Additional notes (chapter 11 – 15)

FOR MCA ORAL EXAMINATIONS

Topics and links :

Table of Contents :

Chapter 11 : | precautions while handling heavy lifts |

Chapter 14 : | precautions while handling heavy lifts |

11.

Precautions While Handling Heavy Lifts:

a. All Gear Involved Should Be Carefully Examined Before Use.

b. All Wires And Blocks Should Be Checked For Any Defects, Sheaves To Be Examined For Free Rotation.

c. All Gear Selected Should Be Of Adequate Swl.

d. Allowance Should Be Made Of The Weight Lifted Plus The Weight Of The Purchase System.

e. End Links, Rings Or Shackles To Ride Freely From Whichever Point They Hang.

f. Strops, Wire Slings, Eye-Bolts Etc To Be Examined That They Are Of Adequate Strength.

g. While Slinging Wood Or Other Packing To Be Used To Prevent The Sling From Cutting Into The Load.

h. Avoid Shocks Due To Load Slipping Or Sudden Starts.

i. Winchmen Should Be Experienced, They Should Co-Ordinate Well And Operate Smoothly.

j. Stability: The Ship Must Have Adequate G.M. Because When The Load Is Lifted Its Center Of Gravity Rises To The Derrick Head, Due To This Action The Center Of Gravity Of The Ship Rises. A Negative Metacentric Height Must Be Avoided And In This Connection The Free-Surface Effect Must Be Reduced.

k. The Vessel Should Be Initially Upright With The Moorings Taut And Manned As The Vessel As The Vessel Will Acquire A List When The Load Is Swung Out Board.

l. The Gangway Must Be Clear Of The Jetty.

m. Barges That Are Not In Immediate Use Must Be Cast Off.

n. Preventer Stays Should Be Rigged Onto The Mast..

o. Winches Must Be Put In Double Gear.

p. Steadying Lines Must Be Secured To The Sides Of The Load.

q. Remove Guard Rails If Possible.

12.

The Union Purchase System:

A Simple Derrick By Itself Is Not Of Much Use Because If It Is To Discharge Cargo It Is To Be Plumbed Over The Hatch And Then Overside, To Avoid This Tedious Action A System With Two Derricks Called The Union Purchase System Is Used.

Here The Runner Wires Of Both The Derricks Are Coupled Together To Swivels To A Union Hook And Worked In Conjunction With Each Other. The Inshore Derrick Is Plumbed Over The Quayside And The Other Is Plumbed Over The Hatch. The Preventer And Side Guys Are Rigged So As Not To Obstruct The Movement Of The Cargo Between The Hatch And The Quay. The Side Guys Can Also Be Replaced By A Schooner Guy Which Remains Clear Of The Cargo Working Area.

When Working The Union Purchase System The Following Precautions Should Be Taken:

1. The Swl Of A Union Purchase Rig Must Be Calculated In Accordance With The Classification Societies Or Dock Labour Regulations. In The Absence Of The Above, The Code Of Safe Working Practices For Merchant Seamen Recommend That The Swl. Should Not Exceed One-Third The Swl. Of The Smaller Derrick.

2. The Operating Angle Of The Derrick Should Prefrably Be Not Less Than 30 Degrees To The Horizontal And Under No Circumstances Should It Be Less Than 15 Degrees.

3. The Maximum Included Angle Between The Cargo Wires Should Not Exceed 120 Degrees So That Forces In The Rig Are Kept To A Minimum. To Ensure This The Slings Used In The Operations Should Not Be Unduly Long And Winchmen Must Not Lift The Loads Above The Guard Rails Beyond The Minimum Required For Safety.

4. Runner Wires Should Not Be Allowed To Rub Against The Hatch Coamings Or Guard Rails As This Will Result In Their Deterioration.

5. Winchmen Should Be Experienced And Should Co-Ordinate Well.

13.

Carriage Of Coal.

