Stiff Ship

>Those ships with large metacentric height having a large righting moment at small angle of heel,
which is difficult to incline and which will return to its original position so quickly are called a stiff
ships.
> This type of ships does not offer a comfortable ride, for the time period to return to its original
position is very small
Tender Ship
>When the ship's metacentric height is small, the righting lever and the righting moment at small
angle of the heel too becomes small. Such types of ships are easier to incline and will not tend to
return to its original position so quickly. Hence, they are called Tender ships.
>This type offers a comfortable ride as well as easy rolling for the time period to return to its original
position being high.

Neither too stiff nor too tender ships are preferred. Instead, one that of an intermediate condition is
preferred.

TRS

Tropical Revolving Storm is an intense rotating depression (a region of low pressure at the surface)
which develops over the tropical oceans. It consists of a rotating mass of warm and humid air and
creates strong winds, thunderstorm, heavy rains, very heavy seas and swell etc.

Some of the important characteristics of a Tropical Revolving Storm (TRS) are:-

- They appear smaller size than temperate depressions.

- They form near the Inter Tropical Convergence Zone, a zone of instability
- They have nearly circular isobars.
- No fronts occur (a front is the boundary between two air masses, often distorted by warmer
air bulging into the colder air).
- They result in a very steep pressure gradient.
- They have great intensity.

Origin, movement and life span

TRS originate in latitudes between 5° & 20° and travel between W and WNW in the NH and between
W and WSW in the SH, at a speed of about 12 knots. Somewhere along their track, they curve away
from the equator – curve to N and then recurve to NE in the NH; curve to S and then recurve to SE in
the SH.

Track – The route over which a TRS is already passed.

Path – The predicted route, over which, there is a possibility of the TRS passing at near future.
Another point on the route is called the Vertex, which is the westernmost point, of the TRS, when
recurving takes place.
The recurving is such that the storm travels around the oceanic high (which is situated at about 30°N
and 30°S in the middle of large oceans). After recurving, the speed of travel increases to about 15 to
20 knots. Sometimes, a TRS does not curve or recurve at all, but continues on its original path,
crosses the coast and dissipates quickly thereafter due to friction and lack of moisture. It is
important to note that all TRSs do not follow such definite paths and speeds. In their initial stages,
occasional storms have remained practically stationary or made small loops for as long as four days.
Semi circles: If a storm is divided along the route, at which the storm is passing, then we get 2 parts,
which are,

1. Right-hand semicircle (RHSC): It is the half of the storm, which lies to the right of the
observer, who faces along the route of the storm. For a stationary observer, here the wind
veers steadily.
2. Left-hand semicircle (LHSC): It is the half of the storm, which lies to the left of the observer,
who faces along the route of the storm. For a stationary observer, here the wind backs
steadily.

 
In the northern hemisphere (NH), conditions on the right-hand side of storms are more severe than
those on their left-hand sides. For that reason, in NH, RHSC is called the “dangerous semicircle” and
LHSC is called the “navigable semicircle”.
So again, as per navigator’s judgment, semicircles are two types, which are,

1. Navigable semicircle — It is the side of a tropical cyclone, which lies to the left of the
direction of movement of the storm in the Northern hemisphere (to the right in the Southern
Hemisphere), where the winds are weaker and better for the navigation purpose, although all
parts of TRS are more or less dangerous to mariners.
2. Dangerous semicircle— It is the side of a tropical cyclone, which lies to the right of the
direction of movement of the storm in the Northern Hemisphere (to the left in the Southern
Hemisphere), where the storm has the strongest winds and heavy seas.
What is the difference between veering and backing?

In the northern hemisphere: A “Veering” wind changes in a clockwise direction. A “Backing” wind
changes in an anti-clockwise direction. You can have a veering or backing wind without the presence
of a depression, the terms simply mean a change in the direction of the wind in a certain direction

MLC

Following are some of the most common ways a contract can be terminated: By agreement e.g.
Employee resignation. For a fundamental breach of contract if the termination clause allows for it
e.g. dismissal for serious misconduct.

Summary dismissal is dismissal without notice and is only allowed for gross misconduct. This is
where a situation is serious enough for your employer to dismiss you without warning (for example,
for violence).

Grievances Procedures

Where ship staffs considers himself or herself aggrieved, he or she may make a complaint in
accordance with flag administration requirement where the vessel is registered or as stated in the
Service Employment Agreement. (On-Board Complaint Form).

A copy of grievance procedure will be attached to individual seafarer’s Service Employment

Agreement and shall be followed by all parties concerned.

Liaison officer shall privately and objectively advise ship staff on their complaints and help them
follow available grievance procedures, Complaint Procedure, National & Flag Administration Contact
Details For Seafarer Complaints and Complaint Management Process Flow.

LAYTIME

In commercial shipping, laytime is the amount of time allowed in a voyage charter for the loading
and unloading of cargo. Under a voyage charter or time charter, the shipowner is responsible for
operating the vessel, and the master and crew are the employees of the shipowner, not the
charterer.

