Unit -1

General: Parts of ship, watches, PPE

1.1 List names of various parts of ship.

1.2 State names and timing of watches

Name of Watches Time Officer

First Watch 2000 to 2400 Hrs. Third Officer
Middle Watch 0000 to 0400 Hrs. Second Officer
Morning Watch 0400 to 0800 Hrs. First Officer
Forenoon Watch 0800 to 1200 Hrs. Third Officer
Afternoon watch 1200 to 1600 Hrs. Second Officer
Evening Watch 1600 to 2000 Hrs. First Officer

1.3 List Personal Protective Equipment (PPE) – Boiler suits, Face Masks,
Safety Harness, Ear Mufflers, Chemical Suits, Hand Gloves, Safety
goggle, Safety helmet, Safety Shoes.

1.3.1 Protective Clothing: Protective clothing is a coverall which protects the body of the crew member from
hazardous substance like hot oil, water, welding spark etc. It is popularly known as “dangri “or “boiler suit”.
1.3.2 Face mask: Working on insulation surface, painting or carbon cleaning involves minor hazardous particles
which are harmful for human body if inhaled directly. To avoid this, face masks are provided which acts as
shield from hazardous particle.
1.3.3 Safety harness: Routine ship operation includes maintenance and painting of high and elevated surfaces
which require crew members to reach areas that are not easily accessible. To avoid a fall from such
 heightened area, safety harness is used. Safety harness is donned by the operator at one end and tied at a
strong point on the other end.
1.3.4 Ear Muff/plug: Engine room of the ship produces 110-120 dB of sound which is very high for human ears.
Even few minutes of exposure can lead to head ache, irritation and sometimes partial or full hearing loss. An
ear muff or ear plug is used on board ship which dampens the noise to a bearable decibel value.
1.3.5 Chemical suit: Use of chemicals onboard ship is very frequent and some chemicals are very dangerous when
they come in direct contact with human skin. A chemical suit is worn to avoid such situations.
1.3.6 Safety Hand gloves: Different types of hand gloves are provided onboard ship. All these are used in
operations wherein it becomes imperative to protect one’s hands. Some of the gloves provided are heat
resistant gloves to work on hot surface, cotton gloves for normal operation, welding gloves, chemical gloves
etc.
1.3.7 Goggles: Eyes are the most sensitive part of the human body and in daily operations on ship chances are
very high for having an eye injury. Protective glass or goggles are used for eye protection, whereas welding
goggles are used for welding operation which protects the eyes from high intensity spark.
1.3.8 Helmet: The most important part of the human body is the head. It needs utmost protection which is
provided by a hard plastic helmet on the ship. A chin strap is also provided with the helmet which keeps the
helmet on place when there is a trip or fall.
1.3.9 Safety Shoes: Maximum of the internal space of the ship is utilized by cargo and machinery, which is made
of hard metal and which make it clumsy for crew to walk around. Safety shoes ensure that nothing happens
to the crew member’s feet while working or walking onboard.
Unit -2

Rope Work

2.1 State types of material used in construction of Ropes - Natural fibers,

Synthetic fibers, HMP Ropes.
+
Natural fibers: Natural fibers, such as Manila, sisal, and hemp, have been traditionally used for rope making. These
fibers are strong, durable, and resistant to rot and decay. However, they are also prone to stretching, are susceptible
to damage from sunlight, and can be affected by moisture.

Synthetic fibers: Synthetic fibers, such as polyester, nylon, and polypropylene, are increasingly used in modern rope
making. These fibers have many advantages over natural fibers, including greater strength, higher resistance to UV
radiation and moisture, and less stretch. They are also more lightweight and easier to handle.

High-modulus-polyethylene (HMP) ropes: HMP ropes are a relatively new type of synthetic rope made from ultra-
high molecular weight polyethylene fibers. They are stronger and lighter than traditional synthetic fibers and have a
low stretch factor. They are also highly resistant to UV radiation and moisture, making them ideal for use in marine
environments. However, they can be expensive and may require special handling and care.

2.2 Explain different lays of rope.

Eight Strand Plaited

Many mooring ropes used at sea today are 'eight strand plaited', constructed by laying two pairs of strands left-
handed, with the other two pairs right-handed. This type of lay has the advantages that it does not kink and also,
with eight strands, has increased flexibility. However, it is difficult to splice, and the manufacturers' instructions
should be consulted.

Shroud Lay
Another type of lay found at sea is 'shroud lay' (Figure 3.2), consisting of four strands, sometimes being laid about a
central heart, right-handed. As the name implies, it was used for standing rigging (the shrouds to the mast) until
wire ropes came into use.

Soft-Laid
Often referred to as a long lay, soft-laid is a strong flexible method of laying up a rope. The angle of the strand to
the axis through the centre of the rope is comparatively small. It will absorb water more easily and will not be as
hard-wearing for example as a hard-laid rope. The 'jaw' of the lay is large with a soft-laid rope.

Hard-Laid
Sometimes called short lay, when the 'jaw' of the lay is small in comparison to a soft-laid rope, hard-laid is harder
wearing than the former, does not easily absorb water and tends to retain its shape better when under stress. Being
hard in construction, it is not very flexible, and its breaking stress and subsequent safe working load are inferior to
those of soft or standard laid ropes.
Standard or Plain-Laid
Standard lay may be described as a cross between hard- and soft-laid ropes. It has been found by experience to be
the best in providing pliability and strength, and to be sufficiently hard-wearing and chafe-resistant to suit the
industry for general purpose working.

Sennet-Laid
Alternatively known as plaited, but not as in the way as the 'eight strand plaited' previously mentioned, an example
of sennet lay is found with the patent log line, where the yarns are interwoven, often about a centre heart. This lay of
rope has an effective anti-twist, non-rotational property.

