out a long scope and let it drag along the bottom.
If water is too deep for the cables to keep her head up, do the best with makeshift sea
anchor.
STEERING FAILURE:
Inform master and E/R.
Engage emergency steering.
Prepare engines for maneuvering.
Prepare for anchoring if in shallow waters.
Exhibit NUC lights/shapes.
Commence sound signaling.
Broadcast URGENCY message to ships in vicinity, if appropriate.
Try to steer her by towing something astern and running the towrope across from
quarter to quarter. This could be done by means of gin running along a wire stretched
around the stern for that purpose.
RUDDER FAILURE:
Should the rudder fail to respond to wheel movements, it may be due to faulty steering
gear, or to a fractured rudder stock.
In both cases the rudder should be brought under control before repairs are attempted.
In the case of a fractured rudder stock, the rudder cannot be controlled from inboard,
and various methods are used to catch the rudder, including the lowering over side of
knotted chains. These are used to catch the rudder trailing edge and heave to one side,
after which it is secured while repairs proceed.
If a kedge anchor is available it has proved more satisfactory to lower this over the side
in a horizontal position i.e. stock vertical, on wires, down to the level of rudder. By
careful handling of the wires, the fluke may be caught against the rudder arms, the
rudder hove hard over, and secured.
In all cases the vessel is stopped immediately. In addition, in heavy weather, the vessel
must be maneuvered into a comfortable position while work proceeds. Without a
rudder, the vessel will assume a position beam-on to wind, which may lead to
disastrous synchronous rolling. Cargo may shift and capsizing may occur. The ship
should therefore be brought head to wind as quickly as possible. This can be achieved
by rigging a makeshift mizzen sail, streaming a sea anchor or by simply lowering one
anchor on a long scope of cable.
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PILOT CARD DETAILS:
Port and date; Ship’s particulars: name, C/sign, displacement, deadweight, year built, LOA,
breadth, bulbous bow (yes/no), draft F,A and amidships. Air draft and height above keel
Port anchor and starboard anchor: number of shackles on each chain
Engine: Type, maximum power in kW and HP
RPM for F/ahead, H/ahead, S/ahead, DS ahead and all stages of stern movement and their
respective speeds for LOADED as well as LIGHT conditions.
Engine critical RPM; Maximum number of consecutive starts
Time: F/ahead to F/astern in seconds and Time limit astern in minutes.
Any equipment or machinery defects
WHEEL HOUSE POSTER:
Name, c/sign, GRT, NRT, maximum displacement, deadweight, and block coefficient, full
load summer draft.
Loaded and ballast drafts at which maneuvering characteristics are given.
Steering particulars: type of rudder, maximum rudder angle, time hard over to hard over with
one and with two power units.
Anchor chain particulars: Number of shackles for each chain
Propulsion particulars: Type of engine, type of propeller, critical RPM, maximum RPM speed,
emergency F/ahead to F/astern in seconds, stop to astern in seconds, astern power ---- % of
ahead power, maximum number of consecutive starts, RPM and speeds for loaded and ballast
conditions at every stage of ahead and astern propulsion.
Port and starboard turning circles for loaded and ballast conditions with advance, transfer and
tactical diameters in miles/cables.
Stooping distances for loaded and ballast conditions
Man overboard maneuvers.
FAMILIARISATION WITH BRIDGE EQUIPMENT:
Bridge and deck lighting.
Emergency arrangements in the event of main power failure.
Navigation and signal lights including search lights, signaling lamps, Morse light.
Sound signaling apparatus including whistle, bell and gong system.
LSA equipment including pyrotechnics, EPIRB and SART; Bridge fire detection panel.
General and fire alarm signaling arrangements.
EFP, ventilation and water tight door controls.
Communication facilities including VHF radios, PA system.
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NAVIGATION COASTAL WATERS:
Advice in sailing directions.
Ship’s draft in relation to available depth of water.
Effect of squat on UKC in shallow waters.
Tides and currents.
Weather, particularly in areas prone to R.V.
Available navigational aids and their accuracy.
Position fixing methods to be used.
Daylight/night time passing of danger points.
Traffic likely to be encountered---- flow, type, volume.
Any requirements for TSS/ routeing schemes.
Local/coastal warnings to be monitored.
Participation in reporting areas including VTS.
Ship’s position fixed at regular intervals.
Following equipments checked/tested regularly.
Gyro/compass errors.
Manual steering before entering coastal waters.
Radar performance and radar heading line marker alignment.
Echo sounder.
OOW prepared to use engines and call lookout or helmsman to the bridge.
