SEAM 1 MODULE Updated

SEAMANSHIP 1
Ships, Ship Routines & Ship Construction
PREPARED BY:
2M LEANDRO M. VILLOSILLO
All rights reserved ® 2020. No part of this module may be reproduced or copied in any form
without the permission from the author.
HEALTH & SAFETY PREVENTION PROTOCOLS
(Cross reference to POST ECQ COVID-19 OPERATION PLAN Level 3 of
the Quality Manual)
1. Information Dissemination and Materials
1.1 Posters, signage and other informative materials on key areas (like corridors, walls, bulletin
boards, doors) to serve as a reminder to everyone in order to prevent the exposure and
transmission of Covid-19 within the school premises, this includes but not limited to;
(a) Promotion of proper hand washing

(b) Importance of Social Distancing
(c) Promotion of good respiratory hygiene and etiquette
(d) Importance of wearing of facemask and face shield
(e) Observance of “New Normal” society.
2. Entry Procedure
2.1 Upon entry at the main gate, workplaces, training center, classrooms and laboratory the
following protocol shall be observed by all trainees/students, employees and visitors;
a) Wearing of face mask and face shield upon entry at the main entrance and while inside the
school premises.
b) Submit to temperature checking of not more than 37.5 °C.
c) Installed Markings shall always be observed to practice social or physical distancing of at
least 1 meter radius space (sides, back and front)
d) Spray alcohol/sanitizer on both hands; and
e) To maintain the internal documentation requirements to prevent/stop the spread of COVID-
19:
1. Daily logbook entry with the names, address and contact details of all
trainees/students, employees and visitors for contact tracing.
2. To fill up the Personal Health Information Form (PAMMA COVID19- 001) with the
personal information, health conditions and travel history.
3. Steps in Personal Sanitation
3.1 Spray alcohol, hand sanitize and hand washing facilities are installed in prominent places
particularly to the entrance areas of workplaces, classrooms, laboratory rooms and offices
for easy access.
4. Instructors, Assessors and Safety Officers’ Responsibilities
a) Regular health checking before every start of class (temperature check) must be
conducted by instructors/assessors to their respective trainees/students.
b) Health and safety briefing must be conducted before the start of classroom activities.
c) Maintaining and checking of students/trainees Health Monitoring Form (PAMMA-
COVID19-002).
d) Face masks and Face shields shall be worn by the instructors and students at all times
especially during classes.
e) Physical distancing of at least 1 meter apart must be observed at all times.
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f) Only 24 students are allowed to attend the face to face inside the classroom in order to strictly
observe the (1 meter apart) guidelines of the WHO and the IATF Management of Emerging
Infectious Diseases.
g) Practical activities needing physical presence (if cannot be avoided) shall be kept with the
following conditions;
**Participants – limit maximum of 10 participants

**Duration – limit to 15-30 minutes only
h) By reducing the number of course intake to half or less, members per group will also be
reduced
(Maximum of 4 members per group).
Man: Machine ratio:

Simulator workstation/Mini Bridge and Tabletop Computer- 1:1
Full Mission Bridge & Engine Simulator 1:4
Man to Machine/equipment 1:1 ratio
4.2 Students/Trainees’ Responsibilities
4.2.1 The following guidelines and rules shall be observed in all times or if deem necessary by
all students and trainees as follows:
a) Accomplish the Health Monitoring Form (PAMMA-COVID19-002) during the period or
before the start of classes/training.
b) Wearing of facemask, face shield or appropriate PPE suits during laboratory exercises
c) Observance of at least 1meter physical distancing while inside the school campus and
inside the classrooms.
d) Toilet break during classes and
e) Lunchbreak – students are encouraged to bring their own meal, along with their own
utensils and drinking containers. It is best to eat alone on their respective sits in the
classroom. If they opt to have their lunchbreak at the canteen or communal area 15
minutes limited time is allowed.
f) The use of water dispensers by the trainees/students and staff must also be limited. It is
recommended to bring their own drinking water to reduce the risk of contamination.
g) If the student/trainee develops any symptoms (align with the COVID 19) such as but not
limited to mild or just after the training must submit himself to the PAMMA Management
for immediate action.
5. Conduct of Classroom Theory, Laboratory Exercises, Training & Assessment
a) Face masks, Face shields and/or appropriate PPE shall be worn by the trainees/students at all
times, physical distancing of at least 1 meter apart must also be observed at all times.
b) By reducing the number of course intake to half or less, members per group will also be reduced
(Maximum of 4 members per group).
c). Man: Machine ratio:
Simulator workstation/Mini Bridge and Tabletop Computer- 1:1
Full Mission Simulator 1:4
Man to Machine/equipment 1:1
ratio is recommended during the conduct of laboratory exercises and/or competency
assessment.
d) Limit role playing activities if possible. The trainees/students should be given ample time to
perform the exercises, one trainee/student at a time (if applicable).
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e) For medical courses, strict use of CPR mask is a must.
6. PAMMA Community Engagement and Coordinated Emergency Response
6.1 The preparedness and immediate response plan in case someone in the institution becomes ill
with symptoms of COVID- 19 (dry cough, fever, malaise) is to prevent infection at the school
premises.
6.2 If a trainee/student or employee develops even a mild cough or low-grade fever (i.e. a
temperature of 37.5 °C or more) during office hours and or just after the classes, training and
or practical assessment, they should be immediately isolated to the isolation area of the school.
6.3 The PAMMA Management shall immediately inform and coordinate with the Barangay Health
Emergency Response Team (BHERT) and proper coordination with the City Health Office for
immediate and safe transfer/transport of the sick individual from the Institution to the city health
facility.
6.4 The PAMMA Management shall declare immediate suspension of classes/training activities and
inform the Local Government Unit and Local Chief Executive of the DOH in accordance with the
DOH Department Circular No. 2020-42 Interim Guidelines on 2019 Novel Corona Virus Acute
Respiratory Disease Response in schools and HEIs (Level 3) of the Annex D Appropriate Level
of Response.
6.5 During the suspension of classes, all students/trainees and employees, will then be required
to;
➢ stay at home and self-isolate
➢ avoid close contact with other people, including family member
➢ Call and inform the PAMMA Management, teaching or non-teaching staff for updates
➢ submit or report to community health center or hotline.
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PROMOTION MATERIALS/POSTER
IV
DOH Annex B. Proper Hand Hygiene
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DOH Annex C. Proper Wearing of Mask
Annex D. DOH ADVISORY ON SOCIAL DISTANCING PROTOCOL
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Annex D. DOH ADVISORY
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Annex E. DOH ADVISORY
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PREPACE
Owing to the advisories from the different government agencies especially the Commission
on Higher Education and the Maritime Industry Authority as regards the effects of COVID-19
pandemic and the quarantine status of the locality and the whole nation as well, therefore, the contents
of this module has been realigned and made flexible. This would mean that there is a slight deviation
on the sequencing of the lessons or topics contained in the Course syllabus or Instructor’s Guide.
Such lessons or topics dealing with laboratories or requiring the use of simulators have been
transferred on the latter part of the course (if ever face to face is already allowed) depending on the
future memorandums from concerned agencies. The contents in this module were then rearranged in
order to address first all the theoretical aspects. Nevertheless, the important thing is that learning
competencies are still intact.
It is my hope that this learning module, combined with the additional learning resources from
my homepage at PAMMA OED platform will bring about the required knowledge and skills needed by
the students even at this pandemic.
2M LEANDRO M. VILLOSILLO
AUTHOR
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COURSE SPECIFICATIONS
I. NAME OF PROGRAM BSMT
COURSE CODE:
II. COURSE DESCRIPTIVE
Ships, Ship Routine and Ship Construction
TITLE / CODE
Seam 1
COURSE CREDIT
III. PRE-REQUISITE / CO-
UNIT
REQUISITE / CREDIT None
UNIT
4 units
The course is an introductory to ship

building design and principles where
students learn the different types of ships
and their parts. It also includes “hands-
on” study of bends, hitches, splices,
blocks and tackle, the care and
IV. COURSE DESCRIPTION inspection of wire rope as well as other
shipboard “arts of the sea”, the rigging
and unrigging of bosun’s chair and
painting stage, etc. thus, making you
competent in seamanship skills.
Upon completion of the course, you will acquire the knowledge and
abilities in performing the following:
CO1: Describe the functions in each member of a ship’s organization
CO2: Illustrate the types of ships and its parts.
CO3: Demonstrate working knowledge of the mooring system and
V. COURSE OUTCOME
related procedures
CO4: Perform marlinespike skills and riggings in accordance with
shipboard instructions and safety standards
CO5: Perform deck maintenance works in accordance with shipboard
instructions and safety
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COURSE GUIDE
This module is designed for self-study, in which the contents are self-
instructional, allowing you to work independently. Guidelines are provided to
assist you to get you through this module and monitor your progress. Some
practical exercises to develop skills in marlinespike seamanship such as knot
tying, performing bends and hitches and simple rope splicing can be
demonstrated and learned through viewing videos from the internet links or my
own personal videos which will be provided or posted at my home page in PAMMA OED. Illustrations
or drawings of the same contained in this module are also simplified making it easier for you to follow.
Other laboratory exercises will be done in school in a limited face to face instruction and as per
planned schedule to be posted at my home page.
Should you have any queries and concerns, feel free to contact me personally either by email
which will be provided to you or by posting your concerns in the message section in my home page
at the PAMMA online learning platform. However, be reminded that posting any comments must only
be related to the course, otherwise it will be deleted. Procedure on how to “log in and follow” the pages
of PAMMA OED is given in the following pages.
LEARNING RESOURCES
Required • Seam 1 Modular textbook
Resources:
• PAMMA OED Account
• PC or cellphone
• Pencil and eraser

Additional • Compass divider
Resources:
• Pair of triangles
• Ropes (Fiber, Synthetic, Wire)
ONLINE LEARNING ACTIVITIES

Self- • Practice questions
assessment and
Learning • Quizzes
activities/ • Watching video (submitting insights)
• Participate in online discussion
• Sharing ideas through posting comments
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LEARNING ACTIVITIES
Learning • Complete the online learning activities
activities for this
module • Complete the take-home activities and exercises (add scanned images
of output to be submitted on or before the due date)
• Complete the given written quiz or self-assessment (add scanned
images of output to be submitted on or before the give due date)
SELF-ASSESSMENT
Opportunities to • Complete the online learning activities
monitor
progress and to • Complete the take-home activities and exercises (add scanned images
receive of output to be submitted on or before the give due date)
feedback.
GRADED ASSESSMENT
• Take the given examination (either online or take home)
• Complete assessment
• Complete outputs
COURSE REQUIREMENTS:
You are encouraged to complete all the given activities in this course. Advance reading and
researching on related topics is a part of the learning process enabling you to further gained
knowledge and skills relevant in the successful completion of this module.
CLASS PARTICIPATION.
Your participation in class is essential to your success in the course. You are expected to take
an active part in class discussion by posting your comments or sharing your ideas in topics relevant
to the course. Graded participation will be used in lieu of oral recitation.
COURSE WEB SITE

You will be responsible for checking the course web site frequently for important
announcements, details on assignments, and supplementary material. Some course information will
be available only on the web site.
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QUIZZES AND RECITATIONS
Schedule of online quizzes or examinations will be posted on the news forum at my home
page in PAMMA website.
The quizzes will be in the form of Essay Type, Multiple Choice Questions, True or False,
Short Answer, Fill in the Blanks, Identification, etc.
ACTIVITIES AND ASSIGNMENTS

There will be times when you will be given assignments and it will be posted on the website.
The assignments/activities must be submitted on time to avoid unnecessary circumstances such as
“closure of submission” in order not to incur an incomplete or failing grade.
Activities are given in this module and at my home page. You are advised to seriously take
the activities especially the plotting exercises as these form part of the learning competencies that
you must meet.
ASSESSMENTS
Assessment will be given in the forms of written or online, oral (through online interview) and
practical as specified in the foregoing table in accordance with the approved Examination and
Assessment System. Passing standard is a grade of 75% and above.
DESCRIPTION OF ASSESSMENT
An examination shall be administered in order to measure your acquired knowledge. The
examinations shall be administered at the end of each grading period in which a passing mark is pre-
requisite.
The methods chosen to carry out an assessment will depend upon what you as a student is
expected to achieve in terms of knowing, comprehending and applying the course content.
The methods used can range from a simple question-and-answer discussion (either
individually or as a group), to prepared tests requiring the selection of correct or best responses from
given alternatives, the correct matching of given items, the supply of short answers or the supply of
more extensive written responses to prepared questions. These assessments will be administered in
school through limited number of examinees (as per schedule, depending on the Quarantine status)
or through PAMMA Online Education platform.
Where the course content is aimed at the acquisition of practical skills, the test would involve
a practical demonstration by the students making use of appropriate equipment, tools, etc.
(Schedules of on-site practical demonstration and or assessment if ever possible may
be subject to change depending on the advisories from the government whenever face to face
is allowed.)
The responses in the demanded assessment may therefore consist of:
• the recall of facts or information, by viva-voce or objective tests;

• the practical demonstration of an attained skill;
• the oral or written description of procedures or activities;
• the identification and use of data from sketches, drawings, maps, charts, etc.;
• carrying out calculations to solve numerical problems; and
• the writing of an essay or report.
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Be informed that for you to be able to pass this course, you must complete all the given
assessment and activities.
ASSESSMENT RUBRICS (POINT SYSTEM) FOR ESSAY QUESTIONS
POOR GOOD VERY GOOD EXCELLENT

CRITERIA RATING
1 2 3 4
Identifies & Fails to Identifies main Successfully Clearly identifies
explains identify, issues but identifies and and summarizes
issues summarize or does not summarizes main issues and
explain the summarize or the main successfully
main problem explain them issues, but explains the
or question. clearly or does not problems
sufficiently explain
Interprets Fails to Clarifies the Convincingly Offers fined-grained
content identify and meaning of explains the and original
choose the few but far meaning of all interpretations of a
between the from all of the the key terms critical term or
possible key terms and and main proposition involved
meanings of propositions propositions in the issue.
the key terms involved involved in the
and arguments and
propositions theories
included in the involved
arguments
and theories
in use.
Organization Did not Organization Organization
Well organized,
answer the and structure is mostly clear
coherently
question detract from and easy to
developed and easy
the answer follow
to follow
TOTAL SCORE
PERCENTAGE = RAW SCORE/TOTAL SCORE X 100%
GRADING SYSTEM
CRITERIA DESCRIPTION PERCENTAGE
EXAM PERIODIC EXAMS 40%
QUIZZES ONLINE QUIZ 20%
ASSIGNMENTS/ACTIVITIES MODULE/ONLNE 20%
PARTICIPATION ONLINE DISCUSSION 20%
TOTAL 100%
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INTRODUCTION
This module presents a comprehensive program of study intended for students taking up the
course SEAMANSHIP 1. It is arranged according to the detailed teaching syllabus used in the
Institution to address the Competencies and KUP’s stated in the STCW Code 2010 Manila
amendments and as part of the compliance set forth by the regulatory body.
However, in order to meet the learning standards, the learner’s participation is essential and
requires them to read this module contents in advance and analyze them carefully in order to serve
its purpose.
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TABLE OF CONTENTS
INTRODUCTION ................................................................................................................................1
PRE-ASSESSMENT TEST ………………………………………………………………………………….2
MODULE
Lesson 1 ………………………………………………………………………………………………..
Shipboard Organization…………………………………………………………………………….. 5
Learning Activity 1 ……………………………………………………………………………….... 13
Lesson 2
Structural Parts of the Ship and their Functions …..…………………………………………… 16
Learning Activity 2 ..……………………………………………………………………………..... 21
Lesson 3
Ship’s Profiles………………………. ……………………………………….……………………. 23
Learning Activity 3 ………………………………………………………………………………… 32
Lesson 4
Structural Dimensions and Capacities…...……………………………………………………… 33
Learning Activity 4 .…………………………………….….…………………………………….... 37
Lesson 5
Hull Structure…………………………………...…………………………………………….……. 38
Learning Activity 5 ..…………………………………………………………………………......... 54
Lesson 6
Bow and Stern Regions…………………………………………………………………….…..… 56
Learning Activity 6 …………………………………………………………………….….………. 59
Lesson 7
Fittings …………………………………………………………………..…………………………. 60
Learning Activity 7 …………………………………………………………………….…….……. 68
Lesson 8
Rudders and Propellers…………………………………………………………………..……….. 69
Learning Activity 8 ………………………………………………..………………………….……. 73
Lesson 9
Mooring Systems………………………….………………………………………………............. 74
Learning Activity 9 …………………………………………………………………..…….….…… 81
Lesson 10
Single Point Mooring ………………………………………………………….………….……… 82
Learning Activity 10 ……..……………………………………………………….……..………… 88
Lesson 11
Anchors and Anchoring Procedures……………….………………………………….…………. 89
Learning Activity 11 …………………………………………………………………..…………… 98
Lesson 12
Rigging of Gangways, Accommodation Ladders, Pilot Ladders…….………….…….…… … 99
Learning Activity 12 ……………………………………………………….………….…….…… 102
Lesson 13
Ropes and Ropeworks …………………………………………………….………….………… 103
Learning Activity 13 ………………………………..……………………….………….………... 109
Lesson 14
Knots and Hitches ………………………………….………………………….………….......... 111
Learning Activity 14 …………………………………………………….………….……………. 116
Lesson 15
Safe Working Practices…………………………………….………………….…….………….. 117
Learning Activity 15 ………………………………….………………………….…….………… 124
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Lesson 16
Safe Working Practices continuation ………………………….………….………………….. 126
Learning Activity 16 ………..…………………………………………………………….…...... 129
Lesson 17
Routine Maintenance in Keeping the Vessel Ship Shape .………….……………………... 131
Learning Activity 17 ……………………………………..……………………………….…...... 136
POST ASSESSMENT TEST ........................................................................................................ 137
REFERENCES …………………………………………………………………………….……………. 139
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WELCOME TO SEAMANSHIP 1
LEARNING OUTCOMES:
Upon completion of this module, you will be able:
1. Describe the functions in each member of a ship’s organization
2. Illustrate the types of ships and its parts
3. Demonstrate working knowledge of the mooring system and related procedures
4. Perform marlinespike skills and riggings in accordance with shipboard instructions and safety
standards.
5. Perform deck maintenance works in accordance with shipboard instructions and safety.
INTRODUCTION
Seamanship is often defined in the old textbooks as “the work of seaman on board ship”,
probably because it denotes three nouns combined in one word “SEA (body of water), MAN (person)
and SHIP which is of course refers to a place/location of work”, and while it may be true to some
extent, it is a misrepresentation to refer to it as just the work per se.
The word seamanship does not simply imply work, but involves the skills and abilities to
properly execute and perform those duties.
To a deeper understanding, it is more accurate therefore to defined seamanship as the skills
and the abilities necessary to safely and efficiently manipulate or operate a ship.
Seamanship falls into two main categories:
Deck Seamanship - General seamanship that involves the work that goes on about the ship's deck,
as well as the equipment used to perform that work. Such examples are Mooring, Anchoring,
Rigging, and Handling.
Marlinespike Seamanship - Marlinespike seamanship concerns the use and care of

mooring/rigging lines. It centers on the art of forming knots, making splices in rope and line, and
fashioning useful and decorative articles from lines, twine, and similar material. Making a heaving
line ("heavie)" is one example of the different aspects of Marlinespike seamanship used to create a
very necessary and useful item.
This will provide the necessary learning modules to prepare the students of the real life at sea.
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1. Before the start of the module, you are to take a short pre-assessment test to
determine how much background and prior knowledge you have about topics
which will be covered in this module. I am confident that you have learned a lot
when you took up the Maritime Specialization Track during your years in the
Senior High School.
2. Activities or exercises are given in every topic to ensure that you are in the
track of self-learning. These activities must be accomplished and be submitted within the given time
period in order to avoid any delays.
3. Additional learning resources and/or activities are given in my home page at PAMMA online
education system (oed.pmma.edu.ph)
4. Schedules for Quizzes, Periodic Assessments and other activities are also posted in my home page
so be sure to follow and check for the latest news and updates.
5. Schedules for on-site practical demonstration will be posted in my home page at
oed.pamma.edu.ph
READY TO START WITH THE COURSE NOW? TRY THIS ONE FIRST!
PRE-ASSESSMENT TEST: Please take your time to answer this test before proceeding
onto the next pages. The aim is to determine how much and what you have learned in your previous
years in High School taking up the Maritime Specialization Track so do not worry as it will not affect
your overall grade.
A. Multiple Choice
Directions: Choose the answer that will best complete each of the following statements. Encircle the
letter of your answer.
1. When using natural-fiber rope, you should NEVER __________.

a. dry the line before stowing it
b. reverse turns on winches periodically to keep out kinks
c. try to lubricate the line
d. use chafing gear
2. Aboard ship, vertical flat plates running transversely and connecting the vertical keel to the margin
plates are called __________.
a. floors
b. intercostals
c. girders
d. stringers
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3. Which statement is ALWAYS true?
a. Keep clear of any line that is under a strain.
b. A line will creak, make snapping sounds, and smoke before it parts.
c. Only synthetic lines will snap back after parting.
d. Stepping on the bight of a line is safer than stepping in the bight of a line.
4. Protective clothing must be worn while sampling hazardous cargo on a tankship, and as a minimum
includes __________.
a. a hood or hard hat
b. a face mask or goggles
c. boots
d. chemical resistant gloves
5. The lowest longitudinal timber of a vessel on which framework of the whole is built up; a combination
of iron plates serving same purpose in iron vessel: ______________
a. floors
b. frames
c. keel
d. hull
6. A line used for capsizing the sea anchor and hauling it in ____________.
a. Tripping line
b. Bow line
c. Mooring line
d. Heaving line
7. Double bottoms for carrying water ballast and capable of a boat or ship to give her stability is called:
a. Forepeak tank
b. Afterpeak tank
c. Cargo tanks
d. Ballast tanks
8. The beam of a vessel refers to the __________.

a. depth between decks
b. internal cubic capacity
c. molded depth of the vessel
d. width of the vessel
9. A fore and aft strength member of a ship's structure relating to longitude or length: ________
a. Transverse frames
b. Longitudinal
c. Athwarthship
d. Keel
10. He is in-charge of cargo handling and stowage and the over-all stability of the ship: _________.
a. Chief Engineer
b. 2nd Officer
c. Chief Officer
d. 2nd Engineer
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B. True or False
Directions: Read the sentences carefully. Write True, if the sentence is correct and False, if it is
incorrect.
__________ 1. When the ship’s Master is incapable of performing his duties, the Chief Engr. being
the highest ranking officer in the engine room will take over the command.
__________ 2. Freeboard is the vertical distance from the bottom of the keel to the waterline on the
hull.
__________ 3. A bulk carrier is a type of ship designed to carry cargo in bulk.
__________ 4. A car carrier is a type of ship which can also carry Heavy equipment such Trucks,
buses, bulldozers, etc. aside from cars.
__________ 5. A ship designed to carry various types of liquid cargo, from oil and gasoline to
molasses, water, and vegetable oil is called Oil Tanker.
__________ 6. The right side of the vessel is termed as starboard.
__________ 7. On-board a Passenger vessel, the crew in charge of the steering wheel is the Able
bodied seaman.
__________ 8. The Forward Perpendicular is the horizontal distance between the forward and after
perpendiculars. Its length is used in making calculations for displacement
__________ 9. Moulded breadth is measured inside plating or the maximum breadth of a ship
measured from her midship
.__________10. The 2nd officer is usually the navigating officer in-charge of preparing the voyage
plan, he is also responsible for the updating of charts whether electronic or the
traditional paper chart as well as other nautical publications.
KEY ANSWERS CAN BE FOUND AT OUR PAMMA OED COURSE HOME PAGE
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LESSON 1
SHIPBOARD ORGANIZATION
LEARNING OUTCOMES
At the end of the lesson, you will be able to…
L.O.1 Describe the Shipboard Organizational Structure
When you first step your foot on-board your first vessel assignment as a cadet
how will you address the people you’re going to meet? It is important therefore that
you should know the organizational chart in order to be familiar with the ranks and file
on-board.
So, let’s start with the first topic and read along the succeeding paragraphs .
SHIPBOARD ORGANIZATIONAL PLAN

The Shipboard Organization differs from Ship to Ship. There are ranks or positions which
can be found on board a Tanker vessel which is not applicable on board a cargo vessel. Passenger
vessel or Luxury cruise liners are very much divers in terms of the number of crew and the different
positions held on board.
WHAT DO YOU CALL THE PEOPLE MANNING THE SHIP?
THE CREW
The ship’s crew consists of all those on board with the purpose of taking the ship out to
sea. From the highest to the lowest ranks, each is required to perform their respective duties to the
highest standard in order to maintain a safe and efficient voyage.
YOUR INITIAL TASK:

1. Read the following and learn more of the ship’s crew and
their duties starting with the highest-ranking officer to the
lowest rank.
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CAPTAIN/MASTER
A sea captain (also called a captain or a master or a shipmaster)
• a licensed mariner in ultimate command of the vessel.
• responsible for its safe and efficient operation, including cargo
operations, navigation, crew management and ensuring that the vessel
complies with local and international laws, as well as company and flag
state policies. All persons on board, including officers and crew, other
shipboard staff members, passengers, guests and pilots, are under the
captain's authority and are his ultimate responsibility.
Duties and Functions

A ship's captain commands and manages all ship's personnel, and is typically in charge of the ship's
accounting, payrolls, and inventories.
Responsible for compliance of the following:
• with immigration and customs regulations
• maintaining the ship's certificates and documentation
• compliance with the vessel's security plan, as mandated by the International Maritime
Organization’s ISPS Code.
• responding to and reporting in case of accidents and incidents, and in case of injuries and
illness among the ship's crew and passengers.
What Are The Different Types Of Captain Jobs?