Unkinkable Lay This lay looks like standard lay, but close inspection will reveal that the yarns are twisted the same
way as the strands. Left-handed in construction, it is usually ordered for a specific job, e.g. gangway falls. The
advantage of this lay is that the tendency for standard lay to kink when passing through a block is eliminated.

2.3 Describe different types of fiber ropes and compare the strength and
elasticity of the ropes.

Manila: Made from the fibers of the abaca plant, which is native to the Philippines. Resistant to abrasion, rot, and
mildew, but can weaken when exposed to sunlight and saltwater. Breaking strength ranges from 2,500 to 14,500
pounds. Elasticity is high. Tan or light brown in colour. Melting point is around 180-200°C.

Hemp: Made from the fibers of the cannabis plant. Soft to the touch and biodegradable. Resistant to abrasion, rot,
and mildew. Breaking strength ranges from 2,000 to 7,000 pounds. Elasticity is high. Brown or Gray in colour.
Melting point is around 165°C.

Sisal: Made from the fibers of the agave plant, which is native to Mexico. Highly durable and resistant to saltwater.
Breaking strength ranges from 2,500 to 6,000 pounds. Elasticity is high. Light yellow or cream in colour. Melting
point is around 160-170°C.

Nylon: A synthetic rope that is highly resistant to abrasion and UV radiation. Breaking strength ranges from 2,000 to
30,000 pounds. Elasticity is low. Available in various colours. Melting point is around 215-255°C.

Polyester: Another synthetic rope that is resistant to abrasion and UV radiation. Good abrasion resistance and high
UV resistance. Breaking strength ranges from 3,000 to 36,000 pounds. Elasticity is low. Available in various colours.
Melting point is around 250-290°C.

Polypropylene: A synthetic rope that is highly resistant to chemicals and buoyant, so it floats on water. Breaking
strength ranges from 900 to 5,000 pounds. Elasticity is high. Available in various colours. Melting point is around
130-170°C.

Polyethylene: A synthetic rope that is highly resistant to abrasion and chemicals. Breaking strength ranges from
1,000 to 12,000 pounds. Elasticity is high. Available in various colours. Melting point is around 130-145°C.

Material Resistance Distinct Distinct

Type of rope Strength Elasticity
source to specialty 1 specialty 2
 Abrasion,
Abaca Relatively Resistant to
Manila High High rot, and
plant low cost saltwater
mildew
Abrasion,
Cannabis Soft to the
Hemp High High rot, and Biodegradable
plant touch
mildew
Abrasion,
Agave Highly Resistant to
Sisal High High rot, and
plant durable saltwater
mildew
Abrasion,
High shock
Nylon Synthetic Very high Low UV Highly elastic
absorption
radiation
Abrasion, Good
High UV
Polyester Synthetic High Low UV abrasion
resistance
radiation resistance
UV Buoyant
Highly resistant
Polypropylene Synthetic Low High radiation, and floats
to chemicals
chemicals on water
UV
Highly resistant
Polyethylene Synthetic Very low High radiation, Low stretch
to abrasion
chemicals

2.4 Care and maintenance of fiber Ropes

Manila Rope:

 Store in a dry, well-ventilated area to prevent mould and mildew growth

 Avoid exposure to direct sunlight for extended periods of time
 Clean with mild soap and water, then rinse and dry thoroughly
 Apply a light coat of linseed oil or wax to help preserve the rope's natural fibers
 Inspect regularly for signs of wear, such as fraying or broken fibers, and replace as necessary
Sisal Rope:
 Store in a dry, well-ventilated area to prevent mould and mildew growth
 Avoid exposure to direct sunlight for extended periods of time
 Clean with mild soap and water, then rinse and dry thoroughly
 Avoid contact with strong acids or alkalis as they can weaken the rope
 Inspect regularly for signs of wear, such as fraying or broken fibers, and replace as necessary
Coir Rope:
 Store in a dry, well-ventilated area to prevent mould and mildew growth
 Avoid exposure to direct sunlight for extended periods of time
 Clean with mild soap and water, then rinse and dry thoroughly
 Apply a light coat of oil to help preserve the rope's natural fibers
 Inspect regularly for signs of wear, such as fraying or broken fibers, and replace as necessary
Hemp Rope:
  Store in a dry, well-ventilated area to prevent mould and mildew growth
 Avoid exposure to direct sunlight for extended periods of time
 Clean with mild soap and water, then rinse and dry thoroughly
 Apply a light coat of linseed oil or wax to help preserve the rope's natural fibers
 Inspect regularly for signs of wear, such as fraying or broken fibers, and replace as necessary
Dyneema Rope:
 Store in a cool, dry place away from direct sunlight
 Avoid exposure to strong acids or alkalis as they can weaken the rope
 Clean with mild soap and water, then rinse and dry thoroughly
 Avoid knots and kinks in the rope as they can damage the fibers and weaken the rope
 Inspect regularly for signs of wear, such as fraying or broken fibers, and replace as necessary
Nylon Rope:
 Store in a dry, cool place away from direct sunlight
 Avoid exposure to strong acids or alkalis as they can weaken the rope
 Clean with mild soap and water, then rinse and dry thoroughly
 Apply a light coat of a silicone-based lubricant to help protect the rope from abrasion and wear
 Inspect regularly for signs of wear, such as fraying or broken fibers, and replace as necessary
Polyester Rope:
 Store in a dry, cool place away from direct sunlight
 Avoid exposure to strong acids or alkalis as they can weaken the rope
 Clean with mild soap and water, then rinse and dry thoroughly
 Apply a light coat of a silicone-based lubricant to help protect the rope from abrasion and wear
 Inspect regularly for signs of wear, such as fraying or broken fibers, and replace as necessary
Polypropylene Rope:
 Store in a cool, dry place away from direct sunlight
 Avoid contact with strong acids or alkalis as they can weaken the rope
 Clean with mild soap and water, then rinse and dry thoroughly
 Do not expose to high temperatures as it can cause the rope to melt and lose strength
 Inspect regularly for signs of wear, such as fraying or broken fibers, and replace as necessary

2.5 State the damage caused by surging.

Surging is a term used to describe the sudden tension and slackening of a mooring line due to the movement of the
ship caused by waves or tidal currents. This repeated jerking motion can cause significant damage to both the
mooring lines and the vessel itself.
Some of the damage that can be caused by surging includes:

 Line breakage: The repeated tension and release of the mooring line can cause it to weaken and eventually
break.