Hazards: Coal Is Categorised According To The Hazards Associated With It. Whenever Coal Is Shipped From Any Place, The History Of The Previous Shipments Must Be Known, So As To Be Aware Of The Hazards Of The Particular Type Of Coal. Coal May Have Any Or All Of The Following Hazards:
Spontaneous Heating: Coal Is Very Liable To Spontaneous Heating. Freshly Mixed Coal Absorbs Oxygen, Forming Peroxides Which Break Up Into Carbon Monoxide And Carbon Dioxide. This Is An Exothermic Reaction And The Heat Produced Causes Further Oxidation And More Heat.
Co (Carbon Monoxide) Has A Large Flammable Range (12% To 75%) By Volume And Besides Is Also Highly Toxic. If This Heat Is Not Dissipated Then Spontaneous Combustion Can Occur.
Oxidation Depends On The Surface Area Available For Absorbtion Of Oxygen, Hence Breakage Of Coal Into Smaller Pieces While It Is Being Loaded Is To Be Prevented.
If Considerable Breakage Occurs The Smaller Pieces Shall Accumulate In The Centre Of The Hold While The Larger Pieces Shall Roll To The Sides, This Action Aggravates The Situation As The Large Pieces Of Coal Give Way For The Air To Flow To The Smaller Pieces Where Spontaneous Combustion Is Most Likely To Occur.
Emissions Of Methane: Coal Emits Methane Immediately After Loading And When Newly Worked Or Freshly Broken. Methane Is A Flammable Gas And When Mixed With Air Forms An Explosive Mixture. It Is Lighter Than Air And Therefore Accumulates In The Upper Regions Of The Hold Or Other Spaces. This Gas Can Find Itself Into Tanks Cofferdams Etc And Pose A Flammablity Hazard So These Compartments Have To Be Well Ventillated At All Times And Tested Before Man Entry. Recommendations For Tank Entry Procedures And Check Lists Shall Be Provided In The Bulk Carrier Code Appenidx F.
Corrosion: ‘Pond Coal’ Is The Term Given To Coal Left Over From Earlier Mining Operations Which Has Been Dumped Into Freshwater Ponds And Later Reclaimed For Shipment. It Has A High Moisture And Sulphur Content. This Type Of Coal Releases High Temperatures From Self Heating And The Sulphur Content Reacts With Water To Give Off Sulphuric Acid Resulting In Corrosion Of The Ships Hull. The Ship Should Have Instruments For Measuring The P.H. Content Of The Bilge Waters And This Must Be Done Regularly.
Liquefaction: It Is A Process Where The Moisture In The Cargo Migrates To The Surface Due To Compaction And Vibration Resulting In The Development Of A Flow State. This Is Particular In The Case Of Coal Slurry, Coal Duff And Mud Coal. The Surface Of The Cargo Behaves Like A Liquid And A Transverse Shift Developes, If This Occurs In Reduced Ships Stability The Condition Is Extremely Dangerous.

Precautions:

Ventilation: Surface Ventilation Is A Important Necessity During The Carriage Of Coal For Two Reasons:

1. To Carry Away Any Methane Gas Which May Be Carried Away.

2. To Dissipate Any Heat Which May Be Formed By The Oxidation Of The Coal.

Through Ventilation Must In No Way Be Carried Out As Introduction Of Air Into The Cargo Promotes Oxidation And Thereby Spontaneous Combustion.

It Is Thus Recommended That For The First Five Days After Loading All Ventilators Should Be Utilized For Removing The Gas, Thereafter The Ventillators To The Lower Holds Are To Be Plugged And Opened Only For 6 Hours Every Two Days.

Each Hold Containing Coal Should Have Atleast Two Ventillators One Forward And The Other Aft. The Tween Deck Ventillators Should Be Independent.

Before Discharging Careful Ventillation Should Be Directed Towards Removing Gases From Both, The Tween Decks And The Lower Holds As A Suddern Influx Of Air Before Discharge Into The Hold May Have Disastrous Effects. In Fine Weather Hatches May Be Opened To Facilitate Surface Ventillation. Attention To Be Paid To Void Spaces Where Accumulation Of Methane And Carbon- Monoxide Can Accumulate.

Temperature: Temperature Pipes Leading Down To The Bottom Of The Cargo Are To Be Provided Particularly Below The Hatchways. Monitoring Of The Temperatures At Three Levels In The Holds To Be Done Atleast Once A Day.

Particular Attention Is To Be Paid To Cargo Stowed Against Hot Bulkheads Which Is To Be Avoided If Possible And The Decks To Be Kept Cool In Tropical Zones Either By Running Deck Water, Rigging Awnings Or By Laying Out Dunnage.

