These notes were prepared by Mr Deepchand Dhankher and Seamanship lab team. They follow syllabus and will be very useful for examination. I suggest you refer these notes along with your text books.
Seamanship involves lot of skills and practice. Please pay full attention in lab and get all doubts sorted out from our team.
SEAMANSHIP NOTES FOR DNS-SEM-I
Rope Work
5.1 Explain the construction, care and maintenance of natural fibre, synthetic fibre ropes including uncoiling, coiling, stowing.
5.2 Explain the construction, care and maintenance of wire ropes including uncoiling, coiling, stowing, opening new coil of wire rope, cutting wire rope, flaking and removing kinks.
Write some Characteristics of the following natural fiber ropes
(Manila, Sisal. Hemp, coir and cotton.)
Manila comes from the Abaca plant. The rope is smooth and glossy. The rope is said to be flexible, durable, strong and reliable when compared to other vegetable fibre ropes.. The manila rope is deep golden brown in colour.
Sisal is relatively cheap but is not as strong as manila. It is very white in colour and has a hairy surface.
Hemp is used mainly for small stuff.. Hemp is obtained from the plant called Agava Sisalana and is grey in colour. Hemp is also one of the strongest vegetable fiber ropes.
Coir is made from coconut fibers .it floats on water
Cotton is very soft and used only for decorative purposes.
1.Discuss about formation of ropes ?
The formation of all rope depends on “twist” . Fibre is twisted up into yarns which are then twisted into strands. These in turn are laid up or twisted up to form the complete rope. Friction, and the inclination of each strand to unlay holds the other in place.
Yarns: These are composed of threads of fibre well and evenly spun into what is known as a standard 24 thread yarn. The size of this yarn is such that if 24 such yarns are formed into a strand and there such strands are laid up to form a rope, the rope will measure three inches in circumference.
Strands: The number of yarns in a strand depends on the size of the rope and each strand is composed of yarns laid up right-handed in the case of a left-handed rope, and left-handed for a right-handed rope.
Discuss about lay of the rope?
Lay of the rope : Ropes are either right-handed lay or left-handed lay, According to the direction in which they are finally “laid up” or “twisted up” with the former the strands run from left to right, and with the latter from right to left . Practically all ropes are right-hand laid
If a rope is “twisted up” very tight and hard it is said to have a hard, firm or short lay. One effect of this is that pliability and breaking strain are reduced, but the rope is not so liable to absorb water and lose its shape.
Discuss points for care maintenance (preservation) of natural fiber ropes
(Manila, Sisal. Hemp, coir and cotton.)
• Natural fiber ropes should be stowed away in a well ventilated space and be either hung from wooden pegs or stowed /coiled down on grating.
• If the ropes are wet these must be dried out before stowing.
• The salt deposit on ropes will impair the ropes life and strength; hence ropes are to be washed with fresh water to wipe off the salt.
• Vegetable fibers ropes are easily damaged by acid and alkaline substances, therefore: Do not stow in the vicinity of boilers as excessive heat will cause dryness which makes the fibers brittle.
• A rope stretches under strain but regains its normal length when the strain is off, provided the strain is with in limits. Overstrain will permanently stretch the rope and will be evident from a permanent reduction in its circumference. An overstrained rope loses its strength by 25%.
• Vegetable fibre ropes absorb moisture when wet and lose strength by 25%.This strength is not fully restored when dried out.
• A wet rope swells up but shrinks in length. During rain, fog or heavy dew, slacken tight ropes and halyards.
• A vegetable fibre rope, if stored away wet, will soon mildew and rot. Always dry out a rope before stowing away, or at the first opportunity.
• Heat also damages the vegetable fibres. Avoid unnecessary exposure to hot sunlight and do not store in hot and damp places.
• Do not let the rope come in contact with sharp metal edges. Avoid bad leads and sharp bends. The diameter of the sheaves, drums and bits over which the rope passes should not be less than six times the diameter of the rope.
• Always, keep the end of the rope whipped. The strands once allowed to open out can never be laid back satisfactorily.
• Discuss points for care maintenance (preservation) of Synthetic fibers ropes
• Synthetic fiber ropes are very resistant to damage by acid and alkaline substances.
• Moisture does not harm them even if stowed away wet.
• Ultra violet rays of the sun damage the fibers, especially in smaller ropes where more surfaces are exposed. This damage is to some extant minimized by introducing a light inhibitor in the fibers.
• Do not let them come in contact with sharp metal edges. Avoid bad leads and sharp bends. The diameter of the sheaves, drums and bits should be not less three times, the diameter of the ropes.
• Heat of direct sunlight or the heat caused by friction on winch drums when surging, has a detrimental effect on the fibres. Cover the coil of hawser with a tarpaulin in day time. Take only three turn on the warping drum when surging.
• Knots and splices tend to slip in synthetic fiber ropes . A long splice does not hold well in synthetic ropes.
• Use only synthetic fiber cordage with synthetic fiber ropes e.g. stoppers, racking and whipping should always be of synthetic fiber.
• Palm and needle whipping should be used for all types of synthetic fibres ropes, .In non stranded ropes; this will bind the core to the sheath.
• Always inspect the ropes before use, internal powdering would indicate deterioration of the fibres.
Briefly explain the wire ropes construction.
Wire ropes are manufactured from drawn steel wires with an individual breaking strength in the 160-180 kg. Per square mm range. It is the strength of these individual wires which determines the breaking strength of the final rope.
• Discuss points for care maintenance (preservation) of wire ropes
• Do not open a new coil of wire rope without using a turntable or similar apparatus in order to avoid kinking the wire ropes.
• Handle a wire rope carefully so that no kinks are formed. A kink reduces the rope’s strength and permanently damages the ropes.
• Avoid sharp bends and bad nips. Never use a shackle or ring for changing the direction of the rope. If the rope has to pass over a sheave, its diameter should be at least 10 times the diameter of the ropes. the diameter of the bits and warping drum should be at least 13 times . The rope should not chafe against the sides of the sheave /block.
• Store the wire ropes over a grating to keep it off seawater. If during use the rope has become wet by seawater, wash off the salt by fresh water and apply oil before storing it away. Wire brush the ropes occasionally and coat it with special grease provided on the ship.
• Always inspect the rope before use. A flattened of the rope, rusting of wires ,broken wires ,more than 10% in a length of eight diameter ,are some of the symptoms indicate that the rope is not to be relied upon.
Damage to wire ropes
• Mechanical damage wire strands broken
• Causes
• Chafing under load, impact with heavy objects, improper leads
• External Fatigue Causes– by bending
• Corrosion at the joints
• Internal damage, rust, lack of lubricants
• Who should inspect the wire rope & when?
Any one who is using a rope or supervising an operation should always inspect the rope before the commencement of the work and only ropes in sound condition and of appropriate strength should be used. The ropes should be checked for abrasions, corrosion, pitting and lubrication inside rope.
• When will you condom wire ropes?
Assess the condition of the rope at the section showing the most wear .Discard a wire rope if any of the followings conditions are observed.
• In running ropes (wound on drums or passed over sheaves) 6 or more broken wires in one lay length; 3 or more broken wires in one strand in one lay.
• In standing rigging 3 or more broken wires in one lay length.
• Kinking crushing, cutting or un-stranding, bird caging or other physical damage that has distorted the shape of the wire rope.
• How to coil and uncoil the rope
Opening a Coil :Very often the label attached to a coil of rope contains instruction as to how it should be opened up, but if not proceed as follows:-
(a) Ropes with a Right-handed lay: Strip bagging, find outside end and lay coil on whichever side will permit the end to come away left-handed (anti-clockwise). Allow the coil to rotate as on a turntable.
Another method is to leave the bagging intact, and lay coil so that the inside end will come away left-handed. The inside end should be at the bottom and taken up through the centre of the coil.
(b) Ropes with a Left-hand Lay: Either the inside or outside end may be used, but the rope must come away from the coil right-handed (with the hands of the clockwise)
Coiling Rope: Ropes laid up right -handed must be coiled down in a clockwise direction, and left-handed ropes in an anti-clockwise direction. Coiling down a line means laying it up in circles, roughly one on top of the other. Always coil down right-laid line right-handed or clockwise When a line is coiled down, the top end is ready to run off. If you try the bottom end, the line will kink. If for some reason the bottom end must go first, it is necessary to turn over the coil to free it for running.
• How will you cut a wire rope?
If a wire rope is cut as it is, the ends will fly apart. Therefore, before cutting, make two strong whippings about 5 cms apart on either side of the place where the rope is to be cut. Put the wire rope on some solid steel structure and cut with a “cold set”. A “cold chisel” with a handle. A cold chisel is a chisel with a very hard cutting edge.
• What is to thorough foot a rope?
To Thorough foot a rope: If through a mistake or any other cause a rope is taken off a coil the wrong way, it will become full of turns and will be required to be thorough foot in order to get rid of the turn or kinks. To do this it must be coiled down large left-handed and the bottom end passed up through the centre of the coil and again coiled left-handed. Repeat the operation two or three times and finally bring the end up through the centre and coil right-handed.
Kinking and Crippling: Because of its construction and comparative lack of flexibility, wire rope requires more care in handling than cordage, if carelessly handled it may suffer serious damage through kinking and crippling a kink which permanently damages through kinking and crippling.
Kinking: Any loop or turn in a wire rope can all too easily be pulled into a kink which permanently damages it. If a kink is seen to be about to develop it should be removed as indicated.
Crippling: If a wire rope is bent at too acute an angle or led over a sharp edge, it will be seriously damaged by distortion of its strands, which may result in a permanent kink or even in the rope parting. A rope so led is said to from a bad nit and this results in it being crippled. ( To freshen the nip is to veer or heave in a short length of rope that is under strain so as to bring a fresh portion of the rope to take the chafe where it passes through fairleads or around bollards). To prevent crippling, a wire rope which will come under strain should never be led through a shackle or eyeplate to later the direction of its lead. In addition, it should not be round a bollard or drum of a diameter less than 13 times the diameter of the rope , and if it has to run through a block the diameter of the sheaves should be at least 20 times the diameter of the rope.
ROPE S CARE & MAINTENANCE
Handling, care and maintenance of man-made fibre rope
Some essential “do’s and “don’ts”
1. Never drag ropes over sharp edges, or over surfaces where abrading particles can penetrate between strands and yarns
2. Avoid Unnecessary chafing at fair-leads, over bulwarks, taffrails, etc. All metal parts should be smooth and chaffing points protected by leather, plastic or canvas parcelling, or by worming with small sized ropes. Winch drums must be smooth and free from rust or paint. Fair-leads should be in a similar condition and if, of the roller type, should be free running and the bearings well-greased.
3. Avoid contamination by chemicals or fumes as this can damage the ropes. If contamination is suspected, wash man-made fibre ropes in cold running water, e.g. by hosing.
4. Avoid exposure to all forms of heat. Avoid unnecessary exposure to the degrading influence of strong sunlight.
5. Avoid build-up of excessive turn in ropes. If this condition has occurred, loops will form, and, if loaded, strand distortion and loss of strength will result. Work excessive twist over end of rope before straining.
6. Never couple a right-hand laid rope to a left-hand rope no matter what materials are used. If the rope is delivered on a reel, mount the reel on trestles and unreel with the rope coming from underneath the reel.
7. If the rope is delivered in a coil form, try to keep it off the floor as dirt and damp can damage the rope. Always draw the rope from the middle of the coil bringing it out anti-clockwise.
Routine Inspection
Regular inspection of ropes is a worthwhile exercise, as the life can be extended considerably by proper repair and protection at obvious chafing points. It must be emphasised that no matter what agency has weakened the rope the effect will be more serious on small sizes than on larger sizes of rope. Consideration should, therefore, be given to the relationship of the surface area of the rope and the rope cross-section.
Examination of about 300mm of rope at a time is recommended, the rope being turned to reveal all sides before continuing. At the same intervals, the strand should be opened as in splicing, but only sufficiently to allow examination of the inside bearing surfaces.
Damage due to external wear
This is the most readily noticeable cause of weakness, particularly if an unused rope is available for comparison. In the extreme the strands become so warn that their outer faces are flattened and the outer yarns severed. Assessment of the degree of wear is by observation of the number of severed yarns, and the thickness relationship of the unsevered yarns at the abraded and unabraded sections. A tensile strength will remove any doubts about the rope’s condition.