Captain jobs might include working on a cargo ship, cruise ship, yacht, ferry, commercial
fishing boat, or as a harbor pilot. In each case, the captain takes responsibility for the operation and
safety of the vessel while in national or international waters.
DECK DEPARTMENT
CHIEF OFFICER/MATE
A Chief Mate (C/M) or Chief Officer, usually also synonymous with the
First Mate or First Officer (except on passenger liners, which often
carry both),
• a licensed member and head of the deck department of a
merchant ship.
• in charge of the ship's cargo and deck crew.
• The chief mate is responsible to the Captain for the safety and
security of the ship.
• Responsibilities include the crew's welfare and training in areas
such as safety, firefighting, search and rescue.
6
DID YOU KNOW THAT IN THE EVENT THAT THE MASTER IS
INCAPACITATED, THE CHIEF OFFICER TAKES OVER THE COMMAND
OF THE SHIP?
Senior on board Operations Manager

The Chief Mate, who is the second in command of the vessel, is often
equated, in corporate terms, to a senior manager for the operations on board.
• in charge of a number of departmental functions.
• In modern cargo vessels, the Mate holds appointments like Head of Deck Department, Head
of Cargo/ Stowage Operations, Head of Safety/ Fire Fighting, Head of On-Board Security
(Ship Security Officer), Head of Environment and Quality, and so forth.
Watch Standing
Traditionally, the chief mate stands a "4-8" watch: from 4 AM until 8 AM and 4 PM until 8 PM, in port
and at sea, the chief mate is responsible to the captain for keeping the ship, crew, and cargo safe.
On watch, the mate must:
• enforce all applicable regulations, such as the International Convention for the Safety of Life
at Sea and pollution regulations.
• focuses on duties such as cargo operations, fire and security watches, monitoring
communications and the anchor or mooring lines.
Sea watch
At sea, the mate on watch has three fundamental duties:
• navigate the ship, safely avoid traffic, and respond to any emergencies that may arise.
• Mates generally stand watch with able seamen who act as helmsman and lookout.
• The officer must also be able to transmit and receive signals by Morse light and to use the
International Code of Signals.
Second Officer
A second mate (2nd Mate) or second officer (2O) is a licensed member of
the deck department of a merchant ship holding a Second Mates
Certificate of Competency, which is issued by the administration.
• Third in command (or on
some ocean liners fourth) and
a watchkeeping officer,
customarily the ship's
navigator.
• Other duties vary, but the second mate is often the
medical officer and in charge of maintaining
distress signaling equipment.
• On oil tankers, the second mate usually assists the
chief mate with the Cargo operations.
• Focuses on creating the ship's passage plans.
Watchkeeping OOW (Officer on Watch)

A second mate is almost always a watch keeper (OOW).
• In port and at sea, the second mate is responsible to the captain for keeping the ship, its crew,
and its cargo safe for eight hours each day.
• The second mate stands a "12-4" watch: from midnight until 4am and noon until 4pm. On
watch, he must enforce all applicable regulations, such as safety of life at sea and pollution
7
regulations. In port, the watch focuses on duties such as cargo operations, fire and security
watches, monitoring communications, and the anchor or mooring lines.
• IMO regulations require the officer be fluent in English. This is required for a number of
reasons, such as to use charts and nautical publications, understand weather and safety
messages, communication with other ships and coast stations, and to be able to work with a
multi-lingual crew.
• Correction of Navigation Charts and the duties of keeping the charts up to date rests on the
Second mate
THIRD OFFICER
A Third Mate (3/M) or Third Officer is a licensed member of the deck department of a merchant ship.
• The third mate is a watch stander and customarily the ship's safety officer and fourth-in-
command (fifth in some ocean liners).
• Duties related to the role of safety officer focus on responsibility for items such as firefighting
equipment, lifeboats, and various other emergency systems.
• Responsible for the upkeep of lifesaving and firefighting equipment. This includes a
responsibility for some or all of the ship's boats, and particularly the lifeboats. The third mate
is also generally an active participant in fire and boat drills.
• The third mate tends to take the 0800 to 1200 watch and 2000 to 2400 hours
• Other duties vary depending on the type of ship, its crewing, and other factors.
DECK CADET
• A seafarer under the supervision of the Chief Officer learning navigation, seamanship and
administrative duties of a ship officer.
• assist the deck officers in the day-to-day operations of the vessel.
Below mentioned are ten important duties that are required to be performed by deck cadets on almost
every type of ship.
• Tank Soundings
• Ship Maintenance
• LSA/FFA Maintenance
• Deck Work
• Berthing/Unberthing Operations
• Pilotage Operations
• Port work and Cargo Operations
• ISPS Watch:
• Paperwork At Sea
• Navigation: Normally, the Chief Mate takes time out during the bridge watches (0400-0800
and 1600-2000) to teach a cadet about the on goings in the bridge and also tests his
knowledge of the myriad aspects of the merchant mariner. Gradually, the Chief Mate and
eventually the Master develops a trust factor (provided the cadet is worth the salt)
BOATSWAIN
A boatswain (/ˈboʊsən, formerly and dialectally also /ˈboʊtsweɪn/), bo's'n, bos'n, or bosun.
• the senior crewman of the deck department and is responsible for the components of a ship's
hull.
• supervises the other members of the ship's deck department, and typically is not a watch
stander, except on vessels with small crews.
• The boatswain works in a ship's deck department as the foreman of the unlicensed (crew
members without a mate's license) deck crew.
• A bosun must be highly skilled in all matters of marlinespike seamanship required for working
on deck of a seagoing vessel.
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• The bosun is distinguished from other able seamen by the supervisory roles: planning,
scheduling, and assigning work.
• plans the day's work and assigns tasks to the deck crew.
• the boatswain regularly inspects the vessel and performs a variety of routine, skilled, and
semi-skilled duties to maintain all areas of the ship not maintained by the engineering
department
• Other duties vary depending on the type of ship, her crewing, and other factors.
PUMPMAN
A pumpman is an unlicensed member of the Deck Department of a merchant ship.
• performs all work necessary for the safe and proper operation of the liquid cargo transfer
system. This includes but is not limited to: liquid cargo transfer pumps, liquid cargo stripping
pumps, liquid cargo coalesces and separators, strainers, filters, associated piping, valves,
fittings, and deck machinery directly related to the transfer of liquid cargo.
A.B. (ABLE SEAMAN/ABLE BODIED SEAMAN)
An able seaman (AB) is an unlicensed member of the deck department of a merchant ship.
An AB may work as a watch stander, a day worker, or a combination of these roles.
WATCHSTANDER
At sea an AB watchstander's duties include standing watch as helmsman and lookout.
• may be called upon to stand security-related watches, such as a gangway watch or anchor
watch while the ship is not underway.
• performs general maintenance, repair, sanitation and upkeep of material, equipment, and
areas in the deck department.
• Reports to the Bosun (Boatswain)
• Performs a variety of routine maintenance duties in order to preserve the painted surface of
the ship such as chipping, cleaning, painting and removing rust spots from deck and sides of
ship using hand or air chipping hammer and wire brush
• Responsible for keeping the vessel in a clean, tidy condition
• Responsible in conjunction with the Bosun for the on-the-job training of the ship's deck
ratings with Ordinary Seaman rank
• Handles ropes and cables during mooring, berthing and departing operations
• Overhauls and operates emergency and safety equipment such as lifeboats and lifeboat
gear
• Performs all operations connected with the launching of lifesaving equipment, lowers and
raises tender boats, lifeboats or rescue boats.
• The AB may be a member of the ship's firefighting party.
• Stands watch at the bow or on wing of the bridge to look for obstructions in path of the
vessel
• Participates in crew safety drills
• Operates tenders, lifeboats and rescue boats
ORDINARY SEAMAN
An ordinary seaman or OS is an entry-level position in a ship's deck department. He is the
lowest rated seaman who can make themselves useful on board yet not fully experience. An OS
performs a variety of duties concerned with the operation and upkeep of deck department areas and
equipment. Upkeep duties include scaling, buffing, and painting decks and superstructure; as well as
sweeping and washing the deck. An OS may splice wire and rope; break out, rig, overhaul, and stow
9
cargo-handling gear, stationary rigging, and running gear. Additionally, the OS secures cargo, as well
as launches and recovers boats.
• performs a variety of duties concerned with the operation and upkeep of deck department
areas and equipment. These duties vary with the type of ship, the type of voyage, the number
of crewmembers, the weather, the supervisor, and any number of other variables. However,
in most cases, one can expect an ordinary seaman to clean, to perform maintenance, to work
with deck equipment, and to undergo on-the-job-training under the supervision of senior deck
department members.
• Scale, buff, and paint decks and superstructure.
• Sweep and wash deck.
• Splice wire and rope.
• Break out, rig, overhaul, and stow cargo-handling gear, stationary rigging, and running gear.
• Secure cargo.
• Launch and recover boats.
ENGINE DEPARTMENT
CHIEF ENGINEER
A Marine Chief Engineer is a key member of the onboard crew, overseeing the entire Marine
engineering department on the vessel and responsible for the maintenance and operation of all
engineering equipment onboard the vessel. Working in Marine Engineering as a licensed mariner, a
Marine Chief Engineer job is of high rank onboard the ship, and in some cases shares equal rank with
the Captain.
Often the duties are split between these two posts, with the Marine Chief Engineer taking
responsibility for all machinery and onboard maintenance. The Marine Chief Engineer must ensure
that the engine room is suitable for inspection by coastguard authorities and ensures that there is a
surplus of fuel and spare parts. In an emergency the Marine Chief Engineer will assume complete
control of the engine room.
SECOND ENGINEER
The 2nd engineer provides utmost assistance to the Chief engineer for running the ship
efficiently. Moreover, second engineer is also in-charge of all the operational engineers and the
crew of the engine room he ensures for their personnel safety and routine duties. He also plans the
overall maintenance of all the machinery present in the engine room of the ship.
Engine Room Management

1. Responsibility: He is the in-charge for managing the engine room staff and carrying out duties of
the engine room.
2. Assistance: He directly reports to the chief engineer and also becomes the in-charge of the engine
room on his absence/behalf.
3. Job distribution: He distributes and assigns duties to all the engine crew members and acts as
supervisor to them.
4. Housekeeping: He is also the in-charge of engine room housekeeping and engine room garbage
management.
5. Spares and inventory: Second engineer is responsible for storing all the spares properly and
keeping and maintaining record of the spares‟ inventory.
10
Operation and Maintenance of Machinery
1. Engine room and deck machinery: The second engineer is responsible for the maintenance of
all the engine room and deck machinery.
2. Safe operation: He is responsible to make sure all the machineries and safety systems are working
safely, efficiently and within the provided parameters.
3.PMS and BMS: Planned maintenance system(PMS) is to be implemented by the second engineer
and in case of any breakdown maintenance (BMS), should be immediately taken care of by him.
THIRD ENGINEER
The main task of the 3rd Engineer is: To assist the Chief Engineer and 2nd Engineer in
accident free technical maintenance of the vessel and equipment; to perform vessel technical services
in accordance with the International Conventions, local regulations and all the normative documents
concerning navigation safety.
JOB RESPONSIBILITIES
The 3rd Engineer of the vessel should fulfill the following tasks:
1. Assist with reliable performance, proper maintenance and servicing of the equipment under the
engine department’s control
2. Monitors fuel, lubricants, water supplies and maintenance supplies
3. Comply with the implementation of BLACK llp HSE Policies, as well as those of our Clients and
local authorities
4. Ensure proper use of BLACK llp equipment assigned to the engineering department. Inform the
Senior Engineer on duty, of any malfunctioning equipment;
ENGINE CADET
The engine cadet closely follows the instructions of the First Engineer and attends the
engine control room usually as part of the First Engineer's watch.
• The Engine Cadet assists in the maintenance and repair of engine room equipment, as well
as other mechanical equipment throughout the ship.
• As part of the training process duties that are customary to the engine department will be
assigned to the Engine Cadet by the Chief Engineer.
• Engineering cadets train to become marine engineers, and as such their fields encompass a
range of theoretical and practical engineering subjects, including Mechanical engineering,
thermodynamics, control engineering, applied mathematics, welding and fabrication.
Engineering practice is mostly learned during the cadet's assignment to a ship.
ELECTRICAL ENGINEER OR ELECTRO-TECHNICAL ENGINEER

He is responsible for maintenance of all the electrical motors on ship i.e. in engine room and on deck.
• He is in charge of maintenance of all switchboard including main switchboard and emergency
switchboard.
• He is responsible for maintenance of fire detectors and fire alarm system.
• He has to maintain all the ship’s alarm system.
• He is responsible for the electronic system fitted onboard ship.
• He is responsible for the ship’s navigational lights and other navigational equipment.
• He is responsible for all the batteries that are connected to machineries onboard. It includes:
– Emergency batteries for alarm and lights
– Lifeboat batteries
– Batteries for emergency generator
– Other batteries fitted onboard
• He is responsible for maintaining refrigeration unit in the engine room
• He has to take care of air conditioning unit of the vessel.
11
• Electrical officer is responsible for maintaining refrigerated containers carried on container
ship.
• He is responsible for cargo and engine room cranes electrical system.
• He has to carry out routine maintenance for main engine alarms and trips along with the
chief engineer.
• During the time of maneuvering, he has to be present in the engine room along with other
engineers to tackle any kind of electrical and other emergencies.
• Electrical officer can assist in watch keeping routines at desired time by the chief engineer.
• He has to assist ship’s engineer and deck officer in all kind of electrical problems.
MACHINIST
He is the head or foreman of the engineering department ratings and performs works under
the supervision of the second engineer.
OILER/WIPER
Oilers are responsible for the lubrication of the ship’s machinery and perform other duties
under the supervision of the engineer officers
A wiper is the most junior crewmember in the engine room of a ship. The role of a wiper
consists of cleaning the engine spaces and machinery, and assisting the engineers as directed.
CHIEF COOK
The chief cook directs and participates in the preparation and serving of meals; determines timing
and sequence of operations required to meet serving times; inspects galley and equipment for
cleanliness and proper storage and preparation of food. The cook may plan or assist in planning
meals and taking inventory of stores and equipment.
A chief cook's duties may overlap with those of the steward's assistant, the chief steward, and other
steward's department crewmembers.
Chief’s Cook Assistant

A steward's assistant (SA) is an unlicensed, entry-level crewmember in the Steward's
department of a merchant ship. This position can also be referred to as steward (the usual term on
British ships), galley utility man, mess man, supply or waiter. The role of the SA consists mainly of
stocking, cleaning and assisting with the preparation and serving of meals.
TASK #2: WATCH THE VIDEO

Let’s go beyond the shipboard organization and watch the short video which will somehow
make you awe!!!
JUST FOLLOW THE LINK ON OUR HOME PAGE.
So, You Think You Know Much About The Shipboard Organization?
NOW YOUR NEXT TASK IS TO ANSWER THE ACTIVITY ON THE NEXT PAGE.
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LEARNING ACTIVITY 1
How well did you understand what you have read?
From the above statements, answer the given activity below. Use Activity
Sheet #1 in the next page
Directions: Answer the following questions. Write your answers legibly, take a photo of your output
or scan and submit it to our homepage SEAMANSHIP 1 in PAMMA OED platform
1. According to the STCW 2010 Manila amendment, what are the mandatory minimum requirements
for certification of Masters on ships of 3000 gross tonnage or more?
2. What do you think are the other specific duties of the Chief Engr? Research and make an outline
3. Write down the specific duties of the Third Officer in relation to maintaining the Life Saving and Fire
Fighting Appliances on-board.
4. Describe the specific duties of the Chief officer with regards cargo operation and ship’s stability.
(You may research on the internet)
5. On a separate and clean sheet of bond paper, draw an example of ship’s organigram and briefly
describe the type of ship to which it was patterned. Use the example below to have a standard format.
Follow this margins:

Name: ___________________ Date: ___________________
Top 1”
Section: __________________ Time Schedule: ____________ Bottom – 1”
Shipboard Organigram of a Passenger vessel

Left – 0.5”
Right – 0.5”
13
LEARNING ACTIVITY SHEET #1
Name: Score/Mark:
Year and Section: Date:
☐ Concept Notes ☐ Laboratory Report

Type of Activity
☒ Essay/Task Report ☐ Skills: Exercise/Drill
☐ Illustration ☒ Other: Research
Activity Title THE SHIPBOARD ORGANIZATION
Learning Outcome(s)
Authors/References
RESEARCH ON THE FOLLOWING DUTIES AND FUNCTIONS OF PERSONNEL

IN THE SHIPBOARD ORGANIZATION
Learning Activity • The Learning Activity Sheet should be submitted at the end of the week.
• All responses should be Handwritten and typewritten is not acceptable.
1. According to the STCW 2010 Manila amendment, what are the mandatory minimum requirements
for certification of Masters on ships of 3000 gross tonnage or more?
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
2. What do you think are the other specific duties of the Chief Engr? Research and make an outline.
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
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3. Write down the specific duties of the Third Officer in relation to maintaining the Life Saving and
Fire Fighting Appliances on-board.
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
4. 4. Describe the specific duties of the Chief officer with regards cargo operation and ship’s stability.
(You may research on the internet)
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
_______________________________________________________________________________
5. On a separate and clean sheet of bond paper, draw an example of ship’s organigram and briefly
describe the type of ship to which it was patterned.
Student Reflection: After completing Lesson 1 and viewing the video, how do you find the
responsibilities of the crew in terms of weight? Is it difficult to become a seafarer? How do you see
yourself 10 years from now? Will you become a Captain of a ship or just a low ranking crew?
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
_______________________________________________________________________________________
Congratulations! You have already finished the lesson 1
15
LESSON 2
STRUCTURAL PARTS OF THE SHIP AND THEIR FUNCTIONS
What are the major parts of the ship? Do you know their locations?
Are there monkeys on the monkey island? And why is there a poop deck? Is that a
place where the crew literally discharge their… well, let’s try to find out.

L.O. 2 Illustrate the types of ships and its parts
2.1. Determine the primary structural members of the ship and indicate the names for the various
parts
TASK #1 Study the picture below and learn more by reading the terminologies in the next page.
Forecastle
Funnel
Stem
Stern
Poop deck
(image credit to: shipfever.com)
This is an example of the structural parts of a container vessel. Other types of ships may differ from
each other but the primary parts are common to any type of ship
16
LET’S DEFINE SOME TERMS HERE
LATER, AS YOU PROGRESS TO OUR MODULE, YOU WILL KNOW THE FULL
DESCRIPTIONS OF THESE TERMS.
Keel: The keel is the backbone of the ship. When building a ship, it is the first thing laid. The keel of
most steel ships does not extend below the ship's bottom; therefore, it is known as a flat keel. Its usual
shape is that of an I-beam. All other members used in constructing the hull are attached either directly
or indirectly to the keel.
Hull: The hull is the main body of a ship. Inside the hull is strengthening members to prevent the hull
from collapsing, and decks, bulkheads, and partitions that form individual compartments.
Waterline: The water level along the hull of a ship that is afloat is the waterline.
Draft: The vertical distance from the bottom of the keel to the waterline on the hull is the ship's draft.
Freeboard: Freeboard is the distance from the waterline of the hull to the upper edge of the hull.
Braces: Brackets attached to the hull that support the propeller shaft after it exits the hull.
Propeller: The screw at the end of the shaft that turns to propel the ship.
Rudder: A device that extends vertically at the stern of a ship. It is used to steer the ship as it moves
through the water by redirecting the water moving past the hull to impart a turning or yawing motion
to the ship.
Bulbous Bow: Some ships have a protruding bulb at the bow just below the waterline that modifies
the way water flows around the hull to reduce drag and thus increase speed, range, fuel efficiency,
and stability. (Watch the video in our homepage associated with this terminology)
Stem: The most forward part of the ship and runs down to the keel
Midship Section is the side and bottom plating which provides the watertight skin of the ship and
also makes the greatest contribution to the longitudinal strength of the ship’s structure.
Bulkheads: The term bulkhead applies to every vertical panel aboard a ship, except for the hull itself.
Decks: The horizontal structures that divide the ship into levels (layers); they also provide additional
hull strength and protection for internal spaces. When using “deck,” to mean the floor, it means just
the upper surface of the deck, not the entire structure of the deck, such as “Swab the deck.” Deck
may also refer to an entire level, such as “The supply office is on the second deck.”
Overhead: The underside of a deck; the “ceiling” of a space.
Gunwale: The gunwale (pronounced "gunnel" to rhyme with "tunnel") is the top edge of the hull.
Originally the gunwale was the "Gun ridge" on a sailing warship. This represented the strengthening
wale or structural band added to the design of the ship, at and above the level of a gun deck. It was
designed to accommodate the stresses imposed by the use of artillery.
Bulwarks: A solid fence along the gunwale of the main weather deck.
Scuppers: Ports along the bulwarks that allow water to drain over the side of the ship during heavy
weather.
17
Complete Deck: A deck that extends from side to side and stem to stem.
Partial Deck: Any deck that is not a complete deck.
Weather Deck: A deck or part of a deck that is exposed to the weather.
Main Deck: On all ships, except aircraft carriers, it is the uppermost complete deck. The first complete
deck below the main deck is the second deck, the next the third, the next the fourth and so on.
Forecastle: Pronounced "fohk'sel." The deck above the main deck at the bow where anchor
machinery is located. Ships that do not have raised forecastles are called flush-deckers.
Bridge: The space from which the ship is controlled.
Afterdeck: Deck behind the bridge.
Bridge Wings: Decks on each side of the bridge.
Poop Deck: A partial deck above the main deck located all the way aft.
Fantail: A flush-decker does not have a poop deck, so the stern area of the main deck is called the
main deck aft or the fantail.
Superstructure: The structure that rises above the main deck of a ship, such as the island on an
aircraft carrier.
Funnels: Smokestacks on the superstructure for engines, fireboxes, burners, turbines, etc.
Mast: Spars that extend above the superstructure that support a yardarm used for hoisting flags and
as a support for various antennas.
Crow’s Nest: The highest platform on the main mast that will support a person.
Compartments: The interior of a ship is divided into compartments “rooms” or “spaces” by the decks
and bulkheads. Compartments contain everything needed to operate the ship. Generally speaking,
compartments are not called rooms; they have names related to their use, such as berthing
compartment, mess deck, medical, etc. However, some compartments are called rooms, such as the
wardroom, stateroom, fan room, engine room, and others.
Fore Peak Tank – is the compartment between the stem and the collision bulkhead. The lower part
is sometimes used as a ballast tank, but the upper section is always the bosun’s store, in which most
of the rope, paint and cargo gear is stowed.
After Peak Tank – is a compartment immediately forward of the stern post and is generally situated
entirely below the waterline.
Cargo Holds – are the spaces used for the storage of cargoes.
Engine Room – a space containing all the propelling machinery and power plant of the ship.
Hatch: A hatch is horizontal or vertical, watertight door through a water tight deck or bulkhead. It has
dogs (levers) or clamps around all edges so it may be tightened to make it watertight.
Porthole: A porthole is a small, generally circular, window through the hull of a ship to admit light and
air or for viewing. It consists of a circular glass disk encased in a metal frame that is attached securely
into the side of a ship's hull.
18
Double Bottom Tanks – are the space or tanks, formed by the bottom shell plating and the inner
bottom or tank top. The inner bottom is the plating forming the top of the double bottom compartments
which is fitted 3 feet above the outer shell. They may be divided longitudinally at the center line to
form port and starboard tanks and also transversely at regular intervals by watertight floors to form a
rectangular cell. This kind of double bottom construction is known as cellular double bottom, these
are also called ballast tanks.
THE PRINCIPAL STRUCTURAL MEMBERS OF THE SHIP:

1. HULL
2. KEEL
3. FRAMES
4. DECKS
5. BULKHEADS
THE HULL
The hull is the main body of a ship exclusive of masts, superstructure, forecastle and the like. The
sizes and arrangement of the hull plating and framing members must be chosen so that the ship can
withstand the forces of loads imposed on it by weight of cargo or other burden such as forces caused
by waves, wind, machinery vibrations and ship motions.
DIFFERENT TYPES OF HULL:

1. Wooden hulls
2. Iron hulls
3. Steel hulls
4. Aluminum hulls
5. Plastic hulls
KEEL
It is a very important part of the framing of a vessel referred to as the backbone of the ship. It is the
bottom centerline longitudinal and continuous from the forward end where it joins the stem, to the
after end at the stern post or assembly.
FRAMES
Frames are the ribs forming the skeleton of the ship. Ships have two major framing systems namely:
1. Transverse Framing System
− it is extended from the keel outward around the turn of the bilge and up to the side like the ribs
of a human skeleton.
− It offers volumetric advantages for break bulk cargoes in the hold areas and are relatively
uncluttered by hull structure because it employs closely spaced floors, side frames, and deck
beams at right angles to the keel with widely spaced longitudinal stiffeners.
2. Longitudinal Framing System