Measures taken to protect the environment from pollution by the ship and to comply
with applicable pollution regulations.
NAVIGATION IN OCEAN WATERS:
Look out given top priority.
NAVAREA, HYDROLANT AND HYDROPAC navigational warning broadcasts and
other long range weather reports being closely monitored.
Barometer being regularly observed and changes to local weather monitored.
Participation in area reporting systems (AMVER etc.).
Ship’s position being fixed regularly.
Celestial navigation techniques being practiced.
Gyro/compass errors and radar performance regularly checked.
Compasses compared.
Off course alarm active.
Navigation lights working and also inspected at regular intervals.
Never leave bridge unattended.
When in soundings use echo sounder.
Attend to hold ventilation.
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Study and adjust auto pilot settings as weather/situation change.
In clear visibility radar techniques practiced.
Preparations made for landfall.
Measures taken to protect the environment from pollution by the ship and to comply
with applicable pollution regulations.
NAVIGATION IN RESTRICTED VISIBILITY:
Memorize fog characteristics of fog signals that may be heard.
Order silence on deck.
Close water tight doors.
If near land, have anchors ready for emergency.
Reduce speed.
Start fog signal.
Make sure your signal not synchronizing with signal of other ships.
Decide if necessary to connect extra boilers.
Operate radar /ARPA.
Switch on navigation lights.
If in soundings, start sounding.
If in doubt about ship’s position, alter course at once parallel to or away from coast.
Post extra lookout esp. on monkey island and forward; Warn E/R
NAVIGATION IN HEAVY WEATHER:
Inform master, E/R and crew of the situation.
All moveable objects secured above and below decks, particularly in E/R, galley and
stores.
Ship’s accommodation secured and all portholes and deadlights closed.
All weather deck openings secured.
Speed reduced and steering changed to manual from auto.
Course and speed adjusted.
Safety lines/hand ropes rigged where necessary.
Weather reports monitored.
Transmit weather reports to appropriate authorities or, in case of tropical storms, danger
messages in accordance with SOLAS.
Keep in mind rolling/pitching can reduce UKC.
Check gripes of lifeboats and securing arrangements of life rafts.
Anchor lashings to be checked / tightened.
Hold ventilators to be shut.
FSE eliminated, swimming pool emptied.
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Spurling pipes covered properly.
NAVIGATION IN ICE:
Master, crew and E/ informed of the situation.
Water tight doors shut.
Speed reduced.
Frequency of soundings of tanks and bilges increased.
Monitor ice advisory service broadcasts.
Transmit danger messages in accordance with SOLAS
CHANGING OVER WATCH:
Relieving officer to personally satisfy himself regarding following:
Standing orders and other special instructions by Master.
Never sign orders you do not fully understand.
Position, course, speed and draft of ship.
Prevailing and predicted tides, currents, weather, visibility and the effect of these
factors upon course and speed.
Procedures for the use of main engine to maneuver when the main engines are on
bridge control and the status of w/keeping arrangements in E/R.
Operational condition of navigational and safety equipment (tachometer, course
recorder, auto pilot, VHF channels 16 & 70, PPI of radar) used or likely to be used
during the watch.
Errors of gyro and magnetic compasses.
Presence and movement of ships in sight or known to be in vicinity.
Conditions and hazards likely to be encountered during the watch.
Possible effects of heel, trim, water density and squat on UKC.
Any special deck work in progress.
Anticipated positions of course alterations.
Characteristics of shore lights.
Read last entries in log book, weather reports and Navtex messages.
Always be fit for bridge duty.
Arrive early and in time to adjust to the situation.
Never take over watch during a maneuver.
Never leave bridge unattended.
PREARATION FOR SEA:
Charts, publications, provisions, F.W., flags for the intended voyage on board.
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Passage plan for intended voyage prepared.
Following equipment checked and ready for use: anchors, bridge movement book, echo
sounder, Navtex, AIS, Electronic position fixing systems, Gyro/magnetic compass and
repeaters, radars, speed/distance recorder, clocks synchronized.
Has the following equipment been tested, synchronized and ready for use: bridge and
E/R telegraphs, RPM indicators, Emergency engine stops, Both sets of navigation
lights, Thruster controls and indicators, Communication facilities including bridge to
E/R, mooring stations communication, portable radios, VHF radios, Search lights,
signaling lamp, Morse light, binoculars; Sound signaling apparatus including whistles,
gong and bell; Steering gear including manual, auto pilot and emergency change over
arrangements and rudder indicators; Window wiper/clear view arrangements.
