The Efficient Deck Hand - Ocr

THE EFFICIENT
DECK HAND
By
C. H. WRIGHT
Revised by
THOMAS PROVAN
--
A companion book to: "Survival at Sea - The Lifeboat & Liferaft"
THE EFFICIENT DECK HAND
J lIE EFFICIENT DECK HAND
1he- Derartment or Tr<ln~rorl E\amination,
I Ikck Hand and Ahle Seaman Cerlineales.
I,) "Sul"\i,al ,It Sea The Lilchoat and Liferan".
BY
C. H. WRIGHT
Revised h:
THOMAS PROVA~
SAFETY DOES \OT IHPPEN

of care. Ihought and good organisation.
" : c'\\:tre.J
BEWARE OF SHORT elTS

I. -'\ ~dm()SI invariahly reduce the ~arely margin.
GLASGOW
IlR( )" '\. SO'\' & FERGUSON. Lill .. NAt IICAl PCBl.ISHIRS
4 10 DAR,\UY SrRLLI
(·op~nb!.hl In all ,,"',HII:lr~,,-'~ \i2-':l1,Lt(}r~ In l:1L' Ih.'r:l,,"'" lln\l'lltJOJ:
.-\1: ri!;l-:h n>l>~'\\:d
Fir~1 Editinn 197_~

Fourth Edition 1990
Reprinted 1991
Reprinted 1993
Firth Edition 2003
ISBN (j X5174 706 X (Fift h Edition)

ISBN () X5174 55X X (Eourth Edition)
I .'003 BROW'\J. SON & FERGllSON. LTD. GL.\SGOW. G41 '::SD

.\lade ({lid Prill/cd ill Grcat Brilllill
Ih the SHme Author
SlRVIVAL AT SEA-THE LIFEBOAT A:\D L1FERAFT
\\'ritlell for Candidate, the Dep<lrlmel11 of TI

I.\Hmillalion for a CeniticalC ()r in Suni\al Craft
:'Ie-,,:a Thi, Ile\\ Firth edition ha, hl'en re\ised taking inlo
"c(OUnl the elwrmou, (hanges laking especlall} in Radio ~COI11-
n:nications, Search and Rescul' (SAR), Glohal Maritime Di,tn:ss and
"~Jl'1\ S\slem (Ci\:lDSSL Emergenc\ Posilioning Indiclting Radi,)
IL'cll<ll1, (EPIRBL Stailliard, or l'rairiing and CerlilicalJon ro~' \V,ltch
"'l'pers, updated Summar;. or Admiralty 'N()tice, tn Vlariner, and mueh
1],'rc', ,<;/lrrira/ al SCi! is il1\alllable to Olheers, Cadeh, Pell\ Ollieer"
){,ltlllgS. Yachtsmen and Fishermen, Ihe Cre\\" of FIl1ating Oi', Rigs and
II D~partmenlS C(ll1l1ected \\ ith them, lised Ihroughout the \\l;rld in
,,'lIlltll's, '\aulical Training Establishmel1t-> this gl'm or ,I h\)nk is recol11-
111'1llkd for inclusion in all\hlps' lihrari.:, h;. Th~"\:llItiealll1"titllte,
I,\TER,\ATIONAL REGLL\ TlO:\S FOR PRE\T\,TI'\G

COLLISIONS AT SEA AS A:Y1E,\DED 1995
Fully Explained.
\\ llllc'll for hoth amateur and pmfessional ~eal11en it (ontains ,I C,IP;' 01'
rln:ll Act ()j' the International Conferl'ncc 01' Re\ i,ioll 01' the
' I lldtional Regulations for Pre\cnlinu Colli,i\llb at Sea 1972, as
1,':ldl'd IlJX I a~ld \\ hidl came inl,) f(;rce on ht J line 19XJ, Fulh
:,,[t-:d \\ilh coloured suitably explained, '
A I\Il'ST FOR EVERY '\\ \'1(;\ TOR.
SURVIVAL FOR YACHTSME,\
,), 1:,111\ --KnO\\ your Lilcrart" complelel;. rl'-\\l'itll'll and hrought lip
k \\ 11h all the latest regulalion", Specilicall;, I'or all yachtsmen,
.111 ],, 1 dt (l\\ners and fishermen, A maqerpiece or
pr,lclic~tl inf,lrm:llinn
1\:t1 arloaL in Ihe e\ent of a disasl.:r.
PROFICI E'\CY 1'\ Sl'RVI\'AL CRAFT CERTI FICA TE$
" L ,dh \\Tilten 1'01' candidates alll'Illpling l\) pa;.s Certificate, or

,,1,'11(\ III Sunival Cran. Contains all the necessar~ infClfmalion,
• r.lhk 'I'om Ihl' Pliblisheh

'~, 'i"ll c\: rerUU\lHl. Ltd .. '+ 10 Damie: Street. G G.+ I 2sn
','m '\:lutl,'aCB,)()beller",
FOREWORD TO FIRST [DlTlO1\"
was interested \\hen the Author. Cartain C. H. Wright. asked me to

read the 111;\I1u~cript of this book and I checked my diaries to lind lhat I
had examined ':;.160 seamen for their Able Seaman and Etlicienl Deek
Hand Certificates (not all passed) during my IX years' service as <i
Nautical Surveyor in the Board of' Trade at Li\erpool.
This book more than emers the syllabus and should be helpful to
Glndidates stucivin!!. for Ihis examination. and it makes a \erv good
companion book tc>'Sunival at Sea The Lifeboat and Liferaf(' b) the
same Author and no\\ in its fifth coition.
I am glad that Captain Wright hib mentioned Pilot Ladders and
quoted the regulations for the correct oflhe Pilot Station.
Safety and Fire have been emphasized to a praise-worth) degree: I
frcquently tell seamen that thcre is nothing cO\\ardly about donning
safetv harness and lifeline, a good seaman is never foolhardy.
nlere are man\ "Ne\er~ "']n this book. all maxims hased on accidents
and happenings ~vhieh have occurred. hudding seamen will do \\1.'11 to
take these warnilws to heart. Here is another ""'e\er" Neyer. when
engaged in brushing down a funncl preparatory to painting and using a
longhand led deck-scrubber. insert the broom-handlc dO\m the exhaust
pip~ to lIse the hroom-hcad as a seal. A seaman. he had sailed \"ilh me
during the war. actually did this. the e,haust valve lifted and the ship
blew-ofr. needless 10 sav. the seaman was killed.
A word of advice' to candidates appearing before the Nautieal
Surveyors of the Department tlfTrade. put on your best appearance. this
is important ror any oral examination or imerview and I can assure you
it help5 a lot.
Finally, I congratulate Captain \Vright on an excellent job of seaman-
ship and hope it will ease the task of hoth pupib and Instructors at
Nautical Training Estahlishments. and make it 1110re eertain for D.T.1.
Examiners to be (ible to pass candidates.
C. G. CUTHBERTSON
Commander. D.S.C.. R.D .. R.N.R.(Rtd).
Younger Brother or Trinity House.
",morary Seamanship E,amlller to The Indehlligable.
Marine Surveyor.
Liverpool. March 1973.

PREFACE TO FIRST [OITIO'\
In writing this text book. aim has been to try and fill a gap by
pro\'iding~ an lip-tn-date I'llI' Ordinary Seamen. Carpenters.
Engine-room Ratings an Engine tll Deck Conn:rsion course.
[x~'Ro\,tl Naval R,ltin!!s the \1.:rchanl Scnice. D.H.L.·s. and
Deck (adets. who are ;,"ttempting the Department or Trade Examination
lor Able Seaman or El1ieient Deck Hand. I have also tried in some small
measure to give in addition. dell1ils or some or the more modern and
Cl ll11plex equipment they may be called upon to lISC.
It has been presumed th:1t a candidate for an A.B .. or E.D.H.
Certific:lle (or in the case of an cnginc 1'00111 rating. examination pass).
\\ill he in possession (If a Lifeboat Eilkiency Certificate. Boat\\ork
therefore although in the syllabus. has bcen omitted. Any candidate \\ho
is not in possession of a Proficiency in SUf\'i\ al Crart Certificate. should
:llso study in conjunction with this book. its companion book.
Proji('iell(,], in SIIITil'u! C/'(//I C('rti/7('(/I('\' in which the subject of boat\\ork
has been 'more than adequatel:: covered for candidates attempting the
Proticiencv in Survival Craft Certitlcate.
It is als~l hoped that many schools \\ hich provide a measure llf pre-sea
training fllr a pruportion of their pupils. Sea Scouts and Sea Cadets. will
jind much useful material within.
I wish to acknowled\!e mv gratitude to al1 those who have so kindh
assisted me in the \Hitili!! an([ i~1 .
CommanderC. G. Cutherbertson. D.S.C.. R.D .. R.N.R.(RtdJ. '{olinger
Brother ofTrinitv Hou~e. Marine Consultant.
Captain H. C. Llrge. Master Mariner (a valued colleague. now
retired).
Mr. H. Hambling. Miss S. .I. Thorpe and other members of the B.S.F.
(Liverpool). Mrs. E. Evans and \-1r. C. M. Wright. M.C.M.S.
C. H. WRIGHT
Principal. National Sea Training Sch,)ols.
Liverpool. March 1973.
PREFACE TO FIFTH EOITIO~
In this nrth edition or The Efficicnl [)CCUIllIlt!. I havc taken each of the
main chapters and updated the inrormati(1I1 accordingly. Where
necessary. new materiaL pictures and diagram, h~lve heen included and
llutdated material deleted. although some have been kept for hist()rical
knmdedge. Many of the chapters havc becn enlarged to encompass
technological advances. particularly with concern to safety. protection
~ll1d health. The book itself has been kept in the ,a me style that ha~
prm ed S(l popular over the years.
THO\-IAS PROVAJ\
January. ~()()3.
ACKNOWLEDGE\1ENTS
With thonks to the 11/(11)' illdil'idll({11 and cUll/panics jor adricL'. IitCl'oture
photugraphs,
IIl1d
Angus Fire Armour

Bib~bv Brothers & Co.
Bridon International
British Paints & Chemicals. Torpedo Marine Painb Division
Certex (UK) Ltd.
B. Cooke & Son Ltd,
Cunard-Brocklebank. Atlantic Container Division
Dasic Marine Ltd.
Denholm (Management) Ltd,
Draeger Ltd. ~
EI1cr;nan Lines Ltd.
Ferguson Shipbuilders Ltd.
Kock um Sonics
Lifting Gear Hire
L10vds Beal Ltd.
MacGregor & Co ('-';av<ll Architects) Ltd.
MAN B & W Diesel A/S
Marine Safety Appliance Co.
Marland Designs
Mine Safety Appliances Co .. Ltd.
Nu-Swift International Ltd.
Overseas Containers Ltd,
Pains-Wessex Safety Systems
P & 0 Photographic Library
Protecta International Ltd,
Rapp Hydema A is
Samson Rope Technologies
Shandon Southern Instruments Ltd,
Shell Tankers (UK) Ltd,
Siebe Gorman & Co .. Ltd.
The Welin Davit & Engineering Co.
VicLOr Pyrate
Viking Lifesaving Equipment
The "M" Notices are reproduced by permission or the Departmcnt of
Transport.
]\ote. The contents of this book should provide a good basis of general
knowledge for most of the equipment likely to be encountered on a
British ship. Howcver. readers are advised that equipment and fittings
supplied to any particular ship may diller in make. description and
usage. rrom those described and illuslrat..:d, Thererore alwavs make
you~self familiar with the equipment provided on any ship YOLl may be
servmg.
Vl
C01YfE:\TS
Pa~c
Foreword !o firs! .:lii!ion 1\
Preface !o Jlr,t and fifth edition \
Ad; 110\\ ledgcl1lents \1
CHA PTER I Guidance of Training Requirement~ for Certificate of

Competene~ as A.B. or E.O.H.
OIAPTER 2 'Jautical Terms and Definitions !\

Timc bell:, and II ate he, 1-+
Emcrgenc\ si!!l1dls 15
L()()k~llIt Juties and 15
Na\i~!atllln li!!hts 16
F lags' and slg~lals 17
CHAPTER J fhe 'ames and Function, of Various Parts of a Ship

\krchant ship COilS! rue!](11l
Classitleation of
Conventional car!!() vcsscJ,;
Pdssengel' ,hips ~
Bulk carrier,
Gas Linker
OiL ore L'arricr
LASH. (Llghler aboard ,hip ,ystem)
eunt~lincr ships
V.Lce (\'Cl'\ Car~l) CaITICr,)
ll,LCC (L'lti'<l L:In!C Cal'~o CIITicrs)
LP,(J, (Liquid PClroieum (~a, Carriers)
Roll on Roll oil' ([-(o-Ro) ,hip.,
CHAPTER 4 Compasses. Helm Orders and Steering Gear

( 'ompas,;cs
Thc 11l:lgncl ie compass
rhe g~ 1'\1 C0111 pa"
Slcerin!! gear
Helm (1~',Ter,
(II ~I'TER :; The Patent Log and Hand Lead Line 71

The palcnt ' 71
(he hand linc
fh: deep sea hand kad Illle
( H.\I'TER 6\nchors. Chain Cables lind Windla"., 77

:\m:lwrs and L'llailb
Manul':IClllJ'e \.1' d challl
rile Ilindhl"
,\nci1ol'llH!
"(l'ldent pre\ enllOIl
Ingrc" ,,1'\latcr through ,purlin~' pipe,
\111 CONTENTS
CHAPTER 7 Fireti~hting and Lifesaling Appliances 86

Fire prewnlion 116
Fire Jil!lllinl! X7
Porta hie lir~ KK
Maj,)r tire lJl
Fo,im, low, medium and l)2
Gencral. l)~
Fi,cd in'lallali(lns. Carhol! dIO\ILic, sprinklers 07
Fire alarm, 07
Llre,;l\ing appliances 9:-;
Fre,h ;lir brcalhlllg apparalu, <):-;
C,)mpres,ed air hrc<llhing appm,IILI' l)x
r:mcrgcllc\ csea pc sch l)'l
Gcnera I 1()3
Ga, t1liISK, 10'
Du:,[ mask:- I (I.'
PnlleCli\c IO~
Encapsulation 107
Communication 10;
Protcetiyc helmeh 110
110
(;1,1\ e,; III)
h)O!\\Cilr 110
(;as lil!hl Inrelws III)
S,lre!\ chells Harne,;,es 110
Lill rm)ICClion reslraint arresl h;lrIle:,sc, 1111
AII1l[1sphcrc sampling cquil'mcl1I II :'
l'i\cd Il1stallatillns II :'
P!lrlahk eljuipmenl II :'
Da\y-Iamp II ()
E\pl,lsimeler 116
Inrilcl!Cls 119
J)1:aCl!el~IUbes Ill)
(ias ,~nd \apour detection Ill)
1h: "Neil-Robertson" strdcher 1'1
Resuscital,)r,; 1"
Various term, applil'ahk Il) ,arel\ prl'GILIlions 12l)
Carri,ll!t' or da 11 l!e r,lll , labels 1.'1l
I j rcnil~ F I0,1 t FI'cc A rra 11 ;rcmen is 132
Accidcn I pre\ l'l1 tlOll C 1,~4
I I11cn!enc\ Pnsllionin;r Radil) BeaCllll(EP.1 R.B,) J.i'
Ihdl';hl~II'i( Rckasl' CllIllH i
"\1" '\,)lict',
CHAPTER 8 Rope and Ropcwork

hpc;, ur rope
'\allirallihres
S\ nlhelic fihre'
Pi'durillcd gal\;llli,cd ,;lcl'l \\ il·l' rope
\li\L'l1 \\ire and tihrl' ropc"
Rope cnmlrllclinll
Brl"l~it1l! "lrail1s and 'ell'c \\[ll'kinl! h),lds
Carl' 111 till: lise 01' r(lpt? '
1\ pe' nll'tlrLiagc
Rope l1l('a,lIrCll1L'111
CONTENTS IX
Various ropes 16:'

lor Lik S:l llIlg i\ ppli:ll1l'CS M C; \ 106 :VI + F 160
Knots. ~!Ild hilchcs 1:4
BoslIl1'sChair 1:4
17~
IS2
1~2
IS6
11\6
IXh
Sld:.rC:--: ISh
r\Cl~nl11m(ldatioll ladder IS9
Mnorinl!s 190
Pilol LI~ldcr \ISi\: 1716 (\1 II 191
Accidenl pl'elcnlinn 206
"M" Nnlil'cs 21)K
Ci-'IAPTER 9 Splicing 210

SplIce,; 21 ()
To splice ,111\ hall scr Llili rope 21 ()
Back splice 212
E;.C'splicc 212
Shorl splice 212
Tn splice squ<lrell11c or rope' '1.1
Clitsplicc 214
Ttl splice tlcxihk ,leel 1\ ire I'('PC (,i\ ;,tranded I -"'-'0
Sc-r\lng "l')';;;
( H.\ PTER 10 Lifting Tackle. BI()t'k~. Purchasl's. 'lasts. I)errkks. Cranl's.

Winchl's 227
BI\)L'ks "'7
Pari" or a hl\lc~
TI pc;, or hilld s 22X
Cillc or hlocks 22i1
Purl'hases ::'.1'\
T: pcs \)1' purChdSC' PI' tackle, 2~(l
Chain h\'ls!s ::',\ 7
M:lsls 237
Topmasts -'4()
To Ilmcr <I lllpma"i 242
Derricks 244
I,' lop a derrick 244
Wllrkil1l! carl!o II ilh Clll1\ clltiolW I dcrril'~s 246
C~II'l: ()r~krri:ks and gear 24K
,Iumh(l derric'" 249
('r:II1<:s ., I
Winch,'s
rkClric II inch", 256
Hldraulicllinchcs :;:;6
Scli'·lensi(lJ)ll1!! II inche, 2,~;
-\cciliel11 111\:\ ~nl iOI1 2'9
j II \ I' ITR II Hatches. Holds llnd Deep Tanks
Hatche,
In c,)l1\cnliol1al hall'h (open itupl
rOllpcna ICll1klid
.\ COl\TI:NTS
.\bc(jrce:or ,teel hatch COl crs

Routine :)1' opel1l11g and MacCifL'gor wlllllg hatch
CO\<'T' '71
Ilokb '7'
Vl'lltlhuiOl1 2l)()
·\ccidcllt prCIl'l1tlOI1 2l)1
Sal'c opcratiOJb (111 olbhorc ,uPI ' i1 I l',.;cb 29,~
CHAPTEI< 12 \laintenance 297

Painting ~ln
Variulh pj'raint ~l)X
Painl Inll .'()O
Paint brushc, JOO
Roller, 301
C,ll1lentiollal 'pral 30 I
Airk" spm\ ,jO~
W,)(1dwork .'),02
T,'llis ,()~
Oil lamps 30:'1
Rounds 30()
11\ !:(icnc ,06
\Vi;:c ropes 306
hr~hs .\il7
Canl a, :\07
Petty pilferage :;07
Sounciine:, '07
Accident pn;lelllioll 30 7
CHAPTER 13 Halardou'i Cargoes 310

!\llll11l1nilioll " If)
Cornl,in: and or toxic iluilb :110
Intlallllllahle liquid, .,10
Oil. Liquid Cia, and Chemical., 310
Care (1I'Tclllk Wa,hine: Hose,
SlIl11J11<11'\ ~
Dall!!Cro'lIs Chcll1ic~iI, III
Bulk
Trai~ing Rt:quiremcnh "11 l~ pes lll' shil"
Tankers
Ro-R,) PaSSClll!Cr
p,\,scngcr Shq;,
High Speed (ra!'t
"1\.1" '\uticc,
CHAPTER 1
GUIDA;\fCE OF TRAINING REQUIREMENTS FOR
CERTIFICATE OF COMPETENCY AS A.B. OR E.D.H.
A Certificate or Comretency a, A.B. b i"ued under the Merch,lnt

Shipring Act of I LJ.f~ and Merchant Shipring (Training and Certi-
fication) Regulations 1977. taking into account requirements of
S.T.C.W.LJ5. International Labour Orl!anisation AllIe Seaman COl1\en-
tion 1946 and the I.M.O. SaICtv or Life at Sea Conwntion. :\0 Seaman
engaged on a British ship regIstered in the United Kingdom m'l;" be
entered on the articles as A.B .. unless he i, the holder of a certificate.
Ccrtificate, may be issued \\ ithout eX'lmlllatlon. on application to an
M.C.A. Marine Olliee. or nautical college and on payment or a ICc ror
the Certificate. Candidates must abo produce ,Uprorti\C C\idence
confirming the following:
(a) they haw attained the age ol'I~:
(b) rroof of medical litne",:
(c) obtained a Watch Ratinl! Certilicate:
(d) obtained an LD.H. ~Certlficate or \·.Q.2 in Marine Vessel
Operation:
(c) obtained a Certilicate in Proficiency in Suni\al Crart and Rcscue
Boats O/" a Certificate of Proficiency in Sunival Cran O/" a Life-
boatman Certificate: .
(1') comrleted at least 24 months sea-sen icc in the ded department or
36 months as a General Purpose (G.P.) rating. 01' \\hich at least 12
months was on deck duties.
Sea-'ienice in a deck capacit: on sea-going fishing \essels of morc than
16.5 m in registered length. ROyal N'I\: shirs or \1obile C)lfshore Units
1,\1.0.l!.) \\ill be counted in full. but a minimum of 6 months ,ea-
,ervice on merchant ships is required for certification as A.B. seaman.
Seafarers on M.O.L.s with the required sea senice unable to complete
h months on merchant ships will be issued with an A.B. certificate.
,uitablv endorsed and laminated for usc on M.O.L.s. This lamination
\\ill be' removed by M.C.A. on comrlction or 6 months sea-sen ice on
merchant ships.
\. seaman or I ~ years and o\er 111,1: appl;. to be examined III the
'lualil'ying examination. rnnided he h,IS:
1,1) 12 months senice (less remission if al1\) <IS a deck r'ltinl!. and IS In
possession of a steering certificate for nZ)t Ic'iS than I() hOL~rs.
I h) I ~ months senice (iess remission if am) as a G.P. ratlnl!. ,Ind I, In

possession of a steering certificate J"or nZ)t Ie", than I0 hOl~rs.
'\ot less than 25 per cent oj" the qualifying sea senice muq haH? been
pc'rl'(lrl11ed in shirs (other than fishing ho,lts) llJ" 100 gro,s tons ()j" nWlc.
'I In ,ailing ship, Or.f() gross tons or morc. The rel11<1indcl' uj' the scnlcc
]1,i\ bc pcrj'nrmcd In an;. t;. pc 01 \c,scl oj 15 grns, t,111' 01 l11(lIC. hut
THE EFFICIENT DECK HA:\D
scrvlcc in the ,mailer \es;,eb is allowcu [0 COllnt at half rate onl".

(Qualirying service includes sen ice a, a deck rating perrormed (in
vesseb or the ROHtl I\a\\.)
seaman intending to take the examination ,hl)uld firsth
make enquiries regaruing dale ~lr COllr,e. duration and cost, imolvea
fr0111 a Training PrO\ ider. An approach tn the company \\here you are
employed is cusllmlary: thereafter on the appropriate form
should be made to the Training . Proof of age and sea-service
together with a Steering Certificate \vill be required lin the case or
H[lpliealion ror an A.B. Certificate. ,I Cenilicate of Uliciency a, a Life-
bl1alman l111h[ also be produced) at (his stage. remember (here i, a ree
for the certificate. After tuitil1l1 'training ha, been cl1mpleled. arrange-
ments to take the examination at a Nautical College situated in most
principal porh will be made 011 your behalt'. ~
The e'(aminer will notil\ Ihe candid,lte llf the results in \\Titinu. and a
succes"rul candidate must produce his Dischargc Boo"- (Di,. A.) to a
Maritime and Coastguard Agency (M.C.A.) 1'01' endorsement and i~~ue
or the certificate. A ,uccessful candidate \\ho does not qualify for an
A.B. Certilicate \\ill be is;:,ued \\ith an Efficient Deck Hand (E.D.H.)
Cerlifica te.
A seaman \\ho is unable to attend a C\llirse \\ ill be directed b\ the
Tmininu Pnnider to the Examiner. who will make arranuements t\)~hold
the e.\a~llin'ltion. In sllch cases a~ Il1llg a notice as possible should be
given by the candidate, in order that the eX<lminer may haH? time to
make the arranucll1ents.
Although not compulsllry Cor Ihem, all deck cadets, midshipmen, and
apprenlices are ,trongly recommended 10 obtain ,Ill Etlicient Deck Hand
or A.B. Cerlilica[e. Application for a l'Our,e ~hould be made 10 their
Company. or to the Principal or a Marine Technical Collegc they are
attendin!!.
Carpc~ller~ are advised that lime sened on articles as a Ship's
Carpenter is allowed [(1 count a, sea senice r\l!' a deck rating.
Candidates 1'\11' an Emcient Deck Hand Certificate. should whene\Cr
possible, obtain at the same time a Certifi.:ate or Eilkiency as a
Lif'eboatman. or a Certificate of Pronciencv in Sur\i\~t1 eral'\. in \1rdcr
tilat they may qllalif'y I'or an A.B. Certificate Immediately lhe~ hme
uained thc necessarv sea service.
- Lnder eerl,lin circumstances. the examination m,l\ he taken lw
eandidatc, under the age of I g ~ear, Clnd prior to going 'to sea. or by all
Room r:lting wit:lOut deck service \\ho has attended an apprO\ed
Enulne Room Deek COI1\Crsion Cour,e. The result of the examination
\\ilT then be entered in their Di,charl!e Book (Dis. A.), butlhe Certificate
\\ ill not he i,sued Llllliithc eandidatchas:
i;l) Reached the ;Iue or I g vears.
ih) Obtained a sk'erill!! cel:tiliGlte Cpr 1ll1! bs than 10 hOllrs.
(l') SC\'\l'd the rl'liuisite period ot"sea senilx (less remis\illn).
THE EFFICIET\T DECK HA,\D
Entr~ requirements for E.D.H. Certificat('

(a) be at least I
(b) have the basic training: required by S.T.c.w.
Code A-VI I:
(e) hold a Na\·jgational Watch Rating Certificate: or
a steeril1!! ce'i'tifica te: or ~
pr(loi" (l(ha\ing obtained sllilicient experience:
(d) meet the medical litnl'ss reqUirements:
(e) completed 12 months sea sen ice in the deck department: pr hold a
deck otlicer certificate of cnl11petenc~ (Fi~hing),
QI.'ALIFYI~G EXAMI,\ATlOi\ SYLLABlS (E.D.H.)

'\ autical Knowledge
..,I. Meaning of CDllll1101l nautiealler111s.
NavigatIonal watchkeepmg dUlie, ,,-; follo\\s:
(,I) duties or a bridge lookout and the reporting: of lights and
nbjects:
(b) kn'o\\ledge or the compass card in 360 notation:
(c) understand helm orders.
Lifc saving appliances and fin: lighting appliances as foIlO\\s:
(a) understand the of mustcrs and drills and know
\\hal action to take Oil alarm si!!nals:
(h) understand thc a~ld the dangers or Ii xed
s111ntilerin!! s\stems:
Ie) understand correct precautions and d,lI1gers of life-
hoat releasc
Id) understand pl"OCedllre~ l"l1r boat preparalion and launching:
Ie) understand the precn lItion, to bc llbscned \\11en mainl aining
lifeboats and dm ih:
Ii') understand the importance \11' tire and \\ alerlight d(lors .
. ·,("ica/ll·or/.; tiS 10/1011'\:

('0111I11on knots, bends and hitches including:
reel' knot. limber hitch. c!tHe hitch. bo\\lin~. ho\\linc 011 the bight.
,heet bcnd, double sheet bend. sheepshank, rolling hitch. ro~ltld
turn and t\\O hall' hitche" ligure of eight Knot. fisherman's hend.
monke\ 's nst. \\all and crown Knot:
( (1111111;111 splices including:
,'\1.' splice in eight strand pbilcd rope: eye, back and shurt splice
:11 three strand rope: eye splice wilh locking tuck in \\irc rope,
i1drcel and serve a splice:
II Ilippings and
,:Irl'. u,e and storage 01' ropes and "ire:
~hc: C(lrreet Iii or\\in: grips k.g. 'Bulldog:' grips):
',1'(' :Ind selection or stoppers ror \\ires and ropes:
or sta!!es and b(l';un'~ chair:
I.'!glng or pilolladders. gang\\uys and accommodation ladders:
4 THE EFFICIENT DECK HA\lD
I). ri!!!!ing or a hvdrostatic release unit:

14. rigging a derrick:
15. securing the deck for severe weather:
16. opening and closing of halches and watertight doors including
how. stern and other shell doors:
17. marking of anchor cahles.
Candidate will be e,(peeted to have a good working knowledge of the
C.O.S.\V.P. 1991<. for Merchant Seamen.
Duty and Responsibility

I. Protective clothing and equipment.
~ Safet\' sil!n~ and to include standard si!!ns and colours for
dangerou~ goods. pipe lines. lire extinguisher~ and gas cylinder,.
). Sarel\' induction.
4. Fire precautions.
5. Emergency procedure.
6. Safe movement on board ship.
7. Working aloft and outhoard.
1'1. \Vork in~ machinery spaces.
9. Permit to Work.
10. Enclosed spaces.
II. Boardinl! arran!!ements.
12. Malluallirtilll! <7nd carrvin!!.
I). Use of work equipmenl~ ~
14. Lifting plant.
15. Hydraulic and pneumatic equipment.
16. Batteries.
17. Anchorin!! and l1100rilH!.
11<. Hatches. ~ ~
Candidates may he or either sex and will nol he required to take a
written eX(lminaliolL but \\ ill he examined orally and pradicall! There
arc no restrictiom on the number of attempts that may be made. or on
the frequency or the attempls.
A.B. Certineates granted in Ihe following countries have the same
force as those granted in the Unitcd Kingdon~:
Barbados. Canada. Ghana. Repuhlic or Ireland. Maurilius. New
Zealand. '\il!eria. Trinidad and Toha!!o. Gilbert and Ellis hlands. and
Malta. ~ ~
E.D.H. Certificates issued aftcr the 1st October. 1957 in the Repuhlic
of Ireland. Ghana. Ni8.eria. Pakistan. \Jew Zealand. Gilbert. Ellis Islands.
and Malta. arc aeceptahle as proof thai the holder has passed the
qualifying Examination.
THE EFFICIENT DECK HAND 5
RE:VllSSION OF SEA SERVICE FOR PRE-SEA TRAINt'lG

NALTICAL TRAINING SCHOOLS
Aberdeen Roher! Gordon's In~;[itl1te or Technology 6 monlhs
Belfast City of Belfast College or Technologi (, months
Blyth Wellesley Nautical School () Illonths
Bristol Incorporated \ational "'autical School (, months
Buckic Buckie High School :1 months
Cardilf Reart1,\ll Smilh Nautical Collegt: (, months
;\allonal Sea Training: School J months
Dover Prince orWales Se,l Training School (; mOlllhs
Dundee Dundee Technical C'lllcge 6 months
Fleet wood The Nautical 6 111011t hs
The "<[utlcal College (Junior course) -' months
(ilasgo\\ Lniversity of Strathchdc 6 Illollths
(iorcionstoul1 (Jordol1slOun School (Nautical DcpartmelH) (; months
Gravescnd National Sea Training School ,1 month,
Greenock \Vall \lemoria! College (, illonths
Hull Kingston-upon-Hull School or Nautical
Training (; months
Kingston-upon Hull "'aut ical College 61110nths
frinit: House :\avigmion ScilOt,b 6 months
Leith Lc'ith "'autieal College (, month,
Leith :\dulical College (TS Dolphin) " months
Liverpool Rin?rsdalc Technical College () mOlllh,
The lnddatig;lblc & Nation,t1 Se;1 Tr:linlllg
Scholll ror Boys (ollwilths
London The Merchant Navy College (, months
L()JJci<1n Nautical School (,111\1l1tlh
Plymouth Plymollth (; l11l'nths
Soulharnpton School or L'nivcrsit;. 01'
SOllthampton, \Varsash (0 months
South Shields SllUth Shields \brIn..: and Technical College (, months
\atinllal Sea Traill111g School " mont hs
Lews Castle College (C:ldet ('nurse) (; montl"
Lcv\s Chtle College Uuni()!' Course) ,1 months
Yarmouth 1.0,W, Sl. Svvithin's :.imltical Sclw(ll 6 mont hs
TRAIl'iING SCHOOLS
Remission available onlv tn candidates \\ho han: attended a C\lursc ()i'
pre-sea training at one oi'the Nautical Schools listed abo,c,

HaITO\\ in Furness Hulkcr Count\ School b mont 11,
I hil crcourt Helmich School (1111)l1!h,
lall1H1l1lh Faimolllh Technil'al ( (, month,
( College or Further Education (; 1110nths
I,\\\e,tl)i't LOll estol't Technical Collcge' 6 I1ll1llt 11,
\lnrrClh i\l11hle C(lUlll\ SccolHL11'\ Sclwol (; 111011th,
\ c\\ ea,tk-(\I1-Tvnc HI;! kelaw Sclw()i 6 mont h"
;';cll](icriand H~ Itnll Red Ilou,c c SCllllOI (1months
\\l1jt('h~l\Cll Kells S':colldal'\ Sclw"j hl11,)nth,
ESTABLlSIIMENTS OR INSTITLTIONS
;\alJ1e ('olinI'
The Sea Cadet CaJcl PCIlI Onker,; -' mOllllh
C(lrrs.
APPROVED EN'GINE ROOMIDECK CONVERSION COL RSES
Nallonal Sea Training School 4 \\ccks

NatIOnal Sea School 4 \\l:eks
The maximum remission allowed for an E.D.H Certificate i~ 4 \\ccks
and the maximum remission allowed 1'01' an A.B. Ccrlillcale i~ 6
months.
An engine room raling \\ho ha~ allended an conversIOn
course m~tY alsp cOLlnl his\ervice as an engine room rating at the rate or
one hall' or that service up to a maximum or 6 months. this remission will
count equivalenl to deck rating service at sea 1'01' an E.D.H. llr A.B.
Certilkate as follows. provided a conversion course has hecn attended.
(M.7HO para 20.)
1'1 momhs engine room sen'icc 6 months deck service
3 week conversion course "II s
8 months general purpose senice = 5 months 10 days
Tl)lal = 12 months
MeA MARlNE OFFICES ISSUNG A.B. CERTIFICATES
Aberdeen :\1arine Office Tel 01224 "74 I"

Blaih::s Qua: fa.\ 01224 1920
Aberdeen ABII ."EZ
Be~erley :\ larinc Oflice Tel Ol4iC XM 606

Cros~kill How;e Fa\: 0 14X2 :-W) 9Xlf
Mill Lane
Bc\crlc\
North HUl11hcrsidc Hl l 19 9JB
Cardiff \larine Office Tel: 02920229 5:'16

2nd Floor Fd\: 0292() 229 III
Oxi'ord 1l,)llSe
Il ills Sll'eel
Cardill'CF I 2Tf)
(;Iasgm\ :\ larine OffiCl' Tel 0141 42 c lJ4()()

flOOO A..:adcl11\ ParJ,. hr.\: 0141427 (41)1
Go" er SUCCI
G51 ITR
Liverpool \clarine Office Tel 01'1 -171 I I-\:'

Gracmc HOllse Fa": 0151 -PI II-D
2nd Floor
Lkr!w Square
Li\ erponl L2 7SQ
Londoll \c\:lrine Offiee Tel 1116Xl) :NO -IOU

Central Court hi,,: () 16W) Xl}() -1-16
iB Knoll Ri,,,~
Kcn! BRh OJA
'\ewcastle "arine Office Tel: OllJ12X:,7171

(j(\\ernmCl1!Buildings 1::\\: OIl)1 2X-l7-16-1
Ilm,ldway West
\'c\\CasliL' upon Tme :\E3 2JL
,",ollthampton \larine Office Tel: 02JX() 32l) ~2l)

"I'ring Place Fa,,: 02,'XO .\29 351
! \'; (ollllllcrcial Rl)ild
'" '~!thalllplon SO I' I LG

CHAPTER 2
NAlJTICAL TERMS AND DEFINITIONS
A.B. Able Seaman

Abaft Behind
Abeam Al right angles t,) the fore and an line 0'"1 he ship
Aboard On the ship
Adrift Loose Anoat \I iti10ut an~ mean, or propulslOn.
at the merCl oCthe wind and sea
Allo<lt Laying on top of the water
Art TOllard, the stern
A.L.E.R.T AUlomatic Lik-saving Radio
Transmitler -
Amid~hips fnthe centre line oflhe ship
Arlicb An Agreement bel\veen the Master and
t he ~cre\\
Astern Behind the ship
Avasl Stop hauling on a rope
Aweigh Said l)!"an anehpr when il is broh'll oul of the
ground
Awning Ca~lI'as elr plastic roor erected as protection
from the S Ull
Ballast Water or other weighl carried in il ship without
profit
Beam Distance across the widest part of a ship
Beckel A loop 0'" rope
Beloll BelOlI deck
Bend on Tie olle rope to another
Blue Peter The International Code Flag P
Bo'sun Deck Coremctn '
Bowse-in Bind in lighll)
Breaker A small cask u~ed to carry fresh water
A lVale with a broken crest
Burlap Sackclolh
Canvas Material used to rmlke ,ails. tarpaulins.
bO<l tCOlcrs. de.
Capsize Turn mer
Cargo Goods carried i"l)r prol!l
Cardinal buoy BUt)l. indieatine the north. east. soulh ,1I' II est.
i.c. the cardil~al points from a fixed point
slleh as a wreck. shallm\ lIater. hank,. ell'.
The f,1l1r main points ,)flhe compass: norlh.
east. soulh and I\'csl
Carn <Illal For a rope to break
Cal \\alk . Temporary ganglla~ laid ,)n lop ,lr deck cargo
Chippl Carpcnter
Clear Kecp a rope frec or kinb and
Coc" \';lill~ 10 conlrol the I1ml 01 ,l plpe
THE EFFICIENT DECK llANO l)
Coil StOll a rope in a circular f,)rm

COl11ellp Order to stop pulling on a rnpe and case the
str,\ill so that the rope can bc secured
( .OSW.P. Code or SaJ'c Workinu Practicc
Crack Tn open H Hille slightly
Crell Personnel forming the ship'~ cOll1pa 11 \ on board
Course The direction in \\hich the ship is being sleered
D,H.LI Deck Hand. Lncertificated
Doctor Ship's cook
Dunkevman Engine rool11 cre\\ ,',)re111an
D.ll.T .. Department 01" Transport (LJ, K.)
Dra u!.dll Depth ol"\\ater required h~ the ship tl) float her
DS( Digital Selecti\e Calling (in the Ci.\1.DSS.
svstem)
Dual·Purpose A l~erS()n qllalitied as both an engine room
Rating hand and A.B. or E.D.H.
Dunnage Loose wood and mats placed under or over
earuo
F f).H. Elllci~ill Deck Hand
I PIR.B. Emeruency Posilioninl! Indicatinl! Radio
Be,~con·(float·olrde~iee) ~
I I.A. Estimated Time or Arrival
I I. D. Estimated Time or Departure
1~lthom - Measurement of six feet (I.X3 m) in Icn!!th
lid Wood spike lI~ed when splicing fihre rore
Ilea vy steel pin lIsed to support ,\ telescopic
topmast
Ilcet ~I tackle Stretch purchase to ib I'ulliength
I,,'castle Crew's quarters
I ('r\\ard To\\a rds the ho\\
I ['.5.0. Floating Production Sroraul' and Oll'shore unit
( J~
III L'\ _ Kitchel1 L
( J,II,;!\\Cl\ Portable bridge between thc ship and a qua~

~ J \f.D.SS Glohal Maritimc Distress Safel\ Systcm
\ J P S. Global Posit ioninl! Svstem. ll.S". defence Slstem
using 24 satellites to tix position~ \\orld;\ide
\ J U!1111 All incorrect1\ made reel' knot \\ hi<:.:h is 1I11saJ'c
" ,':I"l'l" An enl!ine rO[1t11 hand
ill~ d" Memhers of the ship's CIT\\
I,ul Pull upon
. I. ,l ,[ The hori/ontal direction of tile vessd"s hOl\S al
a ei\en moment measured III del!rees
cl~ck \\ise from non h ~
<':!ll \Vheel b;. means or which the ship i, steered
\ 1 () International :vlaritime Orl!<lni,atil1i1
',I II <1" I An empt~ ship ~
',: I'd in,ide the hull
c:ld clip A patent clip mainl~ lIsed rill' clipping ilags to
halyards
Automatic steenng gear
]0 THE EFFICIENT DECK HAND
Jm:nb's ladder A thin rope side ladder

10.S. Junior Ordinarv Seaman
Knot Speed 01' one mlutical mile per hour
A jOll1ing of two ropes
Labour Roll and Di(ch
Launch Smallmoior blla(
Place a small boat in (he waler
Lm The lwi,( of (he strands of a rope
Lee Side ThaI side of the ship the \Iind is blml ing away
from
Lee\\ard Awav i'romlhe wind
Let <TO Untie or free a rope
Light ship Without cnnw
Ligh( vessel A navil!ational aid
List -- The anl0unl by which a ship is leaning over
tll\I(lI"ds one side
Loaded ship Full of carl!()
Log A diary of the happenings aboard a ship
A device for recording the distance a ship hHs
tra\elled through the water
L.G.C Liquid Gas Carrier
L.P.G. Liquified petroleum gas. e.g .. propane. butane.
etc.
L.N.G. ljljuilied natural gas. e.g .. methane
Lubber line Vertical line 011 the inside of a compa" bowl.
where it can be seen. and which is in linc
\\ilh the rore and art line of the ship
Lull Temporary easing or (he \llI1d force
M ll!lires( An inventory of pl)sSeSsinlls. slOres and cargo.
required hI, the Cu~tnms Authorities
Make I'asl Secure
Make \V~lter To take in water Ihrough a leak
vlan To provide \\il h men ~
Master Legal (ille for a ship's caplain
Mate Deek Officer (old and honolll"abk lille)
'vLCA Maritime CO~lsll!lIard Agl.'nc\
Mess Dining room ~ ~.
M.N.T.B. 'v1crcllHnt 'avv Training Bllard
Moor To secure a shijl alongside a quay or with two
anchllfs
'vI. R .CC Ylaritime Rescue Co-ordination Centre: land-
based aUlhl1rity responsible for promoting
ellicient organization or marilime search and
rescue an((ror co-ordinalin!.! the conduct or
search and rescue nperatiol{" II ithin a search
and rescue region
\1.S .. \. Maritime Sa leI)": Agency (superseded b)
M.C:\.)
\lLhler Assemble in a particular place
\lunda\ Heavy hammer
THE EFFICIENl' DECK llANO II
Na\igalc Procccd rrom onc place 10 another

N.U.C. Not undl.'r command
Oakum Ropc that has been unhlid. the yam, tcascd out
and impregnated with slnekhollll tar
Outboard or
On the oUhide the ,hip or [(marti, the
outside
Overboard In the water
P,llIel Atmy canw. M,I\ remain with thc
ror eas\ di~charge'
Para vane A to\\C((rrom thc~ho\\ t() cut moored
mincs adrirl
Part Whcn a ropc breaks it is said to ··part"
P,n oil' Discharl!c a crc\\ at thc cnd or a \ (H,H':'::
Pegil) Crc\\ Mess Stcward So named becaL~sc thi,
work \\a~ perrormcd hy ,I scaman \\hn had
lost a in action and \\ llrc ,1 \H10den leu
( Leu) ~
Pllrtside Left hand~side ora ship. racing fon\ard
Quarter Artcr part or the ship
Quarlerma~ter Man as a helmsman
Radar Acronvm for Radio Direction and r,lnuc
Ree\l~ Pass I lie end or a rope through an ()pe'~ing
Ringholt A securcd bolt that has a rinu attached to it
Saloon Ollleers' dining roOI11 ~
S.A.R. Search and Rescue
SA.R.T. Search and Rescue Transpl1l1der
Scotchman Any ~lec\e placed Oil rigging t\) lake L'hare
Scull Prorel an oren boat by mcans or an oar
shirped at the stern
Sea time Senice rendered as a mcmber oj' thc LTC\\ or a
ship on articlc,
Set Direction in which a current flo\\s
A enid chiscl
Shackle -- Two "0" shaped connector. made 01 ~teel
Sharks muulh Slit in each end 01' a boat C(1\ cr. thwu!.!h \\hich
thc I~tlls arc It:d to the lifting hoob ~
Ship Put something in its rosition. or taKe it
ahoard ~
A \cssel
SiJe ladder Rope lIsed for putting l'\er thc shill's
side
Sign on Join a ship for a \o~age as a memher or the
erc\\
Sil!n orf Cease to rcmain a member oflhe~hip's erc\\
SCipper Lcgaltitle 1'01' person in or a lishing
\essel
Slip Let uo or
S.O.l .A.S. Salctv or LiCe at Sca
Span Lcngth or (,(lPC with an eye each end. strctched
bet \\ cen t \\() roin h
I' THE EFFICIENT DECK HAND
Spreaders Short piece~ of wood filled betv\een the gunwale

and strongbaek. In help support a boat
cover
Squeegee Rubber strip attached to wood. ll~ed as a
broom for rel11m in!! excess v\ ater from \\ ood
decks C
Stabilitv Righting foree of a ship

StarbminJ side Right hand side or a ship. facing fomard
STCW, Standard~ for Training and Certification or
Watchkeepers C
Steer Keep the ship heading in a dIrection

Stern Rear end of a ship
Stove in Am thing broken by bad \\eather is said to be
':stO\;il1" .
StO\\ Put an object neatl~ in ih proper place
Strongback A fore and aft beam over an open boat that
supports a boat cover. when the boat is in its
stowed positi(ln
Sugi Water 1l1J:xed with soda. lIsed to clean
paintv\ork
Surf Broken sea caused b\ waves breakirl!! ()n the
shore . C
Suney Periodical inspection of a ship and her

equipment
Sweat dO\\l1 Tighten a rope
Thwarhhips Aero,s the ship from nne side to the otber
Topsiue Painl used on a ship's side abl)\e the loaded
waterline
On deck
Pull a vessel through the \\ilter hy means of a
rope
T rans'vcr\e Thvvartships
Trice To hind in
Trim DiiTercnee in the amount> PI' \\ ater dr;l\\ n h,
the how and stern or a ship .
Turn to Start \\ ork
Turn up Make secure a ['('pc t'n the hitts
Trough Hollow hetween two waves
U.LCe Ultra Cargo Carrier
Under \Va\ thrtn~gh the w;lter
Un~hip . Remove an ohject from ih \\orking posititln
UTe. Universal Time Co-ordillated ((1, \'I.T.I
V,L.ee Very Large Carl!o Carrier
VTS, Vessel Tr~lllic Sen iee~: senices de~i!!ncd to
improve the saretV' and etticienc~ ~)r vcssel
tratlic and to protect the environment
Wake Disturhed water left astern or a 11l()'ving ship
Warp \:10\C a ship hy means of ropes
A mooring line
Wash d,)wn Ilose the decks down
n-l.E EFFICIEKT DECK HA N D
W,lteh Period of dutv -Men on duty

Waterborne - Afloat .
Way Impetus of a ship through the water
We:lther side The side of a ship that has the wind blowing
onto it
\Vhite horses Fast running waves with white crests
Windward Towards th; wind
Sole. A ship "Goes Ahead", "Stops" Of "Mon's Astem", "Drifls" to

/ccl\'(ml ond is "Set"
II tirle or currell r.
14 THE EFFICIENT DECK HAND
TIME BELLS AND WATCHFS

,\fiddle lI{1tch At liming IIl1leh Forenoon II'({/C/]
OOJD hI'S I hell 0430 hI'S I hell mnn 1m I hell

01 ()O hI'S I hells U:=;OU hI'S ' hells 0900 hI's - 1 bells
() 130 hI'S J hells 05JO hrs J bells (}9301m 3 bells
0::00 hrs 4 bells 0600 hI's 4 hells 1()()Olm 4 bells
0230 1m 5 bells 0630 hrs - 5 bells liBO hI'S 5 hells
() 300 h rs 6 bells 0700 Ins - 6 hells 1100 1m - (, bells
(J330 1m 7 hells 0720 hrs - 7 bells 112() hrs - 7 bells
0345 1m I hell 0745 Ius - I bell 11451m- I bell
0400 Ius 11 hells OXOO hI'S . . II hells 1200 Im- II hells
Aftcrnoon lI'{ilch /1/ Dog 11'(f/ell Fi/'sl 11'(f1e/J
1230 hrs 1 bell 1630 hI'S I hell 2030 hI'S I hell

1300 hI'S 2 hells 1700 hI'S - 2 bells 2100 hrs 1 bells
1330 hrs 3 hells 1730 1m . 3 hells ilJ() hI'S 3 hells
1400 hrs 4 bells IXOOllrS 4 hells 2200 hrs 4 bells
1430 hrs 5 hells ::230 hrs 5 bells
1500 hrs 6 bells :Yilt! Dog 11([/1'11
::300 1m 6 hells
1530 hrs 7 hells ::330 hrs 7 hells
1545 hrs I hell I X30 hrs I hell ::.'145 hrs I bell
1600 hrs X hells 19()() hrs :2 bells ::400 Mid II bells
1930 Ius - 3 hells
1945 hrs - I bell
2000 hrs 8 bells
N, B. Six hl'/Is OI'C liner rung {/f 1900 hrs. This IIiiS /he signol /ill Ihe
llIuffnr {// Ihe ;Vorc,
E\1ERGEI\CY SIGNALS
Emergency Stations
Not less than seven short bla~ts followed by a prolonged bla~t on the
,hip's whistle or siren.
A continUlltlS ringing or electric bells and or gong". nil ships rrll\ ided
II ith them. ~ ~
Fire Stations
\ cnnlinu()u~ ringing of the ~hip's bell or a gong.
When either of the a bO\ I..' ,jgnals arc sounded each member of the erew
II ill put (lll \\arm clothes (including a tight fitting hat) and a lirejackel.
Then proceed to his emergency station and carry out the duties assigned
t,\ him on the Muster List. He I\ill then stand-by for order~.
LOOKOLT IJlTIES AND SIGNALS

hery ship is required to post a look-out man from sunset to sunri,e
;ll1d at all times during bad visibility for the purpose or appraising the
,iluation. risk or collision. ;md other to 1l;l\iUaliol1. Normally
:he look-out man will be stationed either on the rO'castJe head or in th~
~"f"o\\'s ne~t but he may be on the bridge. especially in bad weather.
The duty of the look-out man is to keep a sharp look-out from right
,I head to the beam on either side of the ship and report all lights and
\ihieets that he sights. In the absence of a telephone. the following signals
II Iii be used:
One stroke on the bell. Light or Gbjeet on the starboard bow.
'hm strokes 011 the bell. Light pr (lbject on the port b(l\\.
Three strokes Gil the bell. Light or object dead ahead.
1 AHEAD 1
~~ Oft the Port Bow
r'''~"''''M
7,
Ughthou..
6 points on
.1
the Starboard Bow
or 6 pOint5 to StBrooard
Port Beam
\
Starboard Beam
To report the Approximate Bearing of an Object

In Terms of Points on the Bow
16 THE EFFICIENT DECK HAI\iD
He must also he ahle to give the apprll',:imate hearing in points. report

near or I'ar. and name the object sighted il' ITlluired.
The look-out man will also repeat the time hells. Ilhen these arc struck
on the hridge. and report the nm igation lights hurning brightly (or
otherwise) on the hour. even hour.
Under no circumstances ~ill the look-out Illan leave his post. \vithout
heing properly relieved and no other duties shall he assigned Ilhich could
interfere \\ith his task.
The stern light is to he reported ,IS hurning (or othemise) every four
hours. normalh this \vill he done hv the man 1\ ho uoes an to read the
paten t log at th-e end or each II ateh. I I' there is no log \t reamed. it is to he
reported hy one or the \Iatch-keepers heCore going ol1"\vatch.
When the ship is at anchor. the look-out man Ilill normally keep an
anchor watch on the Co'C<lstle head. lie should keep a close \\atch on the
anchor cable and if the cahle is he'lrd. seen or kit (hy placing a hand
on the cahle) to he vihratinu. the OlTieer of the Watch is to he
immediately inCormed that the Sllip may he dragging her anchor.
At anchor in fog. the look-out man Ilill ring the ship's hell rapidly
for five seconds every minute. On ships o\er YiO ket (106.:1 m) in length.
a second man will he stationed aCt to sound a gong rapidly 1'01' five
seconds elery minute.
:\I A VIGA TIOl\ LIGHTS

(See The Collision Regulations. Fully Explained. amended 199:1.)
A powered \essel under I\ay is required to carry live navigation
liuhts.
~ A white must head light 40 feet (12m) (Ilhen the heam 01' the ship if
30 feet or more) abO\e the hull. This liuht IS to be visihle from riuht
ahead to tllO points aban the beam on either side. The light is norm,~lIy
screened undernea th to preHnt gl,1 re at deck leI el. Vessels over 165 reet
(:10 m) in length are also required to carry a second white mast head light
of similar construction at least 1:1 feet (4.:1 m) higher and astern of the
first light. These two lights are to he placed in line~ I\ith the keel. ,Ind arc
to he visihle six miles on a clear niuht.
On the port side a red light. \lsible from right ahead to tl\O points
ahan the heam on the port side. On the starho,lrd side a green light.
lisib1e I'rom right ahead to tl\O points ahaft the heam on the starboard
side. These two lights are to he screened so that the port light cannot be
seen Crom starboard or the starboard light from port. They are to be
I isible three miles on a clear niuht.
At the aner end of the less~1. a white light lisible for 6 points from
null! aCt on each side. \\ hich shall be I isible on a clear niuht for a
dl~lclnce 01' three miles. -
\cssels beinu to\vcd and vessels not under command \\ill carry the side
,[Ild ,tern. but ~lot the mast head lights, -
\ ,[rlllll, extra masthead lights ~lre required to be carried hy lessels
\\ Ilc'n 1()l1 IIlg. II hen hampered by picking up or la} ing cables or II hen nn
[lll"1 dUll. Scpclrate lights arc also rcquired I'or lessels engaged in fishing.
!11[l1c"llcl'ping. dredging and sailing vessels.
A vessel which for some re,lson is not under command will dow~e
her mast head li!!hts and substitute t\\O all round red lights one ahove
the other. at Ica~t 6.5 feet ('1 111 ) apar\. placed in a posit1'111 where they
can hest be seell. visible for a distance of at least three miles nn a clear
nigh!. Bv day she shall carry two blaCK balls one abO\e the other and at
lc,~st 6.5" feci (~111) apart. \\~here the~ can best be seen. These lights and
shapes arc NOT signals of distress.
A vessel at anchor is required to (;;\lT~ one all round whilL' light. in
the Core part of the vessel \vhere it can heq be seen. Vessels of 165 feet
150m) in length and over shall carry the light not less than ~O feet (6m)
above the hull. and shall also carry a second all round white light at the
,I !'tel' end or the vessel. not less than 14.75 feet (4.5 Ill) lower- than the
forward li!!hL These li!!hts are to be visible for a distance of three miles
on a clear~nighL By d~IY they shall carr: in the fore rar! or the vessel.
lll1e black ball.
/\ ves:.;el aground in. or ncar a fairway, is required to carry both
~ll1c1wr lights and not under command lights. Bv dav she shall earn three
hlack balls in a \ertic~d line. 1Wt bs than 6.5 l'iel ci m) aparL whei'e they
'-"<\11 bes t be seen.
The black balls or shapes referred to above are required to be two feet
1.6m) in diameter. Cork fenders arc not a suitable substitute and are
:101 tll be used as such.
Emergency oil navigation lights arc carried in ships not lilted with
dual electric s\slems and are for use, ir for am reason one or more or the
l1av igation lights should 1~lil. All ships carr'y oil not under command
clnd anchor lanterns for emergency llse.
\,l\igation li!!hts are to be exhibited at all times hetween sunset and
'linrise,~and at '~lY other time when it may be deemed necessary.
FL\GS A'iD SIG:"IALS

\ Knowledge of the International Code ( ) r Signals is not required by a
_cll1didate for the E.D.H. or A.B. examination. Howe\er. some general
~:l\)wkdge of the more common tlag hoists and signals may be expected
Fill:! flown from the jackstafl'

f ,'I" decorative purposes onlv, either the ship's house tlag or a pilot
clc· k. .
F"I:! flown from the foremast head. Courtesy Ilag

I ib is the ensign or the country the ship is visiting and is llmvn as a
'LI rk or respecl.
"i!!nals flown from the foremast yardarm or the .jumper stay
I
I': B (a plain red burgee). At night a red light. I ,11ll hmding or
,:i,cilarging dangerous or explosive cargo.
I ( ; fycllo\\ and blue vertical stripes).
,'I pCK (Union jack with a \\hite horder). I require a pilot

\. a hlue flare.
IX TilE EFFICl [NT DECK llANO
Flag II (hall' white-hall' red eli\ ideo \ertically). ha\e a pilot on

h~)ard ,
Flag P (blue with a ~quare white centrc). I a111 sailing \\ithin 24 hour~,
Flag Q (all yello\\), FIO\\I1 whcn entering PlHt. i~ a request ror the Port
Health AutlHlrity to \'isit and a clean hill or health to the ship.
Ensign with a wert (knot in the I require Customs.
Ship's numhers, A rour tlag hOlst indicating the ship's name.
Flag flown from the main mast head. House flag. This is the Company's
own and is ol'ten raised ahove the mast head h~ mean:, of a stair
Flag flown from the flagpole at the stern. The ,hip's elNgn, When at
sea. the ensign may he tlown frllm a
The is hoisted at OXOO hours and lowered at sunset. it is to he

hoisted and must not he hauled to the truck and hroken (lUt. The
house nag. which may he hroken out. is hoisted and lowered with the
ensign. likewise the counesv 11m!.
may
l!~ternatiollal signals he Ilown at any time in daylight.
Dipping the ensign

When passing a \\arship l)r lIny nationality at sea. it is customary to hoist
the ensign. As the warship comes ahcam the ensign is lowered. The
warship will then lower her own ensign and after a pause. raise it. When
the warship\ ensign has heen raised. the merchant shir should raise her
l1wn ensign agall1.
19
THE EfFICIENT DECK HAND
! /
-
House Flag
Rolling Hitch
Main
Topmast
Halyards
Bending on a House flag

t.J
VARIOLS SILHOLF:TTF:S o
DEEP WATER TRAWLER UOUIFIED PETROLEUM GAS CARRIER (LPG)
-1
::c
~
tTl
tTl
"'T'1
"'T'1
.....
IJ
STERN TRAWLER MOTOR YACHT DEEP SEA TUG tTl
Z
..::j
V
tTl
IJ
~
..,..
COLLIER );-
Z
GUIDED MISSILE DESTROYER v
ROLL ON/ROLL OFF FERRY CABLE LAYER

BULK DRY CARGO CARRIER CARGO SHIP WITH HALLEN DERRICKS
--l
:r:
.... 090
FOREST PRODUCTS CARRIER
t¢ .JI S? 4?
VERY LARGE CRUDE OIL CARRIER
5 ,Iy
tTl
tTl
"T1
"T1
I'J
tTl
Z
--l
V
tTl
I'J
;r::
:r:
;J;>
z
DRY CARGO SHIP OIL PRODUCTS TANKER v
:7 7
~ • • • • • •
~
.t,<sd. _ .. . -_ _ _...'..
'1
CONTAINER SHIP INSHORE FISHING VESSEL OIL RIG SUPPLY VESSEL iJ
CHAPTER 3
THE NAMES AND FLNCTIONS OF VARIOUS PARTS
OF A SHIP
Accommodation- A portahle stairea~e put o\er~idc whcn the ship

ladder is at anchor. for the usc or persons
embarkill\.! and disembarkinl'
Aerial Single \\ire l;et\\een maslheads~for me \\ith the
ship's \\ ireless equipment
After peak Enclosed spacc at the after end or the ship.
belo\\ the main deck. Used for ballast or
fresh water
Air holes Small holes at the top or the floors and
intcrcostals. required so that air may pass
when the double bollol1l is being tilled or
emptied ~
Air pipes Goose nccked \cntilatnrs to the doublc bottom
AI1cv\vav A passagc or corridor
Anchor' Heiny iron implement llsed to hold the ship to
a particular placc in shallow \vater
Anchor cable Heavy chain used to attach the anchor to the
ship
Angle iron Steel bar llsed as a stiffener in the ship's
construction
Azipod Thru~ter Podded Thruster units loca ted \\ here propeller
would be. rotates .lAO pr()'iiding
manoeLl\Tabilit\< without a rudder
Awning spar Wood spm placed' overhead to ~upport an
aWnUH!
Iiarograph lnslrullle~nl gi\illl! continuous trace of
prevailing atm~lspheric pre~surc
Barrel Main 111ember or a capstan or winch to which a
rope ma\ be attached for the purp()~e or
hauling on the rope
Cask or drum
Trans\erse angle iron betwcen ()pposile frames.
provides ~trength and support \() a deck
Bed 111 holt Bolt for locking a portable heam in po~ilion
Beam knee Bracket connecting a heam to a frame
Ikdll1 slleket Socket f()r H portable heam
Ikla\ ing pin Loose pin in the ~heerp()le used 10 make fast
running rigging 011 sailing ships
- ROllnded-pa~tat the bottOln tlj' the ship
where the ship"' side cLInes i"(lund towards
the keel. This is the place in the hold where
anv loose \,akr \\ ill eolleet
StrOlig twin posts for m:lkillg fast nworing
rllpes
THE EFFICIE1\T DECK HAND
H,lClt deck lpper deck upon which the lifehoah arc

~h)\\ed
H\llla I'd Strong single post for lines
Ih10m A spar that can he rilwed outhoard or lise \\1Ih
a patent log or a p71tent sounding machinc.
amidships. or for noah to tie alongside'
A derrick
The place a I \\ hich a 1'0 'cast Ie head or poop
ends
Unfurl a flag after hoi~ting
.- Vertical plate on foredeck~ liscd to divert water
coming aboard in hean weather
.- High slip~erstrLlcture rWIIl' which the ship is
navigated
Deck alxl\e the main deck and bencath the
hridge
:LII k carrier Vessel used to carn cargoes in bulk (oil. grain)
dulkhedd A vertical partitiori ~ ~
Ihllkhead stiifeners Angle irons used to a bulkhead
i~lIh\ ark - Platillg erected around the outboard of a
deck
Place in which the ship"; engine fuel is slO\\ed
Fuel for the ship's cngines
!LIIICrlh nut A nut with flanl!es attached I'or securing hv
hand ~ ~ ,
Vertical harrelused for hauling mooring
ropes
, .1 rt!(l ha t tens Horizontal or \ertical planks fixed to the
inboard side or the frames. to protect cargo
Centrifugal or screw-type pumps used to
discharge cargo
Part or shIp's st;ucture. gi\ additional
support to a ~ection or pia ting
FiAed wood 1100r ()11 the tank top underneath a
hatchway, to protect the tank lOp
Angle irons forming slots in the hold or a
container ship. to hold the containers
.llll locker Compartment in the how. above the rore peak.
used to hOllse the anchor cable
.1111> A platform on either side of the ship'~ side. in
the vicinity of the bridge. Used to swing the
lead
.111 plate Deck plates to which the shrouds and swifters
are secured
Metal lug on the side or a hatch coaminl! into
which ~\,ood wedges arc driven to secL7re
tarpaulins ~
Piece or metal having two horns and u~ed 1'01'
~ecunng a rope
Small ship engaged ill the coa~tal trmk

TH~ ~FFIClE'iT DECK HAND
CoJkrdHm - Vacanl space het\\een two \\atenight

hulkhe,\ds. being the width of the ship.
placed hd\\een engine room and oil tanks as
,\ fire prec<IUtiull or between (lil and \\C\lI.'r
tanks to pre\ent pollution
Column Samson post
Compani()11 way Fix-cd stairca,c with handrails or bannisters
Compressor A mechanical device to hold the anchor cablc
or to hold a wire mouring rope and secllre il
A machine I'or compres:-.ing air
Coullier stern - An o\erhanl!inl! ,tern
Comen I iona I shi p - A ship equirpeJ \\ ilh masts. derricks and holds
Cross-trees A thwartship spar ,)1" lable t(mard, the lor or a
mast. 10 \\hieh the derrick topping lift blocks
are secured
Original I) formed [he support for the top mast
Crow's nest A look-out position t(mards the top 01' the fore
mast
Cruiser stern A rounded stern without o\erhanl!
Crutch Tubular upright sta)ed to the deck. with a
semicircular clamp which holds the derrick or
jih or a crane in secured p()sition
Data logger Scans in pressures, temperatures. tank le\'els at
frequent intervals. should any be
oulwilh ils range a print out or malfunction
and time will alert dulv ,)Ilker
Deadlil!ht - \1ela I cover ror a glass p~)ft hole
Deek - Floor
Deckhead Ceiling
Deck service line Pires carrying sea water for \\ashing do\vn.
sanitary purposes and lire lighting
Deep tank A ballast tank the \vidlh of the with a
centre fore and art bulkhead. placed in either
the 'tween-deck or the lo\>,er hold, Used for
ballast or edible oils. and in some cases
provided \\ ith a large watertight lid
the space to he used ror dry cargo
Derrick A pivoted boom. capable or being raised or
lowered and s\\'lmg from side to side. Used
for loadinl! and dischargin!! canw
A t\\'o pronged hook, U se~l ror sec-uri ng I he
anchor cahle while the vessel is al sea
Docking hridge Smallthw<lrtship bridge ,)n the poop for use
when dockil1l!
Space between the hottom of the ,hip and the
tank top
Used for the ea rria!!e or ba llast. I'resh W,\ tel' and
oil hunkers. suh(livided Core and art bv the
keelson and hv a number of tran,\'erse
hulkhc<I,h .
TIlE EfFICIENT DECK HAND
mark~ Marks on the stem and stern pO~h \\hich \\ill

indica te [he dert h or \\ a tel' the \ es~el is
dnl\\ inl!
Located l~l lower ends ,)1' torside tanks. IIsel'tli
\\ hell dumping hallast sea\\(\ter contained
therein
Small drum on the side or [1 \\ itKh used ror
halliint! on moorint!s and the or
cargo hy fibrc ropes
Additional aerial for the usc or the ship's
\\ireless equipment
Spare ,)il n<lyigation liglth. Battery lighting of
the ship. ror usc in an el11ergenc}
Establish if flammable or explosi\e \apOllrs lire
pre,ent in compartments llil hoard
Fixture which \\ililcad a rope ill a desired
direction
Clined plate 011 ship's side at the break ur the
ro'caqle head. or poor
'Temporary \\ood structure. litted in the
hatchway or a shir carrying grain in bulk
Small ship carn illt! pas,elll!ers on a ret!lIlar
Shl)rl \ mlll1e" , ,
1,'\ Space ab,)\~e the boilers 011 a steam shir
,,;l1trol rlan Shows rosition lllld I'unction 01' all lire-lighting
eqlli rment pl'l)yided on bOlnd
:,Lllc Vertical iron plate 011 the llutboard ,ide (lj' a
:1~11l1 plate) deck in the sLiperstructure. It adds strength
OVLThang of a ~hi I' \ bm\,
Pole at the stern from \\ hich the ensil!n is
flown '
- Vertical iron plate rlll1ll tralls\er.:;cly along the
bottom or t he ship bet \\eell oppositc Crames
Said or a \essel \\l1ose weather deck rlln~ from
the bo\\ tl) the slern. Iw\itH! no raised
e\l'Cm,tlC heHd. hridge deck ~)r poop
Bridge rllllllilH! f\)re and al't abo\e the main
dcck on a sllip to prm ide a sare passage for
the crew in bad \\eather
The uppermost deck in thc how of a ship
Thc rounded portioll of IIle stem \\ here it joins
the keel
- A tank in the h()\\ or the ship lIscd for the
of ballast or fresh water. havinu a
slore room and the ehain locker abmc ii
Vertical bar on the inside or the hull. The
keelson. frames and beams pro\ idc thc
skeleton on v, hich the ship is buill
The di,tance that the deck line is
above \vater Ic\el
26 TilE FFFICIENT DECK IIA,\()
Freeing port Large opening in the bul\\arks to alkm eXLT~S

water to e~cape quickly, in he~l\:- \\eather
Funnel Exhaust pipe from the ship', engines
A chimne\
Gaff Fore and ill't spar on the after side of the
a rtermos t mas t
Inclined ,tt ahout 45 degrees from \ertical. Used
[0 th the ensilm \\hcn at sea
;\ cOIl1'partment~on hoard \\ here all cooking
and food preparation is carried out
IrOil fntme\\ork on thc fore and main topmasts.
onto which the emergelln oil steaming lights
are 11Oi~kd ~. ~ ~
Iron framework for to\\ing a tl',[\\1 or para\'(\11e
Ganger Short length or chain cahle hetween anclwr and
windlass
Gantry Main lifting frame 01 a crane
Three cornered frame fixed to thc ~hip's side,
for thc purpose of sll~pending the
accommodation ladder
Garboard strake Plates forming the ship's hottom and which
adjoin the keel or keel plate
Gipsy i\ sheave \\ith interior lugs into which a chain
\vill fit ~
Fitted (() the \Vindla~s to take the anchor cahle
Goal posts Two stump l1la~ts, onc on each side of the ship,
connected hy framework at the top and with
a topmast supported on the frame\\ ork
Gooseneck Svvivel at the heel ora derrick
Gooseneck "U" shape at the top or a double bottom
vcntilat<)r ventilator
Hatch An opening in the deck 1'01' the passage 01'
cargo
Hatch board One of' a numher of wood or meta I boards used
to cover a hatch
Hatch hallen Steel bar used to clamp a tarpaulin down al the
sides
Hatch coamim! Raised side of a hatch
Hatch ~bar Bar used to clamp the hatch-hoards in position.
fitted oyer the tarpaulins
Hatchwav Hatch, Admits can.!O to the hold
Hawse prpe Tube throUl'.h which the anchor cahle !WCs to
the anch;r -
Hold A large cargo space the depth and width or the
ship
Houndshand Band on a mast t(l which ~Iavs, shrouds and
swifters arc secured •
L1ull The whole of the ship's side plating together
\\ith the frames and floors
Ice hreaker i\ specially buill ship used for hreaking ice
THE EFFICIE\iT DECK HA\iD :!7
A fore and aft plate, placed vertically het\\een

t\\ 0 floors
A flagpole in the b()\\
A working boat as apart from a lifeboat
; i,<' ,krrick A hean lift derrick
~ ~ . "l. '11 A hea\~ angle iron runnill!! fore and art the
lengt"h o(the ship, on top or the keel piate
The centre fore and art line of plates on the
~hip's hollom
" nt' ~trap A hea\"y prong pointing art beneath a \\indla~s
gipsy. placed there to kick the cable out or
the gipsy inh) the spurling pipe
Portable heam in a hatehwav \\ith a llanue in
the centre or its upper edge. to enable Tt to
take hatchboards on both the rorward ,Ind
after due,
" H" Lighter ab~nrd ship system
Storef()Om
Liquid gas carrier
Small open hoat. prlnided for use in an
emer!!encv
"'ilt' holes Circular pie~es are cut out or floors and
intercostals. reducirH! the towl weight or the
ship ~ L
Boards pbced ,wer the bilge space in the ship

A \erticalline on the ship's side. beside the
plimsollmark. with horiLontallines running
['rom it. denoting the depth to which the ship
nl<\V load under \arvin!! conditions and
seas()n~ (lee jollolll'lg ,;oge)
A bo()k in1<) which a record or all important
e\'ents is written. sueh as damage to ship.
misbehm"iour of crew. etc, Therc arc \ arious
Lo!! books on hoard, and they're used to
pr(~\ide a summary of ;\I1Y Vl;yage
undertaken
Aerial for the \\ire1l:ss direction finding
equipment
Deck spaee heneath the navigating hmlge
A patented steel hatch coyer
A ~pecially Cl)(]strueted place ['elr the carriage llj'
ammunition and cxplosi\es
The deck ,l[' the ship up to which all watertight
hulkheads reach
ilL A line on the ship's side above the plimsoll
mark. del10t ing the position orlhe main deck.
It is rwm Ihis line that freehoard is measured
A circular hole cut in a tank, tank top. or other
place. through \\ hich a man ma~ climh
,,:1 Must he hlllicd L1ml n and watertight
t'-'
International Load Line Diagram oc
DECK LINE
LTF
•
LF -l
LT TF :c
L5
•
F T
tTl
tTl
'"r:
""T1
LW rJ
L R 5
tTl
'L
W -l
otTl
LWNA I WNA rJ
A
::::t
Deck and Load-lines are cut into the ship's starboard side and indicate the greatest depths to which the >
'/
ship can be loaded under certain circumstances and different seasons.
d
Tropical Fresh Water Load Line .................... TF
Fresh Water Load Line .............................. F
Tropical Load Line ........................................ T
Timber Load Lines use the same letters but are Summer Load Line ................... " ................. S
prefixed with the letter "L" and Indicate the greatest Winter Load Line ..................................... " .. W
depths the ship can be loaded With timber. Winter North Atlantic Load Line .................. WNA
\Llrgin plate Plate running the length of the bilge and

forming the outhoard boundary or the dl)LJble
bottom tanks
\LI'I Vertical pole in the centre line orthe shir
\L\,! house A house at the base 01' the mast. on deck
\lei,! tahle The tor of' a mast house or a pia tform in the
same position
\1"I1KC\ island Top of the wheelhouse
\klkc~"s l~lce - Connecting riece of a mooring swivel
\l'lllrship Shir driven by internal combustion engines
\ II Ig~\tion Lights - All ships must disrlay these lights during the
hours of darkness. esrecially when under way
\ \ \TEX Radio receiver vvhieh automatically rrints out
emen:rencv transmis~ions and mekorologicai
warnIngs 'relevant to the ship concerned ~
I 110 Oil-Bulk-Ore carrier
I i, '[1 deck The lowest deck
'1:,111<1 lead Fairlead with a closed top. Used in the Panama
Canal
Strong vertical angle irons supporting the
corners of the hatchways. ahove the tank top
: Ladders Means hy which a pilot boards or leaves a ship.
usually al1lxed to the side
A circle with a horizontal line running through
the centre. on the ship's side. Mark~~ the C
maximum depth to which the ~hip may IGad

in salt water in slimmer
Weather deck at the stern of the ship
Circular window
fhlrbour
,He heam Loose transverse strengthener in a hatchway
that may be removed when working carg()
rail Loose rail "on the ship's side --
I ,,·
~, Three or four blades. each being part 0]" a screw
thread
Propels the ship through the water
.1 I Large quarter circle on the rudder post head
Equipment that shows on a screen any
obstacles in anv direction
'\, ~ll1l1er A horimntal re\ l;lving aerial for the radar
. lid A circular piece or me-tal that Ilts on mooring
ropes. to prevent rats hoarding or the
ship
tackle A tackle titled to the quadrant for the purpose
of absorbing rudder shocks in bad weather
Any ropes all~ched to a mast or on the gear
attached tll anv lllast
Angle hars placell on the outboard side of any
ship. in thc vicinity of thc bilges. running fore
and art at right angles to the hull
Roll on Roll off A \essel equipped to allO\\ \ehicles to driw

(Ro-Ro) a hoard. driw ashore
Rolling beam Portable beam that is moved forward or art on
rollers
Rubbing band Usually made or COl1\e.x steel har welded
arOlind the hull of ships. prewnting damage
neQ:otiatinQ: locks. canals. etc.
Rudder Mea,;s by \\I~ich the direction of the ship's head
is controlled. A mo\eable flat plate at the
stern
Samson post A stump mast used to support a derrick. also
knO\\l1 as a King post or Column
Sanitary tank A tank lilled b\ the deck sen icc line which
supplies sanitary water hy grmit)
Satellite navigation- Aerial for the satellite navigation equipment
antenna
Scrc\\ Propeller
Scupper A drain
Seaway lead Special rairlead for use in the locks on the
Great Lakes
Sometimes called ··Port Col borne lead"
Sheerpole Hori/ontal pole passed through the thimbles of
the shrouds and swifters at their kmer end.
to prewnt the wires turning and unlaying. No
longer in common use
Sheer strake Line l~r plates on the hulL \\hose top edge is
a ttached to the main deck
Shel ter deck Covered deck space ahove the main deck
Shifting hoards Wood or metal boards temporarily erected
wrticallv. fore and aCt in the centre of a
hold. to 'prewnt grain or other unstable
ca rgo from movin"
Side door A walertight door in ~he ship's hull through
which passengers. stores or cargo can he
emharked
Side lights The red and green. port and starboard
navigation lights
Signa I mast A masl to whicll \arious coloured lights are
attached. which can hc switched l~n in
\arious patterns as signals
Otherwise known as ··The Christmas Tree'·
Skylight -- A glazed opening in the deck that allows light
to pass to the deck below. orten raised and
hinged. so that it ma) be opened in tine
weather for \entilation
Sounding pipe A pipe leading from the weather deck to a bilge
or douhle bottom tank. dO\\l1 which a
sounding rod \\ay be passed to ascertain the
amount 01- \\ ater in the compartment
Spar ceiling Cargo hattens
THE EFFfCILNT OLCI\. llANO ,\1
Ibnd Head hand nn a derrick. 111~ltk in t\\ll rarh.