− consists of longitudinally placed strength members on the shell plating and decks,
− supported by widely-spaced deep transverse web frames and its longitudinal strength
members effectively continuous through most of the length of the ship and
− add appreciably to the longitudinal strength of the hull as a structural girder.
THE DECKS
Decks are used primarily to provide structural strength, shelter, cargo, stowage working spaces and
living quarters.
19
Main Deck: On all ships, except aircraft carriers, it is the uppermost complete deck extending from
the stem to stern. The first complete deck below the main deck is the second deck, the next the third,
the next the fourth and so on.
Forecastle: Pronounced "fohk'sel."The deck above the main deck at the bow where anchor
machinery is located. Ships that do not have raised forecastles are called flush-deckers.
Poop Deck: A partial deck above the main deck located all the way aft.
Bridge Deck: The uppermost deck amidships or a space which the ship is controlled.
THE BULKHEADS
Bulkheads are transverse watertight bulkheads which subdivide the ship into independent
compartments to limit the extent of flooding in case the hull is open to the sea by collision or accidental
causes. It helps maintain the shape of the hull against transverse deformation.
TASK # 2 Watch Video

Watch the video about the different parts of the ship
LEARNING ACTIVITY 2
For this next activity, you will be required to draw and label the different parts
of a typical bulk carrier. Use the Activity Sheet #2 in the next page and follow
the given instructions.
20
Name: Score/Mark:

Type of Activity
☐ Essay/Task Report ☐ Skills: Exercise/Drill
☒ Illustration ☐ Other:
Activity Title Ship’s General Arrangement Plan
Learning Outcome(s)
Authors/References
ACTIVITY # 2 – On a clean sheet of bond paper, sketch a side view of a

typical cargo vessel showing the labels of primary structures and parts:
• The Learning Activity Sheet/s should be submitted at the end of the week through
Learning Activity any of the following options:
a. through email attachment – scanned/image copy, (indicate email address);

b. file attachment – scanned/image copy to be sent in our home page.
b. hard copy; dropped at the Institution’s guard house.
1. Deck 9. Funnel
2. Keel 10. Poop deck
3. Forecastle deck 11. Cargo hold
4. Bulbous bow 12. Propeller
5. Masts 13. Stem
6. Cargo Holds 14. Stem
7. Accommodation 15. Fore Peak Tank
8. Nav. Bridge 16. After Peak Tank
See the attached format in the following page as an example.
21
Activity #2 :
Name:
Date:
Section: Time Schedule:
22
LESSON 3
SHIP’S PROFILES
In this lesson, you will learn about the different types of ships and their
profiles.
TASK #1 Read the profiles below to know more

2.2. Illustrate the general arrangements of the general cargo ship, oil and chemical tankers, bulk
carriers, passenger vessels, Ro-Ro vessels and combination carriers.
GENERAL CARGO VESSEL

These types of ships in general are built with longitudinal framing at the decks and in the double
bottoms. Transverse framing is at the sides.
Profile
− The transverse strength is given by fitting transverses at the deck and plate floors are fitted in
the double bottoms.
− Longitudinal framing is not usual in general cargo vessels due to the high broken stowage
involved. Also deep transverses then have to be fitted about 3.7 metres to give the ship
transverse strength.
− Bilge wells are fitted with a cubic
capacity of 0.17 cbm. Nowadays
ceiling on top of tank tops are
generally not fitted as such the plating
is increased by 2mm. However where
ceiling is fitted they should be
removable in sections. The ceiling
where fitted should have a clear space
for drainage at least of 12.5mm.
− Cargo battens are fitted to the sides
and to the turn of the bilges – size of
50mm thick and spacing between
rows of 230mm.
(image credit to: martime-connector.com)
23
Midship
Shown above is a centre line bulkhead in the lower hold and in the tween deck. This extends from the
transverse watertight bulkhead to the hatch coamings.
TANKERS
A tanker (or tank ship or tankship) is
a ship designed to transport or
store liquids or gases in bulk. Major types of
tankship include the oil tanker, the chemical
tanker, and gas carrier.
These ships may have two or more longitudinal
bulkheads – today with double hull concept at
least 3 but normally 4.
The bottom and deck are also framed
longitudinally and so are the sides and the sides of the longitudinal bulkheads.
The length of a tank is not to exceed 0.2L. As the size of the tanker grows transverse wash bulkhead
are fitted at about mid length of the tank. These are for size of tanks over 0.1L or 15m whichever is
more.
Centre line bulk heads are fitted where the breadth exceeds the dimensions as laid out in the Rules
for different size of tanks.
Cofferdams are provided both forward of the oil carrying space as well as in from of the ER bulkhead.
Generally, the pump room is located within the cofferdam aft. Some ships have a forward pump room
located in the forward cofferdam. The cofferdams are to be at least 760mm in length
Some smaller ships have a combined transverse and longitudinal framing system. In lieu of bulwarks
these ships are to have open rails on deck.
Cargo tanks are tested by a head of water in the cargo tank – 2.45m above the highest point of the
tank.
Generally, a system of staggered test is undertaken. Alternate tanks are filled and the empty tanks is
inspected. Once all the empty tanks are inspected, the filled tanks are empties and the reverse tanks
are filled and the other
alternates inspected.
Profile
24
Plan
Midship
BULK CARRIERS:
− These ships are characterised by their ability to
carry cargo in bulk. If carrying grain and other
lighter cargo all the holds are filled. However, if
heavy cargo such as iron ore is carried then
alternate holds are filled and to the designed
loads only.
Profile
− The vessel may be constructed on the combined system

− longitudinal framing together with transverse framing which are fitted at the sides. T
− longitudinal framing is fitted in the double bottoms, the deck and the bottoms of the wing tanks.
25
− The wing tanks may be utilised to carry cargo as well as remain empty. They carry ballast
water during the ballast passage.
− Transverse webs are fitted at in the wing tanks at intervals as laid out in the Rules. And side
stringers are fitted at about 1/3rd and 2/3rd the depth of the tanks.
Plan
Midship
COMBINATION CARRIERS:
− These ships are capable of carrying ore as well as oil in bulk.
− Transverse bulkheads are usually of the cofferdam type with all the stiffening on the inside.
− There is a rise of floor of the inner bottom which facilitates drainage to the drain well
arranged on the centre line.
− The pipelines run through a duct keel.
− The duct keep entrance in the pumproom has an oil and gas tight door.
Profile
On the top the hatch covers are mainly the side rolling Macgregor type. The hatch breadth is usually
about 50% of the breadth of the beam. The main disadvantage of this type of ship is the stability –
since they are not built with a longitudinal partition in the centre the free surface effect is enormous
and this necessitates overall loading complexities.
26
Plan
Together with this is the sloshing effect which tends to damage the fitting inside. The stability book
would give the loading levels as well as the loading stability requirements as per the Rules.
Midship
CONTAINER:
− Longitudinal framing is used throughout the main body length of the ship.
− Transverse framing is used on the fore part and the after part.
Profile
− The ships are built having a cellular construction at the sides.

− Strong longitudinal box girders are formed port and starboard by the upper deck – the
second deck – top of the shell plating and top of the longitudinal bulkhead.
− The upper deck and the sheer strake form the box girder. These girders also provide
stiffness against racking stresses and used as water ballast tank spaces.
27
Midship
− A form of bulkhead is fitted at

intervals, centre to centre with water
tight bulkheads being fitted as
required by the Rules.
− The bulkhead gives support to the
double bottom structure.
− The container guides consist of angle
bars about 150mm x 150mm x 14mm
thick connected to vertical webs and
adjoining structure spaced 2.6m
apart.
− The bottom of the guides is bolted to
brackets welded to the tank top and beams. (image credit to dnvl.com)
− The brackets are welded to doubling plates, which are welded to the tank top.
RO – RO
Roll on Roll off ships have generally two ramps at either end of the ship to facilitate the loading of
vehicles.
The main characteristic of these types of ships is the clear decks un interrupted by transverse
bulkheads. Deck heights are sufficient to accommodate the various types of vehicles carried.
Profile
(image credit to: diafranceinternational.com)
28
− The lower decks may be used for carriage of cars while the upper may be used for the carriage
of bigger vehicles.
− Transverse strength is maintained by fitting deep closely spaced web frames in conjunction
with deep beams. These are usually fitted every 4th frame and about 3 m apart.
− The lower decks which are divided by watertight bulkheads have hydraulically operated sliding
bulkhead doors which are opened while working cargo in port.
− The deck thickness is increased to take the concentrated loads; a reduction in the spacing of
the longitudinals with an increase in size. A centre line row of pillars is fitted.
− Ramps are fitted at the bow and at the stern to facilitate the loading and discharging of
vehicles.
− The separate decks are reached by fixed and sometimes hydraulically operated foldable
operated ramps.
− A service car is provided within the ship to transfer the lashing gear to the different decks.
Midship
− The stern ramps are generally set at an angle to the ships centre line to ensure that the ship
can work cargo in any berth.
PASSENGER:
− The basic construction of these vessels follows the dry cargo vessel in their detail, a large
number of decks being fitted.
− Each passenger ship is differently built with the naval architects and the classification
societies agreeing on the various additions to the various pillars and bulkheads. However,
the basic rule and the provisions of SOLAS, MARPOL are complied with.
29
Profile
Midship
Midship in way of ER
TASK # 2 Watch Video

Watch the video about the different types of tanker ship (10 mins)
30
NOW TRY THIS!!!
LEARNING ACTIVITY 3
Log in at our homepage SEAMANSHIP 1 to view your individual homework.

What you will do is to research on the type of ship which will be assigned to
you. Draw the general arrangement plan of the particular ship on a clean sheet
of paper. Use Activity Sheet #3
EXAMPLE:
SAMPLE GENERAL ARRANGEMENT PLAN OF A BULK CARRIER
NAME:_____________________________________ DATE: __________________________
SECTION: ____________________________________________________ TIME SCHEDULE: _________________
31
Name: Score/Mark:

Type of Activity
Activity Title General Arrangement of Ship
Learning Outcome(s)
Authors/References

Based on the assignment given in our homepage, draw an example of the general arrangement of
the assigned ship. Use a separate sheet of paper.
1. BULK CARRIER WITHOUT CRANES
2. CAR CARRIER
3. LNG CARRIER
4. LPG CARRIER
5. LIVESTOCK CARRIER
CONGRATULATIONS! You have already completed the topic in Lesson 3
Proceed to lesson 4 to learn about the ship’s dimensions
32
LESSON 4
STRUCTURAL DIMENSIONS AND CAPACITIES
Is the main deck or weather deck flat or levelled? Well, let’s find out.

L.O. Illustrate the types of ships and its parts
TASK 1: READ THE FOLLOWING TERMS AND FAMILIARIZE YOURSELF WITH THE SHIP’S
DIMENSIONS.
DEFINITIONS
Camber
− Purpose is to ensure a good drainage of the
water and also to strengthen the upper deck
and the upper flange of the ship girder against
longitudinal bending stresses- especially the
compression stresses.
Rise Of Floor
− the distance from the ‘line of floor’ to the
horizontal, measured at the ship side. Purpose
basically is to allow drainage of the double
bottom water/ oil to the centre line suctions.
Tumblehome
− the inward slope of the side plating from the water line to the upper deck
– today ships generally do not have a tumblehome.
Flare
− the curvature of the side plating at the forward and gives additional
buoyancy and thus helps to prevent the bows from diving too deeply into
the water when pitching.
− The anchors are also clear when lowered from the flare of a ship.
Sheer
− the rise of ships deck fore and aft.
− adds buoyancy to the ends where it is needed during pitching. For calculating the freeboard a
correction is applied for the sheer. In modern ship the after sheer has been greatly reduced.
33
Rake
− the slope which the forward end has with between the bottom plating and the upper deck.
− The length between perpendiculars and the length overall difference is mostly due to the rake
forward.
− It helps to cut the water and thus adds to the ships form.
Parallel Middle Body

− the part of the main body of the ship and it is a box like structure enabling maximum cargo
carrying capacity.
− helps in the pushing when tugs are used to assist the vessel in berthing. Cargo stowage is
also greatly facilitated.
Entrance
− the fore end of the ship and helps give the box like mid length a ship shaped structure.
Run
− the after part similarly to the fore part entrance
− helps in giving the box like mid length a ship shaped structure and thus the handling of the
vessel is enhanced.
“Length” means 96 per cent of the total length on a waterline at 85 per cent of the least moulded
depth measured from the top of the keel, or the length from the fore side of the stem to the axis of the
rudder stock on that waterline, if that be greater. In ships designed with a rake of keel the waterline
on which this length is measured shall be parallel to the designed waterline.
Moulded breadth: is the greatest moulded breadth – measured inside plating or the maximum
breadth of a ship measured from her midship
Forward perpendicular
This is represented by a line, which is perpendicular to the intersection of the designed load water-
line with the forward side of the stem.
After perpendicular
A line represents this, which is perpendicular to the intersection of the after edge of the rudderpost
with the designed load water line. This is the case for both single and twin-screw ships. For some
ships having no rudderpost, the after perpendicular is taken as the centre-line of the rudderstock.
Length between perpendiculars

This is the horizontal distance between the forward and after perpendiculars. Its length is used in
making calculations for displacement
Breadth (B) is the greatest
moulded breadth of the ship at
or below the deepest
subdivision load line.
Draught (d) is the vertical

distance from the moulded
baseline at midlength to the
waterline in question.
Depth and the draught both
are measured from the top of
the keel. The depth is measure
from the top of the deck beam.
If there is a camber then allowance is given as 1/3 rd of the camber.
34
Length on the designed load waterline
This is the length, as measured on the water-line of the ship when floating in still water in the loaded,
or designed, condition.
Length overall
This is the length measured
from the extreme point forward
to the extreme point aft.
Base line
This represents the lowest
extremity of the moulded
surface of the ship. At the point
where the moulded base line
cuts the midship section a
horizontal line is drawn, and it
is this line, which acts as the
datum, or base line, for all
hydrostatic calculations. This
line may, or may not, be
parallel to the load water line depending on the type of ship.
Moulded depth
This is the vertical distance between the moulded base line and the top of the beams of the uppermost
continuous deck measured at the side amidships.
Moulded draught
This is the draught measured to any water-line, either forward or aft, using the moulded base line as
a datum.
Extreme beam
This is the maximum breadth including all side plating, permanent fenders etc.
Extreme draught
This is obtained by adding to the draught moulded the distance between the moulded base line and
a line touching the lowest point of the underside of the keel. This line is continued to the FP and AP,
where it is used as the datum for the sets of draught marks.
Light Displacement- The weight of the ship excluding cargo, fuel, ballast, stores, passengers, crew,
but with water in boilers to steaming level.
Loaded Displacement - The weight of the ship including cargo, passengers, fuel, water, stores,
dunnage and such other items necessary for use on a voyage, which brings the ship down to her load
draft.
Deadweight - The total lifting capacity of a ship expressed in tons of 2240 lbs. It is the difference
between the displacement light and the displacement loaded.
- total weight of cargo, stores, fuel and water needed to submerge a ship from her
light draught to her maximum permitted draught; it is given by the difference between the load
displacement and light displacement (also known as lightweight); DWT for short
Gross Tonnage - The entire internal cubic capacity of the ship expressed in tons of 100 cubic feet to
the ton, except certain spaces which are exempted, such as: (1) peak and other tanks for water
ballast; (2) spaces above the uppermost continuous deck, such as: open forecastle, bridge and poop,
35
certain light and air spaces, domes of skylights, condenser, anchor gear, steering gear, wheel house,
galley and cabins for passengers.
Net Tonnage - The tonnage most frequently used for the calculation of tonnage taxes and the
assessment of charges for wharfage and other port dues. Net tonnage is obtained by deducting from
the gross tonnage, crew and navigating spaces and an allowance for the space occupied by the
propelling machinery.
Cargo Deadweight - Capacity is determined by deducting from total deadweight the weight of fuel,
water, stores, dunnage, crew passengers, and other items necessary for use on a voyage.
Grain Capacity - the cubic capacity of a cargo hold when the length, breadth and depth are measured
right up to the plating; in this case, the cargo is free-flowing and is capable of filling the spaces between
the ship's frames; sometimes known as Grain Cubic.
- the capacity of a ship’s cargo spaces in cubic feet or cubic meters measured to the
outside outside of the frames, top of ceiling, and top of beams, including hatchways.
Bale Capacity - the cubic capacity of a cargo hold measured from the inside of the
cargo battens, frames, bulkhead stiffeners or spar ceilings, i.e. the spaces between the frames are
not filled; the bale capacity is generally less than the hold's grain capacity; sometimes known as bale
cubic
Freeboard - the height of the ship's side that is above the waterline; statutory freeboard is the vertical
distance measured from the upper edge of the assigned deck line to the upper edge of the load line;
this calculated height governs the maximum quantity of cargo a ship can legally take.
NOW TRY THIS!!!
LEARNING ACTIVITY 4
Draw a sketch of a ship showing the following dimensions and form as stated
above. Use Activity Sheet #4
36
Name: Score/Mark:

Type of Activity
Activity Title Ship’s dimension’s and form
Learning Outcome(s)
Authors/References
• Sketch the parts of the ship. Use the same format as in number 3 activity

Based on the descriptions and definitions mentioned above, sketch the following parts of the ship:
1. SHEER
2. ENTRANCE
3. PARALLEL MIDDLE BODY
4. RUN
5. RAKE
37
LESSON 5
HULL STRUCTURE

TASK #1 Reading
HULL STRUCTURE
Structural components on ships’ plans and drawings: frames, floors, transverse frames, deck
beams, knees, brackets, shell plating, decks, tank top, stringers, bulkheads and stiffeners, pillars,
hatch girders and beams, coamings, bulwarks
TERMS IN SHIP HULL DESIGN
For understanding a hull structure, it is important to know the basic terms. We

will quickly go through the basic terms that are required to understand a
design.
38
Frame- It is a steel plate that runs
longitudinally or transversely
throughout the hull structure. Frames
are welded to the sides of the hull as
shown in the figure. They form the basis
of any design and all hull designs
consist of frames.
Riveted Frames –These have largely

given way to welded frames in modern
ships although they are still
occasionally fitted, even in otherwise
all-welded ships. The section most
used for these are bulb angles and
channels.
Welded Frames - Flat bars, bulb bars,

or inverted angles may be used for
these.
− may be attached to shell plating
by intermittent welds, or by
continuous fillet welds.
− sometimes scalloped but this is
going out of favor because although it has some advantages
− it adds considerably to the difficulties and cost of workmanship if it is properly done.
Web Frames- Are heavy plate frames, which are not normally used as a System, but are fitted in
certain parts of a ship to give local strength.
− fitted in engine-room and at every fourth frame space in 'tween decks abaft the after peak
bulkhead.
Flanged Bracket –Triangular-shaped Iron brackets that are welded where the two frames meet.
− They are attached to the margin plates to resist excessive bending stress.
THE TWO MAIN METHODS THAT ARE USED FOR HULL CONSTRUCTION ARE:
• Transverse framing
• Longitudinal framing.
Transversally Stiffened
− it is still used for smaller ships of length less than 120 meters. In this design
− there is a plate floor every 3.05 meters and a frame every 1 meter.
− The frames run tranverselly to the hull structure.
− The frames are joined together with the help of floor angle iron transverse. In this design every
floor plate will have 3 frames.
− The frames are attached to the margin plates with the help of flanged bracket as shown in the
figure.
− Iron transverse is attached between two floor plates to provide additional support and increase
structural strength.
39
Longitudinally framed hull-For Dry cargo
− brackets are used to provide strength to the frame.
− The size of the brackets keeps on increasing as the height of the deck increases.
− Brackets are used to provide additional structural strength to the bulkhead as there are high
number of inter-decks in ships used for dry cargo.
Combination System - This was introduced to overcome the disadvantages of the longitudinal
system for dry cargo ships.
− The longitudinal frames are retained in the bottom and under the strength deck, where they
give great longitudinal strength; but transverse frames are fitted on the ship's side, where the
longitudinal stresses are smaller.
− Plate floors and heavy transverse beams are fitted at intervals to give transverse strength and
to support the longitudinals.
Cantilever Framing - This is only a modification of the combination system, but is included here
because of its special features.
− It has been developed for some modern types of ship, which have very long and wide
hatchways. In these ships, there is too little left of the decks and beams to give the necessary
strength to resist longitudinal and transverse stresses; so the strength has to be made up in
other ways.
KEELS
− The principal structural member of a ship, running lengthwise along the center line from bow
to stern, to which the frames are attached.
− It is often said to form the backbone of the ship.
− contributes substantially to the longitudinal strength and effectively distributes local loading
caused when docking the ship.
40
There are three main types of keels:
a. Flat plate keel,
b. Bar keel, and
c. Duct keel.
Flat Plate Keel

− The commonest form of keel is that known as the flat plate keel
− is fitted in the majority of ocean-going and other vessels.
− may be fitted on ships with either single or double bottom.
In the single bottom construction, the flat plate keel forms a strong “I” structure with a vertical
plate along the centerline (also called the center keelson) and a horizontal plate (also called the rider
plate) above the vertical plate.
In the double bottom construction, the flat plate also forms a strong “I” structure, the vertical plate
commonly called the center girder, and the horizontal plate being part of the tank-top structure.
Bar Keel
− First used when shipbuilding changed from wood to steel.
− It is a form of keel, found on smaller vessels like trawlers, tugs and ferries.
− It is usually constructed only on single bottom vessels supported by solid floors with or without
the center keelson.
− The bar keel is made up of a flat bar or steel plate of depth and thickness built to classification
rules requirements.
− Bar keel did not provide sufficient strength for large vessel, as there was no direct connection
between the keel and the floors. It has been replaced by the flat plate keel
Duct keels are provided in the double bottoms of some vessels.