Temperature Pipes Are To Be Kept Covered In To Prevent The Ingress Of Air Into The Hold. Spontaneous Heating Can Become Accelerated In Some Cargoes At Temperatures As Low As 38 Degree C.

At Temperatures Around 55 Degree C. And Rising The Existence Of A Fire Should Be Strongly Suspected, And In Such A Situation The Cargo Spaces Should Be Shut Down And Sealed Against The Entry Of Air And The Master Should Seek Expert Advice And Make For A Suitable Port Of Refuge.

3) Fire:
I) A Sufficient Number Of Safety Lamps Should Be Carried On All Coal Carrying Vessels.

I. All Electrical Cables And Components Situated In The Cargo Spaces Should Be Free From Defects And Suitable For Use In Methane / Dust Atmospheres. Points Of Entry And Exit Of Cables Should Be Sealed To Prevent The Passage Of Gas Into The Adjacent Compartment. If Necessary All Electrical Circuits In Spaces Where Gas Accumulation Is Suspected Should Be Isolated Until The Space Is Gas-Freed.

II. If There Is Evidence Of The Cargo Burning The Space Should Be Closed, Ventillation Stopped And Sealed Against The Entry Of Air. Boundary Cooling To Be Carried Out But No Seawater Or Steam To Be Directly Applied To The Coal As Coal Directly Reduces Water To Hydrogen And Forms Carbon Monoxide - Both Flammable Gases.

III. Introduction Of Co2, High-Expansion Foam Into The Compartments Is Recommended. The Hold Is To Be Kept Closed At All Times And Specialist Advise Is Necessary Before Carrying Out Opening Of The Hold. Water Or Steam May Be Used In The Hold In Port In Copious Quantities, If No Co2 Or Inert Gas Is Available Keeping In Regard At All Times The Stability Of The Ship.

IV. The Officers On The Vessel Should Continuously Monitor The Methane, Oxygen And Carbon-Monoxide concentrations In The Holds And In The Spaces Where The Gases Could Accumulate With Suitably Calibrated Instruments.

Shifting:A Certificate Is Obtained From The Shipper Regarding The Moisture Content Of The Cargo. If This Figure Is Suspected An Onboard Test To Be Carried Out In Accordance With Section 8 Of The Bulk Carrier Code Since It Should Not Be More Than The Transportable Moisture Limit.

Precautions Should Be Taken To Prevent The Ingress Of Water In The Hold And Cargo Work Should Be Suspended And Hatches In Wet Weather. Stockpiles Must Be Drained And Freshly Tested For Moisture Content Before Loading.

Hold Bilges Should Be Regurly Pumped Out. Trimming Also Prevents The Air From Penetrating The Body Of The Hold. And Since The Load Of Coal Could Turn Out Upto 3% Less, Its Bills Of Lading Should Be Suitably Claused.

Preparation Of Holds:

I. All Cargo Battens To Be Removed To Prevent Air Pockets Forming And Helping The Circulation Of Air.

II. Boundaries Of The Cargo Compartments Should Be Resistant To Fire And Liquids.

14.

Chain register, register of lifting appliances.

Chain Register, (Form 99)
It Is a Book Which Registers Load Bearing Machinery, Chains And Wire Ropes.
Cover: 1. Name Of The Ship

1. Port Of Registry.

2. Owners Name And Address.

Page I : Contains Instructions Regarding Examinations And Annealing.
Part I : Entries Concerning Four Yearly Examinations And Annual Examinations.
Part Ii : Contains Entries Concerning Through Annual Examinations Of Cranes, Winches And Hoists. Accessory Gear Other Than Derricks Is Also Included.
Part Iii : For Entries Concerning The Through Annual Examination Of Gear Exempted From Annealing.
Part Iv : For Entries Concerning The Annealing Of Gear.

The Last Page Contains Some Recommended Factors Of Safety.

Eg.

Chain/Wire = 5
Rope = 6
Derrick = 9

· Test Certificates Are Attached To The Register By Means Of Gummed Strips Provided On The Inside Of The Cover.

· The Register Is Designed By The Dockyard For 8 Years And Must Be Retained On Board For A Period Of Four More Years After The New One Comes Into Force.

· It Is Certified By The Classification Society.

15.

Bridge Watchkeeping Checklists

Bridge Checklist 1 - Preparation For Sea.