Damage due to local abrasion
This may be caused by the passage of the rope over sharp edges whilst under tension and such damage can result in serious strength losses, particular if, for example, a deep score is produced in the rope. A deep score extending over ten lays or more of the rope can mean that every out yarn is damaged or cut. These may cause internal, as well as external damage and are not indicated by local rupturing or loosening of the yarns or strands.
Internal Wear
Internal wear can be detected by the tell tale signs of a loosening of strands and the presence of powdered fibre. It is most often caused when grit becomes trapped in a rope which is repeatedly flexed in wet conditions.
Overloading
An overloading rope may be difficult to detect, and a tensile test is invaluable. Check measurements over markers on the rope may reveal local excessive stretch due to overloading, and some hardening of the rope may be observed with a reduction in diameter and considerable reduced extension under load.
Chemical attack
This may be revealed by staining or by ease of plucking or rubbing off filaments or fibres from the yarns.
Attack by heat
This may be revealed by glazing of the rope surface. In extreme cases local fused sections indicate heat through friction and a considerable loss of strength can be expected.
If, after careful visual examination, doubts still exist, discard the rope or consult the rope manufacturer.
Maintenance after Inspection
Cut out local damaged sections if warranted, and splice using short butt splice. Do not wait for a damaged section of the rope to part under strain, as the recoil effect can disturb the lay of the rope over a considerable length. Any rope which has broken through overload should be discarded. If thimbles are loose in the eyes, due to rope stretch, firm up by rack seizing.Never allow a thimble to become so loose that it can rock.
Have all splices properly served or taped, and dogs firm seized. Do not allow any tuck to become undone; every tuck is necessary for the optimum splice efficiently in all constructions of rope.
Never dry and fibre rope by use of heat. If possible, store ropes in a cool, dry, well ventilated store or locker, preferably on pallets or festooned, and not exposed to strong light through glass or extremes of heat. Never store on a concrete or dirty floor, and under no circumstances should rope and acid or alkalis be kept in the same area.
Safety tips
Never stand in rope loops or in the path of a rope under strain, and have as few as men as possible in the vicinity of the rope. Always make sure that a rope end is made fast to bitts and not just on the drum end.
Always use man-made fibre ropes for stoppers on man-made fibre rope hawsers. In preference always use stoppers on the double.
Ropes are made to be used, not abused. Abuse of ropes leads to short rope life and possible danger to the user.
Remember to look after your ropes “your life may depend upon them”
Blocks, Purchases & Lifting Appliances
6.1 Explain the different types of tackles and purchases and
the power gained in each case.
6.2 Describe the relationship between the diameter of sheave and diameter of rope.
6.3 Explain the markings on block, shackles.
6.4 Explain the use of sen-house slip, where it is used.
6.5 Explain the use of swivels.
BLOCKS
A block is a portable pulley, made of wood, metal, or wood and metal.
Parts of a block: The main parts of a block are the shell or body; the sheave or wheel over which the rope runs; the pinon which the sheave turns; the bush or bearing between the sheave and the pin; and the eye, hook, strop or other fitting by which the block is secured in the required position.
The top of the block where the eye or hook is fitted is called the crown; the bottom of the block is the arse or tail; the sides of the shell are the cheeks, and the groove made in the cheeks of some blocks to take the strop is called the score; the opening between the sheave and shell through which the rope passes is the swallow; and the eye sometimes fitted at the tail is the becket.
Classification of blocks
Wooden blocks are classified by their size, which is their length from crown to tail measured round the shell; an ordinary wooden block will take a rope one-third of its size, so that a 9-inch block, for example, would be required for a 3-inch rope. Metal blocks are classified by the size of rope for which each is designed, which is marked on a plate affixed to one cheek. Blocks may have more than one sheave; a single block has one sheave, a double block two, a triple block three, and so on.
Types of block
Clump block;- Small wooden single sheave block, cut and scooped out of a solid clump of wood. Generally scored and stropped. Nowadays this name is also given to small metal blocks, which have small sheaves and very large swallows).
Built block
These wooden blocks are made of separate components nailed or screwed together to form a block, unlike a clump block which is in one single piece.
External bound block
Only very small blocks have strops. Larger ones always have a metal binding. If the binding is outside the block, is called an external bound block.
Internal bound block
When the binding is inside the block, it is called an internal bound block.
Snatch block
A single and external bound block with upper portion of the binding on side hinged, so that it can be opened and a bight of rope slipped over the sheave. Always used as lead block. Strength is only one-third of other blocks of same size.
Non-toppling block
Used for life boat falls’ lower block. Does not capsize when heaving up without load.
Gin block
Iron blocks which are used as head block, heel block and span block on ship’s derricks for working cargo. They have self-lubricating bushes in their sheaves and a swivel eye on top.
Coaling gin
It is just a self-lubricating sheave revolving on a pin which is suspended from a cross-shaped binding. In other words, it is a gin block without cheeks. It is easy to clean and there are less chances of the sheave jamming against the cheeks. It was used instead of a gin block when loading or discharging coal and that is how it has derived its name.
Stropped block, tail block and hook block
A stropped block is a block which has a strop and a thimble eye.
In a tail block, instead of a strop, one end of a two to three fathoms of rope is stropped round the block.
In a hook block, a hook is fitted to the crown of the block.
Sheaves and bearings
The sheaves of all wooden blocks are of phosphor bronze, and those of metal blocks are either of phosphor bronze or mild steel. Phosphor bronze sheaves are the more expensive, but are desirable where the blocks are exposed to corrosion, as in boats’ falls . The pins of all blocks are of steel.
The bearing between the sheaves and the pin may be of the plain, roller or self-lubricating type. In accordance with common practice a mild steel sheave with a plain bearing has a small brass bush let into its center to form the bearing, because steel bearing on steel is liable to seize. Roller bearings are fitted in a number of special metal blocks, including most of those used for boats’ falls. Self-lubricating bearings have a perforated bronze bush next to the pin, the perforations being filled with a special lubricant.
Means of attaching
Every block, except a stropped block, has a fitting at its crown by which to secure it where required. A list of such fittings is given below:
A standing eye in line with the sheave.
A standing eye at right angles to the sheave (reversed).
A standing eye at right angles to the sheave, with a free hook
A swivel eye.
A swivel hook.
A swivel eye and a free hook.
A jaw in line with the sheave.
A jaw at right angles to the sheave.
NOTES
(i) All blocks fitted with a swivel at the crown are called swivel blocks.
Description
A block is fully described as follows:
• Size (wooden blocks only).
• Number of sheaves.
• Type (I.B., common, steel, etc.), with details of sheaves sometimes included.
• Size and type of rope (metal blocks only).
• Means of attachment (standing eye, swivel hook, etc.).
EXAMPLES:
1. A 12-in., double I.B. block, fitted with swivel oval eye and becket, FOLLOWED BY ISSA CODE.
2. A treble steel block with mild steel sheaves for 3-in. cordage, fitted with a standing eye reversed, free hook, becket and thimble, followed by ISSA code .
Strength of blocks
In general it can be said that the safe working load of an I.B., a metal, or a common block is stronger than the rope for which it is designed. A snatch block is about one-third of the strength of an I.B. block used for the same size of rope; a clump block is about one-quarter of the strength of such a block. Every block has its safe working load shown on a plate fixed to one cheek.
Care & Maintenance of blocks
It is essential that all blocks should be overhauled periodically. To do so remove the pin after first removing the check-nut or split pin or metal plate, as the case may be slip out all the sheaves. First scrape and then wash with kerosene, the pin , the sheaves and inside of the shell. Dry out with a cotton rag and then apply fresh grease. If the pin is self- lubricating type with a grease nipple clean out the grease from the grooves on the pin, then use a grease gun on the nipple to see if the grease passage from the nipple to the grooves is clear. If not, the grease nipple will have to be unscrewed and the passage cleared of old solidified grease. If the bush of the sheave is self-lubricating, the felt in the slots should be renewed and the oil tank replenished. Those surfaces of the sheaves and shell, which rub against each other, should be coated with black lead mixed with tallow. The swivel at the crown should be freed and oiled. With all blocks, always ensure that the sheaves are turning easily after the block has been reassembled and that the swivel is in good working order, before returning the block to its working position. Any blocks that show of scoring on the checks or have a bent or damaged pin or a strained are immediately suspected and should be referred to a competent officer before being reassembled, so that if necessary it can be condemned. A purchase consists of a rope rove through two or more blocks, it’s purpose being to reduce the weight of the total at the point where power supplied, for the purpose of moving the load
Marking : The size of a block, its safe working load and its pattern number are marked on a metal plate affixed to the outside of its shell. (The size of a wooden block is the length of its shell. It takes a rope one tenth of its size . The size of a metal block is given by the size of the rope it is supposed to take. A sheave is measured by its diameter)
PURCHASE AND TACKLES
A purchase is a mechanical device by means of which an applied pull or force is increased; it may be a system of levers, a system of revolving drums or wheels geared to one another, or a combination of blocks or pulleys rove with rope or chain.
A tackle (pronounced ‘ taycle ‘) is a purchase consisting of a rope rove through two or more blocks in such a way that any pull applied to its hauling part is increased by an amount depending upon the number of sheaves in the blocks and the manner in which the rope is rove through them.
Parts of a tackle
The blocks of a tackle are termed the standing block and moving block; the rope rove through them is called the fall, which has its standing, running and hauling parts. The size of a tackle is described by the size of its fall; a 3-in. luff, for example, would be rove with a 3-in. fall.
Mechanical advantage
The amount by which the pull on the hauling part is multiplied by the tackle is called its mechanical advantage (M.A.) and, if friction is disregarded, this is equal to the number of parts of the fall at the moving block. There are two parts at the moving block, therefore the mechanical advantage is two; in other words, a pull on the hauling part of I cwt would, if friction were disregarded, hold a weight of 2 cwt.
Friction, which occurs in the bearings of the sheaves and in the fall as it bends round the sheaves, reduces the mechanical advantage considerably; this loss through friction is explained later on.
Velocity ratio
Mechanical advantage is gained only at the expense of the speed of working. In above fig. for example, the weight will only be raised one foot for every two feet of movement of the hauling part. The ratio between the distance moved by the hauling part and that moved by the moving block is known as the velocity ratio (V.R.) and is always equal to the number of parts of the fall at the moving block.
Reeving a tackle to advantage and to disadvantage
The number of parts at the moving block, and therefore the mechanical advantage, is always greater when the hauling part comes away from the moving block, and such a tackle is said to be rove to advantage. Conversely, a tackle in which the hauling part comes away from the standing block is said to be rove to disadvantage. Where practicable, therefore, rig a tackle so that the hauling part leads from the moving block, and make the block with the greater number of sheaves the moving block.
Load on the standing block
The load on the standing block, and therefore on the fitting to which it is attached, is dependent upon the mechanical advantage of the tackle used. This load is calculated by adding the pull required on the hauling part to the weight which is being moved; and so for a given weight the greater the mechanical advantage the less will be the load on the standing block.
Mechanical advantages/Velocity ratio
EXAMPLES OF TACKLES AND PURCHASES
Examples of whips, tackles and purchases used at sea, together with their velocity ratios and mechanical advantages, are given below; in each the approximate loss of mechanical advantage due to friction has been taken into account.
Single Whip
This consists of a fall rove through a single standing block; no mechanical advantage is gained. It is used for hoisting light loads, and where speed of hoisting is an important factor.
Double Whip
This is a purchase used for hoisting and consists of two single blocks with the standing part of the fall made fast near, or to, the upper block, and it cannot be rove to advantage.
Gun Tackle
This is the term usually applied to a purchase consisting of two single blocks, In the gun tackle the standing part of the fall is always made fast to one of the blocks. The name originates from the small tackle which was used to run out the old muzzle-loading gun carriages after they had recoiled.
Luff
This is a purchase of 3-in. in size or greater. It consists of a double and a single block, with the standing part of the fall made fast to the single block. I
Two-fold purchase
This consists of two double blocks and is a useful general-purpose tackle.
Three-fold purchase
This consists of two treble blocks; its V.R. is 7 if rove to advantage and 6 if rove to disadvantage
Reeving a 3-Fold Purchase
A 3-fold purchase has to be rove in such a way that both the hauling part and the standing part come away from middle sheaves. Keep the two blocks on deck close together tail to tail; the block with the becket should be on its edge so that the sheaves are vertical. Keep the other block on its side so that he sheaves are horizontal. Sit in line with the blocks so that the becket block is away from you. For convenience sake, we shall call the becket block Upper Block, being away from you. The block which is near you, we shall call the Lower Block. Now proceed as follows:
1. Reeve the end of the fall through the middle sheave of the upper block from Top to Bottom.
2. The rope comes out at the Bottom of the upper block. Reeve it through the Bottom sheave of the lower block from right to left.
