Zodiac Maritime Agencies Limited

NAVIGATION AND

OPERATIONS WORKBOOK

Name Colin Rogerson

Address 3 Clyde Crescent,

Lanark ML11 7HJ

Country Scotland

Discharge Book No DB00080245

If found, please return to the above address

When a vessel is chartered for a voyage Zodiac Maritime Agencies not only provides the ship to carry the cargo

but also makes it available for a certain period of time during which the cargo can be loaded and discharged.

The following Vessels were chartered.

Eubank 1st June 2012 to 5

th October 2012

Helicopter view of Maersk Eubank–taken by Weser Pilot arriving on the 14.06.12 (13,100 TEU Container)

Hongkong 21st July 2013 to 11

th September 2013

View of Hyundai Hongkong in Hong Kong on the 23.08.13 (6,755 TEU Container)

Oakland 2nd

February 2014 to 4th

August 2014

Hyundai Oakland at the Floating Dockyard (HUD) in Hong Kong on 11.04.14 (6,350 TEU Container)

Section 1 - Safety

Subject Task

How to raise the alarm in a range different scenarios A12.1

Responding to all alarm status situations A12.3 and A15.2

First responder to a variety of casualties A12.4

Firefighting Appliance usage A12.5

Emergency Team member (Fire drill in the Galley) A12.6

Emergency Team member (Fire drill in cargo hold) A12.7

Emergency Team member (Engine room fire drill) A12.8

Emergency Team Leader (Low visibility Search and Rescue) A12.9

Emergency Team (wearing BA in poor visibility in accommodation) A12.10 and A12.2

Emergency Team (rescue a casualty from an enclosed space) A12.11

Recharging a variety of portable fire extinguishers A12.12

Display awareness for safety of myself and others A15.1

Life Saving Appliances A15.3

Locate distress equipment A15.4

Man overboard drill A15.5 and B02.12

Date: 22.09.12 Task no: A11 A12.1

How to raise the alarm in a range of scenarios

When joining a vessel, even if the crew do not show the joiner the appropriate alarms to raise and your muster

stations, it is crucial that you familiarise yourself with the vessel immediately.

Drills are very important thing. They allow the crew to get more familiar with the ship safety equipment and

with the ways how to use it correctly. The Officers would ask me frequently to make sure that I and the other

cadets knew where each alarm was located so we could raise it if needed.

Fire alarm continuous sounding of alarm accompanied by 4 long blasts on the ship’s whistle/ siren

From the bridge Every deck in the accommodation1

When the fire alarm is sounded, the Fire Detection Control Unit [below] displays on the bridge where the fire is

located.

Fire Detection Control Unit

We had on board a fire detection alarm system for each vessel. That system is designed to detect rapidly the

onset of fire, give early warning of the situation and so provide the crew with the best possible chance of

controlling and extinguishing a fire, before it can destroy property, the ship and even lives. The system

comprises a central control and monitoring panel with repeater panels, a combination of the CO2 for engine and

cargo hold fire extinguishing system.

There are two separate power sources, one of which is taken from the emergency supply. The system is to be

operable at all times. If an alarm is not acknowledged within two minutes then an audible alarm are activated

throughout the crew accommodation, control station and main machinery spaces. The control panel is located

either on the bridge and the main fire control station.

The initial reaction is to sound the alarm then report to your muster station immediately. Don’t try to fight the

fire yourself, no matter how small.

1 SOLAS chapter II-2, regulation 10, 3.2.4

Emergency Stations 7 short blasts followed by 1 long blast on the ship’s whistle/ siren

General Emergency Alarm (Manual or Auto) button on the bridge

When the general emergency goes off, you report to your muster station immediately.

Man overboard (MOB) 3 long blasts on the ship’s whistle/ siren

The initial reaction to any of the above alarms is to report to your muster station immediately. If I was close, I

would make sure I was looking where the person is so the ship does not make the wrong manoeuvre, while

having another person raise the alarm by contacting the bridge as well as my position.

Sending distress messages to other vessels and shore stations

Using the following

Inmarsat C DSC MF/ HF (NBDP if no 2 Sat-C)

VHF SSAS button (security related if piracy attack)

Task no: A12.3

Responding to all alarm status situations

Muster list (from Hyundai Oakland) changed to having only the rank on the List

Muster at stations

On hearing the general emergency alarm, all crew shall muster at their emergency stations as defined in muster

lists and personnel cards. On detection of an emergency situation, the general emergency alarm signal shall be

sounded immediately. The nature and location of an emergency shall be announced by using the Public

Announcement (PA) or by other means. Depending on what type of alarm determines what type of Personal

Protective Equipment (PPE) needs to used.

Establish communication

Communication should be established between emergency parties by using VHF transceivers or other means.

Identify and verify the nature and location of emergency (if not already known)

The head of the each emergency team will contact the control team on the bridge, to advise, verify or inquire as

to the nature and location of emergency, on arrival at the muster stations.

Count crew

All crew mustered at stations shall be counted and a report made to the bridge team. If crew members are

missing, a search shall be started and if there are any injured a rescue shall be implemented.

Activate a subsequent response plan

The control team on the bridge shall activate and organise emergency teams. The other teams will carry our

necessary actions as described on the muster list.

Monitor response action

The control team on bridge shall monitor response actions and re-organise as the emergency situation develops.

Initiate external response

The control team on the bridge shall initiate external responses [see A15.2].

Task no: A15.2

Communication (external assistance)

GMDSS equipment

Activate reporting

The control team on bridge shall activate reporting to the Designated Person Ashore (DPA) Paul Shields.

Date: 07.08.12 Task no: A11 A12.4

First responder to a variety of casualties

Ship’s Hospital

Poison from a snake (especially when in Australian ports)

Poison from a snake when working on deck. Venomous snakes are common in Australia which was visited on

my last vessel (Hyundai Oakland). Because we transport containers, sometimes these animals can come from th

e containers. Zodiac instructed us to certain precautions after the AB found the snake to prevent others being bitt

en, but unfortunately they were not implemented. Zodiac notified the Australian authorities to ask for advice but

we never found the snake again or was the AB able to correctly identify the snake from the pictures sent.

If the causality is experiencing the follow effects then action has to be taken:

Pain, redness and swelling at injection site

Blurred vision

Nausea, vomiting and seizures

Difficulty breathing

Impaired consciousness

Anaphylactic shock

It is safer to assume that a snake is venomous. A venomous bit is often painless. Depending on the snake, veno

m may cause local tissue destruction, it may spread, and blocking nerve impulses, causing heart and breathing to

stop or it can cause blood clotting (coagulation) and then internal bleeding.

Action:

1. Note the time of the bite, as well as the snake’s appearance (to get the correct antivenom)

2. Help the casualty lie down, with head and shoulders raised. Reassure the casualty, tell them to keep calm an

d advise them not to move their limbs. Notify the Captain; he’ll call the company to make arrangements

3. If there is no pain, apply a pressure bandage at the site of the bite. Do not remove the clothing from around t

he site since this can speed up the absorption of the venom

4. Apply another pressure bandage to extend from the bite as far up the limb as possible. Tie it as for a spraine

d ankle, and check circulation after bandaging. If possible, mark the site of the bite. Immobilise the limb by

securing it to the other i.e. leg with a broad- and narrow-fold bandage

5. Monitor and record vital signs while waiting for instructions from the company. The casualty needs to rema

in still

6. Commence CPR if necessary

Cut to arm (happened to an AB on the Maersk Eubank)

Action:

1. Check if the cut is dirty. If so, then clean by rinsing under running water or alcohol-free wipes

Luckily we have Tetanus prevention as if bacterium enters a wound; it may multiply in the damaged tissues and

release a toxin that spreads through the nervous system which would cause muscle spasms and paralysis.

2. Pat the wound dry

3. Raise and support the arm above the level of the heart, if possible (avoid touching the wound)

4. Clean the area around the wound with soap and water

Paint in the eye (happened to an AB on the Hyundai Oakland)

Action:

1. Put protective gloves on. Hold the casualty’s affected eye (in this case right) under gently running cold wate

r (lower than the good eye) for at least 10 minutes. Irrigate the eyelid thoroughly both inside and out; if the

AB’s eye shut in a spasm of pain, gently, but firmly, try to pull the eyelid open

2. Make sure that contaminated water does not splash the uninjured eye. Can also use a glass for pouring wate

r if easier

3. Bandage the pad loosely in position (as it’ll be a while until he’s seen usually) over the injured eye

4. Arrange for the AB to be sent to hospital in the next port

Internal bleeding (happened to me when on board Hyundai Hongkong)

Site: Anus Appearance: black, tarry with some bright red blood

Prior to this I was experiencing:

Rapid, weak pulse

Thirsty

Rapid, shallow breathing

Bleeding from the body opening

Constant pain

The 2nd

Officer had nothing to give me as the hospital was not well stocked. The main risk I was concerned abo

ut is shock resulting from a bleeding ulcer (as my father had one). Blood can build up around organs and exert d

amaging pressure on them.

If I went into shock, the people helping would:

Help me to lie down – on a blanket if there is one (to protect from the cold). Raise and support my legs abo

ve the level of my heart to improve blood supply to the vital organs. Keeping my head low may also preven

t me from losing consciousness. Stop me from making unnecessary movements

Loosen tight clothing at the neck, chest and waist to reduce constriction

Keep me warm by covering my body and legs with coats or blankets

Monitor and record vital signs – level of response, breathing and pulse

Sprain to ankle (happened to the Motorman not wearing the appropriate footwear in the Engine Room)

Sprained is due to overstretching or tearing of a ligament.

Action:

1. Help the casualty to sit or lie down. Support the injured ankle in a comfortable position, preferably raised

2. Cool the area by applying a cold compress, such as an ice pack or cold pad to the ankle to help reduce swell

ing, bruising and pain

3. Apply comfortable support to the injured part. Leave the cold compress in place or wrap a layer of soft padd

ing, such as cotton wool, around the area. Secure it with a support bandage that extends to the next joint; for

an ankle injury, the bandage should extend from the base of the toes to the knees

4. Support the injured part in a raised position to help minimise bruising and swelling in the area. Check the ci

rculation beyond the bandages every 10 minutes. If the circulation is impaired, loosen the bandages.

5. If the pain is severe, or the casualty is unable to use the injured part, arrange to take or send him to hospital

When 2nd

Officer dealt with the above scenarios, he filled in the medical log book. Some scenarios were not deal

t with in the same way I hoped i.e. AB who got paint in his eye was told to come back in 1hr after 2nd

Officer’s

watch instead of helping him there.

The Motorman who sprained his ankle mentioned he woke up on the floor after hitting his head also; the 2nd

Off

icer did not keep an eye on him until we arrived in port like I thought.

I was keeping an eye on him for things like:

Increasing drowsiness;

Worsening headache;

Confusion/ strange behaviour or loss of memory or any vomiting episodes;

Weakness in an arm or leg or speech difficulties;

Dizziness, loss of balance or seizures;

Any visual problems;

Blood, or clear fluid, leaking from the nose or ear;

Unusual breathing problems

Task no: A11/ A12.5

Firefighting Appliance usage

One of the reasons certain types of firefighting equipment is placed in some places rather than others is because

of the likelihood of fires occurring there. Every port the 3rd

Officer would update the fire plan, after leaving

every port, so everyone knows their role in the event of an emergency. Later 3rd

trusted me enough to let me

update the fire plan i.e. 30.07.12.

Fire Fighting equipment on board each vessel, available to the Fire Fighting Team:

Maersk Eubank Hyundai Hongkong Hyundai Oakland

Foam extinguisher 28 42 72

Dry powder extinguisher 27 4 3

CO2 Fire Extinguisher 14 8 7

Hoses (couplings) 75 47 45

Breathing apparatus 3 4 6

Fixed installations CO2 HI-FOG, CO2 HI-FOG, CO2

There were no water extinguishers

Fire dampers are located in every deck in the accommodation block. Fire dampers are provided in ventilation

ducts and air intakes in the event of a fire, sections may be sealed and isolated and so prohibit the passage of

heat and smoke. In its simplest form, the damper consists of a solid metal plate located inside an air duct. In its

open position, the damper allows free air flow through a duct and in its closed position; it completely prevents

the passage of air, smoke and heat through the duct.

Operating the fixed firefighting system2

For Accommodation, Engine Room, Pump room, Cargo Spaces

CO2 system

CO2 system on all 3 vessels

Carbon dioxide system is found in the cargo spaces and engine room. Carbon dioxide does not support

combustion and as it is about 50% heavier than air it will, when used as an extinguishing agent, form a blanket

over the fire and extinguish it. At normal pressures and temperatures, carbon dioxide is a colorless gas with a

faintly biting smell, which makes the bystander cough.

CO2 is stored in cylinders as a liquid. It is discharges through very wide nozzles where it expands into a gas. The

CO2 cylinders are stored in a separate room, which is kept well ventilated, and for safety reasons, the

temperature in the room should never exceed 40C. If there is reason to believe that the temperature has

exceeded this safety limit, it should be checked immediately that the green covering plate of the safety discs of

the CO2 cylinders are intact.

2 SOLAS chapter II-2, regulation 10, 4

The fixed CO2 system is manually activated from the fire control station situated in accommodation i.e. on the

upper deck, port side in the Hyundai Oakland.

To release the CO2 from the master control box to the Engine Room, you have to follow the next 5 steps:

1. Open control box door - this activates the built in switches to start the alarm and stop the ventilation

2. Check that everybody has left the room

3. Open the screw valve fitted to master cylinder - the gas from this cylinder provides the pressure to operate

the remote control system

4. Open the master control valve - the pressure from the control system will then actuate the cylinders valves

on the battery

5. After 20-30 seconds open of the master control valve - the gas pressure from the control system actuates the

control valve from main valve, which allows gas from the cylinder manifolds to pressurise the main valve

and open it, releasing gas into the space protected

In case of failure, the carbon dioxide can be released from CO2 Room (emergency release to Engine Room,

located next to the steering gear room):

1. Open the valve on the pilot cylinder

2. Check that everybody has left the room

3. Open control valve for main battery

4. Open control valve for main valve

HI-FOG system

This is designed to fight or control fire by spraying water on only an area where the fire is occurring after

detecting the fire with exclusive detectors or starting the system with a manual starting button near the fire. This

is a friendly environment firefighting system which minimizes the damage by fire, smoke, water to the human

body and equipment.

HI-FOG fixed firefighting equipment on the Hyundai Oakland

The system is set up automatically so if there is a fire then it will release but it can be manually overridden if the

system fails.

Operating automatically and manually - Fire flaps, fire doors, water tight doors, ventilation

If there is a fire, the vessel must be closed off. The close down plan shows the location of all fire flaps.

Fire flap for hatch cover if using CO2 in the cargo hold

The fire triangle is important to remember when dealing with fires, cutting of any extra oxygen when releasing

CO2 is

crucial.

Emergency Fire Pump

Its primary use is to pump water from the sea and through the vessel’s fire main. The vessel’s fire main runs all

the way through the vessel to all hydrants on every deck. Because all 3 vessels were over 1000 gross tonnage,

they all had to have a minimum of 2 independently driven fire pumps3. By keeping them at either ends of the

vessel the risk of them both being out of order is greatly reduced.

There are three start/stop controls for the Emergency Fire Pump on board the Hyundai Oakland. One is located

in the Emergency headquarters on the upper deck, the other in the Emergency Fire Pump Room. The sequence

for starting the Emergency Fire Pump is short and simple, this is to avoid complications in emergencies and to

ensure the pump is easy to use.

Procedure for starting the emergency fire pump:

Open all inlet and outlet valves

Push the “green button’ to start the vacuum pump this will take approximately 30 seconds for pump to start

Once the pump is working, check suction pressure

After finished with the fire pump press the red button to stop the pump and check the suction and discharge

pressure

Leave all valves open

To start up the emergency fire pump

After connecting the main line it can be used anywhere on the vessel to fight fires

1. The valve connecting the pump to the fire main must be fully open

2. The power supply to the pump must be turned on

3. The start/ run button must be pressed to start pumping water into the fire main. This can be done from one

of 2 places on the Maersk Eubank

Start/Run

Stop

Bridge control

Bow thruster room control

A line diagram showing how the Emergency Fire Pump can be switched on

Emergency generator

Must be separate from the accommodation

3 SOLAS - chapter II regulation 10, 2.2.2

Date: 1.7.12 Task no: A11 A12.6

Vessel’s Position [Loaded Passage]

From – Port Tangier To – Singapore

Emergency Team member (Fire drill in the Galley)

Fire in Galley (1.7.12) on the Maersk Eubank

SOLAS Chapter III, Part B, Reg.19 applying to all ships requires that drills shall, as far as practicable, be

conducted as if there were an actual emergency.

Drills are necessary for all crew members, especially cadets, to obtain experience and routine needed for

firefighting. The Eubank is designed to transport a variety of types of commodities stowed in containers and is a

good reason to expect different situations which could arise. My role was to assist as required and also help

anyone if they needed hospital due to injuries. Also we were the backup team for hospital if any injuries. Muster

list and duties is attached on page 2.

On board the Maersk Eubank, the Fireman’s outfits (protective clothing) consist of:

Protective suit including gloves

Rubber boots

Rigid helmet

Safety lamp

Fireman’s axe

Fireproof lifeline (but don’t use)

2 Breathing apparatus bottles

Breathing Apparatus (BA) mask

BA hoses/connections

My role was part of the Emergency team/ Incident Action Team, which consisted of 7 people

Emergency Team

Chief Officer (CO) - Team leader in case of deck emergencies. Ensure technical assistance to 1E in

case of Engine Room emergencies. Maintain communication with Bridge team

Chief Engineer (CE) - Team leader in case of engine emergencies. Ensure technical assistance to CO in

case of deck emergencies. Start CO2 firefighting system if required

Bosun - Assistant of Fireman 2, close fire doors and fire dampers, prepare fire hose

Able Seaman (AB) 3 - Bring fire extinguisher. Assistant of Fireman 1

AB 1 - Bring and wear Fireman’s outfit. Fireman 2

Motorman (MM) 1 - Bring and wear Fireman’s outfit. Fireman 1

Deck Cadet (DC) 3 - Bring extra BA bottles. Assist and prepare fire hose for boundary cooling

My role – bring BA bottles and Fire Hose

Emergency team’s role in the drill

1530 – The emergency alarm sounded. Captain announced on the Personal Announcement (PA). This is a “Fire

training drill, fire in the Galley” (twice)

1532 – I left the accommodation from B Deck and arrived on Deck at my Muster Station (portside gangway),

the Chief Officer (CO) done a head count and reported “7 people okay”

1532 – CO instructed us to prepare onsite close to the access

1533 – I helped AB1 prepare his outfit with Bosun (also checking his low pressure alarm and making sure

facemask was okay). Bosun then started the fire pump and closed the fire doors and fire dampers while I helped

by bringing portable extinguishers from deck

1537 – CO reported “2 firemen ready to enter the area of fire”. Pressure in BA cylinders checked and reported –

AB1 = 200 bar, MM1 = 210 bar (bridge team filled in BA Table). Signals were consulted between the firemen

1538 – Master ordered the emergency team to enter the area of the fire carefully for investigation

1545 – Firemen came out from the area, reporting that the fire was extinguished with CO2 extinguisher. Stove

was on fire

1547 – CO reported to the bridge the fire was out. Master ordered to keep a fire watch for a potential

combustion of fire

1548 – CO reported that a fire watch was in place. There was no more fire

1550 – Master ordered all teams to recount and then announced the end of the drill

Signal of the drill

By whistle: four short blasts

By general alarm: one long blast (for about 30seconds)

Conclusions

All crew members acted as per muster list

Debrief (5minutes after)

Usage of all types of extinguishers in that location (using local CO2 system for the Galley). Last case

scenario is using the fixed firefighting system. For this ship, the fixed firefighting system is CO2 system

(carbon dioxide). This system is fitted in the engine and forecastle, in Bosun store, near the paint locker.

The fixed fire extinguishing system is used to protect large high risk areas such as machinery spaces and

cargo holds, and small specific risk such as paint stores and galley exhaust ducts. On our vessel the paint

store has sprinkler ext. system.

The type of powder known as BC Powder is suitable for use liquids and liquefiable solids as described

under FOAM above (Class B fires). BC Powder may also, with the correct technique, be used to extinguish

a high-pressure gas flame (Class C fires). Additionally ABC Powder or Multipurpose Powder may be used

against carbonaceous fires (Class A fires).

Dry Powder gives a fast flame knockdown, and may be used on fires involving live electrical equipment.

However, it may not be effective against a deep-seated fire

Fire blankets and their location

Supervising Officer: Chief Officer (Malevskyi, Oleksandr)

Date: 09.09.13 Task no: A12.7

Vessel’s Position [Loaded Passage]

From – Oakland To – Busan

Emergency Team member (Fire drill in cargo hold)

Deck next to the cargo hold

SOLAS (Chapter III, Part B, and Regulation 19) says all ships require that drills shall, as far as practicable, be

conducted as if there were an actual emergency.

The training of the crew on board the ship is carried out as drills. The drills are necessary because the crew must

be familiarized with the way of action in case of emergency and with the ship’s equipment; also the drills are

required by different organizations like IMO, United State Coast Guard (USCG) and also by Zodiac.

The event of fire in cargo hold (caused by oil from deck)

I went with Chief Officer to the CO2 room. Before operating the system, we determined accurately the area on

fire and ensured no personnel were there after close all openings such as ventilator, fire dampers, etc.

Opened CO2 main stop ball valve and 3-way valve fully on compartment in fire zone. Discharged into

compartment the fire zone the exact number of cylinder as specified in the squares for the corresponding

compartment. Pull down the lever on the valve after removing the safety pin from the cylinder valve block.

If it was real, we would keep all openings close and control valves open until arrival at port and not open the

hatches or other openings of compartment flooded with CO2. This is to allow burned cargo to cool and prevent

rekindling of the other.

Signal of the drill

By whistle: four short blasts

By general alarm: one long blast (for about 30seconds)

Debrief (5minutes after)

Talked about different types of fire extinguishers and usage

Officer on watch with: Chief Officer (Malevskyi, Oleksandr)

Date: 01.10.12 Task no: A11 A12.8

Emergency Team member

2nd

deck (Maersk Eubank)

In the event of a fire in the Engine Room

Follow the below procedure to operate the system:

Go to the key box /release control cabinet located at CO2 room or fire control station and follow the

instructions

Key box (break the glass, take the key)

Release control cabinet (open the door; ensure all persons have evacuated the protected space)

Close ventilator and hatches

Open the cylinder valve

Open ball valve No 1 and 2

Officer with: Chief Officer (Malevskyi, Oleksandr)

Date: 01.10.12 Task no: A12.9

Emergency Team Leader (Low visibility Search and Rescue)

Causality (imitation) found on upper deck

Inspection and maintenance of any self-contained breathing apparatus must be carried out by a competent

person and strictly in accord with the manufacturers' instructions.

During this drill I was the BA wearer. When I found the casualty I signalled to the other fireman we found some

one. Keeping low so the casualty wouldn't inhale any more than required we hurried out of the accommodation

entered in a calm fashion.

The Fireman’s Outfit should consist of the following:

Trousers (with braces) worn outside of the boots

Jacket (elasticised at the wrists and worn over the trousers)

Safety helmet with chin strap and full face visor and neck curtain (the neck curtain is to be worn outside of

the jacket collar)

Gloves (heat resistant) worn outside of the jacket sleeves

Gloves (rubber) electrically non-conducting to a specified Voltage

Boots (rubber) electrically non-conducting with toe caps

Each BA wearer should have an attendant to check the set is properly donned and tested before entry. The

attendant also tends the lifeline. Because of limited personnel it may be necessary that one person attends two

BA wearers.

Checks to be completed by the Attendant

Is the facemask correctly fitted and adjusted?

Use the prescribed procedure to check the face mask is sealing properly

Does the low pressure alarms operate correctly?

Is the BA wearer able to read the gauge?

Does the wearer have

Visor, axe, hard hat, signal card, suitable clothing and footwear, gloves, visor, neck Curtin, radio

communication (if appropriate), fire extinguisher or hose?

Remind the wearer

keep low, read gauge, come out when the whistle sounds

After each use of a BA set it is necessary to ensure that it is stowed in a condition whereby it is ready again for

immediate use. Follow the detailed instructions given by the manufacturer; they will generally include the

following:

clean the set thoroughly

clean the face mask and harness

inspect the complete set

fit a fully charged cylinder

complete high pressure and low pressure tests

disinfect the facemask

Re-stow the equipment in a ready-to-use condition and complete all use and test records.

Accommodation fires may present some serious problems. In most vessels deck head and bulkhead voids which

carry electrical cables and plumbing services, provide a channel for an unrestricted air supply which may feed a

fire. Additionally, each cabin and compartment may have a ventilation trunk linking it with other compartments

and providing a means of air supply and smoke distribution. Alleyways, stairwells and lift shafts promote the

spread of fire, smoke, fumes and heat to areas remote from their source.

Entrance to the bridge

The use of plastics and other synthetic materials in-furniture, curtains, bulkhead panels and other decor may, in

a short space of time and from even a small fire, produce large volumes of toxic fumes and thick smoke. These

are life threatening to anyone in the vicinity or connected via a conduit or ventilation route. Even large areas

may quickly become smoke filled.

The fire may be contained by boundary cooling and boundary starvation. Give careful consideration to

ventilation control and seek to remove heat, smoke and fumes without feeding air to the fire. Check remote

areas for the spread of heat, smoke and fumes via ventilation ducts, voids and lift shafts, etc.

Search Patterns

When looking for persons the search should be methodical and in accord with a pre-determined pattern, the

search may follow either a "right hand" or "left hand" pattern; that is the searchers investigate a compartment by

moving continuously and methodically in one direction, either to the right or left.

Circulate the area or compartment around the perimeter or bulkhead back to the commencement or entry point.

Where possible search in pairs: one man uses the back of his gloved hand to maintain contact with the bulkhead

or perimeter; the second adds width to the search by walking abreast of the first and maintains contact with him

by placing his hand on the shoulder. The free hand of each searcher is held in front, slightly cupped with palm

towards him/her.

As he advances he slowly moves his hand up and down to ensure that neither head nor face strike an

obstruction. The searchers should progress by shuffling their feet as previously described. In larger spaces the

searchers may add more width and keep contact by tying a short length of rope between them.

Usually the temperature increases as the seat of the fire is approached, although in the immediate vicinity of the

fire an inrush of air (to feed the fire) may be felt. Cautiously feeling bulkheads, decks, doors, etc. for heat is a

reliable guide to determining the direction in which the fire seat lays.

Communication

The BA controller, attendants and wearers must all be aware of the agreed evacuation signal. Where there is

thought to be undue danger to persons within the incident, the evacuation system must be initiated

Officer with: Chief Officer (Malevskyi, Oleksandr)

Task no: A12.10

Emergency Team (wearing BA in poor visibility in accommodation)

Adequate training should be provided because the correct and efficient use of Self-Contained Breathing

Apparatus (SCBA) could require a degree of practice and familiarity especially cadets.

Poor visibility (imitation) on 19.06.12

According to Zodiac’s Fire Training Manual, the breathing apparatus must be stored in readily accessible

positions which are not likely to be cut off in the event of a fire (as well as other Firemen’s Equipment). They

should also be stowed in widely separated positions. On the vessel, two Fireman outfits together with two

Breathing Apparatus (BA) sets are stored on upper deck near the assembly station (fire control room) and one

Fireman outfit and BA set is in room next to the engine.

Breathing apparatus are needed when fighting a fire in enclosed spaces or on open spaces when toxic or

suffocating fumes are present. The equipment could also be needed when searching for a missing person

subsequent to a fire or incident.

The BA set consists of:

Face piece (mask)

Exhalation valve

Inhalation tube

Air regulator with pressure indicator, warning device (low pressure alarm) and by-pass valve

High pressure hose

Cylinder valve

Cylinder

Harness with shoulder band

Weekly:

Entire BA should be visually checked if everything is in place and assembled properly

Monthly checking and testing procedure before use should be carried in the following way:

By-pass valve should be closed

Cylinder valve should be opened and pressure checked

BA set to be putted on the firemen’s shoulders and put the face mask worn

Straps should be tightened and the mask must be working properly

Testing the low level alarm should be carried out in the following way:

Cylinder valve should be closed

By-pass valve should be slightly opened and, after the alarm sounds, pressure on the indicator should be 50

bar

By-pass valve closed

Cylinder valve opened and pressure checked again

If all the above is okay then the equipment is ready for use.

After using, the BA set is stowed in a condition which is ready for immediate use again, there should be no

twisting or insertion of the inhalation tube with nothing missing.

Officer with: Chief Officer (Malevskyi, Oleksandr)

Checks prior to entry:

Make sure appropriate PPE is in use (fire suit, boots, gloves etc.) and that it is being used to its full extent.

There is no point wearing a fire suit if it is still un-done and therefore exposing skin, or clothing underneath

the suit which may not be as fire retardant.

The BA sets are properly donned;

o All straps are adjusted – the shoulder straps should be at a comfortable fit, and the waist belt should be

adjusted to a snug fit

o The face mask straps are all tightened so that no air will escape through the mask seal. If the wearer has

anything consisting of more than a small beard, then water or grease should be applied to the beard to

make sure that the face mask fits tightly

o All working and moving parts of the BA sets are checked for any wear and tear and that they are properly

maintained

o The cylinder pressure should be checked and recorded. This is to gauge how much time they

approximately have. It should be read to the lowest 10 bar, e.g. 236 should be read at 230. The cylinder

pressure should be made sure that it has a minimum of 80% of air left. As the BA sets on here are 300 bar,

the minimum pressure is 240 bar pressure. The person with the least air is used as the teams pressure

because that person is the most likely to run out of air first. The air pressures should be recorded using the

tags, and put into the BA board. By using the BA board it makes it easier to know who has how much air,

as all the information is in the same place and therefore can be compared

When a fire hose is been used, this can act as a lifeline.

Make sure that you both know what they are going to do

When the BA team is inside, a close eye is kept on the time they have been in, and how much time they have got

left in i.e. how much air they should have. By checking the time like this it is easier to see if there is some kind

of problem i.e. if they are not out by that time it could indicate that there is a problem and a backup team should

be sent in.

Task no: A12.2

Communication with shipboard during emergency

In some cases, the use of VHF radios for communication whilst one is wearing a BA set is impracticable and a

hindrance, therefore, when this is the case, the only way to communicate with the team is by having a debrief

when they come back out – a debrief should also be carried out even when VHF communication has been

possible. All of the relevant information should be passed onto the next team that would be going in to. This is

Communication between the team leader and control is critical to the successful outcome as it is vital for both to

liaise with one another to make sure that both persons know what is happening. This can be done in three ways,

by VHF, ship board telephones or in person. When carrying out this drill we communicated in person as both,

team leader and control were on the back of the accommodation.

Date: 21.06.12 Task no: A11 A12.11

Emergency Team

Climbing stars after leaving from 6 WBT (starboard side)

Rescue a causality from an enclosed space

Regular drills simulating rescue of an incapacitated person from a dangerous space should be conducted to

prove the rescue plan and familiarise personnel. The space selected should be made safe for the exercise.

A drill should be held soon after signing new crewmembers (especially more than 25%). Each drill should be

recorded in the official logbook. Any attempt to rescue a person should be based upon a pre-arranged rescue

plan specifically formed to take account of, type of ship, carried cargoes, manpower and carried equipment.

In all cases and prior to entry, the enclosed space checklist must be completed. Whenever entry is first made into

a recently opened tank/hold, there should be a qualified man positioned on deck tending the required lifeline and

monitoring the situation.

If the worst should happen then the team may need to be rescued. Any attempt to rescue a person should be

based upon a pre-arranged rescue plan specifically formed to take account of; type of ship, carried cargoes,

manpower and carried equipment.

If the responsible person should notice or suspect that the person or persons in a space/tank/hold etc. are

experiencing difficulties or have become incapacitated, under no circumstances should rescue be attempted until

a proper rescue party equipped with breathing apparatus has been assembled. Their sole duty is to sound the

General Alarm if need be and offer assistance.

Equipment to use

Personal Atmosphere Tester Safety line (with instructions) Breathing Apparatus

Officer with: Chief Officer (Mihalcea, Catalin Daniel)

Date: 29.08.12 Task no: A12.12

Recharging a variety of portable fire extinguishers

Portable fire extinguishers are the first line of defence especially against accommodation fires. On the 3 vessels,

all portable devices were easy to find and indicated if they had been used. Even if the extinguisher is emptied a

little it should be discharged fully before refilling.

Because 3rd

Officer usually works alone, you have to know how to refill them yourself. Each extinguisher has

directions to follow. Whatever the product is, we must fill the extinguisher to the predetermined level on the

cylinder.