− These run from the forward engine room bulkhead to the collision bulkhead and are utilized to
carry the double bottom piping.
− an entrance to the duct being
provided at the forward end of
the engine room.
− it is possible to carry oil and
water pipes in the duct,
preventing contamination,
which could occur if the pipes
passed through tanks.
− For safety reason, the access
to the duct keel should be
closed and watertight at all
times unless in use.
− The duct keel is formed by two
longitudinal girders up to a
width of about 2.0 m apart. This
distance must not be exceeded
as the girders must be
supported by the keel blocks
when docking.
− The structure on each side of
the girders is the normal double
bottom arrangement.
− The keel and tank top centre strake must be strengthened either by supporting members in
the duct or by increasing the thickness of the plates considerably
41
BEAMS
Functions-Transverse
beams have two main
functions:
− to tie the sides of the
ship together and
− to support the deck
against water-
pressure and the
weight of cargo.
Longitudinal beams also
contribute to the ship's
longitudinal strength.
Sections-Those in general
use are welded flat bars, bulb
bars and inverted angles. T-
bars and T-bulbs may be
fitted under wood decks' H
sections and various built
sections are used as strong
beams.
Transverse Beams-The size of transverse beams is governed by their unsupported span; the
breadth of the ship; and, in some cases by the load which the deck has to carry.
Longitudinal Beams - Or 'deck longitudinal’, are now required under the strength deck in all ships of
over 120 metres long. They are supported at intervals by heavy transverse beams, which must be not
more than 2'5 metres apart for the forward 7 ½ % of the ship's length, or_4'0 metres apart elsewhere.
Strong Beams- are often fitted in engine and boiler rooms;

− to support deck longitudinals; or, sometimes, as hatch end beams.
− a strong beam is a special heavy beam which is fitted where great local strength is required.
Beam Knees -These are

used to connect beams to
frames. There are various
types, but for connecting
frames to ordinary
transverse beams, the
'plate bracket knee' is used
almost exclusively. Welded
plate bracket knees are not
as efficient as they might
be, because they have
fairly large stress
concentrations at their
corners; but they are cheap
and easy to fit and are
strong enough for ordinary
purposes.
42
BULKHEADS: A vertical partition to provide compartments or subdivisions. May be either
transverse or fore and aft. Where planks are fixed to a bulkhead, this may be described as bulkhead
sheathing or timber bulkhead
Bulkheads are an important element of transverse strength, particularly against racking stresses. By
dividing the ship into longitudinal subdivisions, they also give protection against fire and foundering.
• A collision bulkhead, not less than 5f, nor more than 8o/o of the ship's length abaft the stem at
the load waterline.
• An after peak bulkhead, to enclose the shaft tube in a watertight compartment.
• One bulkhead at each end of the machinery space.
− Bulkheads are always fitted in lieu of a frame; that is, the frame is omitted and the bulkhead takes
its place.
− They are intercostal between decks; the decks being continuous and the bulkhead fitted in 'panels'
between them.
Stiffeners - Stiffeners may

be angles, bulb- angles,
channels, or equivalent
welded sections and are
usually fitted vertically.
43
− Their type and size
depend on the distance of the
top of the bulkhead above the
top of the stiffener and on the
actual length of the stiffener.
− usually spaced about 75
centimetres apart except in
collision bulkheads and deep
tank bulkheads, where the
spacing is to be 60 centimetres.
Corrugated Bulkheads -These

are often fitted in oil tankers and
are occasionally found in dry
cargo ships. The type shown in
the sketch is often called
'swedged'.
− The corrugations give
stiffness to the plating and
ordinary stiffeners are not fitted
on them: although widely-
spaced web stiffeners, at right
angles to the corrugations, are
sometimes used.
Transverse bulkheads have

vertical corrugations and fore
and aft bulkheads have
horizontal ones
− in addition to the water
tight integrity is to add to the
girder strength of the ship beam.
− the framing is done in a
vertical manner so that the
compressive and the tensile stress may be reduced for the beam.
− Similarly, for a longitudinal bulkhead which runs parallel to the shipside the framing is done
vertically, again so that the additional strength would enhance the stress compensating effect
of the ship beam.
44
Pillars - are intended to support the deck
above them and to tie the beams to the bottom, or
deck below.
− usually fitted two or more beam spaces apart, so-
it is necessary to fit a deck girder, running fore and
aft under the beams, to support the intermediate
beams.
45
Deck Girders - Deck girders are cut at bulkheads. To maintain strength, they are attached to the
bulkhead by welded brackets, which must be stiffened by welded face bars on their inner edges. Deck
girders are often fitted in line with the hatch coamings and the coaming plate is then built into the
girder.
Hatchways: The opening in a deck giving access to a space below or to a hold.
Hatch coaming: Strictly the raised portion or rim around the periphery of a hatchway, but may also
include portions of the deck girders and hatch end beams that form the rim below the deck level.
Hatches: Wooden planks or metal sections used to cover a hatch. The word 'hatch' is commonly
applied to the entire space beneath a hatchway in the upper deck and therefore includes 'tween decks
and lower hold.
Hatch beam: Removable transverse beam supporting the hatch boards or pontoons.
Hatch beam carriers: Brackets on the inside of the hatch coamings that receive the beam ends.
Hatch End Beams-The beam at each end of a hatchway is called a' hatch end beam'. These are
usually made stronger than normal and are connected to the frames by heavy, flanged beam knees,
because they carry at least part of the weight of the coaming.
46
Stress concentration in the deck round
hatch openings
Holes cut in the deck plating by way
of hatchways, masts and others create
areas of high local stress due to lack of
continuity created by the opening.
Compensation for loss of strength at

hatch openings
Compensation around some of
these openings may be overcome by
increasing the sizes of the material used,
buy a careful disposition of the material and
by paying careful attention to the structural
design.
Compensating for the stress

concentration around hatch corners by
rounding off the square hatch corner ends.
Square corners result in stress related cracks at the corners. To avoid such cracks,
the corners are rounded or they are made elliptical.
47
Half Beams--Transverse beams
in the way of the side coamings
are cut at the latter and are called
'half beams'. If the side coamings
form part of the deck girder, the
half beams are attached to them
by welded bars and by brackets at
alternate beams; as for deck
girders.
Longitudinal Beams at
Coamings- If longitudinal beams
are fitted under the deck they are
cut at the hatch and coaming and
attached to it by brackets'
48
SHELL AND DECK PLATING
The shell plating is
the external skin of a ship.
It consists of the bottom
shell plating and the side
shell plating.
The shell plating

has the following functions:
a) It acts as a
watertight skin.
b) It
contributes significantly to
the longitudinal strength of
the ship to resist bending
and shear stresses.
The bottom
plating refers to the plating
from the keel to the turn of
bilge. The bottom plating
to the turn of bilges have
the greatest thickness
because bending stresses
is greatest as the plates
are located furthest from
the neutral axis of the ship.
Shell plating
consists of strakes of
plates arranged
longitudinally.
A strake is a wide
strip of longitudinal plating parallel to the keel plating (which itself is called the keel strake) of uniform
thickness at the parallel middle body region but tapering towards the ends of the vessel. The strake
may be made up of several plates welded together, the dimensions (i.e. length and breadth) of the
plating dependent on the sizes of plates that can be obtained from the steel mills. The shell plating
is made up of these strakes
Seams, or 'Edge Laps', are joints is, along the longer edges of the plates' which run fore and aft; that
is, along the longer edges of the plates'
Butts, or 'End Laps', are joints which run athwartships or vertically; that is, along the shorter edges
of the plates.
Garboard strakes are the strakes of shell plating next to the keel on either side (i.e. the' A Strake')
Sheer strakes are the upper strakes of shell plating on either side, next to the upper deck. (The 'J
strake' in the sketch opposite.)
The Deck Stringer is the outboard strake of deck plating, which is connected to the sheer strake.
(Strake 'E' on the deck plan, opposite.)
49
Shoe plates are used to connect the
stem to the flat plate keel.
Coffin Plates are used to connect stern

frames to the flat plate keel.
Boss Plates are shield-shaped plates

fitted over the boss of the stern frame.
Oxter Plates are peculiarly curved plates

which are fitted where the stern frame
meets the overhang of the stern.
Riveted Plating- The modern systems

are Joggled Plating and Joggled
Framing, both of which are light and
efficient
Welded Plating - The butts and seams

are joined by butt welds, which gives a
flush surface to the plating and also
saves some weight
DOUBLE BOTTOM
All ocean-going ships with the
exception of some older tankers are fitted
with a double bottom which often extends
from the fore peak bulkhead to the after
peak bulkhead.
Some of the functions of the double

bottom are:
− It increases the longitudinal strength of

the ship.
− It provides for additional safety in the
event a bottom plate is damaged by
limiting the extend of flooding.
− The tank top provides a good platform for
cargo and machinery.
− The double bottom tanks can be used for
carriage of fresh water and ballast water.
− It provides for additional protection
against environmental pollution for ships
carrying liquid cargoes in their holds in
the event that the bottom plate is
damaged.
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DOUBLE BOTTOM CONSTRUCTION
A double bottom as
its name implies will have
two bottoms. The outer
bottom is the bottom shell
plating and the inner bottom
is the tank top plating.
The tank top plating

normally extends from side
to side of a ship to provide a
better degree of safety since
there is a substantial area of
bilge, which has a higher
likelihood of being damaged.
If the tank top plating

does not extend to the side a
margin plate is fitted to keep
the outboard sides of the
double bottom intact. A
margin plate is normally
fitted perpendicular to the
turn of the bilge.
If grabs are used for
discharging cargo the plate
thickness for the tank top
has to be increased to
compensate for the wear
and tear produced by the
grabs.
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BILGE KEELS
Bilge keels are intended to resist rolling. Their effects are complex, but may be summarized
as follows:
(a) Direct resistance between bilge keel and water has a comparatively weak effect.
(b) They slightly increase the ship's period of roll.
(c) They upset the transverse streamlines of the ship's hull and thus set up eddy-currents and
increase the 'wave-making resistance'.
(d) They increase water pressure over a large area of the ship's hull and this pressure acts in
such a direction as to damp the rolling.
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DECK-FREEING ARRANGEMENTS - SCUPPERS, FREEING PORTS, AND OPEN RAILS
Description of standard steel sections: flat plate, offset bulb plate, equal angle,
unequal angle, channel, and tee
53
NOW TRY THIS!!!
LEARNING ACTIVITY 5
Log in at our homepage SEAMANSHIP 1 to view your individual homework.

What you will do is to research on the part of the hull structure which is
assigned to you. Reproduce a drawing of that assigned ship’s part on a clean
sheet of paper. Use Activity Sheet #5
EXAMPLE:
ACITIVITY 5
HULL STRUCTURE
NAME:_____________________________________ DATE: __________________________
SECTION: ____________________________________________________ TIME SCHEDULE: _________________
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Name: Score/Mark:

Type of Activity
Activity Title Hull Structure
Learning Outcome(s) Illustrate the parts that comprises the hull structure
Authors/References

Based on the assignment given in our homepage, draw an example of the hull structure assigned to
you. Use a separate sheet of paper. Give a short description as to its purpose.
1. COMBINATION SYSTEM OF FRAMING
2. CANTILEVER FRAMING
3. TYPES OF KEELS
4. WATERTIGHT BULKHEADS
5. BILGE KEELS
55
LESSON 6
Are you already seasick just reading Lessons 1 to 5? Don’t give up yet, there’s a lot
more to be learned.
At the end of the lesson, you will able to…

L.O. Illustrate the provisions to lessen or withstand the effects of pounding along the bow and stern
area of the vessel
BOW AND STERN REGIONS

TASK #1 Watch Video
TASK #2 Reading
POUNDING AND THE ADDITIONAL PROVISIONS TO WITHSTAND SUCH POUNDING:
Heavy pitching assisted by heaving as the whole vessel is lifted in a seaway may subject the
forepart to severe blows from the sea. The greatest effect is experienced in the light ship condition.
To compensate for this the bottom is strengthened from 0.5L to between 0.25L and 0.3L from forward
depending on the block coefficient, unless the ballast draught forward is over 0.04L.
Bottom framed Longitudinally

Longitudinals are to be spaced 1000mm apart between 0.2L and 0.3L from forward and
700mm apart between 0.2L from forward and the collision bulkhead. Plate floors are to be fitted
alternate frames, side girders not more than 2.1m apart.
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Bottom framed Transversely
Frame spacing abaft 0.2L from forward is not to exceed 1000mm and between 0.2L and the
collision bulkhead 700mm. Forward of the collision bulkhead 610mm. Plate floors are to be fitted at
every frame. Intercostal side girders are to be not more than 2.2m apart with half height side girders
not more than 1.1m apart, the girders extending as far as is practicable.
Panting
This is a stress, which occurs at the ends
of a vessel due to variations in water pressure on
the shell plating as the vessel pitches in a seaway.
The effect is accentuated at the bow when making
headway.
Panting arrangements are to extend 0.15L

from forward and abaft the after peak bulkhead.
Tiers of beams spaced not more than
2000mm apart vertically are to be fitted at
alternate frames in the fore peak or below the
lower deck above the water line if the forepeak is
small. Alternatively perforated flats may be fitted
in lieu of panting beams 2.5m apart vertically.
Tiers of beams are to be supported at the centreline

by a partial wash bulkhead or pillars. Beams are to be
bracketed to frames and the frames to which no beams are
attached are to be bracketed to the stringer. Stringer plates
attached to the shell are to be fitted at each tier of beams.
Abaft the collision bulkhead intercostals

side stringers having the same depth as the
frames are to be fitted in line with those forward
of the collision bulkhead and are to extend aft for
0.15L from the fore end. Stringers may be
omitted if the shell plating is of increased
thickness.
Abaft the after peak bulkhead, the
structure is to be efficiently stiffened by deep
floors and tiers of beams in association with
stringers spaced 2500mm apart vertically.
57
STERN FRAME
Stern frames may be cast/ forged or fabricated from steel
plate. In the case of cast or forged steel frames they may be in
one piece or in two or more sections riveted or welded together
(thermit welding).
Where a riveted connection is used the two sections of
the bar are scarphed together and the class rules for the scarph
are 3D and the depth as one and one third D, where D is the
depth of the bar used in the construction of the frame.
A scarph fitted in a rudder post should not be above the

highest gudgeon.
Cast steel and fabricated stern frames are to be
strengthened at intervals by transverse webs. All stern frames
are to be efficiently attached to the adjoining structure and the
lower part of the stern frame is to be extended forward to provide
an efficient connection to the flat plate keel.
With larger stern frames there is a tendency
for the whole stern or propeller post and adjacent
sections to be fabricated.
NOW TRY THIS!!!
LEARNING ACTIVITY 6
Do a research on the stem and stern construction of the famous ill-fated RMS
Titanic. Use Activity Sheet #6
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Name: Score/Mark:

Type of Activity
Activity Title Studying the construction of the Bow and Stern Regions of Titanic
Illustrate the provisions to lessen or withstand the effects of pounding along the
Learning Outcome(s) bow and stern area of the vessel
Authors/References

On a separate sheet of paper, paste a picture of the bow and stern region of Titanic
Briefly describe how the bow and stern region was constructed. In your own opinion, would the
Titanic survive hitting the iceberg in the stem section rather than along the side of the hull?
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
_____________________________________________________________________________
CONGRATULATIONS! You have survived the pounding of Lesson 6
59
LESSON 7
FITTINGS

L.O. Describe the fittings on-board different types of vessels
TASK #1 Reading
Mechanical Hatch covers
The figures shown below illustrate the various parts of a mechanical hatch cover. These hatch
covers may be made up of several individual pontoons (so named because prior to the ‘MacGregor’
type of rolling hatch covers the pontoons had to be individually lifted and battened down).
The pontoons (individual parts

of the hatch covers) are connected to
one another and can easily and quickly
be rolled into or out of position leaving
clear hatchways and decks. The
normal practice for the lengthwise
opening of hatches but sideways
opening hatchways are found on large
bulk carriers and OBO’s.
The smaller versions are
mainly operated either manually (using
wire and winch) or electrically. The
larger ones are nearly all operated
hydraulically.
The wheels on the side on
which the pontoons rollere are
eccentric in their construction thus
when in the battened (lowered)
position the clearance between the
wheel and the trackway is minimum
and the pontoon sits on the trackway, the rubber gaskets being compressed by the compression bar.
60
The cross wedges are used to ensure the pontoon rubber gaskets compress against the
compression bars of the forward pontoons. The side cleats ensure that the pontoons stay compressed
to the trackway compression bar and the ship motion is effectively compensated or removed.
These hatch cover systems consist of various parts:
The pontoons, eccentric wheels, trackway wheels, cross wedges, and the side cleats.
Battening down a hatch is to be done after reading the operations manual.

A hatch cover should not be battened with cargo on top.
The Channels are to be swept prior

battening so that the packing do not rest on dirt.
The drain channel on the front of the hatch
pontoons are to be cleaned prior closing the
hatch. Once the wheels are turned the next
item to be engaged are the cross wedges and
the side cleats are to be fitted last.
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Prior proceeding to sea (long voyage) the hatch cover sealing should be tested with chalk
marks made on all the compression bars – on the hatch coaming as well as on the pontoons. The
hatch is to be battened and then opened to see if all the rubber gaskets have got chalk mark on them
or not – if not hen rectification to be done.
The MCGREGOR side rolling hatch cover
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OIL TIGHT HATCHCOVER
These hatch covers are small in size and may
have butterfly nut locking arrangement. The sealing is
done by Hi-nitrile rubber which is not affected by oil.
Manhole covers do not vary much in design; their shape however are sometimes different for different
places. When fitted outside a tank they may be either circular or elliptical. But when fitted inside they
are almost always elliptical to facilitate their removal. Usual size openings vary between 450mm to
about 600mm.
ROLLER, MULTI-ANGLE, PEDESTAL AND PANAMA FAIRLEADS
A roller is to be found on the forward and after stations area –

generally at the leads to the mooring ropes as well as on top of ‘old man’
pedestals.
These facilitate the hauling of ropes since they reduce the friction
when the rope is hauled through a panama fairlead which has no rollers.
A panama fairlead is so
named since they were mostly used
in the Panama Canal. The ship is
hauled by small locomotives and the
wires are sent out through these
leads – they are of adequate strength
to prevent the metal being cut open
by the wires.
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A multi angle fairlead again is a fairlead used
due necessity when in the great Lakes. The ship
moves through numerous locks as the ship is made to
climb a great height – the Welland Canal system itself
uses about 13 lock gates to cross the Niagara falls.
The movement of the ship being fast and the
difference in height being enormous the ship steadies
itself with 2 wires forward and 2 wires aft, when in the
locks. These wires are passed through the multi angle
fairleads to reduce the enormous friction generated.
Mooring bitts are prefabricated and then are

welded onto the deck. The size of the bitts are
dependent on their use. Thus a small set may be fitted
next to an occasional winch while the larger ones are
fitted at the mooring stations.
The bitts are hollow and as such require care to
ensure that the sides do not corroded and holed.
MASTS AND SAMPSON POSTS
Masts and Sampson Posts

Masts on a general cargo ship may fulfil a number of functions but their prime use in modern
ships is to carry and support the derricks used for cargo handling. Single
masts are often fitted, but many ships now have various forms of bipod
mast which are often more suitable for supporting derricks, although
some types can restrict the view from the bridge. Sampson posts are also
popular, particularly at the ends of houses, and are often fitted at the other
hatches also.
At the base of the mast adequate rigidity must be provided, the amount
of additional structural stiffening increasing with the size of derricks
carried by the mast. Many cargo ships have mast houses into which the
masts are built, the house being suitably strengthened. These houses
need not be designed to support the mast, the structure being of light
scantlings, and the support provided by stiffening in the tweens.
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In single decked ships, the mast may be stepped
on the inner bottom. Alternatively, it may be stepped on
the upper deck and supported by an arrangement of
brackets, known as a 'Tabernacle', or by a 'Mast House'.
Large masts, carrying heavy-lift derricks, may

need partial longitudinal bulkheads or other special
strengthening arrangements under their heels.
On cargo ships where deck

cargo may be carried, the positions
of the hydrants are to be such that
they are always readily accessible
and the pipes are to be arranged, as
far as practicable, to avoid risk of
damage by such cargo.
A valve is to be fitted at each
fire hydrant so that any fire-hose may
be removed while the fire pump is at
work.
65
The above figure shows a typical fire mains line. Note that the emergency fire pump is located
away from the machinery space as per rules. Isolation valves are provided so that any system being
damaged the other system may be used for example the port system and the starboard system. In
the machinery space a separate pump (Fire and GS pump) is also coupled, this is generally used
when washing decks, and as an emergency measure while the fire pump is being overhauled.
SOUNDING PIPES
Sounding pipes covers come with varied designs. That shown below is a
sunken cap type generally the cap is made of brass. The justification being that of
the two thread and cap assembly the thread of the brass is to wear out first and
that of the deck pad. The renewal of the brass cap being inexpensive and
convenient rather than the deck pad which entails hot work.
The metal cap (not sunken) type of covers have a chain attached to them
to prevent their being washed overboard.
AIR PIPES TO BALLAST TANKS OR FUEL OIL TANKS
The above figure shows a design of air pipe cover.

In normal condition – the ball remains at the bottom of the air pipe head and the tank breathes
in and out through the vent. However in the event that the air pipe is submerged then the ball floats
up and closes the opening at the top thus preventing any water from entering the tank. Sea spray and
rain is prevented from entering the tank by the design of the head. It is totally enclosed and a
rectangular plate, which leaves a small gap between the mesh and itself, allowing the breathing of
the tank.
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FITTINGS AND LASHINGS FOR THE CARRIAGE OF CONTAINERS ON DECK
• In the figure above the containers on deck are loaded on top of shoes which are welded on
top of the deck as well on top of the hatch covers.
• Twistlocks are fitted on the shoes and the containers placed on the twistlocks.
• Hinged eyes are welded on deck to secure the container rod lashings.
NOW TRY THIS!!!
LEARNING ACTIVITY 7
Do a research about the deck fittings on a Tanker vessel. Use Activity

Sheet #7 and follow the given instructions.
67
Name: Score/Mark:

Type of Activity
Activity Title Studying the construction of the Bow and Stern Regions of Titanic
Learning Outcome(s) Describe the fittings on-board a tanker vessel
Authors/References

Directions:
Briefly describe the fittings on-board a tanker vessel. Copy pictures or illustrations from the internet
and paste it on a bond paper, use extra sheets if necessary. Use arrows and label the locations of
the fittings.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
_____________________________________________________________________________
CONGRATULATIONS! You are “fit” to proceed to Lesson 8
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LESSON 8
RUDDERS AND PROPELLERS
What makes the vessel move? What controls the direction of movement of the ship?

− Describes the action of the rudder in steering a ship
− Reproduces drawings of modern rudders: semi balanced, balanced and spade
− Compares fixed－pitch with controllable－pitch propellers
TASK #1 Log in to our homepage and watch the short video clip (7 mins)
TASK # 2 – Read the lesson content

RUDDER
A rudder is device that extends vertically at the stern of a ship. It is used to steer the ship as it
moves through the water by redirecting the water moving past the hull to impart a turning or yawing
motion to the ship.
Rudders originally consisted of a single plate,
with supporting arms riveted on either side of it. This
type has now been superseded in large ships by double
plate rudders, which are normally streamlined and are
often balanced, or semi-balanced. They may be hinged
on pintles and gudgeons or they may turn about an axle
which passes down through the rudder.
Double Plate Rudders - The framework of these may

be a casting, or it may be built up of welded plates, with
plating on either-side. Most modern rudders are of this
type and are usually streamlined. They may be
unbalanced, with their whole area abaft the rudder
stock: or balanced, with part of their area forward of the
stock.
Streamlining reduces the 'drag' caused by a
rudder and may also improve the ship's steering,
particularly in the case of balanced rudders
Balanced Rudders- A balanced rudder is a rudder in

which the axis of rotation of the rudder is behind its front
edge. This means that when the rudder is turned, the
pressure of water caused by the ships movement though
the water acts upon the forward part to exert a force which
increases the angle of deflection, so counteracting the
pressure acting on the after part, which acts to reduce the
angle of deflection. Water pressure tries to force the blade
of an unbalanced rudder amidships and thus puts
considerable stress on the rudder stock and steering-
gear. If part of the blade is extended forward of the stock,
the pressures on this tends to counter balance that on the
after part, so that there will be less stress on the steering
gear. Unfortunately, the ratio between the pressures
varies with the rudder angle, so that it is not usually
69
possible to balance a rudder for all angles. Most rudders of this type are balanced for an angle of
helm of about 15" and have about one-quarter of their area forward of the stock.
Semi-Balanced Rudders. The semi-balanced

rudders are better for larger and higher speed waterway
transportation applications. A semi-balanced rudder has a
shorter Vertical section forward of the stock, thus less
counterbalance than the “balanced” rudder, but more than
the unbalanced rudder. The semi-balanced rudder often
need more torque than the balanced rudder. And it is a very
widely used kind of rudder for modern tonnage, especially
for the container type vessel and twin-screw vessels.
Full spade rudder The spade rudder is self- standing and does not require a full keel or skeg for its
mounting. The rudder post inside the rudder can be
moved aft from the leading edge so that the force of
the water is not all on one side when the rudder is
turned. This requires less energy to steer than with
a keel- or skeg-mounted rudder
PROPELLER AND SOME DEFINITIONS

Boss or Hub
The central portion of a screw propeller to
which the blades are attached and through which
the driving shaft is fitted.
Rake
The point displacement, from the propeller
plane to the generator line in the direction of the
shaft axis. Aft displacement is considered positive
rake (see Figure 2). The rake at the blade tip or the
rake angle are generally used as measures of the
rake. The strength criteria of some classification
societies use other definitions for rake.
Skew
The displacement of any blade section
along the pitch helix measured from the generator line to the reference point of the section (see Figure
70
2). Positive skew- back is opposite to the direction of ahead motion of the blade section. The skew
definition pertains to midchord skew, unless specified otherwise.
Back (of blade)

The side of a propeller blade which faces generally in the direction of ahead motion. This side
of the blade is also known as the suction side of the blade because the average pressure there is
lower than the pressure on the face of the blade during normal ahead operation.
Tip
The maximum reach of the blade from the center of the propeller hub. It separates the leading
edge from the trailing edge.
Radius
Radius of any point on a propeller.
Pitch
The pitch of a propeller is the theoretical distance the propeller would move forward in one
revolution (similar to a screw) and conceptually is the same as the pitch of a screw, namely the
distance between threads if the propeller were a screw. For this reason, propellers will frequently be
stamped with a designation such as “D 2550/P2610”. This means that the diameter (in this case length
of propeller or thickness of a screw) is 2.550 meters, and the pitch is 2.610 meters, so that in a
mathematical sense, one revolution of this propeller would move it forward a distance of 2.610 meters.
COMPARING FIXED-PITCH WITH CONTROLLABLE-PITCH PROPELLERS
Advantages of a controllable pitch propeller

• Allow greater manoeuvrability
• Allow engines to operate at optimum revs
• Removes need for reversing engines
• Reduced size of Air Start Compressors and receivers
• Improves propulsion efficiency at lower loads
Disadvantages
• Greater initial cost
• Increased complexity and maintenance requirements
• Increase stern tube loading due to increase weight of assembly, the stern tube bearing
diameter is larger to accept the larger diameter shaft required to allow room for Oil Tube
• Lower propulsive efficiency at maximum continuous rating
• Prop shaft must be removed outboard requiring rudder to be removed for all prop
maintenance.
• Increased risk of pollution due to leak seals
ARRANGEMENT OF AN OIL-LUBRICATED STERNTUBE AND TAILSHAFT
Stern tubes are fitted to provide a bearing for the tail end shaft and to enable a watertight gland
to be fitted at an accessible position. The tube is usually constructed of cast steel with a flange at its
forward end and a thread at the after end. It is inserted from forward and this end is bolted over
packing to the after peak bulkhead. A large nut is placed over the thread at the after end, tightened
and secured to the propeller post. In an oil lubricated stern tube the bearings are made of white metal.
A gland is fitted to each end of the stern tube and since the after end gland will not be accessible
during sea service it is made self-adjusting. The flange shown is attached to the propeller so that it
rotates with the shaft and oil tightness is obtained by a rotating gland.
71
HOW THE PROPELLER IS ATTACHED TO THE TAILSHAFT
The after end of the tail end shaft is

tapered to receive the propeller boss and a key
is provided to transfer the torque from the shaft
to the propeller. A nut fitted with a locking plate
secures the propeller in position and as an
additional safeguard it is fitted with a left hand
thread in association with a right handed
propeller or vice versa.
To remove the propeller and the tail end

shaft the propeller should be slung on special
eyes provide on the shell for this purpose – the
rope guards removed – and the propeller nut
slackened. The propeller is then started from the
shaft by driving steel wedges between the boss
and the propeller post. When it is free the nut is
removed.
Cross-section of a shaft tunnel
NOW TRY THIS!!!
LEARNING ACTIVITY 8
For next learning activity, you should have understood now the concept
about the effects of rudder on the ships steering motion after watching the
video clip.
In order to enhance knowledge assessment about this topic, do the learning
activity on the next page.
72
Name: Score/Mark:

Type of Activity
Activity Title Rudders and Propellers
Learning Outcome(s) 1. Reproduces drawings of modern rudders: semi balanced, balanced and spade
2. Describes the action of the rudder in steering a ship
Authors/References
• Answer the given question below

• Draw the 3 types of rudders
Learning Activity • The Learning Activity Sheet/s should be submitted at the end of the week
through any of the following options:
Directions: 1. After watching the short video clip, how do you understand about the effects of
rudder movement on the ship’s directional motion?
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
2. On a separate sheet of paper, draw the types of rudder. Make your output clean and use the
same format in the previous activities.
CONGRATULATIONS! You have survived the pounding of Lesson 8
73
LESSON 9
MOORING SYSTEM

L.O. - Adapt the safe working practices with regards mooring system, tug handling and anchoring.
- Identify the risk involve in line handling and tug handling
TASK #1 Reading the Lesson Content
Mooring lines are lines
used to secure the ship to a
wharf, pier, or another ship.
Mooring lines have a dual
purpose. They must be as light
as possible for easy handling
and at the same time, strong
enough to take considerable
strain while coming alongside
and to hold a ship in place when
secured.
Mooring line handling
and operations are some of the
most common practices aboard
any ship. Whenever a ship
comes along a dock, it tosses out lines. If the lines are put out wrong, it could kill someone. The lines
are heavy and strong, but under the right conditions act just like rubber bands and snap back with
enough force to cut someone in half. Knowing that and studying the proper procedures for tying up
and letting go take on all that much more importance. Here are some basic things to know with
mooring operations.
Mooring Arrangements:
When a ship comes into port, the type of arrangement and number of lines that it will put out
depends on the dock type and load condition of the ship. Most large cargo ships will often double up
on all of their lines, putting out 2 each of the bow, bow and quarter spring, fore and after breast, and
stern lines.
➢ Bow lines: typically run through the bull nose on the bow and run forward down the dock,
leading ahead of the ship, it acts to reduce the aft motion of the ship. When backed against,
these lines will help to bring the ship in toward the dock.
➢ After bow spring (After Spring Lines): From the bow leading aft, these lines prevent the ship
from surging forward should a ship's wake or wind force the ship ahead. Also, when run
forward against, they will help to kick the stern out away from the dock
➢ Forward bow spring (Forward Spring Lines): The lines leading forward away from the ship
at an angle with keel. From the after section of the bow leading forward, these help to prevent
the ship from surging backward should a wake or wind force the ship astern. When backed
against, they will help to pull the ship in to the dock.
➢ Breast lines: The lines which run at right angles to the keel and prevent a ship from moving
away from the pier. Usually put out from the bow or stern, and occasionally amidships, these
lines hold the ship alongside the dock. They do not prevent surging in any direction other than
away from the dock, and are usually the last lines sent out and the first brought in.
➢ After quarter Spring: the lines run from the quarter aft and prevent the ship from surging
forward. When pulled forward against, these lines help to pull the ship in toward the dock.
74
➢ Forward Quarter Spring: These lines run from the stern forward, and prevent the ship from
surging aft. When pulled astern against, these lines help to push the bow out away from the
dock.
➢ Stern lines: These lines run from the stern, usually run through the centerline chock, and run
aft of the ship, it helps to reduce the forward motion of the ship. When pulled forward against,
these lines help to bring the ship alongside the dock.
Mooring Line Commands:
• Pass One: send the first line over to the pier but do not take a strain
• Slack: pay out the line so that it is not under tension and it forms an easy bight
• Take a strain: heave on a line until it is under tension
• Take in the slack: heave on a line until the bight is removed, but do not take a strain
• Ease: pay out just enough slack to remove the tension from the line
• Avast heaving: stop heaving a line, but hold whatever tension currently exists
• Check: hold the current tension on a line by either paying out or heaving in as appropriate
• Hold: take enough turns about the capstan or bitt so that the line will not slip
• Double up: run additional lines or bights of lines as needed to make the mooring secure
• Single Up: take in all lines except whichever the captain specifies (usually the springs)
• Stand by the lines: man the lines, be ready to cast off or moor
• Take in: retrieve a specific line from the pier
• Cast off: remove the lines from the bitts or bollards
TASK #2 Log in to our homepage and watch the short video clips.
75
Mooring Equipment
Winches – have their horizontal operating shaft and are driven by electric or hydraulic power
and use during mooring and unmooring operations.
Capstan – is one of the machines used for mooring. Its turning axis is horizontal. Some
capstan have gypsy (wildcat) fitted in the lower ends for hoisting chains.
Equipment Maintenance
• Mooring winches, capstans, windlasses, mooring lines and mooring fixtures and fittings must
be properly maintained and periodic maintenance undertaken as prescribed in the planned
maintenance system.
• Routine maintenance should include regular visual inspections of all equipment, greasing of
grease nipples on moving machinery and of rollers on fairleads and pedestal fairleads.
• Open gearing and clutches should also be suitably greased with an appropriate dressing.
• Brakes should be closely examined to ensure all linkages are working correctly, brake band
material thickness is adequate and the condition of the brake lining is satisfactory.
• Clutches should operate smoothly and pins for securing the clutches should be attached to
the clutch control levers ready for use.
• Winch control levers must be marked with the direction of operation for both paying out and
heaving in.
• Drum ends should be kept free from damage, rust and paint, and machinery bed plates should
be periodically inspected for deterioration or damage.
• It must be ensured that mooring fairleads are all turning freely and that their surfaces are free
of rust or damage that could abrade the mooring lines.
• The integrity of all mooring equipment such as bitts, pad eyes and leads should be closely
examined.
• Prior to mooring operations commencing, all equipment should be visually examined for any
visible defects and machinery tested. Any defective equipment must be taken out of service.
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Safe Mooring Operations
• Mooring stations should be kept clear of debris, any hydraulic oil leakages should be rectified
and cleaned up, and decks so far as possible painted with a non-slip treatment.
• At night mooring stations should be adequately lit to enable operations to proceed safely.
• It must be ensured that sufficient personnel are standing by to assist in the mooring operation
both forward and aft, with an officer in attendance.
• Radio communications should be checked with the bridge prior to operations commencing
and all communications should identify the vessel to ensure that there is no confusion with
other vessels operating on the same radio channel.
• One of the principal hazards associated with mooring operations is that lines can and do part,
and with synthetic fiber ropes there may be little or no audible indication prior to this occurring.
Due to the inherent elasticity in synthetic lines when they part they may travel some
considerable distance as they snap back. Wires may give some audible warning that they are
about to fail as individual wires and strands part, but due to the lack of elasticity will not travel
as far as a synthetic fiber rope once parted. However, they can still impart fatal or significant
injury.
• Personnel must therefore always ensure that they stand in a position of safety away from
where a line may snap back if it parts whilst under tension. If a line comes under excessive
strain appropriate action should be taken to safely reduce the tension so far as this is possible.
• Personnel should not stand in the bight of a rope at any time, and all crew should look out for
each other and alert their colleagues if they see that they may be standing in an unsafe
position.
• Winch drums or drum ends should never be left turning with the winch control lever
unattended.
• An experienced person should always be standing by at the controls to drive the winch; the
control lever should never be tied off and left.
• It must be ensured that the tension at which a winch or its brake will render is below the
minimum breaking load (MBL) of the line on the drum. Typically, the brake should render at
60% of the MBL of the line on the drum.
• It must be ensured that ropes are wound on to drums such that the rope is pulling against the
fixed end of the brake band arrangement. On drums fitted with disc brakes, the rope can be
wound onto the drum in either direction.
• Lines should be led, so far as possible, without sharp changes of direction.
• Wires and synthetic fiber ropes need to be kept separate and not allowed to cross or be led
through the same lead.
• All lines should, so far as possible be led to the bollard on shore such as to keep the angle
between the rope and the horizontal to a minimum.
• Breast lines should be run, so far as practicable, from as far forward and aft and at right angles
to the fore and aft line of the vessel.
• Spring lines should be run, so far as practicable, parallel to the fore and aft line of the vessel.
• Where synthetic fibre ropes and wires are available, the same type and size of lines should
be used for the same service.
Mooring
The bridge will advise which side the vessel is to berth alongside, the number of headlines/stern lines,
breast lines and springs that are to be deployed, and which line will be the first line to be sent ashore,
both forward and aft, and how this is to be sent ashore, be it by line boat or heaving line.
• Anchor lashings need to be cleared away along with hawse and spurling pipe covers, and the
anchors made ready for letting go. When it is not possible to let go the anchor ‘from the pipe’
the anchor must be walked back clear of the hawse pipe and put on the brake and the windlass
taken out of gear so that is ready for use in an emergency.
• Sufficient lengths of mooring line for the intended operation should be taken from the winch
drums or loose coiled ropes and be flaked on deck prior to arrival ready for running to the
berth.
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• When running lines, it is bad practice to attempt to stand on a line to stop it running away.
• When heaving lines are to be thrown to the berth the linesman ashore should be alerted to the
fact.
• When heaving lines are being returned those on the deck must be alerted that a heaving line
is being thrown back to the deck.
• When line boats are used to run lines, care must be taken when lowering ropes that these are
lowered under control at all times and are not let go to fall uncontrollably into the line boat.
• When drum ends are used to tension lines, two personnel should be engaged in the operation,
one tending the line on the drum end and one coiling the rope on deck as it is heaved in.
• Three turns around the drum end should suffice for heaving; however, on whelped drums more
turns may be necessary.
• The rope should not be surged on the drum end to prevent the rope melting and fusing on the
drum end. Once adequate tension has been achieved, the rope should be stoppered and laid
up on the mooring bitts.
• With fibre ropes the stopper used should ideally be of the same material as the rope being
stoppered, with synthetic stoppers for synthetic lines and natural fibre stoppers for natural fibre
lines. The MBL of the stopper should be around 50% of the MBL of the line being stoppered.
Polymide (nylon) stoppers should not however be used on polymide lines due to the low
coefficient of friction of the material.
• Wire ropes should be stoppered with a chain stopper with a widely spaced cow hitch being
used and the tail of the chain wrapped around the wire against the lay.
• A clove hitch must not be used as this may damage the wire. When laying up the line onto the
mooring bitts, the first one or two turns should be taken directly around the first post of the
bitts or around the outside of both posts before the rope is laid up in figures of eight around
the bitts. Once a rope is laid up on the bitts the stopper should be released from the rope.
• Ropes should never be left on drum ends when not being tensioned; they must always be laid
up on the bitts.
• Split drum winches are designed so that the line under tension is on the first wrap on the drum
providing maximum holding power.
• When transferring the mooring line from the storage side of the drum to the tensioning side,
care has to be taken when maneuvering the line through the gap in the drum divider.
• Personnel should stand so that they are pulling the line from the storage side towards the
tension side rather than pushing, which has the risk of the line springing back towards the
crewmember pushing it and possibly causing injury.
• Once the vessel is all fast
alongside, the anchors need to be secured
by placing the guillotine bars in place
across the anchor cables.
• Some vessels are fitted with
winches that have a self-tensioning or
automatic mode. It is recommended that
these are not used in the self-tensioning
mode when connected to a shore manifold
or when space ahead and astern is limited,
as there have been instances of vessels
creeping along berths due to the prevailing
environmental conditions.
Personal Personal Protective Equipment

All personnel engaged in mooring and towing operations should wear the correct personal
protective equipment. This should be detailed in the vessel’s Safety Management System and will
include high visibility coveralls, a hardhat with chin strap, safety shoes or safety boots, gloves and in
colder weather suitable high visibility warm clothing. Personnel on the forecastle should have safety
goggles to hand in case the anchor has to be let go in an emergency. The use of gloves for mooring
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operations is an often debated topic, the best advice being that gloves should ideally not be too loose
fitting so that they do not get trapped within ropes on drum ends. Gloves should always be used when
handling wire ropes due to the possibility of hand injury arising from broken wires.
Tug Handling Operations

• Personnel standing by forward and aft will be advised by the bridge when tugs are to be
utilized, they will be informed when and where tugs are to be made fast and whether a tug’s
line or ship’s line is to be used.
• In most instances a tug’s line will be used, but if a vessel’s mooring line is to be utilized it has
to be confirmed that this has a minimum breaking load (MBL) that is at least twice the bollard
pull of the tug, to allow for any possible dynamic snatch loadings that may be imparted during
the towage operation.
• Vessels’ lines used for towage must be in good condition with sound splices and without short
splices within their length.
• When heaving lines are used to pick up the tug’s messenger line or to run lines to the berth
these should be made up with a Monkey’s Fist that does not contain any additional material
or weight. This is to reduce the risk of injury in the event of it striking personnel on the tug or
ashore.
• Personnel on the tug must be directed to stand clear whilst the heaving line is being thrown to
the tug’s deck.
• Once the towing line is made fast the tug must be informed that the line is fast and that weight
can be applied.
• All crew must be standing clear in a position of safety as tension may come on the towing line
suddenly with little warning.
• Tugs’ lines used for towing the vessel must be placed with the eye over the post of a mooring
bitt, and vessels’ lines used for towing should be laid up on bitts.
• The bitts used must have a safe working load in excess of the expected dynamic loads in the
towline.
• The safe working load of the bitts
should be prominently marked.
• Whilst engaged in towing
operations, crew should keep well
clear of the tow line as it may come
under tension suddenly and
crewmembers must ensure they
remain in a position of safety clear
of the area where the line would
snap back in the event of it parting
whilst under tension.
• Lines will generally snap back in
an area based along the line in
which it was leading. If led around
a bollard or pedestal the line may
snap back and whip around the bollard or fairlead in a much wider arc.
• Tugs’ lines should only be let go when the order to do so is received from the bridge.
• Once the tow line eye has been removed from the bitts the tug should be signalled that
recovery of the line can commence.
• The tug’s line should be lowered under control with the messenger tended carefully whilst the
tug heaves in his line.
• The person tending the messenger must ensure they are standing clear of the loose
messenger line flaked on the deck.
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• Once the tug has recovered his towing line on deck, the messenger should be tended so far
as possible whilst the tug crew are recovering it on deck.
• Towing lines and messengers should not be let go and dropped into the water as this can lead
to problems as one of the following case histories shows.
NOW TRY THIS!!!
LEARNING ACTIVITY 9
Answer the given activity on the nest page regarding safe mooring operations.
I bet you can easily share your opinion.
80
Name: Score/Mark:

Type of Activity
☐ Illustration ☐ Other:
Activity Title Safe mooring operations
Learning Outcome(s) Describe the safe working practices during mooring and unmooring operations
Authors/References

Directions:
What are your insights about the video? In your own opinion, what do you think are the safe
procedures during mooring and unmooring? Make a list of the Do’s and Don’ts for safe mooring
operation.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
CONGRATULATIONS! You have safely done your mooring lessons
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LESSON 10
SINGLE POINT MOORING SYSTEMS

L.O. 2 Describe the procedure when mooring/unmooring to a buoy
TASK #1: Reading the Lesson Content
Single point mooring (SPM) is a floating buoy/jetty anchored offshore to allow handling of liquid
cargo such as petroleum products for tanker ships. SPM is mainly used in areas where a dedicated
facility for loading or unloading liquid cargo is not available. Located at a distance of several kilometers
from the shore-facility and connected using sub-sea and sub-oil pipelines, these single point mooring
(SPM) facilities can even handle vessels of massive capacity such as VLCC.
Single point mooring (SPM) serves as a link between the shore-facilities and the tankers for
loading or off-loading liquid and gas cargo. Some of the major benefits of using SPM are:
• Ability to handle extra large vessels
• Doesn’t require ships to come to the port and thus save fuel and time
• Ships with high drafts can be moored easily
• Large quality of cargo can be easily handled
How Single Point Mooring (SPM) Works?

The offshore-anchored loading buoy is divided into different parts having dedicated
functionality.
Mooring and anchoring system, buoy body and product transfer system are the main parts of the
SPM.
The SPM is moored to the seabed using mooring arrangement which includes anchors, anchor
chains, chain stoppers etc. The mooring arrangement is such that it permits the buoy to move freely
within defined limits, considering wind, waves, current, and tanker ship conditions. The buoy is
anchored to the seabed using anchor chains (legs) which are attached to the anchor point (gravity
based or piled) on the seabed. Chain stoppers are used to connect the chains to the buoy.
The part of the Single Point Mooring System (buoy body) which is floating above the water
has a rotating part which connects to the tanker. The rotating part allows the tanker to get stable at
its desired position around the buoy. The tanker is usually moored to the buoy by means of a hawser
arrangement, which consists of nylon or polyester ropes shacked to an integrated hook on the buoy
deck. Chafe chains are connected at the tanker end of the hawser to prevent damage from tanker
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fairlead. The mooring systems used for such offshore operations follow the standards put forth by Oil
Companies International Marine Forum (OCIMF).
The product transfer system is located at the heart of the mooring buoy. The system transfers
products to the tanker from the Pipeline End and Manifold (PLEM) (geostatic location) located on the
seabed. Flexible hoses known as risers connect the subsea pipelines to the buoy’s product transfer
system. The buoy is connected to the tankers using floating hose strings, which are provided with
breakaway couplings (A special type of coupling with a break point which will break at a predetermined
break load, activating internals valves which will automatically close at both ends and prevent further
release of products.) to prevent oil spills.
Single Point Mooring Systems use a swivel system which connects the Pipeline End and
Manifold (PLEM) to the buoy. The product swivel system provides flexibility of movement to the
tankers during transfer of products. This movable pipe-connection system prevents premature hose
failure due to traction or bending stresses.
General overview on how single point mooring (SPM) system works

• The tanker ship is moored to the buoy for loading or unloading of cargo.
• A boat landing space on the the buoy deck provides access to the buoy for setting up the
connections and securing the ship.
• Fenders are used to protect the buoy from unexpected movement of the ship due to bad
weather.
• Lifting and handling equipment on the buoy allows handling of hoses connections and safety
tools.
• Once the connections are made, valves are operated from the electrical substation.
• Necessary alarm systems and navigational aids are provided as safety precautions.
• Liquid cargo is transferred from geostatic location (Pipeline End and Manifold (PLEM)) to the
tanker using product transfer system of the single point mooring system.
Preparation for Mooring Operation (Ship to SPM buoy)

Adequate personnel under the supervision of a certified officer must be available for the following:
• Handling of equipment and gear.
• Communications.
• Directing the winch driver.
The deck crew shall be properly briefed prior to conducting the operations. Proper means of two-
way communication shall be established between the stations and the bridge. Alternative means of
communication shall also be kept ready if available. A visual contact and proper communication shall
be established between the officer in charge and winch operator at the mooring station. Winch
operator shall not be involved in any other operations except when he has been told so by Officer in
charge.
Mooring winches, windlass and other associated machinery shall be tried out and kept ready before
the actual operation commences. Hydraulic systems should be started well in advance in cold
climates, for the oil to be at the optimum operating temperature.
At least one of the emergency towing arrangements shall be pre-rigged ready for rapid
deployment. The condition of mooring equipment and lines shall be checked before use. Defective
lines shall not be used. Adequate lighting should be available and key personnel should carry
flashlights of the approved type. A new or inexperienced seaman or cadet shall not be used for
handling ropes and wires during any critical operation until they have been trained.
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Personal Protection Gear
All persons involved in mooring operations shall be adequately clothed and shall put on safety
helmets with chinstraps, gloves, safety boots/shoes and other relevant safety gear. Well-fitting gloves
and overalls should be used, to prevent these getting fouled in moving machinery.
Precaution during Mooring

Some associated tasks involving a high risk of personal injury are:
• Handling of ropes under tension when casting off, heaving in or slacking.
• Transfer of ropes from drums or bitts and vice versa.
• Use of stoppers
• Precaution at Mooring Stations
• Stay clear of lines under load or tension when not handling them.
• Stay clear of mooring winches, drums and bitts with lines under tension on them. When
handling the line on the warping drum, capstan or bitt, the handler must not stand close to the
drum.
• Never stand on ropes or in their bights.
• Stay clear of the snapback or whiplash zones (area covered by the broken end of the line
under recoil). If activity in this zone cannot be avoided, the exposure time should be minimal.
• Do not keep loose objects near the area where lines are being handled.
• If the line takes charge (uncontrolled running out of line under tension), do not attempt to stop
it physically.
• When making fast towlines the personnel onboard should be able to communicate with the
tugs verbally or using hand signals to convey the status of the line to the Tug Master. Stay
clear of towlines made fast onboard.
• All personnel at mooring stations shall be alert and maintain an all-around vigil for any danger
of ropes/wires parting after they are made fast onboard.
• Protect ropes from chafing on sharp edges.
• Avoid leading ropes at sharp angles or turns, to prevent loss of strength.
• It is the responsibility of the officer on station to keep the bridge updated about clearances
between the vessels and other objects.
• Beware of the danger of ropes fouling propellers/bow thrusters if too much slack is lowered
into the water.
• It is the responsibility of the officer on aft stations to keep the bridge informed whenever the
propeller is not clear for engine movements.
• The operating area at the winches and the walkways on deck should be painted with anti-skid
paint, the edges of these areas shall be highlighted with a contrast colour.
Mooring Arrangement Background

The hawser arrangement on the
SBM usually consists of nylon
rope, which is shackled to an
integrated mooring uni-joint on
the buoy deck. At the tanker end
of the hawser, a chafe chain is
connected to prevent damage
from the tanker fairlead. A load
pin can be applied to the
mooring uni-joint on the buoy
deck to measure hawser loads.
Hawser systems use
either one or two ropes
depending on the largest size of
vessel which would be moored
to the buoy. The ropes would
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either be single-leg or grommet leg type ropes. These are usually connected to an OCIMF chafe chain
on the tanker side (either type A or B depending on the maximum size of the tanker and the mooring
loads). This chafe chain would then be held in the chain stopper on board the tanker.
A basic hawser system would consist of the following (working from the buoy outwards):
1. Buoy-side shackle and bridle assembly for connection to the pad-eye on the buoy;
2. Mooring hawser shackle;
3. Mooring hawser;
4. Chafe chain assembly; Support buoy;
5. Pick-up/messenger lines; Marker buoy for retrieval from the water.
Preparations from the vessel

1. A messenger line is requested for pick up rope. It must be installed in an empty drum at the
bow, enough to store a 120m [ or longer as per terminal advise] Pick Up Rope.
2. Messenger must be 100 m length [or as advised by the terminal] and 1”-3” width with a small
shackle at the end.
3. Afterdeck: 02 X 200 Mt. to be used to Tug Boat
Procedure for mooring

The vessel under the advice of the Pilot or the Mooring Master will head slowly towards the
buoy usually stemming the tide/currents./winds, which is normally the direction in which the hose
string is leading and tug may be used at some terminals to ‘ nudge the bow ‘ into position.
At about 120 meters from the buoy the messenger [ which is reeved via the smits’ bracket [ or similar]
is connected to the hawser and slowly heaved up, the duty officer/ Chief Officer and the mooring
Master’s assistant will at all times be giving the distance and direction from the buoy.
When the optimum approach route has been selected, the vessel should proceed toward the
SBM at a suitable speed dependent upon the conditions at that time. Approximately 1000 meters
from the SBM, the vessel should have only sufficient speed for steerage.
The floating hose string should be held away from the tanker by support boat on the side at
which the hose will be connected to manifold. The vessel should make the final approach with the
buoy on the bow, rather than dead ahead. This permits the Pilot and the Master on the bridge to
observe the buoy at all times, and in the event of any misjudgement of the approach speed, there is
no danger of overrunning the buoy The tug if available may be used as required. The tanker’s
approach speed must be reduced to a minimum, but sufficient to keep the ship’s manoeuvrability.
Hawser Connection
As the vessel approaches the berth, the floating hose is towed away from the path of the
approaching tanker. When the vessel is approximately 300+ meters from the buoy, and still making
way, the support boat will bring the hawser pick up rope (80 mm diameter) and make it fast to the
messenger. At the boat’s signal, the pickup rope is heaved on deck.
The vessel should be brought to a dead stop between 45 and 60 meters (150 and 200 feet)
from the buoy. At this point, the chafing chain is lifted into the bow chock and then to the bow chain
stopper to be secured under the direction of the pilot. The Mooring Master or assistant and ch. Officer
who are forecastle of the vessel and reports the distance and the position of the SPM in relation to
the vessel to the Bridge during mooring operations.
The messenger /pick up rope is directly spooled onto the empty winch drum as also the hawser
which is leading from the buoy. When the chafe chain comes to the Smit’s bracket the locking bar is
placed and a safety pin is put through. At this time the ship is considered moored.
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CAUTION!!!
Under no circumstances must any load be put on the pick‐up rope as this will adversely affect the
maneuverability of the vessel and eventually lead to the failure of the rope. The use of the pick‐up
rope to heave the vessel or maintain the vessel’s position is not recommended.
Ease back on the pick‐up rope until the weight is taken up.
Monitoring the SBM position