1. Has The Operation Of The Following Equipment Been Studied & Fully Understood?

a. Alarms.

b. Bridge Lighting, Including Controls For Deck & Overside Illumination.

c. Direction Finder.

d. Echo Sounder.

e. Electronic Navigational Position Fixing Aids.

f. Emergency Arrangements In The Event Of Main Power Failure.

g. Hazard Monitoring Equipment.

h. Gyro Compass / Repeaters.

i. Magnetic Compass.

j. Navigation Lights, Including Emergency Navigation, Not Under Command & Other Signal Lights.

k. Radar & Other Associated Plotting Aids.

l. Safety Equipment (Eg. Pyrotechnics).

m. Speed / Distance Recorder.

n. Steering Gear Including Manual, Auto Pilot, & Emergency Change Over Arrangements.

o. Telegraph Including Control Of Main Engines & (As Appropriate) Watertight Doors.

1. Are You Aware Of The Location & Operation Of Ancillary Bridge Equipment (Eg. Binoculars, Signalling Flags, Meteorological Equipment)?

2. Are You Familiar With The Stowage Of Chart & Hydrographic Publications?

Bridge Checklist 2 - Daily Checks & Tests.
(At Noon Or Other Convenient Fixed Times)
Has The Following Equipment Been Tested / Checked?

a. Bridge & Engineroom Telegraphs, Including Revolution Indicators (Also Before Canal Transit).

b. Bridge Telephones.

c. Bridge Watch Mf Radio Telephone Receiver

d. Clocks & Chronometers.

e. General Emergency Alarm Signal.

f. Radio Room Auto Alarm.

g. Ship’s Whistle (But Not In Poor Visibility Or When Other Vessels Sre Nearby).

h. Steering Gear Chnge Over Procedure.

Bridge Checklist 3 - Preparation For Sea.

1. Has A Passage Plan For Intended Voyage Been Prepared Taking Into Consideration The Factors Listed In Checklist 7?

2. Are Charts For The Intended Voyage & Other Nautical Publications Corrected Upto Date & Courses Laid Off?

3. Has The Following Equipment Been Checke & Found Ready For Use ?

a. Anchors, Including Clearing Away.

b. Ancillary Bridge Equipment (Eg. Binoculars).

c. Bridge Movement Book, Where Carried.

d. Course & Engine Movement Recorder.

e. Deck Power.

f. Direction Finder.

g. Echo Sounder.

h. Electronic Navigational Position Fixing Aids.

i. Gyro Compass & Repeaters.

j. Magnetic Compass & Repeaters.

k. Pilot Embarkation / Disembarkationarrangements.

l. Radar & Associated Plotting Aids.

m. Speed / Distance Recorder.

1. Has The Following Equipment Been Tested & Found Ready To Use?

a. Bridge & Engineroom Telegraphs, Including Revolution Indicators.

b. Communications Facilities - Internal, External & Portable.

c. Navigation Lights / Shapes, Including Emergency Navigation Lights & Lights / Shapes For ‘Not Under Command’ & At Anchor.

d. Ship’s Whistle.

e. Signalling Lamps.

f. Steering Gear, Including Manual, Auto Pilot & Emergency Change Over Arrangements & Rudder Indicators.

g. Window Wipers / Clearview Screens.

1. Have The Ship’s Clocks Been Synchronised?

2. Is The Crew At Stations For Leaving Harbour?

Bridge Checklist 4 - Embarkation / Disembarkation Of Pilot.

1. Have The Following Been Advised Of The Eta / Etd?

a. The Master.

b. The Engine Room.

c. The Pilot Station.

1. Has It Been Agreed Which Side The Pilot Will Embark / Disembark?

2. Has The Engineroom Been Advised Of The Time Of ‘Stand-By’?

3. Have The Pilot Embarktion / Disembarkationarrangements Been Checked & Found Ready For Use?

4. Has A Deck Officer Been Nominated To Meet The Pilot & Conduct Him To / From The Bridge?

Note: Where Embarkation / Disembarkation Involves The Use Of A Helicopter, The Guidance In The Ics. Guide To Helicopter / Ship Operations On Marine Pilot Transfer, Communications & Ship Operating Procedures Should Be Followed.
Bridge Checklist 5 - Master / Pilot Information Exchange.