(Original I, filled III the hase (11' the mas1 10
carr; hela'}in~ pins)
')e' PlJx Pipe h) which anchor l'Ilok enter, Ihe cham
locker
Hnri/onlal plales that can he pushed (lui (lIthe
hull in had "cather III inerea,,' the \\<ltcrpi<lIle
and reduce the roll oj' Ihe ShiP, Withdra\\ 11 tll
enter port
1( ):1 Vertical rosl \\ hieh heir, to suprnrt the deck
ahove
The 1\\0 white 111,IS[ head Iighh used lor
nC1 \
':': !lal The [10,ilioll in the ship in \\hieh the ,leerin~
engll1C lS Ine,lIed
A \ertieal iron risinu from Ihe keel, lind
to \\ hlch how plate,'ol' I h(' hull arc la,telll'd
A \\hit(' light :It the ,tern used ror 1l(\\luatlnn
A \ ('rtical' iron ,II the ,Iern or Ihe'\esseL
carries the \vel!lilt of the rudder
The po,ition in tl~e frolll \\hleh the hoikT'
\)]1 a steam ship are
/\ douhling plate on the ,hip':- bollonL helledlh
a sounding pipe. 10 take the sinke or the
sounding wei
Lnngitlldil~aL h,Hi/olltal pilites the ,hip',
side. inboard. tllal in eon,unction \\ ith Ihe
I'rumes e slren"th to tile \l',~el
!\ special constructed compartment for the
carriage or mail" and hulliol1
A perror:iled metal bo\ on the end of ,I suction
pipe. placed thcre to prevent f(lreign material
entering: lhe pump
Othen\ ise kno\\11 as a wse ho\
,krriek A patented heavy lift dcrrtd. of German origin
:'1 pc A pipe used for the dr:ming of fluid frnm ,I
place to a pUlllP
Iclllks Small tanks ,)11 the outboard side, of a tanker
" ',lrd The Ilene centre I'or electrical supply and
di,;[rihution throl1l!hollt Ihl' vessel
Upper rail ar()~lnd Ihe ,lern
Ve,sel constructed spccifically to carry liquid
cargo
The h~l\l\)111 or a hold which is abo the top (11'
the douhle h,lllom lanks
Large sheet of \\ aterpn)of cal1\,IS Lhell to emel'
a halch and make it \\alerli"hl
, l\lpmast A topmast thaI \\illlo\\er into~the mast
Equipment (other than a 'phone, for c(lll\eyin~
orders rrom thc hridge I() engilll' room or p(l\)r
THE LFFICIENT DICK IIAND
Timher load line Additional load line ror u,e 1\ ilh timber earl!oes
hatch A ,mall h,llch in the \Ieatller deck (lr a ship-
which cannol be properl;. hattened do\\n.
\1 hen the nLlin deck is belm\ I he Ileal her
deck. Ori!!inalh lhed to <\\oid tonna!!e dues,
No\\ bec(~min!!' oh"olete '
fonnage mark Triangular mark-on lhe side olthe ,hip
adjaeenl to the plimsollmark
Top mast A ,hon light m,ht placed on lOp of I he mast
Trimming hatch Smelll halch phl<:cd in the c()merS \11' '[1\ cell-decks.
1'\11' the use 01 s[clelimes when trimming hulk
carl!O
Truck ,I
Fla[ d1sc on the top of topmast
Trunnion Swivel tittinl! on [he heel or a iumho derrick
Tug Small I essefused lOmanOell\ I'c large ships
II hen entering and le,lIing pon
Turhines ROla n machi Iles d l'i\ en h\ steam. \\ a tel'. II indo
conibuslion gases lor pl:odueing energ;.
Turhine ship Steam ship dmen b;. turbine engines
rumble home The il1\\Cml inclination oj' a ship', side between
her maximum beam and Ihe deck
Tumbler Fixture on thc eros, trees III \yhieh ,I lopping
lift block i~ secured
Tunnel S[eeltunnel. hOllsing the propeller shafting
between lhe emdne room and ,tern gland
'Tween-deck Am deck below tl1e main deck -
Union plate Tri(mgulm plate \1 itb a hole in each (()I'ner
Lipper-deck The uppernh)~[ conlinuous deck running the
full length of ship (rreehoard deck)
Freely wtating propeller pnsilioned behind the
main propeller
v.L.ce. Ven Imge crude (lil L'arrier
Ventilator Anv arn~ngcment thaI allows the air in a
compart~llent to he changed
Ventilator plug Wood plug or melallid used to close a
\entilalor shaft and render it \~alertight
\\'ashporl Freeing port
Waterplane "file area or a ~hip"s side thai i, lInder I\aler
Water ~prinklers System used automatically i"or eXlil1!.!lIishing lires
\Vatertight door ,", dOllr lined with packing and scre\~ed dO\~n
between two watertight comparlments. Musl
be closed when Ihe ship is al sea. (This does
nol apply 10 lhe tunnel door \\ hieh can he
closed from the upper deck)
\\ edge Triangular shaped piece or \\ood or metal. used
to keep hatches clnsed and \Hlh:rtight
Depression in the tank top, \\ hich is lIsed to
collect any \\ aiel' in a hold. when the ship ha,
her double hottom extended to the ship'~
side. (Snmelimes L'all",d d Hat box)
TIlE FFFICI[NT DECK IIAND
\\,:1 dcck pI'the \\eather deck het\\een the

or rai~ed i'o'castle head and the
(I
brid>!e decK. ,1(" the brill'!e deck and the break

or a'i'aised P(lOP C
Superst ructll re on Ihe na \ ig~lt ing bridge \\ h ieh

hou\es the navigating and \tcering equipment
Machine ha\ ing a hori/(ll1lal b,lrn:1 operated b\
either hand (II' p\l\\er. III \\hieh a rope l11a~
be made fast and \\\)und around the barrel.
The machine \\ ill. b) rOlating the harrel.
calise the rope to haul or hoist an object
A metal sw\)l' that tits int() a port and prl),iech
outward, ill NeiL'r to catch \\ ind and ,I,sist
\entilation
Machine designed primarily to raise the anchor
from the sea bed
,. Trans\C!'se hori/()ntai spal'. ,ituakd near the
top of Ihe tnp mast. Originally (llle or a series
(If spars OIl \\ hieh sLJuare sails were scI.
THE HTICIE;\T DECK HAND
\lERCH:\:\,T SHIP COI\SfRl CTIO\'

:\ merchant ship is con~tructed for the sole purpose or tralbporting
goods from one place tn another by sea, It has an engine room to house
an engine tilat turns a sere\\ or propeller. \\hich thrusb the hull rorwHrd
through the water and a mo\'e,lble plate (rudder) at the rear. I'm direct-
ing its path,
Basieall~ to huild a cOI1\'entional ship, a line or horizontal plates called

the keel plate i'orms the hase, on top nr the keel plate IS a \cry strong
vcrtical steel plate, the keelson, This forms the backbone \lr the ship and
curves up\\ards at the front to I'llI'm the stem. and up\lClrds at the back
to form the stern post. Stout \ertical girders or the same height as the
keelson are set al right angles to the fore and art line of the ship. thesc
are the 1100rs, Spaced at inten ,tis hetwcen the floors and parallel i() the
keelson. arc more stout vertical ilirders. these are the IIlterenstals, The
point at which the hull plating \\lll cune from hnri7011tal tll \crtical i~
the bilge, Here the floors end. and ,Ire joined to \erlical irons cilled
framcs hy brackets. These frames form the skekton onto which the hull
plate~ arc either ri\eted or \\eldcd.
On all ships exccpt oil tankers. the l10ms and intercoswls are cO\ued
with steel plating which ,'()I'm, the bottom of the hold or cargo space. this
plating is called the lank top, The ship 110\\ has a ,:ellular double bottom.
\\ hich is di\ided into ,hlllhle bottom tanks, These tanks Illll\ stretch to
the hull plating either side or the ship. but \ery orten the tank" ends at the
bilge. a little way short of the hull plating. in these cases. the \ertieal fore
dlld aft plate confining the limit or the double b(lttom tank is called the
margin plate, The space between the margin plate and the hull platll1g is
the hil!.!\? and it is used to collect am water that l11a\ enter the hold.
The bifge sp,lee is co\ered \\ ith \$loJ boards callcd lim6er hoards. which
are portahle and can he mO\ed to giw acccss to the bilge I'or cleaning,
Ouhide the hull. in the \\<\\ $rthe bilile. filled at ri!!ht aneb to the hull
and parallclto the kel'bon IS an angle har. called th~ hilge lee!. or rolling
chock.
Inside the hull plating at \erlical inter\Clls. hori.tonlal plates the length
or the ship are provided ror strengthening purpOSeS. these are stringers,
At their top, the frames nn Cilch side will be joined together. across
thc width of the ship by angle irons called beams. The beams arc covered
hy plating to form a deck. The underside or any deek is known as a
deck-heau, The deck at the top of the frames is usually. though not
ah\<\\s. the main deck, It is also or cour~c the weather deck,
:\t' various intcn a Is. along the length of the ship. vertical stcel \\alls
running frolll the main deck to the ship's hottom rIming. and from the
frames 011 one side 01' the ship. to the frames on the other side. are
pfl)\itied to hreak the ship up into SCleral \\<Itertight compartments,
The~e are the \\:iterti!!hl hulkhe'lds. and Ihe al1ilie irons runnil1il \ertiealh
:It inlenals to ili\e aJditional stren!.!th are thc hulk head stirren~rs. '
-\bll\e the ~\eather deck are ,7nious hou~es forminil alllOng other
tillnil~. the hridge and the accommodation, The \\Iwlc nl' this is ~terl11eJ
thc ~lIperstructl~'C,
-I A':C"~~N].
[EH"NIi
111/14 ......
•• Ifl:CaMA14"'''''rff1~'
-l
:c
Plan of Main Deck rr:
m
T;
T;
r;
rr
Z
-l
V
Foremast steaming light m
I)
r:
:c
);;.
Water line Z
Afte~r~::~~~~:i~~~~~~~;-~~~:~.T1N~",~~~;\;~,,~,~,;~:1r~~~~~-,r.:~~r1~~~~~~~!:~~1E~~~~J Fore
v
Peak ., " ' Peak
Tank Tank
Deep tanks
Double bottom
Plan or thl? Lin Vessel '"Advenlurl?r" Messrs. T. and 1. Harrison Ltd.

'J')
'.h
WHEELHOUSE
ACCOMOOATION
ACCOMODA TION
INTERNAL DECK PL TG. 6.5 THK'l
ACCOMODATION
ELECT WORKSHOP !No.1 MACHINERY SPACE ENGINEERS WORKSHOP f.O, HEELING

TANK p, & S,
PLTG HHK~:
PLTG 7THKl
e'
CLEAN O,F,
DEEPBEAJ
BUNKER p, & S,
_ lfrTHK SKT.
',! m.5 PLTG. 8 THK'l
PLATES & GIRDERS INTERLOCKED ~

WITH 'EGGBOX' SECTION==""---'
Typical plan showing important arcas or ship,

STANDARD SOUNDER PIPE

CAP STAY CHAIN
"", WEIGHT LEVER COCK
500
1
-[,,""'=-
I In Machinery Spaces
'To be l000MM above
Fioorplate Level
PIPE SOCKET
WELDED INTO OECK
12mm dia Snifting Hole
SOUNDER WlTH STAND - PIPE WEIGHT LEVER SOUNDER

NORMALLY USED ON OPEN DECK NORMALLY USED IN ENG, RM,
DOUBLE BOTTOM TANIKS AND
SOUNDER TERMINATING IN
ACCOMMODATION
3 - OFF 50mm x 125mm

SLOTS CUT IN PIPE
45,SSS>sSS. (z)$I
DETAIL A
::JETAIL AT BASE OF SOUNDER

STANDARD STRUM BOXES

SPlrf P1U
~rERw.
JMM THICK GA.lV M S

pf'~H1RATm Pl ATE
9MM HOLES
BRASS SPl IT
P!~S
sPt.!TPIN
C ,//
SPl.ITPIN ///
~// VENTILATOR PIPE
FD'CASl1.E OECK
THE EEFfClENT DECK llANO
ihe Core and aft line or hull plates ne:d and parallel to the keel plate.
I' l'ach side of the keel plate. is the garhoard strake. The rtHe and art
tlc ,)j plates at main deck bel. is Ihe sheer strake. Shaped hull plates
',II haH' heen cut at one end with a cLine. \\ here the hull plal<.'s rise In
'1"tiler deck. arc fashion plates. "-j,I rI'O\\ plates that run along the
.thoard houndary of any deck abo\e the \\eather deck arc lish plates.
'Id dre placed there III added strength.
\l'ce~s to the doubk bollol11 tanks is prmitled by man-holes. cut in
',' teink top. man-hole covers are both water ught and holted do\\ n. The
. '''I', and intereostals arc lightened by having (Hal pieces cut oul. and
" 11l)ks are enough f()r a man to crawl through ['or the purpose of
<'c,ction. The plates are also cut to allow the passage of air ,It the top
.: l1uid at the bottom. so thai the tanks can he lilled and emptied.
I rnm this point on. the siructure of the ship will be determined h}
, c'<lrg()e~ (goods) she IS tll carn, and the ports tn which ~hl' is e.\pe\.'ted
.I,[lie.
, <llltainership Propu)"iion. Cnlltainerisation c(lJllinue, In gnl\\ as it has

]c' ror a lOll!! time, and Ihis continuuus !!ro\\ th has also led to the
,'I(lpl11ell1 of\ery large containerships. -
I hl' term "very large containership" ihelf has heen constantl~ re-
11l'd over the last decade.
I ~11 \ears ago. a 4.500 teu containership represented the edge or
.1\;lilable technology whereas today vessels approaching t\\ice that
arc a realitv.
are dehatil1!! where this cnntinuOliS II1crease in size is
~; to stop. and some s4a~ that the ma,imum capacity i:-, likely to be
1I1I1l\:u because of Suez rel!ulatiolls Oil maximum beam and draught.
·.he' wish fllr a reasGnable ~jeadwei!!lll teu ratio. '
length. hreadth and draught n( thc ship \\ill have tn be increased
[kantl) in order to accomnwdate a load capacity or 12.0()O teu. An
,'cI,e nf length, hreadth and draught will not inl1uence the hull
but will also require that harbours and container cranes are
ic'd for the new era or container vessels,
"prllrr(s)
.. li)C!hility 01' one propeller to absorb the main engine pt)\\er. ilnd
Ill' the required propulsion thrust at a re,tsollable elliciency. \\ill he
l'1'ortant issue when discussing the propulsion (If very
. 'llT vessels.
rc't\uction in propeller efficiency as a result ill' a single propeller
: tllg at high load can open the door for twin-screv\ container
, .-\ vessel equipped with two propellers should preferably be
,'d ~IS a twin-skeg hull. since this solution will provide the best o\erall
'1,)11 efficiency according to availahle theory on the suhject.
t'uture or cnntainer vessels with two propellers will depend on
"jhilities or an appropriate design of the ship's hull. and whether
~ resistance and the water 110w 1'01' the propellers can he Kept at
can match the state-ol'-the-ar\ ror single-prnpellcr ships.
,'()ry, the open-water propeller efficiency ror <I twin-screw instal-
-I() TilE EFFICIENT DECK HAND
1,ltion can be improved by up to 5" wpoints when using a larger total

rroreller disc area, fewer hlades, etc. This corresronds to an approxi-
mately ~"" saving in rropulsion rower ir the resistance or the ship, \\ ake
held and thrust deduction raetor of the t\\in-skeg hull can be kept at
arrroximatcly the same lnel as ror an ordinary hull \\ith one propeller.
Propulsion
A propulsion package tailored to a rarlicular \essel and malll engine
design may include some or all or the following elements:
• Sterntuhe. shartline and bearings
• Controllable-ritch rropeller ~
• Remote control system.
The rrime design objectives or such ke) rrorulsion items as the CP
propeller and the remote control system are:
• Proreller thrust relluirement
• High propeller eilleiency
• High reliahility
• Lo~\ levels of \ihration and noise.
Remote control system:
• Control 01' engine speed and fuel pump index
• Optimal combination 01' propeller pitch and speed
• Overload protection and high reliability.
To meet the abO\e requirements, the propeller blades are eomputer-
designed on the basis or the most advanced hydrodynamic theories.
- _..1 ~- -""1_--,-
---"", ~
r--~
~I
i
I I
TH[ UFICI[~T D[CK JJA~D -II
c'11ll1bim:d with practical experience and extensi\\: mmkl tests at

"llcrnationalh reclH!nised Indrod\l1amic institutes.
The black, 'are d~signed specifically to suit each type or hull and. to
:','duce pressure impUlses 011 the ship's Undel"\\llter structure. a highl~
,kc\\(.:d hlade desien is available,
fhe large yoke- pin eceentricit) and the shape of the blade font and
hlade flange permit high blade-actuating forces.
Cireater tlexihility and manr>eLl\Tability. simple usc of step-up ge,lr
\ ith shaft alternators. and shorter stopping distances arc some or the
llherent advantages of the CP propeller <Inti control compared
\ ith fixed-pitch propeller systems.
Reversing the pitch i, simpler. smoother and mlleh rastef than
,'\erSilH! the engine.
c
\1AN B&W'Diesel patented ih tirst controllable-pitch propeller in

')112.
I-rom the very beginning. the CP propellers were delivered as part elf
. \l11plete propulsion packages incorporating the sharting .
. '111 rols. etc. availablc at the time.
l"llllay. to(1, the package philo:,ophy continues to be de\eltlped \\ ith
:ll"Ound the MC cngine programme.
( of ships. To en~llre thc structure 01' a ship is properly

la,,~ification
'n,tl"llcted and cquipped ror the purpose it \\as built. sets (11' rules
1\ C becn dra\\ n up- \\orldwide-by Classitication Societies. These
",,'ldies have surveyors who check and make Slife that ships are
ltlt in accordance with the rules. In the U.K .. L1ovd's Register of
"1)1ping take on this responsibility. and decide the class ~)r ships
lilt to their satisfaction, usually vessels retain this class thrOlwhout
,',r lire and arc regularly surve)ed. checking they are being pn~perly
.:lnLlined.
( qmentional Cargo Vessels have openings in the upper deck and

,,:1:- decks helow the upper deck. (hatcl1\\ay,) 011 the
':'cr deck. will he bounded by vertical plates not less than .2 feet 6 inches
'-::11) high. which are the hatch coaminl!s, Am deck belo\\ the main
,k. j, a~·tween-deck. when there is mO~'e thal1 one '(ween-deck, the
,:>t deck above the tank top is termed the nrlop deck. Underneath the
,.Imay. the tank top is often protected by a wood platrorm called
. Ll'ilill!!. Hatehwavs in 'tween-decks will have lillie or no coaming. but
I'lo\ided with po;·table stanchions and guard chains in lieu. ~
I ill' I'rames will all be lined with a series of either horizontal or vertical
: cl, kno\\n as cargo battens or the spar ceiling. Cargo hattens are pro-
,j to keep dry cargo off the frames and hull plating. thus preventing
1.[;Ie to the cargo bv condensation .
. l'llds of the~beal1lS thai are cut to alll)\\ I'llI' the hatc!may opening.
'e ,upported by a strong . \\ hich in its (1\\n turn is supported
1,' t100rs undcrneath the tank top. mean, of cithcr t\\O or fOllr
, Heforc the hatcl1\\ays ale portable beam, arc ,hirped
.c'll tile ends of the Cllt beams. to help maintain tranwerse strength.
hre,lk (11' the hatc]l\\ a\.
THE EFFICIEl\iT DECK H;\:\O
:V1cln~ con\cntlOnal shirs with 't\\een-decks ha\e a sm,111 hatel1\\a~

cut in each C(Hner of the 't\\een-decks. These trimmll1[! hatches arc
pnl\ Ided i'or the usc of dockworkers ,1l1d others, \\ho may 11<I\e to trim a
hulk cargo such as grain or coal. ur underneath the deck-head.
Ag'lin. man~ cOl1\'entional shirs haw large tanks rlaced in one or
more or the 100\er holds or 't\\'een-deeks, either completely across the
ship. or in lhe wings. These deer tanks arc provided ror the carriage or
~dlhlc oils. and ma\' ,ilso he used ror sea \\ater ball'lst. Ven orten the\'
h,l\e larue \\aterliuht lids \\ hich can he remo\ed, so that tailks can als~)
he used For the car7-iauc 01' dn ear[!o.
rhese shirs \\ill al~o he surrlicd \\ith derricks or possihly cranes I'or
the rurpose 01' handling cargo. in rllrls \\ here this is necessary. He,I\Y lirt
shlrs arc rrO\ ided with at Ic,ht one \ery strong derrick carable or lirting
a 11\ thin[! rmm )() to )()O tons, accordin[! to the needs or the trade in
\\ Ilieh thc shir is emrloyed. ~
Passenger ships arc l11ueh the same as cOl1\entional ships but they ha\e
more \\atertight hulkhe,lds, and therefore more \\atertlght comrarlmenls
and more decks. all this, ,Irart from heing userul 1'01' the carriage or
rassengers. gi\es them a greater sal'ety ractor.
Bulk carriers will be huilt to suit the carriage or a particular type or tyres
or hulk cargo. The holds may be shared to a\oid the nced ror trimming.
or to ensure that a portion of the cargo can be loaded at ,I higher Inel
(this arplies mainly to Orl: carriers and heirs stability). They may carry
srecial eljuipment 1'01' the rarid discharge or their cargo hy means or the
ship's equipment.
The term bulk carrier includes not onl\ dry cargo carners, but also
gas and oil tankers.
Gas tankers arc constructed in \en much the same \\a\ as the
eot1\entional ship. r:ach hold contains -a cargo tank, \\ hich is i-n no \\ay
secured to the shir's structure, but is held in place \\ith special chocks.
The space bet\\een the hull. deck-head and the tank top at the bottom of
the hold is usual Iv lilled \\ith an inert uas. There are of course no
hatchways or derr-icks (except those usell to lirt the cargo hoses and
slOres 'Ihoard). Cargo is rUl11ped ahoard or ashore by means or hoses
and pipelines.
THE EFFICIENT DECK HA N J)
Man: cOl1\entional ships \\ith 't\\een-decks ha\e a small hatcll\\a:

cut in each corner or the ·t\\een-deck,. These trimmlllu hatches are
provided for the use of dock\\orkeh and others. \\ho may Ila \ e to trim a
bulk cart!o such as t!rain or coal. up underneath the deck-head.
Again. many cOl1\entional ,.;hips ha\e large tanks placed in one or
more or thc 100\er hulds or ·t\\een-dccks. cithcl' complctcl: dCn),.;,.; thc
ship, or in thc wings. Thcse deep tanks drc pr()\ ided I'or thc carriage 01'
edible oils, and ma\ also he used "or sea \\ater hallast. \'en often the\
ha\e larue \\atertiuht lids \\hich can he remmed, ,0 that tailks can als;)
be used for the car7'iaue of dn caruo.
These ,.;hips \\ill al~o be qlppli;d \\ ith derricb or pos,.;ibly crane,.; ror
the purpose or handling cargo, in ports \\here this IS necessary. Hea\y lirt
ship,.; arc pn1\ idcd \\ith at lea,.;t one \er: ,.;trong derrick capable of lil"ting
anvthinu rrom .10 to .IOU tOlh accordinu to the needs (11' the trade in
\\Iiich the ship is employed. C
Passenger ships arc Illuch the same as COIl\ entional ships but the: h,1\e
Illore \\atertight bulkheads, and therefore more \\ atertight compartments
and more decks. all this. apart I"rom being usel"ul ror the carriage or
passengers. gives them a greater saret: ractor.
Bulk carriers will be built to SUIt the carriage or a particular type or types
of bulk cargo. The holds may bc shaped to ,1\oid the need for trimming.
or to ensure that a portion or the cargo can he loaded at a higher le\el
(this applics mainly to ore carriers and helps stahilit:). The: may carr:
special equipment I"or the rapid disch,lI"gc or their cargo hy means or the
ship's equipment.
The term bulk carrier includes not only tin cargo carners. but also
gas and oillankers.
Gas lankers are constructed in \en much the same \\a\ ,h the
C011\'entional ship. Each hold contains 'a cargo tank. \\hich is ill no \\a:
securcd to the ship's structure. but is held in place \\ ith special chocks.
The space between the hull. deck-head and the tank top at the bollol1l or
the hold is usually tilled with an inert ~as. There arc or course no
hatch\"l:s or den:icks (except tho,.;e usee! to lirt the cargo hoses and
stores aboard). Cargo is pumped aboard or ashore b: mean,.; 01" Iw,es
and pipelines.
THE EFF1CIE:\T DECK HAND 43
.j;:,.
.j;:,.
~;;~~~~;
m; r""
~~~~~~7$¥
' .• I L1l£I5,>"-~10
-l
:r:
m
m
Length overall
Breadth (extreme)
10 76 ft
155 ft
1
2
Boiler
Force-draught fan
17 Structural arrangement
- centre cargo tank
--
."
."
( ")
m
Depth (extreme) 80 ft 6 In 3 Auxiliary m8chinery 18 Structural arrangement Z
-l
Dwt 208000 (approximately) 4 Water inlet pipe wing cargo tank
0
Draught loaded 62 ft 3 in 5 Control room 19 Structural arrangement m
Engines Single screw geared turbine 6 Oil fuel bunker wing cargo tank n
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designed for 27 500 shp 7 Permanent ballast tank 20 Hose and cargo derrick
Speed 15.1, knots (service speed) 8 Crew mess 21 Breakwater
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10 Master's accommodation pipelines 0
11 Officers' accommodation 23 Bulbous bow
12 Swimming pool
13 Navigating
14 Radar scanner
By courtesy of Shell Tankers (UK) Ltd 15 Fire
16 Cargo hatch
and stand pipe
THE EFFTCIE1\T Df:CK HAND 45
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General arrangement 1'01' the heavy liCling Stiilck<:n Derrick.

c,'"ounter Bay" loaded in full swell off the Hook of Holland. Each ,hip is capable of
" tng over 1,500 standard 20' container>, 304 of which are insulated.
THE EFFICIE\lT DECK 1/1\\10
Oil/Bulk/Ore carriers have douhle hottom tanb which arc used solel\
1',1[' the carriage or rre,h \\ateL salt \\ater hallast and hunkers. Thev \viil
also he pW\ided \\ilh \\ing tanks. \\hich l1la~ he w,ed to carr~ eith'er oil
or a bulk C<lnw ,uch as grain. The holds \\ hich ha\(' oil tirrht h,llCh lids
mav he llsed ('or the eaninge of oiL hulk rrrain or ore. The\ can carrv a
full cargo of oiL or a full C<lrrrl) or ore. or hulk grain. or ,\ C;lrgO \\hiell is
a mixtlln: 01' these. The 25X.OOO ton d\\t ":'\nglo \lorne~s" oil nrc
carrier. pictured here. i, one of the biggest or he~' kind at the lime of
going to press and. a~ shown. four "Jumho Jets" c,luld be carried on her
decks. The cross section sho\\s how the Celmo is qo\\ed.
Oil lankers have no douhle hottom ta11ks. hut are di \ided up into
numerous self-contained tanks. eaeh tank has its o\\n hatch and tank lid
011 the main deck. Cargo is tran,lCrred hy means 01' pumps. hoses and
pipe lines.
L.A.S.H. Lighter aboard ship s~stem. In this system, ships tilled with
heavy lifting gear carry a cargo of fully l(laded lighters tn a main port.
The discharged cargo of lighters is then sailed under ih o\\n power to the
\'arious out ports. Meanwhile, lighters which have Illaded in the out
ports are collected at the main pori fur shipment else\\here.
Container ships. constructed as SLlch. ha \e vertical steel girders Ilxed in

the holds to act as cells. The containers which are or a standard size are
~l()tled into these cells, when the holds are full additional containers are
carried on deck. Wing tanks occupy the space bet ween the cells and the
ship's side. and these may be ballasted. as required. to keep the ship on
,\11 even keel.
Ver~ Large Crude Carriers (V.L.CC) and Lltra Large Crude Carriers
(LL.CC.) The majority or single hull V.L.c.c.s and U.L.c.c., are
very old, and most. if not all. will be phased out within the next 6-12
\le\\ vessels \Viii have douhle hulls with serrrel!ated ballast tanks
be[\\een inner and outer hulls. The tarlk :IlTanrrements and
pumping systems are radically different. providing a ~ safer vessel
environmentally.
Liquid Petroleum Gas Carriers (L.P.G.) These vessels are designed

specifically to carry gaseolls hydrocarbons as a liquid. Two methods of
transporting. L.P.G. by sea are: under pressure in special cylinders. or
bottles designed to handle twice <1\ much pressure as they arc likely to
experience. or at near normal atmospheric pressure in insulated tanks
in which the hydrocarbon is kept below its boiling-puint by aulo-
rcfril'eration or self-cooling. allowinrr some I'HS to boil olT. L.P.G.s have
all tl~eir eargo handling pirelines ami tanks on deck. unlike conventional
tunkers.
Roll on/Roll off (Ro-Ro) ships are designed to allow cargn in the sh,lpc
,)1' \ehicles to be driH!n aboard over;\ ramp ]()\\,ered I'rom either the stem
stern of the
,l!' or from a side dOt)r or doors. and from upper to
100\er decks (and hy mean~ or internal portable ramps. The
TilE EFFICIE~T DECK IlA'-D
IIllernal ramps which also acl as halch covers in lhe \ arious 'l\\een-decks
\\111. when closed. carry canw in lhe same \\~1\ as can!o is carried on con-
I enlional halch covers'. ~ . ~
These ships may he part Ro-Ro and pan contaillerised or com en-
liona!. and are huilt according to the expected requirements of the trade
in which they arc intended to operate.
THE EITICIL'H DECK HAND
THE EFFICIENT DECK HA:"JD 51
LOW·BED TRAILERS
ATLANTIC CONTAINER LINE

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Cross secti()l1 "Anglo Norness"

THE MARINERS COMPASS

CHAPTER 4
COMPASSES, HELM ORDERS AND STEERI~G GEAR
Compasses
\ compass is an instrument that determine~ in \\ hich directIOn either
the true or magnetic north pole lie~. There are in fact 1\\0 complete!)
,iJlfcrent Instrllmenl~. both or \\ hich are C(lll1pa~ses and are capable of
.Ilcomplishing Ihis feal.
fhese Cllmpasse~ will indicate (afler correction) the direction or true
:11 )J'I h ,wd as a resu It. all ot her direct ions. h\ mea ns or a grad uated
,:rclilar compass card similar to the one illustraied here. '
rhe magnetic compass. one or the p]dest and reliable instruments or

1:1\ igation. consists or a circular card marked hoth in de!!ree~
:011100 I to 360 and \\ t 11.: 3':: points of the compass (]]l 4 degrees
~cing equal 10 one point) and sometimes to points. This card \\ ill
.LI\e an even number C. -+ or 6) of long magnetic needks ,lttached
.' it. and \\ ill be suspended from a cap in the centre. bearing on a pin1t.
I'll' whok being Illled into a topped bo\\1. The hm\l is then SllS-
l~c'nded horizontally from t\\\l triangular supports called gymhal
:'In~. which hear on a a \.!\mbal. The !!vmbal in its turn is
ll,pended at lwo points al righ't angles 10 tile gymbal pins in a
-Lll1d known as a binnacle. matter \\lwt l11o\ement is made bv the
in a seaway. the compilSS card and the ho\\1 that contains it. \\111 hy
in the remain level.
The Dry Card Compass
()ne end or the mat!l1etic needle~ is attracted to the magnetic north

Ie and as they arc free to rotate, carrying the card with them. round
" central pivot. The direction in \\hich the magnetic north pole lies
,'c\)I11CS immediately apparent.
l 11t'()rtlln~ltcly, this is not suflicient for the purp()se of navigation.
,,~llIse the ro~ition of the i11ilgndic north pole is not exactly the same
, :he position of the trill' north pole. The angle hetween the differences
'he directions of the magnetic and true north poles. although it varies
hlderahl) from pldce to place. is knO\\ll. and the \ariation a, this
'I' is called. can be all(l\\ed ror when ca1cubting the direction in which
true north pole lies. '
Ships are made of iron and steel and the metal in the ship also has
an attraction for the magnetic needles in the compass. In order to reduce
this attraction as much as possihle. compensating magnets are placed in
the hinnacle. \laturally, they arc not completely elfective. hut when these
magnets arc properly adjusted. they do keep the deviation. as this error
is ealled. within bounds.
Moreover. it is always possible with the aid of tables, to find the exact
error of the compass. hy taking a bearing of the sun or a star. when it
is fairly low on the horizon. or without tables. hy taking a hearing of the
North Slar.
Every ship is required 10 have a magnetic compass. This compass,
known as the Standard Compass is regularly checked by the Offieer of
the Watch for its error, and then eompared with other eompasses on the
ship. to ensure that they are in faet correeL
The Liquid Compass
A magnetic compass that is specillcally used by the helmsman to steer

a course. will have the howl filled with liquid. This is done to dampen
the motion of the eard. and help prevent the eard swinging either with
the motion of the ship or from some other cause. This type of compass is
knO\\ll as a liquid compass.
When the helmsman is supplied with a gyro repeater. for the purpose
of steering the ship. a separate magnetic compass is not necessarily
supplied, but if it is not. there will be an arrangement by which the
helmsman is able to use the standard compass for this purpose. if it
becomes necessarv.
There will also be a binnacle or pedestal placed aft. into which a
compass may be shipped for llse with the emergency steering gear.
Both the standard and steering magnetic compass hinnacles are placed
on the centre line of the ship. Inside the compass bowl. where it can be
seen and in line with the fore and aft line of the ship, is a black line. This
linc, known as the lubber line, will indicate on the compass eard the
directioll in which. according to the compa%. the ship is heading. When
this reading is compensated by the known crror of the compass, the true
direction in which the ship is heading is determined.
Owing to the attraction of iron or steel toward the magnetk compass
needles, no iron or steel should be allowed to come in close proximity to
the compass. Helmsmen should not carry knives or spikes on their
person when steering. Transistor radios. too, have an alarming el1cct on
magnetic compasses.
THE EFFJCIF\T DECK HAND 57
Ilumher MK III Reflector Binnacle v,ith lyre 161A Comrass.

5/\ THF FTFICIE1\T DECK HAND
The G~ro Compass is an electrical machine. It \,orb on the principal Dr

a child's top rotating at a pre-determined constant speed. with the result
that the ,lxis or the top remains eonslantl~ pointing in the same direction
as the earlh's axis. and thererore to\\ards the true north pole. with
possibly some slight knO\\ n error.
"Vith one master compass. as man~ rep\?aler compass cards as may
be required. can b\? placed in different positions aonut the ship. One is
supplied for Ih\? usc ot' Ilw helmsman. th\? c,lrd may b\? upright (Inti l11uch
of it 111<1\ be obscured. but it \\ill in fact be graduated in the same manner
as a mclgnetic compass card. The hclmsm:lI1 being required to steer by
degrees. A pointer \\ill take the placc of Ihc lubber line. and indicate Ihe
course upon which the ship is heading.
Where an automatic helmsman is installcd. it \\ illll"llall~ operate from
a gyro compass. however. an C1ul()Jnatic h\?lmsman can be inslalled 10
orerate from a nHlgnclil' l'pmpass. irthis i" required by the shipowner.
Should a gyro comfnl" repeater apre~n to act at all strangely. or
should the ditferenc\? bet\\een thc g\rO course and the magnetic course
on Ihe steering compass alter. the'iyrL1 is illlmediatel~ SlISr\?Cl. and the
attention of the Ollicer ()f the Watch should be called (0 il. so that he
may determine if in fact Ih\? gyro compass or (he repeater. is in good
workilH! ordcr.
A g(~od helmsman supplied with a gyro repea(\?L \\ill always check
his coursc with the magnetic compass occasionally. in (mier to ensure
that the gvro is functioning correctlv.
It is n:;t intended that the rcadei· should come to (he conclusion that
a gyro compass is an unreliable instrument. Far from it. but any
instrument is liable to failure I'rom one cause or another. and lIsmdlv this
occurs at an unexpected moment. The only r\?J11edy. apart "from
meticulous servicing. is to keep a eons(anl cheek on anv scientific
instrumenl when it is in use.
The Arma Brown Gyro Compass.

GYRO COMPASS
HOOD
1L-_ _ _ _ _ _ _ _ _-'>lMaAL RINC
!I!!!!!!I!!!!!~--~,---_-_._ROLL DAMPER
_~ __ ~"~~, __ atNJoU<cL£ C;()\IE?

SUPFORT
; A""P fUSES 01<'

~£PEATE.fi CIRCutrS
;lld \ icw of Gvro Compass with (ovcrs remO\ ed.

60 TilE EFFICIENT DECK HAND
Compass Bow\ with Azimuth mirfllr.
duplex ran; hldraullc DonAtn Console Incorporating

wtth autorr;atic a DonJ<!l1 hydraulic Tefetnolor
and Butondo! controls
md hand steering control with gyro compass repeater by Messers. S.G. Brown.
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THE HFICIENT DECK IIAND
Steering gear
rhe requirement or any steering gear is that it shall mow the rudder to
I he e.\;tel pnsitilll1 required hy [he helmsman. and keep it there until the
!1eltmman requires a rurther movement or the rudder. The gl'ar must be
.tble to act both quickly and easily. and without causing the helmsman
undue fatigue.
Small sEips and tugs md) he slippliL'd with hand steering gear. in
1\ hich the power required to 1110ve the rllJlkr is supplied. perhaps
\ hrolluh uears. bv the helmsman. It is more llsual. howewr. for small
c'raft 10 have po'wered steering gear which can be coupled to. or un-
LlHlpled rrom. the hand steering gear as required. The p(l\\ered gear
heing supplied for lise in narrow waters. while the hand steering gear is
used in the open sea.
Some small eral'!. together \\ ith some of the older ship,. may he Iilled
\\ ith rod and chain stecrinu gear The wheel on the hridge is connected
h\ a series of rods to a ste;ri~1[! engine located at deck lc\el. ill the arter
~!ld or the engine morn. The em::ine drives either one or I\\() drums or
\\heels. ~hich wind chain ()~l one side and off the ,)ther. The chains.
to rods. arc led along [he deck to the tiller or quadrant. Hulkr
are incorporated to ahsorb shock.
Up to date metlhlc\s lise either electric impulses or an ()il fllled
'l\dralilic svslem. known ,IS tele-llltltor to connect the wheel \\ ith Ihe
·lu!ine. The' en(!ine is situated at the rudder head and may be either steam
. 'r~electric. bllt~in either case the ntdder he;ld will be ll1o\ed hv hvdraulic
:l(l\\er. One type or engine has either two or I'our cylinders' containing
lIds thai arc connected to the rudder head. When the helmsman turns
. he \\heeL he operates what is known as the hunting gear. 'The hunting
~ear causes hydraulic pressure ttl act on the rams. as the rods arc called.
'I' that the rudder is rorced round to the required positi(lil. This is called
:vdraulic ram steering gear. Another type is the rotary vane steering
::ar. in this vanes are attached In the rudder head. and the whole is
-:lL'losed in a chamber filled with oil. \Vhen the helmsman turns the wheel
.nd operates the hunting gear. oil is forced into one side or the chambcr
.l1ci brings pressure to bear on the vanes attached to the rudder head,
,;"L'ing them round until the rudder is in the required position. In an
.:ner!!ent.'v. when for some reason 1he steering !!ear has hroken down. it
, p()~sib(e in bOlh these systems to operate the hydraulic system by
Ic\lI1S ,11' a hand pump. thus obviating the necessity or rigging tackles
,1I]] the quadrant to winch drums for the purpose or controlling the
.Idder.
When the tele-motor equipment is used to connect the wheel to the
IHing gear 011 a steerin(! em!lne. the wheel will tend to return <lut(l-
'llicaTI)~ to midships when rel~ased. this in turn allo\'.-s the hunting gear
, It.'turn the engine and rudder to the midship position. Latterly, some
:lpS litted v.ith tele-molOr equipment. have been fitted with a rotar)
, ::np in the tele-nwtor system. This removes the tendency or ~l rekased
:c'el to return to the midship position. and the \\ heel remains standing
,In~ position in which it is left. IIo\\ewr. under these circumstances.
" rdationship bd \veen the positions or the wheel and the rudder is not
\ ~1\S exactly maintained. so that it then hecome, necessary to tit an
electric rudder indicalor. to indicate lhe exact position of the rudder at

any given moment.
Securc <I hal1lh hilly 10 cad: h<llliinf! pan. hea\L' light ;Ind make l;bl.
Emcr!!\.·ncy ~rccring gear 1'01' a smaJ1 \('%('1.
Senlre a dOllhk lull' I<lckle 10 each p<lrt or Ihe relie\ing I<lcklc <Inc! lake Ill"
h<luling ends, I.eading one ()\er the
drull1 <lnei the olher hauling part under the drum end 01':\ "i:1C:1. SllTr the \linch,
HANDWHEEL FOUR HANDLES
STOPPER
,CR EWS
"Dun,tl)S" Rudder Brake. 1'01' u,e with rod and chain steering gear.
65
THE EFfICIENT DECK 11A:\,0
SHOCK ABSORBING BLOCK

fOR EMERGENCY STEERING
66 THE EFFIClET'-T DECK HAND
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forked tiller and duplicated 'Helc-Shaw' pump'.
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6X THE EFFICIENT DECK HAND
HELM ORDERS
The art or steering a ship can only be gained by practice, basicall:- ,:
heJm~man i~ an idle man. ror the less he [urns lhe wheel. the he~l,
course he will make.
The ship's head. rudder and wheel all turn the same
viz .. to turn lhe ship to starboard. turn whed to starboard. The ..
of turn given 10 the rudder is shown in del1:rees on the helm indk.
situated ~for\Vard of the wheel. The ma.\imu~11 amount either W<I\
.~5 def!rees. and with the rudder at this Llnf!1e the wheel is "llard'-,)
With the rudder fore and aft the wheel is "Amidships".
The number of turns of the \\ heel required to turn the rudder
amidships to hmd-over will vary in different ships Crom about
up\\ards. the usual being 3'2 turns each way. Where only' .. III
required the wheel is norl11all~ replaced by a horilOnlill bar or ~I
\vhee!. otherwise it will have eight spokes. and in order thaI j.
be easily recognised. one spoke \;,ill be marked as the Hill I,:
Due to the effect of the propeller. many ships carry a little Sial 1'.
helm. A good helmsman will watch the ship's head for swing. <I Ill:
normally steer the ship in good weather with the usc or as lillie as tI".
three spokes. It is essential that the helmsman remains alert at all ~."
promptly and correctly obeys orders and makes a good course .
applies particularly in narrow crowded waters. where a mistake m~l':,
the helmsman could easily result in shipwreck.
All orders received by the helmsman arc to be repeated TW1CF.
when the order is received and again when the order has been ~.:'
out. This is to ensure that the helmsman has both understood and ~'.:
out the order correctlv. On beinl! relieved. a helmsman will
coursc to steer and pt~sition of die wheel (i.e .. amidships. t\\(l
starboard. e\c.). together with any peculiarity such as
Ivheel. to his relief. who will this hack to him berore
Having been relicved. the helmsman will report the course to th..: )
of the Watch before leaving the bridge.
A list of typical helm orders might be summed LIp a~ rollows:

Order Rcp/r //1'/111\1/111/1 .lel/(i1l to luke Fillu/ Rel'l!1
Te'st the sleering Teq the gear Sir Tul'll 1\ he.:1 hard (ie'ar in orl""
gear oycr cCle'h wa) Sir
and re'turn 10
amidships
Port Tell dcgre'cs POri It'll Turn 1\ hee'l to Ten

Sir port lIntil tCIl helm 011 Sir
dC'grc('~ lS
,ho\\ n on the
indic,ltor
Slarhoard T\\cnt~ Starhoard 1\lent)' Turn \\ he..: I to Tllenty

lit: gre<.:s degrees Si r slarboard ,tarboard helm
until t\\ent~ on Sir
IS
sl1o\\ non
th..: indicator
liard Aport Hard Aport Sir Turn wlle..:l as Wheel hard Aport
I'ar CIS it Ivill Sir
go to Port
!~h": th..: wheel Ease the wh..:d Sir Turn II heel Whed eased Sir
toward
and stop when
five
shows on the:
indicalor
\1I:et her :'vleet her Sir T lIrn II heel till

'I' Chc..:k her or the indicator
Cheek her Sir sholls ') or 10
the: ship
T lIrn II heel te) Whed amilhhips

amidships Sir
Not.: compass St<.:ad y. 011 cpurse

course and 7ero Zero 7ero Sir
steady ship 011 (or whatever the
Iha[ COllr'iC COllr,e may oe)
ten degrees SI..:er tcn (iile a tllrn or Report new course

,1:lrhoard 10 starboard Sir \V heel 10 staf-
or ollard. II hen
course ten Alter course: lell S\\inging. case
~1t:CS to degrees to \1 heel and
hoard starboard Sir on nell course
I 120 degrees Steer 120 Aller courS': [0 ) 20 degre<.:s Sir

Sir 120 degrees
,hed with the Finished with lhe Put II heel Wheel amid,hips
j heel Sir
1\ <lmilbhip' Sir
.1\ ~ alter course to slarboard to increa-;e the C,HtrSe ]lumber .

.i\' alter course to port to decrease the Cl1l1rse number.
,,'pI. when il is nearer 10 pass through (jOO )
,HE ElrlClt'"l" OFC\( "",,0
'Cr\£R\J8' III Sr\IP LOG
CHAPTER 5
THE PATENT LOG AND HA!\JD LEAD LI!\JE
The patent log

The first log. lIsed in the days of sail. consisted of a specially shaped
wood chip attached to a line wound up on a hand reel. This line. after
allowing an unmarked length of stray line. was marked firS! by a piece of
hun ling and Ihen. every 47 feet J inches ( 14,5 111). hy a piece of fish line,
The fish line at the firsl mark. contained one knot. the second mark two
knols. and so on, This line heing wound on a hand reel. would run freeh
when in use. Either a 14 ur 2X s~cond sand glass (similar to an egg limel:)
completed the equipmenL
The wood chip was thrown overhoard from aft. as the line ran out
and the piece of hunting passed the talli-ail. the sand glass W<IS turned,
When the sand glass ran out. the line was stopped. Using (l 2X second
'~ll1d glass. the numher of knots on the l<lst mark to pass the talrrail.
lIould indicate the numher of nautical miles the ship was making good
through the water in one hour. (When lIsing <l 14 second sand glass. the
:llimher of knots had to he doubled) ~ ~
In this manner. the word knot came 10 mean a speed of one nautical
mile per hour.
The next step forward wa~ the Patent Log. which clme with the
."I\enl of ~team ships, It cOllsists of a rotator lowed from the taffrail.
1ile numher of turns made in Ihe water hv the towed rotator. indicates
'11 a clock attached to the taffrail. the nun1her of nautical miles the ship
.. 1' travelled through the water.
\ Patent Log consists of a shoe fixed to the lalhail. (It is usual to have
\ \) shoes. one being fixed on each quarter. s\) tha t t he log may he
: ,'amed on the weather side). A portahle clock that is capahle or being
','d into either of the shoes. and whieh has a dial at one end and an
c:lcfield clip at the other. A governor consisting or a short length of
,t:tcd line with an inglefield clip on one end. that can be clipped onto its
:nterpart on the clock. and a spoked wheel al the other end. A ring
-I"neld eli p is fixed to t he centre of the fixed wheel on t he opposite side
,\ hlCh the length of line is spliced, A log line. consisting of a length
"Iailed line. which may have an inglefield clip on one end, The length
'1'." line is suited to the ship's freeboard and speed. usually somewhere
hl' rel!ion of 40 rathoms (73 mI. A rotator made or a hrass tube. to
,'1 ro~rr vanes have heen atfixed at an accurate and pre-determined
, The towing: end or the rotator will have a shon length or plaited
to it. On the other end or the line is a frog or fish. which is a
low brass tube having a large diameter al the centre and a small
,':l'r at each end. Internally. the frog will he rihhed. to prevent the
'll' \\'hen attached. alll1\vin!! t he frog to rota Ie arollnd the log line,
the component parts except the shoes. which arc fixlL~res. will
h he kept on the hridge.
'I
n THE EFFICIENT DECK HAND
To stream the Patent Log (Set it going)

I. Collect the log clock. governor. log line and the rotator. from the
bridge and take them aft. (Take great care not to damage the
rotator while carrying it).
") Fit the clock in the shoe 011 the weather quarter.
3. Clip the governor to the clock.
4. Flake the log line up and down the deck. to ensure that it \vill run
clear when streamed.
5. Make fast one end of the log line to the governor using a round
turn through the ring and a bowline. if an inglefIeld clip is not
attached to the log line for this purpose.
6. Pass the other end of the log line into the hollow end of the
and oul through one of the two large holes in the centre of the frog.
Make a figure of eight knot in this end or the log line. and force
the knot back throllgh the large hole into the centre of the frog.
7. Pay the line overboard from the governor. holding the rotator.
When all the line is paid out and forms a clear U astern of the
ship. Ihrow the rotator into the water. making slire that it is not
damaged by hitting the ship's side as it falls. Alternatively. throw
the rotator overboard. lei the line run out and case the strain as the
line eomes to the clock.
8. When the rotator is properly astern and being towed by the ship.
give the governor a twirl 10 start it oFf. and set the log clock to zero
by lifting the glass face and turning the hands anti-clockwise.
9. Plug in the electrical connection to the bridge repeater if one is
filled.
10. Report log streamed and set to the bridge.
The log should always be towed on the weather quarter and handed
(hauled in). whenever the shir stops for any reason.
Where no log clock rereater is fitted on the bridge. it is customary
I'or the stand-by man to read the log at eight bells. before going off
watch. He then reports the reading and the stern light burning to the
Oil1cer of the Watch.
When a reading of the log is required at any other time by the Ofticer
of the Watch. it has been customary for the Ollicer of the Watch to give
two blasts on a pea whistle. as a signal to the stand-by man that a
reading of the log is required.
To read the patent log. note the position or the large hand on the large
dial. this \vill indicate the number of miles from nought to ninety nine.
Of the two small hands on the small dials set into the~large dial. the one
on the right indicates temhs or it mile and turns anti-clockwise. while
the other one on the len indicates hundreds of miles and turns
clockwise.
To hand the patent log (haul it in)

Two men should be detailed for this operation.
I. Cnplug the electrical connection to the bridge repeater. ir one is
tilted.
THE EFFICIENT DECK HAl\D
1
Stop the governor and haul in a little on the log line by hand.
3. Unclip thc ingleflcld clip or Ict go the bm\line. and round turn
bet\\een the log line and the governor.
4. Continue haulIng in the log-line by hand and takc the cnd to thc
othcr quarter.
5. Pay the free end of the log line out on the other quarter as the
rotator is hauled in.
6. As the rotator comes aboard. be very careful not to damage it bv
allowing it to hit the ship's s i d e . ' ~ .
7. With the rotator aboard. haul in the free end of the log line bv hand.
coiling it lert handed as it comes aboard. ~.
x. Take the rotator ofT the log line by pushing the figure of eight knot
out of the large hole in the frog. Undo the knot. and the end of the
line can then be withdrawn rrom the frog.
9. Unship the governor and log clock. al~d take all the gear back to
the bridge (bein" careful not to damage the rotator while carrving
it). whe;e the Ii~e is to be hung up i71 a well ventilated. but dry~
position. The clock. governor and rotator are to be stowed in their
appointed place.
Note that a log line is al\\ays to be hauled in by hand and paid out
(ner the other quarter. to remove the turns that \\ill accumulate in the
line as the rotator is being hauled in. Also. that it is al\\ays to be coiled
lert handed.
Many ships at one time streamed the patent log rrom a boom
.lmidships. but the fittings required to stream a log in this manner. are no
Il1l1ger being manufactured. To hand one. cast a small grapncl on a line
,lut over the log line. and haul the log line and rotator aboard.
For that matter. the patent log is~rapidly railing into disuse. Modern
,Ilips are now fitted with an undemater log which does not require an)
.lllention from deck ratings.
Ihe hand lead line

I he hand lead line consists or about 25 fathoms (45.7 m) or I'x inch
lcumference (9 111m) cable laid hemp line. marked at \arious depths.
fld having a 7 or 141b (3 or 6 kg) lead attached to one end. I t is used
hile the ship is under way in narrO\\ \\aters. to ascertain the depth or
.1 t(T.
In this modcrn day and age. it is seldom used. except in pilotage
krs. \\hen it is usual for the pilot to bring his 0\\ n leadsman aboard.
,'11 so. it can be a most usel\J1 asset in an emergency. and all deck
"(1I1nel should have some idea or hO\\ to use it. ~ .
III make a hand lead line. break out a hank of hand lead line. rut an
'plice in one end and a \\hipping on the other. Stretch and soak the
" b\ to\\ing it astern. Mark otT 2.3 and 5 rathom lengths on a deck
:l~'\\ith ch~t1k. Haul in the line and. \\hile it is still \\et. commencing
Ill' end or the splice (the length of the lead. knO\\n as "The bcneflt 01'
kad" is not includcd in thc mcasurement). mark 011' on the line. the
,)ll~ places at \\hich it is to be marked.
74 THE EFFICIE'\,T DECK HAND
\;1ark the line as rollow~:
AI ' fathoms a piece of leather \vith two tails

At 3 " t h r e e taib
At 5 white linen
At 7 red bunting
At ]0 " le,lther with a hole in it
At IJ " blue s..:rge
At 15 " while linen
At 17 .. red bunting
At 20 .. ..:ord with two knots in it
Pass the ev..: in the ..:nd of the lead line. throLH!h the leather thong in the
hHnd leal PHSS the lead through the eye an~l draw tight. Coil'up left
handed and hang in a dry. hut well \entilakd. pla..:e 011 the bridge,
To take a cast of the lead (find the depth or \\ater) in ~ailing ships.
the leadsman \\ould gO outside the bulmlrks on the weather side and
stand on ,) baulk or ~plale. to which chains holding the shrouds were
shackled. and was said to be "In the chains",
In steamers. the leadsman stands 011 a small hinged platform let down
from the bulwarks in the viclIlit v of the bridge. on the side on which
the shallowest water is 10 be expected. The phltrorm \\ill ha\e a canvas
aproll round ih perimeter. to protect the leadsman from water. This
platCorm is slill called the "Chains",
!\ leadsman can only become profkient by practice. For ship speeds
Lip to ahout 6 or 7 knots. good soundings can be obtained with a 71h
(3 kg) lead. For speeds up to 10 knots. a 141b (6 kg) lead is necessary.
together \\ith a well experienced leadsman, Over 10 knots hand sounding
is not practical.
To take a cast of the lead. make t~\st the end or the lead line 10 a strong
point. Stand in the chains with the coil of line in thl' left hand. Holding
the lead line in the ril!ht ham!. about :2 fathoms (.16m) from the lead.
either a toggle placed in the line. or by taking a turn of line around
the palm and thumb. Swing the lead back and Core. some leadsmen swing
the lead a couple of times in a full circle over th..:ir head (prohably more
for show than etIicicncYL Let go. allo\\ing the I..:ad to fly as far forward
as ynu can make it go, As the line runs ofr the len hand. usc the right
hand to allow the line to pass through. and feel for bottom as the lead
l'omes up and down, Ascertain the depth by the marks and call it out in
a clear voice. Haul in the lead. recoiling it at the same time in the left
hand. readv for the next cast. ~
The \ari~)lIs marks were made or different materials. so that on a cold
dark night. the leadsman could place a mark against his li!,s and knO\\
bv the feel or it. which mark it was, Todav. of course. the leadsman is
able to Lise an electric light placed in a strategic position. but the old
traditional method of marking is still used,
When calling the lead. the marked fathoms. of \\hicb there are nine.
") .I. 5. 7. IO. I~i. 15. 17 and ~o are called ·'\;larks". While the unmarked
l'atl1\1111s. or which there arc eleven. I. 4. 6. H. 9. II. 12. 14. 16. Ix and
1'). are called "Oeeps", SOllndings are called to quarter I'athoms. but the
\\ ords "thlTe quarters" are never used.
THE EFFICIENT DECK llANO 75
The ca115 should he given as follows:

Al nine fathoms "'Deep nine"
At nine and a quarter falhoms "And a quarter nine"
At nine and a half nlthoms "And a half nine"
.'\1 nine and Ihree quarter fathoms "'A quarter less ten"
.'\t ten fathoms "'Bv the mark len"
When no hollom is found ··,,'0 hollom at XY7 r~lthoms"'
The number of fathoms al\vHvs hein~ [(J the nearest 1~lthol1l and the last
\\onl or the call. . ~
The hand lead line is ,lIso sometimes used \\hen comil1~ to anchor. to
ascertain \\hen the ship has stopped moving (Her the grolll1d. for this i,
not ah\ays apparent in a tideway. To do this. the leadsman drops the
Il':ld ovl'rside and leaves it on the hottom. then notes which \va\ the line
leads. cal out accordingly with thl' line leading astern. "SI1ip going
Jhead Sir"". "Ship mo\ing astern Sir". \\ith the linc leading ahead. or
stopped Sir"·. \\hen the line remains up and down.
Ihe deep sea hand lead line

Ihl' deep sea hand lead linc is seldom. if c\cr. llsed today. HO\\e\er. it
, ,till required to he carried on passenger ships ,lIld a knowledge or it i,
.Ih'refore required .
... deep sea lead \veighs 2X It> ( l""l 7 kg) and has a depression in ils hase .
. (1) which a mixture or while lead and tallow (""l of tal1o\\ to I or \vl1ite
"lei) is pressed. This is called "Arming the lead" its purpose heing 10
··lect a little of the sca bed. and so learn the nature of the sea hed (mud.
'ld. etc.). The nalure of the sea hed. cllupled \\ilh lhe depth of w,lter
11. on eonsllltin~ the relevant chart. onen !2i\e a ven !2ood indication
Ile ship\ positIon to the navigalor. ~ " ~
rhe deep sea hand lead linc is made or I circumfercnce (12111I11)
hlc laid hem p approxima tely 120 fathoms (220 m) long and marked to
III l"atl10111s. It is ,pliced. stretched. soaked. measured and marked in
.l,tl, the same manner as the hand lead line. Bevond20 ['athoms
.,'; lil) it is marked at every 10 fathoms (IX.2m) with a piece or cord
. one knot ror e\ en 10 rat homs (11<.2 m). i.e .. .\ knots at 30
'''111S. knots at 40 fathl;ms and so 011. ,lIld al every intenenin!2
,homs (~.I 111) with a knot. It is then \\ound 01; a hand rec~1
. ~cpl in a dry. but well \entilated. place,
~" t,lke a cast or the lead with the deep sea hand lead line. Ihe ship
iid lirst he slopped. The lead is armed and taken romard to the
, her side or [he ro'castle head. \\ilh some spare line. The line i~ thell
'ltside the ship to the Icadsnlan standing in the \\cather chain,. The
dn the I'o'castlc head will ,\\inl! and let l!0 the lead. shouting to
,':ld~m:lIl "Watch there \\alch" as~he does S(~. The leadsman \,ill then
lPt to lind bOllOIl1. Sen:ral casts. ""10 /)ollom" mav he
:cd hcCore [he leadsman is ahle to determine the approxilll<lte
Ilt or line to let run out. 10 take a good cast.
:,'11 the cast has heen laken and lhe lead hauled in. the arming is
,lll out and taken tn the bridge. for inspection by the navigating
The deep sea hand lead line was replaced many years ago by the
Patent Deep Sea Sounding Machine, which in its turn has been
superseded by the echo sounding machine. Since the Patent Deep Sea
Sounding Machine is no longer in regular lise. it has been dropped rrom
the latest E.D.H. (md A.B. examination ~vllablls and. therefore. is not
im:luded in this text book. Likewise. the 'echo sounding machine is a
scientific instrument. the care. ()peration and maintenance of which is a
specialist'~ work and. therefore. beyond the scope or this book.
THE \IARKING OF A \IETRIC HAND LEAD LINE

I. II ,Ind 21 metres One strip oC leather
2. 12 and 22 metres T\h) strips of leather
3. U and 33 metres Blue hunting
4. 14 and 24 metres Green and while hunling
5. 15 and 25 111eln.. ~ White hUllling
6. 16 and 26 metres Green hunting
7. 17 and 27 metres Red hunting
~. I X and 2~ metres HI ue and white hunting
9.19 and 29 metres Red and \\ hite hunting
I () metres Leather with <I hole in it
20 metres Leather with it hole in it ~ll1d (\\0 strips or leather
30 metres Leather with a hole in it and three strip" ot'leather
40 metres Leather \\Ith a hole in it and four strips of leather
50 metres LC~llher with a hole in it and rive 'trips of leather
All 0.2 metre markings A piece or mackerel line
6 reel I rat hom I.X2gg metres - 1 mctre 3.2XOX reet
The above metric hand lead line is that introduced by the Hydrographer
or the Navy for hydrographic survey. 1\ i~ possible thaI a simplifled
versioll will be introduced for use in merchant shipping.
CHAPTER 6
ANCHORS, CHAIN CABLES AND WINDLASS
Anchors and Chains

A ship will normally carry four anchors. three bower and one stream
anchor. On modern ships. stockless anchors arc used as bower anchors.
The shank is hinl!ed and when the anchor is leI go. the weil':ht or the
cable pulls the sh;\l1k over and Ihe Auke, dig inlo the ground.'"The main
advanlage lies in the ract thai having no stock. Ihe anchor can be hove
home in~the hawse pipe and remain there while Ihe vessel i, on passage.
:\. siock anchor. \\hcn il let go. is pulled on:r by the weight or the
cable. Ihe stock resls on the ground and lips the anclwr so that one !luke
bites the l!round. When it is v·:eighed. it hm; to be "called". thaI is to
say. Ihat It has to be hove up ont~) Ihe ro'castlc head by means 01' a cat
davit. to be Slowed.
There is a bower anchor on each bow and the third. which is a spare.
\\il1 be Slowed in all accessible position on the fore deck.
The stream anchor is for use from Ihe stern. II' it is on a ship regularly
trading to a port where stream anchors arc rcquired. it will probabl:v be
~t stock less anchor. fitted in a stern hawse pipe. :\nrmally. however.
,tream anchors are seldom used. except in an emcrgency. and a small
,lOck anchor is stowed in an accessible position on the after deck. 1'1'0111
\\ herc it can be hoisted outboard by a derrick. if the need to usc it arises.
Under these circumstances. a strOlig wire rope \\ill normally be used for
a cable.
The two bow anchors will be fitled with a lolal or between 201 and
iJO fathoms (384 and 604m) of chain cablc. according to the length of
the ship. Half the cable (7 to 11 shackles) being on each anchor. Each
l!I1k in the cable is studded. Ihis not only adds to the strength. but helps
to stop the cable kinking. The chain cable. which is in 15 fathom (27.4111)
lengths. is joined up by shackles. Each shackle being plainly marked.
Apart rrom the bending on shackle. which is a lugged shackle joining
'he shank of the anchor. t,) the cable. Lugged shackles when u,ed as
"lining shackles. will be lined so that the rounded pari of the shackle is
11)I"\\ard. this prevents the lugs catching on anything. when Ihe anchor is
:-:t go. A shackle known as the ganger shackle is always placed between
he \\indlass and the ha\\se pipe. Ih purpo~c is tn allow the cable to he
)mken i"ro1l1 the anchor. with a minimum of trouble. The end of the
.etble can then be led to an eye in the ho\\. and passed oul for securing to
i buoy.
At 'the end of the first 15 ralhom (27.4 111) lelwth of cable. is the (irst
.hackle. The first sllldded link on each side or the~ shackle \\ill have turns
er seizing wire wound round the stud. These links. togelher wilh al1\
pen links and the shackle. should all be painled white.~This method (;f
larking applies at each shackle. so that at the sixth shackle. the sixth
ddded link on each side or the shackle \\ ill bc marked with seizing wire
\lund round the stud. and the length or cable between the 1\\0 ~nark-
BOWER (STOCKlESS) ANCHOR
t'11li
p- - Bending on Shackl,
!. . . - - - - S h a n k - - - - - -..- 1
..
Crown Tripping Palm
STOCK ANCHOR
A
fl- Bending on Shackle J b
---JIIo..
(0 ... Slock........ ~
c==- '---~-~
\
The gravity band Shank -----.:...... Stowed

is for lifting from I' position
• t I
stowed position .......1 - - - Gravity Band --~..... of Slack
II I
. ~PeaorBili .,.:/ \
~~~V FIUke--?~1 \ (
~~4
t Arm
. ILY1,\
.:~Ill
Crown t
THr [FIlCIE~T DECK llANO 7'-)
O\er the ~hackle. ~hould he \yhite. With thi~ method or

marking. it is a simple matter \\hen the anclwr is dropped. to ~ight
~hackle~ as go over the .'npsy. and hrake the \1 india" as a Sh;IL'kk
crosscs t he gil's). to a~certain I he numher or shacldes in I hc \\ ater.
When lugged shackles are littell. there is ;1l1 ul1>1udded l)r OpCIl link.
each side of the shackle. These open lillks are not counted \\ hen marking
the shackles.
When Kcnler shackles are fitted. all the linb are studded ilnd lhere-
Core counted.
\"'hen the anchor j, heing let gO ()r \\eighed (lined). ,tS e;ll:h shackle
comcs mer the gipsy. a nun~her (~r strokes.~corresp(JJ1ding to the Ilumher
or thc shackle. should he made on the ship\ bell
The end or each cable is made rast in the chain locker \Iith a lashinlC.
Lugged shackles are a 0 shackle hal ing a pin through the end~ or
the U. that doc, not protrude bcyond the width or the shackle. This pin
is kept in po,itioll hy a hard\\ood pin called a Ie. going through holes
in hoth the ~haekle and pin.
Kenter shackles arc reall~ a ~plit link. \\hich IS in rour parh. two
half-links. a ,tud and a metal pin or ,pile thai is in place by ha\ll1g
a lead plug hammered in over the top.
When the anchor is heine weilChed. a man (with a liehl if nece'i~a n )
is required to gl) down IO~ but ~NOT INTO. the chai~l loder. Chain
lockers . are termed selr-~to\lil1g. This d()e~ 110t pre\enl the chain
as it Cl)l1leS in. An attendant is l1ecessar~ to prel cnt the piles rising
100 and toppling PICr. so hur)ing the 101' chain underneath. The
locker man is required 10 pull the chain occasionally. to let it slide dOl\n
the side of the pile. berore the pile ie; high enough to fall. Thi~ is hest
achieved 1'1'0111 OUTSIDE the locker by passing a hight of rope around
the chain. If the chain fouls Ihe rope. lei go one end and pull thc rllpe
out. ON NO ACCOUNT IS A CllAIN HOOK TO BE USED. A chain
hook will foul in the chain and bc lost. If like this happcns.
STOP TilE WINDU\SS. The cahle must then bc paid out lIith the
Ilindiass in gcar and thc hook. or Wlwlc\cr it i~. recovered. A chain
hook. or (lm1hing ebe. left in a locker. v,ill I almost certain dcath to
"omeonc. 1\llen tllC anchor is let go and it lip out of thc spurling
ptpe.
Chain hooks are for lise when handling lhe cable on deck and NOT
ror sto\\ing cables in lockers.
\Ianufacture of a chain
The link blanks are cut 10 the precise length according to diameter ui'
the chain cablc. and heated to forging temperature in a resisUtl1ce
healer,
The heated bar is (hen COl1\c\cd to the Link Forming Machine \1 here
t\\O hall'-circ1e bends are formed in 11\0 separalc ope~·ations. between
II hich the link is attached to the pre\iou~ly completed part of the Chain
Cahle.
The Welding Operation. FI,ISh and Lpset rel11o\aL and Studding
')peratiolb arc carried out "hibt the link is still aL forging heat.
The machinery Llsed consists PI' a hydraulic link bending m;lchine.
so THE EFFICIENT DECK llANO
LUGGED SHACKLE
Anchor Open End Link Kenter Shackle