 Abrasion: The movement of the line against the dock or other mooring lines can cause significant wear and
tear, leading to fraying or weakening of the fibers.

 Chafing: The repeated rubbing of the line against sharp edges or rough surfaces can cause the fibers to
wear away, leading to weakening and potential breakage.
  Damage to the vessel: The sudden tension and release of the mooring lines can cause the vessel to shift or
even collide with the dock or other vessels, leading to potential damage to both the vessel and surrounding
structures.

2.6 Explain marline, Twine, spun, lead lines. Knots, Bends, Hitches&
Whippings.
Marline: Marline is a type of small cordage, typically made of two strands of hemp or other fibers twisted together.
It is often used for making seizing (wrappings around a rope to prevent it from unravelling), serving (wrapping
around a rope to protect it from wear), and other small tasks. Marline is usually supplied in hanks by weight, tarred
or untarred. It is made in two plies, i.e., two yarns laid up left-handed, from better quality fibers than spun yarn, and
produces a much neater, tighter finish to any job. It is used for seizing, serving and whipping heavy duty ropes.

Twine:
Twine is a lightweight cordage made of two or more strands twisted together. It is used for a variety of tasks on
board ship, including tying parcels, making seizing, and serving.
Seaming Twine
Manufactured from the best flax, this three-ply twine is made up in hanks of approximately 1 lb weight and 900
fathoms length. It is used extensively for canvas work.
Roping Twine
This five-ply twine is supplied in hanks of similar length and weight to that of seaming twine. It is used for whipping
the ends of ropes, worming etc.

Spun:
Spun yarn is a type of rope made by twisting together several strands of fiber. It is used for standing rigging (the
fixed ropes and wires that support the masts) and other heavy-duty applications.
Spun yarn Made from any cheap fibers and turned into yarns, spun yarn may have two, three or four yarns, usually
laid up left-handed. The yarns are supposed to be soaked in Stockholm tar, for spun yarn is used for the serving
of wires, and the idea was that in hot climates the lubricant (Stockholm tar) would not run from the serving. Spun
yarn is generally sold in balls of up to 3.2 kg or in coils of 6.4 kg or 25.6 kg by length or weight.

Lead lines:
Lead lines are used to measure the depth of water beneath a vessel. They consist of a weighted line marked at
intervals with knots or coloured markers to indicate the depth. The lead is typically a heavy weight or piece of metal
attached to the end of the line to help it sink.
Lead Line Made of high-grade cable-laid hemp, it may be obtained in a size of 13q in. (9 mm diameter) for hand
lead lines. It is supplied in 30 fathom coils for the hand lead.

Knots:
Knots are used to join two pieces of rope or to form a loop in a single piece of rope. There are many different types
of knots, including bends (used to join two ropes), hitches (used to secure a rope to an object), and loops (used to
form a closed circle in a rope).
Figure Eight Knot
Used as a stopper knot and employed in many forms, especially at sea
Reef Knot
This is basically a flat knot, ideal for securing bandages over a wound when
tending injured personnel;
Bends:
 Bends are knots used to join two ropes together. Some common bends include the sheet bend, fisherman's bend,
and double sheet bend.
Carrick Bend- Single
Originally used for bending two hawsers around a capstan, the bend was constructed so that it formed a round knot
which it was thought would not become jammed in the whelps of the capstan barrel.
Carrick Bend- Double
This version of the Carrick bend (Figure 3.7) is formed in a similar manner, except that a round turn is made about
the cross of the first hawser. It is used where additional weight could be expected to bear, as in towing operations.
Fisherman's Bend
This is used for securing a hawser to the ring of a buoy. The bend differs from the round turn and two half hitches,
for the first half hitch is passed through the round turn.

Hitches:
Hitches are knots used to secure a rope to an object, such as a cleat or a post. Some common hitches include the
clove hitch, round turn and two half hitches, and bowline on a bight.
Clove Hitch
A very common hitch in use at sea today, it consists of two half hitches
jamming against each other. It is a useful knot for turning about a rail and
hanging things from, but unreliable, especially when the direction of weight
is liable to change; that could easily cause it to slip
Marline Spike Hitch
An easily constructed hitch (Figure 3.8) much used by riggers to gain more
leverage when gripping thin line or rope. It is useful when whipping or
binding is required to be drawn exceptional tight.
Rolling Hitch
The rolling hitch is one of the most useful hitches employed at sea
Providing it is properly secured and the weight is against the double
bight turn, the hitch should not slip.

Whippings:
Whippings are used to bind the end of a rope to prevent it from unravelling. A common type of whipping is the
common whipping, which involves wrapping the end of the rope with twine or cordage and then tying it off with a
knot.
Common Whipping
Probably the easiest of all the whippings, it is not as strong as the sailmaker's whipping, and is liable to pull adrift
with continual use. It is formed by flapping round the rope end and burying the end of the twine.
Sailmaker's Whipping
Without doubt this is the strongest whipping in common use. Should it need to be removed at a later time, it would
most certainly need to be cut away

2.7 Explain different types of Mooring ropes and their

advantages/disadvantages.