1. Has A Pilot Card Been Handed To The Pilot?

2. Has The Pilot Been Informed Of The Location Of Lifesaving Appliances Provided For His Use?

3. Have The Proposed Passage Plan, Weather Conditions, Berthing Arrangements Use Of Tugs & Other External Facilities Been Explained By The Pilot & Agreed With The Master?

4. Is The Progress Of The Ship & The Execution Of Orders Being Monitored By The Master & Officer Of The Watch?

Bridge Checklist 6 - Navigation, Deep Sea.

1. Have All Charts & Nautical Publications To Be Used Been Corrected Up To Date?

2. Have The Factors Listed In Question 2 Of Checklist 7 Been Taken Into Consideration In Preparing The Passage Plan?

3. Are Navarea Warning Broadcasts Being Monitored?

4. Is Participation In Area Reporting Systems (Eg. Amver) Recommended?

5. Is The Ship’s Position Being Fixed At Regular Intervals & At Least Once Daily?

6. Are Errors Of Gyro / Magnetic Compasses Being Checked Once A Watch?

Bridge Checklist 7 - Navigation, Coastal Waters / Traffic Separation Schemes.

1. Have All Charts & Nautical Publications To Be Used Been Corrected Up To Date?

2. Have The Following Factors Been Taken Into Consideration In Preparing The Passage Plan?

a. Advise / Recommendations In Sailing Directions.

b. Ship’s Draught.

c. Effect Of “Squat” On Underkeel Clearance In Shallow Water.

d. Tides & Currents.

e. Weather Particularly In Areas Renowned For Poor Visibility.

f. Available Navigational Aids & Their Accuracy.

g. Position-Fixing Methods To Be Used.

h. Daylight / Night-Time Passing Of Danger Points.

i. Traffic Likely To Be Encountered - Flow, Type, Volume.

j. Any Requirements For Traffic Seperation / Routeing Schemes.

1. Are Local / Coastal Warning Broadcasts Being Monitored?

2. Is Participation In Area Reporting Systems Recommended?

3. Have Courses Been Laid Off Well Clear Of Obstructions?

4. Is The Ship’s Position Being Fixed At Regular Intervals?

5. Are The Errors Of Gyro/ Magnetic Compasses Being Checked Regularly?

Bridge Checklist 8 - Changing Over The Watch.
Note: Changeover Should Be Postponed When The Ship Is, Or Is About To Be, Engaged In A Collision Avoidance Manoeuvre Or A Navigational Alterationof Course.

1. Has The Relievng Officer Of The Watch Read The Following Directives?

a. Standing Orders.

b. Supplementary Master’s Instructions.

c. Navigational Warnings.

1. Are All Members Of The Relieving Watch Capable Of Carrying Out Their Duties?

2. Has The Relieving Officer Of The Watch Been Aquainted With Following Information?

a. Position, Course, Speed & Draught Of Ship.

b. Course Plotted On Ship.

c. Prevailing / Predicted Tides, Current, Weather & Visibility.

d. Operational Condition Of All Navigational & Safety Equipment On The Bridge.

e. Gyro / Magnetic Compass Errors.

f. Movement Of Vessels In Vicinity Effect On Own Ship.

g. Identificatin Of Shore Lights, Buoys, Etc.

h. Conditions / Hazards Likely To Be Encountered On Watch.

i. Possible Effect Of Any Heel, Trim, “Squat”, Etc. On Underkeel Clearance.

1. Is The Vision Of The Relieving Officer Adjusted To Prevailing Conditions?

Bridge Checklist 9 - Preparation For Arrival In Port.

1. In Preparing The Passage Plan For Arrival In Port, Have The Following Factors Been Taken Into Consideration?

a. Available Port Information.

b. Advise / Recommendations In Sailing Directions.

c. Latest Weather Reports.

d. Tides & Currents For Port / Adjacent Areas.

e. Calculated / Known Minimum & Maximum Depths Of Water In Port Approaches, Channels & At Berth.

f. Any Restrictions On Draught, Trim, Speed, Entry Times, Etc.

1. Is It Neccesary To Rearrange Cargo / Ballast?

2. Are All Relevent Charts & Nautical Publications Corrected Up To Date & Courses Laid Off?

3. Have The Latest Navigational Messages For The Area Been Received?

4. Has Eta. Been Sent With All Relevent Information Required By Local Regulations (Eg. Details Of Dangerous / Hazardous Goods Carried)?