~ Bending on Shackle t Enlarged Link ~
t 1C®~~8= Two Link (or more) Attachment

LUGLESS SHACKLE
auh)matic nash butt welder. air operated vice f\)r holding the welded link
during the removal of nash and upset. and a hydraulic press for fixing
the stud under suitable pressure and giving the link its final correct
shape.
These rour unib arc spaced at 90 intervals around a circular turntable
on which four overhead cranes are mounted. This conveYs the chain
cables i'rom one operation to the next. The nnished chail~ is fed over
rollers to the inner ends of the cranes and thence dO\\l1\vard onto the
turntable. As the I'ormation or the links i~ entirely mechanical. there can
THE EFFICIENT DECK HAND ~ I
be no appreciable variation in size and shape. The completed chain cable,

arc heat treated. thus normalising the quality of the steel throughollt.
The links are formed in a Press v.hich ensures uniform dimensions.
and t he pressure applied to each link during the forming operation
makes extra firm bedding of the Stud int,) the sides of the link.
The windlass
The windlass is a machine primarily provided as a means of letting the
anchor cable run out and hauling it in again.
It may be steam. electric or hvdraulic. and will normallv have two
gipsies (or cable lifters). which can be put in and out o( gear. both
together and separately. A brake for each gipsy and reversing gear. It
usually has a winch drum end on either end of the main shaft. provided
for the purpose of hauling on mooring lines when tying up. letting go or
warping. A small spur. called a kicking strap. is fitted under each gipsy
just forward of the spurling pipe. for the purpose of knocking out any
links of the cable that get caught in the gipsy. and ensuring that they go
down the spurling pipe. as the cable is hove in. A compressor (or bow-
stopper). which is a device that can be used to hold the cable and so take
the strain of the cable olT the windlass brake. is placed betv,een the
and the ha\vse pipe.
Getting ready to anchor

1. Request the engine room for pmver on deck.
'1 Take to the fO'castle head a spike. hammer or crowbar. oil-can.
goggles and. at night. a torch. Take ofl the hawse pipe covers. Let
go the lashing in the chain locker.
~ Fvlake sure th~e windlass is out of gear and that the brakes are on.
4. Turn the windlass over slowly and oil the moving parts. On a steam
windlass the drain cocks must all be opened. and the water allowed
to drain off before the cocks are closed again.
5. Put one anchor in gear (see that gears arc clear to engage first).
6. Remove the devil"s claw and any other lashings. the compressor
bar and the cement. or other filling. from the spurling pipe,
7. Make sure that the weight of the anchor is held by the brake and
that the gears. although in. are clear. Take out or gear.
X. Prepare the other anehor using the same routine (5.6 and
9. Inform the Ollicer concerned that the anchors are readv for lowering
clear of the hawse pipe. . ~
10. Place one anchor in gear.
11. When ordered to lower away by the OlTicer. Take off brake and
lower slowly. untillhe anchor is out of the ha wse pipe.
" Screw brake tightly home and take out of gear.
Repeat 10. II and 12 with the other anchor. if required. Return
the gear.
I.ctting go the anchor

\\car goggles. Let go the hrake when ordered and brake as required.
·I'ter the anchor has hit the bottom. One man to strike the bell as the
j)"ll)..m t\ll11bll1\'d \T\l:hll[ \\lTllI1d" "fHi Svll-ll'n-.io;]in"

\\lIl"li 1\1111 h,dlaul1, drHl'
shackles gO out. I Shackle, I bell. 6 Shackles, 6 bells, etc. Put on the com-
pressor b:lr and screw the brake tightly home, when sufficient cable has
been paid out. Hoist the anchor ball or anchor lights. Return the gear.
Weighing the anchor

I. Take to the Co'castle head a hammer or crowbar, hose, oil-can and,
at nighL a torch. Couple up the hose, lead it to the h,mse pipe and
open the cock.
") Request the engine room for power and water on deck.
~. Make sure the windlass is out of gear and the brakes are on.
-l. Turn the windlass over slowly a;d oil the moving parts. On a steam
windlass the drain cocks must all be orened, and the water allowed
to drain off before the cocks are closed again.
5. Put the anchor in gear (see that the gears~are clear to engage first).
6. Send a man to the locker (with a light if necessary).
7. Remove the compressor bar and when ordered to do so, take off
the brake and commence heaving in the cable. See that the hose is
running, and have a man to was~h the cable as it comes in. Inform
the m(~l in the locker that YOU are about to heave awav. Another
man should stand by the bell"to ring the shackles as they C(lme in.
~. When the anchor is hove home, inform the man in the locker. Apply
the brake tightly and the compressor bar. Ease the gears and take
the windlass out of gear. Stop the water. close the cock and uncouple
the hose. Take down the anchor ball or anchor lights, and ring the
bell rapidly when the anchor is aweigh. Return the gear. ~
Securing the anchor for sea

I. Ensure that the brake is tightly home, the compressor bar on and
the windlass is out of gear.
Place the devil's claws on the cables and screw the bottle scre\\s up
tightly.
P~t the hawse pire covcrs in position, and if proper plates are
supplied for the spurling pipes. rlace them in rosition and co\er \\ith
the canvas coat. If there are no proper plates for the sruriing ripes.
the cables must be \\ell wrapped with burlar or sacking in the
spurling pipe. The pipes are then to be filled ovcr the burlap with a
good thickness of cement (sutlicient to withstand any movement of
the cables or weather damage). To help prevent movemenL lash the
two cables together beneath the spurling pipes in the chain locker.
-t. Return all gear.
To break a lugged shackle, punch out the pin with a punch and
munday hammer, the wood spill' will break. To break a Kenter shackle,
I"unch out the rin.
'-
cr.
,,
'f:
....
,.)
, c.
C
\ , I
2J
I
I
I ,
I v
13
;:::
I I u
I I
L..
C
I I
I I -"
'-
I
I
, I tU
C.
C.
C
I ~
I
:::
, I
i
.:<:
....~
->;1)
~
if-
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2:
THE EFFICIENT DECK HAND X5
ACCIDEYI PREVEI\TIO:,,/
Be sure the brake is ti"hlh home and the "ears eased. before lakin" the
windlass oul of gear. ~ . ~ ,
Do not leave the windlass in gear.
Wear goggles \\ hen letting go the anchor
Do not go in the chain locker to qow the cable,
Do not use chain hunks in the chain locker.
Sce that the spurling pipes are made properly watertight.
When it is necessary to let go an anchor or payout cable. and (\ man is
ill the locker (as might happen when mooring). the order "Stand clear in
:11C locker" mllst be given, replied to and carried ouL bel'ore the anchor
'I' cahle is aliO\",ed to run out.
I'\GRESS OF \VATER THROLGH SP[!RLlNG PIPES

, I ,C Spurling Pipes \\hich carry the cables from the forecastle to the
:'!c locker. have, in the past. been contrihutory causes in ships
.,)ming casualties at sea, The two exal1lrle~ helo\\ hopefully highlight
. :1ccessity ror rre\'enting water ingress through ~purling rires. In the
.! c'\(\mp\c the ship foundered. resulling in the loss or lik,
"'1'/1' /.-
'.Ided ~hip on pas,age rl'()111 Holland mel with heavy \\'eather in the
,11 Channel. The camas c()\cr~ to the spurling pipes were torn
. clnd the chain locker and forecastle slore hecame flooded. The ship
~ ,lltTadv down hv the he,td. the additional flooding \\as sullicient
:1;2 the' well deck under \\ater. therehy placing: the~ air pipes and.
ck'ntly, tbe balchways in jeopardy. Progressive flooding
c,: ,Illd. Ihe shir was los\.
ship. also oul\\ard hound from Holland, cncounlcrcd he,l\~

lh were suflicient to break the cement \\hlch plugged the
, ,purling pipe. Sect \\ater thus gained access to the chain locker.
,1j'\\<lrd storcs space producing trim by the head and hringing
,.,.~ awash. Fortunatelv, the Master took early action and
P,)rt. where Ihe spurliilg pipes \\ere re-cemented,
,a,e. Ihe mere filling or call\as around the spurling pipes

, Illie·tent. hut had the canvas heen suprortcd b) close filting
.: more ellieient means of preventing the 1I1gress of water
','Cil provided, The second case sbo\\ed Ihattbc quantit~ of
tnllst he adequate. not only t,l plug: the spurling pipes. bUI
,'Ill lateral movement of the cables withinlhctn.
CHAPTER 7
FIREFIGHTING AND LIFESAVING APPLIANCES
FIRE PREVEYflO~
Three things are required ttl produce and sLlstain a fire, Heat. fuel and
oxygen. an absence or anyone or these threc will cause the tire to ex-
tingubh, HO\\e\er. heal. provided there is sumcient 0" it. will caLlse a fire
without the nec!.:ssitv or h<lving to light it.
The amount of heat reqLli~ed to' ,tart a fire \\ill depend entirely on
the temperature at \\hich the ruel \vill ignite spontaneollsly. With some
substances. such as ruel vapour thi~ is vcry low. \\hik \\ith others it can
be exeeedingl, hie]1. anything and e\enthine will burn. The reason some
substances ~6pea~' not io hUI'n lies in the ,'act that the hcat produced in
most lires is insullkient to ignite them.
Obviously the most ~u~cessrlll method or firc fighting is lire pre-
vention. Since fuel and oxygen arc always present. this is hest achieved
bv eliminating the heal.
. Sp(llltane()~!s combusti()n (selling light to itself) may happen \\ith a
number or cargoes sllch as Seed Cake. Fish Meal. Coal. Esp;lrto Grass
or Cott,ln. \\ith dampness usually a common ractor. Water in some
suhstances, if there is no ventilation to carn the heat <1\\.1\. \\ill slO\\lv
but surely (;lS it does in a haystad pr inanure heap)' increase the
temperature. until the small ,1l1h)Unt or oxygen in the I'uel ignites and the
ruel smoulders. As soon as a large volume of air (which contains OXH!en)
comes in C,)!ltact with the smmTldering fuel (as it \vill when the h,;t~hes
are removed 1'1',1111 a hold) there is a !\crce lire. Cargoes which arc liable
to spontaneous comhustion should therefl)re be kept ~\\ell vent ilated. to re-
move any heat bef,)!'e it builds up to thc point where the c;lrgo \\ill ignite.
Bedding and ship', stores should ne\ cr be st(l\\cd 011 top or. or too
cklse to. any type nf radiator. l\eithcr sh(luld a store !"ll,)!l1 be tilled to
capacity. so that the air space ;m)lJnd an electric light bulb. either in Ihe
deck head or anywhere else. becomes restricted. l:lcctric light bulbs and
all r;!diators hec~lme vcr\; hot \\hen then~ is no circulation 0" air to c,!rr\
Ihe heat '1\\ay. and will'quiekly set lirc to any bedding or stores in the
immediate vicinity. 01" to a (o\\cl or ,IUlie placed [po ~'Io,e tn it. Do re-
member to ,\\itch the liglH ,)L!t bero!".: Ica\in!! am \.'abin or storeronm.
Derecti\e electric wi~'il1g is liable to he,~t 0;' spark. and set firc tll
anything it touches. or to any intlamnwble \upnllr This is it \ery rcal
risk when portable leads are connected to \ ari,ll!s eleL'lrical equipment.
All electncal equipment and leads should he e\amined by. ,lIld per·
mission to USt' them ohtained frPl1l. the ship's electrician or othel
et1mpetent person. Above all. di-;eonnect all clectrical equipment.
particularly any electric iron. ()J" tire if nne has becn in USl'. heforc Ica\ino,:
a cabin. Ais,) cit)se the po!"!s. forced ventilation Hl1d lhe dOPL if \(\1
expect to he away ,my length or time.
\1atd1<:s must always be extinguished and ei!!arl'lte ends stubbed Olll
befnre heinp: discarded into a pr~lper reccptacl~ Do not ti1r(l\\ ]11;!tch,·
THE EFFICIEI\T DECK HAI\D X7
,\1' cigarelle ends ahou!. N EVER smoke in hed. sl1l1uld you fall :hleep
,ml the cil!arette ~et lil!ht to the hed clothes. thelT is 11(\ I!uarantee that
I hL' smoke ~will \\,Ike vo'u. '
In the accommod~tioll or an~ ship. a lire will always spread rapidl)
dong an or air duct. jf given a chance (paint in the alley\\ay
,I nd dust in the airducl will provide ample fuel), Doors. ports and
\ -:ntilating trunks in all empty cabins should be kept shut. to help
I'rc\ent the spread of any tire that may sWrl in the cahin. In all UI1-
,)ccupied cabins. the lights and radiators should he tllrned 011'. In the
,'\ ent of a lire in a cabin. raise the alarm. The door should not be opened
.Inti] hoses have heen rigged and \\ater is a\ailahle.
Do not leave an aer0~ol in stronl! sunlii!fll or ncar a source or heal.
I),) not all()\\ the spray frum allY aer~)sol h)'COme in contact with a naked
":;111(' or heated surface. the contents are hil!hl\ inflammahle .
.\\·oid collections of either damp. or gre;lsy waste. or cloth in cabins.
',llrerooms or workshops. This sort of thinl! is very liable tl) ",pontaneous
,'lmhust inn.
!\lever ~ll1oke in a no-smoking area.
liRE FIGHTING
Ille most important aspect or lirc is immediate action. but
'~f(lre starling to light even thl' smalle,t fire. ensure that the alarm ha,
','-:n raised and the fire procedure activated.
rake up a posi tion where access to t hl' fire is unrest ricted. but \\ here
quick and safe retrl'at is possible. hn example, on the side of the fire
,'~Irest an exiL
Crouching \\ill help the operator to keep clear or ~moke. avoid heat
'~d allow a closer approach to the lire.
\Iways ensure that a fire is completely extinguished. and not liahle to
or continue smouldering.
rhere are t\\O methods of extinguishing a tire:-
By the heal. This can usually he accomplished by (llInlllg
watl'r (or sometimes. in the case of nre in a cargo. steam) onto Ihe
,ource of the nrc and keeping the surrounding ([rca cool to prcvent
the fire spreading.
Lh excluding oxygen. This is achicved bv closing all doors ;md
\~ntilators, and I:e~!llacing the air in the vicinity o(the tire with an
Iller! gas. such as carblln-dioxide (CO,). or b\ smothering the tire
\\ ith ,\ !lowder. I'oam or a hlanket. -. ,
I Ires in the proximilY 01' electrical wiring will require the extinguishing:
I to be a non-conductor of electricit\. I\LVER usc waleI' or foam
II electrical equipment or \\iring. WIthout lirst !lulling the main
IL'hes or fuses. and ensuring that the equipment is not livc. Electricity
,cis through \\ater and can kill vou instantaneousl\".
J hc first lille of defence against a small lire is pu;\ided by Illean:, of
, ,hie lire extinguishers These for Lhe hefore the lire has had a
to obtain a~ tlrm hokL There arc ,eventi elilTerent ty pes and each
h llwn particular lIses, and disad\antag:e~. Do not lise a
TilE [FFICI[;\T DECK 11!\\iD
tire extinguisher tn pUI (luI <I lire hurning gas. Turn olT the
supply if it is sare to do so. or leave sllL'h tires 10 specialised personnel.
Get to know the exact i(leation ot' ,\II lire alarm points, lire tighting
equipment and porta hIe lire extinguishers in the ship. as soon after
joining as you reasonably call. Read and memOrIse the instructions on
all the portable tire extinguishers. The middle of the night is no time to
he searching for extinguishers and trving to read the instructions.
DO NOT usc sanc! i'n)111 tlk' lire h~lCki.'b to scruh thi.' deck, or for
anythIng else t'xct'pt lIghting 111'<':.
DO NOT use a water tire bucket for am purpose VI ha tsoever except
fighting lire. \Vhenl"vcr you pass a water tire bucket Ilith the hose.
replenish the water in Ihe bucket.
DO NOT pl'IY games \\ith pl)rtahle lire extinguishers. ell' they \\ill be
empty when you reall.\ need them.
DO NOT usc tire hoses for \1,bhll1g down the decks,
On fire drill~, learn the correct \\':'a\ to hold a liri.' noak \vhell the
water pressure is I'ull on. Keep the hose under the armpit. and place your
hand~ palm down on top oC the IWZZle, so that you can push it down,
A fire hose that takes charge tries to rise. control Is kept h~
holding the nOllle dO\\I1. II' no//le takl'~ charge. OpCIl anoth,'r cock l\l
reduce the pressure, before attempting to control thc nOllie, Lcarn also
how t,l adJust and operate the breathing 'Irpar,ltll~ nil hoard, and Ie,lrn
the sirrnais otr 1'1\ heart. You w1l1 not be able to rcad thcm in the dark
and sl;1Okc. '
If a person's clothing catches lire. remember. that names hum up
Quickly push the person [0 the grnul1d bl'I'ore attempting to smothl'r
the Hames hy \\ rapping them in a coaL rug or blanket. alternalivel~
extinguish the flame using \\ater.
All used or partially Lisee! portable extinguishers are to be recharged
at the first practical opp,)rtunity,
Portable Fire Extinguishers

The colour coding on fire extinguishers should comply \\ith European
Standard BS EN.I. They have all-red hodies and optional ,'olour IPnes l'l
up to 5"" or the LOlal surface are(! to indicate their contcnh:
Red: Wuter
Yellow: Foa !11
Blue: Dry Powder
Hiack Cai'bon Dioxide (CO~)
Il should he stated lhat an) c()mpli<lbk extil1gubher will he slIltahle It
tackle a fire. rrovided it has been regularh sen iced,
THE EFFICIE0JT DECK HAl'.D
Portable Fire Extinguishers
(I' Iii! i-', Illi' I

FIRE CLASS
ACCORDING
e>
10 z
85 4541
~
1970 :;
CLASS I
"
Z
;:: ' o. c. STANDUD,
. :l I'POWOUt I :'~:~R FOAM WATER
A
AU PURPOSE A SAPPHIRE CO:' GAS
DRY POWIJER I
NO
I-
. NO YES yES
YES
PrOlddes
(!) : In"lbl\li«}
YES YES NO YES YES ~O Y€5
NO NO NO
~ ExciL.S'o",
01 wro'"'9 "fl€dH)m
would cause
f·~p'OSH')n
Ye< NO NO YES
Excellent
Noc
cond:Jcto' f<1drr Isa 'l'mw'siJ
Le;:lv€'s nd conduct'" I (ondUCfOt
r>O's due
!
3'0$
;<j
80
136
50
Cvl nder
-Piercer
Hose CO,
Pressure
Charge
I
I --waler
Nozzle
Lever
Diptube
Nozzle
Strainer
Seal Operating
Lever
Hose
- Carrying
Handle
Strille Knob
Wtleelhead Nttrogen
Salety Clip
Piercing Spindle
Squeeze-grip Hose
COa Pressure . Control_,
Charge
Diptube
Water--
Foam Concentrate
Container
Diptube
Powder
Strainer
Skirt
Ii
•
Nozzle
THE EFF1CIFNT DECK HAN!) 91
Fire huckets Thrr)\\ the \\ater onto the ~eat 01' the tire. (:"-Jot to
he u~ed on oil or electriC fires.)
Sand buckets CO\ er ,pilt oil \\ ith ,,1l1d to pre\ ent the fire spreading.
Fire blankets Placed in the galley near the fish I'r:er. (O\er a pan
01' hurninu I',\t \\ ith ,\ hlanket.
Blankets (Wet an/ \\ 001 il' possihle.) Suitahle 1'01' smothering
a sm,1I1 fire, [I' \\et. do not use on electrical
equipment. (Wool singes. hut does not easily hurn.)
Carbon tetra-chloride (CTC) extinuui,her, ui\e 011' toxic \apours,

lild are not thererore apprO\w! 1'01' use ahoard shirl.
1>0 I\OT CO~TINl'E TO FIGHT A FIRE IF:-

• It is danuerous to do ,0.
• there i, :1 possihilit: that: our e~cape route ma: he eut of1' hy the fire
"I' ~mokc.
• Ihe fire continues to grrl\\ 111 spite 01' your efforts.
• 'here are gas cylinders thre,ltened hy a fire,
\\lU ha\e to \\ithdra\\. clo,e doors behind :ou \\hene\er po,sihle.
\1 \,IOR FIRE APPLlAI\CES

I I "'l''', Fire hoses and hydrants are placed at strategic points, Fire hose,
, .Ire not pen11Cll1ently ,ul\\ed on reek should he made up in "Dutch
" Tn make a dutch roll: Stretch the ho,e and douhle it. L\\inu one
"I' the ho,e upon the other. roll I'rom the centre ~o tliat ~hoth
1,lmg' \\ill be on the oUhide 01' the rnlL A hose rolled is this manner
'llc'h mnre ea,I1\ stretched in an emeruenC\. than a hn'ie r(lilcd I'rom
"Ill!.· ~ .
To fight a lire of the Class A type (wood. paper. textiles. etc.) in the
accommodation. use a jet nozzle. the jet aiming onto the seat of the fire.
Other hoses should. if possible. be rigged and aimed to spray the
bulkheads. decks and deck-heads. to pn.'\enl the heat from the lire
spreading.
To fight a fire of the Class B type (flammable liquids and liquefiable
solids). two methods arc available.
I. Using a spray \lozzle. allO\\ a fine mist spray to I'all on the seat of
the fire. The larger the area the curtain of spray can be made to
cover. the beller.
Using a roam making hranch pipe coupled to a low expansion foam
ma king compound. a nd wi th sui tahle \\<\ tel' pn':~~lIre. which is adj us ted
to suit hv means of the cock. Allow the foam to fall li[!lnh- 011 the
Car side '01' the fire and !!racluallv cover the lire. When lcasible. lhe
foam should be directed~onto a hulkhead and a 110\\ ed to flow dll\\ n
the bulkhead onto the fire. If roam i~ allowed to hit the liquid with
anv force. it will sink beneath the ~urraee and be rendered u~eless. II
will also splash the liquid and so cause the lire to spread. \Vhen:
the liquid on tire is in a raised tank. buckets or sand ~et beneath (In)
drips. will help to prevent the fire ~prcading.
Unless the bilges are clear and the bilge pumps working. so that excess
water can be pumped out. Large quantities of water should nol be
pumped into ,1 hold. t,lIlk or engine rool11. because an excess or free
surl'ace water may cause the ship to lose stability and possibly capsize.
Fortunately. a large lllwntity or foam can be made with \er: little
water.
Steam. Some ships arc equipped \\ith remotely controlled steam cock~
situated ill the holds. others an: supplied with lengths or steam hose.
\\ hich can be coupled 10 the deck steam line. ror dealing \\ ith tires in
compartme'l1ts. Prmided all ventilators arc clrecti\ciy scaled. steam can
of'len contain a fire in man) types of cargo. by preventing a heal build LIp
and the conseque11l spread or the' tirc. ;\I1d ma.\ succeed in actually
dowsing the fire.
Foam. Three types of roam are a\ailable I'or tire lighting:
low expansion foam, Which consists 01' small bubhks made or \\aler
containing a percentage or an animal o Ifa I based foal11 compound and
air. This tyre nf foam may be tl1ro\\n in a Jet for short distances. and is
suitable for lise on hurnlng liquids. Care must be takcn not to aI/ow the
jet to splash the liquid. and so spread the fire.
When fighting an alcohol type lire. a specially manufactured type of
roam compound musl be lhed (not slliulhlc for lise with salt water).
\ledium expansion foam. ('ol1sish 01' some\\ hal iarge'r bubbles l11adc of
water cOlltaining a percentage 01' detergellt ,11](1 ;lir, Thi, typc of roam
ma\ he thrU\\11 l\lr \cn si1nr' dISlciIlCC, 1'1",)111 1',),1111 making branch
94 THE EFFICIENT DECK HA:,\D
Showing generator in lise witli canvas trunking to carry the foam
HIGH EXPANSION FOAM

GENERATOR
ANGUS TURBEX WATER

TURBINE
THE EFFIC1ENT DECK HAND 95
pipe. or be poured from a roam generator. It is suitable for lise 111 a

compartment. where it \\ill be contained. against clas~ A and B fires.
High expansion foam. Contains still larger bubbles. it cannot be thro\\ 11.
but has 10 he manufactured in a roal11 making generator and poured t1l1to
the lire. The ~ize of the bubbles depends tll1 the si/e 01' the mesh in the
generator. through \\hich the \\ater and detergent foam compound ,Ire
blown. 1\ is most suilable for IIn::s in compartments \\hich have con-
siderable: empty space~ (such as an engine rool11). as thc roam \\ill till the
empty spaces. thus deprh ing the fire of the oxygen the: \\ollld olhel"\\ ISC
conlail1. Moreover there is very lillie \\aler damage resulting from its
llse.
Unlike convenlional tire fighting methods. no altempl al restricting
\entilation should be made \\hen using expanded fo,lm The currents 01'
air feedinf! the flame. \\ill Gun the foalll bubbles 10 the seat or the lire in
a most a~tonishing manner. "Hubbies burst with the heat and turn t\l
steam. helping to both cool and smother the flame. gradually huhbles
will encroach on the lire and extil1f!uish it. rvleallwhile. the detcment in
the foam cleans Ihe air or smoke 7lnd soot. ll1'lking il p(l~sible tor the
operalors to obt:lin a good \'ie\\ 01' the results 01' their ell'\Hh.
Ditllclilly ;lrises, however. in dispersing the foam. I'm the hubbies
may have a considerable length 01' life. Ie possible, il can be remmed by
suction. or be swept aside with boards, An alternali\e method is to break
the foam down with waler mist. although this method adds It) the \\ater
damal.!e.
Either fresh or salt water m<1\ be used for the mallufacture 01' roam.
although there arc exceptions, ~
Fire control plan

This plan will be placed in a conspiellous position aboard all ships under
S.O.LA,S. regulatiolb. It sho\\s position and function of all lire lighting
\.'quipment provided, and all crew should make thell1sehes ramiliur
\\'ith it.
GF:l\ERAL PRF:CALTIO.'\S
Gas fires. Water should be used to cool the containers. hut l!<lS llan1Cs
,hould be extinguished ol1ly by cLllling oil' the gas sLlppl:. 'Operator,
,hould take up a position \\here they will be pwtected rrom exploding
,\linders.
Fires in the open. Try to keep \\ind\\ard or the lire to aVt1id smoke and
ih.'dl. Heat rises, so a crouching position is preiCrred to an upright one.
Fires in compartments. E,cept \\hen using foa111, every e1forl should be

"ade to restrict the air by closing all d,)Ol's. hatches. ports, ventilators.
Ild most important of all. ventilator trunks. All \entilating fans should
'c stopped. When entering a compartment. keep as close to the dcck
:ld bulkheads as possible. avoid standing up and being positioned at
1\.' centre of the compartment.
c
-::;;-.
......j
:c
r.-1
r.-1
-.,...
I)
r.-1
/
......j
o
r.-1
I)
:;r:
>
z
:;
Typical high expansion foam arrangement for an engine roum
I. Te't outlet.
3, Water :sIQrage. stoTage.
5. Air duct
7. Motor tans and pumps,
9. Foam
11. Foam
The emergency fire pump is cunnected to the waler 'Storage tanks, 10 ensurC' a ..'otltlnuous
water supply
TilE EFFICIENT DITK HAND 97
Always have the ho,e Ilith rull lire pre~~ure ready berore opening the
door of a compartment containing a tire. and aim the hose into the
compartment as the door opens, II' there ha~ heen a build-up of heaL the
cold air enterilH! the hottom or the dOOmCl\ II ill c~\use a ,heet or !lame
10 explode rrol1~ the top of the d(wnl a~. lIl'llcss a jet or II ater is
there to kill it as the door opens,
Fixed installations. Many ships are now filted II ilh lixed ilbtallation,
for fire fighting in compartments and 1'0(1111' The tllO main types
in lise are as I'ollows:
Carbon dioxide (C0 1 ). A number or bottb carbon dioxide

are located at a stralCgic point Ilithin the compartment. In the elent
of tire. the ~as is released. allli since it is he,ll ier than air. fill" the
lower pilrt ~ol' the compartment. tilu, extltlgulshing the fire. All
ventilation should. or course. be scaled oil'. Trouble arise, after the nrc
has heen extinguished. because the heat is still present and. if air i~
allowed h) enter the compartment before it has cooled, the fire l11a~ l\ell
relight itself'.
Sprinklers. In this method. water is piped under pressure to ,piKed

sprinkler heads in the deck-head. In the eICnl of fire, Ihe heal generated
will burst a frangible bulb scaling the sprInkler head, thus itllolling
Ilater to sprinkle onln whatever 111<1;' he helOl\,
Glass Bulb Type Sprinkler Heads
Fire alarms. There will be at least

1\\0. and possibly more. manual
lire alarms placed at stralegic
p(lints on the ship, In the e,ent of
.I person it nrc. the)
,ilould immediatelv sound the
,ililrm from the nearest point.
The must relia hie fire alarm is
\ nu, if' IOU smell smoke. see
·ll1oke C()n;in~ from a ventilator
,. cr;lck. or~ if a bulkhead is
'111ormallv warm, il1lcsti!.!ate, If
"ll arc o(lhe opinion lhat 11 could
': a lire. sound the alarm, Do not
9S THE EFFICIENT DECK HAND
he afraid of givinu a raIse alarm. it is far heller to gi\t, a false alarm than
to risk a seri~lus fi~·e. ~
There are a Ilumher of automatic fire alarms on the market. which
are suitahJe 1'01' ship". \Vith some. air is drawn continuollsly from
comparlmenb and passed through luhes. in which smoke. if there
is any. mav he seen h\ an Otlieer on the hridge, Other, eon~ist or two
strip; of dCtlerent meulk in the case (If fire. heat e,-pantb the metals at
different rate,. this in turn CilUses an alarm to he rUlH!. It m(lV also he
arranged to turn nn a lixed inslallution in the compartment c,;ncerncd,
Again these t\\O methods mav he com hi ned in one installatinn, Another
tY!1e \\orks with it ~()rt 01' milgic eye, Smoke in the atmosphere. ohscuring
the magic e\t'. \\ill have the same etlect. and ~ollnd the alarm, lln-
fortunately. 'these may he triggered off h: dList or other impurity in the
aiL
LlFESA \'11\G APPUA1\CES

Fresh air breathing apparatus
Several types or rresh air hreathing appllmtus haH' been approved I'llI'
u~e on hoard ship~. allllf \\ hkh arc relati\cly simple to operate. even by
practically untrained personnel.
The AntipllYS \;larine manufactured by \1e~,rs, Siehl'
Gorman. IU1> a race mask 6() feet (IXm) or air hose attached to il
lit'ting harne.;s. and 7() feet (11m) or hemp covered \\ ire rope lifcline, [t is
suitable for hreathing in ,moke or toxic atmospheres on hOMd ,hip over
short distances, The fresh air end of the hose is secured to a helt \\01'11
\n an attendant ;,t,ltioned in fre-.;]) air. This alhms the attendant to ensure
[f]ilt the free end or the air hose rem,lins in the fresh air. A system of
signals can be used on the lifcline. tll keep \\earer and attcI)dant in
communication with each other. Air is drawn into the apparatus by the
\\earer's l)",n inspiratory efforts,
The Vista Smoke Apparatus also manut'aetured by \'1t:ssrs, Siebe
Ciorman. has 120 !'cet (37 m) of air hose attached to a fnot bello\\s. and
UO feet (40m) of lifelinc, If the bello\\s cease to function. the \\earer is
still ahle to draw air through the ilir line by hi, own inspiratory efforts.
For lI~e in lire iig:hting, or \\ here hea\" \\llrk j, undertaken in a toxic
atmosphere. Som~ trafning is needed b~ the allendant before he i~ ahlc
to gauge the correct speed al \\hich the helll)\\' reljuire to be llper;lted. in
order to give the operator maximum comfort \\ hen \\ orking,
The Bloman Rl)Wry Breathing Apparatus is somewhat similar but
is capable of ,upplying air to two operators b:- means or it rotary
blll\\ eL
Compre~sed Air Breathing Apparatus

Again several types or all' hreathing apparatu~ have been
aPPI'(1\('d for usc ahoard However. it is e"ential that no one
should attempt 10 wear this type of apparatlls. unless they have received
a thorough training in ih usc. Neither should anyone attempt to Lise it
\\ithout a lifeline and an attendant standing hy,
THr: EFFICIENT DECK IIAND l)l)
A short duration compressed air breathing apparatus consists or a

mask and an air hOllle {which is connected to the mask}. slung from the
shoulder. and gives complete protection against smoke ana all toxic
atmospheres for about ten minutes. It is idcal for usc an altendant
evacuating a person who has heen o\erCOI11C by smoke or gas. Being
easily and quickly lbnned and adjusted.
Featuring the latest technology and components Driiger produces a
full range of hreathing apparatus prm iding comfort and ease of use. The
PA90 Liuht or Micro arc for short duration use and can he sillnu from
shoulder~or harncssed on back. lor IOl1ucr duration their PA94 Plus
comes with p<ldded shoulder backplate ~and the lung demand vahe
provides consistent supply of air.
Both fresh air (ll1d compressed air apparatus can he hued with a
telecommunication system. which can be used to keep the allendant lind
operator in communication with each other. The equipment consists of
a full vision race mask fltteu with a microphone and earpiece. and a cable
allached t,l either the lifeline or air hose or a rresh air apparatus. The
allenuant has a twin earpiece headset. anu a boom microphone con-
nected to a control box earrieu on a neck slin~. The cOl1trol box is
equipped with all 011 olr switch. and a t~) talk" spring loaded
blluon. The operator's microphone remains switched on throughout. so
that he can he heard at all times by th", altendant. The system is powered
by an electric hattery.
EMERGENCY ESCAPF. SETS

Designed to provide up Itl 15 minutes or breathing air. the Drfigcr
Saver CF constant 110w emergency escap'" breathing apparatus allows
safe, effective and uncomplicated escape from ha7ardoLls environl11ents.
Heralding a new concept in hooded esc~lpe sets. it is \er) easy to lise and
requires mll1im,iI lIser training. Fcaturing a particularly lo\\' cost or
o\vnership, it incorporatcs an ozone resistant neck "cal. which ensures
seal integritv whenever the unit is called into action. less or how
infrcquent that may he.
Convenientlv hOllsed within an inst(1ntlv recol'nisable, orane:e carrying
bag. the Saver'CF is Hutomatieally activated as ~oon as the hag is opened
and. in the event of a Ldse alarm. ('<In simply he reset. The bag also
incorporates photoluminescent panek which enable the unit to be seen
at very low amhient light and visihility levels. Compact and lightweight
in design. the washable. tlame retardant hag allows \\(\ter to self-drain.
and ca~l be interchanged bet",:en the chest or handolier positions for
greatcr freedom oj' mo\emenL In addition. the C\linder contents U(luge
~an he seen immediately via a transparent \ie\\iilg \\ind,l\\ locat~d (111
the side of the bag. This obviously enables a quick and simple cylinder
contents inspection. without any dismantling or adjustment.
Suitable for LIse with any face shape or sile. and by those with gla'ises
or facial hair. it has been ,pecially designed to he as easy to don as
possihle. The streamlined hood also features a wide visor for enhanced
peripheral vision. and a loll. contents warning \\histle indicates when the
unit is nearing the end of its air supply.
Driiger Saver CI·j 'i \\ilh flame rCl~lrdent hood.
Driiger Savcr PPIO \\ilh panorama nma 1~ICC mask.

TIfE EFFICIENT DECK HAND 101
a'";::
'"
Q.
Q.
'"
Drager PA90 slung from shoulder.

THE EFFICIENT DECK HAND IO~
Light
I
I
Micro
o First Stage Reducer

til Lung Demand Valve
(j Whistle
® Pressure Gauge
8 Shoulder Strap
. , Back Plate
Pi\. 90 Lighl and 1\1 icro harnesses.
The Savcr CF lltihes a simple I'ail-safe reducer syslem with excellent

110\\ characteristics, to ensurc a consislent air Ihm ratc at all cvlinder
pressure levels. The comhined dill'user and exhalation \alve also accollnt
Ill\' cxeellenl air supply.
GE:'IJERAL
It musl be appreciated Ihal breathing appanllU'l is supplied not only I'or
lise in smokc when lighting a fire, but also f,)J' the lise or any person who
:llay have cause to enter any compartment that might conlain a toxic
ell' inert gas, or which has been ul1ventila ted 1'01' some icnglh or time, and
11 \\hich the a1mosphere may be suspect.
Owing 10 Ihe possihilily 01' loxic air enlering a face mask. it is ad-
,sable that breathing apparatus should not he \yorn by a person who
"IS a beard.
When wearing brealhing apparatus. if gas or smoke is smell inside
mask, leave the area immediatelv and ascertain Ihe eause. C.g .. torn
, damaged ruhher. cracked visor. ~tc. III the e\enl or a 'visor cT-acking
he'll \\earing compressed air breathing apparalus, upen the b~-pas~
::\C Immcdiatelv and leu\'c Ihc contaminaled area at {lnce.
104 THE EFFICIEi'iT DECK HA1':D
Driigcr"s PA94 Advanced Breathing Apparatus.

THE EFFICIENT DECK H/\ND 10)
Gas \lasks
Gas masks are provkkd 1'01' the use or crews Oil liquid gas carriers <lnd
other ships carrying hazardous cargoes. A gas mask is or no LIse \\hal-
,oever in an atmosphere devoid or oxygen. It can, ho\\<:,\e1'. depending
on lhe filters incorporated in the mask. filter loxic gases from the atmos-
phere and so. provided the atmosphere contains sullicient oxygen, render
the air safe to breathe. In vieIV of this. gas masks should not he used in
tanks. pUl1lpruoms and other confined spaces, neither are they suit,lhle
breathing appar,ltus for \\ear in a smoke laden atmosphere. The filters In
L':<lS masks should always be renewed immediateh' aner use. as their
fife is limited. Care must also be taken tll ensure that the filters in the
mask are in fact capable or absorhing the toxic suhstances in which the
operator is \vnrking.
Dust :Vlasks
For usc when workil1Q in dust in a s(lll' atmosphere. Filters must he
renewed (Iner lise. ~
PROTECTIVE CLOTHI~G
The protective clothing carried aboard a ship will depend upon hoth
the trades she follows and the cargoes she carries. Vessels carrying
hazardous cargoes will carry rlill protection suits. Vessels carrying
general cargo will carry little more than a numher of protective helmcts.
goggles. safety bclts and perhaps some rubber gloves, It is therefore up
to every seaman to provide himself with a pair or suitable working
gloves. and iI pair of suitable protective hoots or shoes.
When dealing with hazardous substances. seriolls personal injury or
damage to property or the environment should be prevented. Such
demanding work requires the appropriate equipment. and suitahle
protective clothing must do ml)re than merely comply with the relevant
standards.
Apan from exposure 10 chemicals, the protective suit is orten adversely
alrected bv one or more eonditi()l1~ such as tensile qress, abrasion,
exposure to heat etc .. during work within chemical tanks. al pipelinc
sYStems or an\' other narrow rooms, Anv of the above mentioned con-
lfitions may result in the pwtective suit' being restricted in its etJirienl
operation.
If. during such activitics. a loss or the protective effectiveness \las
expcrienced, the user's health could be in severe danger.
To ensure a superior degree of resistance to chemicals Drager placed
emphasis on robustness with regards to mechanical stress, This resulted
in a versatile concept I'or chemical protection which alkms you to equip
the suit for your own individual application.
Conventional materials fullil some requirements to a high standard
~l11d others to a lesser extent. Some arc impressively lightweight and
have a hiQh resistance to chemicals. II'. howe\er. the material is
suhjected to such ctfects as ahrasioll, tearing or puncturing. the
operation should be aborted as quickly as possible to ;l\oid i11(lterial
damage. [I' the user tries to avoid such elfech then an operation sllch
Driiger\ Work Master pm ideal ['or chemical protection.

as c1imhing under or hetween chemical drums can hecome quite an

adventure.
Himex sels nell standards in the comhination of mechanical and
chemical properties.
Even in the event of darting flames. Himex prO\e~ ilS sUfh:rillrity
over other materials. This makes Himex a suitable material to be
lIsed for chcmical protective clothing slill proliding elfeclile chemical-
protection after being suhjected III a /lame lest in accordance with
EN 532533.
Working at 10\\ lemperatures') Handling qrllgenic media? Material
tesls in accordance wilh DIN 53359-E hale showl1 Himex to retain an
extremeh< hiuh level of chemical resistance elen under these conditions.
It showed nOlle of the stillness Ilhich OCCllrs in othcr materials
at lemperatures as lov. as -40
For less halardolls cargoes. a protective boiler suit Ilith dasticated
legs and cull's and a hood. may he supplied together VI ith a gas mask.
Ilhich is kept in the ready position I\hcn the suit is wmn. Protective
boots should in all cases bl.' IWIl-static.
Encapsulation suit. A total encapsulation suit canlh)! he judged l)J1 the

basis uf its material alone. It is rather the combination or the material
used, the design and thl.' quality or the components used such as the
I·ism. zip fastener etc .. whieh distinguish the TeamMaster pro concept
from the wide range of other total clothing availahle. In a
large number of tests with test suhjects of diA'erent physical sizes. the
design was optimized to achieve the greatest possibk \Iearer comfort in
the greatcst numbcr of dilTerent work situations.
TIle new of the visor extends thl.' mnue of vision to include the
,ides. ~
An important factor \\hen preparing thc suit for ils next usc is orten
the chamdnl! of thl.' ulovl.'s.
In the~case of the-TeamMaster pro, a glo\l.' connection is u'ied which
,:omhines g<h tightl1l.'sS \\ith incrl.'ascd tl.'llsilc strellutil, \\ hi!c nel·l.'rthe!cs,
,tlkming the gjo\e to be l.'asil" chanul.'d without ext~'a tl)()k
The Sealex seam-devel()ped sl;ecially I'or this total encapsulation
:-.uit--makes the seams both extrl.'mely strong: and extreml.'ly gas tight.
Communication. There arc variolls Communication systems suitabk

'oruse with race mask such as SA VOX 400 com-control Push-to-talk
~lI1it.
'rhe extra large push-to-talk hutton guarantees instant and secure
transmission eVCll when located inside a pockl.'t or undernl.'ath clothing.
fhe unillue design prevents unintensional transmission and enables
mounting directly on the radio a compact solution eliminating all
twiundant cables. Alkrnativelv the unit can hl.' l'astel1l.'d means or a
t'lIuued delachahle helt or ciOl11ing
The SA VOX 40(1 com-control ~ an integrated ampliller I'or hOl1e
,'llndllctioll and ear microph()ne~ and 1I1terCace electronics according
It) the type or radio it is adapted to. The pll~h-to-talk button is a\'ailable
ditlcrent col()ur~. v.ith an option ror extra sl.'nsiti\e ,lperation
lOX THE EFFICIENT DECK HAND
The Team Master pro totally ~llil extremely \lrong and
Glove connection
Visor vv'ith side \ision

THE EFFICIENT DECK HAl\JO 109
(mushroom) or for remote mini ptt function. The SA VOX 400 com-
control unit is (5plash) water proof (lPSS) and intrinsically safc.
The intrinsically safe SA VOX 400 com-control adapts any SA VOX
head-set to a two-way radio.
CommUlllcatlon Sy,\cm Driigcr T-Com

110 THF EFFICIE'\T DECK HA~D
Protecthe helmets ~hollid al\vays be wpm whenever working in a ship's

hold. when opening or closing hatches. rai~ing or kmering derricks. and
whenever cargo is being \\ orked. or \vork is being carricd Olll alon or
bdl)\\ ,
Goggles should be WOrIl \\hen painling \\ilh a spray gun. chipping or

~craping. using a grindstone. electric or pneumatic tnob. working in the
vicinity l1f acid. dust. corrosive pr \\elding prncesscs. ,1I1el \vhen letting go
the anchor.
Loose gimes should be worn \\hen handling wire ropes. rough castings.
wood <lIltl under arctic cclnditiol1s. When handlinl! oils and chemicals.
suitahly protective gloves should he \\om. ~
Footwear. All footwcar should ha\c a simnl! non-skid sole and cover
the whole fll()1. Foot\\e(lr containing a protecti\e in-sole platc and toe-
cap. should always be worn under the same conditions as protective
helmets. Open-toed foot\\ear i~ must unsuitable 1'01' any shipboard lise
and should never he \\Ol'll. On ships carrying hazardous cargoes anti-
static fO(1[ wear should he worn.
Orders referring to protective clothing are not is~ufd for run. no matter
how unnecessarv the\ mil\ seem. Under 110 circumstances should al1\
member llf the ship's cre\{ attempt to evade the wearing of protective
clot hing when ca rryi ng out d ut ics. \\hereh) t he regula t ions speci l'y t hal
protective clothing i~ to he worn. or at any other time \\ hen it may be
prudent.
Gas tight torches. All ships carrying cargoes \\hich are liable to give illl'
inllammablc \apours \\ill be supplied \Vlth these torches. \\hich arc
battery operated. Owing t(1 the dangers occasioned by sparking. no other
torch or Iil!lll is to be used when thcrc is am danl!er 1'1'0111 an inlla111l11able
or explosi~e gas in the vicinity. . ~
Safet~ belts/Harnesses arc supplied hy the ship and arc always to be

worn when wl)rking ,doft. 1l10~t especially \\ hen overhauling gear ,110ft.
when \\(1]'kinl! o,erside. and when ril!l!in!! an accommodation ladder or
shifting bo<mls. ~~ ~
Fall Protection
rVhal i.1 j£tI'/)I'Orcclioll:' It is the steps taken to reas(lllabl~ diminate or
Ies~en the ri,k of falling while \\orking 011 board ;;hip_ From national
figures. I',llis fr0111 II or higher re'iult in 1-::''' l11ort;llity. Also according
to National Safetv fil!ures. falls arc the 'iccond lcadinl! L',llISI': PI' OCCll-
pational death beliinlautomobiks. C
In recent ycars. Britain and Furope h:l\e begun to address the rail
hdzard problem. The driving ror.:es h:hind the change are insurann:
L'(ll1lpanics. unions. worker compL:nsati(l11 claims. and third part\
lawsuits.
THE EFFICIENT DECK HAND III
)rill I/O/ COlIl'ill('cd:' M the I'ollowing table \\ill beller illustrate

. he' need ror fall protection \\hen \\ orking in -heights.
How Long It Takes To Fall:
Based on studies done by \al'IOllS \1ntor Vehicle Deparlmenh, the

hest reaction time in an emen.!encv \Vas recorded bv an 1X-vear-old
person at 0.75 seconds. This tim~ sigilificanlly increase;, as a per'son gels
\llder. Assuming the optimum time of 0.75 secnnds (approximately t\\O
!,links or the the person fal would have fallen greater than four
\?etl
rvIany people are exposed to t~tll protection equipment with little or
:Hl formal training, This is the largest opportunity facing manufacturers
ll)day. As more and more people become familiar with the details or fall
protection and prevention this Increases the interest and understanding
\11' the problems raced.
Fall protection systems [lrc recommended whcn working at Hn
~kvated level with an unprotected side or :2 metres, or abovc I he
I,lwer level slIrface. The s\stem must he in slIeh H \\ClV to
l)revel11 personnel from I'ree falling more than metres \)(' strike a ilmer
,leek. There arc two methods of accomplishing this task: Fall Re,traint
S\stem or Fall Arrest System.
Fa II restraint s vstem
fhis s\stem dIll'S \\hat it stales. It is desil!.ned in such a \\av 10 restrain
persol1nel 1'1'0111 falling b\ nol allowing th~el1l to 10 the ieadinl!. cd"e,
\Vith this system the free reill distance'is zero Ceel. Belts arc perm(Ued\()
I,C used \\-ilh this lyre of systcm bUI a full bod~ harness i~ rCl'Pl11mended,
II ~ THF EFFICI[l\T DECK !lA]\f)
If any possibility or a rree I'all exist:-. then the employee need, tn lhe a rail
arrest \1. stem.
Fall arrest system

A fall arre~t ,vstem consists or the 1'0110\\ AnchoL
Connector. B(ld~ Support. and retrie\ aL
• AneIhlr, need to have a minimum breakin!! strei1!!th of IOkN or be
engineered for a ,peeitk ,ystem and hme a s71l'ety f,'L'wr of' to I,
• Connector Gil) e(ln~ist 01' one of se\eral different means, A positioning
lamarc!. a deceIenliion lanvard. ,I ,ell'-retractinu lifeline or a climbinu
aid'de\ice. ' ~ ~
• Bod) support is a full body harne". A l'till bndy harness distributes
the rail impact throughout the body ,llld allO\\, the user \() better
a bSll!'b a 1',11 L
• Retrie\al i.s thl..' lea,[ considered component Il) ,I total rail arrl..'st
system. If employe6 fall then hl)\,\ dlll.." hI..' ,he do\\n. 1\ resclle
system should bl..' decided on hll\\ ITSCUI..' i, performed.
Anchors
Anchorage means a secure point of attachment for lil'dines, lanyard"
or deceleration de\ ices. \\ hich is independelll or the means nr ,upporting
or ,u,pend tile emplo~ee.
An lIncllOr "i" generally a fixcd ,lructlll'ul member required for the
qability and other rurpO'iC, or the structure itself. An example includes a
heam, lll'I'\. c()lumn or tloor." The anchorage for a pers(lnal rail arrest
sy,tcl11 need, 10 be abk tu \\ithstand ,I minimum 10 k' lmp:ld.
Bodv Harnl's~I.'~
Bl)(Jy Ibmes, Il1C,ll1'i a design lli' straps \1 hich may be secured about
the empl()Yl..'e in ,I manner tll di,tribute the I'all arrest I'l,rces o\er at least
the thighs, pehis. \ui,l. chest and shoulder, \\ith l11ealh for attaching it
to (Ither componenh ora per'lln<li 1',111 arre,t ,:.,tem.
Full body harne"e, come in a lot (If difrerent shapes ,1l1d ,ic,ign"
But the\ are all designcd to distribute thl..' impact load acwss a greater
pari or the user's body than a bell. It is a c('nsiticred position that full
body harnesses arc the only \\ay to gIl \Iith regard., I~lil protection. The
rea,on for [hi..; is 'ie\l;~ral fold:
• Arresting f"rL\; is focused lln one central Spll\. The \\aist.
• Jack knife effect of the impact.
• Suspen~;jon time is Ie'iS than t\\O minutes arter alTe,ting the rail.
:ill ill/propcr/I" adj/ll{o! /wrnC,I,1 (Ull Cl/1/I('lerio//1 illjllrl'.' A full b()d~
harne" ~11(llild Iwt hel\e e\cess IlebbilH! material han~in~ from it
beC<lUSl' this represenh a potential "catcll" 11<1/,lrd I'or the ll;'T~
THE EFFICIENT DECK IlAl\D 113
COBRA rope grab fall ~lITe;;tcr

equipped \Iith autolTlatie ,nap
hunk .
. ,'cld Inkrna tillna Is hI! I Hod ~ [I a me" Clll1l pkl\?

\\Jth Integral 1;lmard
COBRA rope grab fall arrester equIpped wIth screw lockmg connector.
AT\10SPHERE SAMPU;\;G EQLlPME;\;T
All ships carrying hazardous cargoes nO\\ cilrry air sampling

equipment provided for the purpose of sampling air in compartments.
It must not be presumed thaI. simply heeause an air sample has heen
shown to he satisfactory, tilat a compartment is in fact absolutely safe.
Toxic and explo~i\e gases and \apours, man~ of them being: hea\ier
than air. can and do remain in unslIspected pockets. even after a
comparlmell1 has been well \entilated. :\ever go into a suspect com-
partment unless you have someone with breathing: apparatus sUlnding
hy.
Fixed installations. Some ships may be equipped \\ith ,I number or Ii.xed

explosion proof detector filamelll heads fitted in suitahle positions
within compartments. The detectors are connected to a remote metering
system situated in a comparatively safe position. from where the
condition (if the atmosphere in any or the tilled n)mpartl11enl~ may he
,ampled for any gas. or vapour the detector equipment is calibrated to
delee!.
Portable equipment. or which there arc a llumber of \<Irying types. is

l'arried by the majority of ships involved in the carriage of hazardous
cargoes An example of this is the Driiger Multi\\arn 1/ monitor. which
can be used I'or personal or area monitoring as required by health and
safely, as \\ell as confined space entry legislation.
More than just a carbon dioxide (CO,) tester. lhe I'vlulliwarn II can
he Jilted with 'rour additional sensors for-the deteclion or up to 35 toxic
~Ind explosive ~wses. as \\ell as oxygen deficiency or enrichment. Port-
,Ihle, lightweight and easy to usc, it is supplied c()mplete with probe for
,Iccess to concealed or difficult areas to reach.
The detcction of il I immigrants in trllcks. cargo ships and trains
C:~ln be dittlclllL time consuming and \er\ distressinL! for all conccrned.
Hoth people and animals exhale carbon ~lioxide during: respiration and.
h~ detecting CO: levels \\ithin a c()ntainer. for example. the Multi\\arn
II is ahle to indicate their presence by comparing the internal CO: levels
t,l th()~e achicved oUlside the container.
As other materials slIch as potatoes. fruit and leather Gin also g.ive
'if CO:. the measurcments in cargos or this lype should be repealed
'\el a Innger period. Should CO: levels continue to rise. the prohability
'I illegal cargo \\ollid he more than li~c1y. Depending. upon the
,'nlilatiol1 \\itl1in the container. higher len:ls cPlild also shO\\ that more
'lan one person \\,1\ present. or~ they had heen in hiding for some
. III e.
Featuring a comprehelbi\c graphics display. audible and visual alarms
l1d simple push hullon operation. the 1\1 ulti\\ am II inc()rporates an
"J( 'ad rechargeable baltery. and Gill pl'll\ ide up tl) 10 hours pump
I'elation. PrO\idlllg low battery and Illaifunctiull alamK it is suitable
'I USl' III operating temperatures of -2~ C to -'-55 ( and (ltfers IP()6
. c'b of protection,
116 THE EFFICIENT DECK llANO
Davy-lamp. An oil burning safety lamp carried on some ships

(particularly coal burning ships). and used to determine that the atmos-
phere in a compartment (especially a coal bunker or water ballast tank)
is safC to breathe, A lack of oxygen will dowse the light.
Explosimeter. The Explosimeter 2E manufactured by the Yline Safety

Appliances Company Limited. is electric battery operated. and is carried
to the compartment it is desired to test in a small case. with a sampling
tube attached, The sampling tube is inserted into the compartment. and
the atmosphere ('rom the compartment is drawn into the explo~irneter by
means or an aspirator bulb,
The instrument will indicate what percentage or the lower explosive
limit rL,E,L.) of combustibles arc present. Where concentrations arc
likely to be in excess or the L.E,L. the Mine Safety Appliances
"Gascope" can be used. as the 2E ExplnsimeteL and the percentage
of gas present in the atmosphere read directly, It is. ho\\ever. neces-
sary to know the gas pres..:nt ~o that a currectly calibrated "Gascopc"
can be used, \.Icither instrument i~ ~lIitable for the detection of inert
Qases, ~)r meaSllnn!! the pcrcenl~lge of \)'ygcn pre\ent in the
~tmosphcre, c
THF EFFICIE~T DECK HA~D 117
FYRITE Gas Analyser

Fnrite Gas Analvser manufactured bv V1essrs. Shandon Southcrn. which

u~cs a chemical fluid. can measure tile amount of carbon dioxide (CO,)
\11" alternatively (depcnding upon the tluid contained in thc analyser).
or
The amount of oxygen (0,) present in the atmosphere a compartment.
\\ hen air from the compartment is drawn. \ia a sampling tube and
aspirator bulb. into the analyser.
Draegertubes are glass tubes. slightly smaller than a pen. Each tube is
lIlled with an inert c(lrrier material treated with a chemical reagent
system that undergoes a change in colour when a specific gas or vapour
IS present. The compounds are very stable giving a shelf-life of") years in
1110St cases. are suitable for monitoring personal exposure. spot-
check measurements. leak checks. confined space investigation. immi5-
sian and emission measurements. Over ::!30 different tubes arc available
~lI1d over 430 ditferent gases and vapour, can be detected.
When used with the Aecuro. Accuro ::!OOO or Quantimeter 1000
pumps. short term Draegertubes give a quick. reliable measurement of
I he level of a gas or vapour present.
The majority of short term Draegertubes are scaled tubes. where a
:j\cd air sample volume is drawn through the tube by performing the
:lumber of pumpstrokes specified (n). and the concentration is rcad
.. irectly from the calibrated scale by assessing the length of dis-
,,)loration.
Additionally. other Draegertubes are available for measurement or
,'rosols or mists including: arsenic trioxide. cvanides. chromic acid.
oillllist. sulphuric aad. .
v10re than thrce decades ago the hand bellows pump principle \.\l\S
.1nsen for its optimum volume and flow specifications. for rapid
lea~uremcllts giving accurate and reproducible results.
The Accuro hand bellows pump has been designed to rul1y comply
lh the needs of Draegert ube users:
• One handed operation
• Ea~v to maintain and clean
• '\0 special tools needed
• \ utomatic stroke counter
• (lear end of stroke indicator
• (llJ1structed from highly corrosion resistant materials .
. . POT iVIEASllRElVIEl\TS OF GASES AI\D VAPOllRS

" Drager Chip Measurement System (c. M.S.) has been specitka lly
,'loped to ensure accurate. reliable spot measurements of' gas and
',1ur concentrations. Believed to be unique. this handheld unit com-
,', intelligent operation with straightforward LIseI' instructions to
\ Ide an immediate. truc digital readout without the need for further
:u:!tion. The C\1.S. comprises an analyser \vhieh l11eusure~ and
,Ues the concentration. and a variety of plug-in chemical sensors
J, arc known as chips.
,'clturing a back-lit. multi-lingual L.CD. display and a menu-driven
interface. the analyser is supplied pre-contlgured for automatic
1:0 THE EFFICIENT DECK HAND
Dracgcrtuhcs I'or easy llle,lsurelllcnts in air. soil ,ll1d \\'Iter.

THE EFFICIENT DICK HAND I~I
llperati(ll1. An ~elr-check is perr(lI"med on system start lip ,Ind.

as SOl.lll as a chip h a chip inkgnly lesl is carril'd (lUt. Each chip
carnes a bar code v, hich. when decoded b) the ana h SCI". prl)\ldes Ihe
parameters "or the measurement e\alll;\tinn. such as the gas I~ pc ,111d
mea~urel1lent range. Bel'ore carn in\! oul a measurenlcnt. the S\~lelll ai:.;(l
allp'.\s Ihe LIseI' 1(; selcct the \\u\- in -\\ilich ddta h ~[(lred. There arc three
cl pli(1I1S: Ihe user may ehollse 'not to st(lre daul. a user-selected letter
111<1\ be ;rssi\!ned as a locatioll ret'crence. l1l" the s\stem \\ill aULnmaticall\
c\ssign ,I lelt~r Cl1de. - -
--
I he' l1e\\ Chip \;1easurement System (CM.S.) enabb simple.

accurate spot measllremenh of gases und \ 'IPllLlrS.
()nce measured. the result i~ displayed as a eOIH.:entralioll on the

~!t:Ji di~play User-selected controls also enable location codes tn bc
. ,'il'd. and della n11 up to 50 measuremel1ts t{l be stored. Incprporat
L,,~-Illl\\ re1!ulakd it measures the mo\el11ent of conccntratil)1l
,'Lltinn to -time. or tlllctllatioll' in all]Hl~pheric pres,ure,
, L'llllsiant mass 11<)\\ capability. togcther \\ith the scnsiti\ity nl' the
cxnt s\stem. enahles fast. e\trcmel\ accurate mGhlllTIl1enls or. I'or
:nplc. (),~ ppm Bell/cne, to be made.'
A tone signal ~ounds at the end of each measurement ncle and. at this
stage. another meHsurement can be made or another chir selected. Each
chip accommodates 10 measurement channels and has a lifespan of two
years. For remote operation in confined spaces or where access i~
difficult. the analyser can also be equipped with an additional high 110\\
pump and extension hose. The installation of the remote system is
HutomaticH lly recognised b\' the sothare and the user in I'orma tion is
modified accorJingly. Hou:ed within a leather case. the remote system
can also bc supplicJ \\ith a diesel/petrol resistant ball float probe for use
where JiquiJs may be present.
The CM.S. may be used to measure ammonia. benzene. hydro!!en
cyanide. chlorine. carbon dioxide. carbon monoxide. nitrous furries. per-
chloroethylene. hydrochloric acid. sulphur dioxide. hydrogen sulphide
and nitrogen dioxidc.
THE "l\EIL-ROBERTSO:\,,' STRETCHER
A "l\eil-Robertson" stretcher is required to be carried on all ships. Con-
structed of stout canvas into which strips of bamboo have been inserted
lengthwise. it is designed for lifting casualties in any position through
small hatches. man-holes. ventilators. up and down companionways.
round corners and lifting or lowerin!! from heights.
The casualty is strapped tightly Into the stl'etcher. A ring at the lop
is used for hoisting. A lined strap is provided at the top for passing round
the s head if' he is unconscious. A length of rope may be
attached to the ring at the foot of tbe stretcher for guiding it. The
casualty's feet are placed on the rope attachments al Ihe base these
serve as stirrups. The four at the side arc for four people to carry
the casualty.
RESLSCIT ATORS
The Respirex Ox-Vital, Oxygen lVlask. manufactured by Respirex Ltd ..
is carried on a number of ships. including tankers and chemical
tankers. It is for usc when the casualty's breathing is impaired or has
ceased. particularly in cases of:-· drowning and accidents in water.
shock from electrical and accident ca uses. and poisoning. heart
attack and circulatory cl)llapse. respiratory etc .. and can be
used by anyone. no particular training being necessary. It is proba bl)
better and certainly easier than the "kiss or lire". which is 110t reallv
capable of being Glrricd out satisfactorily untrained personnel. .
Briefly. the Ox-Vital ma,k consi,b of a mask and a bellows containing
a coiled lube. in which suflicicl1l oxv gcn 10 lasl for a bout 15 to 20
minutes is stored. ~~
INSTRllCTIO~S FOR liSE are quite simple

I, Release the dips and remove the lid,
2, Unscrew the base and pull ring inside oxygen store to release
oxygen.
3. RePlace base by pressing in firmly and turning.
4. Now medical oxygen will flow continuously into the bellows for
about 20 minutes. The rate 01' now of the oxygen will reduce slowly
as time progresses.
5. The strap under the base of the oxygen mask should be Llsed to
a better grip for the hand.
6. Even after the oxygen has ceased to flow. resuscitation procedure
can be continued. as the hellows will pump air into the lungs under
these circumstances,
7. If the patient is conscious and ahle to sit up. place the soft plastic
face pad with the narrow part uppermost ahout inch (13111111)
away from the face of the patient. The patient should breathe in
and out deeply and evenly,
,x
, II' the patient is unable to sit up. consciolls or ullconscious. hut the
NATLJRAL BREATHING APPEARS TO BE ADEQUATE. lay
the patient in the most comfortable position. Place the soft plastic
face pad with the naITO\\; part uppermost. about inch away from
the face of the patient and allow him to breathe naturally.
IF THERE IS A TOTAL STOPPAGE OF BREATHING OR
BREATHING SEEMS TO BE VERY WEAK. FOLLOW THESE
INSTRUCTIONS WInI CARE.
(a) Lay the patient down on his back. put a cllshion or similar
object under the shoulder blades (never under the head or neck),
In'this position the hreathing passages should he open and free
of natural ohstructions,
rh) Check that this is so by looking into the mouth. and if neces-
sary. move the tongue forward away from the throat and re-
move any foreign matter from the mouth and throat. Remove
false teeth and spectacles,
IC) Place the son plastic pad with the narrow part on the hridge
of the nose. and hy light but firm downward pressure. force the
o\vgen over the mouth and nose into the lungs.
,i I Alil~w the bello\\s 10 expand and lift a way from the race. Check
that the tongue is forward il11d thai there is no foreign hody in
Ihe mouth and throat. ~ ~
,'I Replace the mask over mou! II and nose and repeat. Con-
tinue this procedure evenly. taking 3 to 4 seconds over each
c\cle .
. Look at the patient's chest. It should go up and down wilh
hreathing in and out. If it does not. or you feel any resistance.
iift the mask away from the face and check (lgain that the
hreathing passages' are free or ohstruction, You l{lay help with
the artificial respiration by slightly pressing your hand on the
-:lleSt. after breathing in and during the breathing out phase.
(()1l1inue until the patient can hreathe by himself.
l~
-I"'-
-1
I
~
[T1
-r;
-r;
'i"7'""'1
L
-1
o
[T1
'""'
7:
:.r.-
z
v
1. Repirex Ox. Vital mask showing the ring being pulled to release oxygen preparatory to
use.
THF HFICIE'\T DECK HA1\;D
.S
t->
Cf'
-l
=:
tTl
tTl
--
'Tl
'Tl
(j
tTl
Z
-l
otTl
(j
r:
=:
»
z
o
2. Position of mask to allow the casualty to breather out, and his condition to be observed.
IN CASES OF DROWNING, etc., where a continuation of re~us

citation may be ~lIccessfllL continue the above procedure even after the
oxygen has ceased. The bellows will pump air into the lungs under these
circum stances.
10. To fit replacement oxygen cartridge, unscrew the base. pull out
the empty cartridge and replace with a full one. Replace base.
Retain empty cartridge for refilling.
12X TilE EFFICIENT DECK HAND
1..'>1' Portable ]{cslIs<.:I1<1110n I-.:n

- JIldlllllllg (), (\itlllkr./\'PlnltOL
Demand Vail c. R<.:gullltnr and
(uned Mask - prO\ldcs a simple
and effectl\C ,,,tem to rC';[lsctlatc
a nOIl-hr<.:athlllg cit·awll\ \\her<.:\<.:r
needed Oil hoard
lland held t\dkorT\I Carno-Flo' \I

Ii Vrvl Resuscitator \\ Itll (), n:'iCrI Olf
bag and huilt-!I1 colonmctnc ImhuHor
\\ hlch colour li'om to
\cllo\\. \\ hen exposed t() C (j,
Till: I-'FFICIENT DECK HAND 129
VARIOlS TERMS APPLICABLE TO SAFETY PRECAlTlO'\S

Asphyxia Death due 10 lack ofox\!!el1 -sulfocatioll
Atlllosphere Theairl\cbrcathe .,
('asualt \ A pcrson \\11(1 has mct with an accident
Combustible Will burn casily and nlpidly
Corrosive To cat away the Ilesh or a metal chemical
action
Flash point The lowest temperature al which a gas or
vapour \\111 catch tire when in contacl with a
spark or Ilame
I Li/ardolls Dall!!erous
i~nition point Thc'I(1\\est temperature at which a gas or
vapour Will catch lire spolltaneously (\\ithoU[
being in contact with a spark or Ilame)
~ ncr{ gas A lhlll-toxic gas that will not slistain lire or
lire
ILlI1llnable Will catch lire
)\\ !yen A gas in the atmosphere which is necessary to
sllslain both lire and tire
dilHlctive Giles off harmi'ul raYS which can dama!!e any
person w1th whom tlie: come in contacl ' -
'll,citation Hrin!!ilH! back to life when nearlv dead
'I'lration The ~lct ~()r breathin!! ~
11 Uneolls com bustion Catches tire with()~lt l'Omin!! in contact witil
fire ~
An un-carl heu char!!e oj' electricit v
Poisonou~ ,- .
130 TH E EFFI CIENT DECK HAND
Sample IMDG
Code Labels
~
EXPLOSIVE
MARINE POLLUTANT
MARINE POllllTANT Mark ElEVATED TEMPERATURE Mark
THE EFFICIENT DECK HAND 13 1
OXIDIZING TOXIC
AGENT
DANGER
[
[
...
111M.
*
TlIS UNIT IS UNDER FI.AIIGATlOH
WITH I fumlpnt ........ ] APPUED ON
I
1
00 NOT ENTER
• Insert details as
appropriate.
FUMIGAT10N WARNING Sign
THE EFFICIENT OECK HAND
LIFERAFT FLOAT FREE ARRANGE!\IENTS
General
Float free arrangements shall provide for a liJ'erart to be released auto-
matically in the event of a \'essel"~ sinking.
Painter S~stem
The lit'erart painter system shall rrovide a connection bet\\een the ship
and tile liICraft and shall be so aIT<lIE!ed ,h to ensure that tile lireran
vvhen released and in the case of an II1lhltablc lireI'd!'!. int1ated. it is not
dragged under b~ the sinking \essel.
Hydrostatic Release Lnit

Comtmctioll
A hydrostatic release unit used in float-free arrangements shall be so
c011S"tructed thal--
(a) the malerials lised are compatible so as to prevent malfunction or
the unit: galvanising or other j'(lrms or metallic coating on parts of
the release unit \\iIl not be accepted:
(h) il has drains to prevent the accllll1ui<ltion of water in Ihe hydrostatic
chamber when the unit is 111 its normal position:
(c) each P,lrt connected to the painter system has ~l strength not less than
that required by the painter:
(d) il can be removed for replacement or annual servicing .
.l/1llcri1l1.1 (/lId (1llI/pOllellts

Materials and com]lol1ents shall be c!lI"l"Osion-resislant and not aflCded
by seawater. nil or detergcl1h.
Pcr/iJ/"IJIIIII(·C
A hydrostatic release ullit shall
(a) l"ut1cti,)n properly Ihroughout an air temperature range of ~)() C to
+6:' C:
(b) I\melion properly throughout a seawater temperature range ,11"
I C to .;.~O C:
(Cl automatically release the Iil"eran at a depth of not more than
4 met res:
(ei) not release prematurely \\he11 seas wash ,1ver the unit:
(el be capable or releasing a lifera'"t \\ hCIl the stowage is
(i) hori/on(;ll;
(ii) tilted 45 and 100 \\ith the hydrostatic release unit at the Uppl'l"
side:
(iiil tilted 45 and 100 wilh the hydrostatic release unit at the 100\c:
sidc:
(iv) vertical.
THI. EFFICIENT DECK HL\ND
l/ar/,in:.;
.-\ hydrostatic relea~e unit shall De marked permanently nil ih e,tlCrior
or
\\ ith a means identifying its I} Pl'. seri,tl Ilumber. depth at \\hich it will
rele(lse. and in addition ii' 01' ,1 type which
la) requires annual servicing \\ith its date of manufacture and a small
plate permanently attached to the unit for recording the dale of
serVlCIl1U:
Ihl is dispo~able. with the date at which ill11u~t hc rcpb:ed.
!i"rfllcriIlIlS iflld In/UI'IIWTioll