After the ship is moored it is very important to note the location of the SBM vis a vis the ship and a
lookout must be permanently stationed observing the location of the SBM and report to the CCR as
per the following diagram.
TASK #2 Watch the video clip – Log in to our home page to watch the short video clip.
Cargo Connections
The submarine hose will be connected and disconnected to the ship’s manifold with the ship’s
crane as per directions from the Mooring Master.
Unmooring Procedure
After the Master has confirmed to the Pilot that the engines and the vessel are in all respects
ready for unmooring, the unmooring will commence. The winches are to be checked prior to
disconnection of the moorings. The pins to the bow stopper are removed and upon instruction, the
weight is taken up on the mooring winch. The bow stopper is disconnected and secured, in the open
position, before walking back the moorings. Slowly walk back the pickup rope until the support buoy
is in the water and taking all the weight off the chain. Pay out the pickup line and do not disconnect
the messenger until the pick‐up rope is completely slack and sufficient length is in the water. Ship
staff to disconnect the messenger rope and at times it may be necessary to release the two moorings
either together or individually.
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Additional Precautions
• Monitoring of the weather and tides/currents especially when there is no tug available and
constant monitoring of the SBM position will lead to a safe stay at the berth.
• The duty officer must NOT hesitate to stop cargo operations if there is an excessive strain on
the hawser rope as once the hawser parts the entire weight will transfer onto the hose strings
which will not last for long and the hose may part leading to an oil spill etc.
• The main engine to be on absolute readiness at all times.
• Pull back Tug: Many Terminals use a pull back tug which is made fast to aft centre lead of the
ship, to keep a constant pull with due consideration to the prevailing winds and tides/currents,
in order to avoid vessel from riding on to the buoy especially in confused conditions of the
weather/seas.
NOW TRY THIS!!!
LEARNING ACTIVITY 10
Answer the given activity on the next page about mooring to a buoy. Have you
taken down notes during video watching? I bet you can easily share your
opinion.
87
Name: Score/Mark:

Type of Activity
Activity Title Single Buoy Mooring
Learning Outcome(s) Describes the procedure when mooring/unmooring to a buoy
Authors/References

Directions:
What are your insights about the video? Based on the video, can you describe in writing, the
procedures when mooring to a buoy? (use extra sheet of paper if necessary)
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
CONGRATULATIONS! You have safely done your SINGLE BUOY Mooring lesson
88
LESSON 11
ANCHORS AND ANCHORING PROCEDURES
• Sketch and label the different parts of an anchor, and state their use and construction (and their
required certification)
• Sketch and label the different parts of an anchor chain, including the kenter shackle and the joining
links
• Explain how anchor chains are marked and measured
• Explain that the safety precautions and regulations during anchoring are followed in accordance
with safe working practices
TASK # 1 Watch a video clip – Log in to our home page to watch the short video clip
TASK #2: Reading the Lesson content
ANCHOR
An anchor is an object made by forged iron, in the shape of a hook or harpoon to which the
chain is attached.
An anchor works like a pickaxe. When the pick is driven into the ground, it takes a great deal
of force to pull it loose with a straight pull on the handle. However, by lifting the handle, a leverage is
obtained which breaks it free. In the same way, the anchor holds because the anchor chain or cable
causes the pull on the anchor to be in line with its shank. When it is desired to break the anchor free,
the chain is taken in and this lifts the shank of
the anchor and gives the leverage needed to
loosen the anchor's hold. The primary function
of an anchor is to hold the ship against the
current and wind. On landing craft, stern anchors
are also used to prevent broaching on the beach
and to assist in retracting from the beach.
NOMENCLATURE
▪ Ring (Shackle). Device used to shackle the
anchor chain to the shank of the anchor.
The ring is secured to the top of the
shank with a riveted pin.
▪ Shank. The long center part of the anchor
running between the ring and the crown.
▪ Crown. The rounded lower section of the
anchor to which the shank is secured.
The shank is fitted to the crown with a
pivot or ball-and-socket joint that allows a movement from 30o to 45oeither way.
▪ Arms. The parts that extend from each side of the crown.
▪ Throat. The inner curved part of an arm where it joins the shank.
▪ Fluke or palm. The broad shield part of the anchor that extends upward from the arms.
▪ Blade. That part of the arm extending outward below the fluke.
▪ Bill or pea. Tip of the palm or fluke.
All vessels, 380 tons and over, must carry a spare bow anchor. Seagoing tugs must carry a kedge
anchor
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TYPES OF ANCHORS
ANCHOR CHAIN
A chain is made up of many parts besides links. A variety
of equipment is required to use and maintain the chain
Modern anchor chain is made of die-lock chain with studs.
The size of the link is designated by its diameter, called wire
diameter. The Federal Supply Catalog lists standard sizes from
3/4 inch to 4 3/4 inches. Wire diameter is measured at the end
and a little above the centerline of the link. The length of a
standard link is 6 times its diameter and width is 3.6 times its
diameter. All links are studded; that is, a solid piece is forged in
the center of the link. Studs prevent the chain from kinking and
the links from pounding on adjacent links. They also further
strengthen the chain up to 15 percent.
The lengths of chain that are connected to make up the
ship's anchor chains are called shackles (shots). A standard
shackle (shot) is 15 fathoms (90 feet) or (27m) long.
Detachable Links
Shots of anchor chain are joined by a detachable link. The detachable link consists of a C-
shape link with two coupling plates which form one side and stud of the link. A taper pin holds the
parts together and is locked in place at the large end by a lead plug. Detachable link parts are not
interchangeable. Therefore, matching numbers are stamped on the C-link and on each coupling plate
to ensure identification and proper assembly. You will save time and trouble when trying to match
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these parts if you disassemble only one link at a time and clean, slush, and reassemble it before
disassembling another. When reassembling a detachable link, make sure the taper pin is seated
securely. This is done by driving it in with a punch and hammer before inserting the lead plug over
the large end of the pin. Detachable link toolbox sets contain tools, including spare taper pins and
lock plugs, for assembling and disassembling links and detachable end links.
Bending Shackles
Bending shackles are used to attach the anchor to the chain.
Chain Swivels
Furnished as part of the outboard swivel shot, chain swivels reduce kinking or twisting of the
anchor chain.
Outboard Swivel shots
Standard outboard swivel shots consist of detachable links, swivel, end link, and bending
shackle. They are used on most vessels to attach the anchor chain to the anchor. These shots vary
in length up to approximately 6 1/2 fathoms and are also termed bending shots. The taper pin in the
detachable link, located in the outboard swivel shot, is additionally secured with a wire-locking clip.
MAKEUP OF AN ANCHOR
An anchor cable is an assembly of a number of individual units properly secured together.
These units are connected to the anchor by means of a swivel piece made up of shackles, swivels,
and special links.
Note: Each (shackle) shot of chain is joined together with a detachable link.
Connecting Anchor to Anchor Cable
MARKING THE ANCHOR CHAIN

For the safety of every ship, the ship's officers and the boatswain must know at all times the
scope or how much anchor chain has been paid out. To make this information quickly available, a
system of chain markings is used shows the standard system for marking an anchor chain.
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COLOR MARKINGS
The tools required for color marking an anchor chain are wire brush, paint brush, rags, and
paint (red, white, blue, and yellow enamel paint.
▪ 15 fathoms (1 shackle). The detachable link IS painted red, and one link on each side is
painted white.
▪ 30 fathoms (2 shackles). The detachable link is painted white, and two links on each side
are painted white.
▪ 45 fathoms (3 shackles). The detachable link is painted blue, and three links on each side
are painted white.
▪ 60 fathoms (4 shackles). The detachable link is painted red, and four links on each side are
painted white.
▪ 75 fathoms (5 shackles). The detachable link is painted white, and five links on each side
are painted white
Paint each link in the next to last shot yellow. The yellow alerts you that you are running out
of chain. Paint each link in the last shot red.
Note: 1 fathom = 6 feet. There are 15 fathoms (90 feet) in a shot of anchor chain.
Note: This method is used through the entire marking procedure alternating red, white, and
blue for detachable links as appropriate.
WIRE MARKINGS
In addition to color markings, wire markings may also be used. The purpose of the wire
marking is to let you count the shots by feel during blackout conditions or if the markings on the chain
are worn off or rusted over.
1st shackle. One turn of wire on the first stud from each side of the detachable link
2d shackles. Two turns of wire on the second stud from each side of the detachable link.
3d shackles. Three turns of wire on the third stud from each side of the detachable link.
4th shackles. Four turns of wire on the fourth stud on each side of the detachable link.
5th shackles. Five turns of wire on the fifth stud on each side of the detachable link.
6th shackles. Six turns of wire on the sixth stud on each side of the detachable link
Standard Anchor Chain Markings
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THE ANCHOR WINDLASS
The anchor windlass is installed on vessels primarily for handling and securing the anchor and
anchor chain. Windlasses are provided with capstans or catheads, which are used for handling
mooring lines when docking and undocking.
TYPES
Horizontal Shaft
This type of windlass is usually a self-contained unit with the windlass and windlass motor
mounted on the same bedplate. It handles both the port and starboard anchors and is found aboard
large vessels.
Vertical Shaft
This type of windlass is found on tugs and barges. With the vertical shaft windlass, the power
source is located below the deck with only the wildcat and capstan showing above the deck. The
controller for the windlass is also above deck. This type of windlass can handle only one anchor.
Horizontal Shaft Windlass
Vertical Shaft Windlass
Side View of Horizontal Shaft Anchor Windlass
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TERMINOLOGY
Although there is a difference in construction and appearance between the horizontal and the
vertical shaft windlass, they do share a common terminology. Definitions of parts of equipment used
in anchoring, starting at the anchor and working aft, are as follows:
▪ Hawsepipe. Openings in the eyes of forward part of the ship where the shank of the anchor
is stowed.
▪ Buckler plate. A heavy steel plate that is "dogged down" by butterfly nuts when the vessel is
at sea. The buckler plate covers the hawsepipe opening on deck and prevents water from
rushing up the hawsepipe and spilling on deck.
▪ Riding chock. A metal fairlead for the anchor chain. It prevents the chain fromfowling on deck
and also holds the riding pawl.
▪ Riding pawl. A safety stopper, that works like a rocket on the links of the chain. It is lifted up
to the "open" position when the anchor chain is run out. When heaving the chain in, the pawl
is "closed" or dropped in the after side of the riding chock. The pawl bounces over the incoming
chain. However, if an emergency occurs, such as the wildcat jumping out of gear, the pawl will
catch on a link of the anchor chain and hold the chain and keep it from running out.
▪ Chain stopper. A turnbuckle inserted in a short section of chain with a pelican hook or a devil's
claw attached to one end and a shackle on the other end. The stopper chain is screwed at the
base of the windlass. In operation, the devil's claws are used when the vessel is setting out to
sea. The claws are put on a link of the chain and the turnbuckle is set up, acting as a
permanent stopper. On some ships, a pelican hook is used.
▪ Wildcat. A sprocketed wheel in the windlass with indentations for the links of the anchor chain.
The wildcat, when engaged, either hauls in or pays out the anchor chain. When disengaged,
the wildcat turns freely and the only control of the anchor chain is the friction brake.
▪ Friction brake. A band which bears on a flywheel. By tightening up on the band by means of
the brake handle, the wildcat can be controlled.
▪ Locking ring. A device, with pigeon holes, into which a bar is placed to lock the wildcat to the
hoisting gear of the engine. The locking ring is usually turned forward to disengage the wildcat
and turned aft to engage it. On the capstan the wildcat is engaged or disengaged by turning
the capstan barrel cover.
LETTING GO THE ANCHOR--GENERAL PROCEDURES

Certain procedures are required when preparing to let go the anchor. For this discussion,
assume that the anchors are secured for sea with the spillpipes cemented in. This is a practice of
good seamanship for ships operating at sea, where there are many days between ports or when
heavy weather is expected.
WARNING
1. ONLY CREW MEMBERS ON THE ANCHOR DETAIL WILL BE PERMITTED ON THE
BOW.
2. CREW MEMBERS WILL NOT STAND BETWEEN THE CAPSTAN AND THE HAWSEPIPE
WHEN LETTING GO THE ANCHOR.
Use the following procedures prior to entering port or when planning to use the anchor.
▪ Make sure the devil's claw assembly is taut.
▪ Engage the wildcat and release the brake.
▪ "Walk out" enough chains to break out the cement plugs in the spillpipes and free the chains.
▪ "Walk" the chain back to the original position.
▪ Clean area around the chain and anchor.
▪ Release the devil's claw or hooks.
▪ Put the riding pawls in the OPEN position.
▪ Make sure that the anchor is not frozen or jammed in the hawse pipe. The best way to do this
is to "walk out" the anchor until it is clear of the hawse pipe.
▪ Having freed the anchor set the brake tight and disengages the wildcat.
▪ The anchor is free.
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DROPPING THE ANCHOR WITHOUT POWER
Use the following steps when dropping the anchor without power:
WARNING: SAFETY GOGGLES MUST BE WORN WHEN DROPPING THE ANCHOR WITHOUT
POWER. THERE WILL BE A GREAT DEAL OF RUST, SPARKS, DIRT, AND DEBRIS FLYING
ABOUT AS THE CHAIN RUNS OUT.
▪ Remove and stow the buckler plates.
▪ Make sure that the brake is on by fully turning the handwheel counterclockwise.
▪ Disengage the axial keys by turning the capstan barrel cover.
▪ Remove the chain stopper and open the riding pawl.
▪ Let go the anchor by releasing the brake (turning the handwheel clockwise). The anchor and
chain will run freely when the brake is released. Use the brake to control the running speed of
the chain.
WARNING: DO NOT ALLOW THE CHAIN TO RUN TOO SLOWLY. THE BRAKE, WHEN SLIPPING
CONTINUOUSLY, WILL DEVELOP EXCESSIVE HEAT AND MAY BURN OUT. HOWEVER, THE
CHAIN MUST NOT RUN SO FAST THAT IT WILL JUMP OUT OF THE WILDCAT.
Note: Once the anchor has hit the bottom and the strain is taken off the anchor chain, there should
be a natural slowing down in the rate that the chain pays out.
▪ To stop lowering the anchor, turn the brake handwheel clockwise. This applies the brake.
▪ To secure, close the riding pawl and replace the chain stopper.
Note: 1. As soon as the anchor hits bottom, during daylight hours, raise the anchor ball; during
darkness turn on the anchor lights and shut off the navigation lights.
2. During daylight, after the ship is anchored, the union jack should be hoisted and flown from
the jack staff. The national ensign should be shifted from the gaff to the flag staff at the stern.
RAISING THE ANCHOR

Use the following procedures to raise the anchor.
Turn the stop switch lever of the controller to the ON position and check for power.
WARNING: WHENEVER THE CONTROLLER IS LEFT UNATTENDED, THE STOP SWITCH MUST
BE PUT IN THE OFF POSITION.
▪ Check to see that the brake is on.
▪ Turn the capstan barrel cover to engage the two axial keys. This will put the wildcat in motion
when the controller is operated.
▪ Put the controller handle in the hoist position and take a strain on the anchor chain, then stop.
▪ Drop the riding pawl.
▪ Release the chain stopper.
▪ Open the brake.
▪ Put the controller handle in the hoist position and raise the anchor. You will usually feel a
"surge" or release of strain on the anchor chain when the anchor breaks free of the bottom.
Note: As the anchor chain is coming in, crew members should be stationed at the hawsepipe with a
fire hose. The chain should be thoroughly washed down and freed of all mud, silt, and debris.
▪ House the anchor.
▪ Put on the brake.
▪ Replace the chain stopper.
▪ Disengage the axial keys by turning the capstan barrel cover.
Notes:
• As soon as the anchor breaks free of the bottom, during daylight hours, drop the anchor ball.
During darkness, switch off the anchor lights and turn on normal navigation lights.
• Once the "anchor ball" is lowered, the ship is underway. The union jack is lowered and the
national ensign is transferred to the gaff.
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SECURING THE ANCHOR FOR SEA
When securing the anchor for sea; place small pieces of wood between the chain links, about
8 to 10 inches below the top of the spurling pipe. Then on top of this, rags are stuffed. Mix up a pail
of cement (50 percent cement, 50 percent sand) for each spurling pipe. Pour it in on top. It should fill
right to the top of the spurling pipe. The layer of cement should be at least 1-inch thick. To help it set
up and dry, you can throw a handful of dry cement on top of the wet cement, this will absorb the
excess water. Then cover the spurling pipe with an old piece of canvas. This will help protect the
cement plug and give it a chance to dry.
Sequence of weighing the anchor
96
Side View of Cemented Spurling pipe
• After using the windlass, lubricate the equipment to prevent rusting and freezing of adjacent parts
and to protect finished surfaces from corrosion.
• Check the mounting frame to ensure that nuts and hold down bolts are tight.
• Chip, scrape, preserve, and paint the frame, catheads, brake bands, and external parts of the
brake band. Keep them free of rust.
NOW TRY THIS!!!
Answer the given activity on the next page regarding safe anchoring
operations. Have you taken down notes during video watching? I bet you can
easily share your opinion.
97
Name: Score/Mark:

Type of Activity
Activity Title Anchor and anchoring procedures

• Sketch and label the different parts of an anchor, and state their use and
construction (and their required certification)
Learning Outcome(s)
• Explain how anchor chains are marked and measured
• Explain that the safety precautions and regulations during anchoring are
followed in accordance with safe working practices
Authors/References

Directions:
1. What do you think are the dangers associated with anchoring procedures?
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
2. On a separate sheet of bond paper, draw and label the parts of the anchor and anchor chain.
CONGRATULATIONS! You haven’t dropped your anchor yet. Just hold it tight and continue
sailing through the lessons
98
LESSON 12
RIGGING OF GANGWAYS, ACCOMMODATION LADDERS AND
PILOT LADDERS

L.O. State the procedures of safely rigging the gangways, accommodation ladders and pilot ladders
TASK #1 Reading the Lesson content

Gangways and accommodation ladders are heavy and cumbersome pieces of equipment.
Operating instructions should be posted in the vicinity of the boarding arrangements and it is essential
that the personnel required to break out and rig ladders or operate lifting gear are sufficiently
experienced, bearing in mind the possible consequences of a mistake.
Anyone unfamiliar with such tasks should be closely supervised by a responsible person until
considered competent. If inexperienced crewmembers are required to assist with the rigging of a
gangway or accommodation ladder, a risk assessment or job safety assessment should also be
carried out beforehand in case additional measures to reduce the risk are necessary before
commencing the operation.
• Suitable protective equipment should be worn as appropriate including personal floatation

devices fitted with self-activating lights, whistles and reflective material, and safety harnesses
of the arrestor type rather than fall restraints.
• Fall arrestors should always be attached to suitable securing points fixed to the ship’s
structure.
• Safety nets should be secured to each side of the ladder along its entire length
• Rope guard rails must be tight if they are to be effective, and all stanchions must be fitted in
place and properly secured.
• Steps, handrails and platforms should be free of oil, grease and ice.
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• When landed on the quay, care should also be taken to ensure that the lifting bridle and/or
davit arm is kept well above head height or moved clear as necessary.
• As far as practicable the approaches to the ladder both on deck and on the quay should be
free of hazards to allow safe access and egress to and from the vessel.
• Close attention should also be paid to any significant difference in height between the ends of
the ladder and the quay or deck. This may mean placing and securing a portable step or steps
in such locations to minimize the risk of slips and falls.
• Warning notices should be posted in such cases.
• When gangways are placed on top of bulwarks, a suitable bulwark ladder should be used
between the deck and the gangway. It should be adequately secured and all gaps between
the top of the bulwark ladder and the gangway should be fenced off to a height of at least one
meter.
• Gangways and accommodation ladders should be adequately illuminated at night, particularly
at each end. If there are no permanent fittings, portable lighting should be rigged.
RIGGING OF PILOT LADDERS

• Safe access should be provided to ensure the safe, convenient
and unobstructed passage of any person embarking or
disembarking from the ship between the head of the pilot ladder,
or any accommodation ladder or other appliance and the ship’s
deck.
• Where such access is by means of a gateway in the rails or
bulwark, adequate handholds should be provided.
• Where such access is by means of a bulwark ladder, two
handhold stanchions rigidly secured to the ship’s structure at or
near their bases and at higher points should be fitted.
• The bulwark ladder should be securely attached to the ship to
prevent it overturning.
• Shipside doors used for pilot transfer should not open outwards.
• Arrangements should be provided to enable the pilot to embark
and disembark safely on either side of the ship.
• Safe and convenient access to, and from the ship should be
provided by a pilot ladder requiring a climb of not less than 1.5m
and not more than 9m above the surface of the water so
positioned and secured that it is clear of any possible discharges
from the ship situated within the parallel body length of the ship
and, as far as is practicable, within the mid-ship half length of
the ship
• where each step rests firmly against the ship’s side; where
constructional features, such as rubbing bands, would prevent the
implementation of this provision, special arrangements should, to the
satisfaction of the administration, be made to ensure that people are
able to embark and disembark safely
• where the single length of pilot ladder is capable of reaching
the water from the point of access to or from, the ship and due allowance
is made for all conditions of loading and trim of the ship, and for an
adverse list of 15°
• where the securing strong point, shackles and securing ropes
should be at least as strong as the side ropes
• Adequate lighting shall be provided to illuminate the transfer arrangements over-side, and the
position on deck here a person embarks or disembarks.
100
TASK #2 Watch the Video Clip
NOW TRY THIS!!!
There are a few incidents involving pilot getting injured while climbing up the
ladder, what are the precautionary measures to consider for pilot embarkation
and or disembarkation. Answer the given activity on the next page.
101
Name: Score/Mark:

Type of Activity
Safe procedures of rigging pilot ladders, accommodation. ladders and

Activity Title gangways
Learning Outcome(s) • State the procedures of safely rigging the gangways, accommodation
ladders and pilot ladders
Authors/References

Directions:
1. What preparations are to be made when picking up a pilot during the nighttime?
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
2. When rigging gangways where the gap of the ship’s side to the wharf is big, what are the steps
to be taken to ensure safe access of the vessel?
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
CONGRATULATIONS! Just keep a steady course coz I will still be your pilot and guide you
through the lessons
102
LESSON 13
ROPE AND ROPEWORKS

• Identify and explain the different types of ropes, their uses, and how they are preserved and
maintained;
• Demonstrate marlin spike seamanship skills, including the proper use of knots, splices and
stoppers
TASK #1 Reading the Lesson Content
ROPES
Rope is manufactured from wire, fiber, and combinations of the two. Fiber rope–or line, as it
is commonly called–is fashioned from natural or synthetic fibers. Lines made from a variety of natural
fibers (cotton, agave, jute, hemp, sisal, and abaca) have seen service in the Navy in the past, and
some are still used. For example, tarred hemp is known as marline and ratline. On the other hand,
sisal may still be found as a wire-rope core. Manila (made from the fibers of the abaca plant) formerly
was authorized for use only where great strength was required. Now, manila is authorized for lashings,
frapping lines, and steadying lines. However, synthetic lines have replaced manila in most
applications.
Rope, a general term, can be applied to both fiber rope and wire rope. In the Navy, sailors
refer to fiber rope as line, whereas they refer to wire rope as rope, wire rope, or just wire. More clearly
defined, a line is a piece of rope, either fiber or synthetic, that is in use or has been cut for a specific
purpose, such as a lifeline, heaving line, or leadline.
CONSTRUCTION OF NATURAL FIBRE ROPE

Natural fibre ropes are made from fibres of varying
lengths dependent on their source. These are first combed
to make a long even ribbon then twisted into yarns. The twist
binds the fibres firmly together under strain by friction; the
twist can be either right or left-handed. Next a certain number
of yarns are twisted together to form strands, which are
normally 275 metres in length when completed. The number
and size of yarns required to make each strand depends on
the size of the rope it is intended to make.Three or four
strands are now made up into left-handed or right-handed
rope. This process is called `Laying' or `Closing' and is
always carried out in the opposite direction used in the
twisting stage. The most common is right-handed laid rope.
As the rope is laid up its length contracts like a coiled spring,
giving it a certain elasticity. In practice, three strands of 275
metres lay up into a rope of about 220 metres in length.
(Component parts of a Natural Fibre, Right-handed, Hawser Laid Rope)
The harder the twist given to the strands in laying, the shorter will be the resultant rope and
thus a rope is said to hard-laid, ordinary-laid or soft-laid rope. Three strands laid up constitute `Hawser
Laid' rope, which is the type of natural fibre cordage most commonly used within the Corps.
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General Characteristics.
The strands tend to unlay unless the end of the rope is whipped (i.e. bound firmly) with twine.
The rope will stretch under load and will not completely recover when the load is removed. The greater
the weight on the rope the more it is weakened. The older and more worn the rope, the less elasticity
it will possess and the weaker it will become. Rope under load will tend to twist in the opposite direction
to that of its lay and thereby tend to unlay itself, but it should regain its normal form when slack. When
wet, the rope shrinks in length in proportion to the amount by which it swells in diameter, but it will
recover its length when dry and after use. Rope, which is continually subjected to heat and damp, will
lose its elasticity and strength sooner than rope used under normal conditions.
CARE AND MAINTENANCE OF NATURAL FIBRE ROPE