DEMURRAGE

When a chartered ship fails to load or unload its cargo in the timeframe set out in its contract, it may
owe the owner of the vessel a penalty fee known as a demurrage. In this sense, the term traces its
origins to the French word “demeurer”, which essentially means “to be late”.

CHARTER PARTY

A charter party is a maritime contract between a shipowner and a "charterer" for the hire of either a
ship for the carriage of passengers or cargo.

There are three main types of charter party: time, voyage and demise and another.

In a demise (or bareboat) charter, the charterer takes responsibility for the crewing and
maintenance of the ship during the time of the charter. He assumes the legal responsibilities of the
owner, and is known as a disponent owner.

In a time charter, the vessel is hired for a specific amount of time. The shipowner manages the
vessel but the charterer gives orders for the employment of the vessel, and may sub-charter the
vessel on a time charter or voyage charter basis.
In a voyage charter, the charterer hires the vessel for a single voyage, but the shipowner provides
the master, crew, bunkering and supplies.

LIST

List is the degree to which a vessel heels (leans or tilts) to either port or starboard at equilibrium
with no external forces acting upon it. Listing is caused by:-

- The off-centerline distribution of weight aboard due to uneven loading or to flooding.

- During low tide at berth, experiencing uneven seabed. Touch bottom.
- When vessel aground.

In any event, fist action will be stop all operation and identify the cause of list. Soundings of WB
Tanks, Cargo Tanks, Bunker Tanks and all voids spaces to be checked compared with last readings.
Same to taken and compared again 30 minutes interval to see if there is a breach in compartment.
Same details to be updated in the Stability Computer and check the stability. Hand lead line to be
used to determine the sea water level around the vessel. Check the surrounding of the ship for any
sign of pollution.

Emergency actions to be taken in case of ship grounding.

- All stakeholders should be notified

- Inform the port authority for the incident
- Immediate stop of engines
- Instant checking in order to ascertain any internal damage, water intakes or leakages and
watertight doors to be closed
- Light/shapes and sound signals
- Take control of a possible pollution
- Record of vessel’s position, date and time of the incident
- Keep the company informed.

Actions to be taken in the case of hull failure

- Early assessment of the situation by the Master

- Vessel’s personnel should immediately be called to the emergency stations
- Implement emergency response plan procedures
- Broadcast URGENCY or DISTRESS message, if appropriate
- Contact with a Maritime Rescue Coordination Centre and/or Operator if necessary
- Inform stakeholders.
- Ship Emergency Response Service (SERS) by class to be activated.

Eliminate Free Surface by Shift weight down, add weight low, or jettison weight high.

ANGLE OF LOLL

Angle of loll is the state of a ship that is unstable when upright (i.e. has a negative metacentric
height) and therefore takes on an angle of heel to either port or starboard. An angle of loll can be
corrected only by lowering the centre of gravity, not by moving loads transversely, or by filling
ballast tanks on the higher side.

How would you correct the angle of loll or increase the GM due to free surface?

To correct this it will be necessary to lower the position of the effective centre of gravity sufficiently
to bring it below the initial metacentre. Any slack tanks should be topped up to eliminate the virtual
rise of G due to free surface effect. Basically you fill the tank which is slack on the listing side till full.
Then, you fill the tank on the opposite side to bring her upright.
STABILITY BOOKLET

Commercial ships usually have a trim and stability booklet which may contain either curves of form
or hydrostatic tables and stability and trim characteristics for various conditions of loading. A typical
trim and stability booklet will contain the following data:-

i) Vessel characteristics, including principal dimensions, tonnage, location of draft marks, builder,
official and registry numbers, etc.

ii) Instructions for use of the nomograms, curves, and other data in the booklet to calculate stability
and trim of the vessel for given loading conditions.

iii) General operating instructions and precautions.

iv) Tabulated tank and hold capacities.

v) Hydrostatic properties (KM, LCB, LCF, etc.) tabulated or plotted as a function of mean draft.

vi) Metacentric Height (GM) diagram, showing GM for tabulated conditions of loading and minimum
required GM for vessel service.

vii) Trim diagram to calculate vessel trim when weights are added at locations other than the vessel
center of gravity.

viii) Weight distribution and stability information for various conditions of loading.

ix) Liquid loading diagram, showing the location, capacity, and effect on list and trim of the ship’s
tanks.

STABILITY COMPUTER

How do you test a ship Loadicator?

Testing requirements of the approved loadicator includes testing on board by the ship staff and
testing by the classification society of the ship. He need to enter all the weights in the loadicator.
These weights need to be entered manually. He cannot choose a pre-saved condition from the
loadicator. Same compared with Original Test Condition provided by the Maker & Approved by
Class. This is done annually load line survey and endorsed by class. On board test is done every 3
months.

TAKING OVER AS C/OFFICER

1) Before joining the vessel

Office usually sends the Handing over notes of the chief officer to be relieved by e-mail. Taking over
officer shall read through, note down all questions. While in the office, relieving C/O will meet
Designated Person Ashore, Company Security Officer and Fleet Superintendent. They will discuss
regarding Planned Maintenance System and some training on it, Ship Security Plan, Audits, Port
State Control Inspections, Flag State Control Inspections and relevant matters.