Before refilling any fire extinguisher:

Check the type of extinguisher (as you don’t want to refill a cylinder with water if it needs to be refilled wit

h powder)

Make sure I know the materials needed to be refilled

Check for signs of damage or corrosion. If damaged then mark as “Condemned”

All extinguishers:-

Have operating instructions, written in English (on all 3 vessels I worked on)

Have the type of extinguisher (so you can choose the correct one)

Are located easily as per the ship’s fire plan [appendix 1.4]

How to refill portable fire extinguishers

Recharging CO2 (using spare charges)

“Spare charges shall be provided for 100% of the first ten extinguishers and 50% of the remaining fire

extinguishers capable of being recharged on board. Not more than sixty total spare charges are required.”4

There’s a smaller cylinder filled with compressed gas

A release valve acts as a locking mechanism and prevents the gas from escaping

Pull the safety pin and squeeze the lever. The lever pushes on an actuating rod which presses the valve dow

n to open a passage to the nozzle

When the compressed gas is released, applying a downward pressure on the fire-extinguisher material (this

pushes the material out the nozzle)

Spare charges

4 SOLAS chapter II-2, regulation 3.3.1

Foam extinguisher

Foam

Relieve the press by inverting the extinguisher and squeezing the valve levers together slowly, pointing the

discharge nozzle down and away

Remove discharge hose and nozzle and ensure it is clear of obstruction

Empty the extinguisher and rinse with clean water

Inspect the inside of the extinguisher for corrosion or damaged lining

Refill as per filling instructions on extinguisher body

Check the fill level (water and foam). Do not over fill

Remove valve ‘o’ ring and inspect (replace if necessary)

Clean cylinder neck ring threads and ‘o’ ring seal. Lubricate the cylinder neck thread and ‘o’ ring seat with

a smear of silicone gel.

Squeeze the valve levers together and pressurize with air or nitrogen through the hose outlet

Release the valve levers and refit the safety pin and seal

Shake the extinguisher vigorously to mix the foam and water for approximately 15 seconds (check for leaks

)

Refit the hose and nozzle. Place the hose into nozzle stowage socket

Record the weight filled and recharging details on the service label

Powder extinguisher

ABC dry powder

Relieve pressure by inverting extinguisher and squeezing the valve levers together slowly, pointing the disc

harge nozzle down and away

Remove discharge hose / nozzle and ensure it is clear of obstruction

Empty residual powder from extinguisher and discard

Inspect the inside of the extinguisher, checking for caked powder and corrosion indicating moisture inside.

Rectify or replace the extinguisher

Recharge extinguisher body with new dry powder, ensuring the correct quantity and type

Unscrew dip tube and dip tube holder. Remove spring and spindle. Thoroughly clean any powder from valv

e chamber / outlet port using a soft brush. Remove ‘o’ rings from the spindle. Clean ‘o’ ring grooves and lu

bricate with silicone gel. Refit the cleaned ‘o’ rings or fit a new one

Refit spindle, spring and dip tube assembly. Remove, clean and refit valve ring

Clean cylinder neck ring threads and ‘o’ ring seat. Lubricate cylinder neck ring thread and ‘o’ ring seat with

a smear of silicone gel

Squeeze valve levers together and pressurise with dry air or nitrogen through outlet port

Check for leaks

Refit hose/ nozzle. Place hose nozzle into stowage socket

Record weight of filled extinguisher and recharging details on service label

Task no: A15.1

Display awareness for safety of myself and others

AB unnecessarily climbing the ladder with 1 hand when the other AB could have helped

Before a lot of situations become dangerous we all have a responsibility to point out a hazard so it doesn't help.

Near miss in Sri Lanka on the Hyundai Oakland (stevedores nearly squashed by container) on 11.02.14

When in dangerous areas I refer to PPE matrix [appendix 5.1] while adding more equipment if I deem fit. When

cleaning the rubber seal around the doors I always had rubber gloves (for chemicals), goggles, overalls, ear defe

nders, hard hat if outside the area.

Officer on watch with: Chief Officer (Budnyayev, Andriy)

Task no: A15.3

Direct the preparation, boarding and launching of a survival craft

Totally enclosed motor propelled lifeboat (Maersk Eubank)

When in charge of the lifeboat I would follow these procedures to ensure a quick and safe launch.

Preparation

Two men should go into the craft and make sure that the plug is in and the painter is rigged

Once all the internal checks are complete, the crew is to sit down and hold on to the lifelines

As I am the Helmsman I must check the pins are out

Check over the side to ensure that it is clear before releasing the lifeboat

A winch man must be on standby to lower the boat to the embarkation level

Check over the ships side again to make sure all is clear

Internal checks

Pump the bilges

Remove the forward safety pennant

Check the pin in the release gear is in place

Remove external power connection

Boarding

All off the crew members who are due to go into the rescue boat wear the following personal protective gear:

Boiler suit

If cold weather then warn clothing and immersion suits

Safety boots

Helmet

Inflatable lifejacket

I would now give the order for crew to board the craft, ensuring that the appropriate clothing is worn. I would

inform crew to make sure everybody is sitting low down in the life boat.

Launching

Whilst launching the rescue boat I was put in charge under the supervision of the Chief Officer numerous times.

Before the launching and recovery of the rescue boat, the on board life-saving appliances training manual is

consulted, in which I found out the safe procedure for the launching and recovery. Prior to launching I talked the

Chief Officers through the procedure and what I was going to do.

Radio the bridge when we were ready to ask permission to launch. After receiving permission from i.e. the port:

Lowering the boat from inside the boat

draw out the toggle pin at the brake lever of the winch on the deck

embark crew without the operator

release the cradle stoppers on the platform

Check the remote control line is lead to the inside boat. And if not, se the remote control line to the boat

inside

Embark the operator to the boat and close the hatch

Release the hand brake of the winch; pull the remote control rope from inside the boat. The hand brake

lever of the winch is raised by itself and the break is released. The boat is turned out and lowered by its own

weight (do not make inching operation in the course of the boat turning out, as it shakes the boat

When the boat comes near the water surface, the remote control rope is expected to be loosened so as to

apply both the governor brake and hand brake, thus the boat being safely launched with its lowering speed

being reduced to half speed

Braking the hand brake. The boat launching can be easily confirmed inside the boat, so release the remote

control immediately when being launched

Release of boat hooks. Release the boat hooks from inside of the boat, so the link of suspension block

disconnects the boat hook

Release the painter hook and operate the boat and escape

Lowering the boat from the shipside

Release the cradle stoppers on the platform

Embark the crew without the operator

Draw out the toggle pin at the brake lever of the winch, on the deck

Draw out the toggle pin of the remote control stand

Release of hand brake of the winch, pull the remote

When the boat comes near the water surface, the remote control rope is expected be loosened so as to apply

the both governor and hand brake, thus the boat being safely launched with its lowering speed being

reduced to half speed

Braking of the hand brake. The boat launching can be easily confirmed from the deck, so release the remote

control when being launched

Release of boat hooks. Release the boat hooks from inside the boat, so the link of suspension block is

disconnected the boat hook

Release the painter hooks, and operate the boat and escape

Ensure propulsion is available

As this is an enclosed life boat there is one means of propulsion with an engine.

Inform the bridge and receive order to start engines

Ignition switch is turned on

Wheel hard over away from the ship and then ½ a turn

Morse connection, engine throttle out of gear and astern revs

Start the engine, run through then stop the engine

Life Raft

According to Safety of Life at Sea (SOLAS), Life Rafts should be capable of being dropped from a height of

over 18m without taking damage. They also must be able to be completely stable when laden with the correct

number of persons and equipment.

Functions of Life Raft: The Primary function of the Life Raft is to be used in case of an abandon ship

situation. In an emergency these are used to transport the crew to safety, if the Lifeboats are incapacitated. The

secondary function is that they can be used in conjunction with the Lifeboat. If there is a need to transport more

people/effects, the Life raft can be tied to the Lifeboat, and can be towed to safety.

Manual procedure for launching of inflatable life raft

After the fire drills I was shown how to manually drop the life raft. Manual launching means: life-raft, with the

painter made fast to a strongpoint is ready for instant use by manual release then after we enter into raft.

Life raft (fitted on the cable)

1. Open the manual slip hook. This releases it so it can be thrown overboard

2. Make sure the painter line made fast to the lit and secure point

3. Move the wide belt. Two of the crew hold the life raft from ties then throw into the water/ release the pin

4. Pull on the painter until the life raft inflates then pull it to the ship’s side

5. If the life raft floated downward, someone must correct it to upward

6. After all the survivors are in the life raft (by using the embarkation ladder), cut the painter line to set the life

raft free from the vessel

Life Boat

It is stated in SOLAS, that when fully loaded with crew and equipment, the life boat must have ample stability

to be used when, and must be strong enough to be lowered into the water.

Functions of the Life Boat: The primary function of the lifeboat is to get the crew to safety in case of an

emergency. If there is a need to abandon ship, the lifeboats can be lowered and the crew can escape. The

secondary function of them is that it can be used as a rescue boat. If a member of the crew falls overboard, the

boat can be lowered to rescue the casualty.

Below are the launching instructions for the Life Boat. Like the life rafts, these are posted next to Lifeboat

Remove the toggle pins

Fasten the painter. This is done by extending the painter as far as it can go and loosely tying it to the

handrail (on upper deck). This means it can be easily cut

Release the Cradle Clamp. Now, this means it is ready to embark

Embark the Lifeboat

Lower the lifeboat to the waterline

Start the Engine

When the lifeboat is on the water, release the falls (on/ off load release)

Cut the painter

Instruct team members in abandonment and survival procedures

The following is a list of duties in the event of abandoning ship, as per the muster list of the Hyundai Hongkong:

EPIRB

Emergency Positioning Indicating Radio Beacon (EPIRB) is located on the Bridge Wing.

SART

The Search and Rescue Transponder (SART) is located on the port side and starboard side of the Navigational

Bridge.

GMDSS

There are 3 (two-way) GMDSS Radios on board, and they are located in the GMDSS area, which is located on

the bridge. The spare batteries and chargers are also located in the bridge.

Right: GMDSS Radios

After launching (taking charge of a survival craft and rescue boat)

The rescue boat is due to be launched as part of the SOLAS requirement; according to The Code of Safe

Working Practices (COSWP) a rescue boat should be launched and manoeuvred in the water every month so far

as reasonable and practicable. The interval between such drills must not exceed 3 months.

When we are safely away from the ship I would proceed to:

Read the survival card

Hand out anti- sea sickness pills to Everyone

Issue jobs - First aid, look-out, bailing out water, anything to keep the mind occupied

Put out the sea anchor to minimise are drift from the incident

The rescue boat team on most Zodiac vessels:

Third officer – Helmsman

AB and Motorman as part of rescue boat crew

Second Engineer – Mechanical assistance as required

Chief officer – In charge of launching and recovery

Bosun – To assist Chief officer

AB – Tend to the painter line

When abandoning the vessel, action must be taken in an appropriate manner to the prevailing circumstances and

conditions. To use the above muster list as an example, sending the cook to fetch extra supplies when the ship is

rapidly sinking, or when the critical fire, which is the cause of abandonment, may have spread to the provisions

store or nearby areas would be foolish. If a member of the crew (of any rank) has been injured or rendered

insensible by the current situation, another, more capable crewman should be given his duties (for example a

cadet or the cook/steward). Should the atmosphere prove dangerous after embarking a life-boat the air supply

and water spray facilities should be utilised.

When the life boat is away, she is to be manoeuvred in a safe and seamanlike manner. The life boat should

remain as close to the parent vessel’s sinking position as possible. If the vessel is yet to sink, there is burning oil

on the surface of the water, or there is risk of explosion close to the vessel, then a safe but also practicable

distance should be maintained. The weather may also play a part in the manoeuvring of a life boat. Wind and

swell may push survival craft away from the vessel or back into a danger zone. Both life boats and life-rafts

should deploy their sea anchors as soon as practicable.

Survival craft should be marshalled and survivors taken from the water as soon as possible and any extra

supplies taken aboard craft that are currently occupied. Lookouts should be posted, bilges pumped and any

repairs carried out. Lookouts fore and aft should not be exposed to harsh weather conditions for long period. All

aboard should be directed to the purpose of attracting rescuers and keeping survival craft in good order. Busy

crew have less time to ponder the precariousness of their immediate situation. All orders given should be clear

and concise, and should be repeated by their recipient to ensure they are understood.

It should be realised that circumstances could change rapidly when aboard a survival craft. A leak could spring

and require immediate repair. The wind could change and blow the craft away from the sinking position of the

parent vessel, requiring all possible manoeuvring power to be mustered. Reactions to unforeseen circumstances

should always be prompt and appropriate.

Injuries to survivors must also be assessed by lifeboat Officer’s in charge. Probable causes need to be

identified, as must the extent of the injuries. Constipation and dehydration are to be expected, as no survivor is

to be issued food or water for the first 24 hours after abandonment. Vomiting is also likely unless anti-sea

sickness tablets are administered as soon as possible, and before vomiting begins.

More significant injuries or conditions must be prioritised in a manner that will effectively preserve the lives of

all survivors. Unconscious survivors must be treated first, followed by anyone with heavy bleeding. More

superficial cases would come last. Broken bones are to be set and if possible, secured. Minor bleeding can be

easily staunched.

The recovery of the rescue boat

The rescue boat comes along side of the ship and fastens the painter to the rescue boat. Boat is then allowed

to drift astern to the hoisting hook

Once in position, the hoisting link is slipped onto the lifting hook which had been manually returned to the

locking position once the boat is initially unhooked

The engine is then switched off

The crew then need to position themselves so the rescue boat will be raised with an even trim

Once the rescue boat has been raised to the disembarkation deck the crew get out of the rescue boat before

it is hoisted into position

The rescue boat is then raised until it is stopped by the limit switch. It is then wound in by hand until the

boat is about 300mm from its stowage position. I then used the joystick on the davit controls to bring the

davit arm inboard

Once the davit is in its stowed position, I used the joystick to hoist the boat into its final position

The boat is lashed and the davit valve closed. I turned off the hydraulic pumps and the covers are put back

over the engine and main steering console

Abandon Ship drill (step by step of what happened) – 01.07.12

1600 – General alarm sounded, Captain announced on the PA system “Abandon ship training drill.”

1602 – All crew mustered, head counted, communication established, stations reported their status

1607 – Duties of crew checked. Lifejacket’s and immersion suits checked for presence of emergency lights,

whistles, name of vessel – All okay

1610 – Engines started and tested (ahead and astern) – okay. Life boats prepared for launching

1615 – Life boats secured back and made ready for immediate use.

1625 – Debriefing – use of SART, EPIRB, VHF, launching procedures of life boat and life raft methods of

survival at sea

1630 – Drill completed

Drills are necessary for all crew, especially for a cadet, to obtain experience and practice needed for any kind of

unexpected danger. Although this is just a simulation, crew behaviour is very professional and showed great

level of awareness.

Officer with: 3rd Officer (Siryk, Yevhen)

Date: 5.8.13 Task no: A15.4

Locate distress equipment

How to operate pyrotechnics

Hyundai Hongkong pyrotechnics

The parachute red rocket is used to attract the attention of ships when they are at a distance. The rocket is

fired into the air and a red flare floats down on the end of a parachute. The flare will burn for not less than

40 seconds

The hand flare is used to attract the attention of ships or aircraft at night. The flare is held up into the air in

the direction of the ship or aircraft and well clear of the lifeboat. The flare will burn for not less than one

minute

Buoyant orange smoke signals, giving off orange smoke for at least three minutes, are especially useful for

attracting the attention of passing ships and aircraft during the hours of daylight. After activation throw

overboard to leeward – ensure that smoke signals are not operated within the confines of the lifeboat if a the

exposure cover is rig

How to operate Line-Throwing Apparatus – located on the bridge’s navigation locker

Where and assisting ship proposes to establish communications by means of a line throwing apparatus she

should ascertain whether or not it is safe for her to fire the rocket, particularly if her cargo is of a hazardous

nature, before making her final approach. If it is safe she should manoeuvre to windward before firing over

the other ship’s deck. If not, she should go to leeward and prepare to receive a line. Extreme caution must

be exercised when firing line-throwing rockets between ships when helicopters are in the vicinity

When a vessel in distress is carry highly flammable cargo and is leaking, the following signals should be

exhibited to show that it is dangerous to fire a line-carrying by reason of risk of ignition:-

o By Day Flag B of the International Code of Signals

o By Night A red light hoisted at the masthead

When visibility is bad the above signals should be supplemented by the use of the following International Code

signal made in sound:-

GU (- - …

- -) “It is not safe to fire a rocket”

Search and Rescue Transponder (SART)

Tron SART located on each side of the bridge (x2 for every vessel I’ve been on)

Activating:

Break the seal at the switch

Pull the locking pin and confirm the switch enters “ON” position, SART will then produce an audible “Bee

p” and LED will flash

Place the SART in a vertical position as high as possible. When interrogated by 3cm Radar, the internal lou

dspeaker activates

De-activating

Move the switch to “OFF” position

Replace the locking pin

Testing of the SART

Hold the switch in “Test” position

Simultaneously, another person should observe the 3cm RADAR for correct pattern

SART interrogated on the Hyundai Hongkong (5.8.13) by the X-band (3cm)

Test should preferably be performed at sea to avoid interference from land echoes

Battery to be changed once expired. Captain is to send Requisition to office with equipment full style details.

EPIRB – starboard

EPRIB located on the Starboard bridge wing (Hyundai Oakland)

Survival Craft Emergency Position Indicating Radio Beacons transmit on the aircraft distress frequencies of

121.5 Mhz. Float –free EPIRBS’s transmit on the frequency of 406 MHZ and send a coded message.

Instructions for use vary but will be found printed clearly on the front of the EPIRB.

Officer with: 2nd Officer (Sisyukin, Daniel)

Date: 27.7.13 Task no: A15.5 and B02.12

Vessel’s Position [Loaded Passage]

From – Oakland To – Nadhodka

Man overboard drill (team member)

The drill never used causality in the water or a substitute, but we still did the drill. No manoeuvres i.e.

Williamson Turn were actually made.

Lookout role

1600 I informed Bridge MOB from starboard side. While approaching the bridge, the 2nd

mate engaged hand

steering - rudder hard to starboard. MOB position marked on the chart

1601 Starboard side MOB life-buoy5 released to the water from bridge

MOB Life buoy

1602 Three long blasts sounded to advise other vessels in the vicinity. ER were informed to prepare main engine

for manoeuvring

1603 I was one of the extra lookouts (posted on bridge) monitoring the position of the casualty

1604 Rescue boat crew mustered at MOB station with all equipments. Vessels in vicinity were informed on

VHF channel 16

Flag ‘’O’’ hoisted

1604 Williamson turn performed

Action A:

Sound alarm

Life buoy release (from bridge wing)

Helm order (apply 35° of rudder towards the side the wo/man has fallen (operate all steering pumps)

Lookout posted (permanent)

Make appropriate sound and visual signals

5 Minimum 4kg from SOLAS (chapter 3, Regulation 7, 1)

Plot ship’s position (plot ‘MOB’ on GPS and Chart; both radars

Action B:

Helm order (continue Williamson turn until heading reaches 60° from original course, then apply 35° of

opposite rudder

Lifeboat ready (rescue boat ready for launching with assigned crew

Inform (engine room, ship’s in the vicinity by VHF, hoist flag ‘O’)

Action C:

Steady on (reduce speed)

Reciprocal of original course (prepare lifeboat for launching and rescue operation)

1608 Chief Officer reported all crew counted, DC missing

1609 Rescue boat prepared and manned for recovery of casualty as per Muster List

1620 Casualty recovered

1627 All equipment put back in position and secured. End of drill

Signal of the drill

By general alarm: continuous ringing

By whistle: 3 long blasts

Conclusions

All crewmembers acted as per muster list and demonstrated knowledge of the emergency procedures and

operations of the launching appliances.

Debrief (5minutes after)

How to use the Public Address (PA) system

Line-Throwing instructions and how it works

K19 Line-Throwing Appliance

Officer with: Captain (Nikolov, Georgi Aleksandrov)

Section 2 - Maintenance

Subject Task

Awareness of Safety of self and others A21.1

Complying with maintenance procedures A21.2

Safe working practices A21.3

Routine and Non-routine inspection of equipment A21.4

Tank Entry (enclosed space) A21.4

Date: 03.03.14 Task no: A21.1

At – Anchorage (China)

Awareness of Safety of self and others

All work contains some risk for human’s life, so special preparations and precautions must be considered. Also

if something is out of order then to report the incident immediately i.e. if you smell smoke then something is

burning.

Transformer on the had too many devices plugged in (coffee machine, printer, microwave)

I display awareness for safety of myself and others through revising the Code of Safe Working Practice then

implementing the basic principles.

When on anchor watch, about 1830, I could smell something burning. Immediately I searched in the area for the

cause. By the time Chief Officer came back from the bridge wing, I already found and switched off the

transformer before unplugging.

After making sure there was no after effect, I contacted the electrician to bring a new one while discarding the

malfunctioning one.

I notified all the Officers personally to inform the rest of the crew not to overload the transformers to help

prevent this from happening again because many crew have these in their cabins.

Officer with: Chief Officer (Budnyayev, Andriy)

Task no: A21.2

Complying with maintenance procedures

DP world deficiency corrected before returning to Australian ports

Ships Safety Management (SMS) system zodiac

To ensure written procedures are in place to guide the Captain and Officers i.e. Chief Officer in important

aspects of ship board operations and to also guide the Captain and Officers on what to do in the event of an

incident.

Permit-to-work system

The following need permits to work:

Hot work (which was especially crucial when in dry dock with the Hyundai Oakland) – Annex 16.1.4 (COS

WP)

Enclosed space entry – Annex 16.1.2 (COSWP)

Electrical Isolation (Low voltage) - Annex 16.1.6 and (High Voltage) – 16.1.7 (COSWP)

Working aloft/ Outboard – Annex 16.1.5 (COSWP)

Bosun’s chair (COSWP 15.5)

Bosun painting the Zodiac logo on the Hyundai Oakland on the 13.03.14

The correct use of permits-to-work in conjunction with a full risk assessment is paramount. Even if the Bosun,

in the above picture, wanted to self-certify the job, he cannot. The permit requires that a 2nd

person verifies the

additional risk control measure which was Chief Officer in this case.

Precautions when working in hazardous areas

Additional measures are required when working with dangerous chemicals and moving surface. The picture

below shows the job before cleaning. The grease from the cranes has built up over time and left a layer on top of

the hatch cover.

Using marine thinner on the hatch cover near the edge when the vessel’s rolling

Inspection by Classification society (at Dry Dock on the 07.04.14)

During my service on Hyundai Oakland, we were inspected by the Class Nippon Kaiji Kyokai (NKK) to renew

some of our certificates. Our vessel is a container carrier and most of the container vessels have a tight schedule.

Because of the increased requirement for efficiency in port operation, the container carriers stay at ports shorter.

Because of that the time period for survey is shorter. So the surveyors require from the Captain and his crew to

prepare all equipments and documents before the vessel arrives at their ports.

Some of the vessel’s certificates validities were finished and the company was notified prior to arriving at Dry

Dock in Hong Kong.

The vessel particulars and equipment must comply with the international regulations and must be checked at

regular intervals. Below is the equipment that must be checked:

Structure

Machinery spaces

Conditions of assignment of Load Lines

Life-Saving Appliances

Fire Safety Appliances

Regulations for preventing collisions at sea

Cargo Ship Safety Construction Certificate

Cargo Ship Safety Radio Certificate

Equipment in excess of convention or Flag State Requirements

The Regulations are:

International Maritime Organization (IMO)

International Regulations for Preventing Collisions at Sea 1972 (COLREGS)

International Convention for the Prevention of Pollution from Ships 1973, as modified by the Protocol of

1978 (MARPOL 73/78)

International Convention for the Safety of Life at Sea 1974, as amended (SOLAS)

International Labor Organization Convention 1976 (ILO 147)

Standards of Training Certification and Watchkeeping for Seafarers 1978 (STCW 95)

Shipboard Oil Pollution Emergency Plan (SOPEP)

After the vessel was inspected and found clear by the Surveyors, the inspection results were shown on the

certificate with a new valid time.

What the surveyor requires before arrival

In Captain’s Responsibilities, the followings must be prepared

Certificates: All the available documents and original copies of the Certificates

STCW: All crew’s documents

SOPEP: The plan must be approved and must be include all details up-to-date

International Safety Management (ISM): During voyage the drills must be carried out (according to SOLAS

and Company requirements) regularly and effectively with documented evidence. After the drills are carried

out, the remarks must be written in Deck Log Book

The Documents which must be prepared

All statutory and class certificates

Go over bridge audit checklist [appendix 6.2]

Safe Manning Document

Deck and Engine log book

Stability booklet and loading manual

Condition of assignment for Load Line

Cargo securing and Container Lashing Manual

Nautical publications and charts and their updates

Planned maintenance system and entries

Life Saving and Firefighting equipment maintenance plan and records

Oil Record Book and its entries

Declaration by Captain related to cargo ship safety equipment certificate

For Bridge including equipment

Nautical Publications: All publications must be valid and the required volumes must be on board. The

corrections for all publications must be done by the responsible Officers

Charts: All charts must be corrected; the waypoints must be drawn on charts according to passage plan by

the 2nd

Officer

Magnetic Compass: The compass must be read easily and correctly adjusted. The deviation card is shown

near the steering stand

Lights, shapes and sound signals: All the lights visibility or distinctive character; the sound signals must be

comply with the specifications; and light shapes must be kept clear according to COLREGS

Global Maritime Distress and Safety System (GMDSS): All GMDSS equipment should work in good order,

the tests must carry out regularly and records must be recorded in the GMDSS log book

Emergency Position Indicating Radio Beacon (EPIRB): It should work in good order; maintenance, records

and tests must be carried out regularly

Life Saving Appliances

Emergency Lightning and Batteries: All Functioning correctly and the batteries charged

Lifeboats: All life boat structures (the hull must be checked for any damage), inventories (the equipments

must comply with the inventory list and their validity), engines (the engine must start without difficulty),

steering must be tested regularly

Lifeboat davits: All davits must be maintained according to manufacturer’s manuals, the ropes, stoppers

must be in good condition

Life rafts: The rafts container must be clear of obstruction. Weak link must correctly positioned and the

hydrostatic release must be in date

Lifebuoys and life jackets: According to SOLAS, the correct number of lifejacket and lifebuoy must be held

on board. The self-igniting lights must work well and the Vessel’s name must be written on the buoy. All

life jackets lights reflectors, whistles must work in order

Accommodation

Fire Doors: All the doors should able to close tight and in good condition (C Deck accommodation was not

able to shut fully, which was never fully fixed)

C deck Fire Retarding Door (A type)

Fire Fighting Equipment: All equipments must be checked with regular intervals, placed correct and

worked in good working order

Fire Safety Plan: The safety plan must include the detailed plan of vessel, crew list and dangerous goods

(DG) list [appendix 4.6]

Signs, indications: All signs must be clear and placed well which can be seen everywhere

Deck Area

Deck corrosion: The must be far away from the dirt and rust; should be maintained well, not corroded

Cargo and other hatchways: The weather tightness of the hatch covers must be in good condition and the

securing devices should be in place and adequate

Weather tight doors

Ventilators, pipes, casings: They all must be clearly marked and in good working condition. Pipes, which

are used for different things, must be suitably marked

Anchor windlasses and Mooring winches: They must be checked with regular intervals and operated

without any problem

Firefighting equipment, Fire dampers and quick closing devices [appendix 1.2]: They should be clearly

marked, operated easily and clear from any corrosion

Signs and indications: The same as accommodation, must be clear and placed well

Working Spaces

Emergency Fire Pump: This pump must be started easily and deliver sufficient pressure to the hoses

Emergency Generator: It must be operated regularly, started easily and connected to the switchboard

Engine Room

Cleanliness of the Engine Room: The engine room must be clean. There must not be oil leakage, the bilges

must be clean, the tank tops must be clean, and the oily rags must be cleared after usage

Auxiliary engines: Must be work in good order

Propulsion main engine: All components must be functioning correctly

Oil Filtering Equipment: There must not be any illegal pipe work and must be working correctly. 15

Particulars per Million (PPM) alarm arrangements

Weather tight doors: They must be in good condition, secured correctly and capable of being closed

remotely

Signs and indications: They should be replaced as required and kept clear

Firefighting equipment: All equipments must be work in good order, in correct place, with valid date,

recharged, and marked where necessary

Date: 8.9.12 Task no: A21.3

Safe working practices

Work planning

Aft mooring team before connecting the tug and then sending the lines ashore

Safe Working Load (SWL)

SWL of the bollard displayed clearly

Entry into enclosed spaces (COSWP - 12.3.2, 17.1)

Gas alert system Spare BA set

Work aloft and outboard (COSWP 4.10.1, 15.2)

In the example below, the AB was not able to guard himself against falling as he was climbing the ladder with a

bucket of paint in one hand.

2 AB’s working 2m above the deck with no safety harness with lifeline or safety net

Safety procedure when working aloft

Only experienced seamen are sent aloft, wearing safety harnesses

No one is to climb the funnel or masts without the approval of both officers of watch from bridge and

engine room. In order to avoid accidental use of radar, radio aerials, whistles, safety valves and waste pipe

outlets, the respective equipment is to be shut off and always check all supporting equipments

If possible, rig safety nets

Never leave tools unsecured on such areas

Wear suitable clothing, shoes and hard hat

If possible do not raise men in a Bosun`s chair. If necessary, only do so by hand

When working over side, always wear a life jacket in addition to a safety harness. Have a lifebuoy and line

available on deck. Do not work over the side while the vessel is underway and making way

We should not work alone so someone is able to quickly summon assistance

Preparation of work area

Selecting the correct tools, material and equipment. Injury can be caused by misuse of tools (COSWP 12.7.10).

One of the OS’s was tightening lashing when the turnbuckle unjammed and spun the tightening bar around,

cutting his nose. This could have been avoided.

Lashing bar on the Maersk Eubank

Personal Protective Equipment and Clothing

Protective clothing should be used on every occasion and particularly when welding in the prone position where

large areas of the body might otherwise be in contact with the earthed "work" or vessel's structure. The body

should be fully clothed and the clothing maintained as dry as possible to provide insulation against the open

circuit voltage which even when using the safety devices mentioned above, will momentarily be of the order of

the striking voltage.

Returning tools to the correct place

Ropes should be stored away from heat and sunlight, and in a separate compartment from containers of

chemicals, detergents, rust removers, paint strippers or other substances capable of damaging them.

Polypropylene ropes which have the best all round resistance to attack by harmful substances are generally

preferred. When splicing polypropylene ropes ensure at least 3 full tucks with the length of protruding tails

equal to at least 3 times the rope diameter. Ropes should be inspected internally and externally before use for

signs of deterioration, undue wear or damage. Lifelines should be load-tested to four or five times the loads they

will be required to carry. Mechanical fastenings should not be used in place of splices on man-made ropes.

Portable ladders

All ladders should be inspected at regular intervals and maintained in sound condition. Wooden ladders should

not be painted or treated so as to hide cracks and defects. When not in use, portable ladders should be stowed in

a dry ventilated compartment away from heat. Always use both hands to negotiate a ladder. Working from

ladders is not allowed unless unavoidable in which cases always ensure a safety harness and lifeline to be worn.

Dispose of waste materials

Dispose of waste but not in this way

Leave work in safe clean condition

Manual lifting and carrying (COSWP 19.4.3)

Poor posture when moving the semi-automatic twist locks to another gear box

Date: 21.5.14 Task no: A21.4

Routine and Non-routine inspection of equipment

When at dry dock (while on the Hyundai Oakland), we serviced a variety of equipment which were up for

annual and some 5 year shore service (known by using the SOLAS e-log).

Safety round with 2nd

officer inspection outside the accommodation (18.07.14) found the hose and coupling dirty

All crew should report any malfunctions, and not wait for the Safety Officer to notice. Listed below are routine

and non-routine inspections of equipment (on deck).

Mooring ropes and hawse pipes are checked. If there is any damage they need to be replaced / repaired /

spliced

Rusted part of the weather deck is de-rusted then painted

Turn buckles are greased (not too much)

All bolts, nuts, screws that are for closing the hold access , ventilators, man holds are clean and greased

Accommodation ladder, pilot ladder and life boat wires are checked and greased

Man ropes , spreaders, steps of the pilot ladder is checked and the damage parts are renewed

Fire hydrants are de-rusted and painted

Fire nozzles are checked for its easy operation of open and shut

Ventilations are also checked for its easy operation of open and shut

Cross deck platforms and lashing bridge platforms are checked for any damage and replaced

Hydrant valves are checked for easy operation of open and shut

A21.4A and B – Survival craft, davits, other lifesaving appliances

Wire load test (for davit) in Dry dock on the 11.04.14

Lifebuoy

Letters to be BLOCK capitals Roman alphabet with name and port registry of the vessel (SOLAS Ch.3, Reg. 7)

A 21.4C – Firefighting appliances and equipment maintenance6

Maintenance of firefighting equipment is 3rd

Officers job. Permanent signs should also be checked to make sure

they are in their correct location (COSWP 28.2.2).The 2nd Officer must fill in and send to Zodiac a monthly

safety equipment report form which shall keep the company informed about onboard maintenance work.

Every three months:

All hose couplings shall be examined and, if required, repaired or replaced by new ones

Fire hydrant valve should be easily opened and closed

Adequate lubrication of hose and nozzle couplings, hydrant valve and cover should be ensured

Every five years:

All extinguishers shall be tested ashore

Hyundai Oakland (8.4.14) sending foam and CO2 extinguishers ashore in dry dock

External inspection performed before sending ashore

Is the safety pin in place, and operating freely

Examine the exterior, including the base for signs of corrosion

Ensure that all instructions are legible and in appropriate languages

If the unit is of the stored pressure type and has a gauge, is it showing an acceptable reading

Examine the hose and their securing clips for any sign of cracking or damage

Inspect the bracket for damage ensured that it is securely attached

Are the appropriate signs and instructions displayed to the extinguisher?