Instructions and II1formatioll shall be rrO\ided in English in a clear (\I1d
,'()nci~e
fl1rm ,Ind shall include the folkm ing
general descrirtion of the unit:
installation instructions:
any on hoard maintcnance requirements:
servicing req uirements.
\\eak Link
( /l11I'/ruerio/l ({lid .\1(/feria!s
\ \\e,lk link used in the float free arrangements shall
.1 he made from a material \\ hich is corrosion resistant and not affected
bv seawater. oil or detergent:
II \\-hen made of cordage I~;l\e the end~ either \\hlpred PI' heat treated:
\\ hen made from a fle\ible \\ ire han: each end looped around a
thimble and secured with a locking ferrule.
, 1111'111((1/('('
\ eak link shall be of sufficient strength to
, pull the painter out 0[' the lifer-art container:
"pera te t he Ii fera n intla tion s)is tem:
h'eak under a tensile force of betwcen I.X and 2.6 kN.
11,1\1 It \Vorks
.ie' strong rope is secured to deck or liferart cradle and allached to
;1 I;lshing with a slir-hook. Liferaft painter line shackled to
,-link and aWlInd strong \\hite rope.
,he ship sinks. the water rressure will. within 4 metres. acti\Llte a
knife which Cllts the strong rope <lnd the lifend't \Viii 110m frce,
\' the shir sinks. the lile-raft rainter line will be stretched and the
'\ ,l<lrh to inllate .
. j \\cak link breaks and slIni\ors can board the inflated liferaft.
ACCIDENT PREVENTION
Never use a fire bucket. fire hose or fire sand for any purpose other than
fire flghting.
Never. when in the vicinity of appliances using cylinder gases {L.P.G.).
such as propane or butane. check for leaks with a naked flame.
Never Ie~l\e a fire extinguisher or fire bucket empty or out of place.
Re-charge and return it to its position as SOOll after use as possible.
Never throw a lighted match or cigarette end away. Put in a proper
receptacle.
Never smoke in a no-smoking area.
Never smoke in bed. (Have your last cigarette before going to bed.)
Never enter a peak. tank or other compartment where the air might be
suspect without well ventilating first.
Never enter any suspect compartment without having an attendant and
breathing apparatus at the entrance.
Never leave the fight on in an empty cabin or compartment. Switch it
off.
Never leave electrical equipment without first disconnecting it or switch-
off at the MAfNS.
Never cover an electric light bulb clo'iely with material put there to act
as a shade. Leave ample room for air circulation.
Never lay or hang clothing or anything else where it can 1~1I1 onto an
electric nrc. radiator or electric light bulb.
Never use old flex or a multi-point adaptor to electrical equipment
into use,
Never usc defective electrical equipment.
Never interfere with the ship's electrical fittings.
Never spray an aerosol ncar a naked flame or electric lire.
Never place an aerosol where it can hecome overheated.
Never carry strike-anyvvhere or wax-impregnated matches on a ship.
Never carry a lighter on a tanker or liquid gas carrier.
Never wear defective protective clothing.
Never enter a snwke filled compartment without breathing apparatus
and an attendant standing-by,
Always keep the doors. ports and ventilators of unoccupied cabins and
storerooms shut.
When an attendant is standing-by a person who has entered a pump
room, tank or other suspect compartment. the attendant should keep a
close watch on that person. Should the person appear to act drunkenly.
it is probably a sign that he is unknowingly being overcome by toxic
fumes, and he should therefore be called out immediateh and before he
collapses. ff the person in the suspect compartment should collapse. it is
the duty of the attendant to summon aid as quickly as possible b~
sounding the appropriate alarm. On no account should an attendant ever
THE EFFICIENT DECK HA"'iD 135
enter a suspect compartment leaving himself unattended. either with or

without breathing apparatus.
When a person is overcome by toxic fumes. it is or vital importance to
remove him from the slispect compartment as quickly as possible. As
fe\v as four minutes may mean the difference between life and death.
First aid. together with ~\nv other medical attention. is given afler the
patient has been removed from the toxic almosphere. ~
E1VIERGE:\CY POSITIOi\lNG I1\'DlCATL'\G RADIO BEACON
TllI:'ff are timl' types oj Rwfio Bellcolls ill ('0177171011 lise:

Automatic Release-Fully automatic LP.LR.B. deployed hy a Hydro-
static Release mechanism. which should he replaced every two years. II
lransmits on 406 Mhz. sending a signal lo an orbiting satellite and
simultaneollsly on 121.5 MHz signalling local shipping. It has an
endurance of 48 hours.
The SOS Precision 406 GPS E.P.LR.B. from

Pains-Wessex Safety Systems.
THE EFFICIE\iT DECK HAND
Manual Release Can be stO\\ed near the naviuation station in a "urah

hau" or IiferafL it also send, its transmission 011 406 and I ~ 1.5 MH~7 ,IS
ah~\e and also has 4S hours endurance.
Manual or Water Acti\ated Distress Beacon-Morc suited to smaller
craft. it transmits a siunal on I ~ 1.5 MHz locall\ and has onl\ ~4 hour
endurance. Referred to as purs. this unit is' il1\ aluable as a Radio
Direction Beacon ui\inu accurate bearinus durinu Se,lrch and Rescue
sitmltions. Althouul1 it takes se\eral cross~ hearinu~ to accuratelv detect
your position Cron; shore. it is hetter to GilT) thi~ heacon than carrying
no equipment.
Manual or Automatic Personal Location Beacon-Intended for man
overhoard situations or close ranue detection. this heacon is rairl\
limited with onl\ I ~- ~4 hours endur~ll1ce. siunals on I ~ 1.5 !vi HI \\ ith 10\\
output of po we I:. ~
Alerting Rescue Senices

When rescue services are alerted to a distress incident. the more
information regarding your position. name 01' \essel. etc .. received the
better. The transmission sent hy an E.P.I.R.B. on 406 M Hz frequency IS
received hy orhiting c.O.S.P.A.S. or S.A.R.S.A.T. satellites. This data is
then directed to terminals across the world and a positional fix calculated.
the accuracy or which improves with additional satellite transmissions as
they pass. The National Sea and Rescue (S.A.R.) Sen ice. responsihle
for the particular area concerned. will receive this information. decode it
to obtain the position. vessel details. ete .. and co-ordinate assistance
and rescue.
TO JIJIRCC
SMHz LOCAL
12~ 406MHz S:GNAL
HOMING SIGNAL TO SAH:LLlTE
In an emergency situation and onl\, transmittinu on I ~ 1.5 M Hz. this

wiil not he the case. As previously melllioned. this l'requeney is good for
local transmissions and is considered. due to man\' raise alerts. to be onl\
as reliable as your line of sight. Although usefu(in prO\iding a bearing
fix when used in conjunction \\ith VHF HF radio communications.
Beacons transmitting on the 1~1.5 MHz frequency should not be con-
sidered as a substitute for those transmittinu on 406 MHz.
With advances in technolou\. fully aUlOlnaticallv activated float free
E.I'.I.R.B.s (now mandator\')~lransnlittinu on both'406 and 1~1.5 MIV.
,Ire essential ror sarety at se,i. ~
Tflr EFFICIENT DECK HAND
\larine Guidance 1\ote \1.G.". 104 (\1 + F)
STOWAGE A:\D FLOAT FREE ARRA"GDIE"TS FOR

l:\fLA TARLE LlFERAfTS
'\otice to Owners, :Vlasters, Skippers and Crews of !\ lerchant Ships and

Fishing \' essels
This .Vole slIp(Tledcs Merc/ianl Shipping SOlice .Yo, ,\1. 1400
S1l1l1111flry
The purpose of Ihi, Note is 10 pro\ ide general ach'ice and guidance on
the securimL stO\\(H!e and launching of lil'eralb. and Ihe finiIH! of
'u
II \ droslalic-Release nits~H. R, U" s~ -
1);11'\ I~Requirements of a liferaft
I'arl 2-~Key poinls regarding slo\\age
\ npeIldi'~Diagrams common typesor of H. R, U.'s
Part I. A liferaft is required to do two things:

Flolll/rCi' and Illiloll1l1limlh il/ttule i/rilc ,1/lIj) sillks
(,l) This is achieved b\ litlin!! a Hvdrostdtic Release Unit (ILR,U,),
which aUlOmaticailv relcilses \\:l1en the liferart is submenred.
Ih) The lil'eraft Ihen starts to iloat to the surfa\.'e be\.'aLI~e of its
internal buoyanq, pulling out the painter. \\hich is nO\\ only
connected by the weak link at the end of the painter. to the vessel.
Icl When the painter is pulled all the way 10 the end. the gas
cvlinder is activated. and the raft inflates.
i c! I ;'~l this point the buoyancy force of the inilated liferaft is sul1l-
..:ient to break the we~lk link. and the Iiferafl wil1 ftO;H to the
surface. fully inllaled and ready for boarding.
!" Ii/llllllillh re/clised (fwl Ihroll'll lil'alJOanl

In a 1l10re controlled abandollment. the lilcraft retaining strap
s released at the senhou,e slip. and the ran is physically thrown
,ner the side, The painter is then pulled 10 inflate the Iirerafl,
, rhis system relies critically on the painter heing made fast to a
,trong point. If it is rigged correctly the H.R,l', is a good strong
]wi Ill.
II' the ran is only secmed to the ship by the v,eak link, and i~
. hrO\\'l1 over the side. the dynamic shock or being thrown over
IILl:- break the weak linL instead of pulling out tl~e painteL and
! :lc'l'CrOre (he whole liferan and painter may be lost.
::l,'se reasons the lirerafl and H.R.L. must he lilted correctlv,

,)I1C or hoth of the abO\e functions may n()t work, .
'wle the di;H:rrams of the most ..:omI1wn types or H,R.L', in

,11\ tn (his Not..:.
us THE EFFICIENT DECK HAND
Part 2. Ke:v points on the stowage of liferafts and H.R.L.'s

U/£'ra{rs ,iJUSf
Flo'at free.
Automatically innate.
Have launching instructions displayed.
Be lit by emergency lighting at the stowage position.
Clear projections and belling.
Have approved H.R.U."s.
Be drop tested and approved for the stowage height.
Have adequate length painters for the drop height.
Do
Consult ma nufacturer's instructions fl)f H. R.c. fitting instructions.
Stu,v clear of propellers and thrusters.
StO\v container with drain holes at the bottom.
StO\\ lonl!itudinallv in a horizontallv fixed cradle.
Stovv to ~ give pr~l(eetion from \veather. smoke. soo1. oil. heat.
flooding.
Distribute evenly Port and Starboard. and separate longitudinally. to
provide redundancy in event of collision. fire. etc.
Carefully identify and remove any transport lashings.
Inspect frequently for damage to the container. If it is damaged. it
needs to be checked by an approved service station.
DOll 'f
Lash in cradles.
Stow under overhanging decks or awnings.
Allow contact \\ ith materials containing copper or copper com-
pounds.
Hose down.
Use bottle screws instead of slips.
Concentrate all Life-Saving Appliances in one place.
Consider
Will it float free')
The risk of damage from cargo or fishing operations.
Interference with other fllftS or lifehoats.
Effects of icinl!.
Effects on ship's compass.
Ability to manually transfer liferaft to either side.
Heil!ht ahove waterline should be as near to waterline as safe and
p~acticahle.
DlIl'if Laul1ched U/erl/lts (D. L R. '.1'

Must be at least 9m forward of propeller.
Must be not less than') 111 above waterline at embarkation position.
in fullv loaded condition. unfavourable trim and 20 list
2 crewc<in prepare for embarkation and launching in less than 5 minutes
per raft.
Fonrar(/ Lifi'mfi 011 gremer than I(}() III

H.R.U.not·
Must have manual release.
Must have means or embarkation (a securelv fastened knotted lifeline
is sufficient). .
Fishil1g Vessels les\ thal1 12 III ill Il'lIgth

There is no mandatory requirement to tit a Iiferaft 10 Ihese smaller
fishing vessels, however. it is strongh recommended that the:; arc
provided and fitted with an H.R.U. ~ ~
Legislmioll
The source legislation for merchant ships are the:
Merchant Shipping (Life-Sa\ing Appliances for Passenger Ships ()f
Classes III to VI(A)) Regulations 1999: and
Merchant Shipping (Life-Saving Appliances for Ships other than Ships
or Classes III to VI(A)) Regulations 1999.
The source legislation for fishing vessels are the:
Fishing Vessels (Safety Provisions) Rules 1975: and
Fishing Vessels (Life-Saving Appliances) Regulations 19XX.
FUrlh('/' Refercl/ce
[n~tructions to Surveyors-Survey of Life-Saving Appliances.
140 THE EFFI CI ENT DEC K HA N D
BERWYN
SENHOUSE OR
MK9 HRU PELICAN SLIP
PAl NTE R~Iffir=::::fI
~~ CORRECT
DECK
WRONG
WRONG
LlFERAFT WILL NOT RELEASE

FROM CRADLE IF SHIP SINKS
EXAMPLES OF INCORRECT METHODS OF CONNECTION

THE EFFICI ENT DEC K HAN D 141
BERWYN
MK7 HRU
SENHOUSE OR
PELICAN SLIP
PAINTER
WEAK LINIK CORRECT
DECK
WRONG
WRONG
LlFERAFT WILL NOT RELEASE

FROM CRADLE IF SHIP SINKS

142 TH E EFFICIENT DECK HAND
HAMMAR
DISPOSABLE SEN HOUSE OR
HRU PELICAN SLIP
PAINTER
DECK
CORRECT
WRONG
WILL WORK CORRECTLY ON

WRONG AUTOMATIC RELEASE BUT THE
LIFERAFT WILL ONLY BE
SECURED BY THE WIiAK LINK IF
I.IFERAFT WILL NOT RELEA.SE THROWN OVERBOARD
FROM CRADLE IF SHIP SINKS WEAK LINK MAY BREAK AND
LIFEAAFT WILL BE LOIIT

THE EFFIC IENT DECK HA ND 143
THANNER SENHOUSE OR
HRU PELICAN SLIP
CORRECT
DECK
I=~, WRONG
WRONG
LlFERAFT WILL NOT RELEASE MAY FOUL WHEN
F ROM CRADLE IF SHIP SINKS AUTOMATlCALLY RELEASED
EXAMPLES OF INCORRECT METliODS OF CONNECT10N

THL FRICIE1\iT DECK HA\D
'Iarine (;uidance "ote 'I.G.". 80 (\1 + F)
lSE OF HALO" FOR FIRE EXTI:\GlISHI,,'G 01\ BOARD SHIPS
Guidam:e to Owners, Builders, 'lasters and Skippers of Ship., and Fishing

Vessels
Till' .\o/e SlIpN.lc!ln JlcrclwlIl Shipping .\ulin' ,\(1. If) IS
S'IIflIllUlJ'J'
This Note advises all O\\ncr..;. Builder.." Masters and Skippers 01' Shirs
,Inti Fishing Ve,seis or the phasing-out of h,lIon a, a litT-extingui,hing
medium. because or ih damaging elrcct on the str,llosphcric o/onc
I. The usc of halon as ,I tire L'xtinguishing medium on board ships \\as

banned hecause or its damaging eH'eel on the stratospheric Dione layer.
~ The Sarl'ly or Life at Sea (S,OLA.S,) prohibited the installation of
ne\\ fixed (11' portable ,ystems in all from I Oct(lher 199-1. \ 0 date
1'01' the 1'I.?mm·al or existing in,tallatiolls (11' phasing out of portahle
extinglli,hers has heen seL Provided existing iixed installations and port-
ahle extingui,hers remain service<lhle and lit ror purpose the~ may
remain in pl"ce,
3. The prm'ision that halon may he LIsed I'or es,ential uses
remains in principle. but it should be noted that the International
Vlaritimc Organisation (LM.O.) has not accepted any pwro~al ror sueh
an cssenti~t1use l)IJ board ship.
-1. The prodllclion of halon {(nhe!' than for es,ellliaillse,) in dc\clored
coulllries ceased ~It the end ()f 1993.
5. In the light of these circulllslance,_ shiprl\\llt:rs with existing halon
systems should ensure that they Gin ohtain rerlaeement halon rot' as long
a" may he nel'es,ar~. When ships arc ,erapped or sy,tenh replaCed. the
stock or l1aitlll ,hould not he released into the atmosphere. but p!()perl~
disposed of or held in storage for CUriher use.
6. To faeilit<llc the rec\ClilH! nl' neess stock. the Halon Lsers\ation,11
('tll1sortiul11 (H,lrN.C)' Lil1l1ted has been formed. This is a j(1int \enture
between halon LIsers and the lire industr\'. operating OIl 'a non-profit
making hasis and funded b,\ member,' slIb"criptiolb. It olfers:
• a cleann~ hOllse ,erviee for sales of uscd halol1'<
• i'Jl'o\i,ioll of Jists of companies \\ho \\ ill recycle llsed halons to a
recognised spccificH t ion:
• ad\iee tlll Ihe safe handling and disposal or 11<I101]s: and
• a link hetween L.K. u..;er, and halon banb in othercolliltrics.
7 Further infonn,ltion \\ ith to H.L,N,c' can be nbtainl'l'
from:
]'vl r Brian Dale
[\ecuti\(' Man<IL!er
Il;tlon tfser, 1\alional Ct)I1Sl11"lium Ltd.
TilE EFFIClL:-'T DECK I L\ND 14~
46 Brid!!e Slreel
G(lddln~in!!
SUITn eft';7 III I
:I. I.M.O. h,I' provided informalion on alll'rnaliYl' arrangements for
H;ilnn iire-e\tinguishing S\stems in m<H.:hiner.' spaces ,Inti pump r00111S
ill MSC Circular 66X datedl() Decemher 1994. ohtainahle from lhe
I.M.O. at:
4 Albert Embankment
London SF1 7SR
146 TH E EFFICIENT DECK HAND
Marine Guidance I\ote M.G.I\. 56 (\1 + F)
ACCIDENTS I:\IVOLVING PERSON~EL LIFTS
1\'otice to Shipowners, Ship Operators, Masters, Officers, Crew, Safety

Officers and Safet~ Representathes
Summary
This Marine Guidance Note contains details on construction standards.
safety aspects and working practices.
Introduction
1. There have been a number of serious accidents to personnel who
have entered lift trunks for inspection or maintenance of the installation.
These have included crushing injuries and one fatality caused by the
unexpected movement of the lift car.
The purpose of this Marine Guidance Note is to draw attention to
the significant risks of seriolls accident and the need for clear procedures
and instrllctions for \\ork on lifts. particularl} when entering a lift trunk.
Detailed guidance will be included within the Code of Safe Working
Practices for Merchant Seamen. The guidance is reproduced in the
Annex to this Marine Guidance Note. and should be read in conjunction
with the above referred Code of Practice.
Those responsible are reminded that in order to minimise risks. proper
safety procedures should be in place. and the lift and its salety apparatus
should be maintained in good condition.
2. It is recommended that the arrangements on each ship are reviewed
periodically.
Construction Standards
3. Ships lil'ts should be constructed. installed. tested and maintained in
accordance with the "LE.E. Regulations"* and the British Standardst
current at the time the ship is built. or to equi\a1cnt National or Inter-
national standards. Attention should be given to the present guidance on
the subject available I'rom the Health and Safety Executi\e.~
4. If any of the safety features \\hich are required by those standards
are not provided on existing ships. due account should be taken in
formulating the safe working procedures described in the Annex to this
Marine Guidance Note.
The lifts should be modified to meet current safetv standards if an
equivalent level of safety cannot be achieved b) safe \\()rking procedures
alone.
* The Institution or Electrical Ln~inecr, Re~ulations 1'01' the electrical and electronic
equipment or ,hips. \I ith ITcol1ll1len~lcd practice"ror Iheir implementation.
T British Standard 26)) SreCil1l'<llinn ror lifts. csca]alllrs. passenger COIl\"(.:'yors and
paternosters.
British Stand'ird ~(':i:i LirlS and ,en ice lith.
t Previously puhli,hed CI, Cjuidancc Note PM 7 Lirt,: thorough cxarlllnatioll 'Illd testillg.
Some Safety Features Relevant To Work On Ships' Lifts
5. Because of the increased risks due to ships' motion, all entrances to

the lift car should be provided with doors in addition to those doors to
l he trunk. which are req uired at each lift landing.
Normal operation of the lift should not be possible unless all the doors
or the lift car and trunk. including any emerl!enc\ exit doors. arc closed.
It should not be possihle in normal operation 'to open a landing door
unless the lift car has stopped. or is at the point of stopping. in the
unlocking zone of that door.
(,. An emergency trapdoor may be provided in the roof of the lift car.
It should be opcna ble from outside the car \\ ithout a key and from
\\ ithin the car with a key. The key should only be available to persons
\Iho have sufficient knowledge to enter a lift trunk safelv. and who arc
cwthorised to do so. A "bre,lk-glass" key box within the lift car would
110t generally meet this recommendation.
An interlock should prevent further operation of the lift until the
l rapdoor has been deliberately closed and locked. It should not be
I'llssible to close the trapdoor by accident. for example. by standing upon
I: in the "semi-closed" position.
Permanent notiees ,hould be provided at appropriate locations de-
'~Tibing the escape route from the lift trunk. These locations might
:nclude the car roof. inside the trunk at each exit and in the lift
machinery room. [n lift cars these notices should refer onlv to the
.'mergencY alarm system, "
It is recommended that permanent safety signs arc fixed within the
. :unk to indicate reduced trunk headroom, depth. etc .. as appropriate.
- A maintenance control station should be pro\ided on the roof of
'11.' lift car. Engagement of the "inspection switch" should neutralise the
:< )rnud controls in the lift car. the landing call buttons. together with
. he emergency and docking operations. wl~ere prO\iued. all,1 allmv low
·need control of the 11ft. The movement of the car should depend on a
.,lnstant pressure on a push-hutton. protected against accidental opcr-
'ion. and with the direction of movement clearlv indicated. It is
,'~'ommended that the inspection switch also brings into operation a
'ntrol which will stop an ascending car, such that its roof' is not less
:1:In I.R m from the nearest ohstruction. The return or the lift to normal
<II ice should only be effected by another operation of the inspection
..\ itch. The inspection switch should preferably he "push on--Iock on".
!lh a turn action to release.
'\. "stopping device" should also be provided on the roof of thc lift
:1. The stopping device should be capable or being operated from the
. i1(! ing before ~tcpping onto the car roof.
011 some ships. "latch-out" relays which require manual re-set are
,'Iided in the lift machinery room. The rebl) operates on opening or
" emergency trapdoor in the roof of the lift car. Whereas the rela) is
ended to enhance safety by preventing restoration of power on closure
lhe trapdoor. it can also introduce a new hazard. as it is a point at
:.:11 power may be restored and the lift returned to operation. This \\as
,1-:1,)[ in one of the accidents described in paragraph 1.
14:-: TilE EFFICIENT DECK HAND
The trilpUllor interlock and lall'h-oul rela\ should not he used as the
sole means or Isoi:ltioJ1. \Vhclll'\Cr po~sible, tile m<IlI1 p(mcr sLlppl~
s\vilCh should he locked in Ihe "011''' posilion (01'. ililernali\eh. the ruses
should be \yithdnl\\n and relained ill a s<ll(: rlaec). and ;lll ;lrpropriate
safcl~ sign should be P()silioned al the point or sueh is(11aliol1. It is
recommended thai saret~ proccdures require Lise llr the slorring til'\ ice
on Ihe roor or the lirl car before a rerson climhs onlo the car rllo!'.
\Ihelher from a landing door or through lhe ell1ergenc~ lr,lpdl)OL Where
a latch-out relav is prO\ ided. It is recommended Ihal there should be a
rrocedure detailing IW\I il should bc re-,el sal(:ly. and an aprropriate
sarety notice displayed adjacent to it.
9. Internal li!!htin!! and a s\stem 1'01' gi\ing an ai,lrI11 in an emer>!enc\
should be prn~idel(in Ihe c,ir The cle~l rieal suppl~ j'or both shOl~ld h~'
laken from hoth the main and lhe emergency source oj' electrical p(l\Ier.
It is recommended thaI the light tlllings include a self-contained batlen
hacked unit. The :llarm shoulJ ~i!!nal ,~t a normall\ manned localion anll
the alarm circuit slwuld be sell~-mnnitnril1g. Sll 'that \\,lrninL' is !!i\en
should il j"lil. - - ,
The lirt trunk should be prO\ ided \Iilh ligllting supplied from the main
and emergency source or electrical po\\er.
Working Practices
I(J, It i, strong" recommended tilal rekrcnec i. . also made 10 BS 7~~~:
19~9.~ and the 'British Standards and the lIe:i1th and S"ret\ heeutile
guida'nee. ,IS previously sialed ill paragraph ,I abo\e, '
CODE OF SAFE WORKI:\G PRACTICES FOR \lERCHAl\T

SEAMEl\; CHAPTER 20.12
20.12 Personnel Lift and Lift \lachinery

20,12, I Before a lin is rut into normal service it must be tested and
examined by a comretent rerson and a certificate or rerort issued,
2(),12,2 Regular examination must be carried out by a competent
person at intervals not exceeding six months and a certificate or reron
i~sued, More detailed examination and testing of parts of the lift
installation must be carried out at reriodic intervals,
2(),12,3 A person chosen to act as a competent person must be over
I g and have sllch practical and theoretical knowledge and actual
c:xpericnee of the type of lin which they have to examine, as will enable
them to detect dcf'ects or weaknesses and tel assess their importance in
relation to the safety of the lift.
~(),12.4 Details oj' the tests and examinatilln~ required for the issue
"1' a certifica te arc given ill BS 5655: 19~6 and equiva lent Standards,
(iuidance is also contained in Guidance Note PM 7 from the Health and
Executiye- Lifts: Thoroll~h Examination and Testin{!,
:'1),1 An initial risk assessnlent must be made to identify hazards
.I"ociated with work on eaeh lift installation, including work'requiring
:(cess to the lift trunk, Safe working procedures must be drawn up for
,'Jeh lift installation, Persons who arc to be authorised to carry out work
'11 or inspection of the lift installation must comply \'vith these
:'rllcedures,
'11,12.6 The specific areas that the risk assessment ~h()lIld address
,il,luld inciude. as arpropriate:
,: I \\hether there are safe clearances above and below the car at the
e,tent of its traveL
hi whether a car top control station is fitted and its mean~ or
operation:
.1 the working conditions in the machine and pulley rOO\11S,
~III '17 Based on the findings oj' the risk assessment. il is recommended
!.It a permit-to-work system. as described in Chapter 16 . is adopted
']CIl it is necessary for personnel to enter the lift trunk or to override
~ c()ntrol safety systems. IL is strongly recommended that no pcrson
"lilt! work alone on lifts,
: 2,1' Any work carried out l)J] lifts mllst only be performed by
. horised pcrsons l~lmi1iar with the \\ (lrk and the appropriate safe
.!'h.ing procedures, TheSe procedures must include prO\iSlOn for both
, ,al'cty oj' persons working nn the lift and other\ who may abn be at
'" 'L1ch as intend ing rassengers.
I ~l) Appropriate safety signs must be rruminently displayed in the
and also on control cquipment such as call lift butwlh Barriers
hc used when it is necessary for lift landing doors tn remain oren
he lift trunk,
"10 Exrerience indicales that the most important single j'actor in
ISO TilE EFFICIENT DECK HAND
mlTIlmlSITIl': risk of accidents is the avoidance or l111sLll1derstandinl':s

hetween p~rsonncl. A mcans 01' communication to the authorising olliccr
and hetween those invol\ed in \\orkinl': on the lin must he estahlished
and maintained at all times. This n~ight he hy telephone. portahle
hand-held radio or a person-to-person chain. Whatever the arrangement.
action should only he takcn as a result of thc positive reccipt of
confirmation that the messal':e IS understood.
20.12.11 Before atlemptil~g to gain access to the trunk. \\ henever
possihle the mains switch should he locked in the OFF position (or
,!Iternatively the ruses should he \vithdra\\ll and retaincd in a safe place)
,md an appropriate safety sign must he positioned at the point or such
isolation. This should include hoth main and emergency supplies. In
addition. the landing doors should not he allo\\ed to remain open longer
than necessary; the machine room should he protected against un-
authorised entry and after completion of \\ ork a check must he made to
ensure that all equipment used in the operation has heen cleared from
the\vell.
20.12.12 When it is necessary for personnel to tra\el on top or a car.
sarety can he enhanced considerahly by the usc or the car top control
station (comprising a stopping de\iee and an inspection s\\iteh control
device) required hy BS 2655 or an equivalent Standard. Account should
be taken 01' the arnll1l':ement and location or Ihe control station. i.e.
whether the stopping device can he operated berore stepping on to the
car top. Persons must not travel on the top of the lift car ir no stopping
device is fitted.
THE EFFICIENT DECK HA"D 151
\lerehant Shipping :'Iiotice :'Iio. \1.1254
lS[ OF SOLID CARBO:\ DIOXIDE
'\otiee to Shipowners and l\lasters, Officers and ('ren Members
This ,Volicc .VOI in' JI.354
i DRIKOLD. CARDICE. DRY ICE. ETC.)

II is sometil1le~ [he to use \olid carhon dioxide (Dri kold.
Cardiel'. Drv Ice. etc,) as an emergenc\ refri~er(ln[ in dclcctiw cold
,,'Iwmhers. ailL! in the packaging of c~)nta'iner\ h~olding deep frozen rood
,upplies ~uch as ice cream. lish. elc.. so as 10 retain their hard frozen
,',lIlltition during transit tn ships.
The precautions should be taken \\hen solid carbon dioxide
[, used:
Gloves or similar protection should always he worn when handling
"llid carbon dioxide to prevcnt blistering of the skin.
, When solid carhon dioxide has heen u,ed as a refrigerant in a cold
• ilamber a high concentra lion of he<\ vv carbon dioxide ~as 111 a \' be built
and care STlOUld always be taken 1(; open the dOl)r ot such (l' chamber
S\)ITIC momcnts ber<)re entering. and to leave it open while in,idc.
Because of the heaviness d l'arbOIl dioxide compared \1 ith air.
'\\~'kets of the gas ,Ire liable to collect ill POl)riy \entilaled spaces.
an unsafe atmosphere, As the gas does not diffuse away readily.
',:~'ial care should be taken to \entilate sUl'h confined spaces thoroughly
,lre elltering them.
The "Code of safe working practices for merchant seamen". copies
\1 hich shl)uld be on boa I'd all shi ps. contains detailed (\lh ice on
"l,'ring enclosed or confined spaces. The \\arnings contained in the code
'L1ld be heeded and the recommended procedures followed.
Vlerchant Shipping 'Jotice 1\0. M.ll 36
FIRES I'JVOLVII\G OIL FIRED APPLlAI\CES
Notice to Shipowners, Shipbuilders, Ship \Ianagers, Masters and Crew

Members of Small Cargo Ships and Similar Vl'ssels. and to Owners,
Builders, Managers, Skippers and Crew of Fishing Vessel ...
This :Volin' sUjler.ledes :Volin' Jf.85!
I. There have recent Iv been several accommodation tires 011 small

fishing vessels. and sub;equent investigations round that the fires had
been caused by oil fired appliances which had neither been installed nor
operated in accordance with the manui'<lcturer"s instructions. In ~evcnd
cases. the appliance had not been fitled \\ith any device by which the fuel
supply could be shut oil' in the event or lire. In one particular case
resulting in loss of life. in which a tire had been caused bv overheating 01'
the uptake. the safety Icatmes designed to shut down the heater in ~the
event or fire had been removed.
2. Any oil tired appliance. whether it is an accommodation space
heater. galley stove or ,imilar appliance. should be installed and operated
in accordance with the manufacturer's recommendations. ineluding those
for siting the fuel supply and making arrangements for the nue from
the appliance. In addition. the fuel shut oIl valve to any oil tired
appliance should be readily identiliuble and sufficiently remote from
the appliance. so as to be accessible in the event of a tire involving thc
appliance.
3. The appliance should be rcgularly and frequcntly examined to cnsure
that it is maintained in a condition that will enable it to operate properly.
Particular attention should be given to the controls for regulating thc
oil supply. to the means litled to\hut down the hcater in the 'event (;1' fire
and to the security of the oil connections.
4. When installing an oil tired applianC(: in accommodation or other
enclosed spaces. particular attention must bc givcn to the provision or
adequate ventilation. and the manufacturer's reeommendations
should be followcd. The ventilation arran!!ements should be re!!ttlarlv
and f'requently examined to ensure that the~ are not obstructed. ()r have
not been interfered with. and that any moving parb can be operated
satisfactorily, Oil tired heating boilers should operate in forced draught
with suitable safety features tn cater for flame failure. It is strongly
recommended that such boilers should not be opcrated using natural
draught. as this ma v result in a blow back in \;lfiable wind conditions.
5. The attention ()f Shipowners and Masters of Cargo Ships is drawn
to the provisions of Regulations 14(3) and 14(5) of Merchant Shipping
(Crew Accommodation) Rcgulations 197X. which indicate th,lt>-
(a) a heating appliance shall be provided with a means of turning it on
Of 011'. or controlling: the heat without the usc of a tool or kev and
such means ~hall b~. wherever reasonably practicable. \\ithi'n the
space in which the appliancc is filted:
THE EFFICIENT DECK IIAND
(h) [he heating appliance shalll10t he allected b~ the usc or 1l\)I1-use of

the ,hip', machiner). calorificrs or cooking appliance~: and
IC) the heating appliance shall be conslructed and installed. and if
necessary. shielded so as to moid risk of tire. or of danger or
discoml',;rt to the ere\\
Regulation 3)5( 1) of the above Regulations requires thai all equipmenl
,Ind installations shall be maintaincd in !!onu \\orkin!! order. and
Regulation 3R(2) require'i a M,\sler 1\) in'ipec[ Clew accomniodation and
record defects in the Ollicial Book,
i) The attenlion of Owners and Skippers 01' Fishing Ve"els is dra\\11
it' the pw\'isions \If Regulations 14(3) and 14(.:'). and Regulations ,i)( I)
.Ind 35(2) of the Merchant Shipping (Crew Accomnwdatioll) (Fishing
\essels) Re!!ulations 1975. which are similar t() tho,c or the Regulations
Jerred t\l i~1 paragraph 5 ahO\c, ~
The Owners and Skippers of Fishing vessels arc reminded that
\ here the Ebhing Ve~sds (Safety Provisions) Rules 197.:' apply. the
'1,Ullation of space heaters and cooking stoves shall he in ~lCctlrdanee
'1h Rulc~ 3::: and 61(2) of these Rules, The relc\<lnt requirel11cnh or
'c',e Rules are as f\lllows:
i'When a or appliance is ~upplied with fuel from an
nil tank, the lank shall be situated outside the space containing the
,Ippliance. lind the oil supply shall be capable of being contHlllcd
Irom outside that space,
" \ppliance;; lIsing oil fud hming a !lash point or less than 60 C
(Closed Test) shall not bentted,
\leans shall be provided to shut otf the fuel supply antomatically at
the appliance in the event of a tlre or failure of the air suppl~. Thi~
means shall require manual resetting in urder to restore the fucl
,lIpply,
rile oil tank supplying: the appliance shall be prO\ided with an ,m
1'1P'· leading to (\ position in the open air \\'here there is no danger or
, r,' or explosilln fr(1111 the eli! vapours. The open end of the pipe shall
:'-' lilted with a detachable wirc gallIC diaphragm.
\kans shall be prO\ided for tilling the pil tank and for pre\cIIting
'\ erpressure,
\!'pliances ~hall be secured in position. and their exhausts and the
',IITollnding ,truel Lire shall he adeq uately protected against tire,
I \i1~IUStS shall be providcd \\ ith rcau~ means or cleaning. Dampers
·l.:d in exhausts shall prO\ide an adequate 110\\ or air \\hcn in thc
,,,cd posilion,
"' ,'Ilulators which are llsed to prmide an adequate supply of air
heating or c(loking appliance shall not be capahle of heing
h,('(l
, ~tr()l1gly recommended Ihat 11K in~tallation 01' spaec heaters

il1l! sloves in Fishin!! vessels of less than 12 metres in lenl!th. to
Rules 3::: and 61(2) ~f the Fishin!! Vessels (Safely Pn1\ision,)
,}-~ do nol apply, should be generally in acconhillce \\ith the
'1';':1\h of these Rules indicated in Paragraph 7 abo\c
154 THE EFFICIEI\T DECK llA'\O
9. Combustible bulkheads, cellinil~. and furniture should be

protected from adjacent oil tired aprliances. such as galley ranges. space
healers. etc,. by non-combustible board type materials not containing
asbestos.
10. Oil lired appliances. sLich as gallc~ ranges. space heaters. etc,.
should nol he used for drvim! c1othinu. linen. etc.. because 01' the danuer
Ihat sLieh clothing. linen. ~etl'.. m,~} interfere with the ventilatfon
arrangements or the appliance. or rail onlo the appliance and cah:h tire.
Curtains and other ham~in!! textile materials ,hould not overhan!!. or he
tilted sull1ciemly close to al; oillired applian<.:e. where there is any~danger
of them coming into contact with the appliance.
THE EFFICIE\iT DECK lIA~D 155
\ladne Guidance l"ote \1.(;.'\. 35 (1\1 + F)
.\CCIDEl\TS WHEl" t:SII\G PO\VER OPERATED WATERTIGHT

DOORS
Guidance to shipoVlners. masters, safety officers and safet~ representathes

of merchant \essels and owners and skippers of fishing vessels
This 'ville .\/II'Cl'.Ie!ln AI crc!J(/fI{ Shi/)/)illg 'vul icc Vii. J1.1.CI)
Stili/lila,..!'
rhi, Note sels out guidance regarding the sale lise or power operated
\\:ltertight doors.
h: t'~ Poi nts

• Procedure when passing through power operated watertight d(l(1r~.
• Procedures v\hen c:lrrying loads through rower \\atertight
cloors.
• Initial and continuation Iraining in the safe use or power operated
\\<ltertight doors.
I, BACKGROll"D
A number or lives have heen Inst and seriolls injun c<lll'ied h;. the
.c\l]TCct operation of rov\cr operaled \\ atertighl dool< .
, In order to reduce Ihe risk of injury to personnel passing Ihrough
lc'rlight doors. some ships have central c\lIltr\)1 Llnih located on the
.Igating which have t\\O operating positions. nne marked
'c:1I control" and thc olher "doors closed". Linder normal cl1!lditions
.1 potentially h:llardolls situations, the oper:lling cnndition is set to
,,; I control" The "doors elnsed" posititln is only Llsed in
.',)1' drill or testing periods.
\\'ilen the brid!!e central control unit is set at "Incal control", am
,-night door call~be locally opened and locally closed \\ithout aUHi-
, clo'iure of the door Since closure nf the door requires deliberatc
- '11. the risk of a per,on beillg trapped is \ery much reduced.
I he "doors closed" mode \\ill al,o permit doors to he opened
hut the doors 'llIt()maticall~ reclo,e upon release of the local
,I mechanism.
\,'cidents have (lcclIlTcd v\hCIl crew members \\erc usinl': the
,I, pl'l1\ided at the dnnrs to pass through watertight door>; ~\l1il'h
',·c'l1 closed from the brid!!e. l;nder these circunbtanCe."
"'1llml at the door is Ihe d~l\)r closes :Llltomatical h \\ itl1 a
'lillicientto lire all.\()l1e c:lUghl ill ih path. .
1'l{OCEDlRES
I' (,sellliai. lhercrore, that \\ hen usinu a \\atertidll door \\hich
,', cl,).,ed, irrespective or the l1]ode or closure. thaI both the local
,)]1,' 011 each side of the bulkhead <Ire held ill the "open"
156 THE EFFlCIE,\T DECK HAND
position while passing through the ooor. That can be done by tirst fully
opening the ooor using the nearsioe control with one hano. reaching
through the opening to the control on the far side. and the far side
control to keep the door fully open until passage is complete.
2.2 A person. when unaccompanied. must have both hands free to
operate the controls. and should never attempt to carry any load through
unassisted. Accordingly. supervision should be exercised over any work
requiring movement PI' tools. parts or materials through a door. This will
effectively make it a two man operation-one man to operate the door
and another to earrv the load.
2.3 To avoid pote;llially fatal slips. the accumulation of oil leakage in
the vicinity of the watertight doors should not be permitted.
2.4 Written instructions need to be provided for the ship on the sarc
operation oj' the doors. and it is essential that all crew members who
may use the doors:
(a) know what type of control system is titled:
(b) are \vell trained in the correct operating procedurc 1'01' the system:
and
(cl fully appreciate the crushing power of watertight doors.
This crushing power. together with expeditious closing. is necessary to
ensure that watertight doors fulfil their primary pllrpo~e of en~uring
maximum safety of the ship :wd its crew. hut if accidents to personnel
are to be avoided. it is essential that the l1pcrating instructions are
strictly observed. Permanent notices. clearly ~tating thc correct operating
procedure. must be prominently displayed on both sides or ever:> water-
tight door.
3. TR\I;\I'IG
3.1 Under Health & Safety legislation. it is required that on all
vessels filled with power operated \\aterlight doors. there are
procedures for training personnel in their use when joining a \essel.
Also that training is repeated at regular intervab. in order to remind
personnel of the dangers or these doors.
3.2 For Passenger Ships. attention i, dr<l\\11 to Merclwnt Shipping
(Passenger Ship Construction Ships of Classes L II and II(A))
Regulations 199R. and Merchant Shipping (Passenger Ship Construction:
Ships or Classes III to VI(A)) Regulations 199R.
3.3 AllentionisalsodrawntoM.G.N. 1(iV1)sectionX .
.~.4 Records or training should he kept as par! of the \e,sel's Safety
Management System for inspection at a later date.
3.5 LJ nder the I nterna tional Safety Management Code. ship 0\\ ners
and managcrs arc required to establish safeguards against all identitied
risks 1.2.2.2). and to imestigate and analvse nonconformities.
accidents and ha/ardous sitl\ations~ (para lJ.ll. Then to en.~lIre that
is pro\ided for all rersonnel concerncd (para 6.5).
Documentation or such training is kcpt in accordance wilh section 11
of the Code. Thc\ should also take int,) account 2uidclines. etc ..
recommended h:, Atiminislrations (para 1.2.1.2) ~
CHAPTER 8
ROPE AND ROPEWORK
TYPES OF ROPE
Rl)re may be constructed rrom natural fibres such as colton. coir. hemp.
manila and sisaL or from synthetic fibres such as polyamide (nylon).
;,,1Iyester (terylene), polythcne and polypropylene. or a miKture of some
,'I'these synthetic fibres. It may also be made from drawn strands of steel
\ irC. or :1 miKture of wire arid either natural or synthetic fibres, Wire
','pes for marine use are normally galvanised. and -all ropes for marine
,he are normally laid up right handed (anti-clockwise). and supplied in
.\111" of 120 fathoms (220111). unless specially ordered otherwise,
'\ <l tural fibres
,'11(1/1 rope mainly Llsed on yaehts, being soft and pliable,
'/, 1/11' rope used for small lines and edging sails,
II rope both buoyant and elastic but lacking in strength. normally
<,I for guess warp~ and when attached 10 wire rope tails. ror mooring
-:1 and tow ropes.
rope is ill general use for gantlines. lashings and moorings,
, liila rope is in general use for Lifeboat I~ills. cargo handling. lashings
, l1loorll1gs.
! ,lir. hemp and cotton arc no longer mLich in demand, having been
~:h superseded by synthetic fibre !'Ores bllt are mentioned for

::natill11.
'. Illheric fibres
:n/ide ( Nl'/oll) rope. the most elastic and strongest of all synthetic
','pes. resists alkalis. oils. organic solvents and rot. Melting point
I \Llinly llsed ror springs and 10\\ ropes. also llsed by stevedores
:,U \\ork.
I r ) rope. with a melting roint of 260 C has the highest
Il(e to or all wnthetic fibres. Resists acids. oils. organic
" bleaching agents ant1 rot. Mainly llsed on yachts, ~
'e rope. with a melting roint or 135 C. has the least resistance
" (lr all svnthetie tlbres, Buovant. it resists alkalis. oils, bleaching
'illl rot. lJsed for lodines and hahards, ~
",kill' rope is Imld; in three ly pe;. "Fibrefilrn", "ll1ol1otllament --,
i,k'--, The main difference being in the elastic properly of the
" least elastic and lightest of the synthetic fibre ropes, it has a
"'Ilt or 165 C and is buoyant. Resists acids, alkalis. oils and
1 lise is ror lines, Only spun staple polypropylene
',' II'L'd for gantlines,
lI~d ~ahanised steel wire rope

, '.!lI/mni,\cd s(ce/lI'ire rope (iron wire) is manul"actured for
.dlll~ ri~ging (shrouds. stavs. etc.), and will have six 'itrands
11~;nd;J o~ a wire core, '
ISH THE EFFICIENT DLCK HAND
Sei:illg Ilirc. as ll~ed for \\ire seizings. will h,l\e six \\ ire threads I,lid up
right handed on a wire core,
rkYih/e sfeel trire rope. used for running and moorings. and
when attached to fibre rope ,I:-> tails for springs to\\ing, Ma~ hm: 6.
I' 17 or IX strands laid up right handed on a fibre core. The \\ire
threads in each strand ",ill also be laid up on fibre cores, Generally
speaking. cargo runners and 11l0()rings will contam 6 strand., while deck
cranes will have more.lifeboatl'alls are often IX strand.
The greater the number or str,\I1ds and the greater (he number 01' wire
threads~in each strand. the greater (he flexibility of (he rope. Wire ropes
that are required to work cargo. are to be discarded if in any length or
eight diameters. the total number of' \isible brokcn \\ires exceeds ten per
cent of the total number of \\ire~, or if the wire shows signs of excessive
wear or corrosion. or other serious defect. No chain or wfrc rope shall be
used when there is a knot tied in any part thereof.
Mixed n'ire and fibre ropes

COli/hilled rope. four or six wire strand~ laid lip right handed over a
naturallibre (si~al) core. Each \\ire strand is covered \\'Ith natural libre
(sisal) yarns. Combined rope is mainly used on fishing ve:-;sels and cable
ships.
SI)ring Illr rope. six main strands laid up len handed (cable laid) on a
fibre core. Each main strand comprises three wire strands and three fibre
strands laid up right handed on a fibre core, The fibre may be either
treated (tarred) sisal or polypropylene '"tibrefilm". Springlay ropes are
normally supplied in 90 fat hom (165 m) coi Is and a re used as mooring
lines and backsprings,
Rope construction
Normally the threads in each strand of a rope \\ill be laid up left handed.
and the strands will be laid up right handed. However. l1oll-kinkable
rope. such as may be used for lifeboat falls. has both the threads and the
strands laid up right handed,
Hallser laid rope contains three strands laid up right handed.
CaNe laid or lrarcr laid rope contains three hawser laid rope.;; laid up left
handed,
Srnllicricjii>rc i/lU/ll'il'l' coh/e laid ropes. arc laid up on a core.
Shroud laid rope contains four strands laid up right handed on a core,
Plai!ed rope is supplied "here the rope is subjected to twisting. l'i:,. log
lines and some halvards.
S'qllordillt' (/lId IJIlllrifJ/ai! ropes contain eight strands. Two pairs arc laid
up right handed. and two pairs are laid up left handed. so forming :1
plait.
Six srranded sl'l1!liefic (/Ild ollHire ropes, are laid up on a core,
Originally in the manufacture of steel \\ire rope. the strands ill1l:
threads were forcibly held in placc, This could be seen CUlling the rope
\\ hen all the strands and \\'ire threads immediately flew apart. Pre"
i'orming the wires and strands prevents Ihis and increases the strengtl~
The strands all lie naturally in their true positions withoUI ~lress beil;c:
applied, Apart from Ihe fact thai this gives the rope a greater breakl11
THE EFFICIENT DECK HA\iO 15t)
.;train and longer liCe. should one or lllore \\ire thread~ hreak. the ends
1\ III lie flat \\itl1 the wire to the great <llhantageor
any rerson handling
the wire. and the risk of a hadly torn hand is consldcrably reduced.
Breaking strains and safe Vlorking loads

To lind the breaking strain or the safe I\orking load or any ro[1e. the
manufacturer's tables must be consulted. Ho\\eler. in an emergency it is
p'h.sihle to ohtain a rough to the hreaking strain or go,~d ljllality
nunila rope with the ['ormula (lhe circumference in inches multiplied
itself and the answer divided by three. \\ill gin: the approximate
'r,'aking strain in tons).
.\ ru'Ugh guide to the breaking strain Ill' flC\ible steel wire rope
~U\ be ohtained with the formula 2(' (the circumference in inches
~llIitiplied by itself and the answer douhled. will gin: the approximate
'1"~lking strain in tons). The safe \\orking load of manila rope may he
'lIlld by dividing the breaking strain of the rope by six. The safe
"rkl11g load of flexible steel wire rope may be fl)und hy dividing the
. ~aking strain bv 11\e.
r ihre~ropes shZ)uld not he worked through a block whose cheek length
, 1;\\ than three times the circumference of the rope.
\\ Ire ropes should not be worked over a sheave \\ hn~e diameter is less
11 ,jxteen times the diameter 01' the rope. or five times the circum-
,'Ike or the rope.
I 'lder no circumstances \\ill the safe working load marked 011 anv
.. (Iached to any rope or coil or rope, ,1r the sat'e \H)rking load marke:'
.II~\ derrick. block. shackle or other tackle. ever be exceeded. Where
~i\in purchase is operated, the safe working union purchase (ll) load.
Llrked on the derrick. must not be exceeded. and \\ill he ahout one
.: 1)1' the normal safe working load .
.,rl' in the use of rope

pcn a coil of any rope. a turntable should ,t1ways be used. the rope
taken from the outside of the coil and recoiled clockwise. ('1re,1t
list be taken to avoid any kinks gelling into the rope. Fihre ropes
, he coiled down on duckhoards (small lines 111,ly be hung lip in a
!tl'd but dry place). Wire l'llpes 51wuld be stowed on reels. Never
.. "ppe coiled on a hare deck. hec,luse this prevents moisture ['rom
\\ hich in turn will Cduse rot or corrosion. Try not to drag rope
)c. deck, because it will pick up grit that may later <-'<luse serious
tn the centre of the rope !'rom abr'1sion. as the grit works in.
,'11 110 turntable is mailable. fibre ropes may be uncoiled by taking
.1 (It' the rope from the interior of the coil left handed or anli-
'c (this will usually be from the bottom of thl' unopened coil).
".:1 right h,lt1ded or clockwise. Wire rope ma~ be uncoiled hy
;le wil along the deck and then recoiling clockwise. or beller still
'hl onto a reel. \io altempt should hc made to uncoil a wire rope
the end from the centre of the coil.
" l'npe that is full of kinks nr turns. may have the turns rem,l\ed
I hllroughl'ootcd. To thoroughrool a rope containing lel't h,lt1d
Hawser or Plain laid

Three strands
laid up right handed
+- Strand
Cable or Water laid

Three Hawser ropes
laid up left handed
+- Strand
+- Strand
Shroud laid
Four strands ~"~~~~i.i1li~::~ +- Core
laid up right handed .. Strand
.. Strand
Multiplait or Square line

Eight strands laid up
In pairs left and right
handed alternately
+- Strands
Steel wire rope

lurns, coil down left handed, then dip Ihe end through the coil and haul
tHI1. To thoroul'hfoot a coil containinl' right hand turns, coil down righl
handed, thcn d1p the end through the coTI and haul oul. An alternat~\e
L
method or removing turns is to keep one end (lr the rope on deck. while
the remainder of the rope is thrown do\" n an empty hold. The end of the
:'ope is then taken 10 ~l winch drum end and the rope hove out of the
illlid. Someone ,hould he stationed al the hollo111 or the hold to twist the
I'ope and work the turns bacL as they are hove up the hold. The rope
!1eing coiled dO\\I1 right handed as it eomes olT the \\ineh drum end. Do
not throw the end or the rope off the winch drulll end. ali(m the end to
'10 round and work the last or the turns Olil.
~ Fibre and wire ropes should, whenever possible. be kept separate. try
110t to put \\in: and fibre ropes on the same rHlir 01' bitts or bollaI'd or
through the same fairlead. in any case the wire rope mLlst never be
,dlowed 10 cross the fibre rope. for this caLlses considerable damage ttl
: 11.: I1bre rope.
Unless otherwise stated. alll1bre ropes are liable to deteriorate \\ hen
,utic. expo,ed to strong sunlight. chemical fumes. heat. and by
,Ibrasion, or \,hen contaminated bv acids, alkalis. bleachilH! a!!ents. oils
JJ1d organic solvents. Care Illllsi be taken never to alkm ~aJ1~ rope to
\.\)l11e in contact with white spirit. rust remover. \\et paint. coal tar.
\\ lel1\.\ metacresoL and similar substances. [n the event or cOl1t<lmin-
.lilOIL the rope should be immediately washed with rresh \\ater and
inspected for damage. Wire wpe is mainly subject to deteri-
,\la tion rrom moisl ure and abrasillll. and should be kept well oi led.
".atmal fibre ropes arc particularly subject to damage from millle\\ and
:·,l\. and Illust not be stowed aW,lv weI.
Rope should never be stored In the vicinity of steam pipes or boilers.
lihre ropes are to be coiled dowl1 right handed 011 duck boards or
J;i in a sheltered and dry. but well ventilated position. il<lturailibre ropes
.ihluld not be stored under conditions where there is anv d<lll!!er of either
n:lde\\ or f'ungolls growth. Wire ropes are t,1 be kept \\olllHl on rcels or
\ :nch barrels and protected from weather by camas covers. Mooring
.\ ire ropes stowed on reels are to ha\e their ends made ra~t to Ihe reel
\ db a light lashing. so that ir the wire runs out. the lashing will part and
'\)1 take the reel. When stowed on deck. fibre ropes should be cmered
,;th tarpaulin canvas in order to exclude damage from weather and

<lOng sunlight. Under arctic conditions, natural libre ropes should be
,r\l[ected rrom rain. spray, snow. frost and icc. All rairlead~ are to be
·-:pt free of rust. and well oiled in order to avoid bl)th friction and
h·l-asion. Winch drum end~ and capstans should be both smooth and
"c<C from rust.
r:\ery rule has an exception. Log and lead lines are always to be coiled
.'It handed or anti-clockwise.
Before usc, all fibre rope gantlines. li7ards and safety harness lines
«)L1ld be tested to at least rOLlr times the weight they may be expected to
-I]'],or1. This is to insure there is no unapparent damage.
".e'er leave the end or a rope 10 fray. Put a whipping 011.
".e,er use a rope without previous carerul examination of its whole
:",Ih
Opening up a hank of twin.: to mak.: <J skein.
t=---. pull twine out from here.
Divide the hank into

three parts and plait
it as shown.
«-- SC1ZIIlg
Measuring the circumference

or diamet~r of either rope or
wire by means or a gauge.
THE EFFICIE\iT DECK HAND
TYPES OF CORDAGE
S('(fmillg (lI'inc Three ply hemp, used for se\\ing camas and whippings,
Supplied in Ie, Ib ((l.2t1 kg) hanks,
Ropil1f( Five ply hemp. used for sewing camas to rope. Supplied
Ill'il1t'
in lh ((l,2X kg) hanks.
:\farlinc Tarred two ply hemp. lIsed for serving wire rope and
seizings. Supplied in 30 rthm. (5:'1 m) halls.
Spill/rom Tarred three ply hemp. used ror worming. serving and
seizings. Supplied in 30 fthm. (55 m) balls,
Boot lacing Hawser laid hemp or plaited Polypropylene. Llsed ror
fastening boat covers and awnings. Supplied in two
weights in hanks or 30 and 60 fthm. (55 and 110m),
Sigilli/ iw/rard Ha~ser or shroud laid hemp. used for nag hoists.
Supplied in hanks 01' 30 or 60 fthm. (55 and I I() m)
Plaited hemp or polythene, Supplied in coils or 40 fthm.
(73m),
I,lig lille Plaited hemp or poly thenI.', Supplied in coils of 40. 60
and 120 fthm. (73.110 and 220m).
I,em//inc Cable laid hemp. used for hand and deep sea lead
lines. Supplied in hanks of 30 fthm. (55 m) and coils of
120 fthm. C20 mI.
Rarlinc Hawser laid tarrcd hemp. used ror heaving lines and
light lashings. (Originally used ror rattling down the
rigging.) Supplied in coils or 120 rthm. (220 m),
PointlinC' Hawser laid sisal or manila. used ror genera I purposes.
Supplied in coils of 120 rthm, (220m).
Bo/irop(' Hawser laid tarred or untarred hemp or polyester. used
for edging sails or canvas, Measured by circumference or
diameter in sizes from '(4mm) tt) 6' (4Xmm) and
supplied in coils or 120 ['thm. (220111),
Rope measurement
')l11all natural fihre cordage is measured hy the ply (numher of threads)
,'I' Iwa numher or hv weight.
Sl~all synthetic fil;re ct~'d is measured hva numbcr.
Ratline' and poilltline are measured hy Ihe total numher or threads
,,'ntained in all the strands. i,e .. 9.12.15. IX and 21 threads.
Seizi ng wire is measured by the gauge (111 to 26) and supplied in seven
,,'ulld (3, I Xkg) coils,
\11 other ropes arc measured by the circumference in inchcs. or h)
;,' diameter in millimetres, When measuring rope. if no rope gauge is
"Iilable. measure round the circumference with a piecc of twine and lay
~l' length tlf twine against a ruler.
1'0 turn circumference in inches into diameter in millimetres:
multiply by X. i,e .. 2 inch rope x X= Ie) mill rope.
1\) turn diameter in millimetres into circumference in inches:
divide by X. i,c .. 1'1 mm rope X= I inch rope,
SUNDRY LINES
r II
!e k:'I,y \''In,; I
t9 :"j,']'I"I'-.·lt
9' R 'I '''t' 10 \1,'''11';
10 (,_"~ n l
"
"
Ropes may be marked by a coloured thread if this is required by the

rurchaser, but there is no standard marking I'or any particular tyre of
rope. except that preformed ungalvanised steel wire rope will be marked
with a blue thread. and rolyprorylene cordages exceeding 12 mm (I inch)
\vil1 incorporate a tape throughout their length, bearing at intervals the
words "DOT accepted for LSA ". if the cordage has been accepted as
suitable for use with life-saving equipment.
VARIOUS ROPES
Aerial down haul Wire ropc from truck to deck. used to hoist and
lower W iT aerial.
Back spring A mooring rope. usually wire. leading aft from the
bow or forward from the stern.
Backstay Strong wire rope, used to help support a mast
always leads a little aft of the mast.
Bight Any part of a rope except the end.
Boat-rope A length of fibre rope made Cast in the bows and
hung overside for a small boat to catch. \vhen the
shir is under way.
Bowsing-in rope Several turns of fibre rore around a stanchion and
a lifeboat fall. Used to bind the fall close to thc
ship's side. whilc the boat is lowered.
Breast rope A mooring line leading athwartships.
Bull rope Rore used for torping a derrick. so that the topping
lift can be shackled to a chain preventer.-Rorc used
for rulling an object into the square of the hatch.
Dummy gantline A short fore or chain rove through a sheave per-
manentlv. to enable a [!antline or runner to he
drawn through when reqlored.
Ind The free end of any rope.
lall A mpe rove through one or more blocks to make a
whir. purchase or tackle.
( . antline A fibre rope. used aloft to lower a man in a hosun \
chair. or ovcrside with a stage.
I.U(,SS warp A length of coir or ro1ythcne rore hung oycrside
for the use of small boats when the ship is at anchor.
(Guest Warp.)
lIal\ ard A fibre rope. llsed 10 hoist a flag. saiL anchor hall.
navigation light or other similar article.
; LlUling part The rar! or a ropc that comes out of a block. onto
which a rulling motion is imparted to bring a
purcbase or tackle into use.
Any rore three inches (24 mm) or more in circum-
ference.
I, ;ltI rope A mooring rore leading ahead from the bO\v.
i l:l\ ing line A length of ratlinc. used when entering port. with
the end thrown ashore. it acts as a messenger to take
the mooring lines (about 15 to 20 fth~ll. (27 to
37m) long).~
Heel rope Wire rope used to lower a telescopic topmast.

Jumper stay A fore and art \\ ire rope from mast to mast or
funnel. Originally used to work cargo. but now used
to calTV nag hal;ards. ~
Lacing A li¥li fih,:-e line. used to secure a boat cover or an
awmng.
Lanyard Short ~ piece of fihre rope. used to secure some-
thing.
Lashing Length of rope. used to secure something.
Lifeline Light fihre rope becketed around a boat or buoyant
apparatus for the support of persons in the water.
Heavier manila rope attached to the davit head
span. for the use of persons in a hoat \\hich is heing
either hoisted or lowered.
Lizard Length of fihre rope having a thimble eye spliced in
one end. the other end heing secured. A hoat's painter
or stage gantline may he rove through the thimhle
eve.
Man rope A fibre rope running through stanchions on a gang-
way or accommodation ladder. A rope stretched
along a deck in had weather. or o\'er a deck cargo.
to ptovide a handhold, ~
Messenger A light line sent ashore or elsewhere. to enahle a
heay1er line to he hauled out.
Mooring line Any rope used to tie a ship to a quay or .icily.
Painter A fihre rope. used for mooring a small hoat.
Pendant A short length or wire rope having an eye in each
end. used for hanging olTa weight.
PreYenter A rope made fast to a strong point and something
moveahle. as a second method of fastening. which
\\ ill hold the moveable object. if the tackle holding
the moveahle ohject should hreak, Pre\enter guys
on derricks - preYenter stays on masts,
Purchase Two hlocks with a rope rove through them. also
called a tackle. Used to increase the strength of the
power applied to the hauling part.
Ridge rope Wire rope. towards which an awning or dodgcr is
~trctchcd and laced on to,
Runner Wire rope. used on a derrick for working cargo as
a whip or in a purchase,
Shrouds Strong wire ropes that help to gi\e thwartship
support to a mast. Attached to the mast in pairs,
Snorter A short rope haying an eye in each encl. (Snoller.)
Standing part The end of a rope which is made fast. or a part of
the rope which is toward that end. or the part which
is toward the main hody of the rope,
Stay Strong \"ire rope that leads forward from a mast
and helps to support the mast. Strong wire ropes
that lead in any direction. and help support a funnel.
samson post or other object.
Stern rope \1ooring: rope leading: astern from the stern or the
ship.
Stopper A short length of lihre rope or chain. with an eye
in one end in the case of a rupe. or a small shackle
in the case ,11' a eh<lin. Used 10 lake the strain of a
mooring rope or topping: lift. whilst Ihe rope is heing
moved from Ihe winch 10 the hills.
Strop A rope having its Iwo ends spliced into each other.
Swifter Additional sin!!:ie shroud.
Tackle Quantity of r,;pe wilh or without hlocks. shackles.
hooks. etc" used for some purpose. Or a purchase.
Topping lift A wire rope. used for topping a derrick or small
mast.
Tow rope Heavy rope. used I'm lowing. Lsually a fihre rope
attached to a wire rope tail.
Triatic stav Jumper stay.
!'ricing line Light line. used to recover a fall from overside.
sometimes attached 10 a small block. throu!!:h which
the fall is free to run. ~
hieing pendant Short length of wire rope hewing an eye in each
end. Attached to gravity davits for the purpose or
ham>ing otf the boat to bring it alongside. when the
boal is lowered on Ihe listcd ~ide of a ~'ihip.
Warp Mooring line \Vhcn in use to warp the ship.
\\hip A fibre rope running through a gin block, used for
working cargo, etc .. on a winch drum end.
, ard lift Wire r,~pe Itxed to the mast and supporting a yard
arm.
:\1arine Guidance Note I\I.G.I\, 106 (:\1 + F)
NATLRAL & SYNTHETIC FIBRE CORDAGE FOR LlFESA VINC

APPLIANCES
Guidance to Shipowners, \Iasters, and Officers or \Ierchant Ships and

Yachts; and to Owners. Skippers and Crews of Fishing Vessels
This :\'olc slIl'iT.lcdes Merc/wlil .')'/lIjJpillg :VOlin' :VO, \1.1:'3:'
Summary
This Note advises all Shipowners. \If asters. Ollicers and Seamen of
required standards Cor natural and synthetic /ibn: (polypropylene. poly-
ester, polyamide) rope for life-saving appliances (LSi\,),
• Types of rope acceptable to the Maritime and Coastguard Agency
(M'c'A.).
• Evidence from manufacturers required prior to acceptance of the
rope.
• Det(liled eh(ll'(lcteristics given ill thc Annex,
I. Natural and synthetic IIbre ropes intended for usc with life-saving
appliances should comply with the B.s, E, N, standards contained in
Annex I. which is acceptable to the Agency,
2, Before accepting a rope l'or use onboard. the master should sight a
certificate of conformity for the rope, In addition. evidence showing that
the rope is sulliciently protected and stabilised against U,V, degradation,
), Responsibility for replacing worn. weathered or damaged cordage
at all times lies with the master 01' the vessel.
4, The attached Annex I "Cordage Cor L.S.A, Purposes" indicates the
characteristics required of ropes for various lire-saving appliancc uses
and the sizes cnnsidered appropriate, Unlike natural cordage, the grip
provided by different types or synthetic fihre ropes ranges hetween a grip
comparable with manila or ~isal to little grip at all. The type of synthetic
fibre ropes must. therefore. be carefully chosen to meet differing grip
requirements,
5. Guidance on inspection and can:: of synthetic fihre ropes in usc IS
included in Annex 2 (0 this Note,
THE EFFICIE)\;T DECK HAND 16<)
Annex I
CORDAGE FOR LIFE-SA \'r~G APPLlA'\CES
\lote: '1 denotes Manila rope. complying Ilith BS EN 69i\: 1995 Fibre
Ropes for Gcneral Senice.
S denotes Sisal rope. complying with BS F)\; 6<)i\: 19<)5 Fibre
Ropes for General Senice.
Pa denotes Polyamide (nylon) rope. comrlying with BS EN 696:
I 995-Fibre Ropes for General Senice (Polyamide).
Pe denotes Polyester rope. complying with BS EN 697: 1995
Fibre Ropes for General Senice (Polyester).
Pp denotes Polypropylene rope. complying with BS EN 69<):
1995-Fibre Ropes for General Sen ice (Polypropylene J.
All ropes to comply with the requirements of RS E)\; 70 I: 1995-
Fibre Ropes for General Service General Specification
Where polyprop~'lene is suggested. and the grip is required to be
similar to that of manila, then only staplespun pol~'prop~'lene is
suitable.
170 fHf·. IIF[C1E'\T DECK HAND
\ I inimum .. i/t: of
cordage diameter
(in miliinwtre..,)
T,p" \1 or"
\1 ~ PI'
\1 ~ Pa I', 1'1' 16
(ht'f,>h.k :addcl'> !"d] iifl'h,};]l nf \1 Pa I'" Pp

1l11:'T;lrl emb;irk~HhH1
III
.\' \1.,1:
\1 S 1','
16
'I)
S.:'<I dlh.:I'h);' 1'(11" ('j1L'l1 ~i!Ch('dl '\ nr (1 11l \1 SPa 1'" 1'1' Ild\\ :; . .'1' ~(I
",r,d l1ndn
Ie
1I;.I\\''-,l'r "2..J.
rl ;PP!ug
Lint.:. 1(1
M S Pc 1'1' \, curr,-T.~ \ ... I~)r

p: ,:L'11L'( :::llllLII
';b1'('
P,-' PI' -.J:nuh.: be t): \1;.r.il:l l\'l~ r~;~p:, :(,11(, ;11' a l: p..:
ttl the \1.( \ ~:I~d !:,l\ d g-rip ;":\)l11paLlbk
,~d "lA' . . ·,lrLia);l'
2il
(;,1/1 ~jh'~!'-' (l\\() -';:l,::k h;\X~"'J

l~);1l1L" l.lIll' pur..:h.h": !~\r;L' dl)ubk ,Illd ... inglc bh,l'k l
!(J!1l1t ... h\ (' C()ld purc!u-.c j l\\lJ .-'puhk hh,(b)
tol1lk''< [IU"t' !\\,) fold purCiJ:h(,'> \I)lh.' !fl'bk' ;llld nllL'
d;)uhh.' hhll,:K I .
\hlml,,, dura hie. lI11hlllhahle. firm h,id .llld
ld hl' ,Ii led",l () x: 11)" \Imun) !,;.ltJ \\ h.."ll
In.ld
rn hc Hn! k,,') thell' 111m To hc db!:.:
THE EFFICIENT DECK HA1';D I 1
Annex 2
THE I]\;SPECTIO]\; A]\;D CARE OF POLYAMIDE (NYLON),

POLYESTER A]\;D POLYPROPYLE]\;E FILAMENT ROPES
.:\ LSE
GE]\;ERAL
Ropes made from any material are liable to we,ll' and to mechanical
damage. and can be weakened to some extent bv various agencies such
ciS ehe~mieals. heat and light. . ~
Regular inspection is essential to ensure that the ropes are still
,erviceab1c.
It is alsl) empha,ised that no matter what agent has weakened the
,upe. the elfect will be nwre serious on the small siles than on the
,ill'S of rope. Consitkration should. therefore. be given to the relation-
,hip or the surface area or the rope and the rope cross sectioll. Ex-
.ll11inations of about 300 111m at a time may prove to be convenient. the
~·,)pe being turned to reveal all sides before continuing. At the same
'1tcrvals. the strands should be unt\visted slightly to alln\', examination
h::t ween the st rands.
To detine a standard of acceptance or rejection is much more diflleult
. han to describe the method or inspection, There can be no well defined
','Llndary between ropes which are safe and those v.hich arc not. because
h:, depends on the stresses placed on a rope in an emergency. In
'ractice. the decision whether to continue to lise a rope or discard it.
,;(luld be based nn an assessment of the general condition of the rope,
\ hm or the conditions which will guide the examiner cannot be exactly
,"l'l:ibed. but can only be stated in general terms. .
Ii' after examination. there is any doubt about the safety of the rope.
,11OUld be withdrawn from service. It is again emphasised that the
,ecls of \\ear and mechanical damage are relatively greater on thinner
I'es which, therefore. require more stringent standards of acceptance.
"IIYSICAL CAUSES OF DA\IAGE

I ,l'ilt'ral external wear
. ,'mal wear due to dragging over rough surfaces. causes surface
:1:1>1 or filamentatioll. This is the most readil\' noticeable cause of
.~I1'ess. particularly if a new rope is available for comparison. In lhe
,'I1W. the strands become so worn lhal their outer faces are flattened.
: he outer yarns arc severed. I n ordinary usc. some disarrangement
of the fibres on the outside or the rope is ul1avoidable
if nol extensive. Polyamide (nylon). polyester and poly-
"'\ lene filament ropes have a very go,)(\ abrasion resistance.
",d abrasion
i ~lbr'lsion. ,IS distinct rrom general wear. m,IY be caused bv the
. ,,2e ,II' the rope mer sharp edg~s. while under len~ioll. and may cause
.1' loss or strength. Slight dam(lge to the outer tlbres and an
"ll1altorn yarn may be considered harmless. but seriolls reduction
172 THE EFFICTENT.DECK HAND
in the cross-seclional urea of one strand. or somewhat less seriolls

damage to more than one strand should merit rejection. Proteelion at
points where excessive abrasion may occur should be considered,
Cuts, Contusions, etc.