2) Before boarding the Ship

While in dock check the condition of the Hull plating, Load line Mark, Draught Mark, Paint condition,
General view of Bow Thruster, Bulbous Bow, Propeller, Rudder, Anodes, Mooring Ropes with rat
guards and canvas covering the eyes. Cargo gear, Gangway rigging, SWL, No. of persons marking,
safety net, gangway wires properly secured not making any obstruction.

3) After boarding the ship

Self introduction to gangway watchman and check if gangway personnel are wearing proper PPE,
and attending visitors in proper manner by checking identity, giving visitors card, inform bridge,
signing the visitors log etc. Ensure the gangway personnel sends an escort with us who leads us to
the masters office. While going towards accommodation general view of Deck, air pipes, hatch
coamings, if any sound from cargo gears.

4) Report to the Master

Meet the master, introduce, hand over appointment letter, CoC, Medical certificate and other
certificates, and sign the article of agreement. Ask Master, regarding present voyage, any
instructions from the charterer, and any instructions from him.

5) Meet the Outgoing Chief Officer

Go through Handing over notes again with the relieving chief officer, Also go through company’s
checklist for handing over taking over.

AA) Initial familiarization

1. Muster station and Emergency duties
2. Ship’s dimension, lay out, particulars
3. LSA and FFA plans
4. Stability booklet and hydrostatic data.
5. B.W, F.W, Bilges tanks sounding book
6. Damage Stability booklet.
7. Chief Officers Log Book
8. Official Log Book
9. Garbage record book, entries, and Garbage Management Plan.
10. Capacity Plan
11. Ballast System, Valves, any problems faced, Ballast Water Management Plan, B.W. Record Book
12. Bilge System, Valves, any problems faced

BB) Cargo Operations

1. Normal loading and discharging procedures.
2. Present Stability condition
3. Total Quantity of Cargo to Load/Discharge
4. Balance to Load/Discharge
5. Loading and De-ballasting sequence
6. Stack Height and Stack weight
7. Estimated time of completion and Departure
8. Cargo relevant documents:-
- DOC
- Cargo Stowage Plan, Loading Plan
- Manifest, Dangerous Goods Special Manifest
- Reefers List, OOG List, Heavy weight Container List
 - Verified Gross Mass certificate
- Container/Vehicle Packing certificates
- Shippers Declaration
- Other cargo relevant documents.
- IMDG Code with Supplement, current edition.
9. Loadicator:-
- Familiarization
- User ID and Password
- Backup system
- Certificate
- Test Record File
- Instructions Manual
- Printer
- Paper
10. Stability on Departure:-
- Expected Departure Draught, GM, Stresses condition
- Draught, Trim, Air Draught restrictions at load/Discharge port and any transit restrictions
11. Itinerary of the ship
12. Charterer and Port Requirements
13. Lashing Gears, Lashing Plan and Cargo Securing Manual
14. Cargo Gears, Loose Items and their certificates, Chain Register and its entries
15. Stevedore working hours and deck watches
16. Any Bunkering, Provision, Stores, Fresh Water expected

CC) Documents, Certificates and Files

1. Key control log and location of the keys, Ship Security Plan
2. SOPEP
3. G. A. Plan
4. ISM Files
5. DOC & SMC
6. SMS Manual
7. Company Operational Manuals
8. ISM Reports to company and their frequency
9. Crew Familiarization File
10. Rest Hours File
11. Permit to work
12. Non Conformity Report
13. Audit Files
14. PSC Inspection Reports
15. Drydock files
16. Quarterly Listing
Status of various certificates, any survey due, last survey done, any condition of class

DD) Maintenance
1. Familiarization with Planned Maintenance Schedule
2. Current Status of Maintenance
3. Repair Log
4. Last Drydock
5. Outstanding NCRs and corrective actions taken
6. Condition of Cargo Gear, Deck, Hatch cover, Lifting Appliances, Mooring Equipments
7. Status of Deck stores, equipments, Status of requisitions
8. Hold Ventilation system
9. Manholes List
10. Light System
11. Go through Chief Officers Log Book