3. The rope comes out at the Left Bottom corner of the lower block. Reeve it through the Left sheave of the upper block from Bottom.
4. The rope comes out at the Top Left corner of the upper block. Reeve it through the Top sheave of the lower block from Left.
5. The rope comes out at the Right Top comer of the lower block. Reeve it through the Right sheave of the upper block from Top.
6. The rope comes out at Bottom Right corner of the upper block. Reeve it through the remaining sheave of the lower block from Right. The end will come out on the left. Tie it to the becket of the upper block.
Steps for Easy Reference:
1) Upper Block Middle Sheave Top to Bottom (T-B)
2) Lower Block Bottom Right to Bottom Left (BR-BL)
3) Upper Block Bottom Left to Top Left (BL-TL)
4) Lower Block Top Left to Top Right (TL-TR)
5)Upper Block Top Right to Bottom Right TR-BR)
6)Lower Block Middle Sheave Right to Left (R-L)
Note:
It will be noticed that the rope always enters the same corner of the next block as it came away from in the previous block. If this principle is followed, it is possible to reeve the block even if in Step (2) the rope is rove from left to right through the bottom sheaves of the lower block.
Sometimes it may not be possible to un rig the block and lay it on deck for reeving. But if the technique of reeving is first mastered on deck, reeving the blocks in position will present no difficulties.
Mooring
6.6 Explain mooring arrangements, effect of mixed mooring,
use of rat guards, danger of bights, danger of vertical leads, mooring terms, securing ropes to bitts, putting eye of more
than one rope to a single bollard.
6.7 Explain the use of mooring shackle, Tonsberg and Mandel shackle.
6.8 Explain the use of synthetic rope tails with mooring wire.
6.9 Calculate SWL, Factor of Safety and Breaking Strength.
6.10 Explain the use of a sledgehammer.
6.11 Explain the parts of a stockless anchor.
6.12 Explain Maintenance of the Pilot ladder.
6.13 Explain the plugging of scuppers during bunkering, loading and discharging of oil cargo.
6.14 Explain the use of hand lead line.
MOORING
The above figure shows a ship moored (made fast) alongside a wharf. The moorings are named as follows:
1.
Head Lines-
There may be two, three, or even four ropes or wires. Should lead about at least 45° on the bow.
2.
Forward Breast Rope-
It should lead as near 90° to the ship’s fore and aft line as possible.
3.
Fwd Back Spring
-It is usually a wire rope passed from the shoulder and leads well aft.
4.
Stern Lines.
-Two, three or four ropes or wires leading about 45° on the quarter.
5.
After Breast Rope
-It should lead as near 90° to the ship’s fore and aft line as possible.
6.
After Back Spring-
It is usually a wire rope passed from the quarter and leads well forward.
Standard practice for mooring the vessel is to have three headlines, two breast lines and two back spring lines. Under differing conditions viz., expected strong wind force, strong currents, under currents close to passing vessels etc., may be reasons when the numbers may vary. Nowadays for moderate short port stay size vessels most ports expect only hawsers. If wires are offered by vessel then suitable tail ropes should be connected with approved shackle.
Bights on Springs:Breast ropes keep the ship close to the wharf while back springs prevent the ship moving fore and aft. A back spring may be of a single wire or of two parts or of three parts. For a two part spring, a loop is passed ashore and slipped over the bollard. For a three-part spring, first the eye at the end of the wire is slipped over the shore bollard and then a bight of the same wire is passed and slipped over the shore bollard. The wires should be free to run as in a gun tackle. Make fast after taking in all the slack.
Do not forget to tend the moorings when the tide is rising or the cargo is being discharged. Otherwise they will part (break). On a ship being loaded or in a falling tide the moorings have to be tightened. Remember that shorter ropes break sooner and therefore require more tending. For this reason breast ropes need special attention. When the ropes used are of different material, their elasticity should be kept in view, wire ropes should be kept slacker than manila ropes and synthetic ropes should be the tightest. Mixed mooring should be avoided i.e. all the headlines, breast lines springs and stern lines should be either wires, or polypropylene ropes.
Rat Guards:All ropes leading ashore must have rat guards fixed around them so as to prevent ship’s rats going ashore and shore rats coming on board. Neglect of this precaution can cause the ship liable to a fine by the Port Health authorities and even delay in cargo operations.
Rope and Chain Stoppers: Stoppers are used to hold a tight mooring rope or wire ropes while it is being transferred from the warping drum to the bitts and vice versa. Rope stoppers are used for manila and nylon hawsers, and chain stoppers are used for wire ropes.
Rope Stopper: It is a manila rope, about 25 mm in diameter and 3 metres in length. An eye
splice is made on one end. It is used with vegetable fibre hawsers only.
How to pass Rope Stoppers:1. First secure one end of the stopper as near the bitts as possible. This is done by reeving one end of the stopper through the eye at the other end and slipping the bight thus formed, over the bitt.
2. Now lay the stopper over the mooring hawser or wire and Watch carefully whether the stopper lies with the lay or against the lay of the mooring rope. It should always be against the lay whether it is a rope or a chain stopper. So if the stopper lies with the lay, remove it and take it under the mooring hawser. This,will now be against the lay. It will be found that if the stopper is made fast to the right of the hawser when looking along the outward going part of the hawser, the stopper knot has to be started from top. Conversely. if the stopper is made fast to the left of the rope, the knot has to be started from below.
3. Take a half hitch.
4. Take another riding turn as for a rolling hitch, back up the stopper rope as shown in Fig. 6.3 and take a number of turns round the mooring rope, with the lay. Now catch the end of the stopper and pull it away from the bitts at an angle of about 30° with the mooring hawser. Sometimes the riding turn is omitted, if the strain is not too much.
West Country Stopper: Another stopper, which is effective, is a single rope used as two parts. About six to seven metres of synthetic fibre rope (24 mm) may be used. Both ends are whipped. It is used on synthetic fibre ropes. First the rope is passed through an eye closest to the bitt which is to be used for making fast the hawser. The rope is centered at the eye. An overhand knot is tied about six inches from the eye. The parts of the rope point away from the bitts. The two parts of the stopper rope are criss-crossed over and under the hawser. The tails may be held in hand as the weight is transferred from the drum to the stopper or a reef knot tied over the hawser. Once the hawser gets transferred onto the bitts the stopper is released. This is quite a simple stopper and not easy to make mistakes. When a hawser has to be transferred in a hurry, with other stoppers many a good seamen are seen to fumble at the last minute.
Back Lash:A very serious situation that is frequently noticed with synthetic ropes is called Back lash. This happens when synthetic ropes under heavy tension breaks there is large energy released suddenly and the loose end whips across striking anything in its path with tremendous force. One has to be cautious around every synthetic rope under strain. Stand clear from the path of such a rope under heavy strain. These ropes normally break with little time to react and sometimes without warning. Unlike wires they do not always given audible warning of pending failure and may not be due to broken elements. There have been cases when ropes under heavy strain have been wrongly tackled with serious injury to life and limb. This Backlash can be experienced with all lines. This phenomenon is particularly dangerous for short lines because the time taken for being completely stretched is very short compared with long lines. Long lines may have more energy released in case of Back lash long lines under strain at short bend around fairleads can cause far serious damage.
When it is necessary to pass from near a line under strain, do so as quickly as possible. If the ship is moving about due to rolling and pitching motion pass near such a rope when there is little or no tension. If possible do not stand near the lines while the vessel is shifting along the berth. If you have to pass do so quickly and move away from danger area as soon as possible. Plan your work near such a line to expose yourself to danger for a minimum interval if the job is absolutely essential.
Chain Stopper: It consists of a length of about 7 mm diameter unstudied chain, about 1.5 metres long. One end of this chain has a wide link, while at the other end is spliced (by chain splice) a length of about 1.5 metres of small rope (10 mm diameter). A chain stopper should never be used for vegetable or synthetic fibre ropes, as it will cut them.
How to pass Chain Stopper:Steps 1, 2 and 3 are same as for rope stopper. Step 4 : Take another half hitch about 45 ems. away from the first half hitch in such a way that if the two half hitches were close together they will form a cow hitch and not a Clove Hitch. Now back up the chain and take turns around the wire against the lay of the wire. When sufficient turns are taken, catch the stopper end and pull away from the bitts at an angle of 30° with the wire.
Carpenter Stopper: This is a heavy block consisting of two halves hinged at one end and open from both the. sides. This is meant to take the load of wire ropes under strain and is used as temporary measure for taking weight. Many times used for derrick work where load on the runner wire has to be shifted. The stopper is attached by means of a chain to a triangular link and then connected to an eye on deck or derrick post (i.e. strong point). The wire is fed into the groove and carpenters’ stopper clamped shut, pin “x” is fitted into slot “x” and the wedge is put in position as far in as it can go. As the weight comes on the rope the wedge fits in tighter. Each stopper is supplied with two wedges to fit different size of wires.
The wedge is designed with a groove. Hence when the carpenter stopper is to be released the wedge piece is eased off and pin released to open the stopper again. This is a simple mechanism but has to be handled with care as high tension is involved during operation.
Securing Ropes on Bitts :After taking one round turn on the leading part of the bitt at least three ‘figure of eight’ turns should be taken. The first ’round turn’ should be as shown in Fig. 6.7. The next three turns can be ordinary criss-cross turns. Wire ropes, when made fast on bitts, the criss-crossing parts should be lashed at the centre between the bitts.
Securing more than one Rope on a Single Bollard: When putting the eyes of more than one mooring rope on to a single bollard ashore, the eye of each rope should be rove, from below up-wards, through the eyes of all previous ropes and then slipped over the bollard. In this way any rope may be cast off at any time without having to remove the upper ones first.
Throwing a Heaving Line:A heaving line is a light thin rope, about 15 fathoms long. It may be either a 6 mm or 8 mm (diameter) vegetable fibre rope or a nylon rope. One end of it is weighted by making a monkey fist or a heaving line knot on it and the other end is just whipped. Do not insert any weight inside the monkey fist as it may break somebody’s skull. Only oakum may be stuffed.
A heaving line is used to make contact with the wharf so that mooring hawsers may be passed ashore. To throw the heaving line, tie the whipped end on the rails or on your left wrist, then coil all the line in your left hand, using small coils. Now transfer 1/3 of the coils including the weighted end in your right hand, swing them to and fro a couple of times to get the momentum and then throw, at the same time paying off from the left hand. The swing should be at shoulder height and horizontal. Heaving lines can be thrown up to 12 fathoms’ distance. It is advantageous to wet the line before throwing.
The efficiency of a heaving line thrower lies not only in sending it far but in the speed of recoiling the rope and re-throwing it, if it misses the first time.
Messenger: It is a 16 or 20 mm (diameter) rope used for bringing on board a heavy hawser when a heaving line is not considered strong enough.
Mooring a Ship to Buoys:
Sometimes a ship is moored in between two buoys. In this case no springs or breast ropes can be used. Just four head lines, two from each bow and four stern lines, two from each quarter, are tied to the ring of the buoys. Manila ropes are tied to the buoy ring by reeving its end through the ring and making on it two half hitches by the standing part of the rope. The half hitches should not make clove hitch. The end is then lashed to the standing part. Wire ropes are secured by reeving the eye through the ring and then shackling the eye to the standing part. Therefore, when sending away lines to the buoys secure about 3 metres of 20 mm (dia.) cordage to the ropes and a large shackle to the eye of the wire.
In synthetic fibre hawsers, when the strain is excessive, this hitch may slip and then jam on the buoy ring. To prevent this, two round seizings should be made, one near the ring and the other between the two half hitches.
Slip Wire: Casting off ropes from the ring of the buoy takes some time. The ropes have to be slackened off completely before the hitches or shackle can be opened. The last rope particularly takes much more time, as it has to be slackened off faster than the drift of the ship. During the time that the last rope is being released, the propeller cannot be used to control the ship, which is therefore at the mercy of winds and tides. This can be a dangerous situation. which can be avoided by the use of a slip wire. To pass a slip wire, the end of a wire rope, after being rove through the buoy ring, is brought back on board with the aid of a messenger and secured to the bitts by figure of eight turns. Never slip the eye of a slip wire over the bitts. The standing part of the wire is then hove taut and secured to the bitts in the usual way. At the time of unmooring, all ropes are cast off except the slip wire. At the order of “Let go slip wire” release the end of the slip wire from the bitts and heave on the standing part of the wire rope. The end will un-reeve itself from the buoy ring. Heave it quickly on board.