Cuts. contusions. etc.. or careless use mav cause internal as well as
external damage. ·fhis may be indicated by local rupturing or loosening
of the yarns or strands.
Internal wear
Internal wear caused by repealed Hexing of the rope. particularly when
wet. and hy panicles of grit which have been picked up. may be indicated
by excessive looseness or the strands and varm. or the presence or
povvdered fibre.
Repeated loading
The resistance or polyamide (nylon) or polypropylene filament rope to
due to repcated loading is good. but a permanent elongation
may occur. so that the extension available in an emergency is reeluccd.
If the original length of the rope is known cxactly. a check mea,>urc-
ment made under exactlv the same conditions will indicate the total
extension of the rope. but may not reveal local extension of parts of the
rope. Measurement of the distance between regularly spaced indelible
markers on the rope may help to reveal severe local permanent
elongation, which may cau;;e breakdown on subsequenlloading.
EXTERNAL CAUSES OF DAMAGE

Heat
Heat may. in extreme cases. cause fusing. Any signs of this should
merit rejection. hut a rope may be damaged by heat without
any such obvious warning, The best safeguard is proper care in use and
storage. A rope should never be dried in front of a fIre. or stored near a
stove ,)1' other source of heal.
Surging of a polypropylene or polyethylene rope under tension. can
calise sufficient frictional heat al the contact surLlces to result in the
fusing of the surface of the rope. This can be minimised hy not applying
1110re turns of the rope around the ",inch. drum or capstan. than are
necessary to obtain satisfactory hauling.
The number of turns required around a winch \vill vary to ~ome
extent. according to operating conditions. and may be dilTerent for each
of the different types of pol}propylene rope. The melting point of
polypropylene is 160 C to 170 C. while the softening point is around
150 C. The values for polyethylene are somewhat lower. These lem-
peratures are quile quickly produced when a rope is surged on a winch
or capstan.
Mildew
Mildew does not attack polyamide (nylon). polye~lCr and polypropylene
ropes,
THE EFFICTENT DECK HAND 173
Strong sunlight
Strong sunlight causes weakening of rope fibres. but is unlikelv tu
penetrate beneath the surface. Unnecessary exposure should" be
avoided.
Solar de~radation should be checked bv rubbin~ the surface of the
rope with the thumb nail. If degradation 'has take~n place. the surface
material will come off as powder.
In addition. the surface ol~ the rope will feel dry. harsh and resinous.
CHE\lICAL CALSES OF DAMAGE

General
The variety of possible chemical contaminants of rope is very wide. and
the information given above is only a general guide. In cases of
uncertainty on the nature of the contaminant and the remedY to be
cldopted. ,in expert should be consulted. Attack may be more severe if
,\)me drying out occurs.
Polramide (nylon) ropes

Chemical attack or a suJlicient de~ree m(\\ be indicated bv local
\\eakening or softening of the rope. s~ that sur"race fibres can be plucked
\)1'rubbed off as a powder in extreme cases. The chemical resistance of
polyamide (nylon) filament is in general extremely good. but solUlions of
mineral acids cause rapid weakening. It is advisable. therefore. to avoid
:11111ersion in acid solutions. either cold or hot.
Polyamide (nylon) lllamel1l is unaffected by alkalis at normal tem-
'cratures. and by many oils. although it swells in conlacl with certain
drganic solvents. Exposure to fumes. spray or mist of acids. or to organic
",hents should be 'lvoided. but if contamination is suspected. the rope
,hould be washed (lut well in cold water. If there is anv doubt after
,uhsequenl careful inspection. tbe rope should be diseardel
Polyamide (nylon) ropes absorb a limited amount of \';ater when
.\clted. and may lose a small proportion of their strength \vhile \\e1.
Polyester ropes
( he111ical attack of a suflicient degree may be indicated by local
\ c<lkening or softening of the rope. so that surface fibres can be plucked
': rubbed olT as a powder in extreme cases. The chemic,d resistance of
",I\estcr fllament is !!enerallv extreme!v l(ood. but hot solutions l)j'
'!J"(lng alkalis progressively drssolve tl1e"lil;re. causing gradual loss in
~,lSS and a corresponding fall in breaking load. It i~ ach isable. therefore.
dvoid exposure to alkaline condition~. Resistance to acids and
·'.:rticularl.\ to sulphuric acid is good. although the concentration should
"t be allowed to exceed about 1'0';".
lhus. even dilute solutions of sulphuric acid should not be allowed to
:\ 011 a rore. If' any conlamination is suspected. the rope should be
."hed out well in cold water. If there is any doubt after subsequent
I"cful inspection. the rope should be discarded.
Resistance to hvdrocarbon oils and common Drflal1lC solvents is
_ 'I,d. altlwugh p()]ves!er filament milV swell in ce~·tain chlorinated
17-1- THE EFFICIENT DECK HAND
sohcnh. Allack by conccntrated [1henob is ,e\ere and contact should

be c\voided.
Pol~propylene ropes
PolY[1ro[1ylcne ropes are unatfected at normal tem[1enttures by acid or
,tlkalis. but are attackcd hy some organic solvents such as white spirit.
\\: Iene a nd meta -crcsol.
• Rope contact with wet paint. coal tar or paint strip[1ing preparations
should he a \oided.
KNOTS, BEi\OS A'IO IIITCHES

Bosun's Chair- A bosun's chair and gantline is used in all work done
aloft. and the gantline is alw<l\s attached to the chair b\ means or a
double sheet he~1d. \\ ith the elll] stopped securely to the st,inding part of
the strop. This takes the form or a reef-knot on the chair itsell'. It is
formed as rollo\\s:-
When hoisted high enough. a wracking is passed around both paris
of the gantiine. and this h\llds the weight while the hitch is being made.
When ~eady. a long bight of the haulit~g part is pulled through tiie sImp
of the chair lowards the person. passed (Her the head. and allowed to
drop behind to the feet. which arc passed behind it. When the ~ides or
this long bight hale been brought to the l'rot11 or the person. Ihe slack
on the hauling parI is pulled tight. and this forms a n::el'-knot on the
strop (If the chair itself. When ready 10 lower awa:. Ihe \\Tacking is cast
otL some slack is pulled lip. and the parts are made to render round.
which they will do ea~ily enough through the weighl of the man in lhe
chair.
THE EFFICIENT DECK HA'\JD 17:'
Another good mel hod or lowering onescll'.

Ilhen Silling~in H hosun's chair. instead of using
the usuallo~\ering hil..:h. is to employ a si7~
hook. either one \Iith an "'eve" or an ordinan
meat hook. ,1r elen a strong p'ot hotlk, .
The idea is to I'asten the honk I1r111l\ tn the
still1ding par! orthe galllline so that th:hauling
part can be passed under the strop. up and 0\ er
the hook. under the \trnp once more. then lip
and over the honk I'rom the opposite side,
The standing part or the gantline may be
j"(we throlll!h the oj' a hooK. if so fitted.
and made ~rast \Iith a hOllll11e. or it mal he
simply seized in place l\lth a piece or mai'line
passed through the lay as \vell <1\ arollnd the
gantline. With a meat hook or pnt Iwok the
point should he run through the la~ and ,elled
in that position.
Slinging Barrel on End Place the ,inglc
bight of a st rop across and under t hc hnt t()m of
a harrel standinl! on end. ThrO\I " halr-Illtch
'Ier the top hall' \\ith each part. so that lhe t\\O standing parts II ill he
:1I"t..'ctly opposite one another. linish 011' with a reef knot.
Although sketches or the following kiWIS are printed. a good kl10uing
-,'uk \Iith instructions on hOlv to tie them should be soLwhl. (RI'I))II/'\
~,Il(i!\ ((lid ,\jJ/ic('s is respectfully suggested.) ,
Heel" knot Used io join tog.ether two ends 01' rnpe that ~lre or
equal texture and circumference. When prnperl~
made will not slip, lfNSAf-E when used lIith ropes
of dilfering circumference or texture.
Howline A loop m7tde on the end or a length Pi" rnpe. the
size or the loop remains stalic and I\ill Iwt dnl\\
tight.
Himlinc on the bight T~Vt) loops. which arc adjustal11e 1',11 size \\ ith
IT!!ard to each other, made in the of a wpe.
U sed in lieu of a hosun's chair.
limber hiteh A loop made on the end or a leng.th of rope and
which will draw til!ht (note that the end is JOl!ged
with the lav). Usedto ]il't sacks or grain. etc.. \~hen
llsed to lif't limber. an addition;1 half hitch is
added to slant the timber.
Timber Hilc'h
B(m line 011

B(", line the Bight
Single Sheet Iknd

THE EFFICIEI\T DECK IIA\lD 177
Single sheet bend l.lsed to join togethcr two ends or rope that arc of
unequal cin:umfcrence or texturc. When properly
made will not slip. (Takc the lighter rope through
and around the bight of the hca vier rope.)
Double sheet bend A more secure version or the singic sheet bend.
Alwavs to be lIsed when makinl! fast a gantline to
a bosllll's chair. C ~
(Ime hitch Used to make the end of a rope fast to a fixed spar.
Will pull out when made fast to a rotating spar.
(ow hitch Used with a chain stopper. Two hall' hitche\. the
second half hitch being reversed. also used as a
lowcring hitch on a boslin's chair. Umuitable for
securing an end.
"hcepshank Madc i71 the bight or a rope to shorten it without
cutting. Two loops an: formed. \\hich must be
seized to the standing parts to ensure that the hitch
docs not come adrift when slack. Chiclh used on
the keel grab lines of lifeboats. .
Holling hitch C~ed to secure the end of a rope to a fixed spar.
When properly made, the rope will not slip along
the spar in the direction or a strain imppsed on the
standing part.
Hound turn and two For securing a rope to a ringbolt. If the rppe i~
half hitches liable to get wet. the half hit\.'hes should be \epa-
rated. and the end ,ized to the standing part in
order to prevent the hitches jamming.
Figure of eight Plaeed in the end of a rope 10 act as a stopper
and prevent the end running through a block nr
eye. Sometimes placed at intervals along the length
of a lifeline to providc handholds.
\ larlinc spike hitch Made in the bight or a line with a marlinc spike.
it will not slip. and allows leverage to be put on thc
marlinc spike to draw the line tight. Also llsed (111
thc end ofa sHu!e as an alternative 10 a stage kilO\'
\\ all and crOWn Pla\.'ed at the end of a rope to provide 71 stopper
knot and prevent fraying. Frequently IIsed to
prevent the end of a man rope passing thr(lugh the
eye of a stanchion. Known as a Illan rope kllot
when thc ends are followed round a second time.
( arrick bend Another method of joining two ropes, when prop-
erly made. will not slip and docs not jam. Cse a
single carrick bend to make the cnd of a fibre rope
fast to a soft eye in the end or a \\ire or libre rope.
The end MUST be seized. Lise a double carrick
bend to make the ends of t\l;O flbre ropes fast to
each other when the ropes are expected to take
a heavy strain and get weI. The cnds MUST be
seized.
\ lonkey's fist To add weight at the end of a rope for heaving,
making it carry further.
17:-; THE EFFICIENT DECK HAND
D"ublc Sheel hend
Shce[1shan k
STRAIN
f--'lZLx::al-..
Rollll1g Hilch
R()lInd Turn a:KI TIIll H.tlf Ililche,
\ltrlll1e Spike Hilch

Monkey,> Fist
Crown Knot
Wall Knot
\\,111 Cine! Cum n

I \LIlli"(l[lL'l
THE EFFICIENT DECK HAND IXI
O\er-hand Knot
111 I'r/li/f Il"ci 1'. \ Oil ((//1 IllIIg {/ unf... ('!ld Ii/) 1/1/1/'<: if
Ifro!, ({fld (It (Ih(/// hlfehn. //lorn ill':.!, /-loth (/1(/1.
{'ndl'/' //(1 (ir{'/III1,I{a!U'('\ i.1 {/ drum 01' ("(/if... 1'1 cr /(1 hi
liflcd elld IIjl h,r 11/('1/1/1 01 {/ haw/Ie ill fhl' lid C\Ccjli
/01' fill' jJilI'j}()$' (1/ hCf!l!!. carried hI" hand.
.Ho}"rring III () /'(1/)('1 1\ jll! {/ I)(i/III alld !I('cdle III orr/a to Icud II
g(/Ilfill/c Oi cr ([ I/ICUIC 11'i1h (/ dumlln ':.!.lIlIr!IIII'
11"111'11 /lIill,':!, (f \!WI/I'/" 1/1"0/) 01" /1',':.',1. lil(' (/ll!!,/C Iii .. I 11/1/1/
I/of n('('cd I~()
A
I he <lhO\(' "kClcill''i . . Iw\\ the corn:cl ll"C PI' . . Ilorler . . ,l1ld
'drop ..... J\ll . . 11;\ rr <lllgk:-. 011 IO<ld . . lllLl"[ he pal'ked III 01 LIn In
cll . . urc thaI (a) the ... [ror duo not cut till' pi.\d,;lgJng_ <jilL!
(b) thLl1 sharp L'nrncr:-. do not eLll the "Iwrlcr P)" "Imp. \Vlde
GIIl\'-\ ........ lil1Q:~ ~lrc tn he LI-.L'll Oil IO;lli:-. lh:!l :lrc liahk' l$
d'-11l1agL'. i.c~. L'C11lcnl ill paper hag:-.. clc.
IX:; THE EFFICIENT" DECK HAND
Lonering hitch Formed III the highl of a g'l!1tline. maKcs a C(1I\

hitch around lhe - hridlc lll' a h()slIn\ chair. h\
l1le,llb or \\ hich the \lpl'ralor may i(l\\l'r hil11~elf~
DilTcrellllv I'ormed 111 means 01' turns around (he
end of a s"tage and h'llf hitched to thc Ie!!. it all\1ws
the operatol~s \(ll(mer themsel\es. -
Fisherman's Bend For sccuring a hauling line to the ring (If the
Kedge. or hending a rllpe t\l the handle or a
hucket. sometimes called a bucKet hitch.
l\1arr~ing To marn the end of ,I d1ll11n1\ l'.antline tn a
gantlme j'or the purpose of rccy'ing the gantiine
through a ,heme. Whip ,Ind Sl.'\\ the ends or lhe
t\\O lines togcther end OIL I\ith th..: aid of :1
palm and I1l'edle.-
WHIPPI:\GS
Plain or Common used 10 pre\ent 1hI' cnd 01' a rope
whipping
Palm and needle the l'nd of a rope
whipping tling a reel" knot he-
h\'l[h-el1~b or the seaming
tiline.
SEIZINGS
Flat seiling L,cu tn ~ccllre tl\n pans or ropc together sidl? h:-
side. when the strain on hoth ropcs is cqual and in
the sal11c dircction. Finish llif hI taKin!! several
frapping turns arolilld the sei/iilg. het~ecn the
rnpes. ~Ind secLlre thl' end 1\ ith t\\O hall' hitches.
Round seizing A more sec LIre lersiol1 0[' I he ILlt sei/in!!. A 1l~1 ,
sci/itH! is madc 01' ahllllt 12 tLlrn'. ~,n~l ridint:
turns -nrc taken on t(lp and madc to he hetl\een
thc lir>t turn". SClcral I"raPPll1g turns arc thel~
l:l ken around the sel/ll1g het \1 een t he WI""
Finish lltj" II i I h tIl 0 ha [I" hi tClll"';.
Cross seiling Uscd to 'iccure the en: of d rorc tll a parlicuLl1
I'lace ,In ,I roPl' rmc the C)l'. I.e .. f"1
securing the c:-c ora liJ'clinl.' to a Limit head span.
Rackiug l'Sl.'d tIl sccure tllO parts or ropc togethn side h\
side. \\hen thc ,train on the rorcs i, unequal. or II,
dirl'ctillilS.
\Iousing a shackk pin rwm Ilorking (lUI.
e (lr d Iwok sO that l1othin!! CU"
!'rom It. -
Sei/in", (Ill lihre ropes and hooks arc t,l hI.' made II ith ,punyarl1 I"
111:!rlinc.-
S,'l/ings (Ill II ire r(lpes and shackks :Ire III he made II ith ,elling \\Irc
THE EFFrCTENT DECK HAND IX]
@
FLAT SEIZING. L Make a loop and pass the end through to. starL 2. Seize
the ropes together. For a ROUND SEIZING come back over the top with
riding turns between the first turns. 3. Bind the seizing with cross turns
between the ropes. 4. Finish with a clove hitch aroun"d the cross turns
(frapping).
Mousing a
shackle with
seizing wire.
CROSS SEIZING
Mousing a hook
with marline or
spunyarn.
Deck fitting and Elephant's foot sometimes llsed as an

alterna tive to a ring bolt. as an anchorage for deck cargo
lashings.
IX-+ THE EFFICIE~T DECK HAND
Plain or common whipping.
Reef knot.
":.,
Palm and needle whipping.

(commence the same a~ a common whipping.)
TilE EFFICIENT nECK HAND IX:;
Racking
I. Commence by figure of eighting for 8 turns.

2. Complete with a seizing of round turns between the figure of eight turns.
3. Frap and secure with a clove hitch,
1. Head Rope.
4. Breast Rope.
1~6 THF EFFlCIE1\T DFCK HA1\D
STOPPERS
Rope stopper \ITalic l)j' manila ,)r "isal it is i',)r usc on
natural fibre ropes. Nut to llsed on s\nthetlc
fibre rope".
Chinese or \V est Malk or synthetic or natural libre rope. Always
Country stopper to he lIsed 011 "YIHhetic fibre ropes. can be us;:d
on natural fibre ropes.
Not;: that a stopper MUST always be or th;: same material as the rope
it is lIsed to stopper oIL Howen:r. stoppers should not be made or
polyamide (Il) Ion) rope. Use polypropylene stoppers on polyamide
(I1} Ion) mooring ropes.
Chain stopper Smull chain used to stopper oil' derrick lOpping

lifts. \Iire mooring ropes and nth;:r wire ropes. The
hall' hitches ;Ire separated. ,lIld the tail is backed
against the I<lV or the \Iir;:. to ensure that the chain
neither jams ()r opens lip the or the \\ire.
Carpenter's stopper An ellkient mechanical means of stoppering oil'
any \Iire rope. Made in \(\rious sill'S.
APPLlCATIO;\l
Riding a stay Tr;l\elling the lemnh or a st;ll. shwud or swirtu.
Sitting ill a bosllI1', chair l11at is attached to a
shackle through which the passe~. I'm the
purpose of oiling or painting the stay. The pin 01'
the shackle MUST !IO throu!Ih the bridle or the
chair and be moused.~ c
Ladders When lIsing a ladder. it must be Ia,hed TOP and

BOTTOM. In por1, \\hen a ladder has (0 be llScU
in lieu or a gangway. the ladder should. if possible.
be at a near venical angle. Ihe top i~ [0 be lashed
by taking turns around the whole ladder and :\OT
betlleen the rLlIl>!S. This allows the ladder to slide
up or down Ihe hul \Va rks as the \Ia ter le\ el. or the
amount or the ship's freeboard. changes. A liI'e-
buoy with a line and a net are to he provided. At
night. the ladder is to be well lighted. A Bulwark
ladder should be secured adjacenlto Ihe ladder.
STAGES
When painting overside on a never ri!I a stage mer a lin dock.
quay. barge or lighter al()ngside. ;~e a stage onl~ \\hell there is water
beneath.
Paint pots (not too full) should be let dm\11 to the red height by
their mIll lanyards. frolll the upper deck. and be kept \Iell cic,lr of the
stage gantlil1cs. in order to try ami en,;ure that the gantlines do not
hecume contaminated \Iilh wet paint. All brushes and other equipment
~hoL1ld he attached to lanyard~ for thL' purpo,;c 01 securing th;: equipment
ROPE STOPPER FOR NATURAl FIBRE ROPE ONLY
7~\~
~ •
'" HALF HITCH HOLD
HERE
---'
HINGE
fJ
:r:
CHlNESE OR WEST COUNTRY STOPPER FOR SYNTHETIC '» :-r:
;;0
FIBRE ROPE OR NATURAL FIBRE ROPE "C :-r:
tTl 'T
Z 'T
--l
underneath rope twisted with the Twist tTl r;
and it'
lay. vi
Top rope twisted against the lay hold Z
'"
d ---1
CHAIN STOPPER FOR WIRE ROPE ONLY "C
::J
"C
~j"'-~~
n
"""
=
~c
- -:c
c-
- ~--
7--- I<; Cow hitch
Cord
rope tail.
0
it'
C
~
'::r:"
>
Z
o o
at least three- z
::;:
:;:;
tTl
it'
o
'U'-boIIS OIl shon end_ -Castings un standing pan, ;:;I
oZ
r
-< ':/..
---I
188 THE EFFIClE\;T DECK HAND
STAGE KNOT WITH LOWERING HITCH.
howlir.t'
end
iowerlng
:'1ltt.:n
hJ!dt o.'omp!t'led
()i ho'Wlmc
Jfl f.m\
.:fnd !he end
'Wiled
THE EFFICIENT nECK HAN [) 1~9
v,hen not in use. One lowering hitch should be led in-board and the othcr
out board. to ;\ void tipping the stage.
A side ladder is to be rigged conveniently. either just fOr\\ard or art
or the stage. to give suitable aecess salC to the stage.
At least two gantlines. each long enough to trail in the water. should
be rigged at the pl1sition of the stage. both for operators on the stage to
hold. in order to help maintain their balance and to catch hold of if.
either by or accident. a man r,!Ils in the water. This is especially
necessary when either a non-swimmer is on the stage. or a current is
llov.ing past the ship. ~
When painting oyer the bow and under the 4uarter. howsing-in lines.
m,lde fast to the ends and taken forward and afL \\ ill be needed to
hring the stage close to the ship's side. These should he of the same
,trength as the gantlines.
A back rope (again of equal strength) should ,lIso be rigged between
the ganllines to giye the operalors additional support.
When u~ing either stages or bosun's chairs to paint the funnel. saret}
belts must be worn properly adjusted. so as to prevent a man falling to
the dcck in the event of an accidenl of any description. Do not rely ()n
t110cks permanently fixed to the funnel top. Use proper portable funnel
hlocks and unship them again after lise. Blocks remaining at the funnel
:"jl arc prone to corrosioll from chemical fumes. heaL and rust. with the
,',lIlt that sometimes they are far fro111 trllstwortlw. The encine room
, tn be warned before the :job is started and again wilen Iinishe~1.
\ccommodation Ladder
I, l rig an acc0111111odation ladder.
Take a 3" ,:::4111111) fibre rope and secure the end to a stwng point
inside the hulwarks. Pass the hight or the rope around the end or
the accommodation ladder.
Secure the standing part of the rope to a strong cleat. sn lhat the
rope will takc the weight when the clips or lashings on (he m:col1l-
rnodation ladder are lei go.
Rig a handy billy between a ringholt and Ihe platrorm.
Let go all other lashings. clips and holts.
Turn out the platform and accommodation ladder.
\lakc the bridle fast to the gantry and turn it oul.
PlIT ON A SAFEr)' BELT OR I.IFELINE. ['.,FORM THE
HRIDGE THAT A MAN IS GO[NG OYERSIDL
On the accommodation ladder make ra~t the hridle: shackks. ~hip
:he stanchions and set up the man ropes.
Lower Ihe accommodation ladder by means or the j"()pe. until the
Ileu:!!lt is taken on bridle.
RCI1WVC the rope.
'>,'1 up a safety net beneath the al'Commoliatil1n ladder and place a
11.:buoy with a line attached. handy to the platform. Rig suiWble
'"htim:.
N~.13. \Vhen light ship. il may be necc"ary to an extension onto
1;,' hot tom or the <lccommodation ladder.
I<)() TilE fTFICIFNT DECK HAND
BULWARK
___
~
.•. .
t<....-.f!..
ROLLER
HEAVES
G~GW"'~'
£.~,
7 FOOT \\
____ GUEST WARP

SPUR
Accommodafion Ladder
Awnings
When taking in a camas (\\\ning. leI uo the Icc side and uather it in to
windward. Similarlv. \\hen strctchinu~ 1l1<lke Ihe \\ealher~~ide fast first
and stretch to leew,;rd ~
\,Ioorings
Entering port in preparation take to the rp'castle head and poop. 1\\0
heaving lines. ratgwmls. two cork ICnders. two suitable rope ,toppers.
t\\O sllitable chain stoppers. an oil call and (Ir grease gUll. and a snatch
block ror the back springs ir ,\ sllitable lead is 110t prO\ided. Note that ir
a monkev's list. hamrman's knot or other ranC\ knot is made in the end
or a he<l\:ing line to 11c1p carry the line. it should not be weighted.
l'nlash the l11l1oring lines and take the tarpaulins 011'. or bring them
from their stowed position. and coil them clockwise (In duck boards in
suitable positions. Take the co\ers 011' the \\ire reels (stO\\ the covers in
the bosun's store) and take lIt least one wire 011' its reel. Ilaking the 1\ ire
up :lnd down the deck (clear or space required ror \\orking). n:,~dy to run
('lIl. Request power on deck 1'1'0111 the engine I'()om. oil all roller fairleads
and the \$.rking pariS or the \\indlass. capstan. or 1\ inch. See that all
\\ or king space is dear.
Till- EFFICIENT DFCK IIA;\D 191
\>lerchant Shippinlo! '\otice \I.S.'\. 1716 (\>1 + F)
PI LOT TRA'\SFER ARRA'\GE\IE,\TS
'\otice to Owners. Masters, Officers. and Crew of ships and fishing

hoats, Pilots and Pilotalo!e ,\uthorities. Shipbuilders and [$ anufacturers
This !Julice \lIlw/',\ede,\ J/el'clwilf ,'ill/ilpilll!, ,\Of/en ,\1.81)8, ,\/. 15(11)

alld Jr 153()
SII111111(1I:1'
rhis '\oticc is an integral part of the :Ykrchant Shipping I Pilot Trall..;ler

\lTan~ement'i) Rel!ulations I<)<)1-\, and 'iels llLlt the 'itatuton standards
1'01' pilZ)t transfer iu;'angel11enh, It co\ers: -
• The manner of rigging pilot ladders:
• Ropes and associated equipment:
• Accommodati,)l1 ladders used in l'onjulH:tioll \\ ith pilot htddcrs;
• Mechanical pilot hoists: and.
• AcCl.~ss to deck,
!\e~ points:-
• The 0\\ lH::r and master arc responsihle for pilot transkr arrangements:
• The rigging of the equipment ~lnd the tran,i'er of the pilot. shall he
supervised by a rt'sponsible ollker:
• Cre\\ shall he instructed ill the and operating procedure" as
contained in the appropriate and .
• The pilot boat should be otf\:'red a proper Ice,
fhe Merchanl Shipping (Pilot Tr~lI1sfer Arrangements) Rcg-lIlati(ln~
;')99 came into force on 10th Fehrwlry l':l')lJ. :llld apply to jlilotlr~lllskr
IIT~lng-ements and equipment installed in lnited King-d(1111 ~hip, ami
llher ships. \\hile they are \\ithin UnilcU Kingdom territorial \\:lter,. The
Regulations implement Regulation 17 or Chapter V ollhe' SOLAS
( ,\l1\ention as amplilied by Uv1.0, Resolution \,('('-11 hi 01: Pilot
I t:lllsfer Arnll1l!ement,. which is attached as Anne.\ Itl\ thl' '\(llt':e:,
The rig-ging of the pilot transfer :Irrangements. ,lI1d the \.'l1lharLlti(lll
ill! disembarkalion of it pilot shall he supel'\ i..;ed h\ cl (IJlicer
,1\ inL! means or communication with the nal iL!iltlnn , The ol11cer
:1,111 ~Iso arrange for the escort or the pilot h: '<I ,die roult: til ,lnd from
ml\igation bridge pI' the ship,
Pilol ladder, shall he rigged in ,uch a manner tll:lt the steps arc
'1'I/o11t:ll. and such that Ihe lower end is at a ah(l\l' the \Iater. tn
11,1\\ elise of aCCeSS 10 and i'rom the attendant cral'!. [>nsonnc'l eIHr<l!!ed
. rigging and operating any mechanical equipment ~hall he illstl'lIclca in
',' ,afe procedures to he mlopted. and the equipment shall he lCsted
, !\lr tll lISC,
Pilllt transfer arrangement,. complying with the requirements of
\1I1t'\ L shall be prcllided to enahle the pil{lt to emh(lrk and disemhark
I 011 either side of the ship by:
191 THE EFFICIEJ\T ))FCK HAJ\O
(a) a pilot ladder requiring. a climh or not less than I.:' 111 and 110t more
than 90 m a h()\e the ,url'C\ce (11' the \\ ater: or
Ih) an accommodatil111 ladder leading aft. in conjunction with the pilot
bidder \\hene\er the di~tance rrom the ,urface or the \\ater to till.'
or acces, to the ship is more than 9.0111: or
(e) a mechanical pilot hoist.
Equipment and arrangemcnts \\ hich \\ere installed before I ,t Januar:-
1994. l11a~ lise steps or not less than 4H() 111m in leng.th. prmided that all
the steps are nf the same sj,re.
Equipment shall he kept clean. maintained and sltl\\ed. and
shall he rly inspected and tll ensure that it is safe to usc.
Arrangements len in an cxpo,ed position for operational re,hOIlS shall
be examined more I'req uentl~. and replaced ,h neces-;ary.
A record 01' m,lintenl[llce and repairs 01' pilot tr,\I1,,rer arrangement
must he entered in the l1l,lintenallee log-bonk h~ the nlJi~'er responsible
for its maintenance.
Shipside donI'S llsed for pilot translcr~ shall not open outwards. II'
belling is fitted in the \\ay or the hoist po,itinn. sllch belling shall be cut
back . to alll)\\ the hoist to operate against the ship's side.
The olfering or a proper Ice to the pilot boat b~ the is of' great
imponancc. Boarding should preferahly he sited ,h near as
"midship, <\, possihle, hut n 11[\ circumstances should they he placed in
sLich a position \\ hich C(1uld lead the pilot hllat to run the risl of passing
underneath overhanging pans 01' the ship's hull strUdure.
The Boarding and Landing or Pilot b\ Pilot Boat a ende (11'
Practice is a g~ide to sak practice and is recolllmended tn all imol\cd.
'The Code sets nut clccepted good \\orking pnlctice. and sakI: pro-
cedures 1'01' pilot transfer and pilot bO(lt operation.
Note that Annex I is LM.O. Resolution '\.66 7 ( 16) and ih contents
are mandatory requirements. Accordingly, "should" is to he construed
as "shall". ror U,K, ships. '"Administration" means the M.C.A.
THE EFFI('IEST DECK Hi\!\;D
.\~'iEX I
RESOLUTIOl\ A.667(16)
RECO(\t\lE~DATlOI\ 01\ PILOT TRAI\SFER ARRAI\CEVIEI\TS
GEI\ERAL
Ship designers arc Lo consider all asreCls or rilot tramkr
,Irrangemenls at an early stage in Equipment designers and
manufacturers arc similarly particularl) \\ilh respect to the
provision or paragraphs 2, II ..~. 31 and ~.~.
2 PI LOT LADDERS
2. I Position and construction
2.1. E\ery pilot ladder should he so p\hiliolled :lIld secured tbt:
.1 it is clear or an) possihle discharges from the ship;
it is within the parallel body length (lr the ship amI. as rar
as is practicable. \\ ithill Ille midship hair-length or the ship:
<llld
each step rests lirl11ly against Ihe ship's SIde. Where COllstru,.'-
lionell features, such as rubhing bands. \\ould prevent the
implementation 01' this pro\ision, "pecial arrangements should.
10 the satisfactinn 01' tll(; Administration. he made to emure
that persons are <lhle tn emhark and disembark safel).
= 1.2 ShIpside doors used for pilt)t transfer should not open outwanh.
'1.3 i\ single length of pilot ladd..:r should be used. capabk or r..:aching
. Ill' water I'rolll the point of access to. or egress fwm. the ship. and due
,lh)\\ance should he made ror all condition, of l(ladin~ and trim or til..:
·11: and for an adverse I1st or I:' The s..:..:urillg strong points. shildles
sel.'llrlllg should be <It ka~t as strong a, the side ropes ,pecitied
1 "uhsection" helo\\ .
•.+ The steps or Ihe pilot ladd..:rs should compl: \\ith the i'\lll\l\\lng
'quirements:
.1 if mad..: or hardwood. they should he made in one piece. i'rl'e
of knots:
.., if made of material nther Ihan hard\\ootl. the\ should Ix nf
equivak11l strength, stiffness and durahilit:-" to the "atis-
racLillil or the Administration:
.~ the four l,lwest steps may he of rubber of sullicient strength
and stiffness, or ()ther material to the satislilCtioll or I he
Administrat ion:
...l they ,;lwuld have all elfieientnon-slip surface:
.5 they should he 110t less than 400 mm betw(;en the side ropes.
II S 111111 wide ,Ind :::5111m in depth. excluding all:- l1011-,,lip
dc\ice or £!ro()\ inl!:
.(1 they should he cllually SIXl(;cd not less than ~()() 111 III \)J' 1110re
than ~~O mm apart: and
19.1 THE E~~ICJE"\T DECK H;\ND
the\ should be secured ill slich a manner Ih~lt each will rl'l11ain
hOl:ilontal.
"pproximate Dimensions and Spacings for a Standard

Pilot Ladder, Complying with SOLAS Regulations.
A"
Side rOI:)&S 10 extend
3 melres beyond the top step
OC
''''''
Two manropes
wlthoul ~mots.
~J~~=1F--i~--:;
~ /
<Mmele, 28 mm·32 mm
(1\.!nchesl.
Circumference
88 mm·l00 mm
~4 inches)
3 ",etres
between
spreaders
Only 8 steos
between spreaders
4 SH'PS Delow
the lowest sprea<ler
310mm!.
I:)&tween
steps
r-
(1 2 v• •nChes)
400 mm (16 Inchesl

clear space
THE HTICIE1\:T DECK HAl\D 195
., 1.5 1\:0 pilot ladder should ha\l' 1110re tl1<1n two replacement steps
II hich are secu red in 1)l1si t ion bl a met hnd di ilcrent 1'1'0111 I ha t LI ,ed in the
(lriginal constructilln of the ladder. ,md any steps so secured shall be
replaced as soon as reasonahly practicable by steps secured in position.
11\ the method used in tile original construction urthe pilot ladder. When
:my replacement step is seeureJ to the side ropes or the pilot ladder by
means or grooves in the sides or the 'itep. sllch groOles should be in the
longer sides of the step.
, 1.6 Pilot ladders with more than thc steps should hale spreader steps
not less than I.~() 111 long. provided at sllch intervals <IS will prevent the
pilot ladder 1'1'0111 twisting, The i(mest spreader step should be the firth
,tel' from the hottom of tile ladder. and the interval hctwecn any
spreader step and the ncxt ,hould not excced nine 'itl'pS.
2.2 Ropes
'.:!.I The side ropes or the pilot ladder shl1uld consist or tIl 0 lI11COI ered
!'opes not less than I ~ 111m in diameter on each side. and be continuous
II ith no joins beloll the top step.
, ,1 Side rnpcs should be made or manila or otilcr material of cqlli-
lalent strength. durability and grip, \\hich has been protected again'l
~Ietinic de2:radatiol1. and is satisfacton wthe Administratioll.
~.2.3 1\~o man-ropes l)f not less than 2r\ mm in diamckr properl\
,ccured to the ship. should he kept at hand, ready for lise ir required.
2.3 Associated equipment

2.3.1 A lifebuoy equipped with a sdr-igniting light. should be kqlt at
hand, readv for use.
:.'3.2 A heaving line .,llOuld be kept at hand. ready for Lise.
'.3.3 When required section 5. stanchions and buill ark Lldder,
,hould bc provided.
'.3.4 Lighting should he provided. such that both tile pil,1\ 1~ldder
,'\crside and the position II here an:- perSOIl emhark'> (lr di,embmks 011
the ship, are :ldequ;ttely lit.
.'l ACnnlMODATIOl\ LADDERS l!SED 1,\ CO'\Jl'\(TIO'\

WITH PILOT LADDERS
.tl The accommodation ladder should be ,itcd k;lliin!.! art. \Vhen 111
(he. the lowcr end of the ladder should rest lirml~ against'thl' ship', Side.
\\itllin the parallel body length or the ship and Ilithin the mid,hip h~tlr
knglh. and clear or all discharges. Equ,Jlly. sare arr;lJ1gemenh Ilhieh
:l1ight he more suitable for special type, or ship. may he aeceptcd .
.l2 The icngth or the accommodation ladder should be sutlieil'nt [0

,'I1,ure t hal il~ angle or slopc docs nol e"ceed 55 ,
.l-' The lo\\er platform or the accommodation lmkkr should he in a

:,1rilOlltal positi(1n. II hen in u,c.
196 THE EFFTCTENT DECK HAND
3.4 Intermediate platforms. if filled. should be self-levelling. Treads

and steps of the accommodation ladder should he so designed that <In
adequate and safe foothold is given at the operative angles.
3.5 The ladder and platforms should be equipped on both sides with
stanchions and rigid handrails. but if handropes are used the} should be
tight and properly secured. The vertical space between the handrai1. or
Iwndrope. and the stringers llf the ladder should be securely fenced.
3.6 The pil()t ladder should he rigged immediately adjacent to the lower
platform of the accommodation bdder. and the upper end should extend
at least :2 m above the lower platform.
3.7 Lighting should he provided at nighl. such that the full length of
the ladder is adequately IiI.
3.8 If a trapdoor is titted in the lower platform. to allo\\ access from

and to the pilot ladder. the aperture should not he less than 750 IllJil x
750mm. In this case. the after part of the lower platform should also be
fenced. as specified in paragraph 3.5 abo\e. and the pilot ladder should
extend above the lower platform. to the height of the handrail.
3.9 Accommodation ladders. with any suspension arrange-

Illents. or attachments IItted and intended I'm use in accordance with this
recommendation. should be to the satisfaction of the Administration.
4 MFTHA"lICAL PILOT HOISTS
4.1 Approval. location and maintenance

4.1.1 The mechanical pilot hoist <tnt! its ancillary equipment. ~holiid
be or a type approved by Ihc Administration. The pilot hoist should be
dcsigned 10 operate as a 1110\ ing laddcr. to lift and lower one per"on on
the side or the ship. or as a pial form to lift and 100H~r one or more
persons on Ihe side nf the ship.
4.1.2 The hoist should he so located. that it is \\ithin the parallel body
length of the ~hip and. as far as is practicable. \\ithin the midship half-
length of the ship. and clear of all discharges.
4.1.3 From a slanding posilion at the control point. it should be
possible for the opcrator to hine the hoist under obscrvation con-
tinuously between its highest and 1,1west working positions.
4.1.4 There should be on lx)ard. a wpy or the manui"acturer\ main-
tenance manual. apprmed the Administralil1ll. \\hich contains a
maintenance log-book. The hoist,hould he kcpt in good order ~ll1d
maintained in accl1rdance with the instructions or thc manual.
4.1.5 A rccord or maintenance and repairs or the hoist .,hould be
entered in the maintenance log-book by the olliccr for ih
maintenance.
4.2 Construction of hoist

4.2. I The working load of a hoist should be the sum of the weight of
the hoist ladder or lift platform. and falls in the fully lowered comlition.
:md the maximum number of persons which the hoist is designed to
carry. the weight of each person being taken as 150 kg. The maximum
complcment a hoist is permitted to carry should be clearly and per-
manentlv marked on the hoist.
4.2.2 Every hoist should be of such construction that. when operating
under the working h)ad determined in accordance \\ith paragraph
4.2. I. each component has an adelJuate factor of safety. ha\ ing regard
to the material used. the method or construction and the nature or ih
tlutv:
.1 the average lifting and lowering speeds should be be[\\een
15m/min and 21 m min. when the hoist is carning its rull
working load' ' ~
, the pil~t hoi~t should be of lifting. lowering and
stopping. when carrying 2.2 time, its working load.
4.2.3 In selecting the materials of construction. regard should be paid
to the conditions, under which thc hoist will be required to operate.
4.2.4 There should be safe means of access between the ladder at its
upper limit lllld the deck. and vice versa: sllch llccess should be gained
directly by a platform securely guarded by handrails.
4.2.5 Any electrical appliance llssociatcd \\ith the laddcr section of the
hoist. should not be operated at a voltagc exceeding 25 V.
4.2.6 'rhe hoist should consist of the following main parts:
.1 a mechanically powered winch;
") two separate falls;
.3 a ladder or platrorm consisting of t\h) parIs:
. I a rigid upper par! ror the transportation or any person
upwards or dO\\'nwanb:
I a Ilcxibk lower part. con~isling of a short kngth ()f pilot
hldder. which enables any person It) climb from the pilot
launch or tender. to the rigid upper part of the ladder.
and vice versa.
~.J \lechanicall~ powered winch

·U.l The source ofpmver for the winches ~hould he electrical. hydraulic
'I" pneumatic. In the case ora pnellmatie s-"stem. an e\l'lu~i\e air ~urrl.\
,1101I1d be provided, with adequate arrangements tp control its ljualit\
III the case of ships engaged in the carriage or flammable cargoes. the
"'lll"Ce of power ,hould not be ~uch as tn G1USe a h~lIard to the ship. All
'\ ,[ems should he capable or ellieient nreriltinll under the clmditiollS oj'
hratiol1, humidity, and range of temper:lture likelv In be experienced in
Ie ship in which they are inst~llled.
-.~.2 The winch should include a brake or other eLJually effective
l\ll1f!ement (such as a properly eOlbtructed \\orm drin~). \\hich is
11'~lbk' or supportil1f! the \\orkil1i! load in the event nt' power failure.
THE EFFICIF\T DECK HAND
The hrake, or other arrangement. should be GlJiClhle or supporting the

\\orklm! load \\hcn the hand !lear is in usc.
4.l~ ~:nkient hand gear ,h~Htld be pn)\ided 10 100\er or reCOH:L at a
reasonahlc speed, the person or persons c:IITied in Ihe e\enl or pll\\er
failure
4.3.4 Any crank handle pro\ided ror m~lnual operation should. \\hcn
engaged. he so arranged lhatthe power supply is automatically cut oIL
4.3.5 Etlicient arrangements should he pro\ idcd to ensure that the ralls
wind cvcnly onto the \\inch-drullls.
4.4 Controls
4.4.1 Hoists should he filled \\ith ~llIt(ll1latic sal'et\ de\ices. in order to
cut oil' the power supply \\hen the ladder comes ~Iiainst any stop. so as
to avoid (l\er-Slressing the ralb lH' <In:, other pilrt or the hoist: pro\ided
thaI. in the ease or hoists llper;lted hy pneumatic po\\er. the ,al'ety cut-
out device may he omilled ir the maximum torque H\ailable rrom the <Iir
motor cannot result in mer-stressing or Ihe ralls or other parh or the
hoist.
4.4.~ All hoist controls should incorporale an emergency stop to cut
011' the power supply and. in addition. an emergency stop s\\ itch within
or
easy reach the person or persons carried.
4.4.3 The hoist controls shtlldd be clearh ~lIld durahl\' marked \0
indicale "lin". "stop" and ··lnwer". The mariner in which these conlrols
operate shl)uld correspond tn the manner III \\ hich Ihe hoist operales.
and should automatically return to the ··SIOP" position when released.
4.4.4 The hoisl should be securely attached W the structure or the ship.
Allachment should nut be solely by me;II1S or the ship's side rails. Pwper
and strong allachment points should he provided rl)r hoists or the
portahle type on each side or lhe ship. A portable hnist should be
equipped wilh an interlock that prevents operation or the hoist \\hen Ihe
hoist is nol correctly installed.
4.5 Falls
4.5.1 Two separate wire ralls should be used. madc 01' Ilexihle steel
rope or adequate strength. and re,istanl to corrosion in a salt-ladcl1
a Imosphcre.
4.5.~ The falls should he securelv attached to the winch-drums ,1111.1
Ihe hldder. These attachments slwuid he capable or \\ith'itanding a proor
load of I1l11 less than ~.~ times Ihe load llll slich a\tachmellh. The ralls
should be rnail11ained at a suillcieni relalive distance rrom nile 'Inother.
so as to reduce lhe pOS$ibilil~ ortile ladder hecoming twisled.
4.5.3 The falh slwuld he \)1" sutticient lell1!ti1 III allow 1'01' all cOllditions
or rreehoard likelY 10 he enClllll1iered ill ~enice. and to relain at least
three lLIrns on Ihe ~winch-drlll1ls. \\ilh lhe hoisl in Its lo\\est p()sition.
4.5.4 The ralls should be ,0 arranged Ihal Ihe ladder or lin pl,ltrorm
remains le,el ir one rail breaks.
4.5.5 "minimum saICty ractnr or 6 shouid he applied to thl' ralls. The
devices ror <Iltaching Ihe ralls tt) the winch should be capahll' 01' SlIP-
porting ~,~ limcs the working Illad \\ilh the falb run allthc \\ay out.
THE EFFICIE'-T DECK IIA'-D i<)l)
4.6 Ladder or platform section

4.6.1 The rigid ladder part ~hould he Ilot less than 2.51) m in length.
and he equipped in ~uch a way that the persoll C<lrried can I1lall1lain a
sale positIOn. whibt being hoisted (lr l{i\\ercd. Such p~lI·t should he
provided \\ith
.1 a sullicicnt number or steps tll pro\ ilk a ..;are ~l1ld e,hY acce,s .
to and from the platform relCrrcd to in rar~lgraph 4.62:
salC handholds c,lpable of heing used under all condllions.
including e\trellles of !cmperature. t(lgether \\ ith non-slip
steps;
a spreader HI the IO\ler end or not less than I.XO m. The ends
of the ~preader should be provided with rollers, \\ hich ,Iwuld
roll freely on thc ship's side during the wl1l11c operation 01'
embarkinl! or disemharkilll!;
.4 an dTecti~e guard ring. 'l~tably pcldded, so positioned as to
prOlide physical support I'or the person carried, without
hampering movement:
.5 adequate means I'or C(lll1ll1Lmicatinn bl'l\leen the pcr~on
carried and the operator. and the responsible ollker who
supervises the embarkation or disembarkation pr the person
carried.
4.6.2 A hoist designed to pperate as a lin platform should have ~l
pia t form:
.1with a nnl1-slip surface at least 75() mm by 75() 111m, exclusi\c
orthe surface area orany trapdoor in the 1100r:
limited to one pehon pCI' square Illetre of flo,)r area or
fraction thcreoL exclusive or the area or ,111) trapdo(lr:
\\ ith a trapdoor. if provided. at least 750 mm hy 7501111ll. S,l
arranged that a pilot ladder l11ay be riggl'd through the
trapdoor. extending above the platform to the height of the
handrail:
4 enclosed b\ a l!:U,lrd-rail at Iea~t 1111 above thl' ,;url'ell'l' \11' the
platform, At least two intermetiiall' rails shlluld he PI'P\ ilkd
hl't\\ecn the floor and the l!uard-rail. Till' rails slh)uld hI.' set
had rrom the edge 01' the platr(lI'Ill at k,lst ~() 111111. ['ach gate
ill till' I',lils should have a latch thaI can KCI'P the gate ",xurel:
closed.
'+A) Below the rigId part mentioned in paragraph 4.6.1. ~I seclion of
'kxihle ladder comprismg eight steps. ,lwlIld he provided and
,(lllstrllcted in ;[..:cordancl' with the rcquirement> oj' section 2. except that
1 need not bl' equipped with spreader steps: ho\\e\er. It sl1ll1lid ha\c
:11pnlpriate fittings at the tup for securing it lOthe rigid ladlkr.
~6 ..f The side rl)peS or the llexible ladder :;ecllon ,hould hc In aCC(lr-
i;l11ee wilh seelion 2.2. Each rope should be cnntillullllS. \Iith 110 join:;
"c:ill\\ the top step.
~ 1>.5 The steps or the Ilexible ladder sedion and those llr the rigid
.lc:der section should he ill the same \ertieal line. llr the sallle \\ idtlL
200 TilE EFFICIENT DECK IIA]\;D
sraced vertically equidistant and placed as close as practicahle to the

shir"s side. The handholds or hoth rarts of the ladder ,ection should he
aligned as closely as rossihle.
4.6.6 If helting is fitted in \Iay of the hoist rosition. such belting should
he cut hack suf11ciently to allOlI the hoist to he rlaced as close as
rracticahle to the ship's side.
4.7 Operation of the hoist

4.7.1 Rigging. testing and use of the hoist should be surenised by a
resronsihle of1ieer or the ship. An:- person engaged in rigging and
orerating the hoist. should have been instructed in the rigging. and
operating procedures. as contained in the arproved manual. and the
equipment should be tested rrior to usc.
4.7.2 Lighting should be rrO\ ided so that the hoist 0\ erside. its controls.
and the rosition on the shir where the person carried embarks or dis-
emharks. is adequately lit. Thc equipment specified in subsection 2..1
should be kept at ham!. ready 1'01' usc.
4.7.3 A pilot ladder. complying \Iith the provisions of section 2. should
he rigged adjacent to the hoist and availahle 1'01' immediate usc. so that
access to it is availahle from the hoist during any roint or its trave!' The
pilot ladder should he capable 01' reaching the sea !elel fro111 its OlIn
point 01' access to the shiro
4.7.4 The rosition on the ship's side. II here the hoist Ilill be ilmered.
should be indicated.
4.7.5 An adequate rrotected st(mage rosition should he provided 1'01'
the porta hIe hoist. In very cold weather. to avoid the danger of ice for-
mation. the portable hoist should not be rigged until use is imminent.
4.8 Testing
4XI Every nell hoist should be subjected to an OIerload test or 2.2
times the working load. During this test. the load should be 100Iered a
distance or not less than:) m. :lI1d the brake applied to stor the hoist
drum. Where a winch is not fitted with a brake. and depends upon an
equally effective arrangement. as prescribed in paragrarh 4.3.2. to
support the load in the event of power I~lilure. the load should he
lowered at the maximum permitted 100Icring sreed. and a rOller railure
should be simulated to show that the hoist will stop and surport the
load.
4X2 An operating test of 10"" overload should he carried out after
installation on board the ship. to the satisraction of the Administration.
4X3 Subsequent examinations of the hoists under working conditions
should be made at each annual or intermediate survey. and at each
renewal survey for the shir"s sarcty equirment certificate.'
5 ACCESS TO DECK
Means should be rrmided to ensure sal'e. c011lcnicnt and unobstructcd
p~lssagefor any person emharking on. or disembarking rrom. the ship
hetween the head or the pilot ladder. or of any accommodation ladder.
Till EFFICIE]\;T DECK I1A]\;D 201
lll" other appli,lnee provided pursu:1l11 10 p:lragraph ·L~.4 ,IOli\e and the
ship\ deck. Where such pa~sage is b~ ml;'an~ or:
5.1 a gale\\a~ in the rails or bulwark. Adequate handhold, ,Iwuld be
provided:
5.2 a bulwark ladder. Such ladder slwuld he sccurel\ allached 10 the
,hip. to prevent (1\·erturning. Two handhold ,tanchion:, ,11llult! he tilled
;It the p(lin[ or embarking on or disembarking rrom the ship (111 e<ll'h ,ide,
\\hieh should be l1lil less than O.7()m or more than O.S() 111 apiln. Each
'tanchiUi1 slwuld be secured to the ship', structure at \H ne;lr ils
hase. and also al a roint. should be not less them ,"\:'111111 11l
diameter. and Sh\)llid extend not less than 1.20111 above Ihe top (ir the
huhntrks, Stanchions or hil11drails should 110t he attached 10 the huh\ark
Iddder.
PUlling ouL a fibre Lowing srring \\ ith a \\ ire mpe tail. it i, <llh i,ahle
[l) have a chain stopper loosely placed and ready around the wIre ropl'
\s the tUl! l!oes awa\. the \\eil!ht or the tail is more than can be held 1)\
hand. catcl; the win: in the stopper and it \\ill hold the \\ire. \\ hill' iL j',
heing made fast [0 the bills. let go the stopper as soon as the wire is fast.
S\ll11e ships h,l\ e a rope messenger. the length or the lO\\ spring
,plieed into the towing eye of the rope. When the tug leis haul in by
c:lking the messenger to the drum-end. With the rope it Is an
c':ISY matter to bring the wire aboard and a 101 qUicker al·t. \\here Ihe 2nd
\late is in a hurry to get the to\ving spring aboard and clear or the
[11·opeller.
When \\arping the ship alongside. have a man on the "indl,,,,, nr
1\ Il1ch. and anolher man to stO\\ the rore as it eomes in. keep out or ,ln~
hlghb. With synthetic fibre ropes. nC\er take more than three turns on
,h~ drum-end or capstan. unless it is whelped. Do not surge the rope .
."pecialiy when it has \\eighl on it. ,top the \\inch and walk hack ir
'ic'cessar~, Bc\\are of synthetic wpe l11Lloring line \\hen i[ has a \er)
lc':I\'y strain on it. 'fhey sometimes jump rOllnd the drum-end to In
:1:lsticit}-. and al\\ay' take a I'air amount 01' rope \ery quickly. \\hen
.d. Stand well back rrom the drum-end. so thill Your hand cann()t
c.wght hetween rope and drum-end. .
lise manila rope stoppers on manila lines. and pol~ prop\lene l"iline'e
'[llppers on (nylon) or pol: propylene lines. chain ,Ioppers 011
\ Ire ropes. ( make a rope stopper fasl \\'itb a rolling Ililch. Ihi, i,
,'1"\ had practice.)
Wilen makil1l! nlst a rope. alway, take aL least t\\O nllll1d
,.rns arolll1d Ih~ nearest berore llgure-or-eigbting. When a \\ ire rope
,IS been made fast tll the billS. ah\ays lash the lOp tunh d,mn t(1
'I,'\ent them springing 011' the bilts. While ligure-of-eighting :1 hC~I\ \
;re rope. one man should hold each lurn dO\\n ,IS it i, put on the bilts
, ;ll1other man, Wire ropes have a nasty hahit or springing oIl' (he hill',
'Ill deliberatel\ hittinl! VOl! smack in the race, h,mi.
,I
'.,e\er ta!.:e :iny rope io a drum-end \\ithout good lead. II' a \uit,lhly
iL'ed roller le:ld is 110t pro\'ided, lise ~I ,natch hlock str:rtq!lcalh- placed.
L 'lire that the snatch hloek. shackle and ring bolt lire all ,tr(1l1gcr (han
• ,·,lpe.
~()~ THF EFFICIENT DECK IIAT'.D
OIL JETTY
GANGWAY SYSTEM
THE LFFIClE~T DECK llANO
--;Ii
::; ':J
2~
(.) :-:
::: c.;
:::
"
:;[/:.-=
~f;
1c-:-=~.J
9..
o
204 THE EFFICIENT DECK HA\,D
\IAKI:$; FAST TO THE BITTS
With a '\:lth21ic' fibre ml"" a:\\a" ukc tllll rolilld turll> drollnd th~ IC<I,:il1" bill. beforc
n~ure of l'ighting.
\VhC'll making /it,1 a \1 ire nope to the bith, ,tlll,t~' the top tmn, dell\IL In plclcnl Ihe
\\'lrl' ~prir:gii1g otf the hitt;.;.
When r1itClllg the tIc' or ,t second lllOOnW! li:1e (lIer d 1)(lILlrIL rake the eye of the ,cL'$t1d
line lip thrnugh the CIC Ill' the lir,t line.
-l
:r:
['T1
:Tl
.."
--
.."
tj
:Tl
Z
-l
v
:Tl
n
r:
:r:
;;;-
z
v
., tJ
a
'j,
The Marlow Wear Reel for the automated handling of fibre mooring lines. AI
206 THE EFFICIE\iT DECK 11:\\iD
Wear suilabk f(lol\\ear ,llld gl(1\e,. \\hen hundling a \\Ire rope. or in

arctic condilions. Glo\es are nOI ad\ised 1'01' lise \\ hell handllllu lihn:
ropes. lInless wcalher c(1ndiliol1s make it essential. -
When put ling oul <I hight. and \\hen pUlling a slip wire 0111(1 a buo:.
sei/e the 1\\0 r,lrlS oj' the eye together. and make the bare end or till.' !'Ore
fast to the bilts by ligure-of-eigilling. Do not put the eye o'er the bitts.
When the ship is tied lip. rut rat guards 011 all ropes and \\ires. ir the
ship is alongside a quay or jelly. Reel up the \\ires and cnil dO\\1l libre
ropes neatly. COVI.'I fibre rores \\ Ith tarpaulins. Return all the gear and
notify the engine 1'00111 "finished \lith 1'0\11.'(',
Leaving port. Take the ,amI.' gear I'ol'\\ard and aft. 1'1.'1110\1.' the
tarraulins from the rores. and take off the rat t!lIards. Obtain power on
deck, and oil all working parh.
Keep your \\orkin!! space ekar all the tlllle. coil rope and reel lip \\ire
as it comes in, Allow the ends or all mpes and wires It) eo me round the
drum-emL this helps Il) keep kinks out of them. Finally. lash ~ll1d C(lver
all fib"e ropes or Slll\\' them a\\ay. Reeiur all I\ires and replace the reel
covers in position, Return all gear and Ilotii': the engll1C room "finished
with rO\le,,".
Warping. Whenever the shir is being \\arred along the quay. and most
especi~llly ir this
is done as soon as til.: ship comes ,tiongside. in order
to gel tile shir cnrreclly placed alont!side Ihe shore equipmellt. No
mooring rope. wire or spring is to be used to check the shiro \\hilc it
is on ~I winch-drum end, Take the rope. \\ire or spring otT Ihc \\ inch
drum-end, and cateh a le\\ turns around the bitls \\ith it. berllr.: llsilH: il
as a check rope. In [he case or a \Iire rope. ensure lilat ample \\ire 11<IS
been taken off the reel. and that it is c1car I'or running lHtl.
ACCIDE~T PRE\,E~TIO~
Always cxaminc and lc,t a ganlline. lx~r(lre u,ing it to go aloft.

AI\\<lv, \\hen wearing gkwcs. see that Ihe\ ~Ire lonse tilting. and can
casil:: pull olT. ~ ~ .
Always wear glovcs when handling \\ire rppe.
Always kecp all ropes neatly cl1iled ~\lld clear o['\\orking srace~,
Alw~IYs remove more than sllilicient wire rope i'rom thc rceL bei'nrc lIsing
a \\ Ire rope.
Always ha\c a gO\ld sharp she~lth knil'e nn your belt (i'
cobbler's knife'
ill a hOl11e made shcath IS as J!ood as al1\ ) Dull kni\eS arc useless ill a
sudden emergency. '
Ncvcr stand in the bight ni' ~I ropc.
\ie\ er stand ne,lr ,)1' in Imc \\ ith a rope lInder strain.
'.,'\cr surge nr render ~I synthetic rope. II \\tll i'llSl'. Stop the \\lI1clt
,llld. li'l1L'Cessar). "\\alk b,lck the \\inch".
'.l'\ cT h,ll1dk a r(lpc 011 a \\ inch drum l'lld nr barrel. \\ illwllt 'illIllC(lnC
III (,\1111',\1,11" Ihe \\indl.
THE EFFJClENT DECK HAND 2()7
Never make al1\ rore i'ast to a II inch drum end,

Neyer make a slaue u'1I1tline. side ladder. UUI raIl. li/,nd (1r al1l other
rope. fast to a p(1rt~lbl~ ship's side rail, ~.
Never take more th,1I1 three turns or a s:- nthctle mooring \'()re on a II ineh
drum end \I hen warping, unless the drum is II helped
Neyer use a snateh hl()ck that has not heen tested III <I ure,ltcr hre,l~inu
stnlin than the rope :ou intend to usc, and he ,ure th,lt [hl' ringh(llt 'l11~j
shackle arc eqllally strong,
:--.IcIer allo\l \I ires to cross fihre ropes on bitt,. hollard, or 1',lirle,ld,
Rememher that a synthetic rope gives no I isible or audihle II <Irnll1g
hefore rarting,
Remember that the beds of the oeeans arc littered \lith seamen, II l](lse
l'al11ous last \lords hale been "J kno\l IIhat I'm doinu", AI\lal\ IIl',lr
protectile clothing \I hen required. and a saCet:- belt or 1;,lrness \lhenel er
IOU are alorl. OIerside or \lor~ing in a reak or tank,
.\.bo\e ,III. do not hale loose clothing that can rail into machiner;.. or
lIear unsuitable i'ootllear. or rings,
When usinu a lilaI'd \lith a 10\lerinu hitch on a staue. ii' the lilaI'd is led
(ller a sharp rlate edge, a channel. (~r some other m~ans. must he L1sed to
ensme that the lizard does not cut or 1'ral II here it passes OIer the rlate
edge,
\\'heneler vuu are lIorkinu on a staue and not lIearinu a sal'et I
harness tile stage should be prorerly~reneed to ,I height or .\ reet
(90cm),
20/\ THE EFFICIENT DECK HA\D
'Ierchant Shipping :\otice '\jo. '1.718
\IOORI:\G. TOWI'\jG. UAl'UI\G EQUP\IE:\T 01\ ALL SHIPS
:\oticc to Builders. Owners. Masters or Skippers. Officers and i\len of

Merchant Ships and Fishing \' esse Is
I, Operation, slich as mOt)ring. to\\illg and tra\\ling. impose very great

load, upon ropes or \\arps. gear and equipment. The Code of Safe
Working Practices Cor Merchant Seamen. and the Code or SaCcI\' for
Fishern1en. set oul certain precautions \\hich ,hould be taken. blit lhL'
circumstances or recent accidents show that gn:alL'r emphasis should be
given to considering the S\stem as a \\ hole.
2. Because of the imposed loads. sudden failure in an) p(1rt of the system
may cause de~lth or serious injury !(l personnel. Prerer,lhl) winches or
\Vindlasse~ should he constructed to give warning of undue strains. h\
staving well below hall' the dcsigned l~axilllllm sale working load or the
\\eilkest element in the systcn1. and to alford further pJ'okction
walkimr-back at about half the design safe load. Where that is im-
practic71blc. the layout of the inswllations should be such as to avoid
men being stationed. or necessarily working in the bight or warp of rope
formed the le~\d from the winch or windlass. round and through the
fairlc~lds and over-side. In any ca.,e. the consequences or failure in any
part of the system mllst be carefully considered. and elTective preca utions
ta ken.
3. Particular attention is drawn to the need to ensure that pedestal
roller rairlc<\ds. lead hoi lards. mooring hills. etc .. are (a) properly
designed to meet all foreseeable operational loads and conditions.
(h) correctly sited. and (c) effectively secured to a part of the ship's
structure. which is suitabl.\· ,Irengthened. Inve,ligation or one accident
showed thaI. due to corrosion I~\liglle. a roller pin fractured at a sharp
change or section machined at the lower end. The place or fracture was
inaccessible to inspection. and maintenance being Jlht below Ihe hOllsing
surface. In another instance. the welding betweL'll Cairlead pedestal and
deck failed. It is essemial that sLich welding should he preceded hy
careful preparation of the plate edges. and carried out by a I'ully com-
petent welder. In a third case. a hollard \\hich \HIS pulled out. h.ad been
secured to a deck pad by bolts or inadequate diameter and loose nuts.
4. All fixed and running gear. including ropes. ~hould be UI/'e/u/h
l/I(/il1taille(/ and rcgu/arh ;1II{i/,CtCt! against wear. damage lInd cOITo,ion.
At all times. \\hen the gear i~ under load. men essential to the operation
should be as far ~b possible in a protected position. and others should
keep clem' of the area. Immediate action ~11L)uld be taken to reduce the
load, should signs of exccssi\'e strain appear in any pari of the sy.,lem.
THE EFfiCIENT DECK llANO '::09
CARF: A~D JI'SPF:CTlO'\ OF GAI'TU:\F:S l'SED 'VIHI

ROSLN'S CHAIRS. SAFETY HARI'ESS LINES A:\D STAGE
ROPF:S
Seamen have been killed through the suddell parting or the I'('pes sus-
pending the stages. or bosun's chairs. from which the;. were working.
Subsequent investigations have shown til,lt the wpes had been impaired
by contamination. but that the resultant damage had bl'en 1l)',lctically
undetecta ble by prior visual eXH mi na tion. I nIh ree recen t cases. t he rope
that parted was l' or :2 ., sisaL \vhich had heen cOl1laminalcd Ilith
phosphoric acid. an acid present in mosl rust-removing prcp'lrati()Ih.
I. Ropes. ",·hether or man-made or nalural fibre. should he sto\\ed
separately from any container of acids. alkalis. detergenh or other
cleaning fluids. and rust-removing preparations. and protected I"rom
possible contamination by these substan\.'es.
") Man-made fibre ropes. which should be stowed away from sources
or heat and strong sunlight. should also be kept i'rom contact
with wet paint. varnish. coal tar. paint thinners. or paint stripping
preparations. In any operatioll involving the usc or these COI1-
Llminaling substances. care should be taken tn avoid ropes being
splashed or wetted by them. Should a rope become contaminated. it
should not he ["urther used Cor such purposes. unless the con-
tamination is superficial. when the rope should be thoroughly
vvashed with water as soon as possible,
.'. Ropes used as gantlincs to support bosun's chairs. ropes. safet)
harness lines and lifelines. should be load tested to rOUl' or five times
the loads they will be required to carry. just prior to use. ir there is
the slightest possibility that they have been contaminated.
-f. Anv blo\.'ks and lizards which arc used. should be earefull\" examined
be(ore use. .
BACK SPLICE
A. Make a crown. B.
B. With the crown towards you, tuck each end over one and under one.
C. Repeal. making two tucks in all.
CHAPTER 9
SPLICING
Back splicc The end or a tibn: rnpe j, tllcked back intt) ilseli'. to
prevent the rope uiliaying.
Cut splice A l~mll or short splicc. each end or the rope i~ spliced
into the other rope a lillie di,tance from the end. thus
leaving a small length or rope \\here the two ropc~ lie
alonl!side each other. In other words tllck the taib or
each'rope into the other. a, though you vvere making
two eye splices. (Useful ror wire and plaited ropes.)
Eye splice A loop or eye i, formed in the end or a rope. The end is
tllcked back into the rope to make the eye permanent.
,\'011': Thill II'hl'lIcrcr (/ II'ire rope is .Illliced illtl! {Ill ere
allhe {,lid o/a /ihre rope, Ihe Ilhre ropc eye 1111/.11 cO/llaill (/
liJimh/c.
Left hand laid ropes nUbt never be joined to right hand
laid ropes.
Long splice Made by laying up the strands from each rope into Ihe
t)ther rope by replacing one strand with another. It is
necessary \vhcre the rope \\ill have to pass over a sheave.
Very wasterul of rope and seldom used at sea.
Short splice Two ends of rope arc interlaced to make a ct)l1tinuou.,
rope.
TO SPLICE ANY HAWSER LAID ROPE

First your tools together. you will need a sharp knife. some seaming
twine and for ropes or 21;' inch circumference (20mm) and over a
suilable fld. add a wood mallet for mom-inl! lines.
A flo. as uscd for rope work. is a smooth conical piece of hard \\ood.
usuallv lil!num-vitae. the base should be Ilat. Made in various sizes. it is
used t~) pick up and ~eparate the strands or a rope. one at a time. A ferule
fid (used when splicing: synthetic fibre ropes). consists or an ordinary fid
that has a lenrrth of Ihlilow tubing extendin!! from its base. The fld is used
to pick up a ~ slrand and open the rope. \\'hen splicing: synthetic fibre
rope. the lailtt) be tucked is then pushed into the open end or the hollow
tube at the hase of the tid. and drawn through the rope with the lid (this
is necessary because synthetic fibres arc much soner than natural fibres).
Never hanirner a fid irito a rope. incases of dillicult y place the Ila t hase or
the fld on the deck. and hammer the rope down the tid with a wood mallet.
Measure olr six inches (15 (111) of rope for e\ery inch (2.5 cm) or the
rope's circLlmICrel1ce (five to six turns) i'rom the end. and put a good tight
\\hipping on the rope at this point. Unla) the strands as far as the
\\ hipping. and whip the tails tightly. On synthetic fibre ropes the tails
may he heat scaled. but it is advisahle with synthetic tibre ropes to put a
I'c\\ spaced \\hippings or a lacing along the length 01' each tail. to prevent
the );Ir!b. \\hich arc very fine. from becoming partl\ lInlaid.
~ i II
THE EFFICIENT DECK Hi'\ND ~ll
Serving
mallet
(for wire rope)
I land
fid
Ferule fid
(for synthetic
Setting fid fibre ropes)
Round spike
(for deck
work)
I unnel block
r or use with
a lowering
'1!Ieh when painting
lown the funnel) ('hisel ended spike
(for splicing: wire rope)
Stou t wire handle 1 ""inch {38mrnl

ChIsel
Cold Set
Back splice. Put a tight whipping on each strand and unlay ahout three
turns of rope. With the three tails form a crown and pull it tightly home.
Tuck each tail over one strand and under the next. against the lav. Give
each tail a second tuck. pull all tightly home and cut ';lfthe spare ends.
Normally. the end of a rope is whipped \\ith a palm and needle
whipping. but hack splices are used on the ends of heaving lines and
similar tackle.
Eye splice. With the tails of the rope prepared. the centre tail as shown
in Fig. A. is that which will be tucked first.
I. With the eve towards vour Icrt. insert the fid against the lav of the
rope. and ()pen up the bight of the strand adjac;nt to the eel~tre tnil.
Pass the centre tail through the opened bight against the lay (away
from you).
'") Pull the centre tail tight home. and open up the hight of the strand
to the left of it. with the fid. Insert the left hand tail under the opened
strand against the lay (away from you) as in Fig. B. and pull tight.
3. Turn the splice over. and open up the remaining hight with the fid.
Pass the remaining tail through the hight against the lay (away from
you). Haul each tail tight home to ensure that the splice fits snugly.
as in Fig. C.
,v. B. Each Iili/ should Will' he isslIillgjrm}/ ({ sep(/rale place ill the rope.
l{tll'o /ai/.1 coille (lUI ojlhe .1(//111' plo('('. the .Ililicc is il/Cllrrec/.
4. Each tail is now tLleked over one strand and under the next strand,
against the lay (away from you). Continue tucking each tail over and
under one strand, until the required numher of tucks are completed.
Five full tucks are required when splicing synthetic fibre ropes. and
three full tucks for a natural fihre rope.
5. \Vhen the tucking is completed. as in D, unlay each of the tails
and divide it into two. Each hall' is matched with its partner or the
next tail. and the two halves arc seized together over the inter-
mediate strand. The surplus tails arc cut ~otr. and the ends of
synthetic fihres arc then heat sealed.
Short splice. When the tails of each rope are prepared. marry the lwo
ropes so that the tails of each rope come out alternately. Sei/e one set of
tails onto the rope they are going to he tucked into. Cut the Whipping
on the other rope. With the standing part toward your left. tuck each tail
over one strand and under the next. againsl the lav. Pull all the tails
tightly home. then in the same nUl!lner. tucking ;; tail at a time in
rotation, give each tail two more full lucks. over one strand and under
the next. ~Igainst the lay, for a natural fihre rope. Give each lail four
more full tucks in thc same manncr ror a synthetic fihre rope. Turn the
rope and after removing the whipping, tuck the remaining three tails in
the same manner. Pull all the tails tigi1tlv home. and finish each end or
the splice hy dogging the tails. in the s~\mc manner as ror an eye spliee.
There is no real need to halve the tails and taper a fibre wpe splice.
The splice will hed down with use.
Apart from putting a good whipping on the tail of each strand. and
EYE SPLICE
With the eye towards your left, all three strands are tucked from left to right and away from
you. Each strand going over one strand and under the next strand, against the lay of the rope.
lIsing some method or preventing the yarns of a synthetic fihre rope rrnm
partially unlaying. A practiced hand \,ill orten dispense with man} or
! he various seiLings and whippings. suggested in the foregoing instruc-
llnns. However, they can be or considerable help to a learner, inasmuch
IS they prevent the end or the rope rrom becoming unlaid. so avoiding
,(lnf'usion and the W,lste or good rope. The most important thing is to
.'el each set oj' tucks correctly and tightly tucked. before proceeding \\ith
. he next.
ro SPLICE SQCARELINE OR \tt:L TIPLAIT ROPE

\ 1casure off a length oj' rope from the end. equ,lI to ahout li\ e times the
Ic'umference of the rope, and put a good tight \\ hipping on the rope at
'IS point. Unlay the strands as rar as the \\hipping. and \\hip the tails
"htl\'. With synthetic Ilbrcs, the tails mav be he,lt ,ealed. but as the
~res' arc much finer than natural fIbres. 'the tails or s;. n(hetic ropes
()uld. in addition, he whipped about C\er) six inches (IScm). or laced.
(lrder to ensure that they do not hecome partially unlaid.
I nrm an eye or the sile required at the end or the rope. lea\ing the
I, clear or the eye. and seize the end or the rope onto the standing
Il.
1\\0 pairs or the strands or the rope are laid up right handed, and
(lther t\\O pairs arc laid up len handed. so th,ll the hi) forms a
Ii
214 THE HFICIE:". T DECK HAND
SHORT SPLICE
1 2
First end tucked
3
4
Second end tucked

First tuck completed
~ ; I r //1 I
,
..
Splice completed and ends dogged

' ,
'.
' .
CliT SPLICE
THE EFFICIENT DECK HAND "15
3-Strand Tuck Splice

>= or use on 3·Strand twisted ropes made with klw modIJ·
'-1~ fibers SQCh 8$ polyester, nylon, and pcHypropylenf!.
~J()ls Required.
1,,' knife
Step 1 .. Tucking the First Strand
Step 2 .. Tucking the Second Strand

'..,l:i:1'lU over ~he ~lfdflC d,ld urldpf thl'
th:-; s:rJ . . . c with a
Step 3 .. Tucking the Third Strand

Ihp'2 IS nne ::.t;and lef: <11 the
contlilulng io work c.ollnln: to the jdY or tVi!',! 1;1
Step 4 .. Finishing
''le Splice
, \ \ ".
"how.'
216 THE EFFICIENT DECK IIAND
8·Strand Tuck Splice

For use on 8·Strand Plaited ropes made with low modulus ROPE TECHNOLOGIES
fibers such as polyester, nylon, and polypropylene
llP'.t Durposes :0 "1 fixed POlnt.