EE) Deck Round

1. Operation of Anchoring and mooring equipment and problems faced

2. Last change of brake pad

3. Marking of Bollard pull capacity

4. Snap Back zones

5. Bosun Store

6. Paint Store, Fire Sprinkler System

7. SOPEP Locker and inventory of items

8. Garbage Control Area

9. LSA & FFA:-

- Muster Station

- Condition of Life Boat, Davit, Winch, Falls and Sheaves

- Safety equipment on deck

- Embarkation Ladders
 - Life Rafts

- Safety Locker, Fireman Outfit, ISC, Chemical Suit

- CO2 Room

- Smoke detecting Panels

- Shutting down of Ventilation

- Quick Closing Valves

- Galley Fire Extinguishing System

- Maintenance Record File

10. Hospital:-

- Medical Chest

- First aid Equipment

- Condition and expiry of Oxygen cylinders

- Certificate of Inspection by registered Pharmacist and its expiry

11. Chief officer’s Cabin:-

- Life jacket condition, light, whistle

- Immersion Suit

- Emergency Duties Card

- Nearest emergency exit

- Nearest Muster List

- Nearest Fire Extinguisher

- Any Dead End corridor

FF) Bridge Familiarization

1. Navigational Equipment

2. GMDSS equipment

3. Location of SSAS

4. Filing System

5. Stationary Locker

GG) Staff Matters

1. Moral of crew, ability and weaknesses.

2. Work rotation, overtime system.

3. Officer-crew relationship.

4. Efficiency and performance of other duty officers regarding cargo operation.

PREPARING A SHIP FOR DRY DOCK

Make a repair and maintenance list, create or obtain a drydock handbook if required, and assign
responsible ship staff to their duties on the list. Divide staff into groups to oversee the work carried
out by yard gangs.

- All spare parts must be checked and repair items kept ready for use.
- Previous dry dock reports should be studied and previous clearance measures noted.
- Clean engine room tank top and bilges.
- Prepare sewage treatment tanks, dirty oil tanks and bilge tanks.
- Flushing of bilge lines is to be carried out prior to dry dock.
- The oil-water separator filter element should be renewed and the system checked for
satisfactory operation.
- For tankers, all cargo tanks are cleaned and gas freed.
- Minimum bunkers (Fuel Oil and Fresh water) and ballast carried.
- All heavy weights secured prior to dry dock.
- All tanks and cofferdams must be sounded and recorded.
- Firefighting plans and safety measures discussed before dry dock
- Firefighting equipment on board should be checked and kept ready for use.
- Emergency lighting and generator should be tested before entry.
- Escape routes must be clearly marked.
- All valves and chests to be overhauled must be clearly marked.
- Shore connections for cooling water and fire line are to be readied.
- Main engine, generators, and boiler are changed over to diesel oil.
- CO2 total flooding systems are secured and locked before entry.
- Vessel must approach dock with even keel.
- To obtain GAS FREE Certificate from a approved Chemist prior entering.

VARIOUS SHIP PLANS REQUIRED FOR DRY DOCKING :-

The following plans and drawings are required to be submitted to the shipyard for their use to
enable the ship to be dry docked safely. To be submitted before ship enters dry dock

(1) G.A. plan

(2) Docking plan

(3) Capacity plan with DWT and displacement /draft scale. After ship has docked.

(4) Shell Expansion

(5) Mid-ship Section For structural repairs as ordered.

(6) Detailed location plans of areas where repairs and renewals are required. For propeller shaft
withdrawal and survey if ordered.

(7) Assembly drawing of propeller shaft, propeller and stern tube.

Following things must be checked by a responsible engineer and deck officers before water is filled
up in the dock:

- All Departments in charge to confirm that repairs assigned under their departments are
completed successful with tests and surveys are carried out.
- Check rudder plug and vent and also check if anode are fitted back on rudder
- Check hull for proper coating of paint; make sure no TBT based paint is used.
 - Check Impressed Current Cathodic Protection system (ICCP) anodes are fitted in position and
cover removed
- Check Anodes are fitted properly on hull and cover removed (if ICCP is not installed)
- Check all double bottom tank plugs are secured
- Check all sea inlets and sea chests gratings are fitted
- Check echo sounder and logs are fitted and covers removed
- Check of propeller and rudder are clear from any obstruction
- Check if anchor and anchor chain is secured on board
- Check all external connection (shore water supply, shore power cables) are removed
- Check inside the ship all repaired overboard valve are in place
- Secure any moving item inside the ship
- Check sounding of all tank and match them with the value obtain prior entering the dry dock
- Check stability and trim of the ship. Positive GM should be maintained at all time
- If there is any load shift or change in stability, inform the dock master
- Go through the checklist again and satisfactory checklist to be signed by Master
- Master to sign authority for Flood Certificate
- When flooding reaches overboard valve level, stop it and check all valves and stern tube for
leaks
- Instruction to every crew member to be vigilant while un-docking.

Trim is required. Why?

Docking master gives the required information on the desired trim to the chief officer. Chief officer
calculates the closest what he can achieve considering the weight distribution. Whatever the agreed
trim, but it will never be zero trim. The ship will never be asked to dock the ship in even keel
condition. Why?I will briefly summarize the procedure of how a ship is made to sit on the blocks. The
ship is brought into the dock with the help of tugs. Then the ship's stern is made to touch the blocks.
At this time a diver will go down and will check the alignment of the ship with respect to the blocks.
If required the ship can be aligned with the help of tugs as until now the major part of ship's bottom
is still floating. Once aligned, the ship is made to sit on the blocks. Now you can imagine what can
happen if there is no trim. There will be no time to adjust and align the ship with respect to the
blocks arrangements on which the ship is supposed to sit.

Critical Period. Why?