It is not practicable to recharge CO2 on board. If these are found to have lost more than 10% of their content

weight they should be replaced and returned to an appropriate recharging facility.

Internal inspection of cartridge operated units before dry dock

Discharge or empty the cylinder completely

Internal inspection of dry powder extinguishers must not be undertaken in a damp or moist atmosphere

Remove the cap slowly and carefully to vent any residual pressure

Empty the contents in to a clean bucket

Water (from Foam extinguishers) should be clean and show no signs of color through rusting

Remove the CO2 cartridge and check its condition and date. If date expired it should be replaced. If in-date

checks the weight against the full weight as marked on the cartridge: if there has been a weight loss of more

than 10% of the contents the cartridge should be replaced

Check the operating mechanism

Ensure that hoses, syphon tubes pressure relief ports and other orifices are not obstructed

Check that all washers, 'O' rings and seals good condition

Refill and reassemble the extinguisher. Lightly lubricate threads

Powder must be kept dry. If there is any sign of caking, lumps, foreign matter, or the free flow of the

powder is inhibited, it should be disposed of

Use an inspection light to check for internal corrosion or deterioration of any protective lining. Some dry

powder extinguishers have a burst disc fitted in the discharge hose to prevent moisture entering and affecting the

extinguisher contents.

6 From FSS CODE some information

Hoses and box

We used a Dutch roll (rolled from the centre with both couplings accessible) in the case of a fire, this is the

easiest way to unroll the hoses and connect them to the hydrants and between. For the proper maintenance keep

the hose box always cleaned and dry, always check that the boxes are properly closed. And have proper closing

arrangement and have a rubber gasket to avoid water and moisture entering the box.

Testing the pressure in the hoses with 3rd

Officer

Hose testing must be done so that it can be sure all hoses are free from any holes or damage and are ready for

use in an emergency.

Fire hose pressure test on Hyundai Hongkong (07.07.14)

Due to vibration they may chafe, therefore they should stow with minimum contact

Their storage should be in dry and well ventilated conditions

Hoses must be protected by being wrapped in rags or similar things where it passes over sharp edges such

as door sills, hatch coamings, etc.

When avoidable do not drag hoses over rough surfaces

Avoid hoses to sudden shock loads by opening valves and hydrant slowly

Similarly avoid sudden closures of nozzles

After contact with oils and grease and after use with foam, hoses should be washed and flushed

Drained and wipe down before stowing

To drain the hose lay it flat along the deck

Damaged and suspected hose must be removed from service until an efficient repair is done

Ensure and check that the inner linings of the hose are in good condition

Jet Spray (multi-angle) Nozzle

Maersk Eubank (10.07.12) with Siryk, Yevhen (3

rd Officer)

First I took the seal off the nozzle then used a wire brush to clean the rust (blue residue) off brass then oiled the

operating section of the nozzle.

Nozzles should not be dragged along the deck or subjected to knocks and blows

Nozzles must be stowed where they cannot move

Mechanisms should be lightly greased according to the manufacturer’s instructions

Always ensure that the operation of the nozzles does not become impaired by build-up of old grease

Check that the rubber gasket in the nozzle is in good condition and no signs of deterioration

Checks to be performed monthly and thorough inspections quarterly

Hydrants

Inspect after use or at interval of not greater than 1 month

Inspect the sealing rings

Hydrant cap must connect with rope or wire to the hydrant

Check any leakage of water from hydrant after closed the valve

Keep the hydrant properly cleaned rust free and painted red

Keep the spindle greased; remove any deposition of old extra grease to have free movement

Check the rubber gasket of the coupling, do not paint the gasket

When the fire line is pressurized and the valve is closed the hydrant should not be leaking

Check that the coupling has a proper sized cover. And do not paint the coupling

Use the manufacturer’s instruction for specific maintenance

Check the hydrants monthly and thorough checks every quarterly

Every 5 years each fire hydrant should be opened and cleaned inside from layers of salt water that was

accumulated through years

A21.4D – Windlass, winches, roller leads

Inspect regularly with respect to the looseness of bolts, brake, noise, lubrication, gearbox, crack or corrosion.

The operator should perform the inspection before and after operation without fail if any abnormality is detected

while operation immediately inspects the suspected part.

Grease lubrication employed for gearboxes, gear wheels, check all the bearings and lubricate

Check and clean the open gear wheels, sliding surfaces and brake spindles

Brake should checked properly

Check regularly if there is any crack or rust is obtained

A21.4E - Maintenance of the hatch covers (Mac Gregor)

Water seals – check they are not torn, worn or damaged

If containers are found on the pad, the pad shall be cleaned by brushing it gently or by blowing with air

These bearings are self-lubricating and do not require additional lubrication. Do not apply grease or any

other substances to the bearing surface or the mating stainless steel plate as this might destroy the protective

layer

A21.4F – Gangway, pilot ladders

All system consists of accommodation ladder (gangway), davit, torsion bar, air winch and wire rope. The

machine consists of an air motor, the drum and the reduction gears. Every part has enough strength and rigidity

for the designed load. The wire rope should be replaced with new one in the following cases:

When 10% or more of all wires have been cut in one twice of the rope

When the diameter has decreased below the nominal diameter of 7%

When the rope has kinked

When considerable deformation or wear has been found

A21.4G - Mooring ropes and wires and anchoring equipment

Inspect regularly with respect to the looseness of bolts, brake, noise, lubrication, crack or corrosion

The operator should perform the inspection before and after operation without fail if any abnormality is

detected while operation immediately inspects the suspected part

The protective oil on gear wheels inside the encased gearbox should check regularly and clean

Brake should check properly

Check regularly if there is any crack or rust is obtained

Check all bearings and lubricate

Check and clean the open gear wheels, sliding surfaces and brake spindles.

A21.4H – Lifting gear

Intervals of inspections of crane parts vary depending on frequency or conditions of use. Determine the intervals

after actual use of crane. It is recommended to mark the date of inspections in the schedule. According to the

marked schedule, spare parts can be ordered or purchased smoothly.

A21.4I – Cargo and operation gear

These covers have to withstand the weight of many tons of seawater that may break over the deck during

adverse weather; hence they are strong, rigid structures. However the vessel flexes or works in a seaway, and so

the joint between the flexible vessel and the rigid hatch covers have to absorbing this movement, in addition to

providing a watertight seal.

A21.4J – Painting (both internal and external) [COSWP 24]

Prior the paintings, the oil and grease should be removed from the surface by thinner. Next step is to wash the

surface by fresh water in order to remove the corrosive salt and sulphates. If they remain on the surface during

the painting, it may cause corrosion due to chemical reaction with oxygen. Rust is removed by shot, grit and

sand blasting. If the surface preparation is made by the hand, rust will be removed by chipping hummer, disc

sander and wire brush. If the surface has been damaged during rolling, cutting or welding, or suffered

mechanical abrasion in handling and transport, the affected areas are cleaned by wire brush or disc sander.

Finally, the surface is cleaned by vacuum cleaner or blowing with compressed air. The surface is painted as

soon as possible with the primer in order to prevent corrosion, because it rust rapidly when is exposed to the air.

First treatment

First treatment (Hyundai Oakland) to the cross-deck

Mill scale and rust should be removed

Steel surface of small fittings not to be shot-blasted, and rust, loose mill scale to be power-cleaned with disc

sander and/or wire brush, scrapers, etc.

Dust, dirt, oil, moisture and other foreign matter to be cleaned off before painting

After completion of all mentioned above 1 coat of primer to be laid on the prepared surface in order to prevent it

from de-rusting. Any work, such as marking, welding, cutting, etc. Not to commence before the hardening of

primer.

Second treatment

Second treatment (Hyundai Oakland) to the accommodation area after the 1

st coating

Before the first coat is applied, rust the area of steel surface including welding beads to be de-rusted

Dirt, oil, grease, water or other foreign matter to be cleaned off prior to the application of paint

The area cleaned and de-rusted is to be coated with a second coat before re-rusting occurs. When the 1st coat

cannot be applied immediately after the cleaning, the primer is to be applied to prevent the surface from re-

rusting.

Areas not to be painted

Rubber seal around the water tight doors covered in paint

A21.4K and A21.4L – Steelwork

Apply a protective coating. Before any hot work happens outside the fitter’s workshop, he must have a hot work

permit-to-work after attending a tool box meeting, along with a risk assessment before work begins.

Date: 07.07.14 Task no: A21.4

Tank Entry (Enclose Space entry)

5 WBTs

Enclosed Spaces

Enclosed Spaces are cargo tanks, ballast tanks, fuel tanks, water tanks, lubricating oil tanks, slop and waste oil

tanks, sewage tanks, cofferdams, duct keels, void spaces, pipelines or fitting connected to any of these, inert gas

scrubbers and water seals, boilers and main engine crank cases and any other item of machinery or equipment

that is not routinely ventilated and entered. Always maintain a legal and safe working environment on board the

vessel.

Permit-to-Work

Before work can begin in an enclosed space a permit to work must be filled out but before a permit to work can

be completed an assessment of the work to be done has to be carried out by a responsible officer. There are 4

sections to the enclosed space entry permit: Description, Pre-Entry Preparations, Pre-Entry Checks and

Signatures.

Description

The description section includes

Location/Name of Enclosed Space

Reason For Entry

When The Permit Is Valid

After the time runs out on the permit or 24 hours passes from the start of the permit a new permit must be issued

before work can continue.

Pre-Entry Preparations

This section is a list of questions followed by a Yes/No box and an initials box the questions are

Has the space been segregated by blanking off or isolating all connecting pipelines?

Have Valves on all pipelines servicing the space been secured to prevent accidental opening?

Has the space been cleaned?

Has the space been thoroughly ventilated? This is checked by using atmospheric testing equipment his

checks Oxygen levels (should be 21%), Hydrocarbon levels (should be less than 1% of LFL (Lower

Flammable Limit)) and Toxic gas

Have arrangements been made for frequent atmosphere checks to be made while the space is occupied and

after work breaks?

Have arrangements been made for the space to be continually ventilated throughout the period of

occupation and during work breaks?

Is adequate illumination provided?

Is rescue and resuscitation equipment available for immediate use by the entrance?

Has a responsible person been designated to stand by the entrance to the space?

Has the officer of the watch been advised of the planned entry?

Has a system of communication between the person at the entrance and those entering the space been

agreed and tested?

Are emergency and evacuation procedures established and understood?

Is there a system for recording who is in the space?

Is all equipment used of an approved type?

Pre-Entry Checks

This section is a list of statements followed by a Yes/No box and an initials box the questions are

Section 1 of this permit has been completed fully

I am aware that the space must be vacated immediately in the event of ventilation failure or if atmosphere

tests change from agreed safe criteria

I have agreed the communication procedures

I have agreed upon the reporting interval of ____ minutes

Emergency and evacuation procedures have been agreed and understood.

Signatures

This section must be signed by the Master or Chief Officer, the Team Leader, the Person Supervising Entry, and

the date and time must be entered.

If all is found satisfactory the job can be carried out.

In this case all was found in order and work could commence. The work to be carried out was a general check of

the side shell plating in the aft peak tank. The reason for this inspection was that there had been several high

water alarms coming from the aft peak tank; however when a sounding was carried out there seemed to be no

indication of excess water. The decision was made to send someone in to investigate and if necessary replace the

high water sensor.

Equipment Used

The following equipment was used for use by and to support a two man team,

Personal Protective Equipment (PPE)

3x Large Torches

2x Personal Atmosphere Sensors

1x Lifeline

1x Stretcher

3x Handheld Radios

2x Drager Emergency Escape Breathing Devices

2x Drager Self Contained Breathing Apparatus

1x CO2 Fire Extinguisher

1x Fire Hose Set Up To Hydrant

1x Bucket And Rope

Necessary Tools

Use of Equipment

PPE before the work began all team members were checked to see if they were wearing the correct PPE. In this

case boiler suit, safety shoes, hard hat, safety goggles, gloves, and harness (harness is used for emergency

evacuation).

Torches used to illuminate the space the further the team moved away from the entrance which was lit using

external lighting. 3 torches are used, 1 for each team member entering the enclosed space and one for

emergency purposes.

Personal Atmosphere Sensor worn on the outside of the clothing these give a reading on the atmosphere where

the team is working.

Lifeline used both for a means of communication and if a rescue party needs to be sent in they can follow the

lifeline to the team members. Lifelines were connected using karabiners the line was attaché firmly to the

karabiner which was attached to the harness. Karabiners are used to unattached the line should it become

entangled.

Stretcher in the event of a casualty having to be rescued from an enclosed space a Stretcher is needed to get

them out.

Handheld Radios are used as the primary means of communication (it was agreed the team should check in

every 20 minutes) however if the radios fail there is always the Lifeline as a backup means. Handheld Radios

are used for communication with the bridge used to inform of work progress and if something goes wrong.

Emergency Escape Breathing Devices (EEBD’s) are used for escaping an area if it becomes inhospitable;

these are kept outside the tank with the responsible person in charge. This is because it is not always apparent to

a person when they are breathing in toxic gases and they may become unconscious before fitting the EEBD.

BA Sets are used primarily for firefighting however they are also used for search and rescue in questionable

atmospheres. 2 BA Sets are used to equip a rescue party once they arrive they enter he space wearing BA Sets to

offer initial assistance.

Spare BA Bottles Spare bottles are for a rescue party in the event that if a casualty needs to be taken out the

operation might take longer than 40 minutes therefore Spare BA Bottles need to be provided as close to the

scene as possible.

CO2 Fire Extinguisher although no hot work was being carried out at this time it was insisted that there should

be means of fighting a fire in the event of one appearing.

Fire Hose and Hydrant again although no hot work was being carried out a fire hose was made ready nearby in

the event of one occurring.

Bucket and Rope used to lower tools and other equipment into the enclosed space and take them out again

when work has finished.

Necessary Tools the tools needed for the job were used by the team.

During Entry

When in the enclosed space it is important to take the following into account.

Ventilation should continue throughout the period the space is occupied. If ventilation fails, evacuate the

space immediately

Test the atmosphere periodically

If the person in a space is in any doubt or feels in any way adversely affected he should signal above and

leave the space immediately

Should an emergency occur, the Emergency Alarm should be sounded to summon the rescue team?

Where there is a possibility of hazard from contact with dangerous chemicals, protective clothing should be

worn

Findings

When the inspection was complete it was noted that there was no leak into the tank and the water inside was

well below acceptable parameters, basic maintenance was carried and there has been no further problems.

Officer with: Chief Officer (Mihalcea, Catalin Daniel)

Section 3 – Bridge Watchkeeping and Navigation

Subject Task

Passage planning

Relieving and handing over the watch B01.1 and B02.1

Assist the OOW in watch activities B01.3

Lookout at anchor B01.4

Communicating with shipboard and shoreside B02.2

Understanding and Implementing orders B02.4

Updating and correction of publications and charts B02.5

Departing under the supervision of Captain B02.6

Fixing the vessel’s position B02.7

Compass usage and correction B02.8

Manoeuvring characteristics during different phases B02.9

Steering modes and speed controls B02.10

Man overboard procedures B02.12

Visual signals displayed by my vessel B02.13

Global Maritime Distress and Safety System (GMDSS) B02.14

Recognising changes in the weather and taking agreed action as appropriate B02.16

Implementing a passage plan B02.17

Anchor watches B02.18

Maintain navigational logbooks and records B02.19

OOW response to vessel emergencies and malfunctions B11.2

Methods of indicating distress at sea B11.3

OOW response to a distress B11.4

Passage Planning [appendix 3.10]

From – Brisbane To - Kaohsiung

Any passage plan should be planned form berth to berth. On the vessels managed by Zodiac the Officer

responsible for preparing passage plan is the 2nd

Officer. Once prepared, the passage plan shall be checked by

the Captain. All OOW should familiarize with plan before departure and sign. For preparation of a passage plan,

the OOW should use the most updated Notices to Mariners, Charts, and Publications.

There are four distinct stages in any voyage:

1. Appraisal 2. Planning 3. Execution 4. Monitoring

Appraisal

Appraisal means gathering and studying all the information about intended voyage. This includes:

Selecting from chart catalogue navigation charts

Selecting appropriate navigational publications for intended voyage – sailing directions/, ALRS Vol. 6 List

of Lights, Lists of Radio Signals, Guides for Port Entry, Tide Tables and Tidal Stream Atlases

Correcting charts and publications with notices to mariners, local and NAVAREA navigational warnings

Considering departure and arrival drafts, any cargo stowage/carriage restrictions, and any other special

requirements for the passage

Taking into consideration weather forecasts and weather routing

Checking charts and publications for any recommendations on a route to take

Planning

Planning is the most essential part, because at this stage courses are drawn on the charts. Also charts are marked

with all information necessary during voyage – predicted tides, reporting points, safety requirements, etc.

During the planning, the following aspects must be taken into consideration:

Charts - all the charts for the intended voyage to be collected together and putted in the right order

No-go areas - to be highlighted where the vessel cannot go safely

Changing of chart - on every chart to be indicated the position for passing to the next chart

Waypoints - showing positions for altering the course, but also they may indicate:

o Beginning or ending of sea passage (highlighting wheel over points)

o Changing of speed (refer to the routeing chart)

o Pilot dis/embarkation points, reporting points, pilot boarding area

o Distance to go to the next point, sailed distance

Fixing interval – such a frequency of fixing, ensuring safety of the vessel (especially in high traffic areas)

CPA – the closest point of approach for defined area i.e. a buoy

Reporting points to the relevant authority

Anchor clearance and UKC – Under Keel Clearance for relevant position (especially when passing under a

bridge i.e. in Melbourne)

Tug engagement

Compass errors

Leading lines, range of lights, clearing bearings

Execution

Once prepared and verified by the Captain, the passage plan to be strictly followed but can be changed by the

Captain depending on a variety of reasons.

Monitoring

It is ultimate the responsibility of the OOW to continuously monitor the vessel’s progress along the intended

track by appropriate position fixing.

Officer with: 2nd Officer (Ai, Shi Hu)

Date: 11.09.12 Task no: B01.1 and B02.1

Watch: 08:00 to 12:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Rotterdam To – Port Tangier

Relieving the Officer from watch

When coming on to 3rd

mate’s watch, I used the parallel ruler and divider when marking the 0800 position.

The 3rd

mate went over the Checklist No. 3 ‘Changing over the Watch’ [Appendix 3.1].

Things that weren’t mentioned in the checklist that I checked also were:

The difference between standard compass and gyro compass (which is true is no error exists)

The next 4hours watch situation

Squelch on the VHF

Check Instruments (Aneroid Barometer, Sextant)

Checking the weather (from SPOS, radio facsimile, weathernews [company Zodiac deals with])

In addition to the Checklist when arriving on watch I also checked:

DSC self-test [Appendix 3.7] for the GMDSS (VHF and MF/ HF)

Radar information i.e. waypoint correct with the GPS Distance to Go (DTG)

Public Announcement (PA) system, which is checked at 1200 by 3rd

mate before handover

Later after handover I would check hand steering at some point i.e. waypoint alteration along with comparing

compasses.

Handing over the watch

After filling in the Logbooks (Deck Log Book [DLB], Bell Book if under Master’s conning)

Duties Officer of the Watch

maintaining a look-out and general surveillance of the ship

collision avoidance in compliance with the COLREGS

recording bridge activities and make periodic checks on the navigation equipment in use

execute the passage plan safely and monitor the progress of the ship against that plan

maintaining the radiocommunications

controlling the speed and direction of the ship

to be fully conversant with shipboard obligations with regard to pollution prevention

Officer on watch with: 3rd Officer (Rajendran, Paari Hasan)

Date: 11.09.12 Task no: B01.3

Assist the OOW in watch activities

All vessel personnel who have navigation watch keeping duties are part of the Bridge Team. There are different

compositions of the team members, depending on navigation conditions: all Officers, AB’s and Deck Cadets are

part of the Bridge Team. The Captain has authority and responsibility to make decisions with respect to safety

and pollution prevention. When the Captain has arrived on the bridge, their decision to take over control of the

bridge from the Officer of the Watch (OOW) must be clear and unambiguous.

The OOW should:

Be aware of the state of stability

Offer assistance to vessels or persons in distress

Take necessary precautions to prevent accidents or damage when propellers are turned

Enter in the appropriate log book all important events affecting the vessel

Maintain a look-out and general surveillance of the vessel

Collision avoidance in compliance with the COLREGS

Recording bridge activities and making periodic checks on the navigation equipment in use

Execute the passage plan safely and monitor the progress of the vessel against that plan

Maintaining radio communications

Controlling the speed and direction of the vessel

To be fully conversant with vessel obligations with regard to pollution prevention

The AB (helmsman)/ and deck cadet

Maintaining proper look-out and report to the OOW about revealed targets

AB steers the vessel if required

Duties when approaching a busy port in reduced visibility i.e. Oakland

When restricted visibility is encountered or expected, the first responsibility of the OOW is to comply with the

relevant rules of COLREGs, with particular regard to the sounding of the signals. In additional, they should:

Inform the Captain

Post a proper look-out and helmsman, and in congested waters, apply the AB to hand steering immediately

Exhibit navigation lights

Operate the radar and ensure the radar plotting

Ensure a proper radio watch keeping

Make sure that the chart are suitable for the planned passage

Maintain the bell book

Operating the telegraph as required and ensure engine monitoring and revolution match the indicated order

Rely orders to the helmsman and check the helmsman

Carry out arrival/departure testing procedures

Plot position of the vessel by all available means at regular intervals, frequency depending of the situation

How I assist the Captain and the Officer:

Maintaining the proper look-out

Check pilot embarkation and disembarkation ladder and escort Pilot to and from as required

Hoist flags

Plot the position of the vessel

The Captain must adopt an adequate bridge procedure for restricted visibility, utilising the navigation aids and

manpower on board, taking into account the prevailing circumstances. The Officer on the watch must positively

identify all relevant navigation marks. Distinctive chart features should be also used for monitoring the vessel’s

position visually, by radar and by echo sounder.

Approaching the port, according to the local rules, published in Admiralty List of Radio Signals, the OOW

should call the Traffic Control Station and the pilot station and advise them about our ETA and take information

about pilot boarding time. All the navigational equipment, including the steering gear must be tested. The

manual steering must be applied in sufficient time.

Officers in charge of a navigational watch are responsible for navigating the vessel safely through their periods

of duty, when they shall be physically present on the navigating bridge or in a directly associated location such

as the chartroom or bridge control room at all times. An appropriate and effective watch must be maintained for

the purpose of safety at all times, while the vessel is at anchor or moored and, if the vessel is carrying hazardous

cargo, the organisation of such a watch takes full account of the nature, quantity, packing and stowage of the

hazardous cargo and of any special conditions prevailing on board, afloat or ashore.

The watchkeeping duties of the OOW include maintaining a lookout and general surveillance of the vessel,

collision avoidance in compliance with the COLREGS, recording bridge activities and making periodic checks

on the navigational equipment in use. Procedures for handing over the watch and calling for support on the

bridge should be in place and understood by the OOW.

The navigational duties of the OOW are based upon the need to execute the passage plan safely, and monitor the

progress of the vessel against that plan. Radio communications are an important element in the duties of the

OOW, who is responsible for maintaining a continuous radio watch at sea. The OOW should be able to control

the speed and direction of the vessel and be familiar with the vessel’s handling characteristics and stopping

distances. They should know the location of all bridge safety equipment and know how to operate that

equipment.

Other duties that the OOW may have to undertake are general communications, cargo monitoring, the

monitoring and control of machinery and the supervision and control of vessel safety systems. These other

duties should not interfere with the exercise of the OOW’s primary duties.

The OOW is responsible for the maintenance of a continuous and alert watch. The OOW cannot hesitate in

taking appropriate action which is required to avoid danger. They are to alter course, reduce speed or to go

astern in an emergency to avoid immediate danger and to regulate speed at once in poor visibility, informing the

Captain that they have done so.

Task no: B01.4

Lookout at anchor

[Appendix 3.18]

In all circumstances, while at anchor, the officer of the watch should:

Determine and plot the vessel's position on the appropriate chart as soon as practicable

o When circumstances permit, check at sufficiently frequent intervals whether the vessel is remaining sec

urely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects

Ensure that an efficient look-out is maintained

Ensure that an inspection rounds of the vessel are made periodically

Observe meteorological and tidal conditions and the state of the sea

Notify the Captain and undertake all necessary measures if the vessel drags anchor

Ensure that the state of readiness of the main engines and other machinery is in accordance with the Captain

's instructions

If visibility deteriorates, notify the Captain and comply with the applicable regulations for preventing collisi

on at sea

Ensure that the vessel exhibits the appropriate lights and shapes and that appropriate sound signals are made

at all times

Take measures to protect the environment from pollution by the vessel and comply with applicable pollutio

n regulations

Task no: B02.2

Communicate with shipboard and shoreside

Communicating with different on board departments

It’s crucial at all times to have an effective communication between departments. Great coordination is crucial at

all time.

Communication with shoreside

Pilot communicates with the tug

When approaching/ leaving port, we contact Vessel Traffic Services (VTS)

Communication between engine and bridge

Situations where we need to communicate are:

Manoeuvring (especially where the vessel needs to be slowed down because of things like fog/ high traffic/

under a bridge/ weather changes)

Fire on board

Engine machinery abnormalities

Heavy smoke from the funnel

Pumping operations i.e. ballast procedures (Chief Officer must inform Engineers before starting any pump)

Deck machinery (bow thrusters/ winches) so they can check prior to use

During pilotage (in order to have machinery ready because we do not want any delay)

Communication between Captain and mooring stations

The communication between Captain and mooring stations were carried out by walky-talkies on i.e. channel 67.

When the mooring stations received information/ order, they repeat the received information/order to show that

they understand rightly.

Communication with the ship’s bridge

The communication between ship’s bridge and mooring stations were carried out by walky-talkies on i.e.

channel 67. When the mooring stations received information/ order, they repeat the received information/order

to show that they understand. When the pilot comes, captain asks about tugs, tugs lines location, ship or where

the tug’s line is going to be used. Captain advices all teams about tug and lines. When the tug(s) approach our

vessel, the team is advised by the Bridge by Captain. Later, the team advises the Bridge about connection with

tugs. When the team prepare the lines ashore, and given the order, they report to Bridge. After all other lines are

made fast and the tug is let go, the teams make last report to the Bridge, that everything is made fast. Captain

then reports to the engine room “finish with engine”.

Date: 20.8.13 Task no: B02.4

Understanding and Implementing orders

Bridge Procedures Guide (BPG)

When unsure about a checklist, I consulted the BPG as well as situations where our information was debatable.

Call the Captain in the following circumstances

Visibility dropping below 4 miles (some Captain’s change this value) i.e. when leaving Oakland

If traffic was causing a concern which may affect the safe passage of the vessel

Failure of any of the vessel’s navigational equipment

Failing to sight land (especially if expecting) or sighting when not expecting

If difficulty is encountered in maintaining the course

If a position is unattainable

In the event of heavy weather or on receipt of a bad weather forecast

Sighting ice, or receiving an ice warning of ice being reported on or near the vessel’s track

Captain’s Standing Orders (frame of bridge management)

Instructions for the Officer of the Watch (OOW) are written and approved by the Captain. Their main purpose is

the safety of navigation. The Orders reflect the Captain’s special requirements which are specific to the vessel,

her operations and some variations in the prevailing circumstances. The Stand Orders are based on regulations

such as STCW 95 and COLREGs. The OOW must follow them [appendix 3.2] at all times.

Night Orders

The Captain’s Night Orders are his specific requirement to the OOW for operating the vessel during night. This

book shall be kept on the bridge and completed by the Captain every night while the vessel is on passage or at

anchor. Before taking over the watch, each Officer shall read and after understanding these order(s) then sign.

The Captain may write the Night Orders pertaining to navigation (operating areas, maximum speeds allowed,

required positions with respect to points of intended movement, etc.). The Captain can add further orders and

directions as required. When the Captain signs the Night Order book, it becomes an official order to the OOW.

There are some examples of Captain’s orders:

Keep sharp lookout

Keep VHF at ch.16

Follow passage plan

Use all properties of ARPA and GPS

Regularly check vessel’s position

Watch traffic in the vicinity

If in doubt, call the Captain

Orders at anchor in i.e. in Yantian

The OOW should keep their watch on the bridge in the same way as when on sea passage and in no

circumstance leave the bridge unattended until they are properly relieved by another Officer or Captain. At

anchor, the OOW will ensure that:

Vessel’s position is frequently checked (at least every hour)

Efficient lookout is posted as per Zodiac’s requirements

Inform the Captain immediately if weather and / or visibility deteriorates

Inform the Captain, duty engineer, then call the Chief Officer and the Bosun if the anchor starts dragging

Know the contingency plan, especially in high risk areas i.e. piracy know areas

All signals and lights are shown during the hours of darkness

Date: 2.9.13 Task no: B02.5

Updating and correction publications and charts

After notifying Voyager they send updates for our publications [appendix 3.15].

Charts used on Maersk Eubank for 1 voyage = 253 charts used (covering 25,028.70 NM)

Chart table Publications consulted

On this ship the charts, publications and corrections are all supplied by Thomas Gunn navigational services

LTD. This ship receives the weekly chart correction list which lists the corrections applicable to the outfit

carried on board.

The new editions and corrections are sent to the company each week by Voyager program. In this company it is

the 2nd

Officer’s responsibility to correct and maintain the charts, and publications. All of the charts are stored

on the bridge in their appropriate folios stored in chart drawers as well as the chart table. The publications are

also kept on the bridge in the appropriate cupboards.

When the ship receives the Weekly Notices to Mariners, the notices are split into the 6 parts. The last 2 parts,

Corrections to Admiralty list of lights and fog signals and Corrections to 2nd

Officer.

Admiralty list of Radio Signals are given to the 3rd

Officer, as it is his duty to correct and maintain these

publications. The other 4 parts of the Weekly Notice to Mariners are kept by 2nd

Officer.

Publications:

The Corrections to Admiralty list of lights and fog signals and Corrections to Admiralty list of Radio Signals are

achieved by using the folder method (except for Vol.6 which is digital now). The Corrections are stuck into a

folder in the appropriate location, and then the corrections are written into the appropriate publication. If the

light/fog/radio signal has being cancelled it is struck through in the publication. The date is also inserted into the

publication of when the correction was applied and signed by the officer responsible. The above method is also

used for the correction of the admiralty sailing directions (but insertions are in pencil).

The Correction of charts:

The “Mariners Handbook” states that No update, except those given in Section II of Admiralty Notices to

Mariners, weekly editions should be made to any chart in ink. Also: “Erasures should never be made. Where

necessary, detail should be crossed through, or in the case if lines, such as depth contours or limits, crossed with

a series of short double strokes, slanting across the line. Typing correction fluids i.e. Tipp-Ex shall not be used.

The process on my vessel included:

Sort the tracings for the charts into folio number, and also the number order of the charts to make the

correcting procedure easier

Corrections should be made to the current charts in use for the entire voyage first to ensure any new hazards

can be seen and thus avoided.

The relevant charts should then be withdrawn from the folio, and corrected using the tracing and/or block.

When a detail is been corrected the previous detail should be crossed through, if necessary, using double

strokes thus illustrating that the detail is no longer in use. Below is a diagram illustrating this;

Example of correction (deleted buoy replaced)

The notice number should be inserted (in the left hand corner in magenta pen) prior to making a chart

correction

The notice number in the correction log should then be crossed through lightly in pencil

The tracings are then retained for 1 year on board the vessel before being disposed of.

Charts are stored for the voyage

Notice to Mariners – Block:

Some notices are accompanied by the reproductions of portions of charts (known as “blocks”). When updating

charts from blocks, the following points should be remembered.

A block may not only indicate the insertion of new information, but also the omission of matter previously s

hown.

The text of the Notice should invariably be read carefully.

The limiting lines of a block are determined for convenience of reproduction. They need not to be strictly a

dhered to when cutting out for pasting on the chart, provided that the preceding paragraph is taken into cons

ideration.

Owing to distortion the blocks do not always fit the chart exactly. When pasting a block on a chart, therefor

e, care should be taken that the more important navigation features fit as closely as possible. This is best do

ne by fitting the block while it is dry and making two or three pencil ticks round the edges for use as fitting

marks after the paste is applied on the chart. (The Mariners Handbook, Chapter 1, page 15)

ECDIS (Electronic Chart Display and Information System):

Corrections of the electronic charts are similar to the tracings [appendix 3.5] as they too come weekly. They are

on a compact disc making it easy to correct the charts instead of having to input al the corrections manually.

Navigational Warnings:

The navigational warnings are in section 3 of the Notice to Mariners and are kept in an indexed file for each

area. In total there are 18 sections, 16 of which are geographical locations. When planning a voyage these

should be referred to, making sure that all navigational warnings that are still in place and could concern the

passage should be marked on the appropriate chart(s).

Temporary and preliminary notices:

Temporary notices are used when the information will remain valid only for a limited period. A temporary

notice will not normally be initiated when the information will be valid for less than three to six months.