An eve also used to form Hie rope- droU~id 8 eSDeCla!\ whef' It '5 :t) be
,.'1ltached to a shackle ctlaw, or .".me f'.)re
ntis splice is in 8cc:ordaI1Cf:' wilt) Corc'ug..-:: jr~stl:utP Irs"<.("l(lr',

STM 6/80 Hlis prov,des tor fPqulrCtj s'_'cl'gth fiber rope as given in the
10Stltute ROre S:)eci~lc(jtlcrs
Getting Started
Tools Required: A spllc:ng ftc; 01 rn8rllnsp:ke,
10 Crowns {PlCks}
1L:,pe 50 '1: passes directly over \~ell~PI Llr f)O!i,

(~:Iectly 011 t~)Pof theSE pellr-s I~ IS IliipOI'tr'lIlt thc'it
strcWcJs back tD tne ~~trqlg. MClkl rlg sun-;. not ~(\ 1'-,1\,
0110WI\ fig. A
Step 1
HOld or lay rope that the pairs Of VlfhltF7 :3trcll~ds on teo
with J ~mOt the rli?;tlt as ~;OiJ look ~owa;·j thp pno
Step 2
lc) ~~e (~eS-iff;c Pit" \,~, s'Jch n v'lay as to keep the knot 01SIde
n fig, A
Step 3
fld to "~lake cleardr;ce and starting l.\ltfl the tlx:k under
OPPosite white pairs as shown ill fjg. A, Make SUfe you do not
distUfb the lay of the pairs. Do not tWIst them sc lhut U;e DS
cross over ope another !ll the Odlf
Step 4
THE EFFICIENT DECK HAND '17
Step 5
vour' Vvlth
I'(,!~ all 4
" :Ilg '.vit'"' the P?Ws you ovoid havlrg :0 go under
look fig. C, \ShCI'N:ng
!iIH.~ side as
t:rC:ll tlcre 01'. you shc;uJu
spllCe
Step 6
,ding with the
Wittl
take
Step 7
j:np!eted
tl:ck
, 5th 11
tile
,,'(1 pan.
qr&nd
It
- f'-om the t\~ck and t:~e" cut off ;,flown ill fig, 0
.rii'
3
~:ep 8
t~vour rerllaillirg Single s~ran(js a~
,;nother full tuck. YOJr splice 'jhoulej now
show!' In fig. E\st1O\\:lr~g side
,p fig. V,
"ep 9
"ep 10
appf:Man~;e mi1Y be Gchieve(t hy :hp
or w!-Itppir.g the pntlfe
www.samsonrope.com
,
~
B
-
.."
1
t
,
.g
i
I
:
~
..... -
C'tf
~E
~
THE EFFICTENT DECK HAND 219
N(.'1 11< 10 lalla .... 3R "'I wm. U"Klh"'! lIS ....hul! P~p;ea' """th 'A J lut •• :~'iI~fa' 1'<o, :)A 10 follo\lll 1A '" "ppOllle d"e<:"cm Ie>
,·'dNa dl ""I>¢lt ~'Ofl ullUpe m~"·ff'M'e ',b" tfirw!it! ".,,(1'1 1*1 'wets t::oft'plel' :J I\J~~I
USING A PALM NEEDLE
Sail and roping needle, arc

trian£u lar.
rwcdk ,ius f> - I 2

needk sin', 12 "1 - 16
Low number'; - BIg ne.::dl,~'.
High number, - small ncedlcs.
Mark each of the four left hand laid tails by some distinctive means.
such as passing a strand of coloured wool or Ihread through each lail.
near the end. This ensures thaI as the splice pn)gresses. the tails are not
confused. If the tails are allo" cd to become confused. the splice becomes
impossible.
In the diagrams supplied by courtesy of British Ropes Ltd .. left hand
strands have been dyed black to help simplify the instructions.
TO SPLICE FLEXIBLE STEEL WIRE ROPE (six stranded)

Splicing wire rope is always much easier if Ihe tools of the trade are to
hand. II is. however. most unlikely that a modern ship will be equipped
with a rigger's vice. or even a rigging screw. An engineer's vice. situated
so Ihat it is possible to hang the wire above the vice. is the next best
thing. Failing thaI. the wire will hme to be stretched between tv,o
stanchions and spliced horizontally. Although splicing a wire in this
manner is quite a simple malter. the lack of any firmness makes it rather
difIieult for a beginner
As always. toZJls tlrsl. seaming twine. marline. a sharp knife. two chisel
ended spikes of suilable size. and if a thimble is to be spliced in the eye.
a suitahle thimble. A lib (.9 kg) hammer. and if the wire is 10 be cut
before splicing. a hea vy hammer and cold set.
When the wire is to be cut before splicing. Decide on the place where
the wire is to be cuL and put two strong whippings on the wire, about an
inch (2.5 cm) apart. so Ihat the wire may be Cll! between them. Use a
heavv hammer and cold set to cut the wire.
A(ways have two spikes handy. the second spike is Llsed to pick up
any wires that the 11rst spike has missed. or to drop any extra wires the
firsl spike may haH? picked up.
The following. together with the diagrams. is an extract from British
Ropes Ltd. Technic,ll information bulletin NO.4. and gives directions
for the making of a wire snorter \\ith a thimble eye each end. When
splicing a ,oft eye. simply disregard the instructions for inserting the
thimble. The splice is suitable for any wire rnpe clboard the ship.
Preparation
All wire ropes need some preparation before splicing commences and,
apart fr0111 a \ariation ill the length of the tucking strands or tails for
some work. this preparation is normally as follows.
It \\ill be ,lSsumed that a rope is required to he spliced at each end 10
<l gin'n length. having a thimble at each end. \leasure lip the rO[1e I'or
the required length. and mark ,\here it is to I'nrlll the centre \)1' the crO\\I1
of the makin!! due allowance I'or the loss in the straight length.
caused the cUfvil;g or the rope around the thimbles. ~ ~
Placc the thimble \"ilh its C1"O\\n Oil this mark. and bend the short
end of' the rope around and ill thc groovc or the thimble. leaving the
,horl end or rope protruding there rrom. and \\hich \\ill prmidc the
for the tucking tails. (This lenglh should be 4 inches for each 'Hh
,I
\)1' thc rope's dia~neter. exccpl in the case \)1' s[1lice with a Rordeaux
cI 1!ll1eclioll. \\hcn the tail" shnuld he 7 ind1Cs for eacil,th inch or (he
rope's diameter.) LV. B. Fql/a/ r(l (lill four ll"irc til!' era.!" inch
lill' (ill ()/'dirw/'I'
cil'cl/l7/I('l'cllu' !:'if. )
Force the t\\O parh of rl)pe close together at the thimhle points. and
where the short end leaves the Ihimbk points. mark the rope (BI.
If the shon end i~ than i~ nece~san 1\11' the tails. measure oil
the length requircd and mark (C). Remmc the thimble.
At mark (B) lirmly bind the rope \\lth tine nhre. \\orking ,may from
the slHlrt end for a distance equal to t\\O diameters of the rope. If
necessary. put clllling bindings nl1 e,Jch side of mark (C) and cut rope.
Re-assemhle the thimhle at its appropriate position. bend the rope
around and force the two parts of rope wgether at the points of the
thimhle. ie., the crutch of the Firmly seize these 1\\0 p,Jrts together
with strom! wire--thc\ should in direct contact. This seizin~ should
onlv consisl of two or ihrce turns l)r \\ ire. ~
Prepare the other end in a similar manner and check the length of
the assemhlv.
The rope' and thimhle should he tightly hound together at the crm\!)
of the thimhle and again on each flank. sen to\\ards the point of the
thimble. and as close as possible thereto.
This ensures that the rope is in solid contact in the groo\(: of the
thimble. and that the two parts of rope are together at the crutch. The
end is then ready for splicing.
(In those cases where a rope is 10 be spliced at one end only and the
length does not maller to an inch or 1\\0. the preparation can ,tart Crom
the rope's end. Mea5ure back ror the lengths or the tails. rene on
binding '"B". as~emble with the thimhle and seize lip).
Place the thimble in a vice \\ith the rope leading \ertical ,lI1d the short
end. i.e" the '"tails" end. on the lert hand side.
Renwve end binding and unlay the short end or rope 10 pro\ide the
tails for splicing. and removc the crutch seiling. (Sec I.)
The fibre main core is to be tllcked into the m,Jin part together with
tail No.1. for thc lirst tllck (sec dia2:rams), it \\ill then be cut orf where it
emerges from the main part. ~
With ropes made with a wire core. the wire core must never be cut from
the rope. It must he split up, and the wires or strands distributed among
the tucking (ails. and tucked with them for at least three tucks.
If the rope is not Preformed. it is advisable to bind the ends or each
tail separately.
In all splices, the spike must he entered. a~ ncar as possible. to the
(himble or end fitting. and the tucking tail must enter into that portion
of loop so formed which is nearest the thimble or end fitting, i.e., under
the spike. All tucks must be pulled down hard.
To '"Break out" wires when reducing the number of wires per strand,
take each wire separately. snatch back to the point whcre it emerges from
thc rope and then twist wire (handle fashion). rc\crsing direction. if
necessary. and the wire should part in the gusset.
SIX STRANDED ROPE: FIVE TUCK SPLICE

rHL\tBLE In VICE. ROPE VerticaL ;\1.I>,:N of ROPF
.~ RHiII r hand. TAll strands on Lrn
rHL\\lH.r. ~I..T/.l'd at (:ROW~ and both flank:;,
');-:;'A~ns FOR Tlil: TAILS "cparatcu ant! whipped aT C'nd~
I J:~i;TH of TAIl.S l~lr a TtTI.: ICE At" for cach ~

of rop::.
Serving mallet ~ MaTline or ~1,;r.Il~ arn

! "\.'r\";n~;
\\ ormjng
;rnpt.' ~'arn,
Wire
Parcelling.
Serving. (strips of burlap I
WORMING· PARCELLI''';G - and SERVING.
"Worm and parcel with the lav -

Turn and serve the other way:"
Hie serving manet (or board) IS used to get the marline tight and the ball must be passed
round and round the wire by an assistant as the operator serves the wire.
The following method or splicing \\ould b.c in dcconJance \\ith the

Shipbuilding and Ship r.cp<liring Regulations 1lJ60. P,lIt IV. Regulation
39. (Ind Docks Regulations 20(d).
First Series of Tuck ..

A Fihre Main Con: should he tucked \\ ith uil No. I and then Cllt orr. ;\
Wire Main Core must he splil up. di,lrihutcd among lhe tails. and
lucked with them for al least three series.
First Series
Tail No. In at Out at
B A
6 C B
")
B C
.j C D
5 D F
4 D E
. -..- . _ - _.. __ __
.. .. - - - -
No/I': - When /Ildillg lui! Yo. 3. puss il illsit/e /ai/s Xos. 4 (Il1d 5 /11 flick
il under .llranc! D. (/1/(/ NOT Oil/side. a.1 oll//illed ill rlf(' diagru/ll 0/ ;Vo. 4
flick.
Second Series Third Series
Tail No. rnat Out at [n at Oul at
I B C D E
6 C D L f
2 D E f- A
"'J E F A B
4 F A B C
5 A B C D
When lucking tails. always ensure that the lail aboul to be llicked passes
inside. and NOT outside. lhe nexl tail for tllckine.
After the Third series. the wires of a wire mc~in core mav he '"broken
nW·. and the number of wires in each or the main tails reduced to half
thc original number. preferably by "hreaking oUI"'. The remaining wires
to he lwisled up to a rough slrand rormation. and at the same time
enclosing Ihe cuI ends in the cenlre thereof'.
Fourth Series Fi rt h Series
Tail No. rnat Oul al In al Oul al
f A B C
(, A B C D
")
B C D E
C D E F
-+ D E F A
E I· A B
'rHE EFFICIENT DECK HAND 225
Remove splicc and hammer down the taper. starling from the eve
and working down the taper. This is to tighten up the tucks and to
round up the taper. Remove protruding wire ends. preferably b~
breaking oul. and round up O\er the broken orr ends, The taper (or
at least that portion containing the \\ire end, PI' the tails) should be
served with \\ ire strand 01' spul1yarn. to pl·()(el·ti()]1 t(l the user \\hen
handling.
The need for thoroughly pulling do\\n e:lch ,[rand:h tigh[l~ :1, p()s~lble
as splieing proceeds. eannot be o\er-emph"si,ed. The uil, ,\1ould he
pulled lhmn in line with the centre line of the thimble T,) gl'l the tuck
tight and short. it should be beaten b\ means of a Ill~dkt or hammer.
O~le object is to get the tuck as nearl;.:as Pllsslhle at fight :Ingb t(l thl'
axis or the rope, Working the tucks with mallet or hammer ron:e, :111\
slackness out 01' the tucking tails through the loop. and the hl'ating
should start on the position ol'the tail bel'ore its entry into till' r()J1t:. and
continue to the tuck itself. The strands 01' the main rope where thl'~ h~l\e
been lifted. arc beaten down to hold the tuck in place.
In addition to the foregoing instructions. It always helps to keep a
Ileal splice. if as each Series or tucks is completed. each tail is hammered
well home. and a seizing or gag is placed round the tucks. This
prevcIlls the tails loosening in the wire while the next series or tucks is
being made.
E~erv care rnu~t he taken not to allow the taib to kink as thel arc
being tllcked. If a tail has a tendency to kink. do not try to pull it home
hoping the kink will put out. it will not. Take the tail nut. twist it 10 take
a half turn nut and retuck. being very careful nol to allow the kink tll
reform in the bight of the tail. ~ -
SpliCeS made~ with the lay of the rope. arc another form of splice.
hut experience in lise has shown that they are not as clJ1ciellt as the
form of splice that contains a locking tuck. Therefore. splices made In
wire ropes with the lay. should never be llsed on any wire \\ hen ih
end or ends arc I'rec to twisl. or on wire rope slings or sling Thc~
are. however. a perfectly safe splice to usc on mooring \\ire'> :l1ld \\ iI'\.'
cargo lashings.
SERVING
\Vhen the splice is completed it should be ;,ened:
la) To help protect it from corrosion.
Ib) To protect the operator's hands from bcing «lI'n h\ till' bar\.' emk
Ie) To give a neat and tidy appearance.
Tn serve a wire properly it must firsl be \\ ell greased. t hCll \\ orll1ed by
laying strands of rope yarn in the lay or the rope In fillth~ \acant spaces,
The whole is then wrapped in strips or
burlap. this is parcelling. Both
the worming and parcelling are done \\-ith the lay. The parcelling is then
kept in position with a lacing of seaming twine or marline. to prevent it
I()osening up while the operation of serving is carried out.
Worm and parcel with the lay.
Turn and serve the uther way.
226 THE EFFICIE:\T DECK HAND
With the aid of a serving mallet (or sening board when a splice is
being served). the wire is tightl\ bound against the la\ \\ith either
marl1ne or spunyarn. When ~,erving a spli~e. aJ\\ays se'rvc from the
standing part towards the c.\e. Start and finish ~ening in the same way
as a common whipping is started and IInished. making fast the end with
a clove hitch on the serving tllrns to prevent It coming adrift.
CHAPTER to
LIFTING TACKLE-BLOCKS, PLRCHASES, MASTS,
DERRICKS, CRANES, WI~CHES
Blocks. The word "block". when refl'lTl'd t\l in a dlctiillury. has ~1

multitude of meanings. In marine circles. a hlpd Cllibisis or a pulley
wheel or wheels confined in a binding (frame). Thesl' bind:, arc portable.
and normally used in pairs to assist ill the tralbponing \lj' ,I ile,n ~ object
from one position to another. or singly to l'hang,' the dill'l·tll)11 111 \vhich
the rope moving the object is leading.
The sheaves (pulley wheels) may be made of \\ (lull i Itgnum \ Iwe).
galvanised iron. or cast iron, depending upon thl' t\ pI.' III hh'd; tll \\ hich
the sheave is liued. The Cl'ntre of the sheave is liued tl' a pin. around
which it is able to revolve. and to which some form of luhnc:lt:(ll1 must
be applied. In some wood sheaves, it hole to take the pin i, ()ut
normallv. however. a bush will be Htted into the cenlrl' (II ,I Ie": I\ e 10
lake the pin. this bush can be plain. but more often clllllain, r(lllcr
bearings,
The ~binding is made of steel and mav have either a Ilond lH ,t~'l'l ,hl'll
inside. or out;ide. or no shell at all. In ;ome wood blocks (clul11p hll)cbl.
the binding is dispensed with. the shell being scored to take ;1 1\ II,' l)r
llbre rope strop. which is L1sed to anchor the block.
All blocks arc stamped with the S,W.L (Safe working bad! ~llld or
the rope size for which they are suitable.
Parts of a block
\rse That end ora block I"hieh docs lwt l'(lnLIlll the
swallow.
Becket One fork or the binding mav he C\kndcd at the
arse, for the purpose ~f attaching the 't~tnding
part or the fall to the block.
Binding Steel forked piece. one end of 1\ 11Ich i, tit tl.'d III
secure the block to a strong point. II hik the i"llrb
accolllmodate the pin (onLC fork 111:1~ hl.' c\tended
tlll11ake the becket).
BLish A centre piece in the she"le \\ hich rc\(\lle3
around the pin.
Check A side of the shell 01" the block.
Crown That end of the block which lllluses the sl\allow.
and the part of the binding lhl.'d tn secure the
block.
Distance pieces Pieces used at the arse and crown to keep the
cheeks of the shell apart. and ensure free running
or the sheave or sheaves.
Pin Axle upon which the sheave l'evolves.
Saucer Heavy steel saucer. placed immediately belmv
the crown of the floating block on some heavy lift
purchases. for the purpose of pulling the lifted
weight in a desired direction. causing the derrick

to follow.
Score Groove cut in the shell of clump blocks. for the
purpose of holding the strop in place.
Sheave Pulley wheel. around which the fall is led.
Shell A co\'er over the sides. top and bottom of the
sheaves.
Strop A grommet around a block that has no binding.
U sed to secure the block to a strong point.
Swallow The point in the shell where the fall enters or
leaves the block. as it passes over sheave.
Swivel A pivot included in the binding. so that the
block may turn when it is secured to a strong
poin t.
S.W.L. Safe working load.
Tail A fibre rop; tail affixed to the binding or strop
of a small block. for the purpose of securing the
block to a strong point.
Types of blocks
Cargo block E'(ternal bound metal block. used on a derrick
with a wire rope fall as head block. heel block.
topping lirt block. or purchase block.
Clump block Wood block with no binding. but with the shell
scored to take a strop. Originally the shell was
carved from one piece.
External bound block A block. having the forks of the binding outside
the shell. ~ ~
Funnel block A block. constructed with a long hook at the
crown. so that it may be hooked (~ver the funnel
top. for use \vhen pail1ting the funnel.
Gin block Metal block. with a skeleton binding (md no
shell. Normally used for working cargo~with fibre
rope whips.
Internal bound block Wood block. with the rorks or the binding en-
closed in the shell.
Metal block Anv block made entirel\' of metal.
Non-toppling block A block. so constructed that. \\hen used as a
floating block on a lifeboat fall or cargo pur-
chase. the crown will remain below the arse. and
the block will not topple \\hen no weight is
suspended rrom the purchase.
Snatch block A block. so made that one cheek. or a part of
one cheek. is hinged. and allows a fall to be
placed in the swallow. without having to reeve
the fall.
Wood block Any block having a wood shell.
Care of blocks. It is essential that all blocks are taken adrift. over-
hauled and lubricated at regular and frequent intenals.
Types of Head Fittings
--l
::r::
tTl
tTl
'"lj
BOW SWIVEL SWIVEL STUD or DOUBLE LUGS SWIVEL EYE &
HOOK RING SOLID EYE LOOSE LINK ::J
1'1
tTl
Z
WOOD BLOCKS SPECIAL TYPES --l
FOR ROPE STROP Made with otTl
any (i[[ings 1'1
required ~
::r::
»
SINGLE z
o
DOUBLE
WOOD NON~TOPPLING WOOD SNATCH t'""
BLOCK BLOCK t"
-.D
iJ
WOOD PULLEY BLOCKS~lnternal Bound '~J
WITH SWIVEL OVAL EYE
SHEAVES FOR WOOD BLOCKS
-l
:c
tTl
tTl
'TJ
-
'TJ
Ij
tTl
Lignum Vitae Lignum Vitae Z
Plai n Sheave Patent Sheave -l
SINGLE DOUBLE TREBLE om
With Becket With Becket With Becket
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Galvanised Iron Galvanised Iron

Plain Sheave Patent Sheave
SINGLE DOUBLE TREBLE

Without Becket Without Becket Without Becket
WIRE ROPE BLOCKS

FOR SHIPPING & ENGINEERING
SNATCH BLOCK 'z' TYPE CARGO BLOCK
ROLLER BEARING BLOCK
DOUBLE SHEAVE TREBLE SHEAVE

SWIVEL OVAL EYE SWIVEL OVAL EYE
GIN BLOCK
lo~n:1l
I'lllnl\~E RUKK
70 TON LOWER PLRCHASE BLOCK

THI: EFFICIENT DECK HAND
Til ol'er/wlI/ it lIood h/ock. remove the piaU; stating Ihe S.W.L
and or rope size. which is nailed over Ihe head or Ihe pin. Turn Ihe block
over anti. using a metal drin. punch the pin out oj' the ~hell. Rcmo\e
the sheavcs and binding. Thoroughly clean .111 the parts. using par,lllin [(1
renwve old grease rwm Ihe sheaves and shell. :lnd \\ ire hrush Ihe
hinding. LubriGlle Ihe bush. shea\'e and pin. \\itlt tall()\\ ,lIld hlacklc'ld.
or solidified vaselinc. Coal Ihe Corks (lj' the hindinlZ and Ihe inside or Ihc
cheek, \\ith ,1 Iighl grease. \Vipe Ihe OUlsllk' or the' ~hl'll \\ llh r,I\\ linseed
oil S\\ivels should be weillubricaled \\itll a Illl'dlUI11 lubricatinu (lil A
~\\i\el that has scized up through lack or attention. can ll\llall~ he rreed
\\Ilh Ihe ,lid oCparaffin or diesel oiL In very stubborn case,. \Hap ,I pIece
(lr clolh ]'(lund the swivel. sllak \\ilh paratlln and ,CI light. PW\ idt:d tht:
,wive! is not strained. the heat will llsuallv do the trick. Be careful nUl to
do this where you may set light to something. When you have 11L\t Ihe
block together again. don't rorget to tack the plate over the hcad or thc
pin,
Ii) 01'('1'/111/11 II metal h/ock. remove the split pin from Ihe pin. and If
there is a nut holding the pin in place. undo it. Lndo the nuls and bolts
holding the cheeks and distance pieces in place. at the cro\\ nand arse or
the hlock. If the pin has to be punched ouL be carerlll nOI to damage
allY thread. Hall' screw the nut onto the pin. and tap the nut lightly with
a hammcr. to puneh the pin ouL Self-oiling sheaves should be cleaned.
and the old oil drained oul. lw remOVilH! the !!rub screw. Refill with a
medium lubricating oil and replace the grub screw. smear the sheavc with
blacklead and tallow. or a li!!lll !!reasc. A sheave which has
in the bushes. should have the &pressions thoroughly cleaned oul wilh
paralI1n. aner which they arc re/illed \vith solidified vaselinc. or other
';lIilable solidilled grease. Sheaves. having a grease nipple. should have it
~uitable grease pumped in until fresh gre<lse is set:n to be coming out.
\Vire brush cheeks and binding. then lightlv coat shell. bindinlZ. bnlh and
\\ith a light grease, lubric:lte the s~ivel if there is one \\!til medium
uhricatinlZ ()il and reassemble. Be earel'lIl nut tu damalZe tilt: tl1redd Illl
,he pin when replacing it. Fit a new split pin and open the end.
With all blocks. alwavs ensure that the sheaves are turninu e,l,il\ ,11'lel
the bloek has been reas·sernbled. and that the s\\ivel is in lZ(l(lll II ~lr"iJ1u
,)rder. before returning the bloek to its working positilll1 ..\~l\ hlucL, that
.;hO\\ signs of scoring lm the cheeks. or have a bent (lr dam,lt'l'd pin. lli'
,I scored or damaged bush in the sheave. or Oil \\hlCh till' ~\\ 1\ ci ,Ippear~
(1) be strained. are immediately suspect. and ~I](lllid hl' relerred tl) a
competent otllcer before being reassemhled. so til,lL ir I1CCC~,al~. it can

he condemned, On clump bll)eks. examine Ihe ~trop cl(hel~. ,wd renel\ if
it shows of lIvea r.
Purchases. A purchase consists or a rope rove through tlV\) or more

~1()Cks. its purpose being to reduec the \\eight of the total load at the
pl)int where povver is being supplied, ror the purpose of mov'ing the lnad.
The mechanical advanlage or power gaincd. will depend on the
number or parts of rope at the floating or moving block. With a single
II hip using one fixed stationary block. no advantage can be gained.
,Il1J a pull of one IOn will just balance a \Veight or 01112 tOll. With a
(Dunstos' STANDARD BLOCKS
SECTION THROUGH SHEAVE AND BOSS
A - .......~t=~)'f
SO:lclE POI'OTS WORTH 'OOTING
ht Stxngth 1)( {. <.:l1trc Pir con~!;mt through0Ut I re \)1' blod.; as no \VeJr takes place on pin
I he \x-c;n: volt ,qu.t:c \\ith the \ha!"p oA',

(;l\!!i<:,. Aj;'.!\./\ fllleJ with grcd"C, "nilabk: lor extreme hot or colLl .:h:!YIiHCS.
DUCK BILL
GOOSENECK FITTING
'''\=i~
~
'
rO'r
'OLA"E (r"'~"-t
nCJGH 1N BL<SH
DUNSTOS
(REBa S\\ IVEL IJROI'-FORGEJl ( \1<GO HO()~S

DUCK BILL
GOOSENECK FITTING
CAST IftON AXIS OP BUSH
\-:-'~
~
~ "
~~ ""'"''
hO~f H)~
~QvARE c.l"l~r r "l
6"'=:f~OM
Of !hYSH
raCJCH N el.~H
10 ALLOW CI\EA~€ TO e!;
OUNSTOS z OCK
TREBLE ,,1\1\ EL IlROP-FORf;ED C\RGO HOOKS

136 THE EFFICIENT DECK HA NO
Dutchman's purchase. the law is reversed. and the mechanical advantage

is uecreased.
Using a double Whip. with the standing part of the fall made fast to
the fixed block. each of thc two parts of the fall coming from the floating
block. will bear half the load. and a pull of half a ton will balance a
weight of one ton. However, thc double whip the other way round.
there will be three parts of at the floaling block (the standing part
and two parts coming from and a pull of one third of a ton
will balancc a ton (cach part of rope bears <l weight of one third of a
ton). This method of progression increases as each additional sheave
increases the number of parts of rope at the floating block.
In addition, when using a purchase. an allowance of ten per cent of
Ihe weight has 10 be added for each sheave in respect of friction. so that
the maximum advanlage i~ gained with a four fold tackle. Beyond this
point, friction takes over and increases the weight of the load. Never-
theless. friction can be reduced bv inereasing the sheave diameter and
reducing the rope diameter, by using a sllloolher rope and etlicient
lubrication. So that when moving very heavy loads, using large sheaves
and wire ropes, five and six fold purchases can be used with advantage.
particularly \vhen both ends of the fall are L1sed as hauling parts.
Wood blocks are normally manufactured for use \\,:ith fibre ropes only.
and are measured by the length of the cheek. The length of the cheek
should be at least three times the circumference of the fall. and there
should be ample room in thc swallow for the f~dl to pass through.
Metal blocks can be manufactured to take either fibre or \vire falls
(but not both). They are measured by the minimum diameter of the
sheave. and the sheave diameter should be al least sixteen limes the
diameter. or live times Ihe circumference. of a wire rope. Blocks built to
take fibre ropes will have the rope size stamped on the shell.
To '"Fleet a tackle" means to streich the Lackie to ils full length.
'"Two blocks" means that the two blocks have been hauled IZ)gether.
A "Thoroughfoot'" in lhe tackle occurs when a block lopples over
and through the fall.
A "Tail block'" is a small block wilh a fibre rope tail attached.
A ··Floating block" is the moving block in a tackle.
Types of purchases or tackles

Whip A fall rove through a single fixed block. M.A. nil.
Runner Standing part made fast [0 a fixed point. single
block runs 011 the bight of the fall. M.A.. 2.
Double Whip Two single blocks. M.A. 2 or 3.
Spanish burl on Two single blocks. M.A. 3 (seldom Llsed).
Gun tackle For mo~ing a load horilOl1tally, originally lIsed
on Naval vessels for hauling the guns oul arter
the recoil. Two single hook blocks. M.A. ::; Of 3.
lIandv bill\' or Small fibre rope tackle in v.hich the rope sile
\\:\1("11 tackle docs not exceed 2' (16 111m). One double and
one single block. Standing parI made fast 10 the
single block. uouble block has a rope lail
attached. \'1.A. 3.
THE EFFICIENT DECK HA ND 237
Jigger Same as Handv bill\" fall sIze between Y'

(16 mm) and 2 ' ';'" (20 rrimL
Lulf Same as Handy billy. fall size 3' (24mm) or
over for fibre rope. May have wire fall any size.
Double block has no tail. M.A. 3 or 4.
Double lull or Two fold Two double blocks. M.A. 4 or 5.
Three and two (Gyn) One double ,llld one treble block. M.A. 5 or 6.
Three fold Two treble blocks. 1\1 .A. 6 or 7. Three fold
purchases. rove with fibre rope falls. should
have both the slanding part and the hauling
part rove through the middle sheaves. to aHlid
lipping the block.
Luff on luff Luff tackle, made fast to the hauling part of a
luff tackle. M.A. rove to disadvantage 9. rove
to advantai!e and disadvantage (2. rove t(1
advantage ~ 16. ~
Four fold Two quadruple blocks. M.A. II or 9.
Dutchman's purchase Has the weight on the hauling part, \vhich is
lifted bv l1eeting the tackle. with a tail on the
floating'block ~
VO{c:-· M.A. lfcc/wllimf w/ralllage (110 ac('oullt tllkell otj/'iCfiol1).
Chain hoists. A much more pllwerful alternative to a purchase is the

chain hoist. Whereby thc pulling of an endless chain arollnd a gipsy \\ill
drive a gearing. which in turn will cause a second gipsy [() lin or lo\\er
,[ weight suspended from a second chain. Because the gearing is very
low. considerable weight can be lifted by the sustained application of
lery little power. A chain hoist is normally available in every ship's
c'ngine room. being placed there for the purpose or lifting the cylinder
heads and pistl1ns of' the main engine.
\lASTS
\Iasts were originally stepped in ships for the purpose or carrying saib.
\s sails became redundant. the masts continued to scne a useful purpose
hy providing a support for the derricks. \\ hich acted as l'ra nl' jibs for
Ihe purpose of loading und discharging the cargo. As shipping pro-
:2ressed with Ihe times. so did the dcsil!n or the masts. Thev becamc
~1Jl)rter. stump masts. otherwise knO\\ n ~as king or san1Son Pl)stS. were
:,LlCl'd in all sorts of unorthodox p()~ition" all \\ ith the purpose 01'
tilowinl! either additional or strOI1l!er derricks 10 be tilted. Sometimes
'II III saTnson posts were connected by a transverse lallice work at their
llpS. so that a pole topmast could be shipped on the fore and art centre
lile. to carry a steaming light. ships carrying stump masts linked in thb
wnner became known a5 "'Goal-posters".
Today. every ship still requires to be filled with masts, if only to carry
'll.' 'ileamil1l! lights. aerial and nal! hahards. Masts on tanker, and other
illP, that ,~rl' ~10 longer required to ~uppor\ lining gear. arc IH1rmally
;1 ler~ light structure. while the masts or a modern ship fitted \lith
Double Spanish
Whip Runner Whip Burton
\IIi .I
Pull
I
Pull
GUN TACKLE
Luff on Luff Luff

Handy
Tackle
Billy
~-
Pu[[
['ull
Eclipse Worm C, ,
l>Ully Block
THE EFFICIENT DECK HAND 2:19
REEVING A THREE FOLD PURCHASE THROUGH CENTRE SHEAVES
Weight
Du tchrnun 's pUfch<Jsc

240 THE EFFIClEVJ DECK HAND
hean Iinin~ ~ear arc verv solid atfairs. mal1\ of them heil1~ huilt in the
shape of hipoZls or tripods . ~
Starlinu with the conventionalmClst. it would he a stron~ tubular steel
post. and~originally was stepped on the keelson. latcr it \\~IS skpped on
either the main deck or ·tween-dcck. and housed in a tabernacle rSlron~
vertical casilH!. which wlHlld securciv anchor the base or the ma~t). thc
next step was to dispense with the 'sides of the tahernacle and. at the
same time. increasc the length and width or the top. s() that it could
house the heels of scveral derricks. this platform at the base or the mast
hecame known as the mast tank. The sides \\ere later put baek to make
a mast hOllse. which could be used to sUm the derrick gear.
The mast is rurther supported above the \\eathcr Jeck hy wire rope
stays and shrouds. and perhaps an additional pail' or swilkrs. all
attached to a stron~ band at the masthead called a "houndsband", At
the masthead. abovc Ihe houndsh<lnd. a strong tlmarlship girder called
the "crosslrees", supports the topping lift blocks or the derricks,
The stays arc secured to strong points fOr\\ard or Ihe mast. while the
shrolld~. swincrs and backstays. \\hich are tran~verse ,upports. arc all
secured to the chain plates. by me:lllS or hottle scre\\ s or rigging screws.
Although. today. most ships have a vertical steel ladder attached to
the mas\. ships can still be seen \\ith ratlines in the rigging, That is to
say. a rope ladder. made by securing lengths or ratline horizontally
between the shrouds at intervals and with sheerpoles. The sheerpole
being a horizontal bar titled \\ith several belaying pins. to which in the
days of sail. various ropes could be made fast. The sheerpole passes
through tbe thimbles at the base oCthe shrouds and swineI'. and prnents
the wires unlaving,
The bottle ~cr;ws. setting tight the stays and shrouds. must be kept
well greased, in order that they may be e:lsdy let go. as is sometimes
necessary when working cargo. The exposed threads of the boUle screws
should have greased rope yarns \vound in. and be protected by canvas
covers called "gHiters", which arc ~ewn in place. Each hottle screw
should also have a locking device. which \\ill prevent it becoming loose
with vibration.
The masts are named from fomard to art -Fore. Main. Millen,
Jigger and Spanker in that ordeL according to the number of masts
stepped in the ship.
Topmasts. Ahove the mast. stepped at the mast-head. will be a light

topmast. This is necessary to carry thl' steaming lights at the required
heights. also the aerial. A button on the top. called the truck. prevenb
rain, etc" entering the mast. and a fore and aft ,heave. carrvil1l! a dummy
gantline. will be inserted near the top for the when painting down the
mast and when working aloft. A houndsband will be fitted. to which the
and backstavs lire secured. and when a vard is titted. the vard
yard (horin)ntal spar) is sometimes titled for the purpos'e of
c;lrr~ illg flag hoish. The yard. if filled, \\ill be Oil the rore side of the
111::'1. :111..1 secmed to it by 11 parrel (coll;lr) at the bunt (centre of ),
rk halvards will be at the yard arm (end of the v;mi). A wire ~oinl!
':\ \111 I hOlllldsband to each y,ird arm is a yard lift. . C ~
THE FFFICIENT DECK HAND
~ Truck
~Forward
A typical conventional mast Sil(HVing standing rig~in~. Slay, t:JKl' ;lh' ,,' '11.
forestay, main-nay, etc. Note that every fifth ratl1n~' i~ cxtt'n,kd in :11,' .\\ It
When setting up rigging, set up the -;tay<; fin.t folk~\\.'cd hv tilt' ~hr\1;lIJ,
Never carry any tools or gear up or down a mast or hold ladder Before
going up a mast, make one end of a light line fast to your wailt and when
aloft use the line to haul up any gear you require.
Topmasts may b;: fixed. in which case they arc known as pole masts.
or it may be possible to lo,\er them into the interior or the mast when
they are known as telescopic topmasts. Many ships arc filled with
telescopic topmasts wh;:n building. so that in the evcnt or the ship pro-
ceeding up the Manchester Ship Canal. the masts can be conveniently
lowered and the ship will he ahle to pass sarely under the bridges.
A telescopic topmast is held in position by ,1 bea\! iron pin c<llled a
fId. and the heel is wedged with wood wedges to pre\ent movemel1l. A
canvas coat is sewn over the wedges to keep the \\hole watertight.
To lower a telescopic topmast

1. Get together a good \vire runner or sufficient length. and \\ith an
eye in Z)ne end (;nly (to be used as the heel rope)~ A snatch block.
spike. handy billy. bosun\; chair with a gantline. a 21h (.9kg)
hammer. hean hamm;:r. 5 ton shackle. a icngth of 11 inch
(20mm) tibre ~ope. suiwble tail block. sack. sh~rp knife and a
safet v harness.
2. Obta"in power on deck and take the cargo runner olT the winch.
3. Send a man aloft. Marry the gantline to the dummy gantline in
the sheave at th;: masthead. reeve the gantline. make fast the
bosun's chair, and haul it up to the cross-trees.
4. Make the tail block fast to the cross-trees. with the 112 inch
(:::Omm) gantline rov;: through.
5. Come up on the topstay and backstays (use the handy billy to hold
the weight of the topstay). and slack up the halyards.
6. Remove the canvas coat and wedges from the heel of the topmast.
place the mast coal and wedges in the sack. and send them down.
7. Using the bosun's chair, have the bare end of the heel rope married
to the dummy gantline in the heel of the topmast, pulling it through
the hole in the mast. and out over the sheave on the other side.
The thimble eye in the heel rope must be shackled to a ring bolt or
houndsband. in such a manner that it will not chafe against the hole
in the mas!. when the weight of th;: topmast is upon it.
g. Lead the bare end of the heel rop;: through a snatch block at the
base of the mast, thence to the winch barrel and ~ecure it.
9. Run the heel rope onto the winch barrel and take the weight of
the topmast (do not heave more than is just sufficient to take the
weight or the topmast off the tid).
10. Using the bosun's chair. put a line on th;: fId. and then knock it
out with the heavv hammcr. The tid and hammer should then be
low;:rcd to thc dec·k. using thc gantline rove through the tail bloek.
II. Wit h the man out or the chair. lower on the winch until the
steaming light. yard or any other obstruction is just above th;:
cross-tre;:s. Remove samc (the yard may be removed by letting go
the bolts in the pan'el) and send down anything removed.
I'" Continue lowering the topmast until it rests 011 the mast keepers
inside th;: mast.
I' Ta ke- the heel rope off the- \\ inch and put the cargo runner back,
..:nllect and stow all the gear.
Truck
Hal~lId_s_ _ }
Sheave
----'I
Houndsband
~
Top stay
Telescopic
Top mast -
)
Wedges
Cross trees
Houndsband
Stay
Shroud
Shackle
Sheave
, I
"\,1
Mast "I
) ,',
Heel rope t
?
Sheave
/i 1/1
SIlOWINC THI ARRA~C;I\IlNT
01 A TELFSCOPIC TOPMAST
244 THE EFFICIE~T DECK HAND
Nu/e. A /I gear .1('11/ a/oji 10 hare lan\"(frds a/welled jii/" .IcClI!"illg sallie
when /10/ in 11.1'1'. Allr 1111'11 II'II!"k illg a/ott /0 IIl'a/" saFetr hames.les
rllrougholif the operatioN, a/l hal/dol 10 II'ca/" 1ll'OlCClil'L' helll1el,\ and
jOOfll'ear
To raise the topmast. reverse the procedure using the handy billy to set
UfJ the topstay.
The wire supports of samson posts and funnels are always termed
stays, regardless of whatever direction they may lead.
The masts of tankers often carry the tank venti ng and possibly
pressure valves.
Derricks. In t he early da vs of sail. canm was loaded and discharged

with the aid of a jumper st:1Y. A gin block would be seized to a stay~set
up bet\\een the masts. A rope fall rove through the gin block had a hook
on one end for catching cargo. The other end was held by a member of
the erew, who would jump fr0111 the bulwarks or some other place,
holding the rope and so lifting the cargo. Hence the name jumper stay.
The next step was to put dolly winches (hand wlIiches) aboard. The
fall from the jumper stay could now be led to a dolly winch, and a fall
from a second gin block secured to the end of a cockbilled yard, would
be led from the canw through the gin block at the \ani ar111 to another
dolly winch. It was ~no\V pos~sible tl~ transfer cargo j'rom the hold to the
quay, by using the yard and stay to carry faJIs that had been joined
together at the hook, to make a union purchase.
With the advent of steam and steam winches, s\\'ivelling booms were
attached to the heel or the mast. to act as crane iibs for th~e loading and
discharge of cargo. The first of the modern b(;o111s or derricks 11ad a
single \~ire toppi~g lift span, led from the derrick head to a block at the
mast head. and down the ,ide or the mast. A preventer chain was
shackled by means of a union plate to the wire topping lift span, and
shackled to the deck to hold the derrick at the required height. On some
ships, a stout manila rope Iulr tackle was substituted Cor the chain
prevcnter. The wire span and chain preventer method is still in lise on
some or the older ships. The next step was to put a wire rope purchase
between the derrick head and the mast head, the wire fall of the topping
lift was led down to the deck. \vhere it could be made fast to a cleat or
bitts. From this point. it lIas a simple matter to put the topping lift
permanently onto its own vvinch. Winches which held the derrick at the
desired height and lwd either a pawl and rachet or carpcnter's stopper to
prevent the derrick from being hove doyvn. \\ere the lirst. but now it
is quite common (especially with healY lifts). to have the topping lin
attached to a powered winch. so that the derrick may be raised or
lovvered as required with cargo suspended.
To top a derrick with a single wire span and chain preventcr

I. Get togcther the chain pre\enter. the two tested shackles for thl'
topping lift. a snatch block. some seizing wire. a spike and. il
reqUIred, a prevcnter gu).
Ohtalll power on deck and take the runner olrthe vlinch barrel.
3. Stretch the ~Ll\S and shackle the ear!2O end of the runner to the deck.
Remove the~ derrick hcad lashim~. c
4. Secure the bull rope to the \\i~1Ch b;trlcl alld run it on. it
through the snatch block.
5. Man the gu\,s. lift the derrick out (lr tilc crutch. and slir the
preventer g~uy onto the derrick head. II' rL'qum.'d
Cl. Tl)p the derrick until the unioll " l:,m 11 tn tile snatch
block. Shackle the chain preventer unt,) ,lic 111('1] pLltL'. i\,1,lL1SC the
shackle.
Lower the derrick to the required I\lll'i-;i
chain prevelltcr to the ringb,)lt on dcck. t,1
link above the shackle. MllUse the shaCKle.
X. Make fast the guys. Take the bull rope oil' till' II IIlLh ,llld. 11;1 it
hand tight. make it I'ast 10 a mast cleat to act a~ :1 pr,'\ ,'Iner
l). Secure the rUnth.'I' to the winch barrel and run it "I~ R,':tlll~ Ihe
gear.
To kHver thc derrick. reverse the process.
To top a derrick with a wire topping lift and no chain pre\enter

I, Get together a snatch block. chain or carpenter's st,)ppel. 'Pi~,'.
some rope yarns and a guy prevcnkr. ifrequired.
Obtain power on deck. and take the runner olfthe \\inch harrc'!
Stretch the guys. and shackle the cargo end of the rUIlI1,']' I," Ii:,
deck .
..J.. Secure the topping lin tll the winch barrel and fun it llil. Ic'~:dlil" 11
through the snatch hlock. Remove the derrick head lash1l1!!.
Man the guys. lift the derrick out of the crutch. and ,ITI~ Ih,' 1':','·
venter guy onW the derrick head. if req uireJ.
{; Top the derrick right Lip.
Put a chain stopper onto the downhaul of the topping ItIL ,Ii,,,\,'
the ~match block. Walk hack the winch ulltil the \\eight I' ')i~ the'
stopper.
" Run the topping lin otf the winch barrel. take it out III tiL' "l,tlc!'
block. and catch a turn on the mast cleat or hlth, ILIl:"\c' Ihe'
stopper. lower to the required working height. make I'J<. L"h el,,\\ 11
the turns with rope yarns.
Secure the cargo runner to the winch barrel and rUIl II l'll \l.l~" 1;1'1
the guys, and ~eturn the gear.
\ 0/1" On sOlJle .Ihipl'. thc I('w/liil' Ihl' lopping iii/ i\ I,! Ih" /Ii, /; '/1'11111
'It! /n slich Cl/I('S, Ihe Clld of Ihe lopping Ii/i .\/ iST h" \" Itl, ,/ II! Iii,
'111/1 end .Halll" aceidellis hu\'c occlIrred It'lli'll onl!' 3 fir .j lurn, "i Ihe
litt 11111';' hC('1/ tilkcli mlllli! Ihe drtllll ('//(/. 111/11 Ihe dari, I, IO!'fled
a mUI/ /okillg Ihe topping lUi as il COl//('\ oil Ihe "i'iIlII ,lid kllill
Ihe lopping lUi /'Cllwill.l ill {f /('(IiI h/ocA "lid i.' IIWt/C /0.1/
,1 lower' Man the guys. remove the rope Y(JJ'n lashing. and all but
'': last two or three (urilS or the lopping lin from the hith, Sla.:k away
. ,he topping lift. Remove the preventer gUy before landing the derrick.
Land the derrick. rut on the derrick head lashing. make fast the torring
lift. and make ur the guys. Haul the runner tight on the \\inch .
.\'. B. A chlli//llo/iI)1'/" should 1101 he .Iccured 10 Ihe .llIIlIe ring holl liS Ihe
IClld h/ock.
Working cargo with conventional derricks

Cargo may he \\orked hv using a single derrick \\ hieh is s\\ung. while
the Toad is susrended. 01: hy u~ing a Clllion rurchase. \\ith the derricks
rigged in rairs as yard and stay.
When dealing with a s\\inging derrick. hoth of the guy hauling parts
may be taken to \\inehes. so that the derrick is ,wung \\'ith the aid of
pO\~er. HO\ve\cr. exeert \\hen dealing with he,l\y lifts.~this is a wasteful
method. for it requires the use of three \\inches and additional lahour.
For light \veights. the use of one of the \\inches can he disrosed of. hy
rigging one of the gU\'S \vith a deadm'ln. This is achieved hv securing ,I
\\~rght (a condemnclrunner \\ill do) to the hauling rart o( the guy.\o
that \\hen the derrick is hauled over hy the steam guy (p(mered gUy). the
\\eight is hauled ur to the floating hlock 01' the dead guy. When the
steam gUy is released. the \veight on the hauling part of the dead guy
drops. returning the derrick at the same time. F\ery care must be taken.
\vhen using a deadman. to sec that the floating hlock or the de,ldman
guy is so rhlccd. that \\hene\er the derrick is hauled into rl,lee hy the
deadman (\veighl). the deadman \\ill not he in a rosition \\here it can
injure anyone as it descends. An alternative is to han? the deadman
outboard and. disrensing with the steam gu~. use the runner of the
second derrick as a steam gu\". or ,I reverse of this method. In man\"
ror\s. the stevedores \vill ~use their kn()\v-how to list the ship .iu;t
sufficientl) to enable them to usc a s\\inging derrick \vith the minimum
trouble.
When lifting he,1\ v \\cights. a single s\\ inging derrick using t\\O steam
guys. must he ~operated. Inaddition~ the \\erght must not exc'eed the safe
working load of the derrick. and the runner must be douhled ur. This
strengthens the equipment. and all()\\s the \\eight to be ltfted more
slowly and safely.
To'double uri:-- Lower the derrick and rlace a ,ingle non-torrling
tested cargo block on the hight of the runner. het\\een the derrick head
hlock and~ the eve of the rl\l;ner. Take the end or the runner round the
derrick head. ahO\e the spider band ,Ind shackle it to its ()\\n rart. Tor
the derrick to the required height. and hook or shackle the \\eight to the
crown or the non-toprling hlock. The \\eight carried by the runner and
\\inch \\ ill be halved. but the \veight on the torping lift \\ ill ,till he the
rull weight of the load. \\lhen: steam \\inches are emplOyed. the \\inch
emrloyed to lift the \\eight must be in douhle gear.
When a pair of derricks arc rigged a, ~ard and stay. and the runners
joined to make a union purchase. care must he taken in setting the
heights 01' the derricks and the positioning of the guys. ror if the derricks
,Ire at the \\ rong heighh in relation to each other. or the gUYS arc not
properh positio~led. 7t is rossihle to lift one or the lkrrick~ ,is cargo is
he111g \\ orb:d. This mav result in the other dcrrick heing overloaded and
THE EFFICIENT DECK HA\D 247
~ Topping lift span

~Spidcr band
Head block
Guy Pendants
GU}
Cargo runner
~Cargo hook
" Chain preventer
Snatch block - - -
_-!i~::::!:LB..._ _ _~~~'--i'+-- Bull rope
Derrick with Single Span and Chain Preventer
Guys
Derrick with Topping Lift Purchase
.~. lowering on the bltts or c1eat:- The topping lift is to be flaked out on deck. A 2nd
_ -.: should keep it clear and back-up the lowerer.
. -. er payout wire rope from a coiL
THE EFFICIENT DECK HA::\D
lHl\" down. Ih us ca using considera ble d'11l1agc. and possi ble InJ lIry to
p"rsons. No union purchase should b" worked unless:
(a) The unioll or Ihe runn"rs is made with a proper ullion purchase
treble swivelled cargo hook.
(h) The angle belween~ the runners at the union must not al any time
exceed T~o .
Ie) The weight lifted on the purcha~e at anyone time ~hoLlkl not exceed
one third of the safe working load of either derrick.
(d) The arrangement is approved by a competent person before being
put into usc.
(c) A preventer guy is outboard from each derri"k.
On occasion. the inboard guys are dispensed wilh and in their slead.
the two derrick heads arc linked together \\itil a set length wirc wpe
span. This is known as a "Scho0l1~r guy". and when ~sed. the two
outboard guys should be set up in sw.:h a manner thai Ihe schooner guy
is held taut.
Care of derricks and cargo gear

Whenever the ship is on a long passage in reasonable weather conditions
and in any casc. at frequent intervals. the derricks should be stripped.
and all the 2:ear thoroughlv overhauled. To send gear down from aloft or
to re-rig it: a tail block ~ith a runner long en\;ugh to reach the deck.
should be secured in a suitable po~ilion aloft. and re-posilioned as often
<IS may be necessary. so that the gear may be both hove up and
supported in place by the men on deck. lIsing a winch if necessary. A
man aloft (especially in a bosun's chair) should not be required 10 take
the weight of any piece of equipment. but merely jog it into position and
screw the ,h~\ckle pin homc. Topping lifts. topping lift blocks. shackles.
and tumblers. are all to be sent down for overhaul. The topping lifts.
runners and guy pendants are to be well oikd. all the blocks taken adrift
and overhauled. shackle pins and tumblers well greased. The heels of
the derricks lined and the goosenecks greas"d. When replacing cargo
hlocks or shackles care should be taken to ensure the correct type. size
and safe workinu load arc used. When re-rigginu. the corm.:1 lested
shackles are to b~ returned 10 their proper p()~srti()~ns and well moused.
All split pins should be renewed. All guy ropes should be closely
examined and renewed. wherever siuns of excessive wear. chafe or
damage arc apparent. It is important thaI the head of a derrick be well
secured to the crulch. and is unable to slide to\\ards the mast. before anv
<l(lempt is made to lift the for the purpose or overhauling the
gooseneck. otherwise the derrick head may slip out or the crutch. The
heel should also be guyed to it steady. After completion of the work
required a special check to ensure all split pins have been securely
r~'pl(\ced is necessary.
\Vhen working aloft. it is prudent to have a warning notice displ<lyed
under. at deck level. "Men working al()n~ keep 1'1'0111 under" This notice
"f particular importance on a passenger ship.
\ chain or wire prevcntcr should be lixed between thc heel of Ihe
J..'rrick and the arse of the heel block. to prev~'nt the block railing. when
HIE EFFICIENT DECK HAND 249
there is no weight on the runner of' a topped derrick. In addition. the

fllting at the crown 01' the heel block should be duck-billed for the same
reason.
There should als(l be a means of prevcnting thc hight of the runner.
between the head and heel blocks. dropping a\$\: from a topped derrick.
and even more particularly. from a derrick as it is being lOpped. when
the runner is slack. ~ormally, runner guides arc fi\ed at intervals along
the length of the underside of the derric~. hut. in their ab"ence. the
runner ~hould be rove throlltd1 the eves or l1l1C or more lilai'ds. securcd
at suitable positions along th~ length ()f till' derrid.
,Jumbo derricks. Many ships rigged with COl1\cnl1$nal dcrrIe~" arc also
filled with a heavy lift. or jumbo derrick. on the <tIkI' ,ide oltlh: fore
mast. Most arc kept shipped. being stowed \erticall~ again,t the after
side of the fl)1'C mast. and arc held in place by a collar placed cl mund the
derrick head. Some. hO\\ever. are unshipped when not 111 u:;~. and <ll\?
stowed horimntally on the fore deck heside the buh\ arks. bemg ~ept in
position by strong lashings alt,1ched to ring bolts.
The majority oCjumbo derricks arc rigged to take a safe \,orking load
pC something in the region or 50 tons. although some ships may h,1\e a
iumbo derrick \\ith a safe \\orkin!! load of as much <\, 200 Ions. and the
'gear on them is accordingly he(1\'Y. In vie\\ or this. once a jumbo derrick
has he~n rigged. and is likely to be lI~ed again \vithin a reasonable period
(\1' time, the normal practice is Il1 keep it rigged while the ve;;sel is on
pa"age. Indeed. some ships have a canvas cover \\hieh can be placed
,l\er the lOpping lift and cargo purcha:ic, to protect them from thc
\\eather while thc ship is at sea. :\evertheless. the gear mllst bc sent elm\ n
lor overha ul at reasonable in tervals.
\Vhen rigging a jumbo derrick. owing to their weight and size. all the
hlocks should first be hove alnrt. and secured in their working po,itil)1b.
[he wire rope topping lift. cargo purchase and guy falls heing r,)\c l)lf
,tlterwards. with the help or fibre rope me~,engers. Similarl~. \\ hen
'l'nding down the gear. all the purchases should be U1Hmc !ir,t
There may be three. four, five or even six fold plln:ha,e s fllr hllth the
lllpping lin and the cargo purchase. They may be r(\\c tll dd\
.I,ing lead blocks to take the hauling part or each fall I't'01l1 the'
lillCKS to the masthead, or both ends or eaeh (II' the I'ctlb t11~t\ hl' t~l~el1
,l\er lead sheaves on the derrick head to \\inehl'" \\hcl1 h(lth ~'Ill:" \,1' the
',dis are taken to winches, it prevents the tloating bl\'l~' tQlpl11g tll one
.Idl' as a hea,\' weight is lined. amI. thercrorc. redUce" the ,tr~l!n (111 \1(1th
I~e purchase a'nd the winches.
Steam guy purchases will also be rme to ad\ antdge. and ,uitably
'heed lead blocks arc utilised to lead the hauling parts or the gll: raIl, to
i;jr respectivc \\inches. When lifting hea\) \Veight;;. it is lli"ten necessary
" have three <;eparate steam guys. t\\l) olf "horc ami Ol1e inshore.
'''llletimes the floating cargo purchase block is litled \\ ith a largc "teel
. cdl'cr beneath the crown. to which the guy pendants may be ,hackled,
\'. transf'erring the !!UVS frllm the derrick heud to the floating block. the
'rimntai m(~\emC~ll' or the load is directlv controlled h the gUV
'crator,. and the derrick head autol11a1ically follows. Thi:, gi\es a mtdl
Pawl and Ratchet Low gear cog
[lii!h gear cU!!
Guard
Crank 'ockl'l
~-~"-~
\!Jnual l)awl alld Ratchet \\ inch

[lIrcc., IOllr told
lopping litl
I cad hloch I'm Thrcc;l(lll[ told

cargo pUTl'l1a\c purcl1a\c
CClfi!()
~/ ..
la\JnF olf
Ime"
C;u \' l'cndan t
(
Q 0 Sf CJ a
I bteh coal1JiI1i!
to Winch
better control over the movemenl of the I,lad 111,111 it is possible for gu),
al the derrick hcad [0 cxcrcisc. This mcthod. howcvcr. is onlv feasihlc
when the weight to he lifted i~ stowed either on deck. or in the hatchw,n
or the 'tween':-deck. •
With the jumbo derrick stowed in its collar. the topping lift purchase
is slack. and the derrick is halaneed \erlicall\ on its trunnillil. In order to
lo\\er the derrick. it is neecssar\ 10 ri!.! <I ll1es·'en!.!er rrom the derrick head
to a lead at the after end of the hatcll. then when the collar has been let
go. heave Iidlllv on the messelHl:er to get the delTlek oil" balance. it mav
then be lowered 011 the easing-off wire;. until the slack of the topping Iii'!
purchase is taken up. The derrick can then be lowered to the required
height by lhe topping lift purchase. Similarly. when stowing the jumbo
derrick. it cannot be hove home to its stowed position in the collar by
means of the topping lit't purchase. When the derrick has been hove as
high as the topping liCt \\ill take it. the easing-ott' wires may be lIsed to
get it nearer the collar however. it i~ unlikc1v that thev will be able to
heave it home in the collar, and it will probably be necessary to rig a fibre
rope (to avoid damaging the paintworkl mes~cnger rrom the derrick
head. over the erosstrees. and forward to a \Iineh or the windlass drum-
end. ill order to heave the derrick right home and place the collar ill
position.
When the jumho derrick is in use. all rour winches at the Core mast
have 10 be utilised. One to take the hauling part 01' the lopring lift. Olll'
to la ke the ha uling pa rL l)f the ea rgo purchase. ,1I1d 1\\0 for stc,lIll gu \ ~.
A tifth \Iinch elsewhere may be required 1'01' the third steam gll). iI' o Ill' i,
in lise. When b,1th ends ,)1' the topping lifl and cargo purchases arl' kd
to winches. all the steam I!UVS will need to be led elsewhere. Pre\c'l1tl'r
,Ire ri!.!ged from the r(lre mast to the break of the fo'castk hl'~ld. tll
give additi~;llal support to the ma~1 and. when steam II II1cll,', ~Irc
employed. they mllst all be pul into double gear.
Cranes. In the more modern ships. light ~ and 10 tl)ll ':l'rr:ll, dnd
\1 inches, arc onen replaced by sllilelling cranes, so plac,'d thllt ::'l' ~r:ll1l'
drilcr is able to see bOlh dOI\1l the halch and ll\..:r,llk \' 1he' lilitle'
drivcr cannot onlv slew his crane. but a1>,l ['ai,,' anti 1"\ler I lib. the
cargo can be more easi Iy pl;l(.:ed exact h II here II I, II ~IJlk,1. ,I nd tl,,' Ill'l'd
1'01' signallers is often abolished.
Fo,' bc;\lier lins up to about :'ill Ions. 1,lrll)lI' lTIllll'-,ic'ITl'k, lUI I,,','n
patented. Generally speaking. the~ ~lrl' atUc',ll'd I" 1'(\,1 I~l;,'t' ,Ind
hale two topping lifh, IIhilL' the gUh d' 'Illh ,Ire' ,:',)]1,11(,' Illr,','
winches Ivith remote control arc cl11pl,,:cd o Ill' i(l: thl' ,,1rgn
purchase and two for the tl)pping lilt-;. The liL'rrl(k l' sklll'd hI I1h'~ln'
the tl1pping lifts. hauling on onc and sl~lL'~: ,1\\;1\ (l\l thl' (lth,'1. \lhilc
limit slIitches ensure th;\t the derrick l'dn[hll h:ILlkd 1111,) II
position. Because the eontwls of the'>c ckrnck, drl' l'\trl'lllcll d..:ll(dll' III
action. no attempt should he made to the the c011tr(1l, hI ~1111 (lnl.? 11110
has not received adequate instructioll. and is not aUlhorisl.?d tll drl\c tbe
\\inches concerned.
\\-here ships are requircd to take hCdl ier lil·h. the "Stulkcn dernck"
(or German origin l. which call be 10 lirt loads ~l, as .:lOll ton,
(depending on the strength 01' the mast). \\ollid appear to be one 01' the
most popular derricks. Erected bd\\een t\\in m<tsb. it 11,\, the unique
abilit\ of being suitable for use either fOr\\,\rd or art of the mast, being
capal;le of beG1g hove o\er from rorward to art of the mdst (or \ic~
versa). whilst fully rigged. between the masts. It is stO\\ed on rassage
fully rigged in a near vertical position. The gear IS rar too healy Hnd
complex to be sent d,)\\n for overhaul at se,L and maintenance is carried
out at intervals bv shore based stalf
As \\ith crane derricks. 110 gU)~ are required. the derrick being rai,ed.
lowered and slewed by the action \)1' dual tl)pping Iirh. FOllr winches
operated by remote control arc empk)yed. because both parh or the
cargo lift pun.:hase fall arc attached to Ilinch barrels. while the remaining
two winches each have the hauling part of one or the t\\O topping lift
tackles attached to their barrels.
Winches. Today. Ilinelll:s may be powered by steam. electricity llr

The conlentional steam winch is controlled ,I steam \alle
and a lever. and has a foot brake attached. T\\o sets or
,Ire tilled. either or \\hich l11a\ be utilised. The driving sh;II't has two
"heels running freely ul~on it. either or hoth or~\hich C<1l1 by means
,j clutch. be locked to the shaft. One cou i, meshed with a larue CO!!
\\ h.:c1 attached 10 the barrel shaft. the other cou is meshed wIth an
:l1t.:m1ediate wheel on a seeondan shaft. An ~dditi()nal CO!! on the
,c'c(ll1cLlrI shart also meshed \\ith tile larue eou \\heel attached to the
1'.liTc'l ,h:li't T() ohl;lin single gear (for lightCI()ad~ and Sreed) the cog on
1
~'.J
HEAVY LIFT
THE HALLEN
SWINGING DERRICK
THE EFFICIE~r DECK HA,\[)
M.V. 'City of Liverpool'

Ih,'re ), a transverse travelling five ton crane at No.1 hatch. Two ten ton cranes at No.2
!:J[c'h and a 33 ton and a 5 ton crane at No.3 hatch. The foremost 33 tone crane derrick
,crVe' \0.4 hatch together with a 5 ton crane not shown.
Cargo ho()_k__
rorb
r-~Hl4If-'----'''~- Hauling and Standing

parts of the cargo runner
I.4cd - -----1----11.....--~:_:_~
W r
Toppmlllift
purchases
~\ \
~~\
Heavy lift Derrt<:~
\
\ \ \ ,--_W_ _++-r"-.-:-Tw.,:c::inc:...cm=a;.;...;st_s_
\ (,
\
\
\. \\\
I
Trunnion
\\ Main deck
TWeen deck
Heavy lift Stulken Derrick in stowed position with the cargo purchase
moved "two blocks" and therefore verticaL The Derrick can be opera ted
at either the forward or after hatch simply by being swung over between
the twin masts.
THE EFFICIE~T DECK HAND
I he driving shal't is locked in mesh with the cog \\ heel on the barrel shaft.
To obtain double gear heavy loads and slO\\ workine:). this coe: is
unlocked and the COg in mesh \,>iih the CO£! wheel on the ~econdarv sl1:aft
is locked in position. The second cog o~ the secondary shaft r~ thcn
locked in mesh with the cog \vheel on the barrel shaft. The dogs
locking the cogs are held in by levers secured in position \\ith a
pin. An ddditional precaution or binding picce, or wood. cut to the exact
leng[h. between the clutches is often employed. When the \\inch is in
double the shaft and b,mel shaft can be seen to be
rotating opposite directions.
Before operating a steam winch. it is necessary to open all the drain
cocks on both the steam and return lines and on the cvlinders. to allo\\
any water to drain out. open the \alve and allow thc \\inch to tick over
slowly. When all the water has been run 011 the cocks arc closed. oil
round and the winch is to operate.
Under arctic conditions. some ships keep all the steam winches ticking
,lYer (out of gear) \\ hen not in use. to ensure that they do not freeze up.
The writer prefers to set all the winches ticking over (out of gear). and
open all the drain cocks on winche~. steam and return line~, Thc main
stop valve is then closed and the last of the steam blows Ollt or the drain
cocks, before condensing into \\(\[er.
When hoisting a locld with a ~team winch in simde gear. ii' am
difficulty is experienced. the \\inch ~hol1ld be \\alked ba~k lI~ltil the load
is landed. The winch is then put into double gear and the load re-
hoisted.
Electric winches may have the controls placed on the \vinch. or else\vhere
on a pedestal. or carried by the operator. They do not suffer from
freezing problems. or require the to be manually changed for
hoisting of loads of widely differing however. some do require to
be lubricated regularly. usuallv means of a grease gun. When over-
loaded. an electric willch will n~mmlily automatically cut-ouL On some it
is still possible to walk back the winch. and lower '(I sllspended load by
means of power. on others the load has to be lowered on the brake
before power can be restored, In the event or a power failure (as against
the winch cutting-out) occurring when a load is suspended. an automatic
magnetic brake will hold the load. Where an additional foot-brake is
sllp~plied. lift the automatic brake. while lowering the load by means of
the root-brake. Where remote control with no root-brake is Hlled. a bar
or lever. inserted in the automatic brake on the winch, can be operated
to lower the suspended load. In either casco the \\inch control is to be
placed in neutral. and the power switched oil at the main switch box until
power is restored.
H!draulic winches utilise a pump to supply the necessary pressure in the

!l\draulic system. Like clectric winches. they h(lve no rreezing problems.
~lI1d do not require the gearing to be changed 1'01' varying load,.
1I,l\\e\C'r. the]. do usually require regular lubrication by me,llb or a
"rc;[~,: "un, As the systel11111ay ()perate more than one winch. the barrels
C,( usual" he put intn nr taken out or drive. by mean~ or manually
THE EFFICIE'\T DECK HA,\D
operated clutches similar to the clutches operating the glpsies on the

windlass. and with either hand or foot operated brakes attached.
Self-tensioning winches which may be steam. electric or hydraulic. arc

tilted to many ships. particularly tankers. for mooring purposes. The
mooring rope is secured to the winch barrel and remains there. No
stoppering. warping on a drum end. or making fast to billS is required.
The winch can be operated manually in the normal manner. alternatively.
it can be operated by an automatic self"tensioning device. which will
remain in active operation for as long as the ship remains tied-up. It is
operated by a special pressure-relief valve which automatically operates
the winch until a set tension is achieved. when the valve closes and the
winch stops. If the tension eases. the winch automatically takes in rope
until the tension is restored, If the tension becomes excessive. the winch
will yield before the breaking strain of the rope is reached. to restore the
original set tension. Automaticallv allowing for variations in tide and
dntught. . ~
Rapp Hydema's ne\v generation Anchor winch,
To\\ing winch TWS-nOOo developed for the new class or

super pelagic trawlers.
THE EFFICIET\T DECK HAND
\ceIDENT PREVENTlOl\
'\('ver attempt [0 drivc a winch, unless ~(lll h~IIC hCl'll pro[1crly Illstructed
ill the method of that particular t~ pe or II IIldl,
\ el er insert your when "lining up" holt hnle" I ,..: ,I 'pih'
"ever catch hold of the lloating block 01 a ..:\eept hI the
checks. Keep your out of falls. sheave, and h(\,,",
\iever usc an untested or ulH.icr-strclHHh shadk' "l1l'~1 i'l" \\herc
It \vill be required to takc a strain. ~
\lever use a rO[1e that has becn damaged by kinking. "I ed
,'I" worn. (Damaged parts shuu]d bc cut out and tlI,' r();le '1,lll\.'d I
\cver leave a load suspended from a derrick head ,\i" ,'till':
\evcr walk under suspended or moving loads.
\ever secure a runner or fall to a \\inch barre'! \\ itl! I"l'Pl' \ ,I III P;i'pei"
,']amps MlIST he used.
\ewr 10 ride on the end of a runner or crane Ilirl'
\ever leavc oil or grease lying. around. Wipe it lip bcfon: kal
\cver usc a runner from the derrick head to haul a Ip;ld "Iii I'j"ill
ll'neath a deck. Usc the runner from the heel block. or d hull 1,'Pc 1111('
Im1Llgh a snatch block. .
\('ver up the pawl on any ratchet winch. Hold it up.
\ever attempt to use a winch without someone at the contr(,k
\eler leave a shackle alon without a mousing.
\ever leave thc hooks flying when returning empty hv (k:Tll'~
'I crane.
\('\er usc power to hoist a man aloft in a bosun's chair. D()t h il.!I:ci
\ever leave gcar from a telescopic top-masl up alof't 1111:k 11:" I~U I'
"l()\ln. send all the gear down and slow il away until reqlllr('d
\cler attempt to usc a winch if the guards lwvl' b"l'n reJ1l,\\,', .. \1 Ilrl'
any way unsafe.
\evcr take tools aloft without a lanvard on them. lind II hll"~('1 I.' h,d,1
them. -
if possible. make a derrick lopping Iil't I'ast tt' hilI' \lllh lllrl'e
lurns left handed. before figure of eighting. and LI,I: thl' I"P turn,
,:(l\\ll. Takc off the stopper.
\111<\yS usc shackles in preference to hooks. Ivllel1c'I('r PI",I .:
\lways LIse Iwo stwps when lifting lengthy load, 'lIc'lI II> pipe,. llmhc'r.
,i1il'tin~ b()ards. etc. Chcck the balance or the load herl\L: "11111,, lhe all
to
jcar lift. ~ ~
\lllays. when hoisting or lowering a
260 THE EFFICIEN'l' DECK HAND
"erehant Shipping Notice No. M.1561
DANGERS FROM WINCHES. 'IACHINERY

AND FISHI\fG GEAR
Notice to Owners, Builders, Designers, Skippers and Crew of Fishing
Vessels
This Xli/ice Xu/ice Xo, ,lI,1349

L Tn recent years. 40 per cent or all accidents to fishermen have
involved winches. machinery or fishing gear. As the descriptions at
Annex I show. many of these have resulted in very scri()u~ injuries or
death. Most might bave been prevented by better layout or of the
vessel. insistence on ~arc working practices. rm)per and
increased ~afetv awareness.
, Thi~ Notice reminds those to Wh0111 it is ~\ddressed that each bears
of responsibility for ensuring that similar accidents are pre-
in future by:
• designing. building and maintaining a safe working platform:
• ensuring that cre\v members arc properly trained and fully aware of
the particular IHuards of working with winches. machinery and fishing
gear. especially if they are inexpericnced:
• insisting upon safe working practices at all times.
3. Further information 1'01' desieners and builders is contained in the
notes (\n recommended design con~cepb at Annex II.
4. Owners. skippers and crew members are urged to read and apply the
advice on ,afe working practices contained in the checklist at Annex 11,
5. Further general information is included in the TMO Code of safety
for fishermen and fishing vesseb. the Department of Transport's
"Fishermen and Safety" booklet and recent safety publicity campaign
literature.
THE EFFICIE:\,T DECK HAND ~61
Annex I
RECE~T ACCIDE'JTS O'J CK FISUI'\"G VESSELS FROM

WII\CHES, MACHINERY A:\D FISHI'\"(; GEAR
\ccident to trainee deckhand

( rushing injuries resulted in severe liler dal11d~l' II Ith ~I",)cidtl'd IUllg
.il1d kidney deficiencies tn this young man al'tL:!" he II d' l'~lught III an
nattended capstan,
Beamer-fatal accident to mate

I)uring routine maintenance the port tm" har fell tl' the lk'ek II hel~ til.:
I inch controls were accidentally operated from the rel110te l"'1l1rtli
i,,)sition in the wheelhouse while the starhoard flear II <1' hl'i ,Iwl. Thl'
,:lCident took placc outside of the winch operatol''s liell,
Fatal accident to trainee deckhand

rhis young man tripped and fell onto the starboard l\ilrp II hilI.' h~IUilll~
'lets. The location of the incident was obscured fl'l1m the' 111I1l'11
,)peratoL
Deckhand trapped his hand

\ccident occurrcd in the fish Iwist mechanism while del'khand 11:1' 1
,)ut or the hold on the hois!.
Fatal accident to deckhand

\'ictim was carried twice around the winch drum after hi, I",hl' ll"['llllc'
became caught in the warp, The skipper was unahk to .;el' thl' II II1ll1 11:'
I\as controlling from the whcclhouse,
Fatal accident to deckhand

Victim was trapped bctween the unguarded deck Ilinch <.1m,' I'll ~Icd
Its associatcd drive helt in the engine room while \\orking ~t1l)lle ,.11 I'd
in port.
\ccidental release of trawl wire

Deckhand struck on the head Ivhcn tnml II ire qllil'k rl'lcCl',' ll1\xhal1l~m
railed during routine maintenance,
Beamer-fatal accident to deckhand

Deckhand apparcntly struck hy the whipla~h or the h.pplng lin II ire pr
the port derrick as the vcssel rolled heavily,
Skipper lost his right hand

Skipper's hand \V,h severed llil the winch drum while attcmpting to
discharge his catch singlehanded,
Annex II
RECO\1ME"iDED DESIGl\ CO.\TEPTS
• All controls should be close to hand ""hen cre\\ members are working
at their operational stations and should be titted \\ith appropriate
safety devices including strategically sited remote emergency stop
facilities. These remote racilities should not be able to start or operate
the system-only to stop it in an emergency.
Winch operators should have a clear \ie\\ of the hauling gcar and or
the crew on the working deck from all \\inch control positions.
• If a clear view is not possible a cre\\ member should be positioned to
monitor sectors obscured from the winchman. Altcrnativel\. con-
sideration should be given to installing a TV monitoring system".
• In addition to mechanical locks. machinen should be locked bv
moti\ e power when switched o f f . " -
• Ideally there should be suflicient space around the controls I'or the
operator to work unhindered.
• Decks should be non-slip and kept as clear as possible of
obstructions.
• Working areas should be protected from the sea and prO\ ide adeq ua te
protection for crew members from both falls on the vessel and man
overboard (MOB) risks.
• Routes between accommodation and \\orkin£! decks should be re-
viewed with the aim of identifying and removing potential hazards and
keeping crew away from the warps.
THE EFFICIENT DECK llANO
Annex III
CHECK LIST OF SAFE OPERAT!O'AL PROCF:f)l:RES
Maintenance
DO~- tit !!uards, which must not hc 1'el11l11 ed pther than ror
mailHenance. around all eXll,hed !leanl heck helt, ,l11d
drives on machinery to pI"I.~\ellt erell l11embc'!" I',tlling ill(()
moving parts,
DO maintain machinery and haulII1l:' cqu ill l:'ll(ld
repair. free of snags and in \\l)rking llrd,'!". (;IITI llut
regular visual inspections.
DO ensure that derricks arc straight and "thcr-
wise they arc IIkelv to buckle under II l11k illg
loads.' .
Operation
DO- train erellS in the safe use or
all machll1en ,I!lei luul
equipment and in the LIse of correct hand '
DO keep well clear of all running gear. especialh II hen It I'
under strain. Always wear appropriate glo\t> CI\llhi,,;,
headgear and goggles and keep a knik ",I!ldl '" -.:ul
free.
DO ensure that winch operators have a clear \ iell \11 ,he
hauling gear and of the crew on the '11(lrKIIl-" ,k,~,
Maintain a reliable communication svstl?ll1 hl'tl'1C'c'l~ :h-:
wheelhousc. winch control positions'ancl till' 1'1,'!"IIl-"
deck,
00- let go the wire and immediatcly SlOp the II inch:1 ,'U ell't
a riding turn on a drum end. Do not atll'lll!'t ',' I' thc
wire until the winch has been slopped,
DO secure Irawl door~ and all nther ~car II hcn ,(,.1\\cd tl)
avoid the fishinl! gear runninl! overlward ~ll1d U~lllel \ llLl
or one or your shipmates with~it. ~ ,
DO control the s\vinl! 01" the cod end and Clhlll"c th,lt ,ill hand,
stand clear. ~
DO let the person in charge knOll if \ l)ll II i,1l ttl c'nte:' all
unmanned machincry space,
DO maintain a sh,lrp lookout for lll1l'llming seas, espeeiall~
when men are working in an expo,ed pl1sitil)11 or on an
open deck,
1)0 NOT- wear loose scarves or clothing on the \\(ll'kil1l! deck. Cover
long hair and keep cutTs ul1d glo\e~ \~ell~ clear of the
Whipping drum, Do nol usc a rope or warp as a
"handrail"',
DO NOT operate machinery alone unless the stop button is within

easy reach with either hand.
DO NOT- leave a capstan or winch controls unattended when
hauling or shooting gea r.
DO NOT- attempt to repair or maintilin any machinery if there is a
chance that it can move through strain on the warp or a
suspended load.
DO NOT- stand under suspended loads or in a bight or within the
line of leads of a wire.
DO NOT attempt to place mats over the warps to protect the nets.
DO NOT ride out of the fish hold on the hoist mechanism.
Emergency
DO~ signal at once to the person at the controls to SlOp if you
see another crew member in ditliculty. A false alarm is
better than an accident.
DO~- take great care if the gear becomes fas\, especially if
operating two sets of gear at the same time. Ensure that
means are provided to payout warps from any control
position so that immediate action can be taken and the
risk of capsise minimised.
Safety is YOUR responsibility.