5. Has All Navigational Equipment Including Steering Gear Been Tested & Stabilisers Housed?

6. Has The Following Equipment Been Checked?

a. Course & Engine Movement Recorder.

b. Synchronisation Of Clocks.

c. Internal Communications Equipment.

d. Signalling Equipment Including Lights / Flags.

e. Deck Lighting.

f. Mooring Winches.

g. Mooring Lines / Wires / Heaving Lines.

h. Pressure On Fire Main.

1. If Appropriate, Have The Checks In Checklist 4 Been Carried Out & A Pilot Card Completed?

2. Has Manual Steering Been Engaged In Sufficient Timefor The Helmsman To Become Accustomed Before Manoeuvring Commences?

3. Has The Crew Been Advised Of The Time Of “Stand-By” For Entering Port?

4. Have Vhf. Channels For Varous Services (Eg. Vts., Pilot, Tugs, Berthing Instructions.) Been Noted & A Radio Check Carried Out?

5. Is The Following Berthing Information Available?

a. Whether Anchoring / Berthing Alongside.

b. Which Side To Jetty.

c. Whether Ship Acomodation Ladder / Gangway Or Shore Gangway Will Be Used.

d. Size / Number Of Shore Connections.

e. Derricks Required.

f. Mooring Boats / Lines.

Bridge Checklist – 10 Anchoring And Anchor Watch:

1. Has An Anchoring Plan Been Prepared And Taken Into Account.

· Speed Reduction In Ample Time.

· Direction / Strength Of Wind, Current.

· Tidal Stream When Manoeuvering At Low Speeds.

· Need For Adequate Sea Room Particularly To Seaward.

1. Have The Following Been Informad Of The Time Of ‘Stand-By’ For Anchoring?

· The Master.

· The Engine Room.

· The Anchor Party.

1. Is The Following Equipment Ready For Use?

· Anchors.

· Lights / Shapes.

· Sound Signalling Apparatus.

1. Has An Anchor Watch Been Established?

2. Have Instructions Been Issued To The Officer Of The Watch / Engineroom On The Folowing Matters?

· Determining And Regular Checking Of Anchor Position.

· Notice For Main Engines Especially If Weather Deteriorates.

Bridge Checklist – 11 Restricted Visiblity.

1. Has The Following Equipment Been Brought Into Operation?

· Radar / Arpa Or Other Plotting Facilities.

· Manual Steering.

· Vhf.

· Fog Signalling Apparatus.

· Navigation Lights.

· Echo Sounder, If In Soundings.

· Watertight Doors As Appropriate.

1. Have Lookouts Been Posted?

2. Have The Master And The Engineroom Been Informed.

3. Are The 1972 International Regulations For Preventing Collisions At Sea Being Complied With, Particularly With Regard To Proceeding At A Safe Speed.

4. If The Ships Position Is In Doubt, Has The Possiblity Of Anchoring Been Considered?

Bridge Checklist – 12 Navigating In Heavy Weather Or In Tropical Storm Areas.

1. Have The Following Been Informed:

· Master.

· Engineroom.

· Crew.

1. Have All Moveable Objects Been Secured At The Following Locations.

· On Deck.

· Below Deck.

· Ports, Dead Lights.

1. Have Speed And Course Been Adjusted As Necessary.

2. Has The Crew Been Warned To Avoid Upper Deck Areas Made Dangerous By The Weather?

3. Have Safety Lines / Hand Ropes Been Rigged When Necessary.

4. Have Instructions Been Issued On The Following Matters:

· Monitoring Weather Reports.

· Transmitting Weather Reports To The Appropriate Authorities Or, In The Case Of Tropical Storms, Danger Messages In Accordance With Solas 1974 Chapter 5 Regulation 2a.

Bridge Checklist – 13 Navigating In Ice:

1. Have The Following Been Informed Of The Ice Conditions.

· Master.

· Engineroom.

· Crew.

1. Have Watertight Dors Been Shut As Appropriate?

2. Has Speed Been Adjusted (Momentum Varies As The Square Of The Ships Speed)

3. Have Instructions Been Issued On The Following Matters.

· Monitoring Ice Advisory Service Broadcasts.

· Transmitting Danger Messages In Accordance With Solas 1974 Chpt. 5 Reg 2a.