Preliminary notices are used when early promulgation to the mariner is needed, and:

Action/work will shortly be taking place i.e. harbour developments

Information has been received, but is too complex or extensive to be promulgated by permanent chart

updating Notice to Mariners. A summary of the overall changes together with safety-critical detailed

information is given in the (P) Notice to Mariners. Full details are included in a new chart or edition

Further confirmation of details is needed. A permanent chart updating Notice to Mariners will be

promulgated or new edition issued when the details have been confirmed

For ongoing and changeable situations such as a bridge construction across major waterways. A permanent

chart updating Notice to Mariners will be promulgated of new edition issued when the work is complete

Both, temporary and preliminary notices should be marked on the charts concerned, e.g. a small note on the side

(in pencil) saying that there is an additional notice to go with the chart. This is to inform the officer of the watch

that there is a notice for the area, and therefore should be read. When the notice is out of date, it should be

removed from the chart.

Consulted documents:

The Mariners Handbook

Thomas Gunn navigational services

College notes

Officer with: 2nd Officer (Lopukhin, Vladyslav)

Task no: B02.6

Departing under the supervision of Captain i.e. 07.09.12

The time of departure would vary slightly due to delays in cargo operations; having the agent confirm the exact

time of the vessel’s departure, so we know when cargo operations will finish.

One hour before departure, the duty Officer gave me one hour notice and also to the engine room or to the duty

Engineer. They take control of the propulsion and associated ship’s service system, including the starting and

stopping of essential pumps and other variables. Whilst this is going on, the Bosun is checking the anchors,

which should be ready for use with the brakes on. After going on the bridge, I go through the pre-departure

checklist # 1 [appendix 3.12] and steering gear checklist # 8 [appendix 3.16].

It is the responsibility of the Duty Officer to predict the end of cargo time in order to inform the pilot services

about departure in advance.

The Mooring teams

Forecastle - Chief Officer, Bosun, OS/1, OS/2

Poop Deck - 2nd Officer, AB 1, AB 2, 3rd

Officer (observing)

After all the pre-departure procedures, the Captain would be informed that, “Pre departure check list

completed”, and “Bridge and Engine ready for departure”. The Chief Officer needs to report that the vessel is

ready for departure before the Captain uses bow thrusters.

The Main Engine was always tested after completion of cargo operations, because there is big possibility to

damage load/ discharge equipment during these tests. Also, the deck crew must be hoist the accommodation

ladder to avoid any damage. Mooring ropes to be tight, to avoid movement of the vessel during test. If during

any test a tug is made fast, the crew of the tug have to be informed and any ship moored astern or forward must

be informed. In addition, the mooring team must be ready physically for unmooring.

Examples of my duties from one hour notice to beginning of sea passage are on pages 8 (01.09.12), 9

(03.09.12), 10 (05.09.12) and 11 (07.09.12).

Officer on watch with: Captain (Bachvarov, Georgi Stanchev)

Bridge equipment checked and set up for optimum performance (also regularly check)

The accuracy of the navigation systems is to be periodically checked by using positions of known accuracy and

the results are to be entered in the performance and the deck log book. The electronic navigation systems are to

be left operating continuously whenever possible and they are to be checked for function and accuracy prior to

sailing.

Radars (including S-Band and X-Band)

When leaving port I would adjust the controls (including gain, sea, tune, rain, etc.) when captain and pilot came

in from the bridge wing, to the best setting while taking into account all the variable i.e. weather.

S-Band (display the same as X-Band) and S-Band Shadow Sectors (different for the X-band)

Electronic position fixing systems

GPS for ECDIS

The Captain and Officers are expected to make full and proper use of the GPS and other similar systems. This

requires familiarity with the operating procedures for all equipment. Separate performance/ repair history logs

are to be maintained for all equipment.

ECDIS (only on the Maersk Eubank and Hyundai Hongkong)

Maersk Eubank

Gyro Compass

Gyro (in box) Gyro repeater

The 2nd

Officer is responsible for the operation and maintenance of the gyro compass and related equipment.

Gyro equipment shall be used and serviced strictly in accordance with the manufacturer's instructions. Any

malfunction in the gyro equipment is to be immediately reported to the Captain, as well as being noted in the

deck logbook.

The master gyro compass is to be left operating unless there is cause to secure it. If secured, it is to be started in

sufficient time to permit settling on the Meridian before getting underway. The master gyro, repeaters and

course recorders are to be synchronized and checked before getting underway.

Course Recorder

Arriving in Rotterdam on the 17.06.12

Course recorders are to be operated on Universal Time (UT) and be kept in operation whenever the vessel is

underway or at anchor.

Any course recorder failure must be immediately noted in the deck log book and the company office is to be

notified by immediately.

Roll Notations and Retention

The following notations shall be made and initialled on the course recorder chart roll:

Each day the ship's noon position, whether by fix or dead reckoning, together with the date and a notation th

at the recorder clock and settings have been checked

Important deviations from the ship's course as planned by the Captain, as made to avoid traffic, navigational

hazards or emergency situations

Other important data i.e. the time when passing headlands

Used course recorder rolls are to be stored aboard for 3 years. If removed prior to this, a record is to be kept of

their removal, disposition, and return.

In case of an accident to the vessel, the entire course recorder roll shall be removed from the recorder even if

only partly used, properly identified with the ship's name and date in ink, signed by the Captain, and the

Officer(s) on watch at the time of the accident, and shall be retained on board pending instructions from the

company office.

Speed Log Signal Main Display Unit (Doppler Sonar)

Maersk Eubank (Type JLN-550)

Standard Compass

The 2nd

Officer is responsible for care of the standard compass. If any doubt exists as to the accuracy of the

compass, the vessel must be swung to determine the errors and new deviation table to be prepared.

If assistance is required for the adjustment of compass, the Captain, when the permission from company office

is received, has to request the services of a deviator as soon as practicable. Particular attention should be given

to the condition of the compass after extensive repair or when the vessel has been on one heading for a

considerable period of time.

The compass should be adjusted after each dry dock repair period, or more frequently as the company requires

or the Captain thinks fit. Compass binnacles are to be kept covered when not in use. Binnacle foundations are

to be inspected periodically.

Sextants

Officers are expected to maintain the sextant which they are using in a proper error free condition. The 3rd

Officer is responsible for seeing that the sextant is sent ashore for maintenance if necessary.

Chronometers

Chronometers shall be kept on Universal Time (UT).

The 3rd Officer is responsible for the care of the ship's chronometer. A manual chronometer shall be wound

with extreme care at the same time each day. Batteries of quartz chronometers are to be changed at the

manufacturers recommended intervals. Chronometers are to be serviced in accordance with manufacturer's

recommendations.

Each chronometer shall be compared with time signals daily and the error on Universal Time (UT) determined

and entered in the chronometer rate book. When time checks cannot be obtained for any reason, the error shall

be calculated and noted accordingly.

Ships' Clocks

The 3rd Officer is responsible for the winding, setting and care of all ship’s clocks except those in the radio

room and machinery spaces. Clocks on the bridge and in the engine room shall be synchronised prior to getting

underway and at the end of sea passage. All ship's clocks except the radio room clock are to be kept on ship's

time. The radio room clock shall be kept on Universal Time (UT).

Echo Sounder

Maersk Eubank (Type JFE-680)

The 3rd Officer is responsible for the care of the echo sounder. The accuracy of the echo sounder should be

checked when the opportunity arises while the vessel is at anchor.

Meteorological Instruments

The 3rd Officer is responsible for the care of all meteorological instruments i.e. hygrometer

Barometer accuracy shall be checked at least every two years against known standards

Binoculars

The 3rd Officer is responsible for the care of the ship's binoculars. At least 2 pair of binoculars are to be kept on

the bridge in good condition at all times while the vessel is underway. Binoculars are not to be opened by vessel

personnel. If internal cleaning or adjustment is necessary, they are to be sent to a reputable instrument maker or

exchanged through Zodiac.

Searchlights

The 2nd

Officer is responsible for the care of the ship's searchlights. They shall be tested at frequent intervals to

ensure their readiness for immediate use, especially before pirate areas.

Flags

At least one full set of international code flags shall be on board at all times ready for immediate use. National

ensigns, required for the trade in which the vessel is engaged, are to be kept on hand in good condition. The

national ensign of the vessel's country of registry is to be flown from the stem from sunrise to sunset while in

port. When in foreign ports, we shall fly the national ensign of the country in which the port is located in the

radio mast, in accordance with that country's regulations. If no regulation exists, it shall be displayed during the

same hours as the vessel's national ensign while the vessel is in port. Soiled or torn flags should be replaced at

the first opportunity.

Aldis lamp

Batteries shall be kept fully charged at all times and a supply of spare lamps shall be maintained on board.

Deck flood lights

Light control panel

Deck flood lights are to be tested regularly and operated as necessary to dry out. Deck flood lights shall not be

covered due to fire hazard.

VHF (bridge radio)

Bridge radio equipment use should be restricted to the ship's navigational requirements and communications for

official company business. Bridge-to-bridge VHF use is mandatory for all vessels in United States waters. The

VHF must be operating and properly monitored when the vessel is underway or at anchor. The watch Officer is

free to use this equipment as needed, especially to determine the manoeuvring intentions of other vessels. The

Officers need to know the proper channels to be used. The Officer is responsible for the care and maintenance of

this equipment, and for the administration of any charges associated with its use.

Portable walkie-talkie radios

The 3rd

Officer is responsible for the maintenance of the intrinsically safe portable VHF radio equipment. The

VHF sets and spare batteries are to be kept fully charged. It is the responsibility of each Officer to look after the

set they are using and report any defects to the Captain.

Task no: B02.7

Fixing the vessel’s position

In coastal waters, position fixing should always be primarily by terrestrial means. The position should be

checked by GPS from time to time but this should never be the principle means, and especially not in confined

pilotage waters.

In coastal waters, the vessels position should be fixed at a frequency such that it could not cover more than half

the distance to the grounding line (or nearest hazard) within the interval between fixes. If this results in a time

interval of less than 10 minutes, then positions should be plotted at 10 minute intervals and additional means i.e.

Parallel Indexing (PI), used to verify the cross track error between fixes.

Positions should not be based on a single radar range and bearing without a secondary back-up position.

Wherever possible, positions should be derived from at least THREE position lines.

Positions passing abeam points of land and fixed radar targets should always be plotted, and logged as

appropriate.

PI shall be carried out, whenever possible, in coastal and restricted waters, and particularly off land and passing

navigational hazards, to monitor cross track error. PI techniques can be useful when monitoring the vessel’s

progress in relation to the passage plan. PI does not fix the vessel’s position, but provides the methods on the

radar of verifying that the vessel is maintaining a safe course to pass a fixed object i.e. a headland at the desired

passing distance. PI does not replace the need to fix the vessel’s position on the chart at regular intervals.

The Officer shall calculate and mark on the chart the expected ETA for each alteration of course point due to be

reached during their watch and the following watch.

Officers must be aware of the turning characteristics of the vessel and commence course alterations in sufficient

time, such that they bring the vessel accurately onto the new course and do not overshoot. PI (for the next

course) greatly assists this process and officers must be fluent in the use of these techniques.

On both the Maersk Eubank and Hyundai Hongkong, we had an ECDIS which was fully utilised along with

other bridge equipment (the Hyundai Oakland did not have an ECDIS yet).

Leading lights

Leading Lights (16.06.14) leaving Brisbane, going to Kaohsiung

When on course using leading lights (blue colour) from Brisbane I checked both gyro repeaters were the same

as well as before leaving port.

Do not use

Buoys to fix your vessel’s position, because you cannot detect them some times and mainly they move

17.7.14 From – Sydney, To – Brisbane

Date: 1.6.14 Task no: B02.8

Compass usage and correction

Before comparing any compass by using different methods, the following should be checked for any

irregularities:

Making sure no Weekly Notice to Mariner’s are still to be correct before checking the Admiralty List of Ra

dio Signals (NP 282 Volume 2) for the radio time signals to help compare the chronometer on board with U

T time

Chronometer - should match the UT time

After working out the error of time (if there is any), I would wind the chronometer (usually at the same time

every day) when I compared time with a radio time signal

From the Maersk Eubank

Gyro repeater (port, and starboard, do not use the centre repeater)

Comparing compasses is not the same as determining a compass error but is good for transits.

From the Hyundai Oakland

Standard compass

From the Hyundai Oakland

Different ways of checking errors

Amplitude of the Sun (using the sextant)

Azimuth of the Sun, Moon, Planets and Stars (using the gyro repeater) [appendix 3.7]

When finished taking an azimuth using a celestial object, the next step is to fill in the compass error book. This

should be verified once per watch if possible.

Task no: B02.9

Manoeuvring characteristics during different phases

3 vessels I was on

Manoeuvring details for the vessel are required to be posted in a prominent place on the bridge on the

wheelhouse poster.

A vessel will turn, slow down or increase speed in different ways depending on factors such as

Displacement

Wind

Sea

Swell

Rudder angle used

Propeller speed

Transverse thrust

The thrust generated by the propeller is divided into 2 parts, comprising largely of a fore and aft component, but

also a smaller athwartship component. The athwartship component is known as transverse thrust, and an

understanding of this is vital to successful vessel handling.

Transverse thrust is the product of the propellers lower blades working in greater water pressure than the upper

blades. With a right handed screw, transverse thrust tends to turn the vessel’s head to port (pushing stern to

starboard) when the engines are going ahead and to starboard when the engines are going astern. Transverse

thrust is more effective when the engines are going astern, as the action of going astern further decreases the

water pressure and reduces the pressure on the upper blades. Similarly, a ballasted vessel will react to this

manoeuvre better than a loaded vessel, particularly if the blades are not fully immersed.

Right handed propeller turning ahead (from astern)

Right handed screw vessel stopped in water, the bow will swing to starboard when the engine is astern. The

vessel can be stopped in the water when this manoeuvre is carried out, which is useful during berthing

operations when the vessel has to be positioned accurately at low speeds.

Rudder

The function of a rudder is to develop a transverse steering force on the aft side of a vessel, using the reaction force of the water flowing along the vessel.7

A conventional rudder is designed to deflect the flow of water from the propeller and thus change the heading of

the vessel. Most rudders are designed to have a maximum angle of 35° – 40°. An angle above this would have

little if any steering effect and would create massive drag.

7 Ship Knowledge (p.275)

Bow thruster

Bow thruster on the Hyundai Oakland in dry dock

A bow thruster provides good manoeuvrability in a vessel. The problems are the initial expense is high, the

power required is considerable. The thrusters are also ineffective when the vessel is doing more than 4 knots

approximately ahead.

Emergency stop

This will only be done on rare occasions when collision or grounding is imminent. The main propulsion will be

stopped, and then full astern power applied. The approximate distance required to stop will be shown on the

manoeuvring data on the bridge.

Turning Short Around

Our vessel is fixed with a right hand propeller which will have a better turning circle to starboard than port. The

shortest method of turning back in a narrow channel is a turning short around.

Right-handed Propeller of the Hyundai Oakland at dry dock

1. Move the vessel to the port side of the channel to start the manoeuvre. This will allow maximum space.

2. Rudder hard to starboard then stop the main engine as soon as the vessel has made headway

3. Rudder amidships, main engine half astern

4. Moving astern will swing the bow to starboard and the stern to port by transverse thrust. Stop the main engi

ne

5. Rudder should be moved to starboard and engines half ahead

The propeller transmits the thrust of the engine to the vessel’s hull, thus moving it through the water, and

providing the flow necessary for the rudder to act effectively.

Fixed pitch propeller

With a fixed pitch propeller secured to the shaft, the pitch of the blades selected at the design stage is suited to

the vessel for which the propeller is intended.

The direction and strength of the force generated by the propeller, and therefore the direction and speed of the

vessel is therefore determined by the speed and direction of the propellers rotation. The 3 vessels I was on must

have a means of reversing the propellers direction of rotation in order to generate astern power.

It must be remembered that the propeller is more efficient when the vessel is moving ahead as the vessels hull

form is designed to move in that direction, and that the power transmitted when going full astern may only be

half that compared to going full ahead.

Propulsion

A vessels ability to gain the best performance from its design is a function of the power of its engines via the

propeller and the rudder.

Diesels are started by injecting stored compressed air into the engine cylinders, and so a major disadvantage is

that the number of engine starts is limited by the supply of starting air. In addition to the limitations imposed by

the supply of compressed air, difficulties may also be experienced in starting the engine while making headway

through the water, as the propeller and therefore the engines will still be turning over unless checked.

With a low speed diesel, which is most often found on larger vessels and transmits power directly to the shaft, it

is sensible to reduce speed until the vessel is almost stopped before attempting an astern movement on a vessel

fitted with a fixed pitch propeller.

Picking up the pilot(s)

The vessel must reduce its speed to allow the pilot to board (boarding speed must not be exceeded)

In bad weather the pilot must board from the lee side because of the calmer sea

The pilot may request for us to stop the engine during his boarding

Date: 9.9.12 Task no: B02.10

Steering modes and speed controls

Additional Power Units

When operating in or approaching port limits, in restricted water, in areas of heavy traffic, in areas of reduced

visibility and at any time when the Captain calls for a standby condition, an additional steering gear power unit

shall be placed in operation while units may be operated in parallel.

On vessels where this cannot be done, the valves and switches should be lined up so that the standby steering

gear power unit can be put into operation with the least delay.

The additional steering gear power unit shall be placed in operation in good time, and while the vessel is still

clear of close traffic and navigational hazards.

The bringing into operation of additional steering gear units shall be recorded in the Deck Log Book.

Testing

Steering gear shall always be tested prior to getting underway, and after the starting of an additional power unit,

when it is safe to do so, by putting the rudder hard over both ways. The Engineer on watch will visually check

the position of rudder and cross check with the Officer, on bridge direction of rudder movement and angle

achieved.

Prior to departure from port, the test shall include, as appropriate, the following:

Main steering gear

Auxiliary steering gear

All remote steering gear control systems

Rudder angle indicators

Power failure alarms

Such tests shall be recorded in the Deck and Engine Log Book.

Emergency steering stations

The vessel shall be steering from the aft steering station at least once every three months. A record of this test is

to be made in the Deck Log Book. The test is to include direct control from within the steering gear

compartment, the communications procedure with the bridge and, where applicable, the operation of alternative

power supplies.

Additional generators

When manoeuvring in restricted waters or when, the Captain calls for a standby condition, additional generators

shall be placed in operation to provide a steady source of power available on the failure of generator unit.

Date: 01.09.13 Task no: B02.12

Man overboard procedures

Initial Actions

The OOW should first initiate a Williamson turn; putting the wheel hard over to the side the man has fallen

overboard. This should be you first action so that you can keep the victim clear of the propeller

The OWW must release the life buoys with orange smoke signals from bridge wing, try to keep someone st

ationed to keep him in sight and take visual bearings

He must then push the MOB button on the GPS to give a position and bearing to the point the man fell over

board and he must also push the MOB button the on AIS to allow other ships in the vicinity to know

Sound the General Alarm and all personnel must proceed to their lifeboat stations

Inform the engine room and then operate both steering motors

If there are any other ships in the vicinity then broadcast an urgency message (PAN PAN) to inform them t

here is a man overboard

Ensure that you have adequate communications between the bridge team and the rescue boat team. Portable

VHF’s should be used for internal communication

Bridge Team

First lookouts should be posted

The ‘Oscar’ flag should be shown for man overboard

Both radars should be in operation and someone from the bridge team should be plotting the position

The main engine should be left on standby

Rescue Boat Team

The rescue boat team must muster at the rescue boat

The Rescue boat crew must be briefed

They need to prepare the boat for launching

The Chief Officer is in charge of the rescue team and the 2nd

Officer is in charge of lowering of the rescue

boat. The rescue boat crew should consist of the following:

o Chief Officer who is overall in charge

o 2nd

Engineer who is in charge of the lifeboat engine

o 3 ratings, on board the Hongkong we have 2 ABs and 1 MM

The rescue boat should be capable of carrying 5 people + 1 casualty on a stretcher

During the rescue the rescue boat should have full medical equipment on it

Anyone who does not have a duty for man overboard/rescue boat should be posted as an extra lookout

Date: 17.8.13 Task no: B02.13

Visual Signals displayed by my vessel

Side light on the Maersk Eubank

Coastal Areas

Day

In coastal areas, the signals which are displayed on board are the flags of the country in which you are in. This is

displayed at the starboard side of the vessel above the monkey island. This is displayed as a courtesy for the

country in which you are in. Down aft at the poop deck, the Red Ensign flag is shown. This is displayed to

show what nationality the ship is and to show the ships port of registry.

Also the vessel will display flag hotel at the port side of the vessel above the monkey island if there is a pilot on

board. The purpose of flag hotel is to indicate that the vessel has a pilot on board as per the International Code

of Signals. If a Pilot is required, flag golf is hoisted. This signal is to indicate that a pilot is required as per

International Code of Signals.

Code Flag Bravo - Means I am taking in, or discharging, or carrying Dangerous Goods

Code Flag Delta - Means keep clear of me I am manoeuvring with difficulty

Code Flag Golf - Means I require a Pilot

Code Flag Hotel - Means Pilot is aboard

Code Flag Mike - Means I am stopped and making no way through the water

Code Flag Quebec - Means my vessel is healthy and I request free pratique

Code Flag Zulu - means I require a tug

A Black Cylinder - Means the vessel is constrained by draught

A Black Sphere - Means the vessel is at anchor

Night

By night, the vessel displays only the light for a power driven vessel of 50 meters or more as per COLREGS

Rule 23a, 2 Masthead lights which can be seen through the bows from 22.5o abaft the beam on either side, Port

and Starboard sidelights which can be seen from right ahead to 22.5o abaft the beam on one side and a stern

light. This can be seen through the stern from 22.5o abaft the beam on either side.

Navigation Lights - Are mandatory and consist (in my vessels case) of a white mast head light forward, a white

mast head light aft placed higher than the forward mast head light, a white stern light, a green light on the

vessels starboard side and a red light on the vessels port side

Red Flashing Light - Means I am taking in, or discharging, or carrying Dangerous Goods

Anchor Lights - Are two all-round white light one on top of the forward mast and one above the stern light.

While at anchor it is also required that all deck working lights are on

3 All Round Red Lights - Placed in a vertical line on the main mast means the vessel is constrained by her

draught

Entering Port

Day

Entering the port, the signals which are displayed are the National Flag of the country you are in (example

Netherlands Flag). This is displayed as a courtesy to the country and port you are entering and is displayed on

the starboard side of the vessel above the monkey island. Down aft on the poop deck, the flag of the vessel’s

nationality/port of registry will be hoisted.

Flag hotel will be displayed on the port side of the vessel above the monkey island. The purpose of Flag hotel is

to indicate that a pilot is on board as per International Code of Signals.

Code Flag Bravo - Means I am taking in, or discharging, or carrying Dangerous Goods

Code Flag Hotel - Means Pilot is aboard

Ships Ensign Flag- Is a flag representing the country the ship is registered in i.e. UK

Countries Flag- The flag of the country that the vessel is visiting (mandatory)

Night

The lights displayed at night whilst entering port are those for power driven vessel underway over 50 meters in

length, a masthead light forward, a second masthead light abaft and higher than the forward one, sidelights and a

stern light.

Navigation Lights - Are mandatory and consist (in my vessel’s case) of a white mast head light forward, a

white mast head light aft placed higher than the forward mast head light, a white stern light, a green light on the

vessels starboard side and a red light on the vessels port side

Deck Working Lights - Including Mooring Station Lights for use by the crew

Red Flashing Light - Means I am taking in, or discharging, or carrying Dangerous Goods

3 All Round Red Lights - Placed in a vertical line on the main mast means the vessel is constrained by her

draught

In Port

Day

In port, the signals which are displayed are the National flag of the Country/Port you are in. This is displayed as

a courtesy to the Country/Port you are in and is hoisted at the starboard side of the vessel above the monkey

island. Also down aft at the poop deck, the flag of the nationality/port of registry will be hoisted.

Flag Quebec can be hoisted on the port side of the vessel above the monkey island to request free pratique. The

purpose of flag Quebec is to indicate that the vessel is healthy and is requesting free pratique as per International

Code of Signals.

If the vessel is discharging or loading dangerous goods, flag bravo will be hoisted above the monkey island on

the port side of the vessel. This flag is to indicate that the vessel is loading, discharging or carrying dangerous

goods.

Ships Ensign Flag - Is a flag representing the country the ship is registered in i.e. UK (mandatory)

Countries Flag - The flag of the country that the vessel is visiting (mandatory)

Code Flag Bravo - Means I am taking in, or discharging, or carrying Dangerous Goods

Code Flag Golf - Means I require a Pilot

Code Flag Hotel - Means Pilot is aboard

Code Flag Papa - Means all persons should report on board as the vessel is about to proceed to sea

Code Flag Zulu - means I require a tug

Night

At night when in port, an all-round red light will be switched on to indicate that the vessel is loading or

discharging dangerous goods. All lighting on deck to aid the loading and discharging of cargo will be switched

on.

Deck Working Lights - Including Mooring Station Lights for use by the crew and stevedores

Red Flashing Light - Means I am taking in, or discharging, or carrying Dangerous Goods

Leaving Port

Day

When the vessel is leaving port, the flag of the country/port you are leaving will be hoisted at the starboard side

of the vessel above the monkey island. This again is a courtesy to the country/port you are leaving. Down aft

on the poop deck, the flag of the vessel’s nationality/port of registry will be hoisted.

Flag hotel will be hoisted on the port side of the vessel above the monkey island when leaving port. The

purpose of flag hotel is to indicate that the vessel has a pilot on board.

Code Flag Bravo - Means I am taking in, or discharging, or carrying Dangerous Goods

Code Flag Hotel - Means Pilot is aboard

Ships Ensign Flag - Is a flag representing the country the ship is registered in i.e. UK

Countries Flag - The flag of the country that the vessel is visiting (mandatory)

Night

Lights displayed at night when leaving port are those described in COLREGS for a power driven vessel over 50

meters underway, a masthead light, a second masthead light abaft and above the forward masthead light,

sidelights and a stern light

Navigation Lights- Are mandatory and consist (in my vessels case) of a white mast head light forward, a white

mast head light aft placed higher than the forward mast head light, a white stern light, a green light on the

vessels starboard side and a red light on the vessels port side.

Deck Working Lights - Including Mooring Station Lights for use by the crew

Red Flashing Light - Means I am taking in, or discharging, or carrying Dangerous Good

3 All Round Red Lights - Placed in a vertical line on the main mast means the vessel is constrained by her

draught

Officer with: 3rd Officer (Rajendran, Paari Hasan)

Date: 08.08.13 Task no: B02.14

Global Maritime Distress and Safety System (GMDSS)

Admiralty List of Radio Signals (ALRS) Volume 5

ALRS Vol. 5

GMDSS provides a reliable ship-shore communications path in addition to ship-ship alerting communication.

The system is automated and uses ship to shore alerting by means of terrestrial radio and satellite radio paths for

alerting and subsequent communications. The GMDSS applies to all cargo ships of 300 gross tons and over on

international voyages on international voyage.

After consulting ALRS Vol. 5, we can determine the Sea Area for selection using the Inmarsat-C for the correct

coverage.

DSC Alerting and Communication Frequencies

DSC Voice Telex

VHF Ch. 70 Ch. 16

MF 2187.5 kHz 2182 kHz 2174.5 kHz

HF 8414.5 kHz 8291 kHz 8376.5 kHz

Equipment tests and reserve energy checks

Daily

The DSC facilities shall be tested at least once/ day (without radiation of signal)

Batteries are to be tested daily and if necessary (charged to the fully charged condition)

Daily Tests (Internal Test of VHF DSC, MF DSC – modem loop)

Weekly

DSC facilities shall be tested once a week by the means of a test call i.e. a costal station

The reserve source of energy should be checked

Weekly Tests (send message to ship/ shore with MF DSC)

Monthly

Each EPIRB needs to be tested and examined once a month. It’s capability to operate properly, meaning it’s

able to float free in the event of the ship sinking. How secure is it and any signs of damage

Each SART needs to be examined for damage and how secure it is to its mountings (check the manufacturer

’s manual)

The condition of the batteries, that provides a source of energy to the radio installation. Also how secure the

batteries are to their mountings along with the battery connections

Monthly test (Navtex, NBDP, VHF DSC, MF DSC, Sat-C)

How to set up GMDSS equipment

Navtex

Check all the connections to the unit

Make sure that the adequate paper is inside the unit

Turn on the machine and press accept until it starts printing. Then switch off the Navtex after self-test is co

mplete

Check the print roll to ensure the test print has worked efficiently

Switch the machine back on and press the menu button. Press these keys > < to select the navigational areas

required. Some of these are in bold already as the Navtex has to set up to receive them. Then press enter

Inmarsat-C

Turn on the unit, make sure the printer has paper and go into the menu bar select options then log onto the c

orrect land earth station required for the area we are in

Consult ALRS Vol. 5 for the information on Land Earth Stations

Ensure that EGC is highlighted in the setup of the Inmarsat-C.

Perform a self-test and or a link test

Check the print out to ensure that the self-test has worked properly

Go to the sub menu and select the type of message(s) we want to receive including Navigational and Meteor

ological warnings

Reception of Maritime Safety Information (MSI)

There are seven categories that they come under:

Navigational warnings

Meteorological warnings

Ice reports

Search and rescue information

Meteorological forecasts

Pilot service messages

Electronic navigational systems update messages

Inmarsat-C - Set the navigational area to i.e. XI

VHF radio broadcasts are available as long as the vessel is in range of between 40 - 60 miles

Date: 24.06.14 Task no: B02.16

Watch: 20:00 to 24:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Brisbane To – Kaohsiung

Recognising changes in the weather and taking agreed action as appropriate

I set up the radio-facsimile to frequency 13988.5 after referencing Kagoshima (JMH), pg. 56, from NP283 (2) V

ol.3 13/14 as we were approaching Taiwan in a couple of days [appendix 3.6].

The below synoptic chart covered area 38°30’N.65°30’E, 38°30’N.145°30’W, 1°00’S.112°30’E, 1°00’S.167°00

’E. The synoptic chart showing that near Taiwan is light easterly winds.

Surface analysis at 1440 (12) UT on 27.06.14 – synoptic chart when approaching Kaohsiung

Navigating in adverse weather

Whilst on passage in rough weather, heavy seas and large swells care must be taken to avoid damage to the

vessel and the cargo. This is particularly dangerous during the hours of darkness because the Officer cannot see

the effect of heavy weather on the vessel. Care must be taken to minimise the rolling of the vessel especially

when the vessel has a high GM. Altering the course of the vessel so that the swell is on the vessel’s quarter may

reduce this. Ballasting of the vessel may also help the vessel which may reduce the GM. If we were encountered

heavy weather, we would fill in Heavy weather checklist [appendix 3.3]

Turning in Heavy Weather

Turning the vessel in heavy weather is difficult and possibly dangerous. If the Captain makes the decision to

turn then the following situations could happen:

Damage on deck to cargo

Vessel could move towards danger such as shoal water

The effect of wind and current on vessel handling

Wind

When making headway, a vessel’s movements relative to wind depend greatly upon the amount of area exposed

to the wind, forward or aft of its pivot point. Because our vessel has all its accommodation aft, the

superstructure will act like a sail and the bow may turn into the wind if needed.

Current

Acknowledge of the prevailing or predominant currents in any given area can be of great use to the Officer, who

can use these currents to their advantage when manoeuvring the vessel.

The vessel’s rudder depends on the apparent flow of water past the hull to operate effectively. Our vessel

turning in a river can use the stream to assist the turn. If the bow is pointed towards the centre of the stream,

where the current is generally stronger, the effect will be to push the bows downstream. If the stern is positioned

towards the bank, where the current is weaker, the vessel should turn in the direction of downstream. Berthing a

vessel should always be attempted head to current, as this allows far more control than handling the vessel stern

on. The current can also assist during un/berthing if the up tide moorings are let go first. A wedge of tidal water

will drive that end of the vessel away from the quay, and then the remaining moorings can be let go.

Date: 21.5.14 Task no: B02.17

Implementing a passage plan

Through any passage I would constantly look at the passage plan [appendix 3.10] to determine the interval of

plotting. Before operating any equipment, if the Officer has not came across a particular type i.e. Hyundai

Oakland having a Chart Plotter, then reading the manual prior to sailing is recommended. Passage planning is

necessary to support the bridge team and ensure that the vessel can be navigated safely between ports from berth

to berth. The passage plan shall aim to establish the most favourable route while maintaining appropriate

margins of safety and safe passing distances offshore. The passage plan shall ensure that Captain and Officers

appreciate and reduce the risks to which they are exposed.

Physical features shown on charts that are easily detected by RADAR

Racon - a RADAR transponder beacon, which emits a characteristic signal when triggered by emissions of

vessel’s RADARs. All Racons at present fully operational are in-band Racons i.e. they respond within the

frequency range of the marine RADAR band. The majority of Racons respond to 3cm (X-band) and 10cm (S-

band) RADAR emissions.

Buoys – according to IALA system

RADAR reflectors - fitted to objects such as buoys improve the range of detection and assist identification.