- Never stow natural fiber cordage away if it is wet, if this is unavoidable it should be brought out and
dried at the earliest opportunity.
- Rope should be examined for damage, rot and fatigue regularly. Serious damage can be seen when
the strands are distorted and bear unusual strains or when the rope becomes opened.
- Chafing will cause a loss of strength. Rot can be detected by the smell of the rope and by opening
out the strands for examination.
- If the fibers are powdery, discolored, weak or can be plucked out, rot exists and the rope should be
condemned.
- Should the fibers appear healthy and strong, all is well. Rope may also be subject to chemical attack.
Many rust removal compounds are based on phosphoric acid, which has a disastrous effect on natural
fiber rope. (Battery acid has the same results). Fatigue will show itself in the reduction of the diameter
of the rope below its specified size.
- If a rope is showing no signs of damage, rot or fatigue, it is unlikely to be much below its full strength
but some consideration must be given to its age, weakening may have been caused by constant
stretching under heavy load, stowing away wet, subject to extremes of heat and damp, or external or
internal friction.
- If doubts exist as to the serviceability of a rope, it should be condemned.
TYPES OF NATURAL FIBRE ROPE

There are now only two main types of natural fiber rope in use, Manila and Sisal. The fibers of
the rope are treated with a rot resistant solution called Pentachlorophenyl laurate (PCPL), which is a
fungicide, during the first stage of rope making when the fibers are combed into ribbons.
MANILA
This is made from the leaf fibers of the Abaca plant, which is grown in the Philippine islands,
also Sumatra and Borneo. When new and untreated it is a deep golden-brown color. The rope is
flexible, durable, strong, impervious to salt water and stands up well to wear and tear. Its advantages
over man-made rope are that it stretches less, will surge more readily around a winch or capstan, and
does not fuse when heated.
SISAL
This is made from the Agave Sisalana plant, which is a member of the cactus plant. It is
principally grown in Brazil, Kenya, Tanzania, Haiti and Java and when new and untreated is hairy and
of a pale straw color. New sisal is as strong as manila, but not as flexible, durable or resistant to wear
and weather. It should therefore be examined more frequently for signs of deterioration:
HEMP
Is not generally available because of its scarcity and high cost. Italian Hemp is the strongest
vegetable fiber used in rope making, it is heavier than Manila but is more flexible.
104
COIR
Whilst no longer used in a rope form it is used in the manufacture of fenders and mats. It is
made from coconut husk fibers, is very hairy and is dark brown in color. The weakest of all cordage it
is flexible, light and springy.
CONSTRUCTION AND CHARACTERISTICS OF MAN-MADE FIBRE ROPE

The first of the man-made yarns developed for the cordage industry in 1939 was Nylon. Since
then there have been many additions with newer materials being developed.
Man-made fiber ropes are far stronger than any natural fiber rope size for size, is rot-proof and
almost impervious to water. They can be considered non-inflammable in that they do not readily ignite
or burn with a flame, but with most they do have a low melting point. Most man-made fiber ropes are
made from either continuous filaments, or yarns of staple fibers, but polypropylene ropes can be
manufactured from multifilament, monofilament, staple or film fiber.
➢ Staple - these fibers vary in length and the processing machine on which they are to be used
determines this. For rope making the staple length varies between 150mm and 1300mm.
Although weaker than continuous filament cordage of equivalent size and material, staple
spun cordage is ideal in applications where a good grip is required.
➢ Multifilament - these yarns are composed of a number of very fine filaments of circular cross-
section twisted together, each filament being continuous throughout the yarn length.
➢ Monofilament - these are usually circular in cross-section and are continuous throughout their
length. Micrometer-type gauges are used to measure their diameter which, for rope making,
can range from 0.125mm upwards.
➢ Film-fiber - is composed of fibril produced by longitudinal splitting when an extruded tape or
ribbon is twisted into a yarn.
In addition to the yarn/fiber make-up the ropes are laid up as Hawser Laid, Plaited or Braided
forms.
TASK #2 Watch the video (https://www.youtube.com/watch?v=wZCha6oeHQk)

(7mins 44 secs) to learn more about this types of ropes.
TYPES OF MAN-MADE FIBRE ROPE
− POLYAMIDE
− POLYESTER
− POLYPROYLENE
− POLYETHYLENE
− POLYOLEFIN
− PARAFIL
− ARAMID
− ROGUES YARNS
105
CONSTRUCTION OF ROPES
1. Three Strand or Hawser Laid Rope – The construction of this type of rope sometimes
called Plain lay, is the general standard type of rope for all ordinary purposes.
2. Four Strand or Shroud Laid Lay –
Provides the rope with greater bearings surface
than three-strand rope
3. Cable Laid Rope – This is made by
laying three strand ropes together. It is normally
made left hand, but when required, can be made
right hand. When used in conjunction with wire rope
as a towing spring, it is essential that the lay of the
rope is the same as that of the wire rope.
4. Unkinkable Lay – In the construction of
this lay, the twist of the yarn and the strands is the
same usually left hand, while the rope is right hand
lay. This provides resistance to kinking when running through sheaves and is recommended for life
boat falls in certain cases.
5. Eight Strand Plaited Rope – It is made by plaiting two pairs of right hand strands with two
pairs of left hand strands. This construction gives the same strength as the three strand rope of the
same size and it is extremely flexible and resistant to kinking. It grips well on winches and capstans,
making it very suitable for mooring ropes.
6. Braided Rope – Consists of braided
sheath over a braided core. It gives greater
strength than the three strand or eight strand rope
and is very flexible, does not kink and gives more
grip on capstans and warping drums because the
area of contact is greater. This construction is used
only for nylon ropes.
.Rope Terminologies
Fiber – the smallest individual threads are twisted
to make the yarn.
Yarn – two or three yarns are twisted to make the rope.
Lay – means the amount or direction or twist of the strand.
Right Laid – a rope whose strands are going to the right.
Left Laid – a rope whose strands are going to the left.
Soft Laid – a rope whose strands have a small amount of twist making the rope soft.
Hard Laid – a rope whose strands have
plenty of twists to make it hard.
Components of a line Parts of a Line
106
Bitter end: the free end of a line
Standing part: the longer part of a line which is fixed during the tying of a knot
Bight: The part of the rope between the end and the standing part. A loop formed by
folding the rope back on itself
Turn: a loop formed around a post, rail, or the line itself
Crossing a circle of rope made by crossing the rope over itself

Turn:
Loop: a circle of rope made by bringing two parts of the rope together without crossing
them over each other
Splice: weaving strands of a line to itself or to a second piece of line
Whipping: wrapping twine or tape around line to line’s end to prevent unraveling
Seizing: wrapping twine or tape around two lines to bind two parts of line side by side
Worming: laying smaller line in the spiral grooves (with the lay) between line strands
Parcelling: winding strips of canvas over, and in the same direction as, worming
Serving: winding small line against the lay and over worming and parcelling to protect line
from chafe and water damage
Flemish: to make a Flemish coil by taking the end of a line and laying it in a tight flat spiral
on the deck. Used to "tidy" up and keep line neat
Faking: laying a line on deck in a series figure eights so the line will run free without
tangling
Flaking: laying out line on deck in parallel rows. Don’t confuse with faking.
Short splice: the strongest way to connect two lines. This splice has 6 strands in the cross
section and is thick and may not run through a block
Long splice: the strand of one line replaces the strand of the other line. The size of line is kept
the same however, and it is weaker than the short splice
Eye splice: stronger than any knot in forming a loop in a line
Thimble: a metal or plastic form inserted in the eye splice to prevent chafe
Back splice: splicing a line back on itself to prevent unraveling - it like the short splice has a
cross section of 6 strands and may not be able to be pulled through a block
Eye: A loop made in the end of a rope either by knotting, seizing or splicing.
Coil: Rope made into a neat series of loops or circles, usually for storing.
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NOW TRY THIS!!!
There are a lot of ropes of different types and sizes. Let’s see if you can still
remember those without browsing back the pages. Again, answer the given
activity on the next page
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Name: Score/Mark:

Type of Activity
Activity Title Care and Maintenance of ropes
• Identify and explain the different types of ropes, their uses, and how they
Learning Outcome(s) are preserved and maintained;
Authors/References

Directions:
1. What are the best methods of preserving or taking care of the ropes?
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2. What are the types of fiber ropes and man-made fiber ropes?
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3. What are the types of ropes discussed on the video? Briefly describe each.
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CONGRATULATIONS! For keeping up with the lesson. Don’t tie up yourself yet as you still
need to know more about ropes.
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LESSON 14
KNOTS AND HITCHES

• Demonstrate marlin spike seamanship skills, including the proper use of knots, splices and
stoppers
TASK #1 Read the definitions below.
DEFINITIONS
Timber hitch and half hitch: used for hauling timbers.

Round turn and two half hitches: use to permanently tie up to a piling.
Fisherman’s bend AKA anchor bend: used to tie a rode to the anchor.
Becket or sheet bend: used to tie lines of different sizes together.
Bowline on a bight: used for rescuing a person by putting a leg though each loop if conscious or if
unconscious put both legs through one loop and the chest and arms through the other.
Plain whipping: a quick way to whip the end of line.
Sailmaker’s whip: requires a sailmaker’s needle.
Double blackwall hitch: for attaching a line to a cargo hook.
Carrick bend: for connecting two large hawsers.
Stopper: a length of line attached to running with a rolling hitch in order to relieve strain on the running
rigging.
Barrel hitch: for lifting barrels.
Rolling hitch: used for fastening a line to a spar.
Bowline: the king of knots. Used to form a temporary loop in a line. Won’t slip or jam under strain.
Double sheet bend: used to secure two lines of different diameters.
Blackwall hitch: used to attach a line to cargo hook.
French bowline: used like a bowline on the bight for rescue.
Half hitch: a turn of line around an object with the bitter end led back through the bight.
Marline hitch: used to lash canvas to a spar.
Square knot AKA reef knot: used to connect two lines of different diameters.
Clove hitch: use to temporarily attach a line to a piling. Can come loose unless it is followed by a half
hitch.
TASK #2 PRACTICE PERFORMING THE KNOTS AND HITCHES
TASK #3 FOLLOW OUR HOME PAGE FOR ANY UPDATES REGARDING YOUR SCHEDULE
FOR PRACTICAL DEMONSTRATION
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Figure of Eight Knot
Bowline
Cat’s Paw Fisherman’s Bend/ Anchor Bend Granny Knot
Double Carrick Bend Single Carrick Bend
Single Sheet Bend
Clove Hitch
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Square Knot/Reef Knot
Bowline on a Bight
Spanish Bowline
French Bowline
Timber Hitch
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Studding Halyard Bend
Rolling Hitch
Blackwall Hitch
Midshipman’s Hitch
Single Wall Knot
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Heaving lines are lines required when approaching a quay which is still some distance off. This is
only a small circumference rope which has a weight at one end and the other end is secured to the
eye of the mooring line.
Monkey fist – it is a standing part used as a guide when throwing heaving lines, it is coiled at the one
hand first, then a few turns to be thrown with it.
KINDS OF WHIPPING
West Country Whipping
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SAILMAKER’S WHIPPING
COMMON WHIPPING
NOW TRY THIS!!!
For this activity, you will be required to perform practical demonstration on the
different knots and hitches if ever face to face lecture is already allowed
otherwise, virtual demonstration will be done either by ZOOM or GOOGLE
MEET or through MESSENGER. You should download the ZOOM app in order
to join the meeting.
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LESSON 15
SAFE WORKING PRACTICES
1. Assess and evaluate the risks associated with working aloft or alongside, entering an enclosed
space, the danger or injury of lifting heavy objects, and the dangers in line handling.
2. Adapt to the safe working procedures taking account of new technology and other changes in
working practices, equipment, the working environment and any other factors which may affect
health and safety;
Introduction
In this lesson, we will be talking about the risk assessment and the proper procedures involving
some of the most common key areas on board ship. The purpose is for you to acquire knowledge on
how you’re going to avoid dangers and protect yourselves when working on board ships.
LET’S START WITH:
WORKING ALOFT AND OUTBOARD
Are you afraid of heights? Have you ever had work on a high place, say, on a rooftop? what
do you feel? Do you feel a bit wobbly?
On-board ship you’ll be able to experience working in heights such as painting the funnels,
mast, etc. What do you think is/are the danger/s when working aloft?
Anyone working and not standing on level

ground or at deck level is working at
height. Also undertaking work inside a
tank, near an opening, such as a hatch,
or on a fixed stairway may be regarded as
working at height if there is a danger of
injury if the worker fell.
Work should only be carried out at
height if there is no reasonably
practicable alternative to doing so.
Personnel working at a height may not be
able to give their full attention to the job
and at the same time guard themselves
against falling so these are the factors to
be taken into:
• Proper precautions should therefore always be taken to ensure personal safety when work has to
be done aloft or when working outboard. It must be remembered that the movement of a ship in a
seaway and extreme weather conditions even when alongside, will add to the hazards involved in
work of this type.
• A stage or ladder should also be utilized when work is to be done beyond normal reach.
• Personnel under 18 years of age or with less than 12 months experience at sea, should not work
aloft unless accompanied by an experienced person or otherwise adequately supervised.
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• Personnel working aloft should wear safety harness
with lifeline or other attesting device at all times.
• A safety net should be rigged where necessary and
appropriate. Additionally, where work is done
overside, buoyancy garments should be worn and a
lifebuoy with sufficient line attached should be kept
ready for immediate use. Personnel should be under
observation from a person on deck.
• Other than emergency situations personnel should
not work overside whilst the vessel is underway. If
such work has to be undertaken lifeboats or rescue
boats should be ready for immediate use. Any such
work should be closely monitored/watched by a
responsible person.
(working alongside credit to britanniapandi.com)
• Before work is commenced near the ship’s whistle, the officer responsible should ensure that
power is shut off and warning notices posted on the bridge and in the machinery spaces.
• Before work is commenced on the funnel, the officer responsible should inform the duty engineer
to ensure that steps are taken to reduce as far as practicable the emission of steam, harmful gases
and fumes.
• Before work is commenced in the vicinity of radio
aerials, the officer responsible should inform the radio
room or person in charge of radio equipment so that no
transmissions are made whilst there is risk to personnel.
A warning notice should be put up in the radio room.
• Where work is to be done near the radar scanner,
the officer responsible should inform the officer on watch
so that the radar and scanner are isolated. A warning
notice should be put on the set until the necessary work
has been completed.
• On completion of the work of the type described
above, the person responsible should, where necessary,
credits to frictionvelocity.wordpress.com inform the appropriate person that the precautions taken
are no longer required and that warning notices can be
removed.
• Work aloft should not be carried out in the vicinity of cargo working, unless it is essential. Care
must always be taken to avoid risks to anyone working or moving below. Suitable warning notices
should be displayed. Tools and stores should be sent up and lowered by line in suitable containers
which should be secured in place for stowage of tools or materials not presently being used.
• No one should place tools where they can be accidentally knocked down and may fall on someone
below, nor should tools be carried in pockets from which they may easily fall. When working aloft
it is often best to wear a belt designed to hold essential tools securely in loops.
• Tools should be handled with extra care when hands are cold and greasy and where the tools
themselves are greasy.
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PRECAUTIONS ON ENTERING DANGEROUS ENCLOSED OR CONFINED SPACES
(credits to:seafarersrights.org)
WHAT IS AN ENCLOSED SPACE? What are the dangers associated with an

enclosed space?
The following precautions should be taken as appropriate before a potentially dangerous

space is entered so as to make the space safe for entry without breathing apparatus and to ensure it
remains safe whilst persons are within the space.
• A competent person should make an assessment of the space and a responsible officer to take
charge of the operation should be appointed
• The potential hazards should be identified
• The space should be prepared and secured for entry
• The atmosphere of the space should be tested
• A “permit-to-work” system should be used
• No one should enter any dangerous space to attempt a rescue without taking suitable precautions
for his own safety since not doing so would put his own life at risk and almost certainly prevent
the person he intended to rescue being brought out alive.
• An Emergency Escape Breathing Device (EEBD) is a supplied air or oxygen device, only
to be used for escape from a compartment that has a hazardous atmosphere, they should
not be worn by a rescuer to attempt a rescue of persons in any circumstances.
• It is recommended that any person entering a potentially dangerous space should wear a
personal gas detection meter capable of detecting oxygen deficiency, toxic gases and explosive
atmospheres.
Preparing and Securing the Space for Entry

• When opening the entrance to a potentially dangerous space,
precautions should be taken in case pressurized or unpressurised
vapor or gases are released from the space.
• The space should be isolated and secured against the ingress
of dangerous substances by blanking off pipe-lines or other
openings and by closing valves. Valves should then be lashed or
some other means used to indicate that they are not to be opened
and notices placed on the relevant controls. The officer on watch
should be informed.
• Where necessary, any sludge or other deposit liable to give off
fumes should be cleaned out. This may in itself lead to the release
of gases, and precautions should be taken
• The space should be thoroughly ventilated either by natural or
mechanical means and then tested to ensure that all harmful gases
are removed and no pockets of oxygen deficient atmosphere
remain.
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• Test the atmosphere before entry and at regular intervals thereafter by remote means.
• Where appropriate, the testing of the space should be carried out at different levels.
• Personal monitoring equipment is designed for personal use only, to provide a warning against
oxygen deficiency, toxic gases and explosive atmospheres whilst the wearer is in the space. This
should not be used as a means of determining whether a dangerous space is safe prior to entry.
• A steady reading of at least 20% oxygen by volume on an oxygen content meter should be
obtained before entry is permitted.
• A portable gas or vapor detection equipment should be used to test for flammable Gases and
vapors.
Procedures and Arrangements Before Entry

• Access to and within the space should be adequate and well illuminated.
• No source of ignition should be taken or put into the space unless the master or responsible
officer is satisfied that it is safe to do so.
• In all cases rescue and available resuscitation equipment should be positioned ready for use
at the entrance to the space.
• The number of personnel entering the space should be limited to those who actually need to
work in the space. When necessary a rescue harness should be worn to facilitate recovery in
the event of an accident.
• At least one attendant should be detailed to remain at the entrance to the space whilst it is
occupied.
• An agreed and tested system of communication should be established between any person
entering the space and the attendant at the entrance, and between the attendant at the
entrance to the space and the officer on watch.
Procedures and Arrangements During Entry

• Ventilation should continue during the period that the space is occupied and during temporary
breaks.
• The atmosphere should be tested periodically whilst the space is occupied and personnel
should be instructed to leave the space should there be any deterioration of the conditions.
Should a personal gas detector alarm, the space should be vacated by all persons
immediately.
• If unforeseen difficulties or hazards develop, the work in the space should be stopped and the
space evacuated so that the situation can be reassessed. Permits should be withdrawn and
only re-issued, with any appropriate revisions, after the situation has been re-assessed.
• If any personnel in a space, feel in any way adversely affected they should give the pre-
arranged signal to the attendant standing by the entrance and immediately leave the space.
• Should an emergency occur the general alarm should be sounded so that back-up is
immediately available to the rescue team.
• Under no circumstances should the attendant enter the space before help has arrived and the
situation has been evaluated to ensure the safety of those entering the space to undertake
the rescue.
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PERMIT-TO-WORK SYSTEMS
There are many types of operation on board ship where the routine actions of one person may
inadvertently endanger another or when a series of action steps need to be taken to ensure the safety
of those engaged in a specific operation. In all instances it is necessary, before the work is done, to
identify the hazards and then to ensure that they are eliminated or effectively controlled.
The permit to work system consists of an organized and predefined safety procedure. A
permit-to-work does not in itself make the job safe, but contributes to measures for safe working.
The particular circumstances of individual ships will determine when permit-to-work systems
should be used. In using a permit to work, the following principles apply:
(a) The permit should be relevant and as accurate as possible. It should 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 specify the period of its validity (which should not exceed 24 hours) and
any time limits applicable to the work which it authorizes.
(c) Only the work specified on the permit should be undertaken.
(d) Before signing the permit, the authorizing officer should ensure that all measures specified
as necessary have in fact been taken.
(e) The authorizing officer retains responsibility for the work until he has either cancelled the
permit or formally transferred it to another authorized person who should be made fully conversant
with the situation. Anyone who takes over, either as a matter of routine or in an emergency, from the
authorizing officer, should sign the permit to indicate transfer of full responsibility.
(f) The person responsible for carrying out the specified work should countersign the permit to
indicate his understanding of the safety precautions to be observed.
(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
authorizing officer
MANUAL LIFTING AND CARRYING
• Lifting and carrying objects may seem to

be simple operations but many persons on
board ship have sustained serious back
and other injuries by lifting in an incorrect
manner.
• Every person who is required to handle
loads manually should be properly trained.
• Before lifting and carrying weights,
seafarers should first inspect the loads
regards its weight, size and shape.
Attention should be given to sharp edges,
protruding nails or splinters, greasy
surfaces or any other features which might
lead to an accident.
• The size and shape of the load are not a
reliable indication of its actual weight.
• The area over which the load is to be
moved should not be slippery and should
be free from obstructions.
• To ensure that the lift will be as straight as
possible, a firm and balanced stance
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should be taken close to the load, with the feet being kept slightly apart.
• Seafarers lifting a load from below knee
level should adopt a crouching position
with the knees bent but the back should be
kept straight to ensure that the legs take
the strain.
• The load should be gripped with the whole
of the hand.
• The load should be kept close to the body
and lifted by straightening the legs.
• Where possible or when lifting to a high
level, the seafarer should:
(a) use a bench or support to make the lift
in two stages;
(b) adjust the grip as necessary for carrying
or lifting to a second level.
• The load should be carried in such a
manner as to ensure that vision is not
obscured.
• To put the load down, the lifting procedure
should be reversed, with the legs doing the
work of lowering, with the knees bent, back straight and the load kept close to the body.
• Safety shoes or boots should be worn.
• Personal protective equipment such as back supports should be worn as much as possible.
• Mechanical aids or devices, such as a block and tackle, should be used as much as possible.
• Seafarers should take note of the working environment when loads are being carried on board
ship, particularly if the ship is at sea.
• Particular care should be taken to coordinate action when two or more people are carrying a
load.
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LINE HANDLING
• All seafarers involved in mooring and unmooring operations of any kind should be informed of
the hazards of engaging in such operations.
• A competent person should be in charge of mooring operations and ascertain that there are
no persons in a dangerous position before any heaving or letting go operation is commenced.
• On each occasion that a vessel berths, all relevant circumstances such as weather, tides,
passing vessels, etc., should be considered in determining a safe securing pattern of ropes
and wires.
• Mixed moorings of wires and ropes in the same direction should not be used because wires
and ropes stretch differently.
• There should be sufficient seafarers
available to ensure the safe conduct of
operations.
• Only competent persons should operate
windlasses and winches.
• Under no circumstances whatsoever should
seafarers stand in a bight of a rope or wire
which is lying on deck. Seafarers should
never stand or move across a rope or wire
that is under strain.
• Ropes and wires are frequently under strain
during mooring operations and seafarers
should, as much as possible, always stand in
a place of safety from whiplash should ropes or wires break.
• Due to the types of man-made ropes that may be on board ship, seafarers should be trained
in the techniques of "stopping off' wires and ropes. Chain-securing devices should be used for
stopping off wire mooring ropes but never for fiber rope
• A watchman should regularly inspect the moorings when a vessel is alongside and the
moorings should be kept tight at all times to prevent the ship's movement.
NOW TRY THIS!!!
Read the given scenario on the next page and write down your insights about
what happened and how to prevent the same incident.
123
Name: Score/Mark:
☒ Concept Notes ☐ Laboratory Report

Type of Activity
Activity Title Case analysis. Deaths in an enclosed space and falling from heights.
1. Assess and evaluate the risks associated with working aloft or alongside,
entering an enclosed space, the danger or injury of lifting heavy objects, and
Learning Outcome(s) the dangers in line handling.
Authors/References
Case Analysis. Write down your own opinion about the given scenario.