A Critical Period is the interval of time from, when the stern of the vessel touches the blocks to the
time when the entire weight of the vessel is borne by the blocks (i.e. the vessel sits completely on
blocks). This period is very crucial and continuous monitoring is required.

GAS FREE OPERATIONS

What is gas freeing in ships?

When on a gas freeing operation, cargo tank manhole and butterworth openings are opened and the
flammable vapors within the cargo tank are then removed using mechanical air-moving equipment.
The gas freeing process can be defined as one of the most dangerous shipboard operations in crude
oil tankers. The aim of the process is to remove explosive or poisonous gases from the cargo tanks
and raise the level of oxygen into atmosphere conditions. A space is considered as “gas free” when
the concentration of flammable gases in its atmosphere is less than 0% LEL, the concentration of
toxic gases (including IG components) is less than the TLV and the Oxygen concentration is not less
than 20.8%.

Flammability Diagram

Flammability diagram or flammability composition diagram is one of the important documents used
across the world to understand and prevent fire and explosion. They are mainly used for the
hydrocarbon mixture and so a key to the cargo and ship’s safety on tankers. It is essential on-board
to follow certain procedures based on the studies from the flammability graph of the hydrocarbon
mixture. Flammability diagram explains to us how a gas or mixture of two gases will behave and
catch fire with dilution other gas or air.

Dilution Method takes place when the incoming inert gas mixes with the original tank atmosphere
to form a homogeneous mixture throughout the tank so that, as the process continues, the
concentration of the original gas decreases progressively. It is important that the incoming inert gas
has sufficient entry velocity to penetrate to the bottom of the tank. To ensure this, a limit must be
placed on the number of tanks that can be inerted simultaneously (depending on the maximum
capacity of IG flow provided by the IGS).

Displacement Method depends on the fact that inert gas is slightly lighter than hydrocarbon gas so
that, while the inert gas enters at the top of the tank, the heavier hydrocarbon gas escapes from the
bottom through suitable piping. When using this method, it is important that the inert gas has a very
low velocity to enable a stable horizontal interface to be developed between the incoming and
escaping gas. However, in practice, some dilution inevitably takes place owing to the turbulence
caused in the inert gas flow. Displacement generally allows several tanks to be inerted or purged
simultaneously.

50% OF CREW CHANGE

When there is 50% crew change:-

- Familiarization, Safety Briefing & Safety Tour for all newly joined crew as per company SMS.
- Describing each crew Job Scope as per company SMS.
- MLC to briefing to be done.
- Crew Cabin to be in good condition.
- Fire & Boat Drill to be planned with Master within 24hrs of departure port.
- Documents to be checked. Namely certificates and endorsement SEA, Medical Reports,…etc.

SHIP SEA WATER TO FRESH WATER

What happens when a ship goes from saltwater to freshwater?

When the vessel moves from saltwater to fresh water due to the difference in density the vessel will
sink so that summer loadline will submerge below water line. This additional sinkage will be just
enough to achive more underwater volume so that vessel will get exact buoyancy as the vessel
floating in sea water. If the specific gravity of the water in which the ship is floating changes without
any changes to the ship's displacement, the ship's draft will change. The draft will change because
the ship must displace the same mass of water, which no longer has the same density.

Fresh Water Allowance (FWA) is the number of centimetres by which the mean draft changes when
a ship passes from salt water to fresh water, or vice-versa, when the ship is loaded to the Summer
displacement.

How the trim of the vessel be affected by the density of the water?

When a ship passes from water of one density to water of another density the mean draft is changed
and if the ship is heavily trimmed, the change in the position of the centre of buoyancy will cause the
trim to change.

SQUAT

What is squat effect in vessel?

The squat effect is the hydrodynamic phenomenon by which a vessel moving through shallow water
creates an area of reduced pressure that causes the ship to increase its draft and thereby be closer
to the seabed than would otherwise be expected.

What causes the ship to squat?

As we know the squat is caused by the low pressure that is developed under a ship in shallow water.
With more and more speed of the vessel, the squat will increase. This is because with more speed,
the vessel will push more water forward and more water is required to fill that void.

Thus to minimize squat, the pilot or the master of the ship has to maintain slow speed. If the pilot
sees that with no considerable change in shaft speed, the vessel is slowing down, then the Squat is
happening. He should immediately reduce the speed to minimize the Squat effect.

RESERVE BUOYANCY

Reserve buoyancy can be defined as the volume of the enclosed spaces above the waterline. It can
be expressed as a volume or as a percentage of the total volume of the vessel. The volume of the
enclosed area above the waterline are not providing buoyancy but are being held in reserve.

SHELL EXPANSION PLAN

Shell Expansion Plan: this is a ship's plan giving details of Shell plating. It is a two dimensional
drawing of a three dimensional surface of the ship's hull form. It is developed from the ship's line
plan with the contour lines erected straight on the base line representing the ship's length.

What is the purpose of shell expansion plan?

The shell expansion can be used for finding areas of painting surfaces such as topside, boot topping
and bottom areas by applying Simpsons rules directly. In the shell expansion the vertical scale used is
different from the horizontal scale and a suitable adjustment has to be made when calculating areas.