Type of Rope Advantages Disadvantages

 Susceptible to rot and abrasion,
Manila Strong, durable
heavy
Susceptible to rot and abrasion,
Sisal Biodegradable, strong, good grip
rough texture
Biodegradable, strong, floats in Susceptible to rot and abrasion,
Coir
water limited availability
Susceptible to rot and abrasion,
Hemp Strong, durable, biodegradable
limited availability
Extremely strong, low stretch, Expensive, vulnerable to UV
Dyneema
lightweight degradation
Strong, elastic, resistant to Vulnerable to UV degradation,
Nylon
abrasion and weathering tends to stretch
Lightweight, strong, resistant to Relatively expensive, can be difficult
Polyester
abrasion and weathering to splice
Lightweight, floats in water, Vulnerable to UV degradation, can
Polypropylene
resistant to chemicals become brittle

2.8 Explain the grades of steel used for making Wire ropes, construction
of wire ropes, advantage of a fibre heart and factors determining
flexibility
Wire ropes are typically made from steel wires twisted together to form a rope. The type of steel used for making
wire ropes is important, as it affects the strength and durability of the rope. In general, wire ropes are made from
high-carbon steel, which has a high tensile strength and is resistant to fatigue and wear.

The grades of steel used for making wire ropes are categorized by their minimum breaking force, or MBF. The MBF
is measured in metric tons and is based on the strength of the steel used. The most common grades of steel used
for wire ropes are:

1770 N/mm2 - This is the most common grade of steel used for wire ropes. It has a high MBF and is relatively
inexpensive.

1960 N/mm2 - This grade of steel has a higher MBF than 1770 N/mm2, making it stronger and more durable.
However, it is also more expensive.

2160 N/mm2 - This grade of steel has the highest MBF and is the strongest and most durable of the three grades.
However, it is also the most expensive.
Construction of SWR
Steel wire ropes are composed of a number of thin wires whose diameter will vary between 0.26 and 5.4 mm. The
thinner wires are made of hard drawn plough steel and the thicker wires of rolled steel. The individual wires are
twisted into strands about a fibre core or a steel core, or even laid up without any form of centre heart. These
strands are in turn laid up about a fibre or steel heart, or just laid up together without any centre core. The direction
of laying up the wires and laying up the strands is critical. If the wires are laid in the same direction as the strands,
then the hawser is said to be a 'flat strand hawser', whereas if the wires are laid up in the opposite direction to that
of strands, then the wire is said to be a 'cross-laid hawser'.
The construction of wire ropes also affects their strength and durability. Wire ropes are typically made up of several
layers of wires twisted together in a specific pattern. The most common types of construction for wire ropes are:

Seale - This is the simplest type of construction, with wires twisted together in a simple pattern.

Warrington - This type of construction has a more complex pattern, with a combination of large and small wires
twisted together.

Filler - This type of construction includes a fiber or synthetic material at the center of the rope, providing additional
strength and flexibility.

Main Core (Heart)

Within the shipping industry the majority of steel wire ropes, of the flexible nature, are equipped with a hemp or
jute natural fiber heart. The non-flexible wires are usually built up about a steel core. The natural fiber heart is
impregnated with grease, to supply internal lubrication when the rope comes under tension. The advantage of a
fiber heart in wire ropes is that it provides additional flexibility and helps reduce the risk of wire fatigue. The fiber
heart also helps distribute the load more evenly across the rope, reducing the risk of individual wires breaking.
The factors determining the flexibility of wire ropes include the number and size of the wires used, the construction
of the rope, and the materials used in the rope. In general, ropes with more and smaller wires will be more flexible
than ropes with fewer and larger wires. The construction of the rope can also affect flexibility, with some
constructions providing more flexibility than others. Finally, the materials used in the rope, such as a fiber heart, can
also help improve flexibility.

2.9 State meaning of 6/12, 6/24, 6/37 types of wire ropes, non-rotating
wire rope, Plastic covered wire rope.
Wire ropes are typically categorized by their construction, which refers to the number and arrangement of strands
and wires in the rope. Here are the meanings of some common wire rope constructions:

6x12 - This refers to a wire rope construction that has six strands, with each strand containing 12 wires. 6x12 wire
ropes are relatively flexible and have a moderate resistance to abrasion, making them suitable for a range of
applications.

6x24 - This refers to a wire rope construction that has six strands, with each strand containing 24 wires. 6x24 wire
ropes are more flexible than 6x12 ropes, with a higher resistance to abrasion. They are often used in applications
that require more flexibility and better bending fatigue resistance.

6x37 - This refers to a wire rope construction that has six strands, with each strand containing 37 wires. 6x37 wire
ropes are highly flexible and have a high resistance to abrasion. They are often used in applications that require
maximum flexibility and fatigue resistance.

Non-rotating wire rope - This refers to a wire rope that is designed to resist rotation under load. Non-rotating wire
ropes are typically made with a special construction that includes a layer of wires wound in the opposite direction to
the outer strands. This helps to balance the torque generated by the rope under load, preventing rotation.

Plastic covered wire rope - This refers to a wire rope that has a plastic or polymer coating on the outside of the
rope. The coating helps to protect the rope from abrasion and corrosion, and can also provide additional grip for
handling the rope. Plastic covered wire ropes are often used in applications where the rope will be exposed to harsh
environments or corrosive substances.

2.10 Explain, Care and maintenance of wire ropes

Wire ropes are critical components in a wide range of applications, including construction, mining, transportation,
and more. Proper care and maintenance of wire ropes are essential to ensure their safe and effective operation. Here
are some important factors to consider when caring for and maintaining wire ropes:

 Inspection - Regular inspection of wire ropes is critical to identify any signs of wear, damage, or fatigue
before they become serious safety hazards. Inspect wire ropes visually, and also use non-destructive testing
techniques such as magnetic particle inspection or ultrasonic testing to detect any internal defects.
 Lubrication - Lubrication is important to reduce friction and wear between the wires and strands of a wire
rope. Use a suitable lubricant that is compatible with the wire rope material and operating conditions, and
apply it regularly according to the manufacturer's recommendations.
 Cleaning - Keeping wire ropes clean is important to prevent the buildup of dirt, debris, and corrosive
substances that can damage the rope over time. Use a suitable cleaning solution and method that is
compatible with the wire rope material and operating conditions, and avoid using abrasive materials or
methods that can damage the rope.
 Storage - Proper storage of wire ropes is important to prevent damage from moisture, corrosion, or other
environmental factors. Store wire ropes in a dry, clean area that is protected from direct sunlight and
corrosive substances, and avoid storing them in tightly coiled or kinked positions that can cause permanent
deformation.
  Handling - Proper handling of wire ropes is important to prevent damage from twisting, kinking, or bending
beyond their recommended minimum bend radius. Use proper lifting equipment and techniques, and avoid
dragging or pulling wire ropes along rough surfaces.
 Retiring - Wire ropes have a limited-service life, and should be retired from service when they reach the end
of their useful life or when they exhibit signs of wear, damage, or fatigue that cannot be repaired. Replace
worn or damaged wire ropes with new ones that are suitable for the application and operating conditions.