Emergency checklists

Main Engine Failure

a. Inform Master.

b. Rudder & Bow Thruster Used To Best Navigational Aid.

c. Prepare For Anchoring If In Shallow Water.

d. Exhibit Not Under Command Shapes Or Lights.

e. Broadcast Warning.

Steering Failure

a. Inform Engine Room & Engage Alternative / Emergency Steering.

b. Inform Master.

c. Exhibit Not Under Command Shapes Or Lights.

d. Appropriate Sound Signal Made.

e. If Necessary Take Way Off Ship.

f. Broadcast Warning.

Gyro Failure / Compass Failure.

a. Use Magnetic Compass Or Alternative Means As Heading.

b. Inform Master.

c. Inform Person Responsible For Gyro Maintenance.

d. Inform Engine Room.

e. Consider Effect Of Failure On Other Navigational Aids.

Bridge Control / Telegraph Failure.

a. Switch To Engine Room Control.

b. Inform Duty Engineer / Engine Room.

c. Establish Emergency Communications With Engine Room.

d. Inform Engine Room.

Imminent Collision / Collision.

a. Sound Internal Emergency Alarm.

b. Manoeuvre Ship So As To Minimise Effects Of Collision.

c. Close All Water Tight / Automatic Fire Doors.

d. Switch On Deck Lights.

e. Vhf On Ch. 16, If Appropriate On Ch. 13.

f. Passengers Mustered At Emergency Stations.

g. Update Vessel’ S Position Available In Radio Room, Satellite Terminal & Other Automatic Distress Transmitters As Necessary.

h. Sound Bilges & Tanks After Sounding.

i. Check Made For Fire & Damage.

Stranding

a. Stop Engines.

b. Sound Internal & External Emergency Alarms.

c. Watertight Doors Closed.

d. Maintain Watch On V.H.F. Ch. 16

e. Broadcast To Other Ships.

f. Make Sound Signals.

g. Exhibit Lights / Shapes

h. Switch On Deck Lighting.

i. Sound Bilges & Tanks.

j. Take Overside Soundings.

k. Update V/L’s Position Available In Radio Room, Satellite Terminal & Other Automatic Distress Transmitters As Necessary.

Fire.

a. Sound Internal / External Emergency Alarms.

b. Notify All Concerned Of Seat Of Fire.

c. Ventilation, Automatic Fire Doors & Watertight Doors Closed.

d. Deck Lighting Switched On.

e. Update V/L’s Position Available In Radio Room, Satellite Terminal & Other Automatic Distress Transmitters As Necessary.

Flooding.

a. Sound Internal / External Emergency Alarms.

b. Close Watertight Doors.

c. Update V/L’s Position Available In Radio Room, Satellite Terminal & Other Automatic Distress Transmitters As Necessary.

Boat / Liferaft Stations.

a. General Emergency Alarm Signal Sounded.

b. Crew / Passengers Assembled At Muster / Survival Craft Stations.

Man Overboard

a. Release Lifebuoy With Light, Flare Or Smoke Signal.

b. Take Avoiding Action.

c. Note Position Of Lifebuoy As Search Datum.

d. Inform Master.

e. Inform Engine Room.

f. Post Lookouts To Keep Person In Sight.

g. Maneuvers Ship To Recover Person As Recommended By Wheelhouse Poster.

h. Sound Three Long Blasts & Repeat As Necessary.

i. Rescue Boat’s Crew Assembled.

j. Plot Position Of Vessel Relative To Person Overboard.

k. Vessel’s Position Available In Radio Room, Up-Dated As Necessary.

l. Broadcast Man Overboard Warning.

Search & Rescue.

a. Take D/F Bearing Of Distress Message.

b. Re-Transmit Distress Message.

c. Maintain Continuous Listening Watch On All Distress Frequencies.

d. Consult Iamsar.

e. Establish Communications Between Surface Units & Sar Aircraft.

f. Plot Positions, Courses & Speeds Of Other Assisting Units.

g. Radar Made Available For Locating Survival Craft Transponder Signal.

Table of Contents :

Chapter 11 : | precautions while handling heavy lifts |

Chapter 12 : | Union purchase system |

Chapter 14 : | precautions while handling heavy lifts |

MERCHANT NAVY

Friday 25 February 2011

Additional notes (chapter 11 – 15)

Additional notes (chapter 11 – 15)

No comments:

Post a Comment