GROSS TONNAGE and NET TONNAGE

Gross tonnage is deduced from the volume of all the spaces of the ship contained within the hull,
bulkheads and decks, in accordance with the 1969 International Convention on Tonnage
Measurement of Ships. It is expressed by a figure without units.

Net tonnage is a method of calculation for how much cargo space a ship has. It is not a measure of
weight or mass, or the displacement weight of a ship, but instead a volume measurement.

What is difference between gross tonnage and net tonnage?

'Gross Tonnage' means the measure of the overall size of a ship. 'Net Tonnage' means the measure
of the useful capacity of a ship.

DEADWEIGHT

Deadweight, or deadmass, is the difference between the load displacement up to the minimum
permitted freeboard and the lightweight or light displacement. Lightweight is the weight of the hull
and machinery, so the deadweight includes the cargo, fuel, water, crew and effects.

Deadweight is defined as weight of cargo plus fuel and consumable stores, and lightweight as the
weight of the hull, including machinery and equipment.

DISPLACEMENT

The displacement or displacement tonnage of a ship is its weight. As the term indicates, it is
measured indirectly, using Archimedes' principle, by first calculating the volume of water displaced
by the ship, then converting that value into weight.

Does displacement change with change in density?

Because the density of the water has changed, the volume of water displaced must also change. This
can be represented using the formula—mass = volume × density. When the density of the water
increases, then the volume of water displaced must decrease to keep the mass of water displaced
constant, and vice versa.
PREPARATION FOR A LOAD LINE SURVEY

A ship will be subject to the following surveys:

• Initial survey before the ship is put into service;

• Renewal survey at interval not exceeding Five years;

• Annual survey within 3 months either way of the anniversary date of the load line survey.

The preparation for a load line survey must begin in ample time to take care of any shortcoming.

1. Check all access openings at ends of enclosed structure are in good condition. All moveable parts
(dogs, clamp, hinges) to be free and well-greased. All gaskets and water-tight seals should be
checked for cracks and repaired accordingly. Rubber packing are integral in maintaining the water
tight integrity of an enclosed structure. Ensure that the doors open from both sides.

2. Check all cargo hatches and access to hold for weather tightness and ensure securing
arrangements ( Ex. Hatch cleats, butterfly nuts etc.) for easy movement.

3. Check the efficiency and securing of portable beams.

4. If portable wooden hatch covers are used check that they are in good condition.

5. If tarpaulins are used, at least 2 should be provided for each hatch and in good condition.

6. Thoroughly inspect all machinery space openings on exposed decks and repair (lips, gasket etc.) As
necessary.

7. Check that any manholes, and flush scuttles are watertight.

8. Check that all ventilator openings are provided with efficient watertight closing mechanisms.

9. All Airpipes should be provided with satisfactory means for closing and openings.

10. Inspect any cargo ports below the freeboard deck and ensure that all of them are watertight.

11. Ensure that non-return valves are checked for working efficiency with respect to overboard
discharge.

12. Side scuttles (portholes), openings below the freeboard deck must have efficient internal
watertight deadlights free of crack and fissures.

13. Check all freeing ports (scuppers) are in satisfactory condition. Inspect that shutters, hinges, pins
are not corroding and are well lubricated and have free movement.

14. All guard rail & bulwarks should be in satisfactory condition. Any damaged sections shall be cut
and faired.

15. De-rust and paint the deck line, plimsoll mark, load lines and draught marks. Keep a ladder and
staging rigged for inspection by the surveyor.

16. The load line certificate and relevant records should be kept ready for inspection. The stability
information should also be kept ready at hand for surveyor to examine.
VIRTUAL LOST OF GM

What is virtual loss of GM?

The mass of the water pumped out will cause an actual rise in the position of the ship's center of
gravity and the free surface created will cause a virtual loss in GM. There are therefore two shifts in
the position of the center of gravity to consider.

This adverse effect on the stability is referred to as a “loss in GM” or as a “virtual rise in vertical
centre of gravity KG” and is calculated as follows: Loss in GM due to free surface effects (in metres) =
Free surface moment (tones metres) x Specific gravity of liquid in tank/Displacement of vessel in
tonnes.

ANHORING THE VESSEL

An operational briefing should be conducted before anchoring between the Master and Officer in
charge of anchoring. The Master must take the following into consideration:

- Vessel’s speed is reduced in ample time before anchoring.