Most important buoys and many minor buoys are now fitted with RADAR reflectors, which are often

incorporated within the structure of the buoy and so not visible to the Officer. RADAR reflectors on buoys of

the IALA Maritime Buoyage System are not charted, for similar reasons, and to give more clarity to the

important top marks

Islands and Rocks – fitted or not fitted with lights beacon or Racons

The height of object - It is easer to detect higher targets (structures, shore line) than lower

Making a landfall after an ocean passage

In preparing the passage plan for approaching land, the following factors must be taken into consideration:

All relative charts and nautical publications checked and are corrected with the latest navigational warnings

incorporated and local / coastal warning broadcasts being monitored

Charts to be used for making landfall shall have courses laid off on them and any dangers, clearing

bearings, no go areas shall be highlighted. RADAR/ visual conspicuous features shall be highlighted

The vessel’s position shall also be fixed by all means i.e. cross checking position fixing methods/

navigational aids. Errors in gyro and magnetic compass shall also be checked regularly

Sailing Directions shall also be consulted for local information

Weather forecasts shall be consulted with particular reference to the possibility of restricted visibility

Daylight/ night time passing of danger points shall be considered

Traffic likely to be encountered

Traffic Separation Scheme (TSS) as well as reporting positions shall be considered

The following equipment shall inspected using a checklist (steering gear, course recorder, clocks, internal

communication equipment, signalling equipment)

Limitation of navigational equipment

RADAR

Range resolution - The minimum difference in range between two objects on the same bearing that can be s

eparated by RADAR, which is related to pulse width

Bearing resolution - The minimum difference in bearing between two objects at the same range, which is rel

ated to beam width

Range:

o Minimum range - RADAR cannot receive a returning echo until the trailing edge of the pulse has cleare

d the antenna and the transmit/receive switch has switched to receive

o Maximum Range - Determined by the height of the antenna, power output and frequency

The possibility that small vessels, ice and other floating objects may not be detected by RADAR at an adeq

uate range

Sensitivity time control - Removes sea clutter at close in ranges so that nearby contacts can be seen

Antenna size - Higher frequencies require smaller antenna

ARPA

Weather conditions, false echoes, shadow sectors, ice, snow and other factors affecting the incoming RADAR

signal may also affect ARPA performance as follow:

RADAR tuning and pulse length must be correctly set

Heading and speed inputs must be accurate. Displayed information by ARPA is only as good as the

information inputted

Insufficient sea clutter control may cause over saturation

Vector loss may occur under the following conditions:

o When a target being tracked enters an area of high level clutter

o When a target being tracked passes close to a target not being tracked

o When two targets being tracked pass close to each other and their tracking overlaps

When a target manoeuvres, the computer will give accurate tracking data within three minutes after

execution of the manoeuvre

True vectors may not be the same as heading and log speed. This can be due to input errors or tide/wind

factors

Systems having auto acquisitions zones will only acquire targets automatically if they have entered these

areas. The maximum numbers of targets are 50

Date: 12.03.14 Task no: B02.18

Watch: 16:00 to 20:00 (04 hours, 00 minutes)

Anchor watch (understudying Chief Officer) at Hong Kong anchorage (Ballast condition)

At layup

Before I started my first anchor watch, I made myself familiar with the anchor checklist and how anchoring

operations are carried out. I studied the Bridge Procedures Guide8 which states what to do during anchor watch.

I controlled the 1600 - 2000 watch. When I entered the bridge I discussed with the 2nd Officer the following:

The direction of our vessel, which can be calculated using i.e. visual bearings

The condition of the anchor watches i.e. crew on watch

What heading the vessel is facing which is checked by the crew on watch

During the watch, I need to contact one of the AB’S which would watch the direction the anchor is lying, and

report back to the bridge at regular intervals. Because there are many vessels in the area, we needed to make

sure that the channel we used via VHF radio is clear. Also, every transmission must start with “Hyundai

Oakland”.

The anchor watch checklist contained the following that must be done every watch:

Has the navigational status of the Automatic Identification System (AIS) been changed to’ At anchor’

Notice for main engines especially if weather deteriorates – this means that the engine room is on a constant

state of readiness to move. If the weather gets worse and the vessel needs to move to a different position,

the engine room must be informed 30 minutes beforehand

Determining and regular checking of anchor position – this must be conducted every 30 minutes. This is

done to check the anchor is not dragging. Dragging the anchor means the vessel is slowly moving and the

anchor is dragging behind us. This is a serious navigational hazard because it may become tangled in our

vessels or another vessel’s propeller

Direction/ Strength of wind and current – every hour, the direction of the wind, wind strength (Beaufort

scale) and the current must be calculated. This will determine the drift of the vessel whilst at anchor

If the following is ready for use:

o Light/ shapes – at anchor, there is an anchor ball on the forward mast (day signal) and at night the

following is displayed : 9

A white light is located on the forward mast. At night, this is in place of the anchor ball during the

day. Another white light is located at, or near the stern of the vessel. In accordance with IRPCS, this

light must be lower than the light located forward

Because our vessel is over 100m in length, we are required, under the International Regulations for Preventing

Collisions At Sea 1972, to use adequate lighting to illuminate our decks during night time hours. This helps

other non-anchored vessel in the vicinity to see where we are.

Officer on watch with: Chief Officer (Budnyayev, Andriy)

8 Page 97 (Anchoring and anchor watch)

9 All of the below are located in the IRPCS Rule 30 - Vessels at Anchor/Aground

Task no: B02.19

Maintain navigational logbooks and records

Different types of logbooks that need to be checked and filled in regularly are:

Deck log book (by all Officers and signed by Captain)

Official log book (all Officers)

Bell book entry (usually by 3rd

Officer as 2nd

Officer is at aft mooring station)

Night entry (by Captain)

Compass error book (once/ watch if possible)

GMDSS (by 2nd

Officer with Zodiac)

Chronometer rate book (by 3rd

Officer)

Safety training (by 2nd

Officer)

Training and drill book (by 3rd

Officer)

Garbage record book (by Chief Officer)

Ballast record book (by Chief Officer)

The log books, apart from the compass error book, have a page at the front explaining how to fill in if stuck. All

log books need to be kept in good condition.

Date: 31.08.13 Task no: B11.2 and B2.11

OOW response to vessel emergencies and malfunctions

When on watch, emergency situations can arise so having a good understand of how to deal with these will

ensure rapid response to help minimise risk. According to Zodiac, these are the procedures that should be

carried out in each emergency. Checklists are kept on the bridge and can also be found in the company training

manuals and the Bridge Procedures Guide (BPG). In the following scenarios, the Captain is always called

immediately.

a. Gyro failure

Engage in manual steering

Call for AB (Helmsman) to take over and an extra lookout and Electrician

Evaluate magnetic course

Proceed at a safe speed (Rule 6)

Investigate the gyro

Monitor traffic and position while obtaining a magnetic compass error

Switch auto pilot to magnetic compass

Inform the company to order spares/ service

a. Steering failure – BPG C1 Task: B02.11

Chief Engineer and Engine Room personnel alerted

Emergency steering engaged

Not under command lights/ shapes exhibited

Appropriate sound signal made

Preparations for anchoring if in shallow water

If necessary, taken way off the vessel and send a warning broadcast

a. Power failure

Bridge informed of loss of main engine

Place telegraphs to stop

Preparations for anchoring if in shallow water

Start emergency generator if fitted, and put on load

Inform Chief Engineer and call all Engine Room crew

Carry out routine fault finding

Start emergency air compressor if required. Charge the bottles

Prepare standby generators to start

Start 1 generator

Carry out normal main engine start procedure

b. Man overboard – BPG C4

Bridge shall be informed (if not the first to notice)

Williamson turn performed

General emergency alarm sounded and announced by public announcement

MOB life-buoy released to the water from the bridge

3 long blasts sounded to warn other vessels in the vicinity (if any). Vessel’s informed on VHF Ch. 16

Engine Room prepare the main engine for manoeuvring

Crew mustered to determine the missing person(s). Rescue boat crew mustered while the ship is proceeding

to reciprocal course

Flag ‘Oscar’ hoisted with extra lookouts posted on the bridge monitoring the position of the casualty

Casualty recovered

c. Oil or cargo spill on deck (during bunker operations)

Sound the general emergency alarm

Person who sighted the spill i.e. the MM would report to OOW about leakage i.e. from the bunker hose

Duty engineer would be informed to stop all bunker operation

Crew muster at muster station

Chief Engineer report when the bunker operation is stopped and discharging valve is closed

All scupper on deck rechecked that all are well plugged. Chief Officer would report, bunker operation stopp

ed, commence cleaned up operation by the oil pollution prevention team

All air intake to accommodation and Engine Room closed

Leakage located on deck then cleaned by absorbent and saw dust

All residue collected in drums

c. Oil or cargo spill into the sea (Hull leakage during bunkering)

Sound the general emergency alarm

Chief Officer report when all bunkering operations have stopped and manifold valves are closed

2nd

Engineer would muster the Back-up team

2nd

Officer would muster the Reserve team with first aid kit and stretcher with the hospital ready

Chief Officer would muster the Incident team along with the Resource team (in the Engine Control Room)

Chief Officer commence to search in order to locate the source of leakage

Back-up team would gather the SOPEP equipment so ready for use

Reserve team would gather the firefighting equipment so ready for use

Resource team (lead by 1st Engineer) stopped the air intake to the accommodation and non-essential areas

Chief Officer would identify the source of the leakage – HFO DBT starboard side below the water line

Chief Office would commence oil transfer from the leaking tank to an empty tank in order to reduce the hea

d of bunker oil and to establish a hydrostatic balance with a minimum oil spill. Hull stress and stability is al

ways considered

Divers would be called for further investigation

d. Grounding – BPG C3

If a vessel were to run aground the vessels personnel would adopt the following procedure:

The OOW would stop the engine then sound the general emergency alarm

Close watertight doors and hatches

Transmit a distress message or securite message

Exhibit lights and day shapes or deck lighting at night

Check the hull and cargo spaces for damage

Sound bilges and tanks and also around the vessel and determine the nature of the seabed

Reduce the draught of the vessel

If the vessel is seen to be in grave danger from breaking up as a result of the grounding or listing to an extent

that she may capsize a distress message should be sent and abandoning the vessel should be considered

e. Collision – BPG C2

The Captain of a vessel may, if a collision is imminent, should attempt to position the vessel so as to minimise

collision damage. When a vessel is involved in a collision whether it is with a vessel, land or an installation, the

following procedure should be followed:

Sound the general emergency alarm

Manoeuvre the vessel to minimise the effects of the collision, this may help keep the vessel afloat if

involved in a collision with another vessel. For example if the other vessel or is holed and the bow of your

own vessel is jammed in the other vessels hull this may help both vessels retain their buoyancy until the

situation is made clear and assistance has arrived

Close watertight doors and hatches to maintain the watertight integrity of the vessel and may also help

reduce the spread of fire if there is one present

Have crew muster at their emergencies stations fully equipped

Establish communications via VHF channel 16 and 13 with the other vessel and shore stations and inform

them of the situation (nature of the incident and position, vessels involved [names, call signs etc.],

casualties on board the vessel)

Begin soundings of ballast tanks, bilges, cargo holds. Once tanks and bilges have been sounded, if there is

ingress of water at an uncontrollable rate, a distress message may be transmitted at the Captains digression

Check for fire damage around area of the collision and cargo spaces

Once your own vessel’s condition has been assessed and is seen to be under control offer assistance to the

other vessel and personnel

If the vessel(s) are in grave or imminent danger a distress message may need to be sent and even

abandoning the vessel may be necessary. This may have been already sent depending upon the Captains

Date: 12.8.13 Task no: B11.3

Methods of indicating distress at sea

By referring to Rule 37 – Distress signals and Annex VI, I listed below the ways in which vessels can use one or

more of the specified signals below when in distress.

A gun or other explosive signal fired at intervals of about a minute

A continuous sounding any fog-signalling apparatus

Rockets or shells, throwing red stars fired one at a time at short intervals

A signal made by radiotelegraphy or by any other signalling method consisting of the group …___... (SOS)

in the Morse Code

A signal sent by radiotelephony consisting of the spoken word ‘Mayday’

The International Code Signal of distress indicated by NC

A signal consisting of a square flag having above or below it a ball or anything resembling a ball

Flames on the vessel (as from a burning tar barrel, oil barrel, etc.)

A rocket parachute flare or a hand flare showing a red light

A smoke signal giving off orange-coloured smoke

Slowly and repeatedly raising and lowering arms outstretched to each side

SOS using the International Code of Signals

The radiotelegraph alarm signal

The radiotelephone alarm signal

Signals transmitted by emergency position-indicating radio beacons

Approved signals transmitted by radio communication systems, including survival craft radar transponders

Date: 12.08.13 Task no: B11.4

OOW response to a distress

The DSC distress alert should be good enough to attract attention. The message is followed by an RT distress

sequence giving further information relating to the incident. The distress sequence is a distress call followed by

a distress message if possible or a telex distress message.

Watchkeeping Entries

Date Summary OOW

02.06.12 First bridge watchkeeping 3rd

Officer

03.06.12 Bridge familiarisation 3rd

Officer

25.07.12 Restricted visibility 3rd

Officer

16.08.12 Anchorage 3rd

Officer

29.08.12 Shifting the vessel (starboard to port) Captain

14.09.12 Arriving under supervision of Captain Captain

08.08.13 Great circle calculation 2nd

Officer

11.08.13 1st aid & Keeping GMDSS log up-to-date 2

nd Officer

16.08.13 ARPA 2nd

Officer

25.08.12 Navigation lights not working 2nd

Officer

27.08.13 Anchorage Chief Officer

03.09.13 Calculating Sunrise Chief Officer

24.09.12 Transit through piracy area 2nd

Officer

02.02.14 Pilotage through Suez Canal Chief Officer

20.02.14 Approaching Vietnam 3rd

Officer

07.04.14 to 18.04.14 Arriving and Departing Dry Dock Captain and 3rd

Officer

13.05.14 Plane sailing 2nd

Officer

19.05.14 Star sight planning Chief Officer

22.05.14 Possible collision Chief Officer

28.05.14 Near miss [including Task B02.3] Chief Officer

30.06.14 HSA and VSA 3rd

Officer

11.07.14 Sun sight 2nd

Officer

21.07.14 RPM needed to make it to the next port 2nd

Officer

23.07.14 Head on situation 2nd

Officer

Date: 02.06.12

Watch: 20:00 to 24:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Rotterdam To – Bremerhaven

Bridge equipment layout

We left Rotterdam at 1600 (4hours before my watch). On the bridge I was told to familiarise myself with the

‘Master’s Standing Orders’ [appendix 3.2] so I could assist the vessel more effectively if on the bridge myself.

When the traffic decreased, the 3rd

Officer went through some of the Bridge Familiarisation Checklist [appendix

3.11], which was completed later (20.6.12). He also told me that knowing the correct lighting for un/berthing

was necessary (mooring stations, upper deck, gangway, and lifeboat).

For the second hour, I was shown the DROR programme (a multi-choice on the Rules of the Road) and was told

to try a tutorial on Part C as it was relevant (after 2200hrs it was dark). I was shown the physical features for

early detection by radar. Auto acquiring targets (followed by ARPA) was good as I had more time for analyzing

the status quo and was free from all mechanical operations. Also it is more efficient to get information as soon

as they appear immediately on target you are acquiring.

Using 2 charts throughout the watch, I kept the Chart 5011 and IALA Maritime Buoyage System book nearby

especially when we passed cardinal markers. Even though 3 fixed objects is better for plotting our positions, I

could only use 2 fixed points (oil rig and light house [5 second flashes]).

We were overtaken by 2 vessels (on our starboard side), where the Captain asked me about Rule 13 and 10 as

we were soon approaching a Traffic Separation Scheme (TSS). After entering into the TSS, 3rd

Officer showed

me that the ECDIS displays the TSS but the Radar can too (using the ship’s routeing publication) but currently

the 2nd

officer had not inputted the data into either radar.

After sketching the wheelhouse arrangement [appendix 3.8], I gained a better understanding of the layout.

Officer on watch with: 3rd Officer (Siryk Yevhen)

Date: 03.06.12

Watch: 08:00 to 12:12 (04 hours, 12 minutes)

Vessel’s Position [Loaded Passage]

From – Rotterdam To – Bremerhaven

Helm and Telegraph (steering controls)

On completion of the handover from the Chief Officer, the 3rd

Officer went through some items on the ‘Bridge

Watch Handover’ checklist #3 [appendix 3.1] explaining their importance which helped me understand why the

new watch keeping officer must verify all the information before taking the watch.

The 3rd

Officer showed me the summary list of ‘Port Documents’ [appendix 6.1] (for all ports we will visited on

our chartered voyage) which has to be ready in advance for the port authorities or we would be denied entry.

The 3rd

Officer showed me on the chart Parallel Indexing (PI) technique which he explained is useful when

monitoring the ship’s progress in relation to the passage plan. Some of the physical features on the charts that

are easy to detect on radar, were RACONs that he explained can be acquired on the radar screen easily (when

the AIS function is on).

Due to a stationary submarine being in our way, we had to go in a circle (I was shown the Wheelhouse Poster)

and by the time we completed one turn we were clear. The captain got the AB to put up cylinder during our

passage with the pilot on board. Today, more charts were utilised (chart 1875, 3617 and 3621) and our position

was plotted every 6mins as we were approaching in Bremerhaven (arrived 12:12 LT).

While manoeuvring into the port, I shadowed the 3rd

Officer while the Captain and Pilot ordered commands

from the Starboard bridge wing through the VHF (channel 82). 3rd

Officer was:-

Filling in the Bell Book noting down key phrases from the mooring team (1st

line ashore, all lines made

fast) and from the Captain (Finished with Main Engine [FWE], finished with x2 bow thrusters)

Recording details on the Course Recorder

Changing our AIS details from ‘Under way using Engine’ to ‘Moored’ when All lines made fast command

was given

Changing the speed using the telegraph while the AB hand steered then doing both after the AB was

relieved to help prepare the gangway

Officer on watch with: 3rd Officer (Siryk Yevhen)

Date: 25.07.12

Watch: 08:00 to 12:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Kwangyang to – Ningbo Anchorage

Restricted Visibility

Fog down about 0800 just when I finished reefers

When our vessel was approaching anchorage, we encountered deterioration in visibility (below 2 cables). The

following actions were taken after 3rd

Officer called Master:

Placed the ship’s main engine on ‘stand-by’ and reduced the vessel’s speed

Commenced the sounding of fog signal

Made sure the navigation lights were functioning

Commenced systematic plotting of any targets on the radar

Immediately plotted our position on chart

Called for an additional lookout (AB)

There was no noisy work on deck so no need to notify the workers on deck

Today, we used chart 3480. I filled in the restricted visibility checklist #4 [appendix 3.17]. The fog lasted

throughout the watch and beyond.

When reduced visibility is expected the first responsibility of OOW is to comply with the 1972 International

Regulations for Preventing Collisions at Sea and the Master’s Standing Orders [appendix 3.2], particularly with

respect to:

Regulating the ship’s speed

Posting an extra lookout

Engaging hand steering (using AB)

Making appropriate sound signals using the whistle

Operating the radar in an efficient manner

Informing the Master and engine room of the prevailing circumstances

Checking navigation lights are functioning

All these actions should be taken in good time before the visibility deteriorates.

At the end of the watch, I entered a statement of our actions into the ship’s Deck Log Book.

Officer on watch with: 3rd Officer (Siryk Yevhen)

Date: 16.08.12

Watch: 20:00 to 00:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

At – Suez Canal

Suez Canal the following day

Anchorage

Approaching anchorage, I plotted our position every 15minutes using visual bearings only. The chart used on

this watch was Chart 2376, which changed later to 2133.

2015 – Seen Racon B

2045 – Racon B – 241°, 3.3NM

2100 – Racon TR – 307°, 10.8NM

2115 – Land mark ‘Parit’ 025°, 6.6NM

2145 – Racon G – 190°, 1.8NM

2200 – Racon B – 196°, 1.0NM

While en route, we kept the VHF on channel 20 and the other on the emergency channel 16. Later on, we

changed channel from 20 to 12 (no need for dual watch). At 2213, we arrived at anchorage E 26 (given Engine

room 1hr notice). At 2250, I put the windlass lights on to assist the Chief Officer (forward team), Bosun and OS.

At 2318, we let go of port anchor.

During anchoring I gained experience, under supervision, at both forward station and the bridge. Before

anchoring, when the vessel approaches the anchorage, the Captain decides which position we will anchor and

check other anchored vessel’s heading by radar.

The vessel comes to the decided position by the heading. At the same time Chief Officer comes to forecastle

with Bosun and OS to stand-by. Notice is also given to Engine Room so they are aware the ship is slowing

down to a suitable speed.

Dropping anchor

Forecastle team duties (I was there on 26.07.12)

Untie the windlass’s remote control panel cover and check everything is ok

Removed the sea protect cover, released the lashing, opened the stopper (took out the pin open it and use

pin, secured the stopper), switch clutch (gear)

Switched on the windlass and Chief Officer reported to that everything has been prepared

The Master decided which side the anchor will be dropped and gives the order to Chief Officer to lower the

anchor to the sea level.

Drop the anchor by weight then reports to the bridge

Bosun use the brake to hold the anchor

Bosun manually operates the windlass slowly put the anchor to the sea while the Chief reports. The OS

prepares the anchor ball while the bridge prepare the anchor lights

The forward team can’t leave the anchor station immediately. The Chief Officer will check the movement

of the anchor chain, make sure the anchor is holding the ship in position (not dragging) then report to the

bridge.

Bridge team duties

The uses the echo sounder to check the water’s Under Keel Clearance (UKC); when more than 2 cables

then drop anchor, first lower the anchor to the sea level by Windlass then drop the anchor by the anchor’s

gravity as the vessel goes astern.

gives order to Chief Officer on how many shackles drop by windlass (on deck or in the water), then Chief

Officer checks the mark on the anchor chain and reports to the bridge the progress along with the position.

At this time the give the order drop the anchor by weight, and tell the OOW (officer on watch).during drop

anchor. The boson always stops letting go anchor and check how many shackles in the water by see the

maker on the anchor chain at the interval of around half cable go down.

When the forecastle team operate the order, the Master also gives an order (to the OOW) to give slow speed

astern to help assist the anchoring operation (so the anchor does not pile)

The OOW fixes an accurate position on the large scale chart. This is the vessel’s anchor position

The anchor holds the ship at one position by 2 forces (anchor’s force +/ anchor chain force), according to the sea

condition the Master then decides how many cables should be drop more and give order to the Forecastle team

Officer on watch with: 3rd Officer (Rajendran, Paari Hasan)

Heaving up anchor – 21.9.12 (on the bridge under supervision of Captain) [page 3]

Remove the anchor force from the brake to the windlass, heave in anchor with the ship slow ahead. Open the

nozzles with the sea water to clean the anchor chain while OS cleaning chain with the fire hose.

Report to the bridge the accurate procedure. Use the brake to hold the anchor, clean the anchor operation place.

The precaution s to be observed by personnel:-

The people carrying out the anchoring operation must wear helmet, safety shoes, overall, face protection

(goggles, mask)

When we use the brake shift force, this must ensure the winch is ready to hold the anchor and the anchor

link in right position

When dropping the anchor or heaving up the anchor, everybody should keep clear of the anchor chain,

windlass and hawse pipe

If the anchoring operation is carried out at night then the upper deck and forecastle must sufficient

illuminate

Windlass operation must be operated by a competent person i.e. Bosun

Date: 29.08.12

Watch: 20:30 to 00:00 (03 hours, 30 minutes)

Vessel’s Position [Loaded Passage]

At - Gdansk

Shifting vessel (from Starboard to Portside alongside)

Gdansk shifting vessel in using the turning circle

When the vessel arrives or departures, our vessel needs the Pilot. When the Pilot is on board, the Chief Officer

and 2nd Officer are usually on standby at their mooring station. The bridge team, in this situation, consisted of

Captain and me. Attached is a breakdown of the commands given that taken day from the bell book [page 3].

It’s essential that the communication with the bridge during the operation is precise. Before the mooring

operation, bridge team, forward and aft teams establish and test the communication between each team by VHF

on channel 82.

Testing the Bow Thrusters

Before operating the bow thrusters, the engine room had to be notified (using the phone to call the Engine

Control Console on no. 22). After speaking to the on-duty engineer, they would give use on the bridge command

of the bow thrusters.

The pilot also established the communication with the port traffic centre and tug by VHF. Normally the tug‘s

operator speak the local language, if have need have intention of tug, the pilot speaks to the tug‘s operator and

then speaks to the Captain. The Captain repeats the tug’s request to the forward and aft.

Before mooring operation, the following equipment should be ready and tested:

Winches --checking the proper working of clutch, the changes of gear and their safety contacts, the brakes,

the proper working of the <heaving in >and <pay out> direction according to the control level

Mooring lines—mooring lines no damage

Heaving lines—including the monkey’s fist and rope, the rope should be no twist together and must in

clockwise or anticlockwise as a circle

Rat guard—the ropes that tie to the rat guard are in good condition

The fairlead and chock are in good condition

Messenger for the tug and the equipment for making fast the tug like the shackle, steel wire are ready

The procedure for connecting to a tug for un/ berthing:

Bridge informs the mooring station at which position the tug should be made fast, and uses the tug line or the

mooring line. The crew at the mooring station prepares the ropes for tug.

Mooring line as the towing line

The mooring station slack adequate length of the mooring line on deck

when the tug approaches, the tug gives the heaving line to our vessel through the chock or the fairleader

The crew connects the heaving line with our vessel’s mooring line, when finished; speak to the tug’s crew

then the tug starts to heave in the heaving line

Meanwhile the mooring station pays out the mooring line to the tug

Normally the mooring station slack enough mooring line in deck and secure the mooring line on the bollard as 8

at least five times [appendix 5.5]

Towing line from tug

The mooring station need to prepare the messenger rope and winches

When the tug approaches, give the messenger to the tug, wait for the crew on the tug to connect the

messenger and tug line

Put the another end of the messenger on the drum end ,only enough turns of the messenger should be used

on the warping drum end to heave in the towing line

Heaving in the messenger let the towing line on board and put the eye of the rope on the bollard

Officer on watch with: Captain (Bachvarov, Georgi Stanchev)

Dates: 14.09.12

Watch: 12:00 to 15:30 (03 hours, 50 minutes)

Vessel’s Position [Loaded Passage]

From – Rotterdam To – Port Tangier

Arriving under supervision of Captain

Contact between bridge, forward and aft stations was achieved by the portable VHF’s (5 in total) during

manoeuvring operation. Radio checks were carried out prior to manoeuvring. At all of the time actions taken

were be noted to the Master.

One hour before picking up the pilot, I would go through the pre-arrival checklist #2 [appendix 3.13] and

steering gear checklist # 8 [appendix 3.16]. The Pilot Card was fully completed and signed by both the Master

then the Pilot on completion.

The Pilot ladder would be prepared as per Pilot requirements. Sometimes Pilots require additional safety

measures and equipment (man ropes when embarking), vessel’s speed to be adjusted according to the

meteorological conditions.

After arriving on the bridge, the pilot asked the Captain how many tugs the ship will take. The pilot controlled

tugboats using portable VHF. The passage plan (including the contingency and abort scenarios) matched the

pilot’s intended route but if there were any significant differences, these differences would be discussed between

the Master and the Pilot and then reconciled accordingly. If significant changes were required, the passage plan

had to be updated immediately.

The pilot was advised of the ships particulars, manoeuvring characteristics and navigational situation.

The Master informed the Pilot about:

Position, heading, speed and helm at the point of handover

Vessels draught, trim and manoeuvring characteristics, including the ship’s behaviour when the engine is

run astern (transverse thrust)

Current traffic situation

Minimum required under keel clearance (UKC)

Maximum rudder angle

Power of windlasses and mooring winches

Maximal SBL (safe breaking load) of the ropes and bollards

Use and readiness of anchors, standby requirements

The Pilot informed the Master about:

Required support from the Bridge Team

Expected traffic situation

Turning basin and which side will be turn first

Expected minimum depths that may be encountered during the transit

Local conditions (current, winds, tidal streams) and forecast expected

Position in the terminal

Clearance between forward and aft vessel (using bollards when approaching the quay)

SBL (safe breaking load) of the tug lines

Power of tug boats i.e. 50

It was my duty to continue to monitor the ships position and progress and also the traffic situation. I was told

that if I had doubts as to the Pilot's apparent or intended action or ability, to immediately inform Master.

The Mooring teams:-

Forecastle - Chief Officer, Bosun, OS/1, OS/2

Poop Deck - 2nd Officer, AB 1, AB 2, 3rd

Officer (observing)

Examples of my duties from one hour notice to the finished with engine are on page 3.

The following communications and actions would be carried out before, during and after mooring operation:

All deck hands would be standing by 45 minutes before manoeuvring

Check of the backup communication system would be done between bridge and forecastle, poop deck

and engine room

After boarding of the Pilot, I reported to the bridge “Pilot on board” and whether Pilot ladder to be

secured or not

When the mooring stations were prepared for arrival, Chief Officer and 2nd

Officer would report “all

deck hands are on standby for manoeuvring”.

Chief Officer would report to the bridge: “anchor is unlashed and ready to be dropped in case of an

emergency”

Master informs forward and aft how the ship will turn

During turning of the vessel Chief Officer and 2nd

Officer report clearance from the obstacles

Chief Officer would report i.e. “bow is passing the corner of the terminal”

Chief Officer would report when bow is passing close to the marker on the berth

When ship is finished approaching, the Master would report which lines first i.e. “springs first”. First

lines ashore in this case were spring sent by heaving line

When in position Chief Officer and 2nd

Officer would report “sending down springs” and “ropes in the

water”. I was told that the bow thrusters and propeller must not be used when the ropes are in water

because they could be sucked into propeller

After both Chief Officer and 2nd

Officer report “springs tight” the Master would then give order “send

out the head and stern lines”

Chief Officer and 2nd

Officer replay ”sending out the head and stern lines”

After all lines are tight, forward and aft team leaders report ”all lines made fast“ then the Master

replays “all ropes to be secured by brake”

After rat guards are posted, they would announce “forward and aft finished”

Officer on watch with: Captain (Bachvarov, Georgi Stanchev)

Date: 08.08.13

Watch: 12:00 to 16:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Oakland To – Nakhodka

Later that night, a lot of trawlers

Great circle sailing

Charts used 1801, 2293

When I came onto watch, there were trawlers around the vessel. After making some alteration of our course to

avoid collision, the 2nd

Officer tasked me with finding the following:

Distance (from beginning of the great circle sailing to the end)

Initial course to set off (after ~200NM from USA)

Calculation

Initial position is 39° 50.5’N, 130° 00.0’W Final position 51° 09.0’N, 160° 00.0’E

PA = 90° - Latitude A = 90° - 39° 50.5’ = 50° 09.5’

PB = 90° - Latitude B = 90° - 51° 09.0’ = 38° 51.0’

Distance

AB = cos-1

([sin PA x sin PB x cos P1] + [cos PA x cos PB])

AB = cos-1

([sin 50° 09.5’ x sin 38° 51.0’ x cos 70°] + [cos 50° 09.5’ x cos 38° 51.0’])

AB = 48.41909125° (so x by 60) = 2905.1 NM (passage plan = 2923.4 NM)

Initial Course

Using formula

A = cos-1

(cos PB – [cos PA x cos AB] / [sin PA x sin AB])

A = cos-1

(cos 38° 51.0’ – [cos 50° 09.5’ x cos 48° 25.1’] / [sin 50° 09.5’ x sin 48° 25.1’])

A = N52°W Course= 308°T (passage plan went 312°T)

Using A, B, C

A = tan Latitude A/ tan d.long (P1) = tan 39° 50.5’/ tan 70° = 0.3682592294 N

B = tan Latitude B/ sin d.long (P1) = tan 51° 09.0’/ sin 70° = 1.163624505 N

C = 1.531883734

Course = tan-1

(1/ [c x cos Latitude A]) = tan-1

(1/ [1.531883734 x cos 39° 50.5’]) = N 43.2° W

Course = 313°T

Before leaving Oakland, 2nd

Officer transferred GC track to Mercator charts as a series of short rhumb lines

(selecting meridians with a d. long of 5° to 10° (G1 to G11).

Officer on watch with: 2nd Officer (Lopukhin, Vladyslav)

Date: 11.08.13

Watch: 12:00 to 16:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Nadhodka To – Busan

View from the bridge wing

Used Chart 2293 throughout the watch.

At 1340 we got a call from first engineer saying there was an oil spill (real) in the engine room.

I changed to hand steering on a course of 296° until 1510 when we received a call saying they managed to

contain the spill. I switched back to Remote Control (RC) mode, monitoring it for a while.

Later I found out the engine cadet got something in his eye, which 2nd

Officer treated immediately.

The 2nd

Officer Asked me to read the GMDSS log information pages and write a summary of how to fill in the

GMDSS logbook.

Keep a log of all communications - listing the station, frequency and summary of the message

Before I began this task of keeping a communications log, I consulted the beginning of the GMDSS radio

logbook. From that I found out that:

This logbook should be in accordance with the regulations of the merchant shipping. A radio log must be carried

on board Hyundai Hongkong. It should be retained on the navigational bridge convenient to the radio

installation. It must be available for inspection by people authorised or a representative of an authorised

administration.

From reading the first few pages of the GMDSS log, I have a deeper understand on how to:

Complete the log

Keep the log

Inspect the log

Dispose the log

Perform equipment tests and reserve energy checks

Completion of the GMDSS log

Section A

Enter required particulars of the vessel and details of radio certification

Enter the methods of ensuring the availability of the radio equipment, including details of the service

company or companies if shore-based maintenance is the chosen means

Section B

Enter the details of the qualified personnel on board. Indicated by the Captain, the designated qualified crew

have primary responsibility for the radio communications in the event of a distress incident

Section C

Comprises of a diary report of the operation of the radio installation. Entries in this part of the log are to be

prepared in duplicates. The summary column includes:

Summary of communications related to distress, urgency and safety traffic. When logging this information

you must include dates, times, vessel details and the vessels position

A record of important incidents connected with the radio service like:

o A breakdown or serious malfunction of the equipment

o A breakdown of communications with coast stations, coast earth stations or satellites

o Adverse propagation conditions e.g. atmosphere noise, general interference, etc.

o Serious breach of radio procedures by other stations

o Any significant incidents concerning the exchange of commercial traffic such as disagreements over

charges, the non-receipt of message, etc.