2.11 Method of measuring size of ropes, wires and chains.

Standing Rigging This will be of 6 • 7 (6 strands, 7 wires) construction, or, with a steel core, 7 • 7 constructions. For
larger sizes 6 • 19 or 7 • 19 may be encountered. Examples in use would be the shrouds to port and starboard of the
mast, forestay, backstay, triatic or what used to be called jumper stay, ships' wire guard rails etc.
Running Rigging These are flexible ropes of 6 X 12, 6 • 18, 6 • 19, 6 • 24, 6 • 36 or 6 • 37 constructions. The number
of wires per strand (wps) may be as many as 91, but these ropes are generally confined to heavy industry, such as
launching slipways, towage and salvage operations, as opposed to the normal working marine environment.

2.12 Explain use of Chain/rope stoppers.

Common Chain Stopper

Chain stoppers are used for the same purpose as the common or West Country stoppers, except for the fact that
they are applied to mooring wires, not ropes. The chain stopper consists of a length of open link chain, about 1.7 m,
with a rope tail secured to the end link. The chain is shackled to the base of the bitts or to a deck ring bolt of
convenient position. The stopper is passed over the wire forming an opened cow hitch, followed by the remainder
of the chain, which is turned up against the lay. The rope tail is also turned up in the same direction, then held as the
weight comes onto the stopper. The two half hitches of the cow hitch are kept about 25 cm (10 in.) apart. The
mariner should be aware that a cow hitch is used and not a clove hitch; the latter would be liable to jam whereas the
cow hitch is easily pulled loose when no longer required. The turns of the chain are made against the lay of the wire,
so as not to open it up and cause distortion, and also weaken the wire.

Common Rope Stopper

This may be used on natural fiber or synthetic fiber ropes provided they are of a hawser lay. The stopper should be
examined for wear and tear before use, and if there is any sign of deterioration, the stopper should be renewed. The
mariner should ensure that the stopper is secured, then pass a half hitch against the lay of the rope; the bight of the
stopper between the shackle and the half hitch should be seen to be taut. Many seafarers pass a double half hitch
(forming the first part of a rolling hitch), instead of just using the single half hitch. The tail of the stopper is then
turned up with the lay of the rope, and held while the weight is transferred. Although used extensively for mooring,
the stopper is often found useful in derrick handling and towing operations
Unit -3

Flags and Halyards

Types of Flags
(1) Flags of Nations: Some countries use ensigns instead of their National Flags. National flags are also used as
Courtesy Flags.

(2) House Flags: Indicate Ship owners

(3) Alphabetical Flags: denote letters of alphabet

(4) Numeral Pennants: denote numbers from 0 to 9

(5) Substitute Flags: First, Second and Third

(6) Code or Answer Pennant

26+10+3+1 = 40 flags

Definitions

Flag related terms are of the old school and may cause some difficulty for candidates appearing for competitive
examination! While the INTERCO meaning of single letter flags is easily grasped, the terminology is something that
requires basic understanding.

1. Canton: This refers to any quadrant of a flag but mostly, the upper left quarter (one that is hoisted)
2. Hoist: The edge of the flag nearest to the flagpole
3. Fly: The edge farthest away from the flagpole
4. Courtesy Flag: The national flag or the civil ensign of the country you are visiting
5. Dimension: Varies, but usually the fly is twice as long as the hoist
6. National Ensign: The flag of the country your ship is registered to
7. House Flag: Usually, the company flag
8. Tack Line: Length of halyard about 2 metres used to separate group of flags
9. Halyard: Ropes used for hoisting flags
10. Pigeon Hole: Flag locker hole
11. Close Up: Flags fully hoisted
12. Dip: Not to be confused with the dip of a sextant! Dip means that an upright flag is lowered to 45 degrees
or horizontal. This is done as a sign of respect

Worn and Flown

There is some confusion with regard to this (much like underway and making way!)- vessels wear flags; people fly
flags on their vessels. Each flag has a specific meaning along with the appropriate location for it to be worn and the
time that it can be flown. Next up will be the order of the points of honour signifying the order of preference, i.e.,
the highest in the points of honour will fly the most important flag (which is basically your own ensign)

How to Read Flags

1. Mast – Top to Bottom

2. Triatic Stay – Forward to Aft (stay connecting mastheads is termed Triatic Stay)
3. Starboard Yardarm – Outer to inner
 4. Port Yardarm – Outer to inner

Order (Points of Honour)

In order of preference:

1. Gaff
2. Flagstaff at the stern
3. Bow staff
4. Starboard Yardarm
5. Masthead
6. Port Yardarm

Fly the flag at the highest point of honour to which that particular flag is entitled. The highest place is always given
to your own national ensign. All other flags must be placed below.