MOORING TERMS AND ORDERS
“Stations”:
On hearing this order all hands should proceed quickly to their respective mooring stations, be they on the bridge, forecastle deck or poop deck. The Serang normally goes forward and the Tindal or Carpenter goes aft. Well before arrival at a port where the ship is to berth alongside or to the buoys, both anchor lashings are removed and maintained with bow stoppers in place, the Serang gets the mooring hawsers out of the stores and gets them coiled on deck on the forecastle and poop. The Serang and tindal or Carpenter, when they reach their “stations”, see to it that the following gear is handy, viz., two heaving lines, one messenger, a hammer, marline spike, some shackles, some lashing rope, a few rope yarns, two portable fenders, two rope stoppers and two chain stoppers and anything else that is likely to be required.
“Send away the Headline” (or Stern-line) :
There are two ways of sending away a line:
By mooring boat: Lower your hawser up to about half a metre above the waterline. When the mooring boat gets hold of the end, follow her instructions regarding the slackening away of the hawser; but if you are on the poop, never slack too much, otherwise the bight of the hawser will foul the propeller. When the mooring boat has put the eye of the hawser on the shore bollard (or buoy ring), lead the hawser to the warping drum and pick up the slack.
By heaving line: If the jetty is not too far, throw the heaving line and when the shore labour have got hold of the end of your heaving line, haul in the slack. Pull a bight of the heaving line in through the fairlead and tie it to the eye of the hawser. Now while the shore labour hauls on the heaving line, slack away on the hawser and also on the heaving line until the shore labour get hold of the hawser. They will then unbend the heaving line and put the hawser eye over the bollard. Lead the hawser to the warping drum and pick up the slack.
“Hebeyst” : This term is a corruption of “Hoist” and means ‘Heave Away’. Take three turns of the hawser round the warping drum and pull on the inner part of the hawser just behind the turns. If due to heavy strain the turns slip, take another turn on the drum.
“Avast Heaving” : It means “Stop heaving”.
“Surge” : Sometimes, even though it has become necessary to stop heaving the hawser, it is not convenient to stop the turning of the warping drum. The hawser is then “Surged” i.e. the number of turns on the drum are reduced and the inner or hauling part of the hawser is held still or raised slightly. This enables the hawser to slacken itself in jerks after every few centimeter of heaving and thus it remains stationary, neither heaving nor slacking.
Surging is not good for the hawser as it heats up the hawser due to friction. A synthetic fibre rope should never be surged.
“Slack Away” : The order “Slack Away” means hawser should be paid out so that a longer length is outside the ship. If the hawser is under strain it may be able to pull the extra length on its own, provided the number of turns on the bitts or drum are not many. So remove a few turns until the hawser is able to slacken itself. A little manipulation of the remaining turns may be necessary. It may be borne in mind that while slacking from the bitts is a comparatively easy operation, slacking from the warping drum presents difficulties, as after sometime the turns tend to get mixed up. It is, therefore, advisable to shift the hawser to a bitt if prolonged slackening is expected.
“Aariya” : It is an Indian word meaning ‘Slack Away’.
“Check the Rope” : This order is heard when the hawser is being slacked away. On hearing this order, take one more turn on the bitt or drum and pull 01, the Inner part of the hawser. Let the hawser become tight but feed a little slack as soon as the hawser gets too tight.
“Hold On” : It means that the hawser should not be slackened any more and should be stopped wherever it is. Carry out this order by taking one more turn on the bitt or drum. Of course don’t break the hawser and if you think that the strain is too much and the hawser is about to part, just slack a little.
“Make Fast” : At this order, make fast the hawser on the bitt. If the hawser is on the drum it has to be transferred to the bitts. This is done as follows:
Pass a stopper on the hawser and when ready, slack a little hawser from the drum or walk the winch back a little so as to shift the strain gently onto the stopper. When the stopper has taken the strain, quickly remove the hawser from the drum and make it fast on the bitt, taking in all the slack. Unhitch the stopper.
“Off Turns” : It means “Remove all turns from bitt or drum”.
“Single Up” : It means that all lines should be cast off except those as advised by the Master / pilot.
When the ship is to leave berth, stations are called and the crew take in all extra hawsers, so that when the order “LET GO” is given, there are only one or two ropes to contend with.
Generally this order is qualified by stating what lines are to be kept, e.g., “Single up to a line and back spring, or Single up to a slip wire”.
“Let Go” : At this order remove the turns af1d slack down the hawser. When the eye of the hawser is removed from the shore bollard, heave it in quickly But if it is the last hawser to a buoy, do not remove the turns suddenly. The hawser will have a lot of strain on it. So slack away gradually at first until the hawser stops slackening itself. Then throw off the turns and slack down the hawser; and keep it slack while the hawser is being unhitched from the buoy ring. Heave in quickly when the hawser is unhitched.
General Safety Precautions while mooring operation:
• Never stand in the bight of a rope.
• Never stand with the legs on either side of a rope which is being worked. This mistake is
commonly made when passing stoppers.
• When a tug is pulling hard on a tow rope, keep in a safe position to avoid being hurt by the
whip-back if the tow rope parts.
• Never peep over the bows by standing over the fairleads. Your foot may be caught between
the rope and roller.
• Never put the eye of a slip wire over the bitts. Always make it fast by taking turns, so that the end can be easily cast off even if the slip wire is under strain. This principle is also to be followed whenever the tug’s rope is to be made fast on board, unless specifically instructed to put the eye on the bitts.
• When a wire rope is to be used, fake out the required length of wire plus a good deal more, on the deck, Never use a wire rope directly from the reel, because if the wire rope foul~, the reel itself may be torn off from the deck.
• Always take precautions against the rope or wire taking charge and running out on its own, under its own weight or under the pull of a powered mooring boat. A turn on the bitts or a ” half hitch of the stopper will keep the rope under control.
• Quite often a back spring is led to a cargo winch for heaving with the aid of lead blocks.
These blocks should .have a proof load equal to the breaking strength of the wire rope and should be fixed in such positions as to provide correct leads.
• The winch, capstan or windlass should always be under the control of an experienced person. He should never leave the controls to attend to any other work.
Safe Working Practices
8.1 Define “hazard” as a source of potential harm or damage or any situation which has potential for harm or damage
Define “Risk assessment” as a careful examination of hazards that, could cause harm to ‘people’, ‘pollution’ of environment, damage to ‘property’ and/or loss of ‘process’ (rule of 4 P’s)
State that “Risk” has two elements as given below:
· The ‘likelihood’ that a hazard may occur;
· The ‘consequences’ of the hazardous event.
State that “Risk” can be controlled by one or more of the below actions which are listed in the order of its effectiveness:
1. Elimination;
2. Substitution by something which is less hazardous and risky;
3. Enclosure (enclose the hazard in a way to eliminate/ control the risk)
4. Guarding/Segregating people away from the hazard;
5. Device safer system of work which will reduce the risk to acceptable level
6. By writing down procedures in a way which is known and understood by those affected;
7. By adopting a blend of technical and procedural control;
8. By providing adequate supervision;
9. By identification of training needs;
10. Providing proper Information/Instruction (signs, hand-outs);
11. By using proper ‘Personal Protective Equipment’ (as the last resort, if risk cannot be controlled by any other means)
8.2 State that as per requirements under COSWP, every sea-going ship which has more than five crew members, a Safety Officer needs to be appointed.
State that it is Safety Officer’s duty to do health and safety inspections of every part of the ship at least once in three months, or more frequently if required.
State that a ‘Safety Committee’ should be constituted on board ships which must be chaired by the master and should include safety officer as well as elected safety representatives from all departments as its members.
State that as a general guideline, the ‘Safety Committee’ should try to meet atleast once about every 4-6 weeks.
State that it is a mandatory requiremrnt that the relevant extracts of every ‘Safety Committee Meeting’ minutes be forwarded by the master to the Company (and where appropriate,to the Employers)
1 Introduction
1.1 Every person on board has a responsibility for safety.
• The Company is responsible for ensuring the overall safety of the ship and that safety on board is properly organised and co-ordinated.
• The master has the day to day responsibility for the safe operation of the ship and the safety of those on board.
• Each employer is responsible for the health and safety of his workers.
• Heads of department are responsible for health and safety in their own department.
• Each officer/manager is responsible for health and safety for those they supervise and others affected.
• Each individual worker is responsible for his own health and safety and that of anyone affected by what he does or fails to do.
Under Merchant Shipping legislation, specific responsibilities are also laid on those with designated roles in ensuring the safety of those on the ship. In this chapter, those with a designated safety role on board are referred to as “safety officials”, and this term includes safety officers, safety representatives and other members of safety committees.
1.2 The development of a “safety culture” and the achievement of high standards of safety depend on good organisation and the whole-hearted support of management and all personnel. Those with specific safety responsibilities are more likely to perform well when management is clearly committed to health and safety. It is also important that procedures are in place so that all personnel can co-operate and participate in establishing and maintaining safe working conditions and practices.
1.3 Sections 3.2, 3.8.5 and 3.13 of this chapter apply equally on all ships, whether or not safety officials are appointed or elected by law.
1.4 Sections 3.3 – 3.12 however apply only where safety officials are appointed or elected as required by law. The information and guidance here is designed to assist them in their primary objective of reducing the number of deaths and injuries, and to advise Companies and masters how to fulfil their duty to assist them.
2 Employer duties
2.1 Every employer is required to appoint one or more competent persons to promote health and safety in their undertaking. On board some large ships, where there are personnel working who are employed by several different employers, each employer must appoint (a) competent person(s). They do not have to work on the ship themselves, but to be “competent” for the task they should have a knowledge of the duties undertaken by those for whom they are responsible, and should ensure that any specific risks encountered as a result of that particular working environment are dealt with appropriately – eg by checking that the company has adequate safety procedures for all on
board, and by co-ordinating risk assessments with the company.
2.2 The employer may “appoint” himself where, in a small organisation, there is no one else available to take on this responsibility. Alternatively, he may employ someone from outside his own undertaking to advise on health and safety, provided that person is competent. This requirement applies whether or not a safety officer is appointed for the ship by the Company.
2.3 The employer must provide the competent person(s) with all relevant information they need to do their job. This would include a copy of the employer’s safety policy and risk assessments, information about the duties of personnel, and any information provided by other employers about risks and safety procedures in shared work-places.
2.4 The employer is required to consult workers or their elected representatives
on health and safety matters, in particular.
(a) arrangements for the appointment of a competent person;
(b) the findings of the risk assessment;
(c) arrangements for health and safety training; and
(d) the introduction of new technology.
The matters to be discussed might also include selection of work equipment and/or protective clothing and equipment, installation of safety signs and follow-up to accidents and other incidents.
2.5 Workers or their elected representatives must be allowed to make representations to their employer about health and safety matters without disadvantage to themselves. Such representations should be given adequate consideration, perhaps in conjunction with the safety committee, and any
agreed measures to improve safety implemented as soon as reasonably practicable.
2.6 It is also the employer’s responsibility to ensure that workers or their elected representatives have access to relevant information and advice about health and safety matters from inspection agencies and health and safety authorities, and, from their own records, about accidents, serious injuries and
dangerous occurrences.
2.7 Employers must provide elected representatives adequate time off normal duties, without loss of pay, to enable them to exercise their rights and carry out their function effectively. Workers’ safety representatives must not suffer any disadvantage for undertaking this function.
Company duties
3 The Regulations
3.1 The regulations dealing with safety officials lay duties on the Company for the appointment of ships’ safety officers (see sections 3.4 and 3.10 of this Code), the appointment of a safety committee (section 3.6) and the election of safety representatives with specified powers
3.2 Regulations 15-18 apply only to ships (other than fishing vessels) on which more than five workers are employed.
3.3 The Secretary of State may grant ad hoc exemptions to specific ships or classes of ships subject to any relevant special conditions. This is to allow different arrangements to be made in cases where the requirements of the Regulations would be difficult to apply. An example might be a multi-crew ship with alternate crews working on a regular ship basis. In considering a request for exemption, the Maritime and Coastguard Agency would require to be satisfied that alternative arrangements existed, and would make it a condition of the exemption that these were continued.