The position of the vessel at least once a day. The position may be given to a geographical point, if

appropriate, as an alternative to its latitude and longitude

Details of checks and tests carried out

Keeping of the Log

The Captain must nominate someone qualified in the equipment, which is 2nd

Officer in Zodiac. They must

maintain the log and carry out the appropriate checks and tests required by the regulations.

Distress communications received by Navtex, Enhanced Group Calling, Narrow Band Direct Printing and

Satellite should be logged and filled at the rear of the log in date order

Weather/Navigational warnings do need to be logged but their receipt must be noted in the log

Daily Weekly and Monthly checks carried out on the equipment need to be logged. The name and number of the

station and its frequency must be logged in.

If there are any faults with the equipment, the Captain must be informed. The details of the problem must be

logged.

Inspection of the Log

Each day the logbook must be inspected and signed by the Captain.

Disposal of the Log

The carbon copy duplicates must be removed and fastened together in the correct order to form the record of the

operation of the radio. They must then be disposed of in a manner directed by the Zodiac. In our case, the

carbon copy log was kept on board the vessel and the originals were sent back to Zodiac.

Officer on watch with: 2nd Officer (Lopukhin, Vladyslav)

Date: 16.08.13

Watch: 12:00 to 16:00 (04 hours, 00 minutes)

Vessel’s Position [Ballast Passage]

From – Kwangyang To – Busan

We used the Chart 127 throughout the watch.

2nd

Officer asked me about ways in which to acquire target, where I talked about ARPA and also if ARPA was

not working to plot the vessel(s) on a radar plotting sheet. There are two methods of target acquisition - manual

and automatic. Both methods can be used at the same time.

Automatic target acquisition

The ARPA can acquire up to 50 targets. A target just acquired automatically is marked with a broken square and

a vector appears about one minute after acquisition indicating the target’s motion trend. Three minutes after

acquisition, the initial tracking stage is finished and the target becomes ready for stable tracking.

It’s important to adjust the controls (SEA) and (GAIN) properly in the automatic target acquisition mode to

minimise the effect of sea clutter.

If untracked targets enter the guard zone (GZ) when the maximum number of targets (50 targets) is already

being tracked, targets with lower levels of danger will be cancelled and replaced.

Setting auto acquisition areas guard zones (GZ)

Click GZ1 or GZ2 on the screen. Set the limits of guard zones. Automatic target acquisition will start. The

target acquired will be marked with “No” its target ID No, which will move with the target. Its vector will

appear within one minute.

When the Target ID No. display is set to OFF, any acquired target will not be given a target ID No.

If the RADAR is set to ACQ AUTO mode, the targets within a guard zone will be acquired automatically. The

guard zone can be set arbitrarily. If a guard zone is not set, a guard zone of 3 NM and +-45° in the direction of

our own vessel will be set. (Guard Zone 1: Heading direction, Guard Zone 2: Stern direction).

Features such as guard zones and target acquisition footprints are commonly used for automatic acquisition of

ARPA targets. Such features should always be used with caution, especially in sea areas where radar

inconspicuous targets can be expected.

Manual acquisition (ACQ MANUAL)

If the maximum number of targets (50) is already acquired, then new targets cannot be acquired. To do so,

cancel any current targets that are not required.

The acquired target will be marked with “No“. A vector and ID No. appears in about 1 minute after acquisition

indicating the target’s motion trend. To use the manual acquisition mode only without the automatic mode on

concurrently, press (ACQ AUTO) to turn Automatic Acquisition OFF.

Officer on watch with: 2nd Officer (Lopukhin, Vladyslav)

Date: 25.08.12

Watch: 20:00 to 00:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Rotterdam To – Bremerhaven

Lights from radar mast

Chart 1633 – North Sea Friesland junction and GW/ EMS to Vieland and Borkum

Plotted position every 20mins as we were close to the coast.

2130 – Heavy rain occurred so we switched to S-band for more visibility (maximum was 4 NM)

2230 – Changed chart 1635 – Borkum to Neuwerk and Helgoland – scale 1:150000

2320 – Altered to 5° to port from the passage plan as 15m depth close by which is close to our draught

2340 – After walking outside onto the bridge wing, I noticed the navigation lights stopped working so I

mentioned to the 3rd

Officer to phone the electrician.

There was no alarm, but we would have cancel the alarm after switching to back up but nothing happened

The electrician inspected the navigational lights then looked at the circuit board to see what had

malfunctioned

Eventually found out it was a fused that blew so no need to repair the actual light. Because the situation was

resolved immediately, the Master was not informed until the following day. The repairs were checked during

daylight hours.

Officer on watch with: 3rd Officer (Rajendran, Paari Hasan)

Date: 27.08.13

Watch: 04:00 to 08:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From - Yantian To – Yangshan

Tanker we were overtaking Tanker after overtaking

Used charts 2412, 1199 when approaching anchorage.

When on watch, we at the same speed as the tanker on the pictures above but they slowed down and we passed

them 30 minutes after.

While this situation was happening, I learned some extra charts and list symbols i.e. cables to avoid anchoring

from Chart 5011.

Before arriving at anchorage, I was shown the ECDIS and RADAR and how to monitor if the vessel was

dragging its anchor and how to create a guard zone so to create an alarm if vessel goes outside.

Setting auto acquisition areas guard zones (GZ)

Click GZ1 or GZ2 on the screen. Set the limits of guard zones. Automatic target acquisition will start. The

target acquired will be marked with “No” its target ID No, which will move with the target. Its vector will

appear within one minute.

When the Target ID No. display is set to OFF, any acquired target will not be given a target ID No.

If the RADAR is set to ACQ AUTO mode, the targets within a guard zone will be acquired automatically. If a

guard zone is not set, a guard zone of 3 NM and +-45° in the direction of our vessel will be set. (Guard Zone 1:

Heading direction, Guard Zone 2: Sternward direction).

Features such as guard zones and target acquisition footprints are commonly used for automatic acquisition of

ARPA targets. Such features should always be used with caution, especially in sea areas where radar

inconspicuous targets can be expected.

When both automatic and manual acquisition modes are used concurrently, important targets should be acquired

manually, and the rest should be acquired automatically. If new targets enter the zone and they exceed the

maximum number of targets that can be acquired, manual targets will continue to be displayed until they leave

the guard zone, but automatically acquired targets will be cancelled according to their degree of importance.

Limitations:

The maximum numbers of targets are 50

If acquisition fails the target symbol blinks and disappears shortly (alarm appears)

Automatic methods can acquire false echo

Limitation of range: for successful acquisition, the target to be acquired should be within 32 NM from our

vessel and not obscured by sea or rain clutter

The effect on radar detection of the sea state, weather and other sources of interference

The possibility that small vessels, ice and other floating objects may not be detected by radar at an adequate

range

Radar can lose the target with bad echo signal (small target or too much distance)

To cancel acquisition of individual target chooses the cursor (Cancel) place it on a target and press left button.

To cancel acquisition of all targets press and hold the CANCEL more than 3 seconds.

Officer on watch with: Chief Officer (Ivanov, Zhelyu Todorov)

Date: 03.09.13

Watch: 04:00 to 08:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Busan To – Tacoma

Not possible to do a gyro error using the sun

Throughout watch we used chart 4522.

After changing over watch with the 2nd

Officer, I wanted to work out sunrise for our location so I could take an

amplitude reading at that time (LT) then convert it to UT using the chronometer along with applying the error to

it

Calculating sunrise

DR latitude (entered into the Almanac) 48°22.2’N

GR meridian for sunrise = 0519 (on the 3rd

)

L/T (from our longitude) = - 1032

Observer (UT) = 1847 (2nd

June)

Clock on board = +12hrs

Sunrise at our location = 0647

After calculating the approximate sunrise using DR position, it was not possible as the sky was overcast so not

possible to do a gyro error using either the portside or starboard side repeater. I checked and compared

compasses until later I managed to take an accurate sextant altitude of the sun and do a sight.

Officer on watch with: Chief Officer (Ivanov, Zhelyu Todorov)

Date: 24.09.12

Watch: 00:40 to 04:20 (03 hours, 40 minutes)

Vessel’s Position [Loaded Passage in the Red Sea]

From – Port Tangier To – Singapore

High Risk Area Transit - Gulf of Aden

On watch chart 158 was utilised.

There are posters with our designated person ashore (Mr. Paul Shields). One of his duties is ensuring the

implementation and maintenance of the system ashore and on board all ships and providing a link between

senior management (Chairman/ CEO/ General Director) and those on board.

Zodiac use ‘Protection Vessels International Ltd’ (PVI) when going through high risk areas. Teams vary from 3

men teams to 4. When entering the high risk areas the first time, the changing weather conditions due to the

monsoon season made it hard to visually detect large vessels never mind skiffs. The sea state was always above

Beaufort Scale 3, so it luckily made it difficult for the pirates to operate their skiffs. While I was on the bridge

wing, the Officer always maintained a careful radar watch along with visual checks frequently.

Bab al-Mandeb (before entering this area I read BMP4)

When going through Bab al-Mandeb, an extra lookout was put on the poop deck for the first two PVI teams, as

this was considered a major blind spot [appendix 3.19].

Aft blind sport (~1.1NM)

Luckily our freeboard is not as low as other vessels i.e. tankers, but this was still taken into account when on

watch. We know that having a large freeboard is not enough to deter a pirate attack so we also had fire hoses set

up from bay 78 to 82, along with razor wire.

Things the crew and I did prior to entering high risk areas included:-

Denying the use of any lights at night time

Closing off access routes i.e. watertight doors

Providing security drills (including citadel drills on 1.7.12, 10.8.12, 24.9.12)

Switching the AIS off to avoid additional attention that could be used against us

Recommendations by the PVI teams that were given

The PVI team produced a report about our vessel’s transit on how to make our vessel better protected.

Recommendations:

Fabricated metal plates on both the port and starboard wings in the event of an attack

Metal plates installed and ready the day before the 2

nd PVI team boarded

Disciplining the crew for not listen to the Captain and PVI’s requests which compromised the safety of the

ship i.e. by not contacting the bridge before going outside on deck

Upper deck (port side) usually open, between 0800 to 1700 if not checked (can see door open)

Officers on watch with: 2nd Officer (Ganev, Zhivko)

Date: 02.02.14

Watch: 04:00 to 08:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Port Said To – Colombo

Pilotage through the Suez Canal

Mandatory Suez Canal light

Before entering the Suez Canal, the electrician had to come on board to check the Suez light. The pilot gave

most orders in RPMs instead of Telegraph commands i.e. dead slow ahead. The Chief Officer showed me the

Chart Plotter and how to use it.

If there is an emergency situation at anchorage, the Master has to give the order “let go everything” the Bosun

will go to the Bosun store to operate the quick release equipment.

The Master is the commander of the vessel, responsible for the vessel’s safety. When the pilot is on board, if

there is sufficient evidence to show the pilot is not suitable for navigation, the Master has the responsibility to

change the pilot.

The pilot also usually requires gyro error, which we calculate at least once per day [appendix 3.7].

The pilot gave me the order for the telegraph and bow thrusters while the helmsman was hand steering. The

Master was monitoring all progress.

Duties of the OOW i.e. 3rd

Officer during pilotage (reference to the Standing Instructions)

Maintain bell book by clear entries

Operate the telegraph and bow thrusters as may be required and ensure engine direction and revolutions

match the indicated order

Relay orders to the helmsman and check the helmsman (course is correct)

Check pilot dis/ embarkation ladder (escort as required) if leaving soon

Ensure appropriate flags are displayed

Officer on watch with during pilotage: Chief Officer (Budnyayev, Andriy)

Date: 20.02.14 – 21.02.14

Watch: 20:00 to 01:42 (05 hours, 42 minutes)

Vessel’s Position [Loaded Passage]

From – Singapore To – Vung Tau

Small fishing vessels passing close to the vessel while approaching

While approaching the port, I heard 1 prolonged blast (rule 34) which the 2nd

Officer later asked me but for

some reason started talking about fog signals which is not correct.

The 3rd

Officer was asking me about interactions that occur in shallow water. Whenever a vessel is manoeuvring

in shallow water or two vessels are passing close to each other, there is a possibility of interaction.

Interaction in shallow water

This is usually referred to as squat and occurs when the depth of water in relation to the draught of the vessel is

small. The indicators of squat are:

Decrease in under keel clearance (UKC)

Change in trim

Poor response to rudder

Decrease in speed

Increase in vibration

Decrease in RPM of main engines

Increase in bow and stern waves

Mud/ sand stirred up to surface

The main danger when squat is experienced is that the vessel may respond very slowly to alterations of course

but may also sheer unexpectedly. This is especially dangerous in a narrow channel or when passing another

vessel.

Whenever squat is likely, speed must be reduced. Passing distances from other vessels must also be as large as

possible bearing in mind the width of the channel.

Unexpected sheers are also possible when the depth of water in a narrow channel or river is less on one side than

the other. Pressure will build up on the shallower side and this may cause a sudden swinging effect on the

vessel’s bow, away from the shallower side.

Officer on watch with: 3rd Officer (Aus, Kristjan)

Date: 07.04.14

Watch: 08:00 to 16:00 (08 hours, 00 minutes)

From – Anchorage To – HUD Dry Dock

Arriving at Dry dock

Between 0800 and 1000 – we prepared the bridge to leave anchorage. At 1030 we finished picking up the

anchor and proceeded to HUD Dry Dock.

Before this was arranged, the HUD authorities asked for our vessel to be trimmed by the stern because:

The vessel will handle better

The declivity of the dock bottom is compatible with the trim angle

The ‘Sole Piece’ is an aft strength member and will be the first part of the vessels structure to make contact

with the blocks

3rd

Officer and I checked the following documents were ready:

Dry dock plan

Shell expansion plan

General arrangement plan

Chief Officer’s work done list

Plug plan

Firefighting arrangement

Tank arrangement

Stability information

Vessel’s general particulars

Rigging plan

Certificates for the surveys planned

No need for a cargo plan as we were not docking with cargo on board.

When approaching the Traffic Separation Scheme, we seen the Maersk vessel that was having trouble with their

engine (their status on the AIS was Not Under Command).

When I went to pick up the Dock Master, there was confusion because I asked the OS is this the Dock Master

and he replied no. Luckily after a few seconds I asked him personally then we proceeded to the Bridge, while

the other members of his team went to the mooring stations.

Entering dry dock

The value of trim and the metacentric height (GM) in the afloat condition

1. When a vessel enters dry dock, it should be in a stable equilibrium (upright and trimmed slightly by the

stern)

2. Once inside the dry dock, pumping out commences and the water level in the dock drops gradually

3. As the vessel is trimmed slightly by the astern, the astern will take the blocks first and the forward end can

be adjusted in order to align the vessel correctly over the keel blocks and preventing it from capsizing

4. After the astern has taken the blocks, part of the vessel’s weight gets transferred to the blocks. This is

equivalent to the discharge of weight from the astern, both the KG and LCG of the discharged weight is 0.

This results in:

a. Decrease in the hydrostatic draught

b. Decrease in the trim by the astern

c. Virtual rise of center of gravity of the vessel and virtual loss of GM

5. The value of weight at the astern frames increases as the water level drops and the vessel suffers steadily

increasing virtual loss of GM.

Therefore it is very important that the vessel has positive stability until the vessel has taken the blocks overall.

Officer on watch with: Captain (Kulkarni, Uday Dattatray) and 3rd Officer (Aus, Kristjan)

Bell book entry when arriving

Date: 18.04.14

Watch: 08:00 to 12:00 (04 hours, 00 minutes)

From – HUD Dry Dock To – Hong Kong

Departing Dry dock

Prior to departing dry dock, the following documents that need to be signed are:

The Dock Master would present the ‘Authority to flood’ certificate, signed by Chief Officer. The Chief

Officer did not sign this until 3rd

and 2nd

Officer checked all bottom plugs were replaced and that all

personnel were clear from the dock floor.

Officer on watch with: Captain (Kulkarni, Uday Dattatray) and 3rd Officer (Aus, Kristjan)

Bell book entry when departing dry dock

Date: 13.05.14

Watch: 16:00 to 20:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Brisbane To – Kaohsiung

Plane sailing calculation

When on watch, Chief Officer asked me how long it would take until we reach a particular waypoint.

He pointed out I was not to use the passage plan for distance to go or time to go from the GPS, but use a form of

sailing calculation.

I decided to use plane sailing formula (working below):

Our course was 350° at 13.3knts. Position (16°37.7’S, 153°06.1’E) and the WP 283 (11°18.2’S 152°06.2’E)

Calculate the distance

diagram

Distance = d’lat/ cos course = 5°19’/ cos 350° = 325NM (the passage plan said it was 325.2NM between each)

Calculate the time

Time = distance/ speed = 325/ 13.3 = 24hrs 26mins

So Estimated time of arrival = 1700hrs (current time) + 24hrs 26mins = 1726 (14.05.14)

I later checked with the GPS logbook and found out we arrived at 1530 (altering course to 006°) as our vessel’s

speed increased.

GPS logbook copy

Officer on watch with: Chief Officer (Mihalcea, Catalin Daniel)

Date: 19.05.14

Watch: 16:00 to 20:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Brisbane To – Kaohsiung

When I came on watch, I decided to make an evening twilight star sight plan (below). Using the navigation

triangle I worked out our course over ground (COG) of 318°T at speed over ground (SOG) of 14.7kts.

I worked out rough position for the LT of evening twilight = 08° 54.0’N, 132° 05.0’E

GR sunset (0°) civil (6°) nautical (12°)

From almanac (with ~ Latitude) 1813 1835 1902

LT (-) because longitude is E 0848 0848 0848

Observer (UT) 0925 094710

1014

Zone (+) 10 10 10

LT (on board) 1725 1747 1814

The best time for observation is between sunset and civil = 3° and between civil and nautical = 9°.

(After interpolation)

1736 1801

When 3rd

Officer came up to relieve Chief Officer for dinner, we checked the stars and planets visible that were

at a good altitude (after working out the adjustable errors of the sextant as someone had used it prior to us). I

sighted the following:

Sirius (17:46:45) with a Sextant (SA) 30° 45.2’

Pollux (17:50:25) with a SA 43° 06.4’

Mars (17:48:30) with a SA 55°47.2’

Officer on watch with: Chief Officer (Mihalcea, Catalin Daniel)

10

Use to calculate the LHA of Aries at civil twilight

Date: 22.05.14

Watch: 16:00 to 20:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Kaohsiung To – Yantian

1800(relative) 1838 (relative)

After sight planning, I realised a close quarters situation approaching. Because Chief Officer allowed me to be

the Officer in charge (under his supervision), he was surprised when I asked for his advice.

I realised the above situation arising before it even happened. I pointed this out to Chief Officer who said it’ll be

okay but when the situation became apparent things changed. I suggested making an alteration to starboard well

in advance but was told it was too early to make a decision.

We were heading on a course of 324° (T) which after about 30minutes was changed to starboard to make 340°

(T) to allow the situation to diminish, which it did. No other situations on this watch caused concern and I was

immediately back in command after the vessels were clear.

Officer on watch with: Chief Officer (Mihalcea, Catalin Daniel)

Date: 28.05.14

Watch: 16:00 to 20:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Kaohsiung To – Yantian

Near miss with a fishing vessel

When coming on watch, Captain nearly collided with fishing vessel

Immediately when I came on watch, Chief Officer ordered the AB to switched to hand steering. Because the

situation needed immediate action, Chief Officer realised the AB was farther away so took control himself and

moved the vessel hard to starboard. What had happened was the Captain was conning because 2nd

Officer was

filling in some e-log as we came on watch.

After the situation was resolved and explained, the Captain was still oblivious to what had happened. He was

not prepared to admit his mistake when Chief Officer confronted him, not learning from the incident which

would have helped him work out a way to avoid repeating it in future.

The Chief Officer asked me to write about human error and ways in which to avoid (in relation to navigational

watch).

Response to Human error

The officers in charge of the navigational watch must remember that the vessel is moving and needs to be

controlled with respect to navigation and collision avoidance. Typical errors and faults can arise through the

following omissions:

Failure to complete a task when required i.e. 2nd

Officer taking 3hrs to complete noon report

Ignorance of the vessel's dimensions and behaviour

Undetected difference between intended track and track made good

Not monitoring manual or auto helm, ruder indicators, compasses and course recorders

Not monitoring engine controls or indicators

Unresolved difference between Speed Over Ground (SOG) and RPM

Measuring by single technique

Unresolved cross-track error

Not monitoring visibility (not briefing the lookout if any are there)

Not searching visually (relying solely on the radar)

Not taking compass bearing

Not making a radar /ARPA/ plot

Making decisions on inadequate knowledge of target behaviour (scanty information)

Not displaying lights or sounding signals

Wrongly applying the COLREGs

Omitting to inspect the vessel especially after leaving port

Omitting to monitor the location and working of the crew especially important when in high risk areas

Mistaking the correct identification of a light, landmark or navigational aid visually, on radar or on the chart

Task: B02.3

How to avoid errors

Plan ahead and know what to expect (come onto watch, look at the chart)

Develop safe routines and habits to ensure most safe practices are covered under normal operations, whilst

leaving time and energy to solve difficult problem(s)

Check and monitor others

Apply self-checking habits to all activities on the bridge:

o Check equipment is working after first results have been obtained

o Formulate approximate results before working out detailed calculations (to save time)

o Plan ahead - estimate, at the time of taking over the watch, the position in which the vessel will be at the

end of the watch (use the chart[s])

o Check the distance between fixes to verity that the speed is as expected

o Check a parallel index with a position fix or CPA to a buoy

o Do not rely on one method of fixing when additional methods are available

o Use check list(s)

I have always started each watch by adopting the above principles and more. I do not become too preoccupied

with a particular instrument, particularly radar by maintaining an outward vision and situational awareness.

Officer on watch with: Chief Officer (Mihalcea, Catalin Daniel)

Date: 30.06.14

Watch: 11:30 to 15:30 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Hong Kong To – Yantian

When drifting while waiting on the pilot, I knew which berth we would arrive at so I planned what 3 objects I

would choose roughly before arriving at the port.

While waiting, the 2nd

Officer explained the Pilot boarding procedures

To call for pilot, the ship contacts the pilot station by radiotelephone, VHF station must be on the channel which

determine according with Admiralty List of Radio Signals – “Pilot services, vessel traffic services and port

operations” beforehand or hoist the signal flag ‘Golf’ which means I require a pilot or two long one short blast

by ship whistle or flashing light according to International Code of Signals, when vessels approach the pilot

station. Also before boarding pilot specifies which side s/he wants the ladder to be lowered on.

3 objects: No.6 (Fl.R4s), Cheung Pai Tau (Q.R), No.1 (Fl[2]R.6s)

Earlier that day I fixed the adjustable errors so no index error remained. The sextant had no adjustable errors.

Using Horizontal Sextant Angles (HSA) – Officer on watch was Cardozo, Villy (3rd

Officer)

I measured the following HSA from our vessel, Hyundai Oakland when we were alongside at Yantian (1536).

No.6 (Fl.R4s) 30° 44.6’/ 30.7° Cheung Pai Tau (Q.R) 26° 32.0’/ 26.5° No.1 (Fl[2]R.6s)

After working out HSA:

No.6 to Cheung Pai Tau angle = 90° – 30.7° = 59.3°

Cheung Pai Tau to No.1 angle = 90° – 26.5° = 63.5°

Berthed at Yantian at ~2000 (30.6.14)

The position marked by the chart plotter later at 2000 was slightly different than the calculated version.

Also using Cheung Pai Tau (Q.R) I worked out our distance from the light using Vertical Sextant Angle

Distance = height of the object/ tan angle = 3m/ tan 0°04.4’

= 1NM and 4 cables (this matched with the position we were at on the chart plotter)

Officer on watch with: 3rd Officer (Cardozo, Villy) and 2nd Officer (Ai, Shi Hu)

Date: 11.07.14

Watch: 11:50 to 16:00 (04 hours, 10 minutes)

Vessel’s Position [Loaded Passage]

From – Yantian To – Melbourne

Vessel underway and making way

Course - 185°, speed – 20.9 knots

I came up before noon as I wanted to calculate the meridian passage (MP) before it happened so I could work

out our latitude. After doing my daily tests, I checked the sextant for errors then proceeded to calculate our

vessel’s latitude and longitude by doing a sun sight.

Sun Sight calculation

Sextant Altitude = 35° 28.0’ Index Error = Nil

Observed Altitude = 35° 28.0’ Dip = - 11.0’ (height of eye = 49.936 – 10.41 = 39.526m)

Apparent Altitude = 35° 17.0’ Total Correction = +14.8’

True Altitude = 35° 31.8’ TZD = 54° 28.2’

Chronometer – 03:10:16 (ship 10hrs +) Error – 00:25 (fast)

UT – 03:09:51

GHA (3hr) 223° 38.0’ LHA 020° 02.4’

Increment (9m 51s) 2° 27.8’

GHA = 226° 05.8’

CZD = cos-1

([cos LHA x cos Lat x cos Dec] – [sin Lat x sin Dec])

CZD = cos-1

([cos 020° 02.4’ x cos 28° 47.7’ x cos 22° 15.0’] – [sin 28° 47.7’ x sin 22° 15.0’])

CZD = 54° 34.0’

Intercept = 54° 34.0’ - 54° 28.2’ = 00° 05.8’/ 5.8 NM towards

A = tan 28° 47.7’ / tan 020° 02.4’ = 1.506700382 N

B = tan 22° 15.0’/ sin 020° 02.4’ = 1.19418774 N

C = 2.7008881222 N

Azimuth = tan-1

(1/ [2.7008881222 x cos 28° 47.7’]) = N 22.9° W

Bearing = 360° - 22.9° = 337° (T)

D’lat = distance x cos course = 5.8’ x cos 22.9° = 5.4’ N

ITP Lat = 28° 47.7’ S – 5.4’ = 28° 42.3’S

Dep = tan co. x d’lat = tan 22.9° x 5.4’ = 2.2’

D’long = Dep/ cos mean Lat = 2.2’ / ([28° 47.7’ + 28° 42.3’]/ 2) = 2.5’ W

ITP Long = 153° 57.6’E – 2.5’ = 153° 55.1’E

Officer on watch with: 2nd Officer (Ai, Shi Hu)

Date: 21.07.14

Watch: 00:00 to 04:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Brisbane To – Kaohsiung

2nd

Officer calculating before asking me to

Calculating the knots needed to make it to Kaohsiung

UT 1400 (20.7.14) +10hrs (zone)

UT 0000 (1.8.14) +8hrs (zone)

11 days 10hrs = 274hrs

3578.8 NM (DTG calculated at midnight LT)

S= D/ T = 3578.8/ 274

= 13.1 knots

When looking at the RPM sheet, 13.1knots would need 46 rpm but probably require less as current was with us

(after referring to the routeing chart for this month.

After calculating the knots needed, we did not implement them as they would be done in the morning on 3rd

Officer’s watch (0800 to 1200). Anything less than

I did a gyro error using the star Acrux (starboard side repeater), luckily before the clouds covered the sky.

Officer on watch with: 2nd Officer (Ai, Shi Hu)

Date: 23.07.14

Watch: 12:00 to 16:00 (04 hours, 00 minutes)

Vessel’s Position [Loaded Passage]

From – Brisbane To – Kaohsiung

Head on situation

Vessel approaching (relative) Checked the chart to make sure all was clear

When coming onto watch I decided to fill in the radar log book for the X-band [appendix 3.14] of the vessel

called Innovator.

I soon realised I was under obligation to alter my course to starboard, as I was the give way vessel. Because I

was also overtaking a vessel, I knew I had plenty of time to allow the vessel to pass by before altering back to

my original course to overtake the other vessel ‘Innovator’.

Innovator (Vessel being overtaken)

Altered 5° to starboard then when the vessel was abeam, altered 5° to port to get back on course

Officer on watch with: 2nd Officer (Ai, Shi Hu)

Section 4 – Ship Operations

Subject Task

Relieve and handover deck watch, both alongside and at anchor B13.1 and B21.2

Assist in dealing with provisions B13.2

Assist in taking on fresh water B13.4

Assist in bunkering operations B13.5

Preparing operations B13.6

Working safely on a Container vessel B13.7

Cargo operations on a Container vessel B14.3

Relieve and handover a deck watch B14.1 and B22.3

Safe Working Operations B14.2

Weather and watertight arrangement A01.1

Ballast Passage A01.2

Taking soundings/ ullages of bilges and tanks B13.3

How senior officer determines certain stability calculations A01.3

Vessel’s stability plans A01.4

Date: 30.09.12 Task no: B13.1 and B21.2

Relieve and handover deck watch alongside

Anti-heel control system on the Hyundai Oakland [appendix 4.4]

Taking over a watch when alongside

When taking over a watch when moored, the following factors have to be taken into account

Chief Officer’s and Master’s Standing Orders read and clearly understood

Special instructions or orders appertaining to actual cargo and port operations been read

and clearly understood [appendix 4.1 and 4.2]

Moorings properly tended and the ship’s position maintained alongside and in position

Has ship to shore access been properly rigged

Deck and hold lightings sufficient

Are only authorised personnel allowed on board

Frequent draught checks made to ensure that cargo operations are followed with the

planned loading/ discharging program

All pertinent information such as cargo handling times, damage to cargo, stowage

information and prevailing weather conditions recorded in the port log book

Safety procedures closely followed and securing equipment sufficient [appendix 5.9]

Cargo plan, loading/ discharging sequences and any other cargo requirement checked

and clearly understood

Authorised shore personnel introduced to handing over duty officer (stevedore

manager)

Ballast operation monitored with frequent checks of tank soundings by OS

Fresh water supply operation monitored with frequent checks of tank sounding

Watch keeping crew informed as per port and cargo requirements

Crew ashore been recorded

‘Shore leave Expire’ notice board posted (usually 6hrs before departure)

Abnormal occurrences

Gear box location

Date: 13.08.13 Task no: B13.2

At – Rotterdam

Assist in dealing with provisions

Before loading provisions (making sure the area is clean)

On all vessels we collected provisions a couple of times for each vessel (usually Rotterdam, Singapore and Hon

g Kong).

Before arriving in certain ports

A victualing committee checks the provisions before the Master orders provisions

the crane’s SWL is tested when possible

Tested in dry dock (Hyundai Oakland) on the 15.04.14 of 15tonnes

Crane operation during

Crane hand signals used during the operations (usually using the Monorail crane) – Poster in Tally Office

These hand signals are crucial between the Bosun (usually operating the winch) and the other crew helping.

After provisions had arrived

The Cook and the Master would check the produce and reject if they found it not suitable.

Officer with: Captain (Nikolov, Georgi Aleksandrov)

Date: 02.09.12 Task no: B13.4

Assist in taking on fresh water

Fresh water tank next to cargo hold no. 7

Before taking in more fresh water, the tanks should be emptied frequently and cleaned because even water can h

old bacteria.

Fresh Water Generator (FWG)

Vessel Tonnes/ day

Hyundai Hongkong 201.9 FWT (P) and 201.9 DWT (S) = 403.8 tonnes

Hyundai Oakland 195 FWT (P) and 195 DWT (S) = 390 tonnes

The FWG consists of an evaporating chamber, condensing chamber, distillate pump, salinity indicator, brine/ air

ejector and other accessories.

Ejector pump supplies the sea water (taking out the brine and air)

The FWG produces the rated capacity of fresh water even when the main engine is running at NCR. The salinity

of the distillate shall not to exceed 10ppm (monitored by a salinity control unit).

If at any point, somebody senses an excess salt content, the fresh water outflow is automatically diverted to the b

ilge or returned to the evaporating chamber by a dump valve.

When at lay-up we only generated a small amount per day of about 12 tonnes.

Officer with: Chief Officer (Malevskyi, Oleksandr)

Date: 09.08.13 to 10.08.13 Task no: B13.5

Vessel’s Position [Loaded Passage]

From – Oakland To - Busan

Assist in bunkering operations

Bunkering in Nadhodka, Russia on the 10.08.13(not more than 24hours)

Bunkering operation carries danger for the humans and the environment. All bunkering operation or other

procedures for transferring oil on board the ships must comply with international requirements (MARPOL

convention) and requirements of the flag state (ours is United Kingdom).

Our checklist included:

Pre bunkering

During bunkering operation

After completion of delivery

Pre transfer conference

Training session

Declaration of inspection

The following pre bunker checks have to be carried out before permission can be given to commence pumping.

To reduce the risk, the following minimum requirements must be met.