CHAPTER 11
HATCHES, HOLDS AND DEEP TANKS
Hatches
On a conventional ship there will be large openings in the dcck called
hatches. through which cargo is lowered or lifted, as it is loaded into or
discharged from the ship's holds. The holds being the very large com-
parlments within the ship, in which the cargo is stowed (placed). while
being transported from place to place.
Hatches and holds are numbered rrom forward to art. and sinee there
mav sometimes be two hatches to the same hold. halch numbers do not
ahV'ays correspond with hold numbers.
A conventional hatch on the main deck or allY deck above the main
deck. will have a steel coaming (vertical plate) ;tt least .2 reet 6 inches
(76cm) high and possibly on some ships higher. b()unding the hatch on
all four sides. Tween-deck hatches mav be flush with the 'tween-deck, in
order that fork-lift trucks may be 'used for handling eargo in the
·tween-deck. or they will at most have a very low eomnimr. thev \\ill.
however. be provided with portable stanchi'ons and gual~d-chai;ls I'(lr
placing around the hatch in lieu of cOLlmings. whene\'er the hatch is
open. Regulations concerning the fitting of these stanchions and chain~
are contained in The Docks Regulations, 1934. which state:
Diagram Showing the Component

Parts of a Conventional Hatch
Runner from Derrick

(
~ Removing a portable
beam with beam Jcgs
lIatchbuard,
~
paln[ m~rkl~g
I // \
j / \
oj,. .
, Porta ble beam
Part IV Regulation 37.

(a) If any hatch or a hold accessible to any person employed and
exceeding five feet (1.5111) in depth. measured from the le\cl or
the
deck in \vhich the hatch is situated to the bottom of the hold. is not
in usc I'm the passage or goods. coal or (lther material. or ror
trimming. and the coamin!!s are less than two reet six inches (76cl11)
in height. such hatch shall either he fenced to a height or three feet
(O.\) m\ or be securelv covered. ~
Provided that this' requirement shall not apply (i) to vessels not
exceeding 100 tons net registered tonnage \\hich have onlv one
hatchwa~. (ii) to an\: ves;e\ durin!! l11e~1 times. or other· short
interruptinm or work during the peri(~d of employment.
(hI Hatch coverings shall not he used in the construction of deck or
cargo stages. (~r for any other purpose which may e.xpose them to
damage,
(c) l-Iatcl1 coverings shall he replaced on the hatches in the positions
indicated hy the markings made thereon. in persuance or Regu-
lation 14.
IL is particularly important for the safety of mcmhers of the crew
who may work in the holds during the voyage, or at a port of destination
that 'tween-deck hatchwavs should he ICnced, or covered at the outset.
Darkness in 'tween-decks' after the weather deck hatehw;lvs have heen
covered, add~ to the danger of any pitfalls that may exist, a"nd neglect to
ensure the security or 'tween-deck hatchw;\v covers at the lime thev are
,I
replaced. may latl;r lead to fatal accident. . -
If it becomes necessary to open trimming or other hatchways in the
'tween-decks at sea, then the opening should be fenced or cO\ered. and
well lighted.
Portable transverse heams are fitted between the coamin~s. both to
give strength and provide a support for the covering (c.xcept that
portable beams are not alwaystitted when the ship i, pl"Ovided \\ith steel
halch covers of the MacGregor type). These portable heams may be of
a lift-out type, or it may be possible to slide them to either end of the
hatchway. when they are required to be out of the way for the purpose of
working cargo,
Portable hatchboards, which may be made or wood or metal. and
fitted to rest on the portable hean;s. will cover the halch when it is
closed. These hatch boards mav he narrow and easilv handled. with ,I
handhold provided in the top itt each end, or they nlay he large heavy
slah hatchboards, which have to be removed and replaced by means of
legS, and a derrick or crane.
~AlI portable heams and hatch boards are required to he clearly marked
to show, in \vhich hatch thev helolH!, which deck in that hatch. which
,eclion in the hatch. and in the case o~r ponclhlc hatchhoards their correct
pl)sition in that section, It is customary in many ships to mark the
Iwtchboards with dillcrcnlly coloured diagonal painted ,tripes acro"
,',Il'h s('ctinn, so that when being replaced, they are easily placed in their
c.'(llTeCl positions.
\\'hell either portable beams or hatchbnards are being replaced, the~
THE EFFICIENT DECK IIA N [)
MUST be relurned 10 Iheir corrccl rosilions. Ihe hatchboards arc 10 b(?

kcrl \\cll closcd ur logclhcr. clsc Ihc lasl on(? \\ill nol go in place. and
considerable di1t1culty will be exrerienced getting il rrorerly in posilion.
'\10 halchboard is to be allll\\ed to o\erlar eilher a halch coaming. a
raiscd flangc on a bcam. or another hatchboard, When a cenlre halch-
board call1101 be tilted because too much sl"lce hilS been len bel\\e(?n Ihe
nlher hatchboards in the seclion. two halchboards should be "married",
That is 10 say. Ihey arc pul in rlacc. and Ihc adjaccnl cdges are lifted lill
Ihey me(?l. The raised pari 01' Ih(? 1\\0 halchboards is Ihen hil hard a
I'(?\\ limes \\ilh a hean hammer. so forcing each halchboard a lillie
nUlboard. and so giving Ihe married halchb~oards sullicienl space inlo
\\hich 10 drop Ilal. Under no circumslanccs should marricd halchboards
h(? forced do\\n by a person jumping on Ih(?m. mosl especially \\hen Ihere
is an emply hold benealh.
When replacing halchboards, all Ihe oUlboard halchboards on onc
side. slarling eilher from fomard or an. should be posilioned lirs!. Ihen
Ihe next fleet. and so on. This ensures Ihat Ihere is alwa\s a halchboard
ror the men shirring the hatchboards 10 stand on. Ne\'er stand on a
beam. mosl esrecially \\hen Ihere is an emrly hold benealh, Halch-
hoards are much easier shipped \\ilh the aid of hatch-hooks or chain-
hooks than by hand. as is Ihe cuslom in Ihe majorily of coastal vessels.
howe\'er. il does take rractice 10 become aderl al handling halchboards
Il1 Ihis manner.
On Ihe main cleck and or uprer d(?ck. Ihe halch is Ih(?n battened do\\n
hy being covered \\ith three tarraulins, Tarraulins arc normally mal'kcd
by having a number or eyelels runched ill one corner. equal III Ih(?
number of the hatch to which they belong, HowC\er. corners al'c ol'll'll
hidden in a folckd or "made ur" 'tarpaulTn. so thai \\h(?n nwking up ~I
larpaulin il is usual 10 mark il wilh a number of knots, equi\alclll III Ihl'
number of the hatch. in the end of the lashing used 10 kcel' 11ll' Iludl'
lip tarpaulin secure,
When stretching larraulins over a haleh. Ihe seams run th\\ ~In,hll'"
cilld the overlapping edge of each scam faces al't. S(l Ih~11 'l'd' hrl'dklllg
l'\er the hatch are given less chance of splilling Ihl' 'l'~lm' "I'l'n Thl'
,lldesl tarpaulin is strelched lirsl and labled. Ih~lt I' tl' ',1\, th~lt thl'
ll\erlapping edges arc lurned back underI1(?ath the Llq'~ILllln, ", th,11 th,':
do not overhang the edge of the halch cnaming Thl' Ih'\\ l"t t~lrl',l\llln i,
,tretched next and lucked ncatl\ illto thl' ek,II' ~lr"Llnd the Cl'~lmlng,
The corners bcing milrcd in thc o'rpOSIll' \\ d\ Il' \\ h,lt \\ til hl' thl' mlt],]11g
l11' the corners of the top tarpa ulin. ill order th~1 t tile thick nl'''l', nl' C~Ill\ a,
III the corner cleats shall be kept 10 a minimum Thl' tlll' tarl'dulll1 1,1 hell
mitred. by laking the overlap at Ihe ClJrlll'l I\lulld till' cumcr In Ihe
I'ore-end of Ihe coaming. and Ihen lucking Ihe rllre,cnd ,n Ihal Ille
~Ilvelope opening: f'aces~ oUlboard, After ~orlleh, hal e Ihe (1\ erlap
hroughl f'orward along the oUlboard side or Ihe cl)aming. and the
'llllb~ard side tucked o~ver. leaving Ihe emelope opening radng art. On
illllg voyages. il is good practice to stilch up Ihe cmners,
Sleel halch battens are then placed in the cleals. oUlside Ihe tarraulins.
lh~ ballens are Ihen seeured bv having wood \\ed£es hammered well
home in Ihe cleats, The wedges are trTangular in s~hape. and musl be
THE EFFICIENT DECK IIAND
placed in the cleats with the long side of the against the batten.
Thev are hammered home from forward to art along the sides. and from
outboard to inboard along the fore and aft ends~ of the cOamilH!, If
\\edges arc hammered into 71 cleat with the long side of the \\-edge ,w~inst
the cleat. they will split along the short grain~ of the wood ,\fl~l b~come
useless, Nore: 011 sOllie ships rlie elmls ([I'e sO/lIsliiollei/ rhill IIie It'l'dges
IIIlISI he /wmmeret/ hOllle from iI/rem(/le dil'ecli(!lIs, i,e" 0111', Oil£' 1101', 1111£1
rI,e IIc.\'1 Ihe orflCl' liar, 'W'edgcs should iI/II'Ill'S he hurt/clled 1If! hr' /Jcillg
driven 1I'c// hOllie, 11'111'11 ellrel'ill~ df], 11 ('(I{hcr u/fel' 11'('1,
TC the ship i~ loaded. locking 11ars. which should be ser\ed to prevent
damage to the tarpaulins. must now be filled over the tarpaulins. or
lashings may be used, The purpose of the locking bar~. which fit over the
hatehboards midway between every two portable beams. and between
the portable beam and the end hatch coamings. i~ to keep the hatch-
boards firmly in position. and prevent them floating or falling off if.
unfortunately. during weather the tarpaulins should become
damaged. When heavy seas arc sweeping over the hatchways. the eddies
formed are hr0ken lip by the bar~ or lashings. and tug on the tarpaulin,
is reduced. thereby minimising the risk of tarpaulin" being out
of the cleats. They do. of course. a Iso act as an anti-thief device,
To strip a comentional hatch (open it up)

1. Remove the locking hars or lashings,
2,
, Knock out all wedges. collect them in a sack and stow them away.
.1, Remove the hatch ~ballens, Fold and make up each tarpaulin in turn.
Put lashings on them. and knot the end of each lashing to corres-
pond \vith the number or the hatch. and stcm them away. Replace
battens.
4, Remove hatch boards. Centre line fore and art ilrs\. and each fleet
of hatchboards in turn. Stow the hatchboards one on top of another
neatly against the bulwarks or rails.
Remove~ beam bolts from any portablc beam" it is intended 10 rc-
move, Plumb the derrick for each beam in turn, Do not gO on a
beam to adjust the beam Chain on the end of each leg SI~Ollld be
passed through a hole in beam (ncar the coaming). and shackled
back onto the leg, DO NOT USE HOOKS ON PORTABLE
BEAMS, Lift the beam and slew the derrick. The beams should be
landed flat on the deck, on the off shore side of the ~hip. re~ting on
pieces 01' timber, so thaI when the chain is unshackled, it may be
drcl\\n easily from underneath the be,lm, Replace bcam bolt in the
socket.
When slab hatches or plug ha tches are fitted. they \\ ill have to be lifted
lrom their positions with the aid of a derrick and legs. (Plug hatches
may be fitled to an old ship with holds.)
Ikams should never be left upright on the deck. Sometimes. h(mever.
Ill..: tkd spacc is limited, and the heams 11(l\e to be left upright. In such
, __ he" ,d\\ wcdge thc two el1lb of each beam. so lhat it cannot rock.
II-II arc n~ot to be used for this purpose,
\\];en rolling heams are filled. every care must he taken not to tilt or
THF EFFICIENT DECK HAN D
angle them as thcv are beine. rolled eithcr rorward or art. A rolling bc';l111
th(~t has jammccf or fallen-naL presents quite it prohlem. AI\\~~y" 1',)11
them hy hand. never use a hull rope on a winch to pull them.
When some portahlc beams are len in place while cargo is being
worked. they mllst be boltcd or lodcd in position. to ensure that the
cargo rUllner or hook cannot unship them. when Cilrgo is pulled Ollt rrom
underneath.
Hatch tents are sometimes used in port to keep rain out of the Iwlu.
when cargo is not being \\orked. Hook the tent onto the cargo runner.
and \\'hil~ holding the lent side I'lshings. hoist the tent over the hatch.
Make fast the tcnt sidc lashings to ringbolls. and hoist the ten I until it is
suflicientlv taul. to ensure that the rain \\ill rLln olf.
Many conventional ships are Jilted \\ith deep lanks in one or two of
thc Iwlds. for the purpose of enabling Ihe ship to carr) a qu,lI1lity of
edible oil. The tanks can. of course. also be used for ballast when Ihe ship
is light. In order Ihal this valuable space is not wasted when il is not
required for edible oil. the tanks are normally fillcd \\ilh large steel lids
that can be removcd. in order to allow dry GlrgO to be stowed in the tank
space. These deep tank lids. which are bZ)th \\~alertighl and oil tight. arc
secured in place \\ith hinged wing nuts (bUlleI'll;, nuts;' and are seated on
Ihe lank coaming on rope or rubber sealing. laid in a channel on the
underside of the lid. On some modern ships. Ihe lids are hinged and arc
secured with fixed bolts. The se,lling is flax yarn. which is laid on thl'
cOHming top.
To open a deep tank lid:-

I. Unscrew and turn down all the willg nuts.
1 Plumb the derrick. and shackle ihe beam legs to the
c h
provided on the tank top lid. Hook on the runner and plael' t;il1ic
wood ballens on the deck. where the tank lid can Ix Lll1l1cd ,1,)
Ihem.
J. With all h,mds clear or the lid. lin and slc\\ the dC1Tll~ [" Lind Ihl'
lid 1m the wO(ld ballens. taking care not 10 damage the 11:ll'~!l1g
To replace the lid. reverse the procedure. el1'>lIrll1g thell Ih,' Illi h
correctlv landed. and that the tank coaming h 111 c,lnUll 1\ iih the
p'lcking~ all Ihe way round. and will maKl' 71 \1 ! 1\\llil I brck'n Jj1
the wing nuts diagonally l)pposite eaeh (ltiler ;lllhe \\
Before closing a deep tank aftcr uSing It 1(11 dn ,',1
and rubbish mllst be removed. and till' ~lllppel L,lICI"' ppen. In
l'ase it should next be required to take either hljllid c',l:'g" ur ,ell \lllter
ballast.
When 'tween-decks are titled in a ship. the 't\\CelHkl'~ hall'he, <Ire
Ilot required to be covered with tarpauiJlb. but the bCdm~ and
halehbnards should be shipped. Some ships \\ill hllVe in addilinl1. rour
small halches (one in each corner) km)\\n a~ trimming hateIK~. and
\\hich arc i'or use bv the dock labour. \,hen trimming a I,)o~e cargo such
bulk grain. Whe~l not in actual use. trimming hilt'Ch covers shZntld be
"cpt shipped. and when in use should ha ve s[aJ;chions and guard chains
erected arollnd them. Trimming hatches which arc in [he ·tweell-decks.
IJ
J
Rolling Tank top lid

beam L
Cleat for wood wedge Bolt
o
'~\
and batten holding 0
tarpaul ins
Lanyard Seating (prepared rope)
-, ROller trackway
." -l
:r::
"
t- Deep tank hatch ITI
Trackway support
"" Hatch coaming ITI
~\.~\ 'TI
o 'TI
a o 0
r;
o :n
Beam Z
-l
o
ITI
Method of Securing a Deep Tank Cargo Hatch Lid !)
Beam ;r::
:r:
»
SPIKE HOLE'::, fOfl TI(.HTf"INC.
z
Diagram of a Section of a Rolling Hatch Beam o
H"T(H
MOULDING
BAR
'Hatch locking Bar' HATCH SIO[

OE(I\ PLAT[
THE EFFICIENT DECK HAND '71
should not be confused with the small bnob, hatches to be found on

the weather deck of some ships. Booby hatches prO\'ide access to th(
holds bv means of a ladder. and afe titled with hil1l!ed. steel \\akrtil!i1t
lids. wh"lch afC screwed down with nuts. ~ ~
Open tank lids and manholes. when not heing worked. must al\\dys
have the opening I'enced or covered. when there is no raised halch
coam1l1g.
MacGregor Steel Hatch Co\ers

Many ships are now tilted with these Cll\erS 011 the \\eather deck. and
sometimes in the 'tween-deck also. especially if a flat sLlrf~lce i~ required.
so that rork-lin truck, mav be used in the 't\\een-decks, or a nat surl~lce
is required ror roll-on rofl-off cargo. \1odern c()\ers call and do \ar~
considerably from ship to ship. On some of the older ships. it is necessary
to lift the covers manually by means of i\ stecllever placed in an eccentric
wheel. (A wheel \\hose axle is not centrally placed.) The covers running
on the eccentric wheels. have then to he towed otf the hatch to their
stowage position. by means of a bull rope attached to a winch harrel. On
more modern ships" the covers lllay still have \() he lifted manually. with
the aid orjacks. but can Ihen he stowed or positioned automatically. with
either an electric motor coupled to chains. or hydraulically. The covers
may be stowed by being pulled either forward or aft to the stowage
position. where each section is tipped and stowed \crtically. When in one
piece they Illay he pulled sideways. to port or starboard. where they can
remain hoth clear of the hatch and flat. Some are hinged. and lifted from
Ol1e end to a vertical position. In ·tween-lh?cks. slidillg covers may stack
themsehes one under the other. or be rolled up like a bale of cloth on a
bar.
WatertighL oil tight. and in the case of refrigerated ships. air tight
seals are made hetween the covers and the coaminl!s, bv means of ruhber
packing strips. Where the hatch cover is in secllons.< sted wedges arc
driven home over the joints, to keep the covers well dO\\ n. and ensure a
good watertight joint is made het\\een the covers, The cmers themsehes
are thell held tirmly in place on the cnaming with steel side wedges.
Routine of opening and closing MacGregor rolling hatch corers

I. Knock out all wedges and side wedges.
The check wire stH~uld be anZl secured to adjacent bills.
The haulage wire (bull rope) should then be and an~ other
work requiring a man to climh upon the covers completed.
When all men arc clear or the covers, each slwuld he raised rrom
its coaming seating. (Where two sections overlap. always lin the top
cover tirst and. if two jacks or levers are in usc. do not lift both port
and starboard sides of the same section together.) When replacinl!
securing pins in the bushes of the eccenlric ~wheels, be sure that the
pin is so placed that it cannot rail oul. when the section tips and
slows.
Two men. one port and I he other starboard. should then free the
locking pins. after first ascertaining that the check wire is secured.
and all men arc clear. including the sto\\age position at the far end
of the hatch.
6. The haulage wire should then open the hatch slmvl). the check wire
being let out at the same time. care being taken that the laller doe~
not become ta ut.
7. When all covers arc in the stowed position. the preventer chains
should be secured. and the haulage wire should NOT be released
until such chains are in position. -
X. A suitable notice should be al1ixed in a prominent position at each
hatchway. The following wording is recommended by the makcrs:-
"DO NOT REMOVE HATCH LOCKING PINS LNTIL CHECK
WIRE IS FAST. AND ALL PERSONS CLEAR OF THE
COVERS".
In dosing the hatch. the above procedure should be reversed. It is \itall)
important that the bull rope be secured to the covers BEFORE the ~alcty
chains are let go. Check that all the securing pins are in place for. if a
securing pin has fallen ouL the eccentric wheel \\ill t urn as the C~1\ er is
being pulled into place. Dragging the cover "ilh an eccentric wheel not
bearing the weight will in turn ruin the seating. \\hieh means a lot of
hard work replacing the seating.
Always. ",hether the hatches are being opened or closed. make sure
that the runways for the eccentric wheels are clear. Where the hatches
arc opened by '(I pull chain coupled to a motor do not lean over the
hatch as the covers are being pulled on or l)1l'. The chains have a nasty
habit of jumping unexpectedly. and this C,lI1 cause a nasty injury to
anyone standing too near the coaming.
\Vhen the ruhber seating has to he renc\\ed. remove the old seating
by melting the glue. To do~ this. warm the LOp or the cover \\ith a blO\~
lamp. Cut the new packing slightly longer than is required. \\ith vertical
joints. Use plenty of solution on both the rubber and the seating bed.
take care not to the solution wet and wait until it has dried. Press the
scating into its seal. being careful not to stretch the rubber. To help
prolong the life of the rubbcr seating. keep it out or strong direct
sunlight. and do not let it becomc contaminated with oil. grease or
paint.
Above all. remember that. when these hatch covers are lifted. it is
quite possible for them to roll on their own. most especially when they
are aided by the trim of the ship, Act accordingly. treat them with
respcct. keep cheek \\ire~ and safety chains in position. and KEEP
CLEAR
Holds
Never gO down a hold unless there is someone either "ith \OU or
~tanding-by. Make sure that there is plenty ol'light. so that you c,in both
~ee and be seen. Send down brushes. shovcls. etc .. 011 a line. small rools
can be sent down in a bllckct or eanvas bag. NEVER thro\\ anvthing
dmm the hold. Check the ladder. berore goTng dowll. If there is' wooZI
dunnage below. take a hammer down. <ll1d lise it to knock down am
Il<lib }OU see sticking up. Wear shoes \\ith protected soles and :1
MacGregor Patent Steel Hatch Covers
Lifting block Hydraulic Wheel Jack
Load 2 tons
Effort- 80 Ib (36.3 kg)
Max lift- 2" km)
No. of strokes max. lift- 2Yz -1
::r:
m
m
Pressure release valve m
Jack ./ ""H
-'
n
m
Stowage end Z
-1
Elevation of Covers showing position of
Lifting- Blocks om
n
r:
::r:
>-
z
Prepare jack for use, by cracking open the air To open covers. Using jack, lift at block 1, and o
release valvc. I'lace jack under lifting-block. Shut lower wheel 1. Lift at block 2. lower wheel 2. Lift at
the pressure release valvc and opera te lever until block 3, lower wheel 3 etc. Ship pins toward stowage end.
wheels can be turned. Lower eccentric wheels and To close covers. Using jack, lift at block 5, raise wheels 5,
lock in position. The Jack can now be withdrawn Lift at block 4, raise wheels 4 etc.
and used on the next cover where two jacks are Note: When jaekis not in usc, both air release and pressure
in use, lifting of port and Starboard sides of a release valves should be shut.
cover simultaneously, should be avoided.
.)
'. J
'""..)
ltKKfNG PIt' TO Ric SIIIl'f'fO '\.'1) I'm {HHK hllU SI:{U~rn f\UOfH
(OMMENClW, TO JI,.\ISf: COHRS,
[OJ.
--
"I Pill Je\'~r "1'hdr,,'.<tI
11( wlH'ch
fllJ i J.:!I7;'ir:
'~,
-, ,
II TIIFSF INSTR(iCT!Oi\S A:"olD PRfFAt'TJONS AR~ (ARrrflLLY rOLLOW].;). TfH

RlSK 01 JH'fmI-"lTW1LL HI' AVDiND
~ACCRI'GOR PA II' '>\'Y $Tfl-"L 11-4. r( 11 COVl RS
(i'"STRCCTIONS FOR OPERATION OF H'Ct<'HRIC WHEElS,

"
l~"e:
,n, ,'Ih.;:
j]- THESl: lNSTRt:c-nONS ANO PR1".CALT10:\S ARI' C\RLI eLlY T-OI LO\\'1'[>, THI
RJSK OF AC(,IDfNT WilL Bf AVOIUED
\{AC(,RF<;t)R PATt-N} STEEL BArn! COV[RS

INSTRlICTIONS FOR OPERA nON OF E("CENTRlC WHEEl.S.
Macgregor hatche~ stowed in the open hatch position.

THE EFFICIENT DECK HAND ')77
TIl E EFFICIENT DECK llANO
'"c
.
~
...
'0
c
.
E
CD
c:
I!
to
Wire operated "SINGLE PULL" covers

Operation is very simple and is carried out by means of a
hauling wire attached to the end panel. During opening,
the cover sections are pushed by the end panel. When
closing, the sections are pulled by inter-connecting chains
or rods. The hauling wire can be led to a winch on deck
or winch platform or to a cargo hook.
Chain operated "SINGLE PULL" covers

(Long chain model)
Endless chains run the full length of the hatch alongside
the longitudinal coamings. The chains which are connected
to the leading panel are driven by electric or hydraulic
motors, normally situated at mid-length of the transverse
coamlng. The chains are either led to chain wheels
mounted on shaft extensions from the motor or to wheels
directly coupled to the motor Itself. Opening and closing
operations are centrally controlled by lever or push-
button. Cover sections are Inter-connected by chains or
rods.
THE EFFfCIENT DECK HA\,D
Hilnd driven wedges

ia' intflfwpanel cross jointsl
loml wedq'i);; an~ hllf'd on the top
plalE of the COlier seelicn Ihe compression
(')11:1 When the COile's a~e lhe wedges are
dn~en 10 en<:ldgv on the lop plale 01 the adjacent
rHlnel which lones jts n,bber gasket llgalnsl Ihe bar
Automatic transverse cleating

{at inter.plf"et cr()85 jointsJ
T'11S cumpnses two lars Ion ba's lilled one Irans·
~
c
verse end cach coyer section. Evenly spaced
deating mounted on !lie bars engage on
, pressure welded to 1'1'" adlacen] CQ'o"er S'l'chon
whier, then comprC&S the transvCfse tubber gasket
leller arms are filled al the end 01 t>ach bar on the
"~
~~----±
!
Hand operated quick acting cleats

(at longitudinal and tranSYlI!'ne coamings)
Inc;o~poratvd in heaj 01 Ihe cleat IS an e<:centnr
whjc;h by ils 31)' rotationa) movemenl and selHoc;kjng
<;haracleflsllc produces the, necessary tension lor
s(>curing Ihe covers. When the coven. are open
the deal is stowed tlush with Ihe roam.ng ra>! lhus
enabling Ihe I~ee passage of Ihe t;OVer wheels
Locking
equipment
Walerti9h1ne"s ensured
Jrrespec\i:v~ of 'i',l lype 01
Automatic hydraulic toddng
(at IOMgltudinal and Itan.v~. . coaminge)
loc1l:ing de"lce L( specIal
rubber ga$~.,j, lined all Sliding bars ihiJ full length and breadth 01
rOUnd 1he pan",,,". LQdo;ing the hatch are below the fail
deyices. secure the covers 10 LOd(ing hOOlCs on lhe bars engage on
the closed positIon. led on the eovers Each sliding ba. IS by
a dOUble acting hydraulic cyiinder. The action
Ihe bars Woduced by the cylinder aulomalically
SWIfIQ$. lhf!. loclt;il1g hooks for securil1g the covers
III the closed posllion When the coven. fir", open
the locklnq mechanisms arc housed flush wilh the
coamlng fail, Lodo;mg and un!odtlng ope.ations are
centrally cOfll.o!!ed at eaoo haloo
THE EFFICl ENT DECK HAN D
Hand operation
arid lowering 01 small
PULL cover st'!clions.
when usmg eccentric wheels, can
be done by means 01 portable
hand-operated hydraulic jacks or
hand levers.
Hydraulic Pot-lift
Remole controlled
are inslalled under
c03ming below each concentric
wheel 01 Ihe "SINGLE PULL"
cover sections These actuate
hinged plalforms which raise and
10 wer Ihe covers.
t ~ Raising
and lowering
equipment
Hydraulically operated
sliding bars
of
bars runninjJ the full lenglh
halch an" Installed under-
I"lealh Ihe longitudinal coaming rails.
In way of Ihe cOlier concentric
wheels. lifting pieces slide in small
5'01s cut in the coaming rail. The
movem€nl of the slidl:tg bar by
Mydraulic
wedges
causes the lillmg
engage each wheel.
/ Alter unlock,ng the covers
~nd
ba·
before
'1":0 Ihe
al the same
the
lhe 'Jbber
I()du~g
opemng
cove' sections a'e raIsed
the
oOSlt,on whkh
disengages
from Ine COaJ'ning
aVQ,d'f'g daff'age to
Alter cloSH'!g. the covers are

~her'l lowered r('ady for
thereby simuHan'E'ously raising the

cove( sectiOns.
MacGREGOR/ERMANS sliding covers for tweendecks \.,;
ex
I.,;
I/;e A,hCR[CO[< E1UL1N~

,;mlllbit
R·~ ·80
-i
::r:
'"T1
r:1
-r:
Section through MacGREGOR/ERMANS
-r:
Sliding ClOvers when stowed rJ
1:;;" :-r:
MacGREGOR ERMANS sliding covers in the tweendeck of a cargo liner
Z
-i
o'"T1
'"'
r:
::r:
>-
Z
V
I'md C'"liICcllllg Slidini( rack

rod
THE EFFICIENT DECK I lAND
Opening and closing of hatch covers
Inter-panel Joint
j~~/~I",---------=--1
I .~ .;~
1) In closed position d-------- e
a lop of cover
b coamlng
C drum
d secllon girder
e neoprene jolnl
Intermediate hinge
During opening
Inte'''panel Joint
In coiled posilion
n---l ------------",;r~
In open position
-]
The MacGREGOR/ERMANS cover The articulated cover sections have
larms a rigid flal topped assembly and compensating lengths 10 lake Into
IS simple to install. All panels account the coiling achon on the
are permanenlly connected by hinges powered drum situated at the hatch
thus avoiding problems of transverse end. When closing the hatch. the
I nter-seclion watertightness and drum rotation is reversed and the
connection. Watertightness between panels are pushed along the coaming.
sections is ensured by bolted
neoprene bands which are
Impervious to climatic conditions.
2S4 THE EFFICIENT DECK HAND
M.V.MORANT NO.2 HATCH

%owing No,2 Hatch elevator lid open and winch control platfoITII
~
\i.V.MORANT No.2 HATCH tOADING BANANAS.

~!h·\\ ,'!cvator in position and hatch cover hinges notice the elevators
I. ,'lll'lnsed tor cold weather working,
M.V.MORANT - NO.2 HATCH
'>howing No.2 Hatch elevator lid open and wineh control platfoTl1\
~
\tV.MORANT - No.2 HATCH LOADING BANANAS.

~Jc\"3t()r in position and hatch c'over hinge, notice the elevators
l'lh'losed for cold weather working.
THE EFFICIE::'\T DECK HAND 2115
fr1========iL....
:?!
w
I-
CJ)
>-
CJ)
C>
z
~
<.)
o
--I
--I
W
W
I
S
Cl
Z
<.{
I
I
l-
S
I
<.)
~
I
THE EFFICIE!\.T DECK 11/\\:0
prolec\Jve helmet. If \\ood dunnage IS tll he :-to\led in the hold. slad il

llmartships against the dner bulkhcad. \\ itll fore and ~Irt hearers
underneath. and take some lashirH.!s round the lot. so that il II ill not be
Ihmwn ahoul as the ship rolls. Sen~d Lip timber on the ,Iant I\ith a timber
hitch and hall' hitch. Make mal> up intu bundles. rl)ld and roll burlap
neally. Send all rubhish up in a buckcl. or a call1as bag.
Ensure that Ihe bilges arc clean. and the slrum hoxe, on the ,uCliull
pipes hale not become hlocked Ilith rubbish and sill. berore closing the
limber hoards.
When preparing the hold for cargo. dunnage should he laid 011."1' lhe
tank top atlmanships. so that an:- \\ater hnding its \\a:- into the hold
has a free run to the hilges. If required. Illah arc to be placed on:r illl
bare iron.
If'the ship is tol(Jad grain 111 bulk. it may be neces,ary [0 erecl shirting
boards and !Ceders. Depending upon Ihe ship', ~l'lbi!it:-. Ihese 111~ly be
required tll ensure lhat the grain docs not shirt. Shil'ting hoard,. \\ hen
erecled. are roughly required to extend about a third or the depth or the
compartment I'rom the top. and are erecled on the centre r\lre and art
line. They must be stayed from [ile ,hip's side \\ith stoul wire stays, or
streIH!thened \1 ith Slout \\ood shores in the same \\a\. II' [he shil'linl!
hoards are 10 be rigged by the crew. as is sometimes required. any ma~
\\orkin!! Oil the boards. as lhe\ are bein!! erected. has to \\C<tr a sakt\
belt. A'l'eeder is a deep box I he' sile or t ht Iwtchwa y placed in [he top. I~)
hold extr<l grain that will ICed the hold as the grain settles.
A Hold fitted out with Shifting Boards

and Feeder
THE EFFICIENT DECK HAND 2X7
CONTAINER LASHINGS
TOP CO"MCTOR
DOUBLE CHAIN WITH

CFNTRF NJJUSTMENT
SCR£w WITH HAI\.D WHEEL
SCREW wITH RATCHET
WITH WIRE SCREW FinED WITH CORNER BOLTS

BOBSI", CHAiN AND ADJUSTING CLUTCH
THE EFFICIENT DECK HAt-.:D
When carrying some types or cargo such as timher. coke or gra~~. it

i~ lNwl to carrv a deck C'\n!O. in addition to the cargo loaded in the
hL)lds. Before (lI1V deck cargo~is loaded. it is essential th7lt the hCltches be
properly ballene(! down. il;cluding the litting of all locking hars. When
the cargo has been loaded. it will be l1ecessan [(1 have a safe cal-\\Ctlk
over the deck carl.!:o. this cat-\\alk. \\chich i~'usllall\" constructed with
duck-hoards. is required to have prnper stanchions lind lifelines erected
along its entire length. The derricks may ha\e to be stowed uprighl. if
so. particular attention must he paid to en~llre that the lashing~ arc
adequate. All lashings on deck cargo arc to be tightened daily.
Containers and verv hean items of carl!o arc also carried as deck
cargo. It is <ll.!:ain essen"tialth,it alllashing~ arc tested and tightened daih.
Th~ slightest amoLint of play \\ill ,dlo~ a heavy object to \\ork. thIS
may eventually lead to the ohject hreaking adrift. and su pulling the ,hip
in dire peril.
On small ships having: rod and chain steering gear. space mllst be kept
clear for the oiling, mainten;lllce and repair l)f the gear. and the cargo
so chocked that this space cannot become lilled. On all ships carrying
deck cmgl\ sounding pipes and hydrants arc to be kept clear.
Ventilation. The holds may he titted with either a forced or automatic-

ally controlled ventilation system. but in the l1lajl)rit~ or comentional
ships. natural ventilation is considered sufl1eienl.
When a hold is ventilated bv means of CO\\ I \entilators. the lee
venlilator~ should be trimmed tl) catch the wind. while the \\eather
ventilators arc turned back to wind. in order that they will act as
extractors. This provides a good surface ventilation. Co\\1 ventilators
will be provided with canvas em ers. \\ hich can be shipped \\ hen. ror
some reason. it is dcsirahle to restrict the \entilatioll. Those fitted on the
main deck will. in addition. be pl'l)\ided \,ith either \\ood or metal plugs,
amI canvas covers for the ventilator coamings. so that \\hen hean
weather is expected. the ventilators may he uI1s1~ipped, and the coamini~
plugged and made watertight. The hest method or unshipping a
\'entilator is to get three ~;ul1iciently stout and long poles rigged as sheer
legs (the hottoms spread and the tops lashed together!. and lift the
ventilator with a douhle luff tackle. TllC ~at11e mcthod ean be used when
gre,lsing the ventilator coaming;;, When cowl \entilators arc tilted as
~'(lillmn~venti"ltors on the top of SHImon posts. it is usual 1'01' them to be
titled with rods and gears. so that they can be turned from the deck,
However. it is rar more likel\' that the column ventilators will be or the
mushroom type. and lIsed 1'01: extraction purposes onl}.
When a hold is \'entilatcd by means of general purpose \'entilators,
the\ \\ill Iwt require to he trimmed. as thesc \cntilators are constructed
[,1 hoth \eIltilate and extract at the same time. regardless or the wind
~hc'ctlOn, They may, ho\\ever. need to be lInshipp~d in hea\ weather.
"Ihl h,!\e tile cnamings plugged.
1,'rpedo \entilators arc often pllll'cd on accommodation bulkheads.
:~cll,r(l\ Ide c\tractinn ['or the accommodation. alternatively. mushroom
,''1:tI,[(,lr-, ill:l\ he ti\ed in the deck-head I'or the same purpose.
(J<llhl'l:c'd h'ntilators norlllall~ placed on the inhoard ~ide of thc
bulwarks, rnJ\'ide a means 01' \clltilating the double boltom wilen it is

being either emrlied or lilled, The,e \entihll<1rs ,Ire prO\ided \\ith either
plugs or caps. which must be lilted \\helle\er the \csscl is at sea. 10
prcYl'nl any accidental ingress ur
\I<ltcr 11110 the double hOllom, Some-
times an addiliOIwl plug is lillcd in [hc Illp 1'01' the usc of thc s(1l111ding
rod.
COWL
/]
SWAN NECK
f.~\
10........l
II I
I
I
Handle I I
I
In Ihe tropics, windsails arc sometimes cre(tc'd ,':\'\ lei: c\li'~1

venlilalion to the cnf!ine 1'1)1)111, stnkehold or the h(lld, \ 'LlILlh],' hl'lck
is sci/cd 10 a sl<\y or ]u11lper stay, and the \\indsail h,)\ " lit' 1'1' .1 h~ti\ ~Jrll
Care Illust be taken to ensure that the G\Il\a\ trLll:~I' ek~lr ,11'
obstructions. and able to supply ,\ rull \OIUllll' U[' ~JI1, .11"" . 11.11 II 1\ Ihll
ehallng anywhere,
ACCIDE'JT PREVE"iTTO,\;
Herore going under Ihe Co'eastle head or int(l Ih,' ]",\1" '1'.I.e. ,':bllr,' lilal
the place IS well lit.
When there is ,I hatch leading In a st(1n:]"(hll11 ,'I 1,1/,":1,' 1';"I1,'~llh the
Co'castle head or poop. or olher dimh Iii 'U,' :" 'cpbcl' tlk'
hatchhoard~ before leavmg,
Remcmber to switch oil' Ihe ~lllreroom he'I,11\.: 111"
\;fake it a Iwhit NEVER to walk 011..'1' a h'lle'h. C\c'epl \\hcl1 thi~ i~
rcquired Cor the purpose of olll $llir \\(\rk
~t'\cr close a hatch. using only olher IUll'hhllard to SUpPtlrl Ihc
tarpaulin. anyol1e crossing the hatch liahle Itl r,i1llhr(lU"h
When lowering a liuht down a hold or ~tnrenlOI11 01 peak. lo\\er it on a
line. Do not rely onLthe e1eclric cable
'\1..'\ er walk under working cargo.
When tallying cargo, or watching cargo a, It is bl'ing \\llrked. keep in a
,afe place. Do not stand lInder the hatchwa~. $1' sit or stalld either 011
top of. or 'i1nngside. stacked cargo.
292 THE EFFICIENT DECK HA,\!D
As a member of thc erew. \our job is to assist in the safe dcliwr\ of

the cargo. DO NOT BROAC'H CARGO. .
Do not th1'o\',' lighted matches or cigarette ends. or anvthing else. down
a ventilator or open hatchway.' . ,
Whcn working in a hold with the \\eathcr deck co\e1'~ in place. Lise plenty
of portable lights. so that you can see \\hcre yOU arc. and what you arc
doing.
Never Ica\l~ a Iightcd cluster in the hold. or face down on the deck. even
when the clustel:-is switched out. (Someone may switch il on.)
In port. when battening down hatches. Icmp(lrarily. nc\cr rcplacc the
hatchboards. without the qucen bcams bcing in position.
Whcn folding or strctching tarpaulins mcr a halch. always look wherc
you are going. and pull the tarpaulin behind y(lU.
Department of Transport Merchant Shipping Notice No. \1.1231
SAFE CARGO-HA!'JDLJ:\G OPERATIONS O!'J OFFSHORE

SlPPLY VESSELS
!'Jotiee to Shipowners, Shipping Agents, Masters and Seamen
The Department of Transport i~ conccrn..:d ahout the numher of accidents

which have o..:curr..:d on supply \'e~sels. and haw on occasion re:,ulted in
fatalities. Regulation 4 of the Merchant Shipping (General Duties)
Regulations places the duty on the employer 10 ensure. so far as is
rea~orl<lhly practicahle. the health and safety of employees and otlwr
persons on hoard ship. The Department of Transport has revic\\ed the
,ituation. and draws the attention or all cOfKerned to a Ilumher 0"
aspects atTecting the safe loading and hack-loading operations. of sllppl~
vessels serving offshore installations:--
I. f'rep/wlI1illg IIf Cargo SrOllilge

All cargoes carried to and from an installation. should he accompanied
h\ a manifest, or bill of lading. identil\.ing the l!oods in tran,il. :lI1d
giving details regarding the size.~weight. c~)ntcnts al;d destinationhl.
The \)rder of loading. discharging and stowage arrangemi.?nh. ,h,luld
be agreed with the Charterer's onshore representative and pr Oll,lll)r,'
Installation Manager (O.I.M.). as appropriate. hefore cnmmenci llper-
alions: this heing particularly important if more than nne ,hure
installation is involved. The fvlaster should make the final deCISI(lfl'. after
liaising with the representati,e or O.I.M. concerned.
For outward can!O, the manifest ~hOllld be sent tll thl' In'tlillall,)n,
concerned. II;, soon ~as possible after the vessel is loaded The rek\ ,I n I
inr,mmltiol1 should he copied to the person in charge \11' Ihe' 1()c·.ll:l1~ ,lI1d
unloadini! on the installation.
For in~'ard cargo and empty containers skil" hllCk-I'\dlkcl Irlll11 an
oft\;hore installation. the manifest should be U)1111l11111iCIIIl.',1 Il) Ih,' 'lIppl~
vessel as soon as possible. and preferably hef,11\: the I l'",'I', arl'!1 Cli lit
the installalionl.'oncerned. The Master hilS the ClutlWl'll\ Il) r,'lu,e cargl'
if insufficient information. or insuflicient notice.: i' g]\ en
! J)UIlf!;i'/'Ii/l,\ (/oodl
The carriage of dangerous goods (in hulk. p\):'uhk llln~, and all \)thcr
types of packages!, is governed h:, the \krclwl1t n~ (Dangeroll,
Goods) Rel!ulations 19XI ISI174h and ~ill ~Irl.' reminded 01'
their ohlig,liion to properly declare. mar~ and slll\\ dan\!erous
carg(lCS. and to provide manifests in 1\ itll the Reglllati(~ns.
Whenever dangerous good:; arc heing handkd. c()pies or the "BllIi.?
Book" and I.M.D.G. Code should he rcadil, a\ailahle. Alhice on emer-
gency procl.'dures is contained in tl1<.: Ifv1.o. hooklet. "Emergency
Procedures for Ships Carrying Dangerous Goocb"·. and medical advice is
c()ntaincd in the chemicals supplement to the Ship Captain\ Medical
Guide.
Portahle tanh should 110t be filled or emptied while thi.? tanb remain
,)n board the ship. In addition. where dangeroll~ goods are to he carried
in bulk. the loading and unloading should not be undertaken at the same
lime as other carg~) is being handled, and in a11\ event. undertaken on I,
," approved, anlin accordance \\ith written gliidclll1es agreed \\ith the
Depa rt l11ent.
i Car If0
""II goods including containers. skip~, pipe", etc .. should be so
marked. as to be readih identifiahle rrol11 the manik"t at all times: the
resronsibility for so m-arking resh with the shore agent for outward
,hipmenL and the OITslwre Installation :Vlanager ror imHml ,hipmenL It
1S recommended that markmgs be clearly \isible l'rl)!l1 the top and the
mil'S. The Master mav rcfu"e to load unmarked canw, if he has rea;.on
to believe that "dangerous goods" are involved (sec '~ab(l\e).
-I. LOi/dillg lind ['I/Io(/dillg 0f1(,/'(/fio/l.l

The Master or a supply vessel has (lverall authority to decide whether
or not a rarticular task invol\'ing the safet: or hi, \·essel. and persons on
hOilrd. should take place, Thi~ authority needs to be especiall: recog-
nised by all concerned in the transfer of equipment. rue\. rro\'isions, and
other items between suprly \essels and otfshore instalhltions. These
operations can be ex.tremely hazardous, and it i, incumbent UpllIi the
Master or a surrly vessel to exercise caution. in deciding the maximum
,ea stilte in which such operations can be carried nuL and gin:: due con-
,ideration to the station keeping capability of the \essel at the time.
Sections I and -I of Cha rter 3] or t he "Code or Sa Ie Work ing Prad ices
fl)r Merchant Seamen", cover both general and particular aspects of
unloading and back-loading orerations, at an offshore installation. The
Dcpartment of Transport would empha'iise the necessity or carrying put
sueh operations in a sare and seamanlike manner. gi\ing particular
allcntinn to the follO\\ing:
(,I)a good look-out should be kept for imminent on-coming quartering,
or following seas which ma~ be shipped mer the ,tern:
Ih) crew on deck should wear suitahle highl~ \isiblc protective clothing
and e4uipmenL in accordance \\lth 101-(5 SI No. 1()64 and its associ-
ated "1\1" Notice:
I c') "sa rc she Iter" posi ti(ln, ~holiid he kert c lea r r(lr crew \\ l'rking on
I he open deck:
Idl each riecc or cargo should be released indi\idllall~, as load, arc
di,char!!ed:
! ,'( each pi'Cce of cargo should be secured on arri\ al 011 deck when
backloading, giving emphasis to the dangers or "piggyback" st()\\'age
\11' ,kip" and the need to secure slIlallloosl' ite111s or cargo \\ith neh.
P~lrh llf non-containerised equipment should he adequately secured
dl illltimes:
! (llr-I()~lding from. and hack-loading into, "slots" should be a\oided
i'l .\11\ c'llI;dition other than calm SC:h:
,,;,'c~ -(,ilicer in should he able to ,ee all cargo-handling
,'Pl'r,llillih. and all cre\\ \\orking on the open deck: ,~l1d ahle t~
THE EFFICIENT DECK H,\ND
communicate directly with the ship\ bridge, the crane operator ,Inti
the person in charge or operations. as necessary. Persons in
should be readilv identifiable:
(h) \\alk\Vay~ and aceess routes should be kept cleaL and these, together
with working areas, should have adequate non-slip surfaees:
(i) Offshore Installations Manager should be immediately appraised
or:
(il onset of adverse weather alfeeting loading or back-Il)ading
opera t ions:
(ii) accidental discharge or oiL chemicals, Ibids. etc .. 1'1'0111 the
installation affecting loading ,w back-loading operations:
(iii) any incident. sueh as an impact. with the installation or r,)tlling
of anchors. etc.
). Sui/lIhfe Equipmeni
In order to provide as saCe a working place as possible. O\\ners ,lllli
Masters should ensure that the vessel is supplied with suitable equipment
to racilitate loading and unloading operations: such cljuipment to Include
means for quick attachment and quick release of lashings: and mean,
to facilitate "hooking on"'. and lelling go crane whips \vithout climblng
011, or into containers. etc .. wherever possible. Containers should Cllmph
with the Freight Containers (Sakty Convcntion) Regulations Il)~'+. Skll"
and other methods of containing parcels ,)f deck cargo slHluld hc'
provided with suitable lifting, protection and lashing alT~1
bearing in mind the following cargo should be preslung II) ac:llLlk
handlin~: slcel to steel contact should be avoided; stanchion, ,h')cld h,,:
IIsed wllerever possible. to assist the securing of anicle, qli.::l ,I' i""'l'
pipes: lifting lugs should not protrude. so as to interkrc \\ ltil ,ltk'1 c,11 gil
or lifting operations.
6. Uf/illg f:'(jlliplllelli
Lirting equipment includes slings, hooks :Ind :lllal'iln~l'IH' illtlllg
equipment should be tested and maintllined in :',ll'''ld:lllcl' \lllil til"
relevant re!.!ulations, and should be used onl, in :ll'l,l\lLllll'l' \\ Illl i.!",ld
practice. \Vhere two or more slings are secure~ltll till' ':ll11e' ":e..-e ,,1 \.:argl)
being lifted, the angles of the slings should hl' 'lieh .l' il,', !" I'c'l"mit
cxces,ive strain to be placed on any sling.
7 l'ruilling olld £.ypericllce or ('rel\'

Department of Transport "General Dutil<' R"gul:lllllJ;, 19X.+. SI '\0.
'+OX. place a duty on Owners and "-laster, tIl pro\ ide ,ul'il inrormati,lI1.
inslruction. training and supervision. as is llcces~ar} ILl ensure. ,\> rar as
is reasonably practicabie, the health and S<l!'ct~ Ill' perSllllS aboard ship.
Department of Transport Merchant ShipPJl1g '.otice '\0. vl.7S I. ~ets
,jut the minimum crew for the manning of olhhLlrt.' ,uppl) vessels. and
I.hese persons should be competent ,md experienced as slated: additional
crew should be carried in accordance with M Noticc 7X I when enl!Ll!.!ed
111 the transfer of considerable ljuantities of cargo. necessitating ext~nJcd
periods or duty. The Master should ensure tilat all stich crew members
are familiar with the intended operation, and any ~pecial equipment:
and that all work proceeds under competent supervision having regard
to the safety of personnel and the ship.
8. Appfical ion
This notice is primarily directed to persons responsible for eargo-
handling operations on supply vessels, and those involved in the safety
or seamen. A similar notice entitled "Cargo-handling Operations on
Offshore Installations" is being issued by the Department of Energy to
the owners or olfshore installations and their managers.
CHAPTER 12
MAINTENANCE
Painting
Apart from the efficient lubrication ,)1' ~t11 I1ld\ parh. prohably the
most important part of ship maintenance i, the pres,'!"1 ~Itillll of the hull
and its component parb. This can onl~ he' i1chlL'led hI ,'Iiminating. or
since this is normally too costly, prelenlil1t! ():- reLiuc1l1t! l'(lITI)sioll. 'To
prevent metal corroding, it is neces~ar: II) l'I)~ll the melal \1 ith a
preparation that will exclude the atmosphere, \(lrl1l~:lh p~:iI11 is used r(ir
this purpose. some tlttings may be gahanised. It I' 11e'\ c'r:h,'I.:" usual 10
paint over the galvanising. Do not use a lead hd,ed !1,'l!l1c'i' llr P,llllt (lll
galvanising or aluminium,
~ Today there are many different kinds of pain!. and II l ' 11l'! r,'CI,:h1e
to expect the average seaman to have any more than a bcncT:1 k!;Il\\
of the subject. The when a Bo'sun mixed his (llll! pa1111' h,!\e Ipl1g
since disappeared.
Starting with an old ship, Before painting. all ,1lIl,'I",lrU,I lIrl' ]1,II11t-
vlork must be thoroughlv cleaned bv washing with 'lilLi ("'lLI! ,'I "the'l'
solution. and all dirt. ZliL<grease. etc,: r~l11ove(l The pai~llll,d I11U< 'ile'!:
be rinsed with clean fresh water. and all trace or the ""LI "l' ,,[hc:1'
cleaning agent removed, Loose paint and scalc is lined II Ith .I '!J'c'r.
heavy rust will usually loosen \\hell hit with a !lal headed h,1111 111,'1 Blullt
chipping hammers can bc u~ed to remove very thick e(laUng' "I' 1,1("e
old paint. but sharp chipping hammers should not be u,,'d \'11 -:I,hc'l LI,1
or paint. they only mark the metal and make matter, I\I'r'c' 1,,'I:hel
chipping hammer~. or tlat headed haml11ers, or SCI"] PC!', ,I!c' : \' 10,' u-,'ll
when there is any possihility (if combustible gas or 1,I]Wur !'!'l"c'l1l I
Finallv. wire brush all bare metal to remove the b'l ('I llh' 'ld ;i:1d t ,'.
coat v\ith two coals or a suitable primer, 1'0110\1 ed hI ,\ l' ',I I ,>I lIl1L'c'r-
coating, The whole of the surface to be painted i~ :hell :-':1,':1 ,[ ,"':ll ,11
undercoating, followed by a top coat of glo" (11' l'I1,[l11c' Ihe' ,urr<!c'c'
should aJv\ays be clean and dry. and each CO:lt Pi' ,'''11\,'1111(111.11 pall11
,hould be given at least 24 hours in which t(l ber,iJ'c' Ih,' Ilc'\1 (\~It IS
applied, H~wever. many modern paints \~il! dry a !,,'II Ihll1h. "Jllle can
even be applied to a damp surface. other~ do Iwl UIl'( ~II: ulldercl l dt.
but before attempting anything unorthodo\. ;1 I' 11,-,(,'",11'1 [I' ile quite
sure thaI lhe pain! IS suited 10 the usc to II hich it I' 1'!('j1(hc'd tl) put it.
11 is unusual in practice (even if il is \Ir()ngl C(l II~bh !\ll'side. h()(lt-
topping. hold. tank and bituminous paints hl'rtlre re-p~linlll1g, neither is
it usual to apply undercoating before applYing the,e pail1h, lhpugh <Iny
bare metal should be given a coating or primer hel'ore pamted,
Bituminous paints may be applied \\ ithollt Cll'plicatilln or a
primer beforehand. However. in elery case an) grease. \)iL I'll,!. scale
and s,ilt must he n:li1o\'ed before pail1ting.
A new ship may weI! have been sandblasted and pmned by lhe
builders. who have then applied one or the more modern paints. 111 slich
c'ases. it is hoped corrosion will not rear its ugly head I'or man) y.:ars,
29S THE EFFICIENT DECK I-IAND
Maintenance IS limiteo to cleaning the painl\\Ork ano touching-up,

Future coatings of paint will probably be applied by shore based stall ,It
intervals of anything up to five years, whereas. \\hen conventional
methods it is generally considered neceSS(lI"y to paint the exterior plating
two or three times a vear. OWill:! to the (:Ifects of salt and \arvin:! climatic
conditions. "~ . ~
Various types of paint

Blast primers Applied by the shipbuilder to recently blast-
cleaned materiaL durinll buildin!.!,
Primers Applied to scal an unpilinted SU!~racc,
Undercoats Applied on top of primers. to pl"()\idc a hase
colour and a good key ror the top coa(.
Top coals Applied over ulloen:oating. to provide a hard
wearin!.! surface,
Fire-Retardant Has lo~\ flame spread dlaracteristics. and is
for usc on exposed surfaces ill corrid,)rs or
stail"\vuvs. and the concealed surfaces or bulk-
heads. stairways and wood grounds. etc .. in
accommodatiol1 and service ~races, Supplied
in undercoats and top coats,
Hea t- Resistant For usc on hot surfaces.
Cement wash Conventional coati1H! for domestic fresh-water
tanks. reaks and bilge spaces.
Anti-corrosive This term is usuallv reserved to describe the
primer on the ship's"bottom,
Anti-fouling Poisonous to marine life. used as a top coat
for the ship', bottom.
Boot-topping Paint used Oil the exterior or the hull mea that
is out or \\ater when the ship is light. ,IIld
under waler when the ship is Imlded.
Paint used on the exterior of the hull ,1110ve
the water line when the ship is loaded,
Red lead An oil based primer (unsuitable for ,tluminium).
Zinc-Chromatc An nil based primer suitable for aluminium.
Flat paint An oil based undercoating.
Gloss or Enamel Top coat for exterior surfaces.
Semi-1l10ss Top coat ror interior surraces,
Zillc ~ A primer paint.
Bituminous paint Suitable as both primer and top coat. for use
in peaks. tanks. ho!<.k bilges. and similar
spaces. Applied in confined spaces a~ the ship
is huilding, Requires adequate \entilation when
applied. (Insuitablc for lise in domestil
water lanks. food storage spaces, on surl'acl"
exposed to sunlight. and l'(1r tanks that 111~1)
contain oil. petrol or other solvent. SLlit,lhlc
for Lise as an anti-corrosiH' primer on thl·
ship's botlom. il' aluminium is added,
Chlorinated rubber Produced as hoth primcrs and

u~e on C\(crior surr;lces, Quick
Aluminium paint Suitahle 1'01' use ill holds where rellech
light. \1<1\ abo he u~ed a, a heat re~isla11l
pain!. It i~ ,(l111etimes 11(1"ible lp eo\c!" a hitu-
minou' paint h~ lhillg aluminium paint a, a
scaler.
Vinyl paints Supplied plI111er" lImh,Tcllal.' and lpp coni';,
for use ;1:-- i;,hll-l(lPl'lJ1g, \(lp-slde and C\lerior
superstruclurl' U l;llll1!!, ()llid, dn ll1i:'",
Polyurethane A two pad; p;llnl, lh,' h,ts" ,1Ild JUI',kner heing
supplied in sepat'dk I'dCI-.., r(.! 1l11\illg ;It the
lime of use, \hl\l11ltlll1 1'(1: Ilk ,II (1' F (IS C)
24 hours, llnsuiulhk 1'(1'1' lise III c"ld Icm
lures, Quick \\hell ;Ipplt,'d 111
spaces, adequHte \el1lil;IIIl'11 i, ,''''Cl1ll;ti
Epoxy paints A two pack painL Ihe h:lsl' ,1I1d hdrd,'l1e'r
supplied in separate pad" 1',,1' 1111 ,II tlk'
lime 01' usc, The iwrdencr 11111,t h,' tnl\c'd Illl,)
(he hase, Very short pPt lik, • --lwlII lIl'II,:l"lk
dependant on temperature ;Ind I'dlill. (\11((
(he pOI paint SllllWS appreciahle Ihldc'l1l It
must he discarded, Quick til';' 11l~ :-'lq'l~ as
both primer and tOP-C(l<l1. SUluhk ,:.I11\'sl
anywhere. but the (ime ,nailahk Ipi ~q'I'!\ In;!
addili,lnal coalS is limited. ih c,lch ,(lell l11usl
he applied before the la~( ha' prl'l'c'lh dned
oul. Origmally introduced a~ ,I e'll,ltln~ I"l 1h,'
cargo tanks or oil and chemicill Lid"" ,I' it
i~ ul1atfecled b\ 111 o;;t l'hel111Cil k
Polyun:thane EI1{1xy (,AlTIO:\i. Adequilte \enlilatl,)li IIllI,t he' 1'1,)-
and some (lther \ided. ea re must be Ia l-..el1 1<' II \ ,lid ,"11 Lilt 1\ II h
paints the ,kin and enntalllinCitil'11 I'! thl' C\ e', \\ Ilh
CLImes 01' base paint..; Illld hlircic'l1c,j" h,)th
separately and \\ hell I11I\l"!. T:ll' lI'" ,'I e,
and a harrIcr cream (,)1' the' lund, II race':
protection f()r head dlld ,'I ," Illtll ill'II1ll'1 pr
gnggles. and the u'e ,)[pr,'le'l'tl\( l"i(llh arc
recommended,
II' Ihe skin i, the pdlill SIHlUld be
removed immediateh \1 I~h ;\ 'L1ltab1e l'leansing
cream. Ihe ,pla,he'd ;lll';1 sllllLlld Ihen he
thoroughl: I\<[,he'd II ith "ld)' lind \\ater. II' the
e;.es are ailceted, C"jllllLh quantitil's ,)1" !'t'esh
water sh(lltld he used,
High huild Man\' or these painh can be L1sed as hll!h
buik!' which means they are rul on
lhiekh,
Creosoit: Di,tilicd from coal tar lIsed a, a 'Aood pre-
~el'\ ati\e,
Stain Undercoatil1l! and se,iler for \\Dod it is

intended to ~'arnish, or may he len as a top
CO'l\.
Varnish A clear or opaque top coat for interior and
exterior woodwork. or to protect decorative
paint\\ork, For good resulh. must he applied
on a hot elr\' dav, Moisture will callse the
surfacc to hl({om (~liscol()ur),
Non-slip Paint For lise on weather decks, a t\\O pack paint
with <I!!!!regate added,
Wet Surface Pretreatment Some CPOX)' paints arc suitahle for application
on wet surfaces. pro\ ided they h,\\ e been
freshl\' hla~ted, Rainwater. sea water and con-
densation in close contact with a freshl\
hlasted deck surface. C,\I1 he removed hv the
application hy spray. \\(tlering can or hrl1~sh of
a weI surface pretreatment. The excess water
and pretreatment solution must he remO\ed
by hrush or squeegee within live minutes. and
the epoxy paint applied immediately, Damp
surfaces do not require \\et surface pretreat-
ment. and in any case. over application or the
solution endangers the adhesion of the paint.
Paint application
Generally speaking. all the conventional paints and single pack ncw
paints require til he thoroughly stirred before use. unless the paint
cpntains a jell. (Paints containing a jell (non-drip) arc not normally
suitable for marine usc,) Two pack p;lints need mixing, Some paints arc
unsuitable as top coats on primers or undercoats of it dillcrent type of
paint. Very often special thinners and separate special brush cleaners
have to he used. moreover, the thinners and hrush cleaners are verv often
not inter-changeable. Fire Retardant paints arc ~ometimes mixed with
water or a speci,l1 fluid, The net result is that ALL INSTRUCTIONS
l\1UST BE CAREFULLY READ AND CLOSELY ADHERED TO,
The proper thinners. cleaners and solvents for the paint in question must
he used in the proper proportions. and the paint may only be put 10 the
lIses Slated in the instructions. it must not be lIsed 011 top of. either
unsuitable other paint\\nrk. or an unsuitahle \urface. I·urthcrmore. it
must be :lpplied hy \\hate\er manner is de~crihed in the instructions,
Paints may be applied by l11ean~ or brll~h. roller. comentional spray
('I' airless spray. many paints can be clpplied h~ any of these methods.
hut ,ome can oilly he propcrly applied by olle method.
P:lint nrushcs
Pencil Small round hrush. suitahle for let lers.
ell',
Small round brush. somewhat larger thun ,\
pencil bru,h.
THE EFFICIENT DECK HAND )01
Fitch Small Rat brush. ,uitable Cor ktters.

etc.
Flat In variolls ,i/CS rrom I, (1.26 cm) upwards.
suitable for \\nr~ (lll\where that a roller or
Spr,l] is 1Ilhuitahle. (;1' when the paint is un-
suited to "ther mean, (11' ,q)pli~·ati()n.
Round Long bri,tkd. It help, \\hen the brush is
new. ir the brIstk, ,!I'l' hnunc! at the bnhh
with light call1,i' (11' (lthe',' material. \\hich is
then <igain ,ei/cd ,)Il halt' II dm\ 11 the
length or the hrl,tic', and , ()\ (T. This
shortens the Icngth III the hrJ,tic', ulltil the\
become worn d(~\1 n. (JL'ne I'a II \ li'l'd lor t ori-
~ide. boot-topping. 1ll11d and hilUlllill(lllS
paints. when these are applil'd hI hru,h.
Man-help A IOl1u-handled roulld hru,h ,,1\ I ,'$1'11
reach. -sometimes rererre:d It' .1: II "TlIr~s-
hcad" (as distinct fr0111 the "J'!1111:1l'nllt! kllot
bearing the same name).
When using a paint brush. always wipe slIrplus pdillt $11 till' hl!,lk,
nntn the inner edge of the paint pol. and keep the hnhh ,I I, ,L', I I I:,'
same direction. Excess paint on a \ertical surface. 1',lrtidtlal:\ ,\)11-
\entional gloss and enameL will run. with the result that the' l:lll,hCci
II ill be anything but satisfactory. After using a comcntilllld! 1'''1:1:. ,1,"111
the: hrushes in turpentine. paraffin or hot soapy water. \\hl'n 1I'111.l' I1Llll\
()f the modern paints. a staled fluid must be used f(1i" hi,I');"',
.\rter cleaning. hang the brushes up or lay them llat. lI,) I1l)t .111,,)11 ,111\
brush to ,tand indefinitelv in the cleaning agent or in \\ale'l l'l'l,1 :111'
\Iill ruin the bristles.' - ~
A new brush that is inclined to shed its bristles. m~ll he I h
holding it with the bri~tles uppermost. and welling thl,'\\\\"d ,II Ilh' h",c
'lfthe bristles. After a few hours. the wood will ",.ell and I 1;,'11 II' i;()ld
(lll the bristles.
Rollers
Rollers are made in \'ari,lus lengths In suit dillcrill" C(\lldilllllh. til,' pllint
, kept in a special tray. having an inclined or ,1(ll'i h,I"'. The rtllier
I, rolled into the pain!. and then rolled ovcr tht: t,) hl' paintd.
Large areas can he painte:d very quickl:- llsin.l' till' mellHld. \1 hicll i,
,uitable ror most. hut not all paints.
( onventional spra~'
lilc paint in a container is drawn through a 11l117k b~ a currelll or
'I\~,surised air. This is a very fast method or painting. hut is ullsuitahle
,)r use in confined spaces. Goggles ~hoLild al\\ay~ he worn when using a
,p,'ay gun. and vapour should be quickly dispersed by good ventilation.
,hell the gun is used under cover. Suilahle for 1110,t paints. but the paint
ld~t he thinned before ~praying.
302 TH E EFFlel E~T DECK HA'\J[)
Airless spray
Ag,lin suitahle for nh)st painb. but while S(1me pain" must he applied
by airlcss spray. others arc unsuited to this method. \Vhile it is probahly
the rastest method of all. it is also the mo'it complicated. as dilferent
paints require dilkrent sizcd nozzle,. Paint is deli\ercd to the gUll b}
means of an air or electrically operated fluid pump. Once again. the paint
is normally thinned before ,praying.
~EVER ATTEMPT TO OPERATE AN AIRLESS SPRA 'y' GUN.
UNLESS YOU HAVE BEEN THOROLGHLY A~D PROPERLY
I:\STRUCTED IN HOW TO eSE THE GU1\;.
\VARNING: The actual Iluid pressure at the gun may hc as high as