3.4 Regulation 17, governing arrangements for the election of safety representatives, does not apply where there are existing agreed arrangements under land-based legislation
3.5 Even where there is no statutory requirement for the election of safety representatives and safety committees, the employer is required to consult workers on health and safety issues
4 Appointment of Safety Officers
4.1 On every sea-going ship on which more than five workers are employed the Company is required to appoint a safety officer. The master must record the appointment of a safety officer – this should be in the official logbook.
4.2 The safety officer is the safety adviser aboard the ship and can provide valuable assistance to the Company and to individual employers in meeting the statutory responsibilities for health and safety. He should have attended a suitable Safety Officer’s training course. He should be familiar with the principles and practice of risk assessment, and should be available to advise those preparing and reviewing risk assessments. It is recognised that, where the safety officer also has other responsibilities (eg chief officer) he may well conduct risk assessments himself. However, the general principle is that the safety officer takes an independent view of safety on behalf of the Company.
4.3 Although not prohibited by the Regulations the appointment of the master as the safety officer is not generally advisable. This is because the safety officer is required amongst his other duties to make representations and recommendations on health and safety to the master.
4.4 If possible, the Company should avoid appointing as safety officer anyone to whom the master has delegated the task of giving medical treatment. This is because one of the duties of the safety officer is to investigate incidents, and he would not be able to give proper attention to this function while providing medical treatment for any casualties.
5 Election of Safety Representatives
5.1 On every ship on which more than five workers are employed, the Company must make arrangements for the election of safety representatives. The regulations specify that no safety representative may have less than 2 years consecutive sea service since attaining the age of 18, which in the case of a safety representative on board a tanker shall include at least 6 months service
on such a ship.
5.2 The Company must make rules for the election of safety representatives by the workers on board and cannot disqualify particular persons. It is recommended that the employer should consult with any seafarers’ organisation representing his employees when making these rules.
The master should organise the election of a safety representative within 3 days of being requested to do so by any two persons entitled to vote.
5.3 The number of safety representatives who should be elected will vary according to the size of a crew. The following ratios are recommended:
6 – 15 crew 1 elected by officers and ratings together.
16 + crew 1 elected by the officers and one elected by the ratings.
Over 30 ratings 1 elected by the officers and 3 by the ratings (i.e.one each from the deck, engine-room and catering departments, general purpose ratings being included in the deck department).
5.4 The master must record the election or appointment of every safety representative in writing – this should be either in the official logbook or in the minutes of safety committee meetings (see below).
5.5 When there is a substantial change in those working on board, the master should remind personnel of their right to elect new safety representatives.
6 Safety Committees
6.1 Once safety representatives have been elected, the Company must appoint a safety committee. The committee must be chaired by the master, and members will include, as a minimum, the safety officer and all elected safety representatives. If practical, any competent person appointed by
employers other than the Company, should be invited to attend.
6.2 It is desirable that there should be a safety committee on every ship with more than five workers, although the statutory requirement only exists on those ships where safety representatives are elected.
6.3 The master must record the appointment of a safety committee in writing
– this should normally be in the official logbook or minutes of the committee’s meetings.
6.4 The composition of a safety committee recommended above does not preclude the appointment of other temporary members. However, the committee should be kept compact enough to maintain the interest of members and enable it to function efficiently. Where possible, the relevant
shore managers with responsibility for safety on board may attend safety committee meetings on board ship and should in any event see the committee’s minutes. On short-haul ferries on which different crews work a shift system a scheme of alternate committee members may be adopted to
secure proper representation.
6.5 Where large numbers of personnel work in separate departments (eg passenger ship galleys and restaurants), departmental sub-committees should be formed on lines similar to those of the main committee and under the chairmanship of a senior member of the department who should serve as a member of the main safety committee in order to report the views of the sub-committee.
6.6 It is preferable to appoint as secretary someone other than a safety official, as officials need to concentrate on the discussion rather than on recording it.
7 Termination of Appointments
7.1 A safety officer’s appointment terminates as soon as he ceases to be employed in the particular ship or the employer terminates the particular appointment.
7.2 A safety representative cannot have his appointment terminated by the employer or master. He can resign or the crew can elect another in his place. Otherwise he remains a safety representative for as long as he serves on the ship.
7.3 A safety committee may be disbanded only when there is no longer an elected safety representative on board. A safety committee can, however, operate whether or not there is an elected safety representative.
8 Support for Safety Officials
8.1 The Company and master have a duty to facilitate the work of any person appointed as a safety official, providing them with access to a copy of this Code and any relevant legislation, merchant shipping notices and other information,including:
(a) findings of the risk assessment and measures for protection in place;
(b) any other factors affecting the health and safety of those working on the ship;
(c) details of fire-fighting, first aid and other emergency procedures.
8.2 Relevant information might include that concerning dangerous cargoes, maintenance work, the hazards of machinery, plant, equipment, processes and substances in use, and appropriate precautions. This will require co-ordination with all employers to obtain information about the findings of their risk assessment.
8.3 The Company and master, in co-operation with the employer, must also ensure that safety officials have the necessary resources and means, and allow them sufficient time off from their duties without loss of pay, to enable them to fulfil their functions or undertake any necessary health and safety training. This will include providing any necessary accommodation and office supplies.
8.4 Some training may be arranged on board, but to fulfil their function as shipboard safety adviser properly, safety officers should undertake a proper training course for the appointment.
8.5 On a ship where no safety officer is appointed under the regulations, the Company must ensure that a record is kept of all incidents resulting in death, major or serious injury and every dangerous occurrence. This record must be available on request to any elected representative, and any person duly authorized by the Secretary of State.
8.6 Employers must enable workers or their elected representatives to make representations about health and safety, and should also accept representations or recommendations from the safety officer. The Company and master will also receive representations from competent persons
appointed under Regulation 15, safety officers and safety committees. These should be carefully considered and any agreed measures should be implemented as soon as reasonably practicable.
8.7 The reaction to such representations will be seen as a measure of commitment to health and safety on board. All representations received, from whichever source, should be considered carefully. If there is likely to be a delay in giving an answer, then whoever has made the representations should
be informed as soon as possible. Safety suggestions should be implemented, when it is feasible and reasonable to do so, as soon as reasonably practicable. If suggestions for health and safety measures are rejected, reasons should be given in writing. It is a good practice to acknowledge all suggestions put forward, whether or not a written response is needed.
8.8 It is most important that the master takes a close interest in the work of the safety officials on board. He should check that the safety officer is fulfilling his duties effectively, but should also give encouragement and support.
The master is in much the best position to ensure that the committee works successfully, by encouraging participation and co-operation from all members.
8.9 The Accident Reporting regulations govern when an incident should be reported to the Marine Accident Investigation Branch of the Department of the Environment, Transport and the Regions (MAIB). It may sometimes be appropriate for companies to inform other ships in the fleet of an incident, and give appropriate recommendations on action to be taken, in accordance with the Company’s safety management system.
Duties of Safety Officers
9 General advice to safety officers
9.1 It is very important that the safety officer maintains a good working relationship with safety representatives – for example, inviting the relevant safety representatives to join him for the regular inspection of each part of the ship, or while carrying out an investigation, consulting them on safety
matters and arrangements, and in particular on any follow-up action proposed.
9.2 The safety officer’s relationship with the safety committee is rather different since he is both a member of the committee and also to some extent subject to its direction. A committee has the right to inspect any of the records which a safety officer is required by law to keep, and has the power
to require the safety officer to carry out any health or safety inspections considered necessary.
10 Advice on compliance with safety requirements
10.1 The safety officer is required by the Regulations to try to ensure compliance with the provisions of this Code and any health and safety guidance and instructions for the ship.
10.2 The safety officer’s role should be a positive one, seeking to initiate or develop safety measures before an incident occurs rather than afterwards.
He should:
• be on the lookout for any potential hazards and the means of preventing incidents;
• try to develop and sustain a high level of safety consciousness among the crew so that individuals work and react instinctively in a safe manner and have full regard to the safety not only of themselves but also of others.
The objective is to become the ship’s adviser on safety to whom the master, officers and all personnel will naturally turn for advice or help on safe working procedures.
• where unsafe practice is observed, approach the individual or responsible officer concerned to suggest improvements in his method of working or use the safety committee to discuss examples of dangerous or unsafe practices in a particular area. If this brings no improvement, the safety officer should consider approaching the head of department or, as a last resort, the master to use his influence.
• ensure that each worker joining the ship is instructed in all relevant health and safety arrangements, and of the importance attached to them before starting work.
• where possible, ensure that arrangements are made for each new entrant to work with a crew member who is himself thoroughly safety conscious.
• remind experienced seamen joining the ship for the first time of the
importance of a high level of safety consciousness and of setting a good example to less experienced personnel.
10.3 He should also promote safety on board, subject to the agreement of the master, by:
(a) arranging the distribution of booklets, leaflets and other advisory material on safety matters.
(b) supervising the display of posters and notices, replacing and renewing them regularly.
(c) arranging for the showing of films of safety publicity and, where appropriate, organise subsequent discussions on the subjects depicted.
(d) encouraging members of the crew to submit ideas and suggestions for improving safety and enlist their support for any proposed safety measures which may affect them (the person making a suggestion should always be informed of decisions reached and any action taken).
(e) effective communication of new requirements or advice in relevant shipping legislation, Marine Notices and Company and ship’s rules and instructions relating to safety at work about the ship.
Investigation of accidents and dangerous occurrences
10.4 The safety officer has a duty to investigate notifiable accidents or dangerous occurrences affecting persons on board ship or during access, as well as potential hazards to health and safety and any reasonable complaints made by any personnel, and to make recommendations to the master. It is good practice to record and investigate as appropriate all incidents reported by
personnel or passengers.
10.5 Additional health or safety investigations or inspections may be commissioned by the safety committee.
8.3 State that any operation on board ship where the actions of one person may inadvertently endanger another or where a series of actions need to be taken to ensure the safety of those engaged in that operation, a ‘Permit to Work’ needs to be issued before starting of the work.
State that a “Permit-to-work” by itself will not make the job safe, but it just contributes towards measures required for safe working
List the essential conditions to include in a ‘permit to work’ as given below:
(a) The permit should clearly state the location and details of the work to be done, the nature and results of any preliminary tests undertaken, the measures undertaken to make the job safe and the safeguards that need to be taken during the operation.
(b) The permit should clearly specify the period of its validity (which should not exceed 24 hours in any case)
(c) Only the work which is specified on the permit should be undertaken.
(d) Before signing the permit, the authorising officer should ensure that all measures specified as necessary have in fact been taken.
(e) The authorising officer retains responsibility for the work until he has either cancelled the permit or formally transferred it to another authorised person who should sign the permit to indicate transfer of full responsibility.
(f) The person responsible for carrying out the work shall counter sign the permit to indicate his understanding of the safety precautions needed.
(g) On completion of the work, that person should notify the responsible officer and get the permit cancelled.
(h) The person carrying out the specified work should not be the same person as the authorising officer.
8.4 State that “Permit-to-Work” needs to be issued for any critical jobs including:
– Any work in Unmanned Machinery Spaces
– Any work which requires ‘Entry into any Enclosed or Confined Space’
– Any work on any Machinery or Equipment which requires power isolation
– Any job involving ‘Hot Work’
– Working Aloft or Overside
8.5 List out the Personal Protective Equipments (PPE) which are appropriate for
Head protection – Safety helmets, Bump caps
Hearing protection – Ear muffs, Ear plugs
Face and eye protection – Goggles and spectacles, Facial shields
Respiratory protection -Dust masks, Respirators, Breathing Apparatus
Hand and foot protection – Gloves, Safety boots/ shoes
Body protection – Safety suits, Safety Harnesses, Aprons, High visibility suit.
Protection against drowning – Lifejackets, Buoyancy aids, Lifebuoys
Protection against hypothermia – Immersion suits, Ant exposure suits
Manual lifting and carrying of weights
1. Don’t bend over an object you are lifting. Bend your knees, squatting in front of the object to reach it.
2. Lift the object slowly and carefully, using your leg and arm muscles to lift, not pulling with your back.
3. Keep your head up and look straight ahead while making the lift.
4. While lifting, keep the object as close to your body as possible.
5. Keep abdominal muscles tight while making the lift.
6. Use the same techniques when you put the object down.
7. If the object is too big or too heavy to lift using these techniques, use mechanical assistance or get someone else to help.