Scenario: 1
The vessel had berthed and commenced discharging, with a shore crane, a load of 72,000 metric
tons of steaming coal. When requested by shore personnel to draw samples of the cargo, the duty
officer instructed the crew member to do so by entering hold number six through the trunk that housed
the Australian Ladder.
After about ten minutes the officer noticed that the crew member had not come up from the hold.
When he went to the trunk opening, he found the crew member had collapsed and was lying on the
Australian Ladder just below the first landing about three meters below the main deck level.
Immediately he mustered assistance; the crew member was brought on the main deck and attended
to. The port ambulance brought the victim to the nearby hospital but he was declared dead on arrival.
Unfortunately, the atmosphere inside the trunking was only checked some 24 hours after the accident;
Oxygen and carbon monoxide levels were found to be normal.
Scenario 2
A chemical tanker had arrived at the terminal. While in port, it was planned to launch and maneuver
the rescue boat as part of a series of emergency exercises. The drill began with crew rigging the
embarkation ladder from the rescue boat stowage deck. The rescue boat was lowered without
personnel. The crew then used the ladder to climb down to the boat and unlock the hook.
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After executing some maneuvers on the water, the boat crew returned to the retrieval hook and made
the connection. Three crew successfully climbed back up the embarkation ladder. As the fourth crew
member was climbing, he suddenly felt exhausted and fell back into the water from a height of some
4 meters, hitting his back on the rescue boat. He was quickly recovered and first aid was administered.
The victim was later taken to hospital ashore. He was declared unfit for sea service due to a back
injury and was subsequently repatriated.
The company investigation revealed that the embarkation ladder does not rest firmly against the ship’s
side when rigged at the boat station, due to the flare of the stern. Climbing up a hanging ladder is very
difficult and requires much strength and stamina.
TASK:
Write your reflections on the two incidents. In your own opinion, what was violated that caused the
incident? Who was at fault? What recommendations would you suggest in order to avoid similar
situation?
Scenario 1:
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Scenario 2:
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CONGRATULATIONS! For Making Up To Here. Just always remember, KEEP SAFE.
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LESSON 16
SAFE WORKING PRACTICES… continuation
1. Assess and evaluate the risks associated with electricity and electrical equipment, chemical and
biological hazard,
2. Adapt to the safe working procedures taking account of new technology and other changes in
working practices, equipment, the working environment and any other factors which may affect
health and safety;
WORKING WITH ELECTRICITY AND ELECTRICAL EQUIPMENT

• Seafarers should receive adequate training before
being permitted to work on electrical installations.
• All live parts should be effectively insulated and
enclosed in conduits or otherwise protected and
should be maintained in that condition.
• All electrical equipment should be regularly
inspected to ensure that it is suitable for its
intended use. Any electrical faults or other defects
should be immediately reported to the appropriate
person and repaired by a competent person.
• All electrical appliances should be clearly marked
to indicate their safe operating voltage.
• Flickering lights should be investigated and repaired by a competent person.
• Circuits and appliances carrying different voltages in the same installation should be clearly
distinguishable by notices, markings on distribution boxes and other conspicuous means.
• Seafarers should not interfere with a design and installation intended to prevent circuits and
apparatus from being subjected to voltages which exceed those for which they were designed.
• Repairs to electrical installations should be carried out only by a competent person or when a
"permit-to-work" has been issued
• Personal protective equipment, such as rubber gloves and rubber boots, should be used
whenever there is a risk of electric shock, but should not be regarded as providing full
protection against such a risk.
• Fuses should be replaced only by authorized persons.
• The following notices should be exhibited at suitable places:
(a) a warning notice prohibiting unauthorized persons from entering electrical
equipment rooms, interfering with switchboards, and handling or interfering with
electrical apparatus;
(b) a warning notice specifying the person to be notified in the event of an electrical
accident or some other dangerous occurrence, and indicating how to communicate
with that person;
(c) a notice specifying the voltage present in equipment or conductors; and
(d) a notice prohibiting the use of naked flames in the vicinity of the battery room.
• Only authorized persons should have access to and enter equipment rooms containing live
electrical equipment or have access to the rear of live switchboards.
• No work should be done in dangerous proximity to a conductor or installation until it has been
made dead and signs have been suitably posted.
• Seafarers not authorized to carry out electrical work should never install new equipment or
alter existing equipment.
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• No maintenance or repair work should be attempted electronic equipment until it has been
effectively isolated and any stored energy dissipated.
• Only competent persons should be authorized to repair electronic equipment.
CHEMICAL AND BIOHAZARD SAFETY
• Dangerous and irritating substances

should be handled only under the supervision of
a responsible officer.
• Seafarers should wear appropriate
personal protective equipment
• A chemical from an unlabeled package or
receptacle should never be used unless its
identity has been positively established.
• Employers should ensure workers are
instructed to familiarize themselves with the
accompanying data sheet to any chemical agents they may use in the course of their work
• Anyone should also be aware of the potentially hazardous gaseous by-products which may
be produced from the reaction of the cleaner/de-scaling product and the object itself or
products used together, as this may result in an asphyxiating, explosive or other hazardous
atmosphere.
• Chemicals should always be handled with the utmost care.
• Eyes and skin should be protected from accidental exposure or contact.
• Manufacturers’ or suppliers’ advice on the correct use of the chemicals should always be
followed.
• Chemicals should not be mixed unless it is known that dangerous reactions will not be caused.
WORKING CLOTHES AND PERSONAL PROTECTIVE EQUIPMENT
Safety of self and co-workers is the prime priority kept in mind by a professional seafarer while
working onboard ship. All shipping companies ensure that their crew follow personal safety
procedures and rules for all the operation carried onboard ships.
To achieve utmost safety on board ship, the basic step is to make sure that everybody wears
their personal protective equipment made for different types of jobs carried out on ship.
Following are the basic personal protective equipment (PPE) that are always present onboard
a ship to ensure safety of the working crew:
1) Protective Clothing: Protective clothing is a coverall which protects the body of the
crew member from hazardous substance like hot oil, water, welding spark etc. It is popularly known
as “boiler suit”.
2) Helmet: The most important part of the human body is the head. It needs utmost
protection which is provided by a hard-plastic helmet on the ship. A chin strap is also provided with
the helmet which keeps the helmet on place when there is a trip or fall.
3) Safety Shoes: Maximum of the internal space of the ship is utilized by cargo and
machinery, which is made of hard metal and which make it clumsy for crew to walk around. Safety
shoes ensure that nothing happens to the crew member’s feet while working or walking onboard.
4) Safety Hand gloves: Different types of hand gloves are provided onboard ship. All these
are used in operations wherein it becomes imperative to protect ones hands. Some of the gloves
provided are heat resistant gloves to work on hot surface, cotton gloves for normal operation, welding
gloves, chemical gloves etc.
5) Goggles: Eyes are the most sensitive part of the human body and in daily operations
on ship chances are very high for having an eye injury. Protective glass or goggles are used for eye
127
protection, whereas welding goggles are used for welding operation which protects the eyes from high
intensity spark.
6) Ear Muff/plug: Engine room of the ship produces 110-120 db of sound which is very
high for human ears. Even few minutes of exposure can lead to head ache, irritation and sometimes
partial or full hearing loss. An ear muff or ear plug is used on board ship which dampens the noise to
a bearable decibel value.
7) Safety harness: Routine ship operation includes maintenance and painting of high and
elevated surfaces which require crew members to reach areas that are not easily accessible. To avoid
a fall from such heightened area, safety harness is used. Safety harness is donned by the operator
at one end and tied at a strong point on the other end.
8) Face mask: Working on insulation surface, painting or carbon cleaning involves minor
hazardous particles which are harmful for human body if inhaled directly. To avoid this, face mask are
provided which acts as shield from hazardous particle.
9) Chemical suit: Use of chemicals onboard ship is very frequent and some chemicals are
very dangerous when they come in direct contact with human skin. A chemical suit is worn to avoid
such situations.
10) Welding shield: Welding is a very common operation onboard ship for structural repairs.
A welder is provided with welding shield or mask which protects the eyes from coming in direct contact
with ultraviolet rays of the spark of the weld.
NOW TRY THIS!!!
Read the given scenario on the next page and write down your insights about
what happened and how to prevent the same incident.
128
Name: Score/Mark:

Type of Activity
Activity Title Case analysis-Death due to electrocution. Chemical hazard incident.
1. Assess and evaluate the risks associated with electricity and electrical
Learning Outcome(s) equipment, chemical and biological hazard,
Authors/References
Case analysis

Scenario 1
When a Hong Kong registered container ship encountered main engine problem, she dropped
anchor and waited until an engine spare part arrived by a launch. The crew used an electric hoist to
lift the spare part from the launch and lower down into the engine room through an access hatch,
but it was stuck in the hatch.
When a fitter tried to shake the lifting chain of the electric hoist by his hands to release the stuck of
the spare part in the hatch, he suffered electric shock and lost his conscious. He was sent to a
hospital at shore by a rescue launch and he was declared dead in the hospital on the same day.
TASK:
Write your reflections about the incident. In your own opinion, what was violated that caused the
incident? Who was at fault? What recommendations would you suggest in order to avoid similar
situation?
Scenario 1:
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2. A drum containing liquid chemical was accidentally punctured during discharging. What do you
think is the proper response in dealing with chemical spillage?
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Congratulations!!! Hope you aren’t dizzy yet with our topic. You’re almost
through with all the lessons so just keep it up and continue with the next.
130
LESSON 17
ROUTINE MAINTENANCE IN KEEPING THE VESSEL SHIP SHAPE

Onboard maintenance is often carried out at short notice without a great deal of planning. This
may lead to an insufficient coating result. By having a well planned and executed Onboard
Maintenance Program, the appearance and the performance of the coating will meet your
expectations. As a result, maintenance intervals will be longer and the vessel will have a better
cosmetic appearance throughout its lifetime. Long term paint consumption and maintenance cost will
be reduced and the crew will spend less time on paint jobs. Ultimately, vessel lifetime can be
prolonged and cost during dry-docking will be reduced.

1. Adapt the safety standard procedures when performing routine deck maintenance works in
accordance with shipboard instructions.
WHAT IS CHIPPING?
The removal of weld spatter, rust, or old paint from ironwork using a hammer and cold chisel
is called chipping.
CHIPPING TOOLS, PRECAUTIONS & PROTECTION

Rust Scale removal by chipping, hammering, scaling and painting constitute the major portion
of hull maintenance and requires labor and costs. It is important to do chipping properly not to allow
rust again in the place where chipping was carried out once.
It is better not to remove rust than chipping halfway through.
CHIPPING TOOLS
Air Hammer
Air Disc Sander
Air Chisel (Jet needle chisel type) Chipping Hammer
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Scraper Wire brush
PERSONAL PROTECTIVE EQUIPMENT
Excellent personal protective equipment

is available abundantly but still, there
are many cases of mishaps, surveys
have revealed that many injuries are
attributable to not using the protectors.
Chipping Goggles
Especially for chipping tasks, it is very

important to protect your eyes. In
working under the scorching sun, the
lens of goggles tends to get blurred due
to sweat. Even “anti-dim’ processing is
not helpful in this matter. The accident
often occurs that iron rust sticks an eye
of the worker who wears sunglasses
instead of goggles to prevent blurring
due to sweat. Flying of iron chips in using a disc sander is very dangerous. They may not
directly attack the user but may come in the eye of another worker even when he is wearing
goggles. A person in charge must give advice about the procedure of the work, checking the
condition of the entire workplace.
It is important to make it a rule to ‘correctly wear complete

protectors’
• Prepare an eye wash with 1% to 2% boric acid solution
so that the workers can wash their eyes at any time.
• When the foreign matter comes into seaman’s eye, do
not rub the eye but wash it. Rubbing the eye does not
remove the foreign matter at all.
• If the injury is slight, blink your eye in water and use eye
ointment.
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Dust Mask
General gauze mask is used for a hygienic purpose

and not for dust Prevention. To work in a highly dusty
place, you shall wear a dust mask. Fine particles of
0.1 to 5 micron in size are dangerous to human lungs.
10 micron or larger particle hardly come in our lung
and therefore is not so problematic. Gauze mask is
sufficient when air hammer or air chisel (multi-needle)
type is used.
Ear Plugs
There are two types of earplugs for noise prevention while working:
1. to cut low and high frequencies of noise

2. to cut only high-frequency noise while allowing the low frequency to pass through
Vibration Proofing gloves
When a device which strongly vibrates is being

used, such as air hammer, wearing vibration-
proofing gloves is very effective. However,
most important thing is that you do not use such
device for a long time.
Keep Things in Order
Keeping workplaces and tool stores in order is important not only for increasing work efficiency but
also for preventing accidents. Arrangements shall be done by responsible personnel but keeping in
order is very important and shall be done by all workers.
• Put tools in specified places so that they can easily be taken out.
• Protectors and detectors shall be stored so that they can rapidly be used on an emergency.
• Unnecessary facilities shall be removed, unnecessary goods be early disposed of.
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Preparations before chipping
1. Has the Pre-meeting or Toolbox meeting carried out?

2. Is proper Personal Protective Equipment worn by the seaman?
3. Are the instruments, tools, and hoses being used not damaged?
4. Do the tools function properly?
5. Is the surface washed with fresh water and then sufficiently dried?
6. Salt, in particular, contributes to the peeling of paintwork. Once the flaking of paint stats, it is
troublesome to restore the situation. It is ideal to wash with fresh water pressurized to 50-100
kg/cm2 if such a facility is furnished onboard.
7. Are proper scaffoldings and lighting provided?
Precautions during chipping
1. Consideration should be given so that the same person may not use the same instrument for a
long time, e.g. one should take different postures by shifting in sequence from one type of job
to another e.g. use of an air hammer, sweeping of the place where chipping was carried out
and the use of an air sander.
2. A sufficient distance from other workers should always be maintained, and no work should be
done in the direction where rust particles may fly.
3. Never forget lubricating air-driven tools. It advertises itself by heating immediately when it runs
short of oil.
4. The paper for the disk sander should be replaced after disconnecting the universal coupling as
a safety precaution.
5. Small rust scale should be removed by using a disc sander or cupped wire brush. The surface
must not be damaged by using an air hammer unnecessarily .
Precautions after chipping
1. The adjoining area which was sanded with a disc sander should be cleaned thoroughly of iron
powder which will adhere to it and turn it to rust red with the lapse of time.
2. The steel section damaged by chipping tends to rust very easily, compatible painting should be
applied with sufficient coats and thickness.
3. Lubricate the working parts by supplying a few drops of oil to pneumatic tools.
*Places where small rust has begun to form because of a thin coat (insufficient thickness), should be
re-coated rather than scaling to a film thickness of at least 350 microns.
On Tanker ships, the process of chipping as mentioned in company’s SMS may require a Cold
Work and/or a Hot Work Permit.
Preparations for Painting
Remove particles. After de-rusting remember to remove all particles etc. from the prepared surface
prior to painting. If possible, use the working air available on deck.
Avoid contamination Paint immediately after the surface is prepared – in order to avoid
contamination, increased salt levels and flash rust on bare metals.
In case of contamination. If the surface is contaminated prior to painting, a final wash is

recommended. Use high pressure fresh water. Alternatively hose down thoroughly with fresh water
combined with manual scrubbing.
134
Paint Application
Paint brush
For pitted and difficult to reach areas and for primer application direct on steel, brush application is
recommended.
• Good quality natural fiber or synthetic brushes.
• Brushes must be clean before re-using them for other different paints.
• Dip the brush often to keep it well filled with paint.
• Do not dip the brush deeper than half the length of its hairs.
• On flat, vertical surfaces, apply the last stroke of paint in a vertical direction to reduce sagging.
Roller
When paint application is done with a roller, use a roller board to assure an even distribution of paint
on the roller.
Pitted areas should be touched up by brush before roller application.
• Rollers must be clean.
• Phenolic rollers with short hair are recommended.
• Dip the roller often to keep it well filled with paint.
• Over rolling can cause paint pick up, specially associated with fast drying paint.
• Finish by rolling in one direction to ensure a uniform finish
Spray gun
For larger jobs, it is recommended to use a spray gun. Do not use an airless spray for applying stripe
coats. Check pressure at nozzle, nozzle size, spray angle and that the filter is clean prior to
application.
Paint film thickness Consult the TDS (Technical Data Sheet) for the specified wet and dry film
thickness. Too low film thickness gives poor protection and too thick film thickness may result in loss
of adhesion, cracking and solvent entrapment.
IMPORTANT!
Paint application should not be done under these conditions:
• During rain, high humidity (above 85%), snow, mist and fog.
• On surface wet with condensation. Condensation occurs when the steel temperature is below the
dew point of the atmosphere. Make sure the steel temperature is at least 3˚C higher than the
measured dew point.
• The substrate temperature is under the minimum drying limit of the coating.
• Untreated or contaminated surface.
• If dry to recoat maximum painting interval is exceeded or not achieved.
After learning all the important factors to be taken for surface preparation, do take some time
to watch the short video clip in our homepage. And do the next activity.
NOW TRY THIS!!!
Let’s see what you have learned from this module.Answer the given activity on
the next page.
135
Name: Score/Mark:

Type of Activity
Activity Title Routine Maintenance In Keeping The Vessel Ship Shape
Adapt the safety standard procedures when performing routine deck

Learning Outcome(s) maintenance works in accordance with shipboard instructions.
Authors/References

Directions: Answer the following questions.
1. What are the dangers associated with prolonged use of vibrating equipment such as Air Chisel
and air hammer?
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2. What measures are to be taken when chipping and painting high areas such as masts?
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136
Before we officially end this module, let’s try what you have learned. Test yourself and
Goodluck!
POST-ASSESSMENT TEST:
This Post-Assessment Test is a self-measure of how much you have learned from this
module. This covers all the topics from the 1st to the last part and while it will not bear any
weight in your grades, I suggest that you still take it for self-evaluation.
I. Identification. Write the correct answer on the space provided before each question
1. ___________________________ a protruding bulb at the bow just below the waterline that
modifies the way water flows around the hull to reduce drag and thus increase speed, range, fuel
efficiency, and stability.
2. ___________________________ The most forward part of the ship and runs down to the keel
3. ___________________________ is the side and bottom plating which provides the watertight skin
of the ship and also makes the greatest contribution to the longitudinal strength of the ship’s
structure.
4. ___________________________The term bulkhead applies to every vertical panel aboard a ship,
except for the hull itself.
5. ___________________________ The horizontal structures that divide the ship into levels (layers);
they also provide additional hull strength and protection for internal spaces.
6. ___________________________ These ships are characterised by their ability to carry cargo in
bulk.
7. ___________________________ the distance from the ‘line of floor’ to the horizontal, measured
at the ship side.
8. ___________________________ the fore end of the ship and helps give the box like mid length a
ship shaped structure.
9. ___________________________ this is the vertical distance between the moulded base line and
the top of the beams of the uppermost continuous deck measured at the side amidships.
10. ___________________________ it support the deck against water-pressure and the weight of
cargo.
II. True of False

Write True or False on the blank space provided.
_______________ 1. The bottom plating to the turn of bilges have the greatest thickness because
bending stresses is greatest as the plates are located furthest from the neutral
axis of the ship.
_______________ 2. The double bottom can’t provide for additional safety in the event a bottom
plate is damaged by limiting the extend of flooding.
_______________ 3. Bilge keels are intended to resist rolling.
_______________ 4. A panama fairlead is so named since they were mostly used in the Panama
Canal
_______________ 5. Masts on a tanker vessel may fulfil a number of functions but their prime
use in modern ships is to carry and support the derricks used for cargo handling
_______________ 6. A balanced rudder is a rudder in which the axis of rotation of the rudder is
behind its front edge.
137
_______________ 7. Bow lines are lines used to secure the ship to a wharf, pier, or another ship.
_______________ 8. Riding chock is metal fairlead for the anchor chain. It prevents the chain from
fouling on deck and also holds the riding pawl.
_______________ 9. Four Strand or Shroud Laid Lay – Provides the rope with greater bearings
surface than three-strand rope.
______________ 10. Serving means winding small line against the lay and over worming and
parcelling to protect line from chafe and water damage
III. Enumeration.
1. What are the essential Personal Protective Equipment needed for working on-board ship?
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2. What are the preparations to be made prior entering an enclosed space?

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IV. Name and label the parts of the anchor.
CONGRATULATIONS!!! YOU HAVE ALREADY REACH THE END OF OUR MODULE.
YOU CAN VIEW THE KEY ANSWERS IN OUR HOMEPAGE

138
REFERENCES AND TEXTBOOKS
1. Merchant Ship Construction By H.J. Pursey

2. Introduction to Naval Architecture
3. Merchant Ship Construction By Dr. D. A. Taylor
4. Nicholls’s Seamanship and Nautical Knowledge
5. Ship and Ship’s Routine Revised Edition
6. Complete Guide to Anchoring and Line Handling
7. Code of Safe Working Practices for Merchant Seamen
8. STCW ’78 as amended: Table A-II/1 Function 1: Controlling the operation of Ship and care for
persons on board at the operational level
Table A-II/5 Function 1, Function 3, Function 4
9. The Nautical Institute
10. Ship Construction by DJ Eyres
11. The Theory and Practice of Seamanship by Danton
12. Code of Safe Working Practices
13. Essential Knot Book by Jarman
14. Royal Navy Seamanship Manual
15. Ship Construction and Stability by Cosare
WEBSITES:
http;/www.thenauticalsite.com
http:/www.libramar.net
VIDEO LINKS:
1. https://www.youtube.com/watch?v=-cHFwRhtrjU
2. https://www.youtube.com/watch?v=6FrCusDG41U What is the BULBOUS BOW for? 4 MINS
3. https://www.youtube.com/watch?v=BXnpSzL7mOo (Ship Terminology - - Ship Parts Names with
Pictures 8 mins 25sec
4. https://www.youtube.com/watch?v=c44TSsgQk3Y Types of Tanker Ships
5. https://www.youtube.com/watch?v=k1YxpOg3r6U How Does a Ship Turn in Water?
6. https://www.youtube.com/watch?v=0GirQGOBkxE&list=PLJyXGNLCtTqqUH8hHRns2qxvM
pHrUUFxK&index=7 the missing link
7. https://www.youtube.com/watch?v=0rp9Qwo4YSA&list=PLJyXGNLCtTqqUH8hHRns2
qxvMpHrUUFxK&index=23 Missing Link Ch. 5 - Mooring Lines
8. https://www.youtube.com/watch?v=hKRL-HcSJx0&list=PLJyXGNLCtTqqUH8hHRns2qxvMp
HrUUFxK&index=28 IMCA SEL 038 Mooring incidents
9. https://www.youtube.com/watch?v=Nw9P8Ao5QsI The Missing Link - Part 2
10. https://www.youtube.com/watch?v=A41MtEfnTls single point mooring
11. https://www.youtube.com/watch?v=62O7KYfb4GA How To Anchor a Mega-Ship | Anchoring &
Equipment Explained! | Life at Sea
12. https://www.youtube.com/watch?v=aTGPa3shOoc Pilot Ladder 36K
13. https://www.youtube.com/watch?v=i02Dzdum8bA Gangway Preparation
14. https://www.youtube.com/watch?v=c8LuwE6eDrs picking up a tug
139

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SEAMANSHIP 1

Ships, Ship Routines & Ship Construction

(a) Promotion of proper hand washing

3. Steps in Personal Sanitation

4. Instructors, Assessors and Safety Officers’ Responsibilities

**Participants – limit maximum of 10 participants

Man: Machine ratio:

4.2 Students/Trainees’ Responsibilities

5. Conduct of Classroom Theory, Laboratory Exercises, Training & Assessment

Annex D. DOH ADVISORY ON SOCIAL DISTANCING PROTOCOL

I. NAME OF PROGRAM BSMT

The course is an introductory to ship

• Pencil and eraser

ONLINE LEARNING ACTIVITIES

COURSE WEB SITE

ACTIVITIES AND ASSIGNMENTS

• the recall of facts or information, by viva-voce or objective tests;

POOR GOOD VERY GOOD EXCELLENT

POST ASSESSMENT TEST ........................................................................................................ 137

REFERENCES …………………………………………………………………………….……………. 139

Marlinespike Seamanship - Marlinespike seamanship concerns the use and care of

1. When using natural-fiber rope, you should NEVER __________.

8. The beam of a vessel refers to the __________.

SHIPBOARD ORGANIZATIONAL PLAN

WHAT DO YOU CALL THE PEOPLE MANNING THE SHIP?

YOUR INITIAL TASK:

Duties and Functions

What Are The Different Types Of Captain Jobs?

Senior on board Operations Manager

Watchkeeping OOW (Officer on Watch)

Engine Room Management

ELECTRICAL ENGINEER OR ELECTRO-TECHNICAL ENGINEER

Chief’s Cook Assistant

TASK #2: WATCH THE VIDEO

JUST FOLLOW THE LINK ON OUR HOME PAGE.

Follow this margins:

Section: __________________ Time Schedule: ____________ Bottom – 1”

Shipboard Organigram of a Passenger vessel

Year and Section: Date:

☐ Concept Notes ☐ Laboratory Report

☐ Illustration ☒ Other: Research

Activity Title THE SHIPBOARD ORGANIZATION

RESEARCH ON THE FOLLOWING DUTIES AND FUNCTIONS OF PERSONNEL

Congratulations! You have already finished the lesson 1

At the end of the lesson, you will be able to…

Partial Deck: Any deck that is not a complete deck.

Weather Deck: A deck or part of a deck that is exposed to the weather.

Bridge: The space from which the ship is controlled.

Afterdeck: Deck behind the bridge.

Bridge Wings: Decks on each side of the bridge.

THE PRINCIPAL STRUCTURAL MEMBERS OF THE SHIP:

DIFFERENT TYPES OF HULL:

2. Longitudinal Framing System

TASK # 2 Watch Video

JUST FOLLOW THE LINK ON OUR HOME PAGE.

Year and Section: Date:

☐ Concept Notes ☐ Laboratory Report

Activity Title Ship’s General Arrangement Plan

ACTIVITY # 2 – On a clean sheet of bond paper, sketch a side view of a

a. through email attachment – scanned/image copy, (indicate email address);

See the attached format in the following page as an example.

Section: Time Schedule:

TASK #1 Read the profiles below to know more

Section: ______ Time Schedule: Bottom – 1”

NAME:___________ DATE:

SECTION: ____________________________________ TIME SCHEDULE: _

NAME:___________ DATE:

SECTION: ____________________________________ TIME SCHEDULE: _