- Direction and strength of wind and current have been observed.
- Tidal stream when manoeuvring at low speeds.
- The sea room available for anchoring, in particular to seaward.
- Depth of water and type of seabed on planned or advised anchor drop position.
- Which anchor will be used and the length of anchor cable required (both anchors should be
used alternately unless warranted by weather or some specific requirements for turning,
berthing or during STS).
- Adequate notice must be given to the engine room and anchor party as to when it needs to
be called for ‘stand-by’.
- The anchors, lights, shapes and sound signaling apparatus must be kept ready for use.
- On coming to an anchorage, a clear berth is to be chosen within the anchorage limits. The
ship’s position shall be fixed, as soon as possible after arrival at the anchorage, by cross
bearings and the depth of water ascertained and checked with the tide tables.
- The vessel’s anchoring position must be reported to the Port authorities or pilot station as
deemed necessary.
- As far as possible, avoid passing ahead of anchored vessels when approaching, the anchoring
position as the vessel will tend to drift on to the anchored vessel due to wind current
- Speed over ground to be zero or nearly zero.
- The proximity of navigational hazards and other vessels.
- The clearance from the nearest vessel is preferable to be more than 0.5 nm and so the
anchor cable to be paid out should be decided accordingly.
- Vessels shall only anchor at designated anchorages and NOT anchor outside the port limit.
- In case of emergency, master has overriding authority in consideration of safety of life,
vessel and the environment.
Methods of Anchoring

Vessels may generally use any one of the following methods:

“Dropping” or “letting go” anchor from the hawse pipe or just above the water line.

“Walking back” anchor just above the sea bed.

Paying out under power.

“DROPPING” OR “LETTING GO” ANCHOR FROM THE HAWSE PIPE OR JUST OVER THE WATER LINE

This method of anchoring is normally used in depths of up to 20 meters.

The anchor is lowered just above the water line. The brakes must be tightened and gear disengaged.

Look over the side before letting go anchor. Display anchor signals.

Once anchor is let go the speed of the cable should be controlled by applying brakes (snubbing the
cable) in order to prevent running out of the cable.

When the brakes are secured, the anchor digs into the seabed, preventing the vessel from moving
any further astern over the ground.

The sternway is stopped by the action of the anchor as strain comes onto the chain. Then, due to the
catenary of the chain, the vessel moves forward and stops.

The vessel is then described as being “Brought Up.”

After anchoring and tightening the brakes the cable stopper must be used.

Cable stoppers must be flush over a horizontal link and should be secured in position to prevent it
from jumping under load. Do not leave the windlass gear engaged.

To provide an early warning of anchor cable slippage a flag may be used which must be visible from
the Bridge.

WALKING BACK ANCHOR

This method of anchoring is normally used in depths between 20 to 50 meters.

The anchor must be walked back all the way to just above the seabed.

The brake should then be secured and the windlass taken off the gear.

The anchor should be let go taking care that the vessel is moving astern such that the anchor cable
will not pile up in a heap on the sea bottom.

PAYING OUT UNDER POWER

This method of anchoring is normally used in depths above 50 meters.

The anchor must be walked back all the way under power.

The speed over ground of the vessel must be close to zero.

Generally, the winding load of the windlass is weaker than the static brake power of the same. And
in case of walking back until sea bottom or heaving up the anchor in the deep water, if the chain has
excessive load due to the current and/or the wind, there is a strong possibility that the windlass
(hydraulic motor) will be seriously damaged.

In all circumstances, the Master's standing orders must be fully understood regarding anchor
watches. Watch officers need to understand the night orders, if in any doubt ask the Master to
clarify. The Master should be always available for help especially during adverse weather condition.
If you are thinking about calling the Master then the time has come to call him. Do not hesitate.

ANCHOR WATCH

Comply with the “COLREGS” for a vessel at anchor. In daylight display a ball in the forepart. At night
display an all-round white light in the forepart and a lower all-round white light at the stern. If the
vessel is more than 100 meters long working lights must also be used to illuminate the deck. In poor
visibility ring the bell rapidly for ten seconds every minute. If the vessel is more than 100 meters long
sound the bell in the forepart of the vessel, immediately afterward sound the gong for about 5
seconds in the after part of the vessel.

The main engine and additional auxiliary engines may have to be at constant readiness. If this is not
the case the Chief Engineer will be advised of the notice period required. The machinery space may
not always be manned. The OOW must have agreed on a contact method with the Duty Engineer.

Closely monitor the current weather. Inform the Master of any significant change. Confirm the time
of weather forecasts from any local source and GMDSS equipment. Have tidal predictions readily
available. Be aware of the height of the tide and the tidal range. Note if the vessel is lying to the
wind or tidal stream.

A good lookout must be maintained when the vessel is at anchor. In addition to the OOW the
Rating / Watch Assistant must keep a lookout reporting:-

- any vessel movements

- small vessels taking an apparent interest
- a change in the weather or visibility
- reporting the weight on the cable and how it is leading during regular deck patrols.

A close watch on other vessels' positions and movements must be maintained. Use all available
means, including visual, radar, and the AIS. In particular, utilize the radar facility to plot vessels which
are close by. Be aware that other vessels may not be keeping anchor watches. Whenever a vessel
close by appears to be dragging or manoeuvring too close to your vessel:-

- call the Master

- inform the Duty Engineer
- attempt to call the concerned vessel by VHF
- inform the port authority/VTS by VHF
- use sound signalling apparatus or signal lamp to attract attention
- use any immediate means to avoid a collision.