3.000 p.s.i. For this reason. caution mll~t be used in handling an airless
spray gun. and it 1Y1UST NOT BE AIMED AT A'\i'y PART OF THE
BODY under any circumstances.
CAlITJO~: Because of a static electricit:. potential. generated h} the

pressures necessary for air1ess spraying. it is pO'isihlc that sparking may
occur between gun and the object being spra)ed. Thi~ can result in an
explosion (lndor firc. BE SURE THAT THE OBJECT BEING
SPRAYED A~D THE AIRLESS EQUIPMENT ARE GROUNDED.
This can he done by attaching a static wire to \vater piping. electrical
conduit, or am structural member kno\\ n to be grounded. If the hose
docs not cont:tin a static electricity ct)nductor. <I static \\ire must he
attached i'rom the spray gun to a suiiable earth Clmnection.
When spraying with either a conventional spray or airless spray. kecp
the gun perpendicular (It right angles) to the surfacc being sprayed at
nil times. Dt) not arc the gun. Arcing leaves (In uncwn coat or paint. All
spray guns must be propcrly and thoroughly cleaned immediatel)- aftcr
use. according to the instructions.
EVIPORTAJ\T: Spray guns are not intended for lISC \\ il h highly cor-
rosive. high Iv rust inducing or hig:hh ahrasi\e materials.
Somc rail~1s contain skG1 irril~nts. others contain toxic \apours. somc
mav evcn contdill both. /\11\ instructions concerning the \vearing 01'
goggles, gloves and protective clothing. should he strictly adhered to.
\Vhe11 the paint contains toxic vapours, breathing apparatus must also
be worn. 1110st especially when painting in poorl~ ventilatcd SfXlces.
\Voodwork too requires con~tant attcntion. Decks arc hc~1 c1eancd b)
rcmoving thc sllrrace dead wood with hoh stoncs. However. this i,
arduolls \\'ork. and today ,I corrosiH~ is otten Llscd for this purp,)';e
\Vhcn using a proprietary cleaner. suitable f001\\C,lr should bc worn. and
the hands kept away from the cleaner. If' the l1esh is spla,hcd, it should
he \\ell \\ashed with c1can frcsh \\,\ler immediatel\'.
Bdre wood which is exposed to the weather. gives up its natural 011,
It h,IS always been considered good practice to coat wODd decks alhi
(I,llc!' C\p(hed bare wood occasionally with a thin coating of raw lin,c<:,:
,)iI. It) \\ hich a Iiltle red lead is sometimes added. Teak rails used tt) h:
L'PI 'i1,)tlc,,, by the frequent application or sand. canvas and elb,)\\.
c:~·e,l'e. \\ hill' other outside wl)odwork is eithcr painted or vdrni"i1e,:
Needle packing nut
---
Sprc:adcr adlustment
Valve
"Jeedlc ~dluqin"
Sen?',' C
Air
Connect paint hose or

container here
A Typical Modern Paint Spray Gun
SPRAYING
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FORGED Ci
ALUMINUM
GUN BODY
Woodwork within the accommodation is normally painted with a fir~

retarding paint always excepting furniture. \\hieh used to be stained and
polished. Today. much of the interior woodwork i~ covered with a
suitable plastic such as formica, Wood halchbnards may be treated with
a proprietary wood preservative. other \\ (l'ld\\ (HK contained in the holds.
such as cargo hattens. limber bmlnb. ccilim" and ~hiftil1!.! hoards.
usuallv remain untreated. ~ ~
Blis'tering of paintwork. whether 011 ~kel (lr \\(l(KI. i, lIsu~illy caused
by moisture beneath the paine or somctinll', (111 \\(lOci h: the escape of
resin from the wood. New wood which it i, Illlcndcd t(l paint. ~hould
always be knotted and primed first. Both ,teel and \\ ,'(ld 'lirface~ ,;l1Oul(\
be quite dry.
Tools
Always use the right tool I'or the job. keep all tooh eiL'an ~ll1d ,t(1\\ them
back in their proper place after use. When sending ~!I1\ t(l"h d()\\ Il a
hold. tank or other compartment. put them in a camas "<IL'k til,lt the:
\(1
cannot drop out. When it is necessary to usc tool~ in an dtm'hl~ile:rc til,lt

could possibly be combustible. the tools are to be of hrnl1/l' llr ,\ '1!11ILlr
metaL in order to avoid any possibility of sparking,
Before using a spanner, find out both the size and t:pe \(lU Ill",,<.1. ~I:'"
the thread on the bolt. Thread mav be Whitwl)rth. Bl'ltl,h St;ll1d~lrd
(B.S.), American (across face. A.F.). in which case the 'lie: \1 iI! hI' in
inches and they arc not interchangeable, or in Metric (c(1lltlncIlUIl. ill
which case the size will be in millimetres. and once agaJJ1 It 1111111<'1 l'l'
interchangeable with the others. Types include open~cJ1lkd. 1111". h,,\
and socket. Adjustable and shifting spanners are supplied I"t l","' II hell
the correct spanner is not available. but these spanneh '!l(lClid 1'I<'II'l'
used if it can be avoided. Use a proper wheel spanner ()11 \ a h,' IIIll'l'l,
The same thing applies to screwdrivers. of which there ~lre: thlw t\
The normal flat chisel ended screwdriver for British ,CrL'\\', 1he: Phi I"
screwdriver, which fits into ~I star in the head or thl' 'c'rc'll ,11lL! 11,1'
originally American, and an Allen key. which fih illtn ~l '!\ 'Ilktl l!<lle
usuallv in a bolt head.
Pipe wrenches. pliers and grips of various type ..".,lwuld IlC'\ er hc ll,ed
on nuts or bolt heads, they round olrthe corners and make: It II11],(l"lble
for a spanner to grip.
Always use a podger (small crow bar) ''''hen tightcl1lng h"tlle 'Cl,'\\,.
To avoid corrosion, alwavs oil or holt thre,ld, hel,'re
nuts, and put a little vaseline on the of \\ \)(ld ,LTc' 1\ ,
Whenever electric or air powered tools ha \ e hec'l1 LN'd. thl') sl]()uld
be dismantled according to the instruction", ciL',lncd dl1d. \\ here neces-
sary, oiled. before being stowed away. examine all cicctric' \\iring for any
damage that may have occLirred and. if damaged. it l11u,t be rcnewed
hefore being put into use again, When using air powered tools. the air jet
mList not be allowed to strike any P,lrt of the bod:.
Oil lamps. Every ship is required to carry spare oil N.U.C. and Anchor
Lanterns, for use in an emergency, To trim an oil l'II11P: Fill the
container with parafl1n. using a funnel. then replace wick and hurner.
306 TilE EFFICIENT DECK HAND
Turn up the wick and, using the thumb and linger. remo\e the crust from
the top of thl.: wick. With a pall' of lamp-trimming sCissors. cut oIl' any
loose threads of wil.:k, and round oIl' the corners, Clean and replace the
chimneys. The lamp is now ready for use. Colza oil lamps are lIsed in
hinnacles and most lifeboats. Do not put parailln in a colza oil lamp.
Rounds. Every four hours before uoinl! off w(Itch al nil!hL one member
of the wHteh sllould go round the &cks ~and public roOI1~s. lo ensure that
all is well. He should take ,I torch, hammer ami. \\hel1 there is a deck
cargo, a podger. All wood halch wedges and deck eargo boule screws
should be examined for lil!htness, and made tiuht wherever slackness has
oeeurred. Rope lashings Zm stores and deck cargl) arc to be examined,
and any slackness taken up. The stern light is to be sighted. to ensure
that it is alil!hl. Rod and chain sleerinu uear \\ hen filled. is to be closelv
examineo. ,;nd where a patent log is ~!I~eamed, it is to be read. lie \\iil
also keep his senses alert for any smell of smoke or burning. especially
when passing ventilall)p;. He will then report to the Ollicl.'r of the Watch
before handing over 10 his ITlief and going hekm (ol1'\\<llCh).
Hygiene. At ~l.'a. all rubbi~h and s\\iII10 bc thrown o\er l1Il the lee side.
In porI. il is 10 be placed in the receptacle provided by the Port
Authorilies. [t is an olfence I,) allow anVlhinu to gO overside in most
ports, panieularly ir they are dredged or 'the \\~ater is stagnant. In most
ports. unless the ship is equipped with a seplic tank capable ol'ITwining
all sewage, the ship's loilets musl lIol be used. and the crew are requirl.'d
lo usc the shore facilities pr(wided. Portable or permanenl O\crside
discharge covers arc to be placed O\er oiscllargl.' pipes. to ensure tilal any
condenser circulation \\ale1'. bilge \Vater. ballast water (and if thl.' ship's
toileh arc in usc, sewage water). or anv olher water. is 11lll allowed to
flow over the quay. or !-loats (lr barge~, (;r other craft tied alongside. The
discharge of oil is strictly prohibited in all ports.
Whcn washing down wilh the hose, it is necessary in some ships to
have at least one cock on the deck service line open all the time the pump
is on. Therefore, under lhese conditions. it is Ill'cessary to open a cock
Oil the deck service line before shultinl! ofl' the hose. Alwavs have a
second man to lighl thc hose 10 the man ~al1ending the nozzle. 'In port. if
washing down. it may he necessary il) hlock certain scuppers before
pulling thc hose OIL Sll Ihat the waste water docs not go, either onto the
quay, or into a craft alongside.
Never leave l)il or urease Ivine: ahoLil either on the decks. \\ ork-bellches.
store-rooms or any\~'herc eise,L wipe it lip. Do not lel wet or oily rags
accumulate anywhere. dispose of them,
Wire ropes. To reeve a new runner when the derrick is topped. Take
thl' old runner 011' the vvinch and out of the heel block. Marrv the bare
,'I:d to the hare end ()f the new runner, and pull through the head block.
I dk\.' lh l' l'lll! through the heel block and clamp to the \\incl1 barrel Hold
'L1llller (l\er the far side or the barrcl from the clamp, ano lei the
:,1 lTlh'; Ihe end of the runner ,IS they are \\ollnd 011 the harrel. A
,\\:\,'lllllhe head blod. will allllw it to lUl:n.
THE EFFICIENT DECK HAND ~()7
To oil a mooring wire. take all the Ilire olf the reel. Lay a piece of
old canvas on the deck. close 10 the reel. Appl} tish oiltn the wire with a
wad of old rag. reeling the wire up as :Oll go. \Vear gloves.
Cleaning brass. To clean hrass tlwl i, c(lalcd Ilith lerdigris. Bind a

hundle of rope yarn tightly. and cut it cll)'c t,) the binding to make a
hrush. Dip the rope yarn in salt and kn1ll11 jUIL'I'. and mh the brass
hriskly. When clean. wash with fresh \1,lkr and IlOli~h in the normal
manner. If the brass is in an exposcd p(bitlon. Cll,lt \1 ith CI)lza oil artcr
cleaning.
Canvas. When sowing or repairing camas. pull thl' Sl'am tIline O\'er
a piece of beeswax. both to prevent kinking. cilld d' a Ill"C,enatile. To
paint new canvas. stretch it taut in position. wet it alld pdlilt \\ hill' lIe\.
Cement. Keep dry. To use. mix I part cement \\lth .f P,I!'I' I're'~h-\\ater
sand. usc fresh water for mixing.
Pett~· pilferage. Before entering porI. remove all hrCl,' plpC

caps. and plug the pipes with wood plugs. Replace (d;,' \\ hel~ till' ship
sails. Keep all accommodation doors LOCKED \\hile the ,hll' I' in
port.
Soundings. All peaks. hilges. douhle bottom tanks. etc ,Ire \(\ he
sounded twice daily whenever the ship is at sea. W Ill' 11 I I\et
sounding rod. rub chalk along the rod to ohtain a soundl:];,: I h l\I'
water in the tank).
Oil Bunkers. When bunkering. all scuppers from I\hleh l\iI '""!.lid II.
must be blocked.
\CCIDEl\T PREVEJ\TlON
'\lEVER sit on the bulwarks or rails.
\lEVER go outside a lifehoat ir there are no rail, tile'! . .·. ,'\(Cpt II':' thl'
purpose of carrying out your duty.
,\EVER wear footwear with ,teeltips on thc sole, l'l" h. .'cl,
\ EVER leave a door loose ,I t sell. close it or put it l)ll the' Iw(\\..
,\EVER jump from ship to quay. or quay to ship. l ,,' the gJI1;':\\;I~.
'\lEVER carry anything in your hands when climhing d Lldder. Pull the
gear up afterwards. Do not put it in \ ollr \\here it can
fa II out.
,\EVER carry anything in sllch a way that ~,)u e<ll1lwt scc II here you
arc ilOllH!.
'\ LV ER work t)n'the funnel. or in t he vicini 1\ {'I' I he \\ hi,tlc. unless bot h
the hridge and engine room have been il1i'ormed.
'\ EVER work iil the vici~1itv or a radio aerial or lead-in. unle~s the
wireless room has been inf'ormed.
"IVFR work overside in the vicinity of' the propeller. unless the engine
room has been informed.
'.EVER leme any rope laying around loose. Coil it do\\n.

NEVER ruh down old paint containing lead. unless you arc wearing a
suitable breathing apparatus.
'.EVER smoke while painting in a conlined space. or until the paint is
drv.
NEVER h,{jsl or lower a drum by a handle Lse a strop.
ALWAYS stow casks and drums "'Bung Cp··.
When painting with an airless spray. a k)ose sleeve of old air hose. ahout
10 feet (3 m) long. should he slipped over the line adjacent to
the gun and paint container.
\\<"hen using a punt for painting overside. do not rig a stage w gain
height. Make sure your painter is strong enough to hold the
punt against any tide or current. Float a lifehuoy astern.
THE EFFICIENT DECK HA:\D 309
CHAPTER 13
HAZARDOUS CARGOES
Ammunition will normally be carried in a speeia lIy eonstrueted magazine.

Apart from smoking and handling restrictions. when loading and
disclwnring and in the vieinitv of the ma,wzine. thrOlwhout the voyage.
the can~iaie of this type or ca;'go \vill not~normally alf~ctthe \\orking'of
the ship.
Corrosive and/or toxic fluids slIeh as acids. may possibly be earried in

properly constructed small eontainers as deck cargo. In the event of one
or more containers becoming damaged and possibly leaking. the
damaged containers will have to be jettisoned (thrown overboard).
Proper protective clothing (particularly eye and facial) and. if necessary.
suitable breathing apparatus. mmt be worn \\hile the \\ork ofjcltisoning
the containers is carried out. A substance ~uitable for killing any spilled
chemical. and an antidote suitable for application to the person. should
be carried on the ship. All such containers arc to be stO\\ed bung up
and must be properly secured. and as far as possible protected from
damage.
Inflammable liquids in suitable container, may be carried below decks.

under stringent regulations which are detaikd in "The Carriage of
Dangerous Goods in Ships", otherwise known as "The Blue Book".
Oil, Liquid gas and Chemicals or various types arc carried in bulk. 1tl
properly constructed ships. The main hazard is equally rresent. not only
all the lime the cargo is on board. but all the limc the shir is in ballast
as well. and is to be found in the combustible and or toxic gases and
vapours 011' by the cargo. and when the ship is in ballast. the cargo
residue. when the ships are in ballast and the tanks have been
washed and !las-freed. the residue or cal'lm remaining: in the slud!le and
scale on the~ interior of the empty tat~ks. can ~ up a large and
dangerous volume of either gas or vapour. and cause the <\tmosphen: in a
tank. or pockets of atmosphere in a tank, to agam become combustible
and/or toxic. most especially when climatic temperature inercases.
Obviously then. in order to preserve both the ship and the lives aboard
her. it is necessary to take continual precautions to try and ensure that.
(,1) Perslmnei do not inhale toxic gas. and (b) combustible ga\ i~ not
Ignited. No member of a tanker's crew should ever assume that the ship
i~ enttrel, gas free.
Tp try ~nd explain some or the measures that are taken to ensure
"II'ct\ or both CIT\\ and ship. it is probably best to rollow it ,hip on a
,"'lInd \ nyage. commencing at the loading por!.
The ,hip. when she arrives at her loading port. \\ ill be in ballast. Some
"~I the 1;lnks \\ill be empty and ready to receive cargo. some 111<1V possibly
'11UII; '-:;1 \\;Iler ball,ts!. In the empty tanks. cargo residue may havc
\-:,1 "IT ;, certain amount or gas or vapour. It mav or ma\ not be
1)11
THE EFFICIENT OECK HANO ~ II
sullkient to make the atmosphere. or part of the atmosphere. in the tank

explosive or toxic. Petroleum vapour and 111 a 11:' othcr~ are heavier than
air. so the vapour has probably concentrated 011 the bottom of the
tanks.
Before a \,~lpour can ignite. it must ha\(' ~l required percentage of
oxygen mixed with it. (Too much or tllO little OXIgen Ilill make the
mixture either too rich ~)r too \Ieak. and the l11ixtll'r~ \Iill remain nOI1-
L'ombustible.) The mixture will not ignite helo\1 certain tl'l11perature.
but as the flash point or most vapours is \CI:' 1(1\\. thl' l' hardl~ likely to
innuellee the position. Should the temperature he .;unk-lentl: the
HlpOur will ignite spontaneou'lly. but again the tl'mper~ltu:-e rel] red ror
this is too high for it to be a likely po~sibillty. Theref,)le. ii' the lapour
is to catch fire (and if it docs. this may \Iell re,ult 111 dll c'Xpllhll1tll. it
must be ignited. and precautions have to be wkell tl' prl'lent thi,
happening.
Apart from the obvious causes or ignition slich ,1' 'l1l()f;i;l~.
,mother cause which is much harder to control. i.e., 'P'l!'J..,
b\.' produced in the funnel. or by dropping a metal tOl)1 Oil thl'
the flint in a lighter. or bv the switching on or a t(ll'CiJ 1'1'
apparatus. They~ may also be caused by th~e earthinf: 0 1' sLit I, eic,'II!CII:
\Ihich has built up anywhere. in a metal ullage tape. till' h,J1],11l ["'ei:
dropleh or water mist or steam. or elsewhere, Static sparJ..in~ " l'!'"b.lb!:
the most dillicult ignition source to control.
The concentration of electricity in the hull of the ship nVI (Ieil he
,Iitferent to the concentration ashore. To avoid sparkin~ 1\ hl'll '11"'> ,Ire
put aboard, and a connectiollmade between ship and ,lwre. :I'ld j,' '11.1l..e
the charges even. and obviate any chance of sparking betlleen tile' '
mil and the shore. A stout earthing wire is sometlJ1]e' c·"tlllc'ltl'd
hetween ship and shore, before loadillg (or dischar~tl1~1 "l ":,1
,', 1I11111ences.
The cargo loading hoses, which also normall\ l'lll1tCllll ,II; '-',11\
,lire. are then connected up so that cargo can be I~)adedo Thc' c\'I:I1l'lllll!!
,r the hoses is usually done by the crew. The hose ,'Ol1Ih.'lt I,llb 111.11 lu \ l'
o,Ii~ed flanges and holt holes. or a speed clluplill~ m<t\ hl' l:'c'd I"hl'
'hllsphor bronze (or other material) tools sLlppltl'd arc' \l' he: l"e,1 :\'
'wke the couplings. and care must be taken tn en,url' th.!l thl' c.\lrt
,\ Ire remains continuous. and Ihat static e:lcctri.:it\ I' 11<'t ;211c'1l <111
,pportunity to jump from hose It) ship. or ship to ho;e \1", en~llI" that
he jointing and all I~lces are spotlessl: l'ican .\lll l'artlcular
Ihtructions that have been issued regarding 1he sequence' ,,( ((1uplJt1g the
'(l.;e, is to he strictiI' adhered 10. Instructions i'~lll'd regareiing the
01' protective clothing. particularly c:.e and facial pl\;tcetiol1. are
,1 he meticulousl\' observed. no matter h011 irK'iol11c Ihel nla\ he. or
,'II small the risk' is considered to be. ' .
Depending Upllll the type of cargo that i, to be 1"<lded. it may he
':Iclcd by either. (a) Open or (b) Closed s:.stcm, As the cargo IS
.. mped illlo a tank. the atmosphere in the tank must be discharged. in
',kl to make room for the cargo.
\\ hell the cargo is considered to be safe: That i, 10 say. thaI the
• dl 1'<1 pour IIh1Ch will escape from the tank ,1\ it fills. i~ nol considered
The Cowal swivel hatch cover for tankers can be fully opened in 8 seconds or locked in a
parllally open position. Fully oil/water tight.
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FIGURE 1 FIGURE 2
INLET PRESSURE INLET PRESSURE

LOWER THAN SETTING INCREASING ABOVE SETTIN
SEAL DIAPHRAGM
FIGURE 3 FIGURE 4
INLET PRESSURE INLET PRESSURE

ABOVE SETTING REDUCING BELOW SETTING
Whessoe Figure 4610 Pilot Operated Safety Relief Valw.

316 THE EFFICIEi\T DECK HAND
THE EFFIC1ENT DECK HAND 317
to be either explosive, combustible or toxic. The open system or loading

may be used, this alknvs ullage ports and vents to be left open, so that
the atmosphere in the tank escapes at normal atmospheric pressure at
deck level as the tank fills,
When. however. the escaping gas or \apnHr is considered to be either
combustible or toxic, the closed system \Iill be operated. All hatch
covers, ullage ports and other deck openings, arc to be kept tightly
closed. and the atmosphere from the tank will only he allO\led tll escape
through pressure vents. which may be up the mast. or may be at deck
level. As cargo is pumped into the tank. the atl11\hphel'lL' pre,sure in the
tank increases. When this pressure reaches a pre-lktermll1ed lc\eL the
pressure vents will open. and the gas or \apour \\ ill he rorced into the
open at speed. escaping rapidly from the vicinit) or the .;hip. and dis-
persing harmlessly in the open air. When the pre"ure :' reduced to ~I
pre-determined level. the valve clo~es until the pre"ure 11,\, huilt lip
again. L:nder these conditions. Ill) member of the (Te\\ ,i1ould c\ cr come
I il~ contact with either the cargo. or the atmosphere e,edping i'r()1l1 the
tanks.
At one time. vents were simply led lip the mast. and the gd, ,ir \ ,l)1l)Ur
was allowed to escape at atmospheric pressure. and \\ ,I, e\peeled til
disperse in the air above the ship. However. toxic and comhlhlihk g~I":"
afe more often than not. heavier than air. When till' \\C,lti1er h ;'::l i111 ,
gas or \apour that is not expelled under pressure tend, tli 1',111. \\ ith the
resull that it can collect at deck level. and large pocket:, (ir g~l' ,ire prune
to collect in the lee of the deck superstructure. with \\ IWI ;.:,iuid he
disastrous results. Nevertheless. whether or not the ga, (ir \ :q)(ldl ;,
escaping at atmospheric pressure. or under pressure. all dlilir,. p"rt' ,ll1d
other openings l~lCing the main deck. should be kept el{hed. III llr,:er IIi
prevent any pocket of gHS or vapour. which may have colkelc(1 LInder the
lee or the accommodation. from entering and spreading I 1he
accommodation.
As the canw in the tank increases in volume durin;! II \1 til
continue to give off more gas or vapour. which in turn' \\ 111 l11l're~I'C thl'
density of the atmosphere in the tank. With mall;. cargoe,. the ,llllll1',-
phere in the tank (as the cargo is being loaded). v\ ill hee1l111C lir'l (ir ,til
explosive. and then too rich to ignite. until it has been ag;lin dllUll'd \\ itll
the oxygen contained in the fresh air.
As each lank fills. the cargn coming aboard b\ hnse. \\111 hit\e tn h,'
diverted to another tank. The variolls valves on' the nUII1 deck \Iill he
coloured to indicate their various ['unctions, BeC<llhC lhh (ll(llir C,llie
can. and does. vary from company to company, N(i member PI' the e'rel\
should ever aHempt to open. close. or in an~ \\,1) 111lerrere \\ ith an)-
valve, without orders being given to him by a rcsponsibk \)!licer, and he
should be quite certain which valves he ha, to open, \\ hieh \ ah es he
has to shut. and in what order the opening and shutting or the \arious
valves is to be carried out. Opening or closing the V\ [Ong valve can cause
a disaster.
When the cargo has been loaded. it will be necessary to disconnect
the hoses. Disconnect in the correct sequence. in order to ensure thill
static sparking does not occur. Care must be taken to ensure lhat the
318 THE EFF[CIE~T DECK HA~D
hoses are empty. The lower bolts should ahnlYs be released first. and
protective clothing must be worn. particularly eye and r,lcial
protection.
Dasic Marine's Jetfan 125 Portable Gas Freeing Fan with

Flexible Trunking
Under normal gas freeing operations the Jetfan 125 does not require
flexible ducting to perform its function effectively. Nevertheless, in
certain tasks such as ventilation of void spaces, cofferdams may need
an airflow to be directed around obstacles.
The ducting is constructed with a solid wire helix to maintain its
diameter and ensure an effective airflow, even when used in the
most restrictive of locations.
The helix is stitched to a heavy duty vinyl rubbtng strip to mtnimize
damage to the ducting during use.
To prevent any risk of static build~up during gas freeing operations
the entire length of ducting IS electrically bonded.
First introduced in 1977 the Jetfan 125 soon established Itself as
an efficient deep penetration or extraction gas freeing fan.
It was designed to direct the air flow as a core to the tank bottom
reducing the risk of vapour pockets being held within the tank. This
unique method of air movement has been used successfully on
vessels of up to 550K DWT tonnes, drastically reducing time spent
on gas freeing operations.
The Jetfan 125 is designed to operate using water as the drive
medium, being the most cost effective method. It can also be
supplied using two alternative drive mediums, Air or Steam,
allOWing you to decide on the most practical ventilating
your Circuillstances.
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GOlAR I:HCTORS
APPLICATION.
I ANKH,S Stnpplng cargo, clean ballast or machine washing residue. Chain
locker, fore peak, pump room and engine room bilge stripping
BULK CARRIERS AND DRY CARGO VESSELS, Stripping ballast and cargo
hold washing residue. Deep tank stripping. Engine room bilge. fore peak
and chain locker stripping.
TYPICAL ARRANGEMENTS.
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THE EFFICIENT DECK HA\;D
UI (mea,uring the amount or emptv space abo\e a cargo in a

tank) \\ill usuallv be takl.'n b\ mechanicalmcans. Some mav 1100\e\er.
need to he taken'hy hand. usiilg an ullag<.: tape. \\hidl is let il1to the tank
by i11l.'ans or an ullage port (a special opening in the deck ~upplied for
thi, purpo,e). When a metal ullage tape is ll<,ed. ~lttention mlbl be paid
to the instru<.:lion, ror LIse and to d<.:tail. in order to HHlid am risk !'rolll
,parking caused by static electricity. <.:ither in the tape or in the bod~ of
the crew member.
Once the ship is loaded and <\wa;.. increases in climatic temperature
can calise an excess of gas or vapour. to concentrate under presslire in
one or nhlre of the tanks. This pressure ha, t(l be released. either b;,
natural or pressure venting.
On arrival at the port of dischargc. the \\hole process or loading goes
into reverse. and air enters the tanks a, the Gln!O is tbchar!led. either
naturally. or by means or VilCllum val\es incorrllrclkd in Ih~e pre,~un:
valves. The o\er-rich gas filled atmosphere in the tanb. will ljllle"ly
become thinned. and possibly explosi\(' or comhustible. T(l o\ercome
this h;uard. many ships nO\\ pnltlucc or manufacture an inert gas. \\ hich
is fed into the wnks in place of atl11(1sphere. as reLJuired, The conscljllent
lack of OXH!ell in the tank. when it is fed with an inert !!as. ensures that
the atmosJ1here in the tank cannot become c(lmhuslihle~ or explosive. [t
will or course be highh ttnic.
The main slIelio;l Irnes employed to dischargc the cargo. hil\c a large
bell mouth suction. and arc. therefore. unable to cope \\ ilh the last ,lr the
<.:argo remaining in the yen bottom of each tank, These tank drcu, ;IIT
ren~o\'ed by a SJ;lCl Iler stripping pump. \\ hich has its 0\\ 11 separu te ,~ction
line.
When the cargo has been discharged and the ship proceeds to sea.
any tanks which have not been filled \\ ith water ballast. \vill (l1l11es, an
inert gas has bcen used to replace the cargo J contain a high pcrcl.'ntage or
gas or vapour. which may \\ell be combustible. Tanks lhat have heen
filled with waler ballast. will or course. have had 10 have the gas or
vapour vented. as the tank \,as filled with balla~t. c
Unless the tanks Illereh contain an inert gas. and the next C<lf!W is to
be of the same l'rade as the last one. and there i\ 1111 scale in the I)ottom
of the lank. Tl~c flrst job wil] be to gas-free and \\ash the tanks. The
Dover covers arc taken off the blll1erworth holes in the deck ['or l'as-
rreeing by Extractors. and inserting lank \\ashing machines. coupled to
hoses. which are then lowered into the tanks (one or t\\O tanks being
treated at a time). by me am of a fihre rope secured ttl the tank \\([shing
machine 1'01' this purpose. To avoid sparking. the hoscs \\hich contain an
I.'<lnhing \\ire. mllst he connected in the correct seljuence and manner.
S(l111e ships have flxed \\ashing machines in the tank,. ho\\e\er. these arc
IHlt al\\ays used. because there is a possibility that tlxed \\'Hshing
n1<lchll1e, may he more inclined to induce the sparking nf static
ckdricity. than the portable ones. On sm,11I ,hips. the hosing may he
,l\111e b\ hand.
B,'I':,;u,,' ,tatic electricity \\ou]d seem 10 build up more easily in hot
\\,11,'1 and steam. the lirst \\:lsh is normall\ \\ith cold ,en \Hlter. The tank
,\ machinc is operated al di!lcrent -le\els ill the tank (being raiseLi
THE EFFICIE'\iT DECK HAND
Victor Pyrate Dover cover

THE EFFICIENT DECK HA:'-JD
or lowered on its ~)wn fibre rope). to ensure that the tank is well washed.
Stripping pumps or portable ejectors are lIsed to renwve the tank
washings. which may all be pumped into and retained in one tank, or in
the open sea pumped overboard. However in \ie\\ ,)1' the pollution
pumping oil overboard helps to calise, many ships are now first removing
all the oil and sludge from tank washings. before pumping the wah;r
overboard. According to the nature of the previolls cargo and the next.
tanks may be washed with cold salt or fresh wateL hot salt or fresh
water, or steam, as r('quired. Arter \\ashing and stripping (pumping outl.
the tanks mllst be gas-freed again by ventilation. Small ships may lise
windsails to do this, but the method is too slo\\ for large tankers, which
will use either Ilxeel or portable fans and or extractors. to give forced
ventilation.
When the tanks ar..: ilas-freed. it mav he necessan to enter one or all
of them, i'or the purpose of removing sludge and 'loose scale. This is
necessary, to ensure that the suctions do not get clogged wh('n next
discharging. No person is to ..:nter any tank befolT the atmosphere
has heen tested and pronoul1c..:d gas-free. Since gas and vapour can
accumulate in pockets, a number or atmospheric tests should be taken
from different parts, and at different levels of the tank, It is essentiallhat
all men entering a tank wear lifelines and, if necessary (depending on
the nature or the previolls cargo), protective clothing as well. An
attendant (who should have suitahle hreathing appar,ltus available),
must be stationed at the entrance, in a position from \\hich h..: can see all
the men in the tank, for the purpose of raising the alarm, if he should
have anv cause to think that any of the men in the tank <In:: in an\ dmwer
of being overeome hv fumes. . , ~
A rise in the tel'1peratufe of the atmosphere in the tank, or the
removal of sludge or scale, may ,veil release additional gas or vapour
and can very quickly turn a safe atmosphere into a toxic one, \\hi..:h
..:ould easilv result in the men in the lank being overcome, without thev
themsclves'appreciating that it was happening. ~ ,
Wood. or plasti..: shovels and spades, should be used for tlK' removal
of sludge and scale. which may be sent up in a plastic bucket. Any tools
that have to be used. should be of bronze or some other material that
cannot cause sparking. All tools arc to be lo\\ered into. and hove out of
tanks. in a canvas bag or holdal!. They are not to be ~tuck in pockets
or belts, or be thrown.
Similarly. no pump room or other confined ~pace is ever to be entered
until, (a) the atmosphere has been properly tesled. and (h) the permissioll
of a responsible ollic('l' has been obtained.
THE EFFlcrE~T DECK HAND
tank with ~larland Vacuum extradions.

pairs one extracting and one venting the vents are spark proof and non-static.
easy to handle. with no moving parts, If damaged can be repaired with a fibre-glass
:- ~: i t.
THE EFFICIE'iT DECK HAND
Dasic Marino's Lavflat Hose has been Intro,

duced to compliment the already wide range
of Dasic tankwashing accessories. It is de
to p'ovide a lightweight alternative to
traditional rigid tankvvashing hose Two
low resistance stainless steel bonding wires
are incorporated against the build up of
static ",'",('f"role.,
The Dasic
ensure a smooth
Hose through deck opening
tankcleaning operation. The hose is
over two sets of rollers, allowing it to
curve through the deck opentng
of kinking or abrasion to the hose The Hose
Saddle is a rrgid tubular steel framework
welded to a cast metal base plate, it IS durable
and lightweight to 'llanoeuvre and can be
made to suit different sizes of deck ope:1i'1gs
rhe Vidor Pyratc standard hose saddle for use with portable tank washing machines
\ ,:or Pvrate pneumatic hoi,! for lank washin/, machines In position with a machine
'<)[ lo\.\erln!! tnto a tank.
THE EFF[C[ENT DECK [lAND
A conventional Victor I'yratc portabk lank \\a,hin!, machine
j
Fr\1111 ih introduction the Dasic Marinc's Jetstream Model A has

heell [llle of the 1110st successful Double l\ozzle machines. reliabilitv
Jild :-dlllplicity or use have been its greatest assets. Designe(l
'l'c'c'llil'all: for use in a permanently installed system. it is operated
h:- 'lllll,h \'pening a supply valve, The pre-programmed wash cycle. usually
',II lllillutc,. produces excellent re,ults using multi stage or single
stage oil washing.
THE EFFICIENT DECK HAt'.D
The Victor Pyrate portable tank bottom washer

Care and maintenance of tank washing hoses

1. Lay straight on racks. if possible. and store in cool conditions out
or direct sunlight. Do not overstow.
') Flush through\vith clean water. if llsed \\ ith chemicals.
"\ Wipe clean of contamination after usc.
4. When in use. avoid sharp bends in hosc. and lI~C ,addle' or hoist OWl'
tank opening.
S. Avoid contact with hot pipes. ahrasi\c Slll'l'~IL'," ,lIld sklrp edges.
etc .. liable to damage outer cover.
6. Clean and grease coupling threads I'rom tim,' ell \1111,'
If built-in earthing cin.:uit is broken. thi, (,111 be Ic'l1h',hl'd h the
usc of a separate wire through lhe bore ()I ll1l' h,',,', \ ik\lhle
stainless steel wire should be used. whid musl be' 1'1, 'I"'I-I\ ,lttd(hL'd
to the couplings at each end of the length or Iw,,'
SL\lMARY
Do not smoke except in a permitted area. and not l'\ ,'11 Iii .1 l'c'r!111L :,'d
drea. if there is any danger of gas or vapour being pre'L'1H
Do remember that you cannot always detect toxic i'um,', h\ '11lc'i
Do not usc any metal tools that can cause sparking,
Spark guards and flame arresters that have hecn rc'IC1l1Il'd !", ,!Ill
nurpose. arc to bc replaced as soon as the necessity rllr t h,'1 r :l'lll," .; h",
c'cased.
Do not enter any tank or other confined compartmcnt \\ Ilit"lll, 1'1':-
mission ora responsihle o/llcer. or without a lireline lind ,lll"!~l:.:rl
[)o not open or close any cocks or valves, \\ithout til"! \ I
instructions to do so. from a responsible otlker
j)(l not carry any matches, lighters or torches. C$i.' 1'1 ,h,< '''Ik'd f>\
'ilC ship.
D,l not go to the reSClle or a man overcome b\ 111111,',. link" 11'1i .11'1'
I c;lring suitable breathing apparatus. and halc :111 ,!lkneLI!]! 'Lincing
!),l not attcmpt to go to any place or do all: \\,lrk, lilli,'" \,lU :lrL'
\ ,'aring the correct protective clothing, \\hencwr prl)t,'Ll:\ c' ,Ill: h
",nsidered necessary hy the regulations. by an llJ1kci'll\ h \,'uh,'I!,
I)" not make or break anv hose connection c(1llt,lll1inC' :111 canll!n~ \\ Ire.
,\,cpt by observing the ;cquence laid down in the ii],t!'uc'li(llb :~nd \11'
,'guiatiom meticulously.
i )" !lot walk under ilexible cargo hoses .
. . . 11PW \\hat action to lake in the event (1fJire .
. . . 11\1\\ \vhat to do if you arc splashed hy a corrosi\c (lr to.\ic liquid, be
c'~1 rgo or otherwise.
".IW\\ \vhere the deck safety shower. eye wash spray and botlles. tlrst
kits. hreathing apparatus and resllscitators, arc located,
".11$\\ that the proper tools must always be used on every job.
THE EFFICIFNT DFCK HAND
Help kccp all s,tlety equipment in lirq cia,s condition.

Ncyer leave equipment lying around. c,pcciall~ cquipmcnt that could
ca use sparks.
Fire hoses (with foam branche, \\ hcn applicablc). ,hould all\ay, bc run
out. and ready before loading or discharging a highly int1amm,lblc
cargo.
CARRIAGE OF DA 'iGEROlS CHEl\lIC.\LS I" RlLK

Dangcr rrom asphyxiation and or cll'cCh oj" toxic or other harmrul
vapOLl[s. on entry into tanks and other enclosed ,paces.
General precautions
(a) When dangerous chemicals are being. or haw been. carried in bulk.
personnel ~hould not enter cargo t~ll1b. loid spaces around ,uch
tanks. cargo handling spaces. or other such enclosed ,paces. unless
authorised by a responsiblc omccr.
(b) Even if there is no cause to suspect that such a place i, not free of
toxic \,lpOUrs in harmful conccntration, or dclicicnt in oxygen. that
officer should first check that the space i, safe for entry by the use or
gas indicator,. and thcn cnsure that:
~ (i) thc spacc is eft"ectivel} and continually Icntilated.
(ii) a competent person is stationed at the entrancc to thc spacc. to
summon immediate help if that becomes necessary. and
(iii) approvcd brcathing apparatus (duly tc~tcd). li1elinc, and har-
nesses. are ready for immediate use.
Emergency entry
Where entry into an enclosed space is neces,ary in an cmergency. ,1I1d it
is not possible to check the space with ga, indicator,. an olllcer should
be responsible for continuous supervision of the operation. and should
ensure that:
(a) personncl entering the space arc wearing breathing apparatus and
lifelines. both checked to the satisfaction of the responsible ollicer.
(b) mcans of communication and a sYstem or signals arc agrced. and
undcrstood b\ all those concerned. "and ~ ~
(c) vcntilation is 'provided. if possiblc.
(.Yutc.-Anti-g({.1 rc.ll)imto/".\ of thc c({ni.ltcr trjic. II·hcrc thc ({tl11o.ljiherc is
dr(/\I"I/ through un ({/J.\or/Jcl// .filtcr. should I/('I"er /Jc lI.lcd in ('ne/oscd
I/)(I(CI. )
Gas indicators
IaI \\"herl' the cargo is toxic. the enclosed space should be chcckcd for
\ <I pour before entry. and frequently re-checked during the operation.
Spccial proprictary detectors spccific for the particular cargo vapour.
,Ind capahll' of detecting very low concentrations should be uscd:
cl1lllhu,tible ga, indicators are not generally suitable for that purpose.
(h) The atmosphere towards the bottom of lhe space should always be
[esled: also any suspeCled dead spOls. which might he less eillciently
ventilated than others,
(c) Even when gas indicators are used. which I11C,hLJrC \l\\gCll content.
the llced rOl~ thorough ventilation, whenC\cr pl'rS(lllnd 'l'nter closed
spaces. is paramount.
Opening up equipment and fittings

Pl'rsonnel should vacale any enclosed space inl(1 II hilh I:Ulll,i ()1' ,q1(1ur
\
may be released. as a result ofa cargl) pump. pII','line, h,',lli c',,:1 \,liIc,
,'Ie.. being opened up, Re-cntry should hc a]](Hlcd l)nl\ LIn llllti1l1rit\
,11' a responsible ofl1ceL under the conditions pre\ illu,1\ ,'I1\'tnl'd
Sludge. scale, etc.

Personnel should not enter into any lank whcrc sl , ,(,Ii.:,
l)l' present. and which could rise'to harmful Iclplll1r, II h'TI 1IgIL:\l"!.
lIllless hreathing apparatus is worn.
\\arning notices
Suitable notices should he prominently displayed rorbiddill': ull.ll:lh,\:I'c'd
_'Iltry into any enclosed space. where there is a ddngcr ()I'\~:11'\:1
1l1dpr inhalation of toxic \apours.
Protective clothing
\\here enlry inlo an enclosed space may also pn:~l'llt .1 '~I:1 c)'11Uc't
l~l/ard (i,e, liquid irritation or skin absorption). suilahle' llc\IE j'!"'c'c\llc'
JpIlling. including goggles. should he worn, Such l'll1thin", ,h,\uid .iI,,)
'c made available for emergency lise, together "ilh the' \,\Il:! I;c'm,
':lcnlioned previollsly,
TRAINING REQUIREMENTS FOR PERSONNEL ON SPECIAL

TYPES OF SHIPS
All references to "Parts" mentioned arc to other Parts of a series or
Training and Certification Guidance Notes.
LA TEST I:\iDEX TO PARTS
Part 1\'0. SlIhjccr rU!n! .l1. G. Y. I.\SII(, Du!e
Yllillher
General requirements 1'01' M.G.N.91(M)Apri12000
certifica tion and medical fitness
Certitlca tes 01' competency "1.G.N. 92(M)April 2000
deck department
3 Certificates of competency- \;1.G.N. 93(MlApril 2000
department
4 Certillcatcs of competency M.G.N.lJ4(]\;[)July Il)l)l)
radio personnel
5 Special training requirements for This Note ApriI20()()
personnel on certain types of ship
1.0 Introduction
1.t The Merchant Shipping (Training and Certification) Regulations.

1997, (the Regulations) implement in the United Kingdom some of the
requirements of the International Convention on Standards or Training,
Certification and Watchkeeping for Seafarers. 197R. as amended in
1995 (S. I.e. W. 95 J. A\'ailable from the Publications Department. The
Internatiomll \1aritime Organization. 4 Albert Embankment. London.
SE I 7SA, and its associated Code (STe.W. Code). The Regulations
apply the S.T.CW. 95 requirements,regarding the training 01' rersul1nel
011 tanker~. ro-ro pa~senger ships. and other pas,enger shir~ registered
in the United Kingdom. The High Speed Craft Code speeilies
requirements for training, and type rating certificatitm ['or personnel on
High Speed Craft.
TANKERS
2.0 Tanker Familiarisation Training
2.1 Ratings assigned ~pecillc duties and resronsibilities related to

l~lrgo or cargo equipment (e.g. pumpman). and all officers on tankers.
~Irl' required to
have completed:-
.1 at IUlst 3 months of seagoing service on tankers. in order to
acquire adequate knowledge or sare operational practices: or
~I tanker I'amiliarisation training programme approved b) thc
\laritimc and Coastguard Agency (M.CA.). cO\ering the
sylla bus given in paragraphs 2 to 7 of section A-V 11 of the

S. T.e. W. Code; or
.3 at least 30 davs service under the ~lIper\isi()n of qualified
ofllcers 011 a tclnker or less than ~()()() gl. engaged ('n \ oyages
not exceeding 72 hOllrs.
2.2 In addition to the above, ratinll\ ~lre llired $1 11l1lkrtake the
advanccd fire fighting training progT~ll;lme 111 "ection \-\1/3 of
the S.T.e.W. Code.
3.0 Specialised Tanker Training
3.1 Oil Tankers

:U. I In addition 10 the requirements in paragraph' I ~11'h'\ c, 1l1:!'ler~.
chief engineer olJlcers. chief males, second Cllllincl'r \ 'iliccr, ~llld ~lll\
person. such as a cargo officer or cargo enginccr~ (ll1ker. II Illl Illlmcdlat~
responsibilily for loading. discharging and care III tran'll. ,ll' lundl:ng (\1'
cargo in an oil tanker. arc required to have complell'd:
. I an M.C.A.-approved specialised oil lanker I 111m" Im'-
gramme. covering the syllabus in paragraphs Xto 1.4 of ~ecti(m
A-V II of the S.T.C.W. Code: and
~ alleast 3 months sea service on an oil tankl'r
3.2 Chemical Tankers

3.2. I In addition 10 the requirements in paragraph 2. I ,:h\\1 c'. m~:'ler~.
chief engineer oitlcers. chief mates. second engineer (lilil\:;" :llld ~1111
person. ~lIch as a cargo oHlcer or can.!$ en gineetollicl'r. II 1111 Immc'lLlt~'
responsibility for loading. discharging and ~are ill tral:<l. \'I h,lndllllg (li
cargo in a chemical tanker. are required to hale cl1ll1pkll'd
,I an lVI.CA.-approved specialised dll'mil\ll Llnkc'! lLlining
programme. covering the syllabu~ in paragraphs 15 10 21 of
section A-VII of the S.T.C.\\:'. Code: ami
J at least .'lmonths sea service on a elll'1l1il'~jl t~lI1ker
3.3 Liquefied Gas Tankers

1.3.1 In addition to the requirements in paragraph 2. I ahme, masters.
chici' cl1l!ineer officers. chief males. second c'lwinel'r nllicc1"; and am
C
person. such as a cargo olTieer or cargo engincer olliecr. IIi th iml11l'dia Ie

responsibility for loading, discharging lind carl' in lransit. or handling or
l'argo in a liquelled gas tanker (L.P.G. and L..'\.(J.j. arc required to have
l'ol11rleled:
. I an lVI.CA.-approved specialised liquc1ied tanker training
programme. covering the syllabus in paragraphs 22 to 34 of
section A-ViI of the s:r.c. W. Code: and
~ alleast 3 months sea service on a liquefied gas tanker.
3.4 Vlultiple Endorsements

3.4.1 Where endorsements I'or sen icc on a second or third type 01'
tanker arc sought. the requirement for 3 I110nths sea ~enice on the
specific type of tanker. may be substituted b:: sLiccessful completion 01' 2X
days approved shipboard training. il1\oh ing at least nne loading and
one disch,1 operation.
3.5 Tankers of less than 3000 gt engaged on myages not exceeding

72 hours
3.5.1 Candidates for a tirst tanker endorsement. ser,ing on tankers or
less than 3000}!L engaged on Voyages not exceeding 72 hours 111m. as an
alternati\e to tilt' Fa'mfliarisatioli alld Speciali~cd T'i"aining in par;tgraphs
.2 and 3 a bnve. complete:-
.J an approved specialised tanker programme appro-
priate to the type of tanker. i.e .. oil. chemical or liquelied gas:
ami
1 a period of 211 approved ~hipboard training on Ihat type
of tanker. at least 4 loading and 4 di~eharging.
~~~~,
(lperations
4.0 Certificates and Endorsements
4.1 Officers meeting the requirements of paragraph 3 above Sh(lltld

have their cenilicalCs or
competency. certificates (If equivalent com-
petency. (lr certificates of service (until 31.1.20(2). endorsed by the
7v1.CA. for service on the appropriate type of lanker(s) ('iec paragraph
13 for ,1 [lplication procedure).
4.2 omcns \\ho hold non-U.K. certificates or competency may (lbtain

tanker endorsements (as separate documents). if they undertake a
U.K. approved relevilllt tanker training [lrogrammt. and produce
evidence of required sea service on tankers. Applications should he
mmle in accordance with the pr(l\.:edure at paragraph ~ below. The issue
of slIch endorsements will not impl: recognition by the U.K. these or
oftlcers' cerlificCl tes of com pelency.
4.3 Ratings and officers meeting the requirements of Tanker Familiar-

isation TrainilH! on1\. should submit the e\idenee to an M.C.A. Marine
Oillce. \\here their - discharge books will be appropriately endorsed.
'Those not in possession of a U.K. discharge bOllk may be isslied \\ilh a
Tanker Familiarisation certitlcate. as per the attached specimen at
·\nnex I.
4A The r..:quir..:menb or paragraphs 2.1 and 3 above !TIust b..: Cl1m-

\\ithin the five year period. rrior to lht: date or application I'or
,II, c'l1dl)r~eJ1lCnt. or Tanker Familiarisation certificate.
4.5 Revalidation
4.5.1 In addition 10 the general requirement' I'llr rnalidatillll oj' a
cerlilicale or competency (detailed in P,11't l) I. ,I tank.:r el1dllr~elllcnl will
be re\alidaled. provided Ihe holder can pr(l\ide el idclll\.' ,)IIIK rlliiolling
service in the preceding 5 ye,lrs:
.1 al leasl 3 months. which nel'd nut he c(ll1tiIlU(lll'. nil al1\ tlpe
or lanker: or
I at least 6 months on a slllr,w,' t,JIlL']. ,'C'c' (11' 1,'rIllJl1ai.
cn~a~ed in operations ill\ohJ~H' 1()~ldl:lg llr',h,'h:II'ging or
tallk~rs. '
4,5.2 If this clidence cannot be prOli . .led, th,' t,111~..:r 1,)1'

carQ:ol endorsement \vill he withdrawn. Bel()r,' it ,'.Ill I'l'-l"u,'d. till'
ap,;lieant \\il1 he required to complele:
.1 the relenmt specialised tanker lrailllllg 1'1', )g' ,.:11111-:. ,I' de-
scribed in paragraph :I abo\e: 0,.
14 days supervised ship-board tra!I1l11g 111 " <1J'c';'IIII;L'r:lr~
capacity. in the relevantlype of tanker.
RO-RO PASSE.'IIGER SHIPS
5.0 Introduction
S.I Whilst s.'r.c.w.

95 requirements, rega t!ll' ILIIIlIIle' ,,!
per~ol1ncl Oilseagoing 1"0-1"0 passenger ships and
to personnel on those ships which (lrc "11]1
international \oyages, the Regulations appl~ l)~
requirements to all Lnited Kingdom seagoing ]"(\-1'\1 1':I",'11g,') ,ilq".
irrespecthe of the type and area of voyage undertaken
5.2 S.T.CW. 95, which came into force ('Ii !')lr.

1:1trocluced speciclltraining requirements r(lr se:I:',,:,'I"' ,11: r\l-!()
I'Clsscngcr ships, In addition. recent amendments Il' Rc'gllldtll111 2 01'
ST.C\V. 95. relating to approved crisis l11al1:lgemel~1 ~!llcl human
hehaviour training, were adopted h) the Inlern:ltl\\IU \LII'ilime
()r!!(lnisation. ami entered into rorce l)11 I .Id!1l1dl\ ]\)l)l). \1] tht:se
: ["dIning rcq uirernents arc described bel 0\\ .
fl.n General Training Requirements
fl,1 Prior 10 being assigned shipboard dutieS. masters. olliccr" ratings .

.:l1d other personnel with responsibility for guidance nl' passengers in
.: II emergency on a I"O-ro passenger ship. arc ret] uired to undertake appro-
':lale training (which does not require M.CA, apprm,li). as I'pllows:
.] all personnel pro\iding a direct <;enice to passengers. including
those \vorking in shops. bars and restaurants. are required to
he able to communicate effectively between themselves and
340 THE EFFICIENT DECK HA\lO
with passengers during an emergency. as detailed In para-

graph 3 of section A-V/2 of the S.T.C.W. Code. and be able
to demonstrate the correct donning of lifejackets:
all personnel designa ted on muster lists to assist passengers in
an emergency. are required to complete crm'll management
training as described in paragraph 1 of section A-V 12 of the
S.T.C.W. Code. This essentially practical training can readily
be provided on board shiro and can be kert up to date through
regular drills. This will enable the S.T.C.W. 95 requirement
ror refresher training at 5 vearlv intervals to be met:
.3 a II rersonne I wi th responsibilities related to loading ro-ro cargo
and securing for sea. arc required to be suf1leiently familiar with
the design and operational limitations alTeeting ro-I"O rassenger
ships. and the tasks detailed in paragraph 2 of section A-V/2
of the S.T.C.W. Code. The rraetieal clements of training
required could be undertaken on board under suren ision. An
clement of formal instruction is also considered appropriate to
ensure attainment of the abilities necessary to meet all of the
req uirements specified in the paragra ph.' -
6.2 In line with the responsibilities of companies required by

S.T.C.W. 95. ,~nd prO\ISlons III the InternatIOnal Sakt y Management
Code (I.S M.). records should be mdlI1tallled. and documentary
evidence rrovided to any rerson meeting the arprorriate standard.
indicating the date the standards were met.
7.0 Approved Training Requirements
7.1 Prior to being assigned shipboard duties. masters. chic!' engineer

otficers. chief mates. second engineer officers. and rersons 1{<I\ing
immediate responsibility on ro-ro passenger shirs for:
.1.., em barking and disem barking passengers:
loading. discharging or securing or cargo: alld
.3 closing hull openings:
arc required to successfully complete M.C.A.-aprro\ed training in ras-
senger sakty. cargo sakty. and hull integrity srecified in paragraph 4 of
section A-V/2 of the S.T.C.W. Code. which extends the knO\dedge
required f"or those with resronsibilities under raragrarh 6.1.3 abOve. al;d
includes more detailed training in the srecialist requirements applying
to ro-ro passenger ships.
7.2 Masters. chief mates. chici' engineer officers. second engineers

officers. and any person having l~sponsibility for the saf~ty of
rassengers in emergency situations on board ro-ro passenger shirs. shall
have comrleted M.C.A.-arrroved training in crisis management. and
human behaviour as srecifled in paragraph:; of section A-V/2 of the
S.T.C.\\. Code. which extends the crowd management training. and
,,,1-:[\ training required in paragraphs 1 and J or section A-V i. This
lrellning requirement came into force on I January 1999.
7.3 The training in paragraphs 7.1 and 7.2 ahove may be carried out
in-house. or in conjunction with external tr~\illing pro\idcrs. Training
dements referred to in paragraph 6.1.2. .1 and 7.~ above. must be
undertaken once every 5 year~. or evidence pr(1duccd of hay ing achieved
the required standard by way of initial lrainll1g. i'oll,mcd hy at least
j months service in every five years. in tht' rt'lc\ ant type or ,hips.
7.4 Part 12 of this series of guidance 110\\:, lktailcd guidance

,)[1 the safety training requirernenh for cOIlC~",Il'ndiJ\> \lPlling on
:,assenger ships.
PASSENGER SHIPS OTHER THA:\ RO-RO SHIPS
S.lI Introduction
X.I The introduction or a new Regulation \ \ :11 \.1.( .\\. \):'.

c:lating to the minimum requirements r(1r the tr~\lnill~ ~lllli li~lli
ic'ati,1ns or personnel on passenger ships. other than n H', I P,I ,,~'nger
.hlps engaged on international voyages. was recenth ad(\pted h\ the
1!llcrnational :vlaritime Organisation. and entered intl) Il);CC' ,In !
I,llluary 1999. The requirements of Regulalion \ .~ elrc' dl"~':':hc'li
'~Iow.
'1,0 General Training Requirements
ll.1 Prior to being a~signed shipboard duties. master,. o!lkc':·" :·~tLJl,=,'.

olher personnel with responsibility f,)r guidance \)1 11a"c'!12:'l'I' III
C'mergency on passenger ships. other than 1'O-n) p~I"l'n,=,lT ,hip,
on international voyages. arc required Il) UJldcTI~I~': cll'l'li)-
.,Ile training (which does npt require i\I.C \. '111 11 1',\\ ,ill. a.'
1,)\\ 5:
.1 all personnel providing a direct service to p,h'><'nger"l. Ilk'/uding

those working in shops. bar, and re'l~llIriln". ,I :'l'qulred 10
be able to communicate elrecti\elv het\\-:':Il \h~'!ll'c'I\(', . •md
with passengers during an emergcllc~. ,I' ,ktililcd ill para-
graph 3 of section A-V/3 of the S.T.C.\\. Code. ,LilLi hl' able
to demonstrate the correct donnilll! or .
all personnel designated on muster lists tl) as,:,t pas,enger, in
an emergency. arc required to c()l1lpll'tc C'li)\\l! management
training as described in paragraph 1 of sectioll \-\/3 of the
S.T.C.W. Code. This essentially practical training call rendil~
be providcd on board ship. and can he kept up to date through
regular duties. This will enable the S.TC.\\'. ')5 requirement
for refresher training at 5 \earlv intervals to be mel:
all personncl assig~ed specific duties and responsibilities on
board (such as those related to de~ign and operational limi-
tations of the ship). are required to be suil1ciently familiar with
the special nature (If passenger ships. and the tasb detailed in
3..+2 THE EFFICIE"lT DECK HAND
paragraph 2 of section A-V/3 of the S.T.C.W. Code. The

practical elements of training required could be undertaken on
board. under sLlrervision.
9.2. In line "ith the resronsihilities or comranies rcquired hy S.T.C.W.

95 ~lnd rrovisions in the I.S.M. Code. documentary evidence should be
provided to person meeting the arpropriate standard. indicating
the dale that standards were mel. Records should he ma1l1tained.
and be made available on relj uesl to any authorised person.
10.0 Approved Training Requirements
10.1 Master~. chier mates. and all persons assigned immediate responsi-
hility Cor em harking and disemharking passengers. are required to
complete M.C.A.-approved training in p,lssenger sarety. as specitled in
paragraph 4 of section A-VI..' of the S.T.C.W. Code. \\hieh ,;xtends the
knowledge required under paragraph 9.1.3.
10.2 Masters. chief mates. chief elH!ineer otlieers. second engineer

otlieers. and all persons having respc~nsihililY for the ,afety o( pas-
sengers in emergency situation~ on board passenger ,hips. arc required
to complete M.C.A.-appnl\ed training in crisis management. and
human behaviour as specified in paragraph 5 of .'\-\'/3 of the S.T.C.\\'.
Code. vvhich e:-..tends the crowd management and safetv training. re-
quired under paragraphs 1.).1.1 and 9.1 "1" ahpve. ~ "
10.3 The training in paragraphs 10.1 and 10.2 ,lb,)\e may be c,lrriL'd
out in-hoLlse. or in conjunction \\ith external training l)I'o\iders. Tnlining
ciemenh referred to in paragraphs 9.1.2. ID.I and 10.2 above. must be
undertaken once every :'\ years. or evidence produced nt' having achieved
the required standard hy way of initial training. followed by at least 3
months service in every 5 years. in the relevant type or ships.
11.0 Lse of Common Certificates
Il.l The training requirements for 1'0-1'0 passenger ships. being 1110re
comprehensive than for non ro-ro passenger ships. will he acceptable
I'or service on non 1'0-1'0 passenger ships (subject to completion of ship
speeitlc training).
THE EFFICIENT DECK HAND .\43
HIGH SPEED CRAFT
12.0 Training Requirements
12.1 These arc set out in ddail in \IS'.; ]- 40( \11 ,lnd v1.G,N,
2()(M) (or <lny subsequent amendments), hut die' ,1l11111Url,e'd helo\\,
12.2 T~pe Rating Certificates
12.2.1 Tn ilddition to a valid cerlitic-ate lli l"ll1petc'nl·~. dnd as

applicable, the requiremenh or paragraphs 5 II ahln th: l1LI'>ll'r and
all officcrs, having an operational role sel'\l11,~ l\n H 'il~~,'d (ral't
(H.S,C), are required to hold a valid Type Ratil1t: (l'1tl'iccl!c' ITRCI.
complying with the requirements or Chaptn I ",~ Iill' Intem,ltlnnal
Code or Safety for High Spced Cran (H,S.C Cllk I, II S( , Illl"
are responsible ror ensuring that appropriall' ,lppr,l\l'" ILl Ilt: I'
given 10 personneL so thaI they may qualil'~ I'll)' thl' j"lie' d ,I
T.R.C
12.2,2 Type Rating Ccrlilieates arc issued by tile ,ll'l'r,ned

"'Ilions providing the training, but musl be entiol'.,ed b~ IIll' \1
~Ind require revalidation at intervals \l!' nol more th,11 ' le',II'
.Ipproved lraining required by the HSC Code include, ~J1(1\\ ,,1
li1e cral'l's propulsion and control systems, handlint:
l,11111l1unication and navigation procedures, intact <,Ihilii\. :llld
'lIl'\ivabilily of lhe craft.
:~.2,:l Engineer officers sening on H.S.C. with gil:; tll:hil;c' 1'1 "I'lrl,1l 1 n,
,1<1\ hold either I1lt)tOL steam or combined cerlilil'dle, \11' e"'111
I:) . addition, senior engineer orTkers specilied 111 t h~ \
\bnning Document. arc required to hold a l'ertilic:t!c ,Ill~"l
'1l1pletion of an approved gas turbine lr:linll1]! ;1)'e'',!r::ml11c', I'(lr ~he
',IL'hinery on their vessel.
~~..+ Ratings serving on H.S.C., are required \<, he tr,llilcd tl) meet
" requirements of paragraphs 6 to 12 or Ch<l!1ter I:-'~.; Ill' the' HSC.
'lie. These include knowled!.!e of the 1()Gltion, ,Ind II",' ,,1' ,III itcm,
,':d in the training manual. e.g" escapc roulL'" lik·"I\ appliances,
protection ,md fire-extinguishing applianl\:'. il11d L'art:u securing
',ems, This tr<lining can be included in trllinin]! meeting the require-
,s or paragra phs 5 and 6 above,
I '.I! Application Procedure
I ~,I Apprma\ of Training Programmes -All requcsts r(1r M.C.A.

,:,,\Ct! or training programmes. required under this "iole by com-
" elf training organisations. should be addressed to lhe Surveyor in
-"c' (1i' the local M .CA. Marine Otrice.
344 THE EFFICIENT DECK HA"\D
13.2 Applications I'or: -

,1 Tanker Endorsements (llsing form \1.S. F. 4210. which gives
details or the docuI11enialiol1 to he included \\ith the ~ippli
cation): and
"I endorsement or Type Rating Certificates:
should he sent to the \1.CA. at the address given in the introduction to
this Guidance "\ote. Forms are available from that address. or from an\'
M .CA. Marine Ollice. .
14.0 Further Advice
14.1 Further information. if required. may be obtained l'r0111 the

M.C.A .. at any Marine Ollicr. or the address given at the beginnil1!! of
this M.G.N. . ~ ~-
THE Ef"FICII:NT DECK HAND 345
M('rchant Shipping Notic(' No. \1.1401
orsrNFECTlON OF SHIPS [)O\IESTI( FRESH WATER
Notice to Shipowners, "lasters, Fishing \e"''1e1 Skippers. Shipbuilders

and Repairers
I. The Merchant Shipping (Crew ACC(lll1ll1(lILILl'lll ReguLttll1lh 197:-\

as amended and the Merchant Shippillg I(re\\ \llI11l1I1h1li<lti(111)
(Fishing Vessels) Regulations 1975 require thai ~tli le',1l II dkr i'lnciul'ed
on hoard the ship shall he disinfected automat
2. Merchant Shipping Notice M 12\4 entitled "Rc'c')1llIlL'!1l1dil"Il' to
Prevent Contamination of Ships' Fresh \Vall'r StOLl:':,' ,Ind f»tllhdlilln
Systems"' together with the "Instructions for the GUld,tlill' \\1 SlllI ,'\ nr,".
both issued by the Department. deal more rulll II itll .t!' Ihe I,'hl,. d
recommendations and advice.
3. At the time or issue of Merchant Shipping """Il'l' \\ 1~14 r.lUlle'
19S6) only chlorinatIOn, with its residual capahtlltl. ,,\uld I'l' l:l"Ill-
mended for llse as a disinfectant in shipboard fresh \1 atl', 'lc'1~1'
4. However. further research work has now been LIndeI'Ll iii :l-"I'l'L[
or the use of silver as a disinfectant. Given the rel'ul> (\1' till' II lII''',
together ,,,ith the historically satisfactory use of siher ,!, ,I dl'111Ic'~'Llnl
in shipboard fresh water as well as land based ')'tCIll" Ihe [)c'I',IJ't-
ment now accepts electro-silver ionisation systems rl)1 ~hl' ,Ill I, \11:.1 II(
disinfecting of fresh wa ter produced lin hllard United K
ships.
5. The conditions of acccptance which are applicahle ill (11,' Illll!1" (11
such disinfection systems are detailed in the Annex tll t It I, \ "' I,'c'
ELECTROLTTIC SILVER RELEASE FRESH \\\lER

DlSINfECnO\ SYSTDIS
The Department accepts electro-silver iotllSCltil1l1 ,\,kl11' II)) the' dutll-

matic disinfecting of fresh water prodflccd 011 h"u"i I nlll'd l\.inglillll1
registered ships.
A summary of the conditions or acceptance' \1 hrc'h dll' ,q'ph:ahk to
the fitting of such disinfection systems is gilen he1'1\\
1.1 Any proposal for fitting a ~ystem nr; ~l pa"l'llg\.'1 l'la,s l.K.
registered ship is to he suhmilled tl' the \Lirille D:rl'Li(ll'llte for 1Il-
divid U<l I considera t ion.
2.1 The installation of any unit supplied rIll ,hips intended for the
lnited Kin£dom registrv should be undertaken in accon.l:lnce with the
manufacturer's detailed (nstructions.
3.1 A set of manufacturer's instructions covering fullv the installation,
operation and maintenance of the disinfection systems should he filed
with the Department for record and supplied with each unit for the
reference of the operators.
4.1 The disinfection unit is to he fitted in the fresh water sYstem
hetween the production unit and the storage tanks, as near to the former
as is practicahle and in a readily accessihle position.
5, I Each svstem is to he desi!!l1ed for the maximum Ilow rate of the
fresh water production unit. ~
6. I "Fail Safe" operation of the disinfection units is to he achieved hy
fitling an automatic. normally closed solenoid operated valve in the
system. The valve is to be under the independent control of the electrode
monitor such that the valve will close and prevent thc passage of water
into the storage distrihution system should the unit malfunction in any
wav.
7, ( An audible visible automatic alarm should be installed connel'led
to the "Fail Safe" control SYstem and should give a warning of failure of
power supply or any malful1ction of the disinfection unit C<~lIsing closure
of the solenoid opcrated valvc. The elel:tricity supply required to operate
the alarm should he independent of the supply to the disinf'ection unit.
8, I No Cacility Cor by-passing the disinfection unit is to be fitted or
provided.
<).11he desilln settinll of each unit is to he checked b\ the manu-
facturers hefOl~e despatch and is to be such as 10 ensure Ihat a minimum
of O.l ppm silver concentration will be added to the water under
maximum Ilow conditions.
10.1 The fresh water storage and distribution system should he
designed such (hat the silver contact time v,ith the "ater is a minimum of
rOll!' hours before use, This will ensure a maximum silvcr concentration
of (l,08 ppm in the system. This concentration is (0 he checked by a
competent laboratory annually.
II. I Anv water "conditioning" units ~hould installed alkr the dis-
infecting lll1it and before storage.
I! 1 Srare parts not less thall the 11l,1I1Ufaclurer's minimulll spares lis(
(sec m,lIluracturer's instructions) are to be carried for each unit filled.
13.1 Acceptance is based on the inkmnalion supplied hy the manu-
facturer and is subject to the system operating satisfactorily in service.
The Department resenes (he right (0 require check te~ls to he made at
any time.
The Author, C. H. Wright had a distinguished career, firstly as a
Merchant Navy apprentice in 1927 and then joining the National
Sea Training School (Sharpness) in 1950, transferring to
Liverpool in 1967, when Sharpness closed, he retired as
principal in 1977. Since then his book has been brought up-to-
date by various revisers, continuing its reputation as a valuable
reference. not only for students being examined for Able
Seamen or Efficient Deck Hand Certificates, but also ordinary
seamen, yachtsmen, fishermen or anyone with a general
interest in the subject.
IS BN 0- 8 5 1 74 ·706 -X
BROWN , SON & FERGUSON , LTD.

4·10 Oarnley Street. Glasgow G41 2S0

The Efficient Deck Hand - Ocr

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THE EFFICIENT

I,) "Sul"\i,al ,It Sea The Lilchoat and Liferan".

SAFETY DOES \OT IHPPEN

BEWARE OF SHORT elTS

Fir~1 Editinn 197_~

ISBN (j X5174 706 X (Fift h Edition)

I .'003 BROW'\J. SON & FERGllSON. LTD. GL.\SGOW. G41 '::SD

SlRVIVAL AT SEA-THE LIFEBOAT A:\D L1FERAFT

\\'ritlell for Candidate, the Dep<lrlmel11 of TI

I,\TER,\ATIONAL REGLL\ TlO:\S FOR PRE\T\,TI'\G

A I\Il'ST FOR EVERY '\\ \'1(;\ TOR.

SURVIVAL FOR YACHTSME,\

PROFICI E'\CY 1'\ Sl'RVI\'AL CRAFT CERTI FICA TE$

" L ,dh \\Tilten 1'01' candidates alll'Illpling l\) pa;.s Certificate, or

• r.lhk 'I'om Ihl' Pliblisheh

was interested \\hen the Author. Cartain C. H. Wright. asked me to

Liverpool. March 1973.

PREFACE TO FIFTH EOITIO~

Angus Fire Armour

CHA PTER I Guidance of Training Requirement~ for Certificate of

OIAPTER 2 'Jautical Terms and Definitions !\

CHAPTER J fhe 'ames and Function, of Various Parts of a Ship

CHAPTER 4 Compasses. Helm Orders and Steering Gear

(II ~I'TER :; The Patent Log and Hand Lead Line 71

( H.\I'TER 6\nchors. Chain Cables lind Windla"., 77

CHAPTER 7 Fireti~hting and Lifesaling Appliances 86

CHAPTER 8 Rope and Ropcwork

Various ropes 16:'

Ci-'IAPTER 9 Splicing 210

( H.\ PTER 10 Lifting Tackle. BI()t'k~. Purchasl's. 'lasts. I)errkks. Cranl's.

.\bc(jrce:or ,teel hatch COl crs

CHAPTEI< 12 \laintenance 297

CHAPTER 13 Halardou'i Cargoes 310

A Certificate or Comretency a, A.B. b i"ued under the Merch,lnt

I h) I ~ months senice (iess remission if am) as a G.P. ratlnl!. ,Ind I, In

scrvlcc in the ,mailer \es;,eb is allowcu [0 COllnt at half rate onl".

Entr~ requirements for E.D.H. Certificat('

QI.'ALIFYI~G EXAMI,\ATlOi\ SYLLABlS (E.D.H.)

. ·,("ica/ll·or/.; tiS 10/1011'\:

I). ri!!!!ing or a hvdrostatic release unit:

Duty and Responsibility

RE:VllSSION OF SEA SERVICE FOR PRE-SEA TRAINt'lG

pre-sea training at one oi'the Nautical Schools listed abo,c,

APPROVED EN'GINE ROOMIDECK CONVERSION COL RSES

Nallonal Sea Training School 4 \\ccks

MeA MARlNE OFFICES ISSUNG A.B. CERTIFICATES

Aberdeen :\1arine Office Tel 01224 "74 I"

Be~erley :\ larinc Oflice Tel Ol4iC XM 606

Cardiff \larine Office Tel: 02920229 5:'16

(;Iasgm\ :\ larine OffiCl' Tel 0141 42 c lJ4()()

Liverpool \clarine Office Tel 01'1 -171 I I-\:'

Londoll \c\:lrine Offiee Tel 1116Xl) :NO -IOU

Kcn! BRh OJA

'\ewcastle "arine Office Tel: OllJ12X:,7171

\'c\\CasliL' upon Tme :\E3 2JL

,",ollthampton \larine Office Tel: 02JX() 32l) ~2l)

'" '~!thalllplon SO I' I LG

A.B. Able Seaman

Coil StOll a rope in a circular f,)rm

( J,II,;!\\Cl\ Portable bridge between thc ship and a qua~

Jm:nb's ladder A thin rope side ladder

Na\igalc Procccd rrom onc place 10 another

Spreaders Short piece~ of wood filled betv\een the gunwale