8. Do not reach for an object unless you’re sure you’re strong enough to lift.
9. Use a step ladder to reach objects above shoulder height.
10. Avoid awkward stretches while reaching. These stress your back and could cause you to lose your balance
8.6 State the precautions needed while attempting to pick up a heavy load from ground using your hands.
1.1 Based on the findings of the risk assessment, appropriate control measures should be put into place to protect those who may be affected.
1.2 The assessment should take full account not only of the characteristics of the load and the physical effort required but also of the working environment (eg ship movement, confined space, high or low temperature, physical obstacles such as steps or gangways) and any other relevant factors (eg the age and health of the person, the frequency and duration of the work). A fuller list of factors to be considered
2.1 The term “manual handling” is used to describe any operation which includes any transporting or supporting of a load, lifting, putting down, pushing, pulling, carrying or moving by hand or by bodily force. This guidance is generally concerned with preventing musculo-skeletal injury.
2.2 There may of course be other hazards to those handling loads, for example from leakage of a hazardous substance from a package being moved, but these are dealt with in other relevant chapters.
2.3 Musculo-skeletal injuries can occur as a result of accident, poor organisation or an unsatisfactory working method.
3.1 So far as is reasonably practicable, the employer must take appropriate measures or provide the means to avoid the need for any manual handling operations which may cause injury to workers, for example by reorganization of the work, or automating or mechanising the operation.
Before instructing personnel to lift or carry by hand where there is a risk of injury, employers should consider whether alternative means of doing the same job would reduce the risk of injury.
3.2 Where there is no practical alternative to manual handling, the employer must –
(a) carry out an assessment of the manual handling operations, taking into account the factors
(b) take appropriate steps to reduce the risk of injury,
(c) provide workers with general indications, and where it is available, precise information on:
– the weight of each load;
– where the centre of gravity of any load is not positioned centrally, the heaviest side of the load;
(d) provide workers with proper training and information on how to handle loads correctly and the risks to their health and safety from incorrect handling.
3.3 Means of reducing the risk of injury may include –
• re-organisation of work stations (to enable workers to maintain good posture while lifting or carrying); and
• taking account of an individual’s capabilities when allocating tasks.
There are often severe limitations in a ship on the improvements that can be made, but the employer should ensure that, as far as reasonably practicable, risks have been minimised.
3.4 Instruction for personnel may involve experienced and properly trained personnel demonstrating best practice especially to new recruits.
4 Advice to seafarers
4.1 Workers must make full and proper use of any system of work provided by the employer.
4.2 Personnel should:
• use any mechanical aids provided;
• follow instructions; and
• take sensible precautions to ensure that they are aware of any risk of injury from the load before picking it up.
4.3 In manual lifting and carrying, the proper procedure to be followed is:
• assess the load to be lifted, taking account of any information provided by the employer;
• look for sharp edges, protruding nails or splinters, for surfaces which are greasy or otherwise difficult to grip and for any other features which may prove awkward or dangerous – for example sacks of ship’s stores may be difficult to get off the deck;
• ensure that the deck or area over which the load is to be moved is free from obstructions and not slippery.
4.4 The diagram (Annex 19.2 Fig 1) illustrates some important points in lifting techniques.
(a) A firm and balanced stance should be taken close to the load with the feet a little apart, not too wide, so that the lift will be as straight as possible.
(b) A crouching position should be adopted, knees bent and maintaining the natural curve of the back to ensure that the legs do the work. It helps to tuck in the chin while gripping the load and then raise the chin as the lift begins.
(c) The load should be gripped with the whole of the hand – not fingers only. If there is insufficient room under a heavy load to do this a piece of wood should be put underneath first.
(d) The size and shape of the load are not good guides to its weight or weight distribution. If this information is not available a careful trial lift should be made, and if there is any doubt whether the load can be managed by one person help should be provided.
(e) The load should be lifted by straightening the legs, keeping it close to the body. The heaviest side should be kept closest to the trunk. The body should not be twisted as this will impose undue strain on the back and other parts of the body.
(f) If the lift is to a high level, it may be necessary to do it in two stages; first raising the load onto a bench or other support and then completing the lift to the full height, using a fresh grip .
4.5 When two or more people are handling a load, it is preferable that they should be of similar stature. The actions of lifting, lowering and carrying should, as far as possible, be carried out in unison to prevent strain and any tendency for either person to overbalance.
4.6 The procedure for putting a load down is the reverse of that for lifting, the legs should do the work of lowering – knees bent, back straight and the load close to the body. Care should be taken not to trap fingers.
The load should not be put down in a position where it is unstable. If precise positioning is necessary, the load should be put down first, then slid into the desired position.
4.7 A load should always be carried in such a way that it does not obscure vision, so allowing any obstruction to be seen.
4.8 The risk of injury may be reduced if lifting can be replaced by controlled pushing or pulling. For example, it may be possible to slide the load or roll it along. However, uncontrolled sliding or rolling, particularly of large or heavy loads, may introduce fresh risks of injury. Particular care must
be taken if:
• Stooping or stretching is likely;
• Your hands when on the load are not between waist and shoulder height;
• The deck area is insecure or slippery;
• Force is applied at an angle to your body;
• The load may make sudden or unexpected movements.
4.9 For pulling and pushing, a secure footing should be ensured, and the hands applied to the load at a height between waist and shoulder wherever possible. Wheels on barrows and trolleys should run smoothly, consult your employer or safety representative if the equipment provided is
not suitable, or is in poor condition . A further option, where other safety considerations allow, is to push with the worker’s back against the load, using the strong leg muscles to exert the force.
4.10 Even a gentle uphill slope dramatically increases the force needed to push an object, help may be necessary when moving a load up a slope or ramp. Care should be taken with unbraked trolleys and sack trucks on a moving/rolling deck, as sudden changes in the angle of deck and direction of the slope may cause whiplash neck injuries. If a trolley becomes loose, do not try to stop it by standing in its way, but get behind it and try to act as a brake.
4.11 Care must be taken with the laying out of heavy mooring ropes and wire ropes/hawsers. This duty requires a good technique initially in lifting the heavy eye of the rope, followed by a good pulling technique. Crews should make sure that there are enough people available to do the
duty safely.
4.12 When moving a load such as a barrel or a drum, rolling the load may be a safer operation than lifting it . Care must still be taken with reference to paragraph 19.4.8, and the use of a trolley should be considered for heavy or large barrels or drums.
4.13 Suitable shoes or boots should be worn for the job. Protective toecaps help to guard toes from crushing if the load slips; they can sometimes also be useful when putting the load down to take the weight while hands are removed from underneath.
4.14 Clothing should be worn which does not catch in the load and which gives some body protection.
4.15 Where the work is very strenuous, for example due to load weight, repetitive effort over a period or environmental factors, such as a confined space or an extreme of temperature, rest should be taken at suitable intervals, to allow muscles, heart and lungs to recover; fatigue makes
accidents more likely on work of this type.
4.16 Whenever possible, manual lifting and carrying should be organised in such a way that each person has some control over their own rate of work.
Safety with Hand tools
• Damaged and worn tools should not be used, if you notice some defect in the tools.
• Whenever practicable, a tool in use should be directed away from the body, so that even if it slips it does not causes injury .
• A chisel is best held between thumb and a base of index finger with thumb and nails straight, palm of hand facing towards the hammer blow.
• A saw should not be forced, it should be pushed with a light ,even movement.
• Hand all tools with utmost care so that they come handy when you require them always store the tools back in place after the use.
• When using screwdrivers do not hold the piece you are working on such that the screwdriver penetrates into your palm.
• When working aloft tools to be carried in container, lanyard is be placed
• Do not carry tools in pocket use tool belt.
• Always use rope for hoisting & lowering the tools.
8.7 Describe the safety precautions that needs to be taken while,
-Operating any Power Tools and Equipments
1. Loose clothing or jewelry should never be worn while using machinery, as there is a risk that it may become caught in moving parts. For the same reason, long hair should always be tied back and covered with a hair net or safety cap. Personal protective equipment should be provided and worn as required by the Merchant Shipping and Fishing Vessels
2. Only those competent to use equipment should do so. New recruits should always be trained in the proper use of any equipment they are required to use.
3. Incorrect use of tools and equipment can cause accidents, as well as damage to the equipment in question. Instructions for use should always be consulted and followed, where they are available.
4. When not in use equipment should be stowed in a tidy and correct manner. Any cutting edges should be protected.
3 Hand tools
3.1 Damaged or worn tools should not be used, and cutting edges should be kept sharp and clean. Repair and dressing of tools should be carried out by a competent person.
3.2 Wherever practicable, a tool in use should be directed away from the body, so that if it slips it does not cause injury. However when using a spanner more control is gained by pulling towards the body. When using a tool with a cutting edge, both hands should be kept behind the blade.
3.3 A chisel is best held between thumb and base of index finger with thumb and fingers straight, palm of hand facing towards the hammer blow.
3.4 A saw should not be forced through the material being cut, it should be pushed with a light, even movement.
4 Portable power operated tools and equipment
4.1 Power operated equipment may be dangerous unless properly maintained, handled and used and should only be used by competent persons. The flexible cables of electric tools should comply with the relevant British or International Standard. Before work begins, personnel should ensure that power supply leads and hoses are in good condition, laid safely clear of all potentially damaging obstructions and do not obstruct safe passage. Where they pass through doorways, the doors should be secured open.
4.2 The risk of electric shock is increased by perspiration and locations which are damp, humid or have large conductive surfaces. In such conditions power tools should be operated from low voltage supplies – i.e. no more than 50 volts AC with a maximum of 30 volts to earth or 50 volts DC.
4.3 Where it is not practicable to use low voltages, other precautions such as a local isolating transformer supplying one appliance only or a high sensitivity earth leakage circuit breaker (also known as a residual current device) should be used.
4.4 The risk associated with portable electric tools also applies to portable electric lamps. The supply to these should not exceed 24 volts.
4.5 Double insulated tools are not recommended for use on ships because water can provide a contact between live parts and the casing, increasing the risk of a fatal shock. An earth leakage circuit breaker may also fail to operate when used with such tools as there may be no earth wire in the power supply cable fitted to the tool
4.6 Chain linkages or similar devices should be fitted between sections of pneumatic hose to prevent whip-lash in the event of breakage. Alternatively, safety valves can be used which close off the lines.
4.7 Accessories and tool pieces (drill bit, chisel etc) should be absolutely secure in the tool. In particular, retaining springs, clamps, locking levers and other built-in safety devices on pneumatic tools should be replaced after the toolpiece is changed. Accessories and tool pieces should not be changed while the tool is connected to a source of power.
4.8 Correct safety guards should be securely fixed to appliances requiring them and should be checked for security before starting any operation. Such guards should only be removed when the equipment is not operating. If removal whilst operating is essential for maintenance or examination of the equipment, the following precautions should be taken:
• removal should be authorised by a responsible person, and only a competent person should carry out the work or examination;
• there should be adequate clear space and lighting for the work to be done;
• anyone working close to the machinery should be told what the risks are and instructed in a safe system of work and precautions to take;
• a warning notice should be conspicuously posted.
4.9 During temporary interruptions to work e.g. meal breaks, and on completion of a task, equipment should be isolated from power sources and left safely or stowed away correctly.
4.10 Where a work operation causes high noise levels, hearing protection should be worn. Where flying particles may be produced, the face and eyes should be protected
4.11 The vibration caused by reciprocating tools (pneumatic drills, hammers, chisels etc) or high speed rotating tools can give rise to a permanent disablement of the hands known as “dead” or “white” fingers. In its initial stages, this appears as a numbness of the fingers and an increasing sensitivity to cold, but in more advanced stages, the hands become blue and the fingertips swollen. Workers subject to the symptoms described should not use such equipment. Other workers should be advised not to use them for more than 30 minutes without a break, unless the risk assessment
indicates a lesser period of use
-Operating Paint Spraying Equipment
Use of Paint Spraying Equipment
24.4.1 As there are many different types of paint spraying equipment in use, operatives should comply with the manufacturer’s instructions for use.
24.4.2 Airless spray-painting equipment is particularly hazardous since the paint is ejected at a very high pressure and can penetrate the skin or cause serious eye injuries. Spray should not be allowed to come into contact with the face or unprotected skin.