Careful consideration must be given to either remaining at anchor or weighing anchor and
proceeding to sea during adverse conditions. Whenever the decision is to remain at anchor it must
be understood that a serious failure of the anchoring system could occur. Consider:-

- deploying more cable

- reducing notice on main engines
- use of engines to take weight off the cable.

During poor weather, the cable must be checked more frequently. Heavy seas and wind may make
the vessel yaw and can cause the anchor to break out from its holding position. Crew members
checking the cable should note if the weight on the cable is steady. Sudden changes in cable weight
indicate that the vessel is dragging. If the anchor is dragging along the sea bed it may become fouled
and the anchor may be lost.
Responsibilities Of Deck Officer During Anchoring Operation

Once the officer receives the command to prepare for anchoring, he must check on the following
points:-

1. Presence of crew members wearing proper personal protective equipment (PPE) for assisting the
anchor station.

2. Confirming the anchor used for the operation (Port or Starboard)

3. The anchor lashings and bow stopper are removed prior commencing the operations

4. When using hydraulic windlass, make sure the pumps are started prior operation

5. Check the working of Windlass and its controls

6. If bow thrusters are likely to be used during anchoring, ensure that the required ventilations are
open

7. Anchor day signal (ball) is ready for hoisting after terminating the operation

8. Walkie-talkies radios to be checked

9. Ensure that ship sides are clear of obstructions

MAINTENANCE ON GANGWAY

All moving parts such as turntables, sheaves, tracks, bearings and rollers should be free to turn and
periodically greased with an appropriate grease product. Wire Ropes inspected along their entire
length and replaced as necessary. Gangway should also be inspected for condition, distortion, cracks
and corrosion.

Materials

The most common material is steel, usually galvanized or painted. Often aluminum is used,
especially in marine and aeronautical applications where weight and corrosion are issues. The
walking surfaces are usually treated with various non-metallic coatings for traction such as specialty
plastics or even wood. Or in the case of steel, they are grated with small teeth to provide maximum
traction.

METHOD OF POSITION FIXES

There are many methods by which we can get a fix of the ship’s position.

- Celestial fix by using sextant

- Visual fix
- Radar Fix
- GPS
- Echo sounder
- Parallel Indexing
Symbol used… in Eaglestar

Dead Reckoning Position (DR) and Time.

Estimated Position and Time.

Observed Position.

GPS Position and Time.

Waypoint with number.

Noon Position.

Frequency will be as per company SMS guidelines.

BRIDGE GEAR TEST

Refer to the attached Check List

Ship’s Steering Gear

Within 12 hours before departure, the ships steering gear is checked and tested by the ship's crew.
The steering positions located on the navigation bridge. The rudder angle indicators in relation to
the actual position of the rudder. Automatic isolating arrangements and other automatic equipment.

Why is the steering test rudder angle 35 degrees to 30 degrees?

Why Steering Test Rudder angle 35 degree to 30 degree ? So that the point at which it is reached can
be exactly judged as it crosses 30 degree. As hunting gear puts pump stroke to zero, the rudder
movement slows down progressively as it approaches 35 degree.

Why should you test the steering gear?

The steering gear is constantly in use during a vessel's voyage. Its importance is shown with the
existence of SOLAS regulations, regarding steering gear's testing. A failure on the steering gear, may
lead to unpleasant situations such as collisions or groundings.

Testing at Sea

Under normal sea speed, the rudder is to be put from hard to port to hard to starboard on one
motor, and then on the other motor. This process is then to be repeated using both motors. The
ammeter readings during these tests are to be recorded and entered in the Engine Room Log Book.
If the time taken to move the rudder from 35 degree on either side to 30 degree on the other side
exceeds 28 seconds when using both motors then the appropriate management office is to be
advised.
General Procedure of Preparing Ships for Entering Ports

“Arrival at port” and “Departure from port” are two extremely important aspects of a ship’s voyage.
Both these procedures are considered critical because of a number of complexities involved with
them. Both engine and deck department have to prepare themselves well in advance in order to
ensure safety of the ship and the crew.

Before arriving at a port, the ship’s crew has to plan and discuss (pre-arrival meeting (all crew) &
passage plan meeting Bridge Team and Chief Engineer) all the matters that would be required for
safe berthing and cargo operation of the ship at the port.

Before Entering a Port

The master of the ship will inform well in advance the “time of arrival” of the ship to the chief officer
and the chief engineer. If needed, a meeting would be arranged with the senior officers or the
officers in charge to discuss all matters necessary for ship’s arrival at the port.

Once this is done, the officer-in-charge would check the conditions of all the items mentioned in the
“checklist for entering ports”. The results of the checking procedure would be mentioned in the
deck log book.

All officers including deck cadets and crew members are assigned duties during berthing of the ship.
According to the orders of the master, all those involved with the berthing procedure would be
assigned a “position” to carry out the duties and to guide the ship operations.

As Chief Officer

- Prepare vessel for mooring operations

- Prepare for loading/discharging operations
- Stability is checked and draft for arrival & departure
- Prepare vessel as per SOPEP requirement.
- Prepare vessel in terms of Fire Fighting requirement in case of emergency.
- Refer to C/L attached.