Before bunkering we:

Bunker training session was held on the 09.08.13 arriving at Nadhodka

Decided a safe access to and from the vessel (could be a barge or quay in the future)

Prepared a bunker plan

Chief Officer decided on the required trim

Manually dip tanks

We checked the Oil Procedure Notices (including pipe diagram) at the fuelling station

Plugged all the scuppers with the OS and AB’s

Plugged the drip tray

SOPEP equipment checked and in place

Helped the 3rd

Officer check the firefighting equipment was in place (CO2 and powder extinguishers)

for immediate use

Made sure the ‘No naked lights’ and ‘No Smoking’ signs were displayed

Shut off and blanked any unused manifolds

Set up a venting operation

Engine room closed the sounding cocks

We would have fitted fenders but the other vessel had fenders

Moorings and bollards checked

Established radio communication between suppliers and engine room

Checked the hose connection (minimum 4 bolts, fully bolted and tight)

OS sounded the bunker barge tanks

I was to be on bunker station with the watch keeper (Motorman)

Check the valve line up (also make sure it is sufficient length encase of unexpected ship movement)

Open the manifold valve

During

Hoisted 1 red light on the 09.08.13 and the next day we hoisted the Flag ‘Bravo’

Recorded the time of commencing delivery

Checked the filling connections not in use for leakage

Not to allow overflow from the pipes (by checking regularly)

Checked the hose and connections (also filters, drains and sample valves regularly)

Monitored bilge alarms in the area associated with bunkering (starboard side)

Fuel Oil and Diesel Oil System

Confirmed (to the person in charge) that the fuel is going into the correct tank (the 1st Engineer would

check at regular intervals)

Check the valve line up and that the valves are closed when changing over tanks

Loading rate reduced for topping off

Sufficient completion ullages to allow for draining and relief of air locks

The officer of the watch (3rd

, 2nd

and Chief Officer) would keep a record of the bunker operations (time

of the vessel mooring, unmooring and bunkering stages)

After bunkering we:

Record the time of completion

Closed the manifold

Drained the hoses and loading arm (before disconnecting) – supply pipeline blown by compressed air

to get rid of any remaining oil

Disengage and send back the flange connection (in closed position)

Closed all the bunker valves

Chief Officer noted the draft and trim of the vessel

Chief Engineer compared the ship’s figures with the supplier’s figures for the quantity received

Took sample from the supplier (from the bunker main)

All equipment used during returned back to the original position and properly secured

Completed the log book and oil record book

After doing more bunkering operations, I understand the potential risks and how to help as much as possible to

reduce any overflow to help the environment in the long run.

Officer on watch with: Chief Officer (Ivanov, Zhelyu Todorov)

Date: 05.09.12 Task no: B13.6

Vessel’s Position [Loaded Passage]

From – Rotterdam To – Bremerhaven

Preparing operations – Co-ordinating the landing of the Weser Pilot by Helicopter

Helicopter Landing the Weser pilot in Bremerhaven on the 06.09.12

Prior to arrival, the helicopter pilot requested all lights on, which OOW promptly attends to and hoisted flag for

wind direction. The Master reached an agreement with the helicopter pilot on a proposed operation before

commencing.

The Master made the assumption that the pilot would land, winch assisted, on the hatch cover (Bay 38) but the

pilot of the helicopter chose the platform on the starboard side of the funnel. [see picture above]

A purpose built platform would have been preferable but the Eubank does not lend itself to routine helicopter

operations, just the Weser pilots that board and depart in such a manner.

In total on my voyages, four pilots have arrived and departed by helicopter.

Watch entry from my perspective on the Weser pilot’s approach

2000 to 0005 – bridge

Chart 1423 then 1875

2230 – contacted Weser pilot

2230 – noticed measuring instrument (which was not on the chart or ECDIS) as FL (5) y 20s

2230 - Familiarised myself with the bridge lights before the Weser pilot arrived by helicopter

0005 – Weser Pilot landed

Officer with: 3rd Officer (Rajendran, Paari Hasan)

Date: 23.7.13 Task no: B13.7 and 14.3

Working safely on a Container vessel

At – Los Angeles

On the hatch cover making sure no turnbuckles or lashing bars were there before loading on deck

Before going on deck after the handover of a deck watch, the 2nd

Officer made sure I knew the Cargo Securing

Manual (especially bay 70, which the American’s call AB securing) along with appropriate lashing needed and

the Code of Safe Working Practices

Example of Los Angeles - Port log book (information I recorded from 1200 to 1800)

When cargo operations began, the following precautions were implemented:

Proper PPE worn

Areas of the Stevedores working (especially in USA) was crucial as they preferred us not to be near the bay

when working there

Appropriate security level mentioned and implemented (especially by the AB who does security check

when people come on board)

Before cargo operations resumed I checked the salinity of the water for Chief Officer then made sure the bays

which the stevedores were working had no lashing bars or turn buckles hanging off the lashing bridge or on

deck (if loading on the hatch cover).

1300 – Cargo ops resumed

1302 – Crane 3 finished loading Bay (B) 46 hold; close hatch cover

Crucial to check the hatch cover closing as sometimes they can damage the lashing if they are sticking out from

the lashing bridge or the hatch cover can swing and hit the other parts of the vessel i.e. lashing bridge

1336 – Crane 3 finished loading B50 hold; then closed hatch cover

1410 – Crane 1 finished loading B18 on deck; shifted to B22

1422 – Crane 2 finished loading B34 hold; then closed hatch cover

1434 – Crane 1 finished loading B34 hold; then closed hatch cover

1534 – Crane 3 shifted B46-54

1550 – Crane 2 finished loading B34 on deck; shifted to B38

I went 1 round around the vessel. Some were too tight and slack so I got power on deck and once power was

obtained I engage and disengage the correct gear handle to the correct mooring winch. Once I done this I

released the brake and then I heaved some and slackened others under the supervision of 2nd

Officer.

1634 – Crane 4 shifted B70-B58

While this was going on I checked the temperatures (Load) of the reefers and reporting any abnormal variations.

Any reefers needing connecting, I reported to the 2nd

Officer who called the Electrician to connect

1645 – Cargo operations ceased

Before cargo operations finished I took down the Bravo flag (I am taking in, or discharging, or carrying

dangerous goods). In addition to this flag, the ship’s national flag (British Ensign) will be and the courtesy flag

of the country were taken down also. At night the lights usually shown are just the accommodation and deck

lights but because there was dangerous cargo on board, then one red light was shown to indicate this.

1800 – No cargo operations in progress. No accident/ incident reported during watch

Checking fwd – 8.65m, mid – 9.90m, aft – 11.75 draught at end of watch

Draft mark

If a situation were developing which I did not feel I could handle I would call the duty Officer, as they have

more knowledge of the ship and are more experienced. If they could not deal with the situation either, I would

call Chief Officer.

Officer with: 2nd Officer (Lopukhin, Vladyslav)

Cargo Operations

Stowing the Containers in Holds

In holds we can load only 20 ft. or 40 ft. containers. We can also load two 20 ft. containers instead of 40 ft.

containers. In holds there are no foundations to stow the containers. The securing arrangements for containers

stowed in the holds can be cones which are fitted on the tank top (bottom of the cargo hold), guide fittings and

terminal stackers. The cell guides start from the tank top and reach to hatch coamings. When the crane loads a

container it puts the container’s corners in the cell guides. To prevent containers moving, the stackers are

inserted the container’s bottom fitting. They also serve as restraints to prevent shifting of containers between

tiers. Some of the bays only permit loading 20ft containers and when the 20ft containers reach the tank top plate

level, the 40ft containers can be loaded.

Stowing the Containers on Deck

For the above tiers dual twist locks are used on top and manual twist locks on deck. These twist locks are

inserted in the bottom holes of containers before loading by the crane operations. Dual twist lock automatically

when they are on top of another container.

But while the containers are discharged these twist locks are unlocked by the lashing-men manually (pulling out

1 side).

For the second tier, containers are secured by lashing bars and turnbuckles. After second tier loaded lashing bars

are fitted into corner fitting. To make tight the lashing, the turnbuckles are turned by means of an operating tool

manually by lashing-man. These securing devices are fitted to the eyebolts on the hatch covers.

Containers stowed to the sea side on deck must to be secured with eight short lashing bar (4 fwd, 4 aft) then long

lashing bars (2 fwd, 2 aft). Also if the container stack is high then three tiers the long lashing bars must be used

on sea side stack. The long lashing bars must be inserted in the bottom corner fittings of the third tier. 40 ft.

containers in all rows must be secured with four lashing bars at each end (fore and aft), for 20 ft. containers the

requirement is two lashing bars at each end (fore and aft).

Securing containers

When securing containers on board, the Chief Officer has to consider the stresses resulting from the ships

movement and wind pressure. The first set of lashing is from the bottom corners of the 2nd

layer to either ‘D’

rings or ‘pad eyes’ on deck. The second set of lashing is from the bottom of the third layer to suitable lashing

points on the deck, ‘D’ rings.

The cargo plan plays an important part in the preplanning stage both for un/ loading. The outline of a cargo plan

shows the vessel in profile view and the various decks in plan formation. Cargo plans are initially compiled

from data supplied by the Charter and the Ship’s Office and updated from data supplied by the deck officers.

Each duty deck Officer shall keep detailed records in a notebook including cargo distribution, separation,

lashings and any other pertinent information which they shall promptly pass on to the relieving Officer. The

method and manner in which a cargo plan is compiled depends upon the individual ideas of the Chief Officer

who should always consult the Master for their views and advice. The common feature of every plan is clarity to

facilitate safe and efficient un/ loading of cargo taking into account the un/ loading port rotation to avoid over

stowage.

As soon as the Chief Officer receives advice of the cargo plan they shall, in consultation with the Master,

compile a pre loading master plan. This plan is to show the proposed stowage and distribution of cargo to be

loaded. Should any change be required in the loading plan, the matter is to be referred to the Chief Officer for

this approval.

The plan can be drawn as to show a distinctive color for each port of discharge and so that the disposition of

cargo may be easily distinguished in relation to its respective port of discharge and thereby lessen the possibility

of over-carriage and short delivery.

Stowage plan to show, the sailing drafts and distribution and quantities of fresh water, bunkers and ballast. The

Chief Officer is responsible for the loading, stowage, keeping and discharging of the cargo. They should prepare

un/loading plan, copies of which shall be distributed to the watch keepers. The Officer of the watch in port

should always check if un/loading is going in accordance with the loading plan and report without hesitation i.e.

any damage to the vessel.

During preparation of un/loading plan, Chief Officer should pay attention to:

Load Line Rules and regulations

Water density in port (DW)

Draft limitations, air draft limitations (from sea level to top of hatch coaming)

Vessel’s stability & stress

De/ballasting operations

Quantity of cargo to be loaded

Local, national & international regulations (flag state and port state)

Safety precautions are in place

Head Office advice

Shipper's requirements

Environmental (Agricultural/biological regulations)

Permissible load limitations

Updating Dangerous Goods cargo prior to every departure from Port i.e. 28.07.12

Fire Plan outside the accommodation

Our vessel is always carrying a varied dangerous cargo (DG). When there is DG loaded on the vessel, the duty

officer must check things such as the class; the position because of segregation. DG position must be clearly

shown on the cargo plan. The dangerous goods or manifest or marine pollutant list shall be based on the

documentation and certification required in IMDG Code and at least in addition they must contain the stowage

location and the total quantity of the dangerous goods.

When DG are transporting, all dangerous cargo must be clearly defined in where kept. At 0900 after leaving the

bridge, 3rd

Officer asked me to change the DG list in both the starboard and port fire tubes because we were

arriving at Ningbo in a couple of hours. For consignment of DG, the appropriate information shall be

immediately available at all times for use in emergency response to accidents or incidents.

The DG list must include the position, class and definition of the cargo according to Regulation 5.3 of part A of

chapter VII of the International Convention for the Safety life at sea, 1974, as amended and by regulation 4(3) of

Annex III of the International Convention for the Prevention Of Pollution from Ships, 1973, as modified by the

Protocol of 1978 relating thereto MARPOL 73/78.

In all the voyages, we have carried all classes except 1 and 7; these are usually asked before entering Traffic

Separation Schemes (TSS) by VTIS in Singapore.

The prevention of fire from cargo of DG is achieved by implementing the following precautions:

1. Keep combustible material away from ignition sources

2. Protect flammable substances by adequate packing

3. Reject damaged or leaking packages

4. Segregate packages from substances liable to start or spread fire i.e. ammonium nitrate fertilizers

Special attention must be carried out loading or discharging containers. If any accidents happen during handling

any DG can cause catastrophic situations.

The shipper must also provide:

A packing certificate detailing cargo, weight, etc.

A DG declaration, stating the types of DG’s and their details

A UN number

Reefer monitoring example from Maersk Eubank

June July August September October

1 337 160 439

2 24 162 439

3 24 81 439

4 337 24 439

5 337 330

6 160 12 557

7 337 74 383

8 74 384,300

9 337 74

10 337 74

(x2) 349

11 74

(x2) 349

12 337 74

(x2) 349

13 349

14

15 207

(x2) 74

16 207 74 439

17 207 74 439

18 200 207 74 439

19 400 207 439

20 400 207 74 439

21 400 121 74 439

22 400 74 439

23 200 121 74 439

24 337 121 74 439

25 337 37 56

26 337 37 56

27 337 37 77 439

28 337 34 77 439

29 337 6 77 439

30 337 10 439

31 10 12

When starting reefer check on 18th

of June, the first thing I learned was about each container being easily

identified by a unique ID number. After doing reefers for a while, I helped redesign the list on 20.6.12

Reefer stowage

All reefers are stowed with engine aft so they can be plugged into the ship’s electrical system by way of suitable

under/ deck sockets. We can load and stow reefers on deck of our vessel in tier 82 and 84 but the reefer

containers must be stowed to first tier wherever possible. On board have 235 connections for reefers and these

containers can be stowed on bays 26, 30, 36, 40, 44, 48, 52, 56, 60, 64.

No reefer containers to be stowed in rows 12 and 13 due to DG cargo.

The amount of reefers varied between ports. The reefer unit is used to maintain the ‘Carriage Conditions’ while

the container is transported. The Partlow Chart records the temperature inside the container along with other

information regarding the conditions of carriage.

When arriving at the port, the location and status of each individual container is controlled by a sophisticated

computer system. The parameters of each refrigerated container to be monitored included:

Compressor running

Defrost signal

Temperature abnormal

Power disconnection

Actual temperature and set point

In piracy areas reefers still had to be checked by myself, so certain safety precautions were taken into account

when formulating measures to prevent myself and other crew members being trapped if an illegal boarding

happened if we were on deck. Near the end of my contract, the company was installing hardware so customers

would be able to trace the progress of their container throughout the shipping process.

Task no: B14.1 and B22.3

Relieve and handover a deck watch (understudy)

Brisbane (19.07.14) – Romeo over Yankee (required by Port State Control)

The Maersk Eubank is a container carrier designed to carry cargo stowed in containers with size of 20, 40 and

45 feet. Our ship trading pattern depends of the charterer’s trading interests in the world. The Eubank has

arrangements which allow it to carry cargo in the cargo holds and on deck. The Eubank’s trading pattern is on a

predetermined trade route planned by the charterer (Maersk Line) which can vary i.e. going to Port Tangier

(Morocco) for the first time on the 22nd

of June 2012. We currently go from Europe to Asia via Suez Canal

carrying different kinds of cargo: -

- Homogeneous cargo (cartons and packages, bagged cargo, drums, barrels, rolls, light vehicles, etc.)

- Hazardous cargo (on ‘Dangerous Goods’ list)

- Refrigerated units

- Uncontainerised cargo (shipped on a bed of flat racks)

- Liquid cargo in tanks

The important properties of this type of cargo carriage is that the one shipment is in one package from beginning

(stowing into the container) to end (delivered to the recipient).

Vessel’s Position [Loaded]

Port – Rotterdam (09.09.12)

View from the bridge wing of cargo operations in Rotterdam

After arriving in Rotterdam (0216 all fast), we moved from the aft mooring station to the ship’s officer to begin

monitoring cargo operations.

On deck a gangway watch must be maintained at all times and in accordance with the ships security level (Level

1 for Rotterdam).

All persons on and off the ship must be closely monitored, visitors log must be completed and badges issued to

all visitors.

At 0600, the 3rd

mate relieved us.

Understudying 2nd

Officer, I assisted in conveying the status quo when handing over the watch.

The main things to go over before handing over the watch (in port or bridge) are:

Is the relieving officer fit for his duties (not drunk, well rested, etc.)

Identify the cargo situation and what work is in progress (cranes, stevedores, lashing men, reefer technician,

supervisors, etc.)

Where the gear boxes area (on board or ashore)

What is the expected time of completion / sailing time (so know when 1hr notice is)

Is any crew ashore (shore leave expiry time mentioned)

Is there any ballasting in progress (check the ship’s office programme)

Are frequents checks to drafts being made

Is gangway watch in order in accordance with ships security code (must know the security level of the port)

At 0000 (on the 10.9.12), I came on port watch with the 2nd

Officer to relieve the 3rd

mate. We came 10 minutes

early so there was enough time between the officers to explain everything which was taking place. I consulted

the Chief Officer’s Standing Orders (for port) [Appendix 5.2]

When relieving the Officer, we:

Checked the cargo operations (doing one full round of the vessel ourselves)

Ask the draft from the officer handing over

Security round carried out in accordance with the ships security plan and recorded in the log

Rounds of the ship should be frequently made to ensure all mooring lines are secured, rat guards are in

place

Cargo operations are in progress in accordance with the cargo plan and any damages should be

reported to the foreman and chief officer

Checking reefers (if any need connecting, contact the Electrician)

Check the clinometer

Gear box locations (ashore or on board)

Be told any operations going on i.e. bunkering

Officer with: 2nd Officer (Ganev, Zhivko)

Vessel’s Position [Ballast]

Anchorage – China (near Hong Kong) on 27.02.14

Anchorage on the 06.03.14

When coming onto watch, I consulted the Master’s Standing Orders [Appendix 3.1]. While at anchor, the

Officer of the Watch must determine periodically the ship’s position to be sure that the ship is remaining

secured at anchor (not dragging), and periodically inspection rouds of the ship are made. The sea condition, and

tidal information, must be observed periodically, for the security of the ship. He should ensure that the

appropriate light and shape and signal sounds are made in acordance with regulation, and if the visibility

deteriorates badly, must notify the master.

When relieving the Officer at anchorage, the following factors are important:

Master’s Standing Orders and Night Orders have been read and understood

All members of the relieving watch should be checked to ensure they are capable of doing their duties.

Are correct lights or shapes are being displayed.

Ships Position.

Ships Draught.

Prevailing Tides.

Currents, Weather Conditions and Weather Warnings.

Gyro and Magnetic Compass Errors.

Movement of vessels in vicinity of own ship.

Identification of shore lights and buoys.

Hazards likely to be encountered on watch.

If the anchor has been dragging.

If anchor has needed to be raised and lowered again.

Ensure that correct shapes and lights are displayed and sound signals

When handing over an anchor watch, I was told to mention the following:

Vessels position (shore landmarks that can be seen and navigational marks)

If the vessel showed signs of dragging anchor

Ensure that inspection rounds of the ship are made periodically.

The weather condition

Readiness of the engines and machinery

Visibility

Remind the Officer about pollution regulations

Officer with: Chief Officer (Budnyayev, Andriy)

Date: 03.09.13 Task no: B14.2

Safe Working Operations

Cargo Operations in Yantian on the 24.08.14

During cargo operations a lot communication is necessary. On board the container carrier, 3 Officers (Chief

Officer, 3rd

Officer and 2nd

Officer) are involved in cargo operations.

Sometimes the Officer needs to plan passage or amend it on the Bridge so having a good team allows this to

happen (including OS and Deck Cadets to help check cargo operations i.e. where the cranes are).

Chief Officer briefs the 2 Officers on how the cargo operations will to be carried out, after receiving information

from the agent. Information given to the Officer in charge on deck:

Loading plan (include also extra sheets detailing Dangerous Goods, Reefers and Oversized cargo)

Discharge plan

The Officers made sure I knew the following minimum information:

Code of Safe Working Practices (COSWP)

Zodiac’s fleet regulations (instructions for the Officer in charge of operations)

M notices

MARPOL

IMDG

Chief Officer’s Standing Orders [appendix 5.2]

This is to ensure the organisational and legal requirements. Any other extra instructions are added using VHF

radios to the other Officers during the operation depending on the timetable, the contents of the load and any

problems encountered i.e. damaged cell guides from the Hatch covers.

All the Officers should always keep personal, crew and passenger safety at top priority throughout the operation

especially on the vehicle decks.

Officer in Charge is responsible for the following

Security:

Keep a lookout for anything suspicious before, during and after loading

Inform the crew to keep a lookout for suspicious behaviour (chapter 2 in COSWP)

Lighting:

All access doors/hatches to crew only areas secured

Lighting is adequate so people are aware of tripping hazards etc.

The accesses to the accommodation area is clear of litter, etc. (chapter 6 in COSWP) and secured to legal

standards (chapter 18 in COSWP)

Health and safety of personnel:

Ensure all crew are wearing Personal Protective Equipment (PPE) throughout (chapter 4 in COSWP)

The deck is adequately lit in advance

The crew are not tired and do not seem incompetent for their job

The crew are trained to do their job to the standard set before them

Pollution:

Keeps a look out for any vehicles leaking oil etc. while making sure the crew knows the action to take in

such an event

The containers carrying liquid cargoes are secured thoroughly

The oil spill locker are properly maintained

Crew know to notify the Officer in charge of any spillage (the spillage is cleaned up quickly and safely and

the materials used are disposed of correctly) while reporting to the Master

Cargo operations in hand:

The Officers will maintain a strict timetable but without compromising safety

Cargo secured correctly (especially oversized cargo)

Officer is aware of the class of the dangerous goods and the locations

Reefers running are kept on a fire watch

Prepare the vessel for departure whilst maintaining the instructions given

Prepare the vessel for departure based on the progress cargo operations

Tides and moorings:

The Officer in charge of the operation is also in charge of the mooring of the vessel. The movement of tide,

expected effect on the vessels draught of the expected cargo and the weather are all taken into account when

mooring the vessel. The Officer keeps an eye on the moorings on the foc’sle and aft mooring deck.

Officer with: Chief Officer (Ivanov, Zhelyu Todorov)

Date: 03.05.14 Task no: A01.1

Vessel’s Position [Loaded Passage]

From – Hong Kong To – Melbourne

Heavy weather precautions – weather and watertight arrangements

Water tight door/ hatch indication panel

These doors have a sensor which is how the Officer on the bridge can see if the doors are open or closed. Even

though this is the case, visual checks shall be made frequently during the passage, especially when experiencing

heavy weather to ensure that these doors are secured and are not leaking.

On board the Hyundai Oakland, after cargo operations, a post cargo checklist is completed to ensure that all the

cargo systems are secured for sea and all safety devices are in place for the passage to the next port which is

Melbourne (where we expected rough weather before arrival). The Chief Officer and I made a round on deck to

ensure that all areas were closed i.e. bow thruster vent (which is on the centre before the forecastle) because the

weather was 70knt relative. Zodiac has strict guidelines with regards to heavy weather and they state that no

crewmembers are allowed on deck during periods of heavy weather without the permission of the Master.

Before the vessel leaves port, the duty Officer ensures that the following are in place:

Forecastle

Access hatch to Bosun’s store from the forecastle is closed and the spurling pipe covers are in place. The

purpose for covering the spurling pipes is that when the vessel is on passage if any heavy weather is experienced

and large amounts of water are shipped over the forecastle, the water does not enter the chain locker and amount

up to a level that may hamper the vessels stability or trim. This may become a problem if the chain locker bilge

pumps become blocked with sediment from the chain, i.e. rust flakes, mud from the seabed

The Bosun store doors which open into the foc’sle head from the main deck must also be closed, and the seals

on the door must also be checked to ensure that they are in good condition

Main Deck

The paint store and SOPEP locker are locked and secured

Bilge alarms are working

The cargo hatch covers are checked to ensure that they are in the proper stowed position along the hatch

coamings (being in good condition)

Each hatch cover access lid inspected and closed (making sure rubber seal is intact)

Cargo hold no. 6 rubber seal checked, then closed and padlocked

Hatch covers (MacGregor type) watertight sealing and securing arrangements.

They are operated by means of a crane so they need to secure them in place

Sealing between hatch covers and coamings is achieved by means of rubber packing, which is fitted on the

panel and tightens against coamings. The packing is of sliding type, acting on top of a horizontal stainless

steel flat bar welded on the coamings.

Accommodation

Watertight doors around the accommodation ( including weather tight windows are locked) and poop deck

The steering gear and under-deck passage ways doors which open on to the poop deck are always kept shut

whilst at sea due to the fact that the poop deck is lower than the upper deck

Doors that lead directly into the engine room spaces

All weather tight doors need to be closed. Although they are not water tight, they will stop any ingress of

water to an extent, depending on severity of the weather

These checks are of the utmost importance to this particular type of vessel because of the nature of the cargo and

the fact that the vessel has a low GM due to cargo loaded in the cargo hold. If these checks were not made, the

vessel’s hatches could leak causing the vessel’s stability to be hampered and endanger the crew and vessel

(along with the cargo).

Means of pumping in the event of water ingress

Possible Sources Of Ingress Of Water Means Of Prevention And Containment

1 Cargo hold hatch cover Hatch cover with seal, secured

2 Watertight doors Rubber seal, closed

3 Weather tight doors Rubber seal, closed

4 Deck hatches Rubber seal, closed

5 Vents Rubber seal, closed and bolted

6 Portholes Securely closed

7 Chain locker Cover in place and bolted down

In the event of accidental ingress of water the Hyundai Oakland is equipped with the means of pumping the

unwanted fluid overboard.

Ballast pump [Appendix 4.5] - the quickest way to pump water overboard, as its pump rate is the largest, But

use of the ballast pump may be achieved only when ingress of water is to the tanks on the ballast pipelines.

Exchanging ballast can help avoid excessive structural loads in rough sea conditions

Bilge system [Appendix 4.3] - arranged to drain and discharge the contents of machinery space bilge wells

overboard. In a true emergency where the vessel is threatened by flooding this would be pumped straight to sea,

but the system usually works via an oily-water separator, which should reduce the oil content of the water to

15ppm or less

Officer with: Chief Officer (Mihalcea, Catalin Daniel)

Date: 07.02.14 Task no: A01.2

Vessel’s Position [Ballast Passage]

From – Hong Kong Anchorage To – Dry dock (Hong Kong)

Ballast Passage

Ship Specific Ballast Water Management Plan is intended to meet the objectives of Zodiac’s Health, Safety &

Environmental Policy. Every vessel is required to have a "Ship Specific Ballast Water Management Plan" to

comply with the following instructions.

Zodiac’s Ship Specific Ballast Water Management Plan is to include the ships details and particulars. Zodiac

vessels are expected to change ballast as necessary, whenever bound for areas where ballast water exchange is

required. In general, the Guide to Port Entry, local agents or voyage instructions will reflect local restrictions

with respect to the carriage and discharge of water ballast and how it should be reported to the authorities.

On board, the Chief Officer is responsible for implementing the procedures with the Ballast Water Management

Plan.

The Duties of the Chief Officer include:

Ensure that the ballast water exchange follows the procedures in the Ballast Water Exchange Plan

Prepare the appropriate ballast water declaration form prior to arrival in port as and when required (i.e.

before arriving in Australia)

Be available to assist the port state control or quarantine officers i.e. AMSA for any sampling they may

need

Informing the Office Operations Department when ballast water exchange is completed prior to entering

areas where ballast reporting is mandatory

Record all ballast operations in company issued 'Ballast Water Log' form (Ballasting, De-ballasting,

Shifting ballast). Appendix 4.5 shows the Ballast Water System

Arriving at the floating dockyard on the 07.04.14 (ballast only)

Ballast water reporting

Every vessel shall use the Ballast Water Reporting form after completion of Ballast water exchanges and

when required by local regulations

Certain States / Authorities have their own reporting forms, which are to be used in instead of the

company’s from

Ballast water report form should be submitted to the appropriate authorities, asking for their objections, if

any, well in advance, leaving time to change ballast if so required

Engine room logs may also be used to verify running times of pumps and generators.

Operational Procedures

General

The exchange of ballast water at sea can be achieved by one of the following or a combination of;

Sequential Method

Flow through Method

The sequential method is whereby the exchange of ballast water at sea is achieved by the emptying and then

refilling designated tanks/holds. The flow through method is whereby ballast water exchange occurs by

pumping in additional water to overfill tanks. This method requires the pumping of 3 times the total volume of

the tank to achieve a complete ballast exchange.

The sequential method is that option preferred by the company and to be employed throughout. The following

lists the advantages employing the sequential method, which

Reduces the hydrostatic risks when exchange ballast water at sea

Reduces pumping times

Assists in the reduction of sediment in ballast tanks.

When compiling the a ballast water exchange plan certain criteria is to be taken into account

The type and size of the vessel

Hydrostatic particulars

Bending moments and shear forces

Free surface effects

Possibility of water sloshing

Ballast tank configuration and associated pumping systems

Trading routes and associated weather conditions

Trim, draft and list

Port State requirement

Manning levels

Ballast Water Exchange Plan

Once a vessel has received orders for their next port of call, the Chief Officer shall determine what action

needs to be taken with regard to ballast water exchange if visiting a State which their laws require to do so

If a state does require ballast water exchange, the vessel shall endeavour to comply with those regulations

The Chief Officer will, using the 'Ship Specific Ballast Water Exchange Plan', compile a detailed Ballast

Water Exchange Plan for the guidance of all personnel engaged in the operation. These instructions are to

be clear and refer to or show the following, but not be limited to

o a schematic diagram showing the vessel’s pumping arrangements and tank configuration together with a

sequential table showing the condition of each tank after every step, see example attached

o tanks nominated for ballast water exchanged

o what order dedicated tanks are to be exchange

o maximum number of tanks to be exchanged at any one time

o the loading computer is be utilised to monitor and determine

Bending moments

Shear forces

Draughts, trim and list

Quantity to be exchange

Duration of operations.

Once the Ballast Water Exchange Plan has been drawn up and completed, the Master is to sign to authorise it.

Deviating from the plan

The ballast water exchange plan should include a list of circumstances in which ballast water exchange should

not be undertaken e.g. heavy seas, shear forces, bending moments, drafts, propeller immersion, under keel

clearance, etc.

The dynamics of large ballast holds are such that safety precautions are of paramount importance when

considering exchanging ballast at sea. An evaluation should be made of the safety margins for stability and

strength contained in allowable seagoing conditions specified in the approved trim and stability booklet and the

loading manual.

The flow through method is not the desired option, due to the number of the following reasons,

Air pipes are not designed for continuous ballast water overflow

Certain watertight and weather tight closures may need to be opened during ballast exchange

The size of the tank exit must permit a flow rate in excess of the pump capacity, in order to avoid over-

pressurisation

Opening tank lids or manholes can compromise the integrity of the main deck

Date: 11.04.14 Task no: B13.3

At – Dry dock (Hong Kong)

Taking soundings/ ullages of bilges and tanks

Sounding equipment Sounding pipe

Cargo hold hatch covers have a small gap that runs fore and aft along the centre hatches which allows water to

enter the hold. When the vessel is seen to taking in unnecessary water, the bilge alarms are constantly monitored

and regular soundings are made to ensure that the duty officer knows of the extent of water that may be in the

hold at any one time. Any water that does enter the hold can be removed via the bilge pump [appendix 4.3]

before it can cause any major concerns to the vessel’s safety.

Tank and bilge sounding record (from 07.04.14 to 11.04.14) before arriving at Dry dock

Lightest sea going condition Draft = 7.53m with displacement = 44,970 T

From the soundings record folder (in the Ship’s Office)

When approaching Dry dock we took the following into account:

Adequate stability maintained at all times in accordance with the Stability and Trim booklet

Avoidance of over and under-pressurisation of ballast tanks

Weather routeing in areas seasonably affected by cyclones, typhoons, hurricanes, or heavy icing conditions

Permissible seagoing strength limits of shear forces and bending moments

Tensional forces, where relevant

Minimum/maximum forward and aft draughts

Wave-induced hull vibration

Contingency procedures for situations which may affect the ballast water exchange at sea, including

deteriorating weather conditions, pump failure, loss of power, etc.

Monitoring and controlling the amount of ballast water.

Appointed Ballast Water Management Officer with: Chief Officer (Budnyayev, Andriy)

Task no: A01.3

How Chief Officer determines certain stability calculations

In some certain cases, authorities may require ship’s stability calculations prior to commencing loading i.e.

before arriving at dry dock in Hong Kong. The Dock Master comes on board before permission is given for the

ship to commence loading.

Visually checking the draft marks indicates the trim

Before arriving at port, to perform calculations of transverse and longitudinal stability and shear forces-bending

moments and also stowage conditions i.e. compatibility with tank/hold/deck are of paramount importance and

essential.

Chief Officer shall provide that the ship complies with requirements such as metacentric height, load lines in

relation to the season and area. Any draft restriction in port as well as density differences between ports.

Hydrometer to calculate the salinity of the water

If any deficiencies detected about complying the above mentioned items, necessary changes of distribution of

cargo shall be carried out before loading commences (decide between the agent and Chief Officer).

Whilst carrying out the calculations, the Chief Officer shall take into account these factors (before arrival at

port):

If any bunker or freshwater replenishment will occur

Daily fuel oil, diesel oil and fresh water consumptions

Expected weather and sea state during the passage

The container vessels have a higher freeboard than a tanker so exposure to wind is a major factor.

Due to this reason, our container vessel shall have an adequate metacentric height (GM) because a large

metacentric height will cause fast rolling periods.