The National Ensign

The gaff holds the highest importance. Second to that is the stern flagstaff (more common for the ensign in modern
merchant vessels). So there might be a confusion with regard to ‘height’ being a factor seeing as the stern staff is
much lower; although another flag might appear higher, no flag is ever flown above the national ensign on the
same halyard. Gaff is used for holding the ensign flag when the ship is underway. Ensign on the gaff and Jack on the
jack staff do not go together

Jack is to be hoisted only when the ship is at anchor or made fast to the shore or to a buoy. The jack is lowered
immediately when the ship is underway, when the anchor is aweigh or the last line is cast off

Red Ensign Worn by a merchant vessel

White Ensign Worn by warships/naval establishments

Blue Ensign Worn by ships belonging to public offices

Instances when Ensign is flown

1. When the ship is dressed

2. In foreign waters during daylight hours
3. When going alongside foreign port, man of war, day or night

The Courtesy Flag

It is a custom among merchant ships when entering or leaving a foreign port and during their stay in the port to fly
the colours of that country. as a mark of respect; the exact details of flying such a flag with regard to timings can be
obtained from the port control. The dimensions of the national ensign must always be larger than the courtesy. Also,
never fly one country’s flag beneath another’s on the same mast. This is a sign of conquest and projects disrespect,
ignorance and bad seamanship. Also, do not hoist the courtesy flag upside down. As mentioned, follow the port
country’s rules with respect to the courtesy; some countries might have a rule wherein to fly the courtesy only after
the Q (quarantine) flag has been secured. The courtesy flag comes second in order of preference after the national
ensign.
The Q Flag

As per INTERCO, the Q flag denotes “My vessel is healthy. I require free pratique”. It is a flag that is hoisted
inevitably by all vessels prior to entering the port to denote that the vessel is healthy and disease free and requests
clearance. Preferably, fly it on the starboard yardarm and take it down after the vessel has been cleared by the
health authorities of that country.

The national ensign or the courtesy should not be flown from sunset to 0800 hours unless specifically mentioned to
do so (Mexico requires their flag to be flown after sunset as well). At 0800 when raising the flags, the national ensign
should be raised first followed by the courtesy and the rest. The reverse order is applicable during lowering.

Blue Peter

Commonly flown by merchant ships to denote that the ship is about to sail and that all crew who may be out of the
ship to return back to the ship immediately.

Halfmast
The concept of half-mast is to denote respect. Flags are flown at half-mast when saluting another vessel (naval
vessels of war). The Naval ship reciprocates by lowering and raising their national ensign after which the own ensign
is returned to full hoist.

Also, the Ensign is worn at half-mast to indicate death. Usually on the day of the funeral only and from the time the
body of the deceased leaves the ship or place where it has been lying until the time when it is buried

Dressing The Ship

On special occasions such as Republic Day, Independence Day and the likes, ships or other vessels may dress their
ships in full regal splendour. This includes displaying a set of 40 flags representing numbers, letters and other
signals. A vessel is dressed only while not underway. This might also be done for a special time such as her maiden
or final voyage.

INTERCO
INTERCO refers to the International Code of Signals. It is an international system of signals and codes for use by
vessels to communicate important messages regarding safety of navigation and related matters. Signals can be sent
by flag hoist, ALDIS lamp, semaphore, radiotelegraphy, and radiotelephony. To make sense of the above, it is
important to know the INTERCO (at least the single letters) for the purpose of the oral examinations as well as a
matter of interest as a sailor. It contains 14 chapters, complement tables for the general section, complement tables
for the medical section appendices. This code provides a means of communication seeing as there might be
language difficulties among stations which affect the safety of the ship and the personnel. INTERCO contains single
letter signals (A to Z) which are urgent, important and of very common use; two letter signals (AA to ZZ) for
vocabulary; three letter signals (MAA-MVU) containing medical signals.

The single letter signals are used regularly and meanings of all must be known. They’re used in COLREGS (flags for
vessels engaged in fishing have a separate Annex attached to it namely flags Z, G, P, T) as well as for emergency
situations where communication might be urgent such as man overboard (O), when dragging anchor or when
another vessel is dragging anchor onto the own ship etc. Two letter signals also have immense importance as with
the NC flag (Distress flag as per Annex 4 of COLREGS) and YG (for TSS).
Code and Answering Pendant

3 red and 2 white stripes vertically placed at hoist and at fly. Various uses of answering pendants by hoisting are:

1. At Dip- Signal is seen

2. Close Up: Signal is understood
3. Haul down/return to dip after close up- signal is received

Substitutes

1st Substitute- yellow triangle with blue border

2nd Substitute- Blue and white. Blue at hoist, white at fly

3rd Substitute- White with black horizontal stripe

Examination Service
In certain circumstances, it is necessary to take special measures to examine ship’s desire to enter a port and to
control the entry. Generally, it is enforced when the security of the port is threatened or expected to be threatened.
Examination vessel flag is a blue rectangular flag with two rectangles in the centre. Vessels authorised to display the
examination flags are examination vessel, traffic control vessel and pilot launch when assigned to examination duty

Flags when entering a port

This has become a common question across Indian MMDs for the Second Mate oral examinations and therefore
included in the article.

1. Flag G or H (depending on whether pilot is yet to board or already boarded)- Port Yardarm
2. The National Ensign (stern post)
3. The Courtesy Flag (Starboard Yardarm)
4. Flag B (if carrying IMDG cargo)- Port Yardarm
5. House Flag- Port Yardarm

These are age old techniques and are here to stay. There is far too much information with respect to flags which
cannot be covered under one article and it is advised to go through the INTERCO publication for a better
understanding.

With the reasons for hoisting a certain flag at a certain point on the ship made easier and comprehensible, the next
time a flag is hoisted should seem more interesting.

3.1 Define meaning of Bunting.

Bunting is a lightweight, wool woven cloth that was used in the past to manufacture flags. Bunting was chosen
because it did not fray easily and was lighter in weight than other materials such as calico. However, bunting is not
as hard-wearing as synthetic materials such as brush nylon fabric, and it is more likely to rot, especially if
contaminated with oil.