24.4.3 Suitable protective clothing such as a combination suit, gloves, cloth hood, and eye protection should be worn during spraying.
24.4.4 Paints containing lead, mercury or similarly toxic compounds should not be sprayed in interiors.
24.4.5 A suitable respirator should be worn according to the nature of the paint being sprayed. In exceptional circumstances it may be necessary to use breathing apparatus.
24.4.6 If a spray nozzle clogs, the trigger of the gun should be locked in a closed position before any attempt is made to clear the blockage.
24.4.7 Before a blocked spray nozzle is removed or any other dismantling is attempted, pressure should be relieved from the system.
24.4.8 When blowing through a reversible nozzle to remove a blockage, all parts of the body should be kept clear of the nozzle mouth.
24.4.9 The pressure in the system should not exceed the recommended working pressure of the hose. The system should be regularly inspected for defects.
24.4.10 As an additional precaution against the hazards of a hose bursting, a loose sleeve, for example a length of 2 to 3 meters (6 to 10 feet) of old air hose, may be slipped over that portion of the line adjacent to the gun and paint container.
– Attending to the ‘Anchoring Station’
25.2 Anchoring and Weighing Anchor
25.2.1 Before using an anchor a competent seafarer should check that the brakes are securely on and then clear voyage securing devices. A responsible person should be in charge of the anchoring team, with an adequate communications system with the vessel’s bridge. The anchoring party should
wear appropriate safety clothing – safety helmets, safety shoes and goggles as a minimum protection from injury from dirt, rust particles and debris which may be thrown off during the operation. Wherever possible, they should stand aft of the windlass.
25.2.2 Where the means of communication between bridge and anchoring party is by portable radio, the identification of the ship should be clear to avoid misinterpretation of instructions from other users of such equipment.
25.2.3 Before anchors are let go, a check should be made that no small craft or other obstacle is under the bow. As a safety precaution it is recommended that the anchor is ‘walked out’ clear of the pipe before letting go. For very large ships with heavy anchors and cables, the anchor should be
walked out all the way to avoid excessive strain on the brakes (and on the bitter end if the brakes fail to stop the anchor and chain).
25.2.4 Where the anchor is let go from the stowed position, if upon release of the brake, the anchor does not run, personnel should NOT attempt to shake the cable, but the brake should be re-applied, the windlass placed in gear, and the anchor walked out clear prior to release.
25.2.5 Cable should stow automatically. If, for any reason, it is necessary for
personnel to enter the cable locker, they should stand in a protected position and, as far as possible, have constant communication with the windlass operator.
25.2.6 Anchors housed and not required should be properly secured to prevent accidental release.
– Operating hydraulically operated Hatch covers
26.3 Mechanical hatch covers
26.3.1 The manufacturer’s instructions for the safe operation, inspection, maintenance and repair of the type of mechanical hatch cover fitted should always be followed.
26.3.2 During operations, personnel should keep clear of the hatches and the cover stowage positions. The area should be kept clear of all items which might foul the covers or the handling equipment.
26.3.3 Special attention should be paid to the trim of the vessel when handling mechanical covers. The hatch locking pins or preventers of rolling hatch covers should not be removed until a check wire is fast to prevent premature rolling when the tracking is not horizontal.
26.3.4 Hatch wheels should be kept greased and free from dirt and the coaming runways and the drainage channels kept clean. The rubber sealing joints should be properly secured and be in good condition so as to provide a proper weathertight seal.
26.3.5 All locking and tightening devices should be secured in place on a closed hatch at all times when at sea. Securing cleats should be kept greased. Cleats, top-wedges and other tightening devices should be checked regularly whilst at sea.
26.3.6 Hatch covers should be properly secured immediately after closing or opening. They should be secured in the open position with chain preventers or by other suitable means. No one should climb on to any hatch cover unless it is properly secured.
26.3.7 Except in the event of an emergency endangering health or safety, no person should operate a hatch covering which is power-operated or a ship’s ramp or a retractable car-deck unless authorised to do so by a responsible ship’s officer.
26.4 Non-mechanical hatch covers and beams
26.4.1 Each non-mechanical hatchway should be provided with an appropriate number of properly fitting beams and hatch covers, pontoons or slab hatches adequately marked to show the correct replacement position, and with an adequate number of properly fitting tarpaulins, batten bars, side wedges and locking bars so that the hatch will remain secure and weathertight for all weather conditions.
26.4.2 Unless hatches are fitted with coamings to a height of at least 760 mm (30 inches) they should be securely covered or fenced to a height of 1 metre (39 inches) when not in use for the passage of cargo.
26.4.3 Manually handled hatch covers should be capable of being easily lifted by two people. Such hatch covers should be of adequate thickness and strength and provided with hand grips. Wooden hatch boards should be strengthened by steel bands at each end. One person should not attempt to handle hatch covers unaided unless the covers are designed for singlehanded operation.
26.4.4 Hatch boards, hatch beams, pontoon hatches, hatch slabs and tarpaulins should be handled with care and properly stowed, stacked and secured so as not to endanger or impede the normal running of the vessel.Hatch boards should be removed working from the centre towards the sides, and replaced from the sides towards the centre. Personnel hauling tarpaulins should walk forwards and NOT backwards so they can see where they are walking.
26.4.5 A derrick or crane should be used to handle beams. Pontoons or slab hatches should be positioned directly over them to lessen the risk of violent swinging once the weight has been taken.
26.4.6 Appropriate gear of adequate strength should be specially provided for the lifting of the beams, pontoons and slab hatches. Slings should be of adequate length, secured against accidental dislodgement while in use and fitted with control lanyards. The angle between arms of slings at the lifting point should not exceed 120°, in order to avoid undue stress. The winch or crane should be operated by a competent person under the direction of a ship’s officer or other experienced person.
26.4.7 Beams and hatch covers remaining in position in a partly opened hatchway should be securely pinned, lashed, bolted or otherwise properly secured against accidental dislodgement.
26.4.8 Hatch covers and beams should not be removed or replaced until a check has been made that all persons are out of the hold or clear of the hatchway. Immediately before beams are to be removed, a check should be made that pins or other locking devices have been freed.
26.4.9 No one should walk out on a beam for any purpose.
26.4.10 Hatch covers should not be used in the construction of deck or cargo stages or have loads placed on them liable to damage them. Loads should not be placed on hatch coverings without the authority of a ship’s officer.
26.5 Steel-hinged inspection/access lids
26.5.1 Inspection/access hatch lids should be constructed of steel or similar material, and hinged so they can be easily and safely opened or closed. Those on weather decks should be seated on watertight rubber gaskets and secured weathertight by adequate dogs, side cleats or equivalent tightening devices.
26.5.2 When not secured, inspection/access hatch lids should be capable of being easily and safely opened from above and, if practicable, from below.
26.5.3 Adequate hand grips should be provided in accessible positions to lift inspection/access hatches by hand without straining or endangering personnel.
– Entering and working in a compartment where storage batteries are kept
Safety precautions while entering battery room.
• Various hazards can occurred while entering/handling batteries such as hydrogen explosion and short circuits.
• Compartment should well ventilated to prevent any build-up dangerous gases.
• A ‘No smoking/No naked lights’ sign should be displayed on the outside of the door
• The compartment should be used for batteries only and not for odd pieces of equipment such as NUC signals.
• The compartment light bulbs should be protected by gas tight covers and all wiring should be well insulated.
• All battery connection should be clean and tight.
• The batteries should be securely stored.
• Metal tools never placed on batteries they may cause short circuits.
• Ring should not be worn when working with batteries as short circuits may cause burn.
• When being moved batteries should be carried horizontally.
• All battery circuits should dead when leas are being connected or disconnected.
• The battery compartment should be kept locked with an emergency key in a glass box beside the entrance.
• Do not use portable electrical equipment in the compartment
– Work involving welding and cutting Familiarize with the different hand movements used by a signaling man for guiding the crane operator as given in COSWP
1.1 Based on the findings of the risk assessment, appropriate control measures should be put into place to protect those who may be affected.
2 General
2.1 Welding and flame-cutting elsewhere than in the workshop should generally be the subject of a ‘permit-to-work’.
2.2 Operators should be competent in the process, familiar with the equipment to be used and instructed where special precautions need to be taken.
2.3 Where portable lights are needed to provide adequate illumination, they should be clamped or otherwise secured in position, not hand-held, with leads kept clear of the working area.
2.4 Harmful fumes can be produced during these operations from galvanising paint and other protective materials. Oxygen in the atmosphere can be depleted when using gas cutting equipment and noxious gases may be produced when welding or cutting. Special care should therefore be taken when welding and flame-cutting in enclosed spaces to provide adequate ventilation. The effectiveness of the ventilation should be checked at intervals while the work is in progress, and if appropriate local exhaust ventilation should be considered. In confined spaces, breathing apparatus may be required.
3 Personal Protective Equipment
3.1 Personal protective equipment complying with the relevant Standard specifications or their equivalent must be worn by the operator and as appropriate by those assisting with the operation to protect them from particles of hot metal and slag, and their eyes and skin from ultra-violet and heat radiation.
3.2 The operator should normally wear:
(a) welding shields or welding goggles with appropriate shade of filter lens to EN 169. Goggles are only recommended for gas welding and flame cutting;
(b) leather gauntlets;
(c) leather apron (in appropriate circumstances);
(d) long-sleeved natural fibre boiler suit or other approved protective clothing.
3.3 Clothing should be free of grease and oil and other flammable substances.
4 Pre-use equipment check
4.1 Welding and flame-cutting equipment should be inspected before use by a competent person to ensure that it is in a serviceable condition.
4.2 In cold weather, moisture trapped in the equipment may freeze and, for example, cause valves to malfunction. It is recommended that equipment is thawed out with hot water and cloths, never with naked flames.
5 Precautions against fire and explosion
5.1 Before welding, flame-cutting or other hot work is begun, a check should be made that there are no combustible solids, liquids or gases, at, below or adjacent to the area of work, which might be ignited by heat or sparks from the work. Such work should never be undertaken on surfaces covered with grease, oil or other flammable or combustible materials. Where necessary, combustible materials and dunnage should be moved to a safe distance before commencing operations. Such places should also be free of materials which could release flammable substance for example if disturbed.
5.2 When welding is to be done in the vicinity of open hatches, suitable screens should be erected to prevent sparks dropping down hatchways or hold ventilators.
5.3 Port holes and other openings through which sparks may fall should be closed where practicable.
5.4 Where work is being done close to or at bulkheads, decks or deckheads, the far side of the divisions should be checked for materials and substances which may ignite, and for cables, pipelines or other services which may be affected by the heat.
5.5 Cargo tanks, fuel tanks, cargo holds, pipelines, pumps and other spaces that have contained flammable substances should be certified as being free of flammable gases before any repair work is commenced. The testing should include, as appropriate, the testing of adjacent spaces, double bottoms, cofferdams etc. Further tests should be carried out at regular intervals and before hot work is recommenced following any suspension of the work.
When preparing tankers and similar ships all tanks, cargo pumps and pipelines should be thoroughly cleaned and particular care taken with the draining and cleaning of pipelines that cannot be directly flushed using the ship pumps.
5.6 Welding and flame-cutting operations should be properly supervised and kept under regular observation. Suitable fire extinguishers should be kept at hand ready for use during the operation. A person with a suitable extinguisher should also be stationed to keep watch on areas not
visible to the welder which may be affected.
5.7 In view of the risk of delayed fires resulting from the use of burning or welding apparatus, frequent checks should be made for at least two hours after the work has stopped.
6 Electric welding equipment
6.1 In order to minimise personal harm from electric shock, electric welding power sources for shipboard use should have a direct current (DC) output not exceeding 70V, with a minimum ripple.
6.2 When DC equipment is not available, then AC output power sources may be used providing they have an integral voltage limiting device to ensure that the idling voltage (the voltage between electrode and work piece before an arc is struck between them) does not exceed 25 V rms. The proper function of the device (which may be affected by dust or humidity) should be checked each time a welding set is used. Some voltage limiting devices are affected by their angle of tilt from the vertical, so it is important that they are mounted and used in the position specified by the manufacturers. This requirement can be affected by adverse sea conditions.
6.3 A ‘go-and-return’ system utilising two cables from the welding set should be adopted; the welding return cable should be firmly clamped to the workpiece.