Stability and Trim Data

The calculations should be done for three phases:

Arrival

During - The loading computer system calculates the exact stability information when entered, determining

the best place to load the cargo (while taking into account any dangerous cargo).

Departure

After sailing from Brisbane, I took down some information to work out some stability information crucial for

safe passage.

Deadweight = Load displacement – lightship = 65455.8 - 26595 = 38861 (38860.8 from the cargo report after

sailing from Brisbane)

KG = total vertical moment/ total weight = 1038786.72/ 65456 = 15.87m

GM = KM – KG = 19.83 – 15.87 = 3.96m

GGO = FSM11

/ total weight = 11127.52/ 65456 = 0.17m

GOM = GM - GGO = 3.96 – 0.17 = 3.79m

TPC = 82.58t

Officer with: Chief Officer (Mihalcea, Catalin Daniel)

11

FSM was taken from the stability booklet according to the weight of each tank

Task no: A01.4

Vessel’s stability plans

Plimsoll mark (Hyundai Oakland before fixing)

When in port, Chief Officer’s Standing Orders [appendix 5.3] are adhered to.

On our way to Melbourne, we went through gale force winds (on 11.05.14) with a smaller GM which made the

ship develop a list. Because we could not shift cargo, we went with ballast water to help correct the developing

list [appendix 4.5].

The loading computer system calculates the exact amount of ballast needed to make the ship upright.

Transferring and/ or taking in ballast water were utilised, but both cases we kept the Free Surface Effect (FSE)

in mind because it can decrease the stability from the moment when either operations begins.

Officer with: Chief Officer (Mihalcea, Catalin Daniel)

Correction of a Developing List

All the vessels have an Anti-heeling system. Whenever a list develops, the Anti-heeling system operates

according to the given order and prevents heel increasing too much. During long passages it should be

remembered that stability would be decreased due to the consumption of the fuel. This difference in deadweight

is decreasing the draft and increasing the metacentric height (GM). This should always be kept in mind and the

stability data should be calculated for several points on the passage. Large Free Surface Moment (FSM) to be

avoided by all means.

These vessels are able to withstand all standard loading conditions. To enable the Master to assess whether the

vessel can safely withstand these conditions, the vessel is provided with the appropriate trim and stability

booklets approved by the Classification Society (Hyundai Oakland i.e. NKK). The contents of these booklets

must be studied with care, giving particular attention to the stability requirements while taking into account the

vessels limitations.

When the ship is inclined by an external force (wind and waves) the centre of buoyancy moves out to the low

side. Parallel the vessel with water by shifting the centre of gravity of the immersed and emerged wedges to the

new centre of gravity of the under-water volume.

Under no circumstances shall the vessel's stability be permitted to fall at any time below the minimum statutory

requirements. Adequate stability shall be maintained at all times. Stability calculations for departure and arrival

are made for each leg of the voyage. Calculations include righting level (GZ) curve and GM. The ship’s GM and

stability criteria values have to be known at all times.

It should be remembered that any actions taken to change the ship’s stability by transferring de/ballasting at first

should be checked by the loading programme to obtain satisfactory results.

Section 5 – Mooring, Anchoring and Securing

Subject Task

Mooring team member (Forward) B21.1

Berthing and Unberthing B21.3 and B22.4

Anchor Operations B21.4 and B22.5

Taking charge of rigging gangway, pilot ladder and hoist B21.5 and B22.6

Securing the vessel for sea B21.6

Deck watch B21.7

Taking charge of a deck watch in port B21.7 and B22.8

Different areas communicating during manoeuvres B22.1

Taking charge of securing the vessel for sea B22.7

Date: 24.08.12 Task no: B21.1

At – Rotterdam

Mooring team member (Forward)

After assessing the forward snap-back zones, the following steps happened.

Forward snap-back zones from the forward mast

Before starting I made sure the brakes were on and engaged for usage. If we were using any of the drums for a

tug boat to heave up the line, we would disengage so it would turn the end only.

Mooring winch engaged with the brake on

When the Chief Officer gave the signal to send spring lines first, I put the switch to manual and gave out the

rope until the mooring team ashore put the spring over the bollard. Before doing so I made sure none of the crew

(OS’s) as they may get caught in the mooring line when i.e. sending.

After first line ashore, we continued over to the 4 headlines. Sending 2 at a time, when one was secured when

sent the other 2.

When all were made fast, we let go of the forward tug, keeping in mind new snapback zones. After the tug was

away, we placed 6 rat guards over the side while tidying the area.

After the mooring lines were checked to make sure they were secure, we proceeded to the ship’s office to

commence cargo operations.

Officer with: Chief Officer (Malevskyi, Oleksandr)

Date: 09.09.12 Task no: B21.3 and B22.4

At – Rotterdam

Berthing (aft station)

Mooring arrangement (aft) berthing

We used 1 tug as we had 2 bow thrusters on most occasions. Look at mooring winch prior to [appendix 5.10]

In any task or job on board a vessel the safety of yourself and the work environment around you is always your

first concern. First of all make sure yourself and others involved in the appropriate Personal Protective

Equipment (PPE), for mooring operations. It is important that communication is kept with the bridge at all times

during mooring operations. Because we use a walkie talkie, other vessels nearby may be using the same

frequency so it is important to identify orders with the vessels by using the name to avoid confusion.

When it has been established that everyone is wearing the correct PPE, mooring operations can begin. Start the

pumps and put the mooring winches in gear then walk out the mooring ropes until the eye is beside the fairlead,

then walk out the rope three more times to allow the mooring lines have enough slack when passing them ashore

then apply the brake and take the mooring winches out of gear. A messenger line is attached to the eyes of the

mooring ropes to allow them to be sent ashore. Hazards present at this stage are minimal and consist of lines

snagging on the drum and the remote possibility of the mooring lines eye falling through the fairlead and pulling

the rest of the line with it.

A tug is needed to manoeuvre the vessel to the quay side so this will have to be attached to the vessel by a line

from the tug. A messenger line is prepared and when everyone is clear it is thrown to the tug. The crew of the

tug attaches the messenger line to the eye of the tug line. Once this has been done the other end of the messenger

line which is still on deck is wrapped round the warping drum three times. Once this is done the warping drum

is activated and the tug line is pulled up onto the deck then secured to the bits. This phase is more hazardous as

it involves another vessel not under the command of our vessel and could mean a crew that speaks another

language which could allow for the possibility of misunderstandings to occur. Another hazard here is the

possibility of a line snapping or crew becoming tangled in lines.

The tug now pushes or pulls the vessel towards the quay. The mooring winches are put into gear depending on

which lines are to be sent ashore first. When close enough, the messenger line attached to the mooring lines is

thrown ashore with the aid of a monkeys fist and the lines are pulled ashore and secured to the bollards ashore

once an eye is placed over a bollard the order to heave up is given and the mooring winch is operated until the

line reaches the correct tightness. An operator will be left behind to continually heave up the mooring lines as

the vessel moves closer to shore. This process is repeated with each line that is to be sent ashore. When the

vessel is alongside the lines are heaved in until tight then the brake is applied and the mooring winches taken out

of gear.

Now that the vessel is securely alongside the tug is to be let go and using the warping drum to heave the eye off

the bits, while two man/ men move the eye completely off the bits then stand clear as the warping drum lowers

the tug line until it cannot be lowered any more the weight of the tug line pulls what is left on deck overboard.

Possible hazards in this stage are lines parting or slipping off of bollards also there is a danger to crew giving

orders as they are standing between the vessels side and the mooring winches, also a remote chance of falling

overboard exists. When letting go of the tug, the tug’s line is known to snap across the deck as it falls overboard

hazards here are crew getting hit, or tangled in the line as it goes overboard. This is the most hazardous part of

mooring operations.

Officer with: 2nd Officer (Ganev, Zhivko)

Date: 10.09.12 Task no: B21.3 and B22.4

At – Rotterdam

Unberthing (aft station)

When it comes time to leave port and when it has been established that everyone is wearing the correct PPE

before mooring operations can begin. Start the mooring winches and take them out of gear. Once again, a tug is

needed to manoeuvre the vessel away from the quay so this will have to be attached to the vessel by a line from

the tug. A messenger line is prepared and when everyone is clear it is thrown to the tug, the crew of the tug

attaches the messenger line to the eye of the tug line.

Once this has been done, the other end of the messenger line which is still on deck is wrapped round the

warping drum three times. Once this is done the warping drum is activated and the tug line is pulled up onto the

deck then secured to the bits. Once this has been done, put the mooring winches back into gear. Lower the

mooring lines until there is enough slack for the people onshore to remove the eyes from the bollards. Once the

lines have been cast off, heave up the lines until they are around the drums. Possible hazards during this phase

are misunderstanding between vessels and tug crew which could lead to accidents.

Once clear of the quay the tugs have to be let go this involves using the warping drum to heave the eye off the

bits, while a man/ men move the eye completely off the bits then stand clear as the warping drum lowers the tug

line until it cannot be lowered anymore then the weight of the tug line pulls what is left on deck overboard.

Hazards that exist in this phase consists of the tug line snapping across the deck until it falls overboard with the

possibility of the line hitting crew or crew getting tangled in the line.

Officer with: 2nd Officer (Ganev, Zhivko)

Date: 24.5.14 Task no: B21.4 and B22.5

Anchoring Operations (understudying)

Vessel’s Position [Loaded Passage]

From – Kaohsiung To – Yantian At – Yantian anchorage

Before commencing dropping or picking up an anchor, you should have an understanding of the layout

[appendix 5.8].

When the vessel comes close to manoeuvre area, I called the Vessel Traffic Service (VTS), reporting our

position and permission to anchor. After that Captain called the engine room, giving the order for decreasing our

speed and engine to go on manoeuvring speed as we were approaching anchorage.

Some of the Officer’s duties during arrival to anchorage include:

Switching on the echo sounder, course recorder

Checking all navigating equipment

Chart area correct and anchorage position confirmed (because sometimes we change position depending on

the traffic)

Current and wind direction noted

Test communication equipment i.e. walkie talkies

Test bridge and engine telegraph before arrival

Test the ship’s whistle

When bridge equipment is ready and the anchor is ready, the Captain gives the order for preparing windlass.

Forward anchoring team is on stand bay at the station. Forward team must be take care, for safety work, and

wear personal protective equipment (goggles [especially Bosun], helmet, gloves, safety shoes and overall)

[appendix 5.1]. All pipes and windlass equipment are checked by engineers and if all okay.

Anchoring team

Forward station:

Chief Officer

Bosun

OS

Bridge team:

Captain

3rd

Officer/ 2nd

Officer

AB

Engine team:

Chief Engineer

2nd

Engineer

MM

Arriving – 24.05.14

[Appendix 5.3]

At 2000, I was leading the forward team after being given 30 minutes’ notice from the bridge. The lashing,

guillotine was released so the windlass was ready for Captain’s order. The Captain gave the order how many

shackles must be either in the water/ on deck to Chief Officer.

2218 – Let go of the portside anchor (position 22°34.5’N, 114° 21.6’E)

Chief Officer was showing me the 1 shackle white, red, white, 2 shackle x2 white, red, x2 white etc. as we

recently went to dry dock (so it was all painted).

Captain gave the command to let go anchor, luckily Chief Officer let it go slowly to not let it foul hawse. When

Captain ordered to let go of the anchor, he was already going too fast astern so the chain was constantly tight,

but later when we picked up anchor, Captain blamed Chief Officer for the chain laying the way it was.

When the first shackle was on the ground, the OS heaved up the ball on the forward mast (showing for all

around vessels what we are already at anchor) and because we were anchored at night the bridge team switched

on the anchor lights.

2124 – Vessel was at portside anchor (6 shackles in the water)

After this the Captain told us we were finish with stations. The forward team is on 1 hour notice monitoring the

chain though, and bridge team checking ship’s position making sure the vessel is not dragging anchor.

Picking up – 25.05.14

0745 – 1hr notice was given to all stations (from the bridge)

0842 – Commenced to pick-up anchor

0912 – Anchor aweigh

After finishing at the station we stayed at the forward mooring station as were came alongside at 1024

Chief Officer cleaning the Anchor chain when it was secured on the 25.5.14

Officer on watch with: Chief Officer (Mihalcea, Catalin Daniel)

Date: 25.4.14 Task no: B21.5 and B22.6

Taking charge of rigging gangway, pilot ladder and hoist

Gangway (2 telescopic type [capacity 3.7kW])

All equipment shall be frequently inspected with special attention given prior arrival port or pilot station. The

ladder should not be lower beyond its designed maximum operating angle (55°), which was distinctively marked

on the ladder together with the maximum permitted people (6) and total permitted weight (500kg). Special

attention must be paid to see that overloading of the gangway does not occur. If portable or rope ladders are

being used, the gangway must be attended to assist embarkation / dis-embarkation at all times.

The overall presentation of the gangway and access ways should be well order (secured, fitted with the designed

rails and or ropes and safety nets rigged underneath). Gangways should not be rigged on ship's rails unless they

have been suitably re-enforced for the purpose.

Chief Officer asked me to sketch the gangway wire scheme [Appendix 2.1] to gain a further understanding of

the gangway.

Rig the gangway

Do not lower the ladder beyond its designed maximum operating angle (55°)which is distinctively marked

on the ladder together with maximum permitted persons and total permitted weight

The overall presentation of the gangway and access ways must be in good order and shipshape ensure

visitors gain a good first impression

Gangways shall be sound, well secured, fitted with the designed rails and/or ropes and have safety nets

rigged underneath. Personnel, when working over side in the rigging process shall always wear a life jacket

and safety harness

During the hours of darkness adequate illumination must be provided

A lifebuoy with line must always be available at the head of the gangway, for man overboard situation

Special attention must be paid to see that overloading of the gangway does not occur

Warning notices shall be posted at the gangway worded as: “No Smoking”

Guard ropes should be tightly stretched at all times and stanchions should be rigidly secured.

Guard ropes and stanchions

Each end of a gangway should provide safe access to a safe place. A lifebuoy should be ready on board the ship

near gangway access

All equipment should be checked before rigging in safety reasons (e.g. inspected for corrosion). If some part of

gangway is missing or not in order, gangway should be immediately changed.

Gangway rails in place (non-curved steps)

Crew when working over the side in the rigging process shall wear at all times a life jacket and or safety harness

and be subject to a 'working overboard' risk assessment. A lifebuoy with line must always be available at the

head of the gangway.

Gangway nets

An adequate number of safety nets of sufficient size and strength are to be carried. Safety nets used whenever a

person may fall from boarding equipment or from the ship’s deck or quayside. The aim of the safety net is to

minimize the risk of injury arising from falling onto the quay, the deck or into the dock. The net be rigged to

cover as much of the length of the means of access as possible with this in mind. During the hours of darkness

adequate illumination must be provided.

The safety net is required to prevent falling from gangway so it should be well secured

Safety net being lowered the secured by AB when arriving (Sydney on the 16.07.14)

Maximum people are 6. No more than 55° angle from the upper deck to the quay

The gangway should land squarely on the quay positioned away from the life jacket zone.

Gangway ready for use in Kaohsiung (23.05.14) on Hyundai Oakland

The length of the gangway is to be sufficient enough to reach down to about 610mm above water line when the

vessel is in light ballast condition.

The gangway watches are to monitor the means of access to make sure that it continues to be safe for use after

rigging and that any adjustments are made due to changes in draft or tidal condition.

After rigging it is necessary to ensure, that gangway is safe to use. When finished with cargo operations and

everyone is on board (including the pilot), the gangway is stowed on the upper deck by the self-stowing system.

Rigging the pilot ladder and hoist

Pilot ladder = S/S (leeside) 2m

Pilot ladder with manropes, leaving Sydney on the 08.05.14 (Hyundai Oakland)

The pilot ladder should not be so that the pilot climbs more than 9m (SOLAS chapter V, regulation 23 3.3.1).

Task no: B21.6

Securing the vessel for sea

Preparation for Sea checklist from the Bridge Procedures Guide

Before sailing

The Master gives the time of 1 hour notice. On all vessels, the 3rd

Officer comes to bridge and gives 1 hour

notice to engine room and then prepare departure according check list [appendix 3.12]. The Chief Officer

checks the draft and while the 2nd

Officer is checking the remaining cargo operations before heading to mooring

station. Chief Officer will arrange the crew to stand by.

In port, the duty officer and other crew follow the Chief Officer’s Standing Orders [appendix 5.2] when

inspecting the cargo operation and maintaining the vessel’s security. Before proceeding to sea Chief Officer

shall inspect all hatch covers and other openings for water tightness. Chief Officer personally advises the Master

whether the ship is ready for proceeding to sea.

The Master checks and ensures that before proceeding to sea passage, all necessary charts and publications for

the intended voyage are on board and fully corrected. If charts or publications are missing he should try to

arrange for them to be purchased locally (through the agent which happened before heading to Australia the first

time; 2nd

Officer ordered a chart for coastal which was required), copied or obtained from another vessel (which

happened when we thought we were proceeding to dry dock in Ningbo; we got a chart for the area of another

Zodiac vessel) or if time permits, be requisitioned from the Office. Publications and Notices to Mariners are

normally automatically supplied to the vessel, however, the Master must request all required navigational charts

and Publications.

Before departure, the Chief Officer will arrange, in co-ordination with all departmental heads, a thorough search

of the vessel for stowaways [appendix 5.7]. The results of this search are to be reported to the Master and

entered in the Deck Log Book.

Before proceeding for sea passage the following factors are checked

Equipment

All equipment must be check for proper operational condition and be ready for use. All these checks should be

done by the responsible officer and engineer. For the bridge according the Pre-Departure checklist

[appendix3.12] must be prepared and ready. Additional things include checking the passage plan, navigational

publications and charts are corrected and up-to-date. After check is finished records must be done in Bridge and

Engine Log Books then inform Chief Officer and Chief Engineer.

Cargo

All containers’ lashing are checked very carefully (if any lashing is not tight it shall be tightened before

leaving)

All cargo lashing to be check and if necessary to be additionally tight

If on board loaded any break-bulk cargo (non-containerised cargo) it’s lashing to be checked very carefully

and, if necessary, additionally tight

All remaining lashing material (turnbuckles, twistlocks, lashing bars, operating rods etc. etc.), which will

not be used, should be collected and put back to the stowed position

Hatch covers cleats to be closed

Security [appendix 5.7]

Check to make sure no crew are missing

Ship to be checked very carefully all around for stowaways. It should be remember that it is more ease to

return the stowaways back to the shore in port before departure than in some another port

To be carried out search for drug smuggling

To be prepared and discussed plans for acting in case of pirates/terrorist attack. Duties to be assigned.

Watch teams to be instructed

At the gangway all the time to be posted watchman and visitor log available. Except all other prescribed for

him duties he must also keep record in this book about all visitors

Stores to be closed by padlocks

Others

The gangway, pilot ladder secured properly

The anchor properly secured (all brakes [chain brake and windlass break] to be tight [appendix5.8])

All winches, capstans and anchor windlasses to be check and ready for use

All tools used during staying in port to be returned back to the stowed position and properly secured

All watertight doors to be closed

All scupper plugs to be removed from drain holes

All cranes (provisional monorail, Suez mooring boat cranes) and davits to be secured

All things which could be moved during pitching or rolling as barrels, paint buckets, cans, metal plates etc.

to be properly secured.

After pilot is away

Mooring winches breaks to be tight, clutches disengaged. All mooring ropes to be dried and closed by

tarpaulin to prevent damage from sun and seawater

Final search for stowaways to be done

All compartments that will not be in use to be closed with padlocks i.e. the steering gear room

Date: 01.06.12 Task no: B21.7

Vessel’s Position [Port]

Location – Rotterdam (Netherlands)

Deck watch (alongside and at anchor)

Ship’s office with crew

On arrival I was greeted then required, by Chief Officer, to hand over my documentation to 2nd

Officer. While

familiarising myself from the Ship’s Office (A Deck), I was explained the people I would be working with

throughout my sea phase. Because I am doing watch keeping, the working hours and fatigue provisions of

STCW VIII/1 were explained then was directed to Zodiac’s exact work and rest hours as the STCW’s are vague.

From tomorrow, I will understudy the 3rd Officer until notified (0800 to 1200 and 2000 to 2400 watch or 0600

to 1200 and 1800 to 2400 in port). Duties being cargo work calculations, maintenance planning (with Chief

Officer), chart correction passage planning (with 2nd

Officer), safety equipment (3rd

Officer), etc.

I was explained that I would be required to be on the bridge for all landfalls, port arrivals and departures

regardless of the watch schedule. Even if on coastal passages (ports in quick succession), I would still take an

active part in the relevant on board activities.

A book shelf, which includes most of the information about this vessel, was explained in greater detail. On the

Bridge, after putting on the Dangerous Cargo light, I got to observe the stevedores and crane operators at work

(discharging and loading a variety of containers). Back in the office I was introduced to the Chief’s Standing

Orders in port [appendix 5.2].

Officer with: 3rd Officer (Siryk Yevhen)

Date: 30.08.13 Task no: B21.7 and B22.8

Vessel’s Position [Loaded Passage]

Port – Busan

Taking charge of a deck watch in port (0000 to 0600)

Cargo Operations from ashore

Even though I was on cargo operations myself, I would inform the duty officer immediately so the problem

could be taken care of in a safe and proper manner.

During the watch all the information given at the handover of the watch should be noted and paid attention to.

Constant safety checks around the vessel by the watch keeper is crucial to ensure the ropes remain tight / shore

attachments do not become restricted in any way and that no unauthorised persons board.

If some of the crew are ashore they must be checked off as they come back. A radio check must be maintained

to the port control for any information they or you might need. Any weather information you might receive must

be taken note of and passed on at the next hand over of watch. Pass on any ETD’s to pilots and port at the

recommended time. At all times the officer of the watch need know were his watch keepers are and able to

remain in contact with them and make sure they report any abnormalities and maintain safety of them self’s and

the vessel.

This time we were especially keeping an eye for Asian Gypsy Moth (AGM) as we were heading back to USA,

so they needed to be gone if any were on board.

Checking mooring ropes (forward and aft):

You should make all mooring ropes of equal tension, by putting the break on the rope so it does not need move,

enabling you to loosen or tighten the other line that is not at its required tension.

In some ports there may be 5 or 6 gantry cranes working, both loading and discharging, reefers to be connected

and disconnected and also dangerous goods to be loaded. In many ports bunkering will take place and maybe

also provisions would be loaded, all this information must be exchanged to the relieving officer.

During the day the flag of the country that the vessel is registered to should be shown at the aft end of the vessel

i.e. UK. If you are loading, discharging or carrying dangerous cargo the red flag bravo should be shown above

the wheelhouse or any international flag of significance. At night a single all round red light should be shown in

place of the red flag bravo for dangerous cargo along with deck lights should at night.

Officer with: 2nd Officer (Lopukhin, Vladyslav)

Date: 27.08.13 Task no: B21.7 and B22.8

Vessel’s Position [Loaded Passage]

At – anchorage

From – Yantian To - Yanshan

Anchor watch (0400 – 0800)

ECDIS during anchorage

2nd

Officer showed me when he was handing over how to use the ECDIS to monitor to make sure the vessel is

not dragging anchor by creating a zone alarm.

If the Master considers it necessary, continuous navigational watch shall be maintained while at anchor. The

officer in charge of a navigational watch at anchor shall:

Determine and plot the vessels position on the appropriate chart as soon as possible on taking the watch.

Check at frequent intervals whether the ship is remaining securely at anchor by taking bearings of

conspicuous objects ashore or fixed navigation marks

Ensure that a proper lookout is maintained

Ensure that inspection rounds of the ship are made at regular intervals

Observe weather and tidal conditions and the state of the sea

Notify master and undertake all necessary measures should the ship start to drag anchor

Ensure that the state of readiness of main engines and other machinery is in accordance with Master’s

instructions

If visibility deteriorates, inform the master

Ensure that the ship exhibits appropriate lights and shapes and that appropriate sound signals are made in

accordance with regulations

Take measures to protect the environment from pollution by the ship

Officer on watch with: Chief Officer (Ivanov, Zhelyu Todorov)

Date: 15.9.12 Task no: B22.1

Different areas communicating during manoeuvres

The Bridge

Captain on bridge wing with the pilot

The Ship’s Mooring/ anchor team

Aft mooring team (AB, 2nd

Office, AB, DC)

Tug(s)

Tug

Mooring boats

Mooring boat taking the stern lines 2 at a time

Port workers and Member of the vessel’s deck watch

3 AB’s preparing the gangway before the Agent and the Stevedores/ lashing men come on board

Date: 03.02.14 Task no: B22.2

Vessel’s Position [Loaded Passage]

From – Port Said To – Colombo

Understanding risk assessments for work areas

Handling razor wire

Razor wire around on the aft station (brought up from the steering gear room)

Every vessel had Personal Protective Equipment (PPE) Matrix on the wall on Upper Deck (both sides) to remind

crew to wear the appropriate PPE for the task ahead [Appendix 5.1]

For this task, the PPE we would use was:

Heavy duty gloves

Boiler suit with long sleeves (while implementing correct handling procedures)

Goggles (If handling at head height)

Safety harness if working on or over the ship’s rail

Before every hazardous task, we assess the risk when having a toolbox meeting.

Hazards we identified with handling razor wire:

Cuts to the hand by contact with razor wire

Cuts to the body by contact with razor wire

Eye injury (especially if handling the wire head height or above)

Falling overboard

Officer with: Chief Officer (Budnyayev, Andriy)

Date: 25.08.13 Task no: B22.7

Taking charge of securing the vessel for sea

Security ship search (as acting Chief Officer)

Securing the vessel in pirate areas

The Hyundai Hongkong (like the other 2 vessels) is equipped with Ship Security Plan (SSP) and Ship Security

Assessment SSA as per the ISPS Code requirement.

The company shall ensure that the ship security plan contains a clear statement emphasizing the master’s

authority .The company shall establish in the SSP that the master has the overriding authority and responsibility

to make decision with respect to the assistance of the company or of any Contracting Government as may be

necessary

Zodiac ensures the Company Security Officer (CSO), the Master and the Ship Security Officer (SSO) to fulfil

their duties and responsibility according to ISPS Code. The company security officer is Paul Shields. The

deputy Company Security officer is Mark Rawson; he is second point of contact. Ship security officer is

Captain.

Company Security Officers Posters and Emergency Contact Number placed in the accommodation.

The overall security objective is to prevent injury or loss of life to our crew, passengers, victors, other

employees or any other person and to avoid damage or loss of property to our ship and to cargo or any other

property through the activities of terrorist or other criminal organization in fulfilling this objective. Zodiac has

appointed a CSO to have over responsibility for security on board this ship.

SSP from part of company’s emergency response procedure and includes the company security policy stalemate.

The SSP is classified “commercial in confidence” but the procedure attached are classified according to the

threat to this company’s operations, their sensitivity and value to other persons .According the SSP, in the port,

it contains some special responsibility for sea staff who as the following report chart show.

Security search for stowaways

Hyundai Oakland (like other vessels) must carry out the security search as per SSA after loading or discharging

has finished. The teams’ leader must sign the security search paper. Example of leaving Singapore by Chief

Officer is attached [Appendix 5.7]

Officer with: Chief Officer (Ivanov, Zhelyu Todorov)

Section 6 – Operational Management

Subject Task

Inspection by auditor A31/ A32/ A34.2

Team Leader A31/ A32/ A34.3

Task no: A31, A32 and A34.2

Inspections - Steering Gear by ISM auditor (on the 04.06.12)

Inspector checking the Steering Gear (accessible from the Poop Deck and dry passage)

In case of main power failure, the power has to be supplied from the emergency generator to one of the power

units automatically within 45 seconds in order to steer the rudder. The 3rd

officer explained that the steering gear

has to be capable of putting the rudder from 35 degrees on one side to 35 degrees on the other side with the

vessel running ahead at the summer load waterline with the maximum continuous rated power of the main

engine at one half of the maximum ahead speed. There is one set of electro-hydraulic type of steering gear

installed in the steering gear room. It is incorporated with the auto-pilot system.

Generally the ship met the audit very well. Major non-conformity and conformity was not found so there was no

reason for the ship to be detained. Every comment and advice given by the audit or during the inspection was

taken into account. These inspections are very helpful, because they improve the safety level of the ship so we

are ready. We are always ready for the any kind of inspection and we met this inspection confidently and passed

it satisfactorily.

Officer with: 3rd Officer (Siryk, Yevhen)

Minimum crew (referring to the Safe Manning Document)

Hyundai Oakland (minimum crew was applied before sending us to layup) = 1512

Master – 1, Chief Officer - 1

OOW (Deck) – 2, OOW (Engineer) – 1

Rating (Deck) Grade 1 – 3, Rating (Deck) Grade 2 – 2

Cook – 1

Doctor – NIL

Chief Engineer – 1, Second Engineer – 1

Rating (Engine) – 2

New Joiners

When arriving at port under 3rd

Officer’s watch, if new crew came on board, I greeted then took the following

documents (minimum needed):

Passport(s) - which should have their American Visa inside, Australian Visa

Seaman Discharge Book

ENG1 Certificate, Vaccination

STCW 95 Certificates

o Personal Survival Techniques

o Fire prevention and Fire Fighting

o Elementary First Aid

o Personal and Social Responsibilities

12

Mandatory under the Merchant Shipping (Safe Manning, Hours of Work & Watchkeeping) Regulations 1997

Task no: A31 A32 A34.3

Team Leader

Communications between all parties is essential. I have had the chance to lead a variety of teams and people

when during my sea phases, all which require teamwork. Some situations include:

Manoeuvres (on the bridge and mooring stations)

Emergency situations

Provision handling

Cargo operations

Teaching deck cadets

Teamwork is vital for this operation to be carried out successfully with no mistakes. Any mistakes may result in

personal injury or environmental pollution.

After drills, I always spoke to the Officers in ways to improve the crew to help minimise risk and make our

drills more effective, safer and faster by carrying out the drills continuously and systematically. I think an action

which is done several times, begins to be done without thinking, automatically. In emergency situations time

gets importance. Automatic actions provide us to gain time.

We should not do the drills just for carrying out a procedure and remember that these drills may save

our lives, our vessel and the money of company. This kind of thinking is the most important way of

improving all of us.

We are working with multinational crew. English is not our parent language. Some of the crew may not

understand certain explanations. Because of that, usually an Officer can translate these kinds of

explanations to widely used language on board. I believe asking questions one by one to all crew to

ensure that they haven’t got any confusion for anything.

Safety demonstrations and videos are good way in training. These kinds of training shall be done once

a week.

When I’m an Officer, I would prepare each scenario prior to the drill by making them as close to real

events. I think it is good to arrange some obstructions in drill area. When we are sure that crew is ready

for sudden, unwarned drills, we could do the drills without a prior warning. In this way we can see

what our crew can do in a real emergency situation.

Rivalry between the emergency teams is a good thing. We can create a rivalry between the starboard

life boat team and port life boat team during abandoning vessel drills. Captain can express which team

was faster and better at the end of the briefing. The other team can treat i.e. soda, to better help the

team be cohesive. This adds some more interest of the crew to the drills which, are usually done in the

rest time.

One of the most important points is the briefing after drills which I do not think were covered enough

is:

What was wrong and how can we make it more correct

What was so good and how can we more improve it

How was the communication

Anything else about the drill i.e. any confusion

Appendices

1.1 Snap-Back Zones (Hyundai Hongkong)

1.2 Life Saving and Fire Fighting Appliances on deck (Hyundai Oakland)

2.1 Accommodation Ladder wire scheme (Hyundai Hongkong)

3.1 Changing over the watch (from Maersk Eubank)

3.2 Captain’s Standing Orders (from Hyundai Hongkong)

3.3 Heavy weather checklist (from Hyundai Oakland)

3.6 Weather facsimile for destination Taiwan (from Hyundai Oakland)

3.7 Compass error examples (Sun, Moon, Vega, Rigil Kentaurus, Venus, and Jupiter)

3.8 Wheelhouse arrangement (from Maersk Eubank)

3.9 Nautical publications carried on board (from Maersk Eubank)

3.10 Passage plan (Brisbane to Kaohsiung)

3.11 Bridge familiarisation (from Maersk Eubank)

3.12 Pre – departure checklist

3.13 Pre – arrival checklist

3.14 X-band radar log Part II example (Hyundai Oakland)

3.16 Steering gear checklist # 8

3.17 Restricted visibility (Maersk Eubank)

3.18 Captain’s standing orders for Sole look-out on bridge

3.19 Bridge blind spot

4.1 Midship section (Maersk Eubank)

4.2 Deck hold plan (Hyundai Oakland)

4.3 Bilge system (Hyundai Oakland)

4.4 Heel control system (Hyundai Oakland)

4.5 Ballast system (Hyundai Oakland)

4.6 DG list example (Hyundai Oakland)

5.1 Personal Protective Equipment (PPE) Matrix

5.2 Chief Officer’s standing orders (Maersk Eubank)

5.3 Anchorage at Yantian (Hyundai Oakland)

5.4 Risk assessment of handling razor wire (Hyundai Oakland)

5.5 General container mooring arrangement (Includes forward and aft)

5.6 Accommodation Ladder (Hyundai Oakland)

5.7 Ship Security Search (Hyundai Oakland)

5.8 Windlass (Hyundai Hongkong)

5.9 Securing equipment (Maersk Eubank)

5.10 Mooring winch (Maersk Eubank)

6.1 Port documents

6.2 Bridge audit checklist (from Maersk Eubank) on the 30.09.12