3.2 Explain how to dress the ship

On special occasions such as Republic Day, Independence Day and the likes, ships or other vessels may dress their
ships in full regal splendour. This includes displaying a set of 40 flags representing numbers, letters and other
signals. A vessel is dressed only while not underway. This might also be done for a special time such as her maiden
or final voyage.

The wearing of ensigns refers to the practice of flying different flags on a ship to convey certain messages or signals.
In the context of naval tradition, different types of flags or ensigns are flown on a ship to communicate various
messages to other vessels. Some common ensigns flown by ships include the White Ensign, Royal Standard,
Personal Royal Standards, Jack, House Flag, Courtesy Flag, Blue Ensign, Red Ensign, and National Colours.

3.3 Explain Halyard at the dip, Close up, Halfmast, Hoist, Fly, Tackline.
Halyards are ropes used for hoisting flags. While bending on the flag to the halyard, be careful not to let go any end
of the halyard. Otherwise in a strong wind, the end will fly to the block. Halyard: A halyard is a line or rope used to
hoist or lower a sail, flag, or other object on a mast or pole.
At the dip: "Dipping" a flag means lowering it to salute or pay respects to a passing ship or person of significance.
When a flag is "at the dip," it means that it is currently in the process of being lowered to salute.

Close up: "Close up" refers to the position of a flag that is fully hoisted to the top of a mast or pole. It is typically
flown at this position during normal conditions or when there is no particular reason to fly it at half-mast.

Half-mast: When a flag is flown at "half-mast" or "half-staff," it means that it is flown at a lowered position on the
mast or pole, typically to show respect or mourning for a person or group of people who have died.

Hoist: To "hoist" a flag means to raise it up on a mast or pole using a halyard or other means. This is typically done
to raise a flag to its normal position or to display it for a specific purpose.

Fly: "Fly" is a term used to describe the act of displaying a flag on a mast or pole. It can also be used as a noun to
describe the length of a flag from the hoist to the fly.

Tackline: A tackline is a line that is used to control the position of a sail on a sailing vessel. It is attached to the
lower forward corner of the sail, known as the "tack," and is used to adjust the angle of the sail relative to the wind.

3.4 Explain Courtesy flag, Flags A-Z and Numeral pendants, Jack flag,
Quarantine flag, Pilot flag, Blue Peter.

1. Courtesy Flag: A flag flown by a visiting ship as a gesture of respect to the host country. The flag should be
hoisted at the starboard spreader or halyard and flown from sunrise to sunset when the vessel is at anchor or
in port. The design of the courtesy flag varies depending on the country being visited. For example, the
courtesy flag for France is a vertical tricolour of blue, white, and red, while the courtesy flag for the United
States is the national flag with a white star on a blue field in the centre.

2. Flags A-Z and Numeral Pendants: The International Code of Signals assigns a unique flag to each letter of
the alphabet, as well as numeral pendants for the numbers 0 to 9. These flags are used to communicate
between vessels and with shore stations. For example, the flag for the letter "A" is a white and blue diagonal
stripe, while the numeral pendant for the number "5" is a white and blue vertical stripe. The meanings of
 these flags can be found in the International Code of Signals, which is published by the International
Maritime Organization.

3. Jack Flag: A flag consisting of the Union Jack in the upper canton and a field of red and white stripes. The
jack flag is flown by warships of the British Commonwealth and some other countries as a symbol of their
nationality. In addition to the jack flag, many navies also use a commissioning pennant, which is a long
triangular flag flown from the masthead of a commissioned ship.

4. Quarantine Flag: A yellow flag with a black border, flown to indicate that a vessel is under quarantine. The
flag is used to warn others that the vessel may be carrying infectious disease or other health hazards. The
quarantine flag should be flown at the quarantine station or at the starboard yardarm of the vessel. The
International Code of Signals also includes a signal flag (the "Lima" flag) that can be used to request medical
assistance.

5. Pilot Flag: A flag consisting of a white border and a blue circle, flown to indicate that a pilot is on board the
vessel. The pilot flag is used to alert other vessels that the vessel is being guided through a narrow or
dangerous passage by a local pilot who is familiar with the area. The flag should be flown from the mainmast
or foremast when the pilot is on board.

6. Blue Peter: A blue flag with a white square in the centre, flown to indicate that a vessel is about to depart.
The Blue Peter is one of several signal flags that can be used to communicate with other vessels. It should be
hoisted at least 24 hours before departure and flown at the starboard yardarm. The Blue Peter is also used as
a signal for ships leaving port to request a pilot.

3.5 State the location of Jack Staff, Ensign staff.

The Jack staff is a small flagstaff located on the bow of a vessel, typically at the stem head or foremast. It is
used to fly the jack flag, which is a national flag flown by warships and some other vessels to indicate their
nationality.

The Ensign staff is a flagstaff located on the stern of a vessel, typically at the taffrail or aft mast. It is used to fly
the ensign, which is a national flag flown by a vessel to indicate its nationality. The ensign staff is usually longer than
the Jack staff and is often mounted on a transom or on a staff holder attached to the stern rail.
3.6 What flags are hoisted from this part of ship and when.
Name of Flag Flag Location Purpose

Hoisted when the ship is at anchor or made fast to the shore or buoy. Lowered when
Jack Jack Staff
the ship is underway.

Foremast
Courtesy Flag Hoisted to show respect and goodwill to the foreign country where the ship is berthed.
Yardarms
Ship's House
Main Mast Head Hoisted to represent the ship's identity, typically featuring the ship's emblem or logo.
Flag
Gaff when
underway, Hoisted when the ship is underway to represent the ship's nationality. When the ship is
Ensign
Ensign Staff in in port, it is lowered from the gaff and hoisted on the ensign staff.
port

Hoisted to communicate messages using a code, such as the Pilot Flag to signal the
Code Flags Triatic Stay presence of a pilot on board, or the Quarantine Flag to indicate a need for medical
inspection or treatment.

3.7 State type of Ensigns

Red Ensign:

National ensign of the United Kingdom.