6.4 Earthing of the workpiece is used to provide protection against internal insulation failure of the welding transformer, by keeping the workpiece at or near earth potential until the protective device (eg a fuse) operates to cut off the mains supply. Where the welding circuit is not adequately insulated from the earthed referenced mains supply, (i.e. not constructed to one of the standards listed in Annex 23.2) the workpiece should be earthed. The ‘return’ cable of the welding set and each workpiece should be separately earthed to the ship’s structure. The use of a single cable with hull return is not recommended. The workpiece earthing conductor should be robust enough to withstand possible mechanical damage and should be connected to the workpiece and a suitable earth terminal by bolted lugs or secure screw clamps.
6.5 If an alternative method of protecting against welding transformer insulation failure is used, the hazards caused by stray welding currents can be avoided by not earthing the workpiece or the welding output circuit. Selfcontained engine-driven welding sets, and welding power sources which comply with the standards listed in Annex 23.2 do not need the workpiece to be earthed. It should be noted, however, that other equipment connected to the workpiece may require earthing for safe operation (eg welding sets not constructed to one of the standards listed in Annex 23.2 or electrical pre-heating systems).
6.6 To avoid voltage drop in transmission, the lead and return cables should be of the minimum length practicable for the job and of an appropriate cross-section.
6.7 Cables should be inspected before use; if the insulation is impaired or conductivity reduced, they should not be used.
6.8 Cable connectors should be fully insulated when connected, and so designed and installed that current carrying parts are adequately recessed when disconnected.
6.9 Electrode holders should be fully insulated so that no live part of the holder is exposed to touch, and, where practicable, should be fitted with guards to prevent accidental contact with live electrodes and as protection from sparks and splashes of weld metal.
6.10 A local switching arrangement or other suitable means should be provided for rapidly cutting off current from the electrode should the operator get into difficulties and also for isolating the holder when electrodes are changed.
7 Precautions to be taken during electric arc welding
7.1 In addition to the protective clothing specified in 23.3.2 the welding operator should wear non-conducting safety footwear complying with BS 7193. Clothing should be kept as dry as possible as some protection against electric shock; it is particularly important that gloves should be dry as
wet leather is a good conductor.
7.2 An assistant should be in continuous attendance during welding operations, who should be alert to the risk of accidental shock to the welder, and ready to cut off power instantly, raise the alarm and provide artificial respiration without delay. It may be desirable to have a second assistant if the
work is to be carried out in difficult conditions.
7.3 Where persons other than the operator are likely to be exposed to harmful radiation or sparks from electric arc welding, they should be protected by screens or other effective means.
7.4 In restricted spaces, where the operator may be in close contact with the ship’s structure or is likely to make contact in the course of ordinary movements, protection should be provided by dry insulating mats or boards.
7.5 There are increased risks of electric shock to the operator if welding is done in hot or humid conditions; body sweat and damp clothing greatly reduce body resistance. Under such conditions, the operation should be deferred until such time that an adequate level of safety can be achieved.
7.6 In no circumstances should a welder work while standing in water or with any part of their body immersed.
7.7 The electrode holder should be isolated from the current supply before a used electrode is removed and before a new electrode is inserted. This precaution is necessary because some electrode coatings have extremely low resistance. Even a flux coating which is normally insulating can become damp from sweating hands and thus potentially dangerous.
7.8 When the welding operation is completed or temporarily suspended, the electrode should be removed from the holder.
7.9 Hot electrode ends should be ejected into a suitable container; they should not be handled with bare hands.
7.10 Spare electrodes should be kept dry in their container until required for use.
9 Gas Welding and Cutting
9.1 While this section deals almost exclusively with oxygen and acetylene, other fuel gases may be used and similar precautions should be taken.
9.2 The pressure of oxygen used for welding should always be high enough to prevent acetylene flowing back into the oxygen line.
9.3 Acetylene should not be used for welding at a pressure exceeding 1 atmosphere gauge as it is liable to explode, even in the absence of air, when under excessive pressure.
9.4 Non-return valves should be fitted adjacent to the torch in the oxygen and acetylene supply lines.
9.5 Flame arrestors should be provided in the oxygen and acetylene supply lines and will usually be fitted at the low pressure side of regulators although they may be duplicated at the torch.
9.6 Should a backfire occur (i.e. the flame returns into the blowpipe and continues burning in the neck or mixing chamber) the recommended first action is to close the oxygen valve on the blowpipe – to prevent internal burning – followed immediately by shutting off the fuel gas at the blowpipe valve. Items 3-6 of the shutting down procedure in Annex 23.1 may then be followed. When the cause of the backfire has been discovered, the fault rectified and the blowpipe cooled down, the blowpipe may be re-lit.
9.7 If there is a flashback into the hose and equipment, or a hose fire or explosion, or a fire at the regulator connections or gas supply outlet points, the first action should be to isolate the oxygen and fuel gas supplies at the cylinder valves or gas supply outlet points – but only if this can be done safely. Further action should follow in accordance with the vessel’s fire drill requirements.
9.8 A watch should be kept on acetylene cylinders to ensure they are
not becoming hot. If they are, this could be sign of acetylene decomposition and there is an increased risk of explosion. The cylinder stop valve should be closed immediately, which may limit or reduce the decomposition but is unlikely to stop it. Emergency action, such as evacuating the area and prolonged cooling by immersion or with copious amounts of water will still be required. Consideration should be given to jettisoning the cylinder overboard although movement of the cylinder can promote rapid decomposition, and cooling should continue while it is being moved. Any acetylene cylinder suspected of overheating should be approached with extreme caution because an impact could set off an internal ignition which might cause an explosion.
9.9 Only acetylene cylinders of approximately equal pressures should be coupled.
9.10 In fixed installations, manifolds should be clearly marked with the gas they contain.
9.11 Manifold hose connections including inlet and outlet connections should be such that the hose cannot be interchanged between fuel gases and oxygen manifolds and headers.
9.12 Only those hoses specially designed for welding and cutting operations should be used to connect any oxy-acetylene blowpipe to gas outlets.
9.13 Any length of hose in which a flashback has occurred should be discarded.
9.14 The connections between hose and blowpipe, and between hoses should be securely fixed with fittings which comply with Standard EN 1256.
9.15 Hoses should be arranged so that they are not likely to become kinked or tangled or be tripped over, cut or otherwise damaged by moving objects or falling metal slag, sparks etc; a sudden jerk or pull on the hose is liable to pull the blowpipe out of the operator’s hands or cause a cylinder to fall or a hose connection to fail. Hoses in passageways should be covered to avoid them becoming a tripping hazard.
9.16 Soapy water only should be used for testing leaks in hoses. If there are leaks which cannot easily be stopped, the gas supply should be isolated and the leaking components taken out of service, replaced or repaired. If the leak is at a cylinder valve or pressure regulator (“bull-nose”) connection, the cylinder should be removed to a safe place in the open air. If it is a fuel-gas cylinder, it should be taken well clear of any source of ignition.
9.17 Excessive force should never be used on cylinder valve spindles or hexagon nuts of regulator connections in an attempt to stop a leak. Neither are sealing tape nor other jointing materials recommended for use in an attempt to prevent leaks between metal-metal surfaces that are designed to be gas tight. With an oxygen cylinder this could result in initiation of a metaloxygen fire.
9.18 Blowpipes should be lit with a special friction igniter, stationary pilot flame or other safe means.
9.19 Should a blowpipe-tip opening become clogged, it should be cleaned only with the tools especially designed for that purpose.
9.20 When a blowpipe is to be changed the gases should be shut off at the pressure-reducing regulators.
9.21 To prevent a build-up of dangerous concentrations of gas or fumes during a temporary stoppage of after completion of the work, supply valves on gas cylinders and gas mains should be securely closed and blowpipes, hoses and moveable pipes should be removed to lockers that open on to the open deck.
8.8 Identify the colour codes used for following ‘Safety Signs’ on board and their meaning:
– Prohibitory Signs
– Warning Signs
– Mandatory Signs
– Emergency escape and First Aid signs
– Fire Fighting Equipments sign
Identify the colour codes used for identifying gas cylinders, pipe lines and fire extinguishers on board
Safety signs should be used to indicate hazards or control measures to be taken where the hazard cannot otherwise be removed.
Permanent signs are used:
• to give prohibitions, warnings and mandatory requirements
• to mark emergency escape routes
• to identify first aid facilities
• to show the location of fire fighting equipment.
Red signs mean either:
• stop doing something or don’t do it (prohibition);
• stop/shut down or evacuate;
or they mark the location and type of fire-fighting equipment.
Signs of prohibition are based on a red circular band with a red diagonal bar and white backing. The symbol for the prohibited action is shown in black behind the red diagonal bar;
for example. ‘No Smoking’ with a cigarette depicted.
A sign indicating fire-fighting equipment is a red square or rectangle, with information given in words or by a symbol in white. Alternatively an IMO sign is a square or rectangle, with information given in words or by a symbol in red.
Yellow signs are advisory and mean:
• be careful, or take precautions;
Warning signs are based on a yellow triangle with a black border.
The symbol for the hazard is shown in black:
for example, poisoning risk with black skull and crossbones on the yellow background.
Blue signs are mandatory and mean:
• take specific action.
Mandatory signs are based on a blue disc. The symbol for the precaution to be taken is shown in white;
for example, ‘Goggles to be worn’ with a man’s head with goggles depicted.
If, exceptionally, no suitable symbol is available, appropriate wording may be used instead:
for example, ‘Keep Clear’.
Green signs mean:
• emergency escape; or
• first aid sign.
The sign is a green square or rectangle, with safety information shown by words or a symbol in white.
for example, a white arrow on a green background points to an emergency exit.
If more information is needed to make clear the meaning of any symbols used in a safety sign or notice , then a supplementary sign with text only may appear below the sign:
for example, ‘Not Drinking Water’.
The supplementary sign should be oblong or square and either:
(a) white with text in black; or
(b) the same background colour as the safety colour used on the sign it is supplementing, with the text in the relevant contrasting colour.
Shore based personnel and passengers may not be aware that they are colour blind, and colour should not be used as a sole indicator.
Where a language other than English is extensively used on a ship,any text used in conjunction with a sign should usually be displayed also in that language.
Occasional signs
1 Illuminated signs, acoustic signals, hand signals and spoken signals may also be used for temporary hazards or circumstances.
2 Illuminated signs and acoustic signals must be tested regularly to ensure that they are working. Acoustic signs should comply with the IMO Code on Alarms and Indicators 1992.
3 The internationally understood hand signals for use of lifting appliance .
4 Spoken signals should comply with the IMO Standard for Marine Navigational Vocabulary. This is particularly important when communicating with another ship or with shore-side workers abroad, where English is not much used.
Pipelines
1 The following colour coding system is recommended for adoption for the main common pipeline services of United Kingdom registered ships:
Water (Fresh) Green
Water (Salt) Green
Water (Fire Extinguishing) Green
Compressed Air Light Blue
Steam Silver Grey
Oil (Diesel Fuel) Brown
Oil (Furnace Fuel) Brown
Oil (Lubricating) Brown
The colour of these extinguishers should not conflict with the following recommended systems of colour coding by medium:
Water – Signal Red
Foam – Pale Cream
Powder (all types) – French Blue
Carbon Dioxide – Black
Vaporising liquid (Halon) – Emerald Green
Corrosion & Its Prevention
7.1 List different type of materials and their uses onboard :
Steel, Aluminium, Brass, Wood, Forged Steel, Canvas, Rubber Plastics, Ropes and cordages and Fiberglass.
7.2 Explain Corrosion Prevention
7.2.1 Describe the Galvanic and Bimetallic corrosion, Sacrificial Anodes
7.2.2 Explain the method of surface preparation and Painting above and below the water level
7.2.3 State that the main components of ‘Paints’ are the ‘Pigment’ and the ‘Vehicle’
Describe the types of ‘vehicles’ (or ‘Binders’) used in paints as’Oxidation Curing’ type, ‘Physically drying’ type and ‘Chemically Curing’ type.
State example of each of above type of Paints as given below:Oxidation Curing type – e.g., Alkyd Paints Physically drying type –e.g., Chlorinated Rubber Paints, Vinyl, Coal Tar & Bituminous Paints Chemically curing type – e.g., Epoxy & Polyurethane Paints
7.2.4 Explain cathodic protection system.
7.2.5 Describe storage, handling and mixing of paints.
7.3 State the causes of corrosion in cargo spaces and ballast tanks and explain how extent of corrosion can be identified and prevented.
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