Is the ship secured for sea: Cargo handling equipment secure, Hull openings secure and
watertight?
Cargo/passenger details available, Stability and draft information available.
All crew on board and all shore personnel ashore, Ship checked for stowaways.
Are pilot disembarkation arrangements in place
PREPARATION FOR ARRIVAL IN PORT:
Give notice to E/R and inform master.
Pre-pilotage information exchange carried out.
Passage plan updated following receipt of Shore to Ship, Pilot/Master Exchange form
and all latest navigational warnings.
ETA sent with all relevant information required by local regulations (e.g. details of
dangerous/hazardous goods carried).
Is it necessary to rearrange ballast / cargo?
Has the following equipment been prepared and checked: course and engine movement
recorders, clock synchronization, communications with E/R and mooring stations,
signaling equipment including flags/lights, deck lighting, mooring winches, hawsers
and heaving lines, pressure on fire main, anchors cleared away, stabilizers and tubes
housed.
Steering gear tested, manual steering engaged in sufficient time for helmsman to
become accustomed before maneuvering commences.
Engines tested and prepared for maneuvering.
Pilot Card completed and pilot embarkation arrangements made.
VHF channels for various services (e.g. VTS, pilot, tugs, berthing instructions) been
noted and radio check carried out.
Port made fully aware of any special berthing requirements that the ship may have.
Additional lookout/bridge messenger.
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PILOTAGE:
Immediately on arrival in bridge pilot informed of ship’s heading, speed, engine setting
and draft.
Pilot informed of LSA provided on bridge.
Details of proposed passage plan discussed with the pilot and agreed with the master
including: radio communications and reporting requirements, bridge watch and crew
stand by arrangements, deployment and use of tugs, berthing/anchoring arrangements,
expected traffic during transit, pilot change over arrangements, fender requirements.
Completed Pilot Card handed to pilot and pilot referred to Wheelhouse Poster.
Responsibilities within the bridge team for the pilotage defined and clearly understood.
Language to be used on bridge between ship, pilot and shore agreed.
Progress of the ship and execution of orders being monitored by the master and OOW.
E/R and ship’s crew regularly briefed on the progress of the ship during pilotage.
Correct lights, shapes and flags displayed.
TAKING OVER CARGO WATCH:
Gangway(watchman or seaman manning, illumination, lowering mechanism secured
against accidental walk back, lifebuoy with line, steps safe and clean, bottom platform
horizontal, guard ropes OK, roller on flat surface & clear of obstructions).
Necessary notices like “No smoking”, “shore leave” , “unauthorized persons not
allowed” etc. in place; telephone nos. of police, fire brigade, ambulance etc. available.
Copy of fire plan in place.
Ship properly alongside wharf.
No over side discharges.
No oily rags on deck etc.
Cranes, moorings, winches, shackles etc. OK.
Sores locked, if necessary.
Status of ballasting/deballasting.
No. of gangs / hatches being worked.
Sores, bunkers, F.W. expected.
Any doctor party.
Cargo plan.
Any hot work going on.
Any confined space open.
Any special / repair work underway.
Any technician onboard.
Anti-pilferage watch.
Flags/signals displayed.
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Any instructions by Master/ Chief Officer.
MAKING A LANDFALL:
Fix ship’s position.
Call master in accordance with instructions.
Use echo sounder.
Positively identify lights, lighthouses and coastlines.
Use tide tables and keep check on UKC.
Use the rising distance to improve the accuracy of first land based position.
Readjust course, if required.
Recalibrate your electronic position fixing equipment.
Tune your radar for best performance.
GENERAL IDEAS WHILE TAKING ACTION:
Take appropriate action.
Verify that it is having the desired effect.
Call for assistance.
Notify all those who need to know.
Inform the outside world through lights, signals, flags and VHF etc.
Ensure changeover procedure properly carried out and any alternative system is tested
and verified.
Make certain proper communications enable actions to be verified and monitored.
Support emergency organization when it is working; keep a vigilant lookout to ensure
that ship is not put at risk while the emergency is being resolved.
Keep accurate records.
ALWAYS KNOW ABOUT/HOW TO:
Sound general alarm.
Dimensions of ship.
Appropriate lights and shapes.
Illuminate parts of ship.
Use communications equipment.
Control engines.
Close water tight doors.
Change over steering.
Seek assistance.
Log times.
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Record ship’s position at moment’s notice.
Think through in critical situation and to ask “What will I do if a particular emergency
took place”.
Know your obligations in various situations like R.V., narrow channels, TSS etc.
Know ideas about good seamanship.
Know when to call Master.