Flown by all vessels owned by British subjects other than Her Majesty's ships.
Normally flown by all merchant vessels when in port or at anchor from the ensign staff at the after end of
the vessel.

When at sea, it is flown at the peak of the 'gaff' of the aftermast.

Should never be 'broken out' at the masthead.

Exhibited when entering and leaving any foreign port, entering or leaving any British port (if the vessel is
over 50 tonnes), or when in contact or communication with a naval vessel.
White Ensign: Flown by all ships of Her Majesty's Navy when in commission or when being launched, and
by RN shore establishments when commanded by a commissioned officer.

A symbol of the Royal Navy's authority and is also a symbol of a warship's military capability.

Often flown in conjunction with other flags as a sign of respect or to convey messages.
Blue Ensign: Flown by British ships of the mercantile marine, provided certain conditions are complied
with.

Conditions include the master or officer in charge of the vessel being an officer on the retired or
emergency list of the Royal Navy or the Royal Australian Navy, or an officer of the Royal Navy Reserve, the
Royal Australian Naval Reserve (Seagoing), the Royal Canadian Naval Reserve or the Royal Naval Reserve
(New Zealand Division).

Crew members must include members and officers of the Royal Naval Reserve, Royal Australian Naval
Reserve (Seagoing), Royal Canadian Naval Reserve, or Royal Naval Reserve (New Zealand Division).
Before hoisting the blue ensign, the commanding officer must be in possession of an Admiralty warrant
indicating this entitlement.
The ship's articles of agreement should bear a statement to the fact that the commanding officer of the
vessel is authorized to hoist the blue ensign, and holds the warrant from the Admiralty.

British merchant ships requisitioned by the Admiralty to assist in operations will also be allowed to fly the
blue ensign, under the Admiralty warrant.

Courtesy Flag: Flown by merchant vessels as a mark of respect to the host nation.
General practice for merchant vessels to fly the colours of the country the vessel is visiting.

Nowadays, the courtesy ensign is flown from the starboard yardarm, previously it was broken out at the
forward masthead

3.8 State that there can be penalty for not using or wrongly using an
Ensign.
Flag Etiquette - 1

When entering a port during daylight hours a ship should fly the following flags:

 Ship’s numbers on the foremast yardarm.

 Courtesy Flag on the foremast yardarm if it is a foreign port
 House flag on the Main mast head
 Ensign on the gaff
 Any Code flag (G, H or Q as ordered) on the triatic stay.
 As soon as the ship drops anchor or the first rope is ashore, the Jack is hoisted
 on the Jack Staff and the ensign is changed from gaff to Ensign Staff.

Flag Etiquette - 2

When leaving a port during daylight, a ship should have the following flags up before getting underway:

 Jack on the Jack Staff

 Courtesy Flag on the foremast yardarm if in a foreign port
 House flag on the main mast head
 Ensign on the Ensign staff
 Flag G if Pilot is required. As soon as Pilot comes on board lower G and Fly H

Flag Etiquette - 3
• Flags to be hoisted when shifting berth in a port during day light hours:
• (1) Jack, when not underway, on the Jack Staff
• (2) Courtesy Flag, if in a foreign port, on the foremast yardarm
• (3) House Flag on the main mast head
• (4) Flag H if necessary
Flag Etiquette - 4
• Flags to be hoisted when at anchor or made fast in a port:
• (1) Jack on the Jackstaff
• (2) Courtesy Flag on the foremast yardarm
• (3) House Flag on the main mast head
• (4) Ensign on the ensign staff

Flag Etiquette - 5
• Saluting another ship : When two ships of the same company pass close to each
other, the Ship whose Master is junior, salutes the other ship. Also, all merchant
ships salute a man-of-war of any nationality. Salutes are exchanged when the
bridges of the ships are abreast of each other. To salute a ship, lower your ensign
halfway and keep it lowered until the other ship has acknowledged the salute
i.e., dipped and rehoisted hers. When a ship is in mourning and flying her ensign
at halfmast, the saluting is done by first hoisting the ensign close up and then
dipping it. After the other ship has acknowledged the salute, hoist your ensign
close up and then bring it halfmast.

Flag Etiquette - 6
• Mourning: Ensigns are flown halfmast when a ship is mourning. At “colours” (0800 h)
the Ensign is hoisted close up first and then lowered to halfmast. At sunset the Ensign is
hoisted close up first and then lowered away completely.
• National Flag: 26 Jan Republic day – Unfurled; 15 Aug Ind day - hoisted
• Meaning of some important flags:
• B – I am taking in or discharging or carrying dangerous goods
• G – I require a Pilot
• H- I have a Pilot on board. (To be hoisted as soon as a Pilot comes on board and to be
lowered as soon as he leaves)
• Q – Is a quarantine flag. Which means “My vessel is healthy and I request free pratique”
• P – Blue Peter (In harbour) All persons should report on board as the vessel is about to
proceed to sea. (At sea may be used by fishing vessels to mean ‘My nets have come fast
upon an obstruction’)

Code Pennant
• The Code pennant is hoisted close-up to the halyard to indicate that a flag
message is understood. If it is kept at the dip, it indicates that the message is
not yet interpreted.
• The pennant is also used to indicate a decimal point
Unit -4
Code of Safe Working Practices:
4.1 State the contents of code of safe working practices for merchant
seamen
The Code is addressed to everyone on a ship regardless of rank or rating because the
recommendations can be effective only if they are understood by all and if all cooperate in
their implementation.
• The Code is arranged in sections which deal with broad areas of concern
• The Introduction gives the regulatory framework for health and safety on board ships and
overall safety responsibilities under that framework.
• Section 1 is largely concerned with safety management and the statutory duties underlying
the advice in the remainder of the Code. All working on board should be aware of these
duties and of the principles governing the guidance on safe practice which they are required
to follow.
• Section 2 begins with a chapter setting out the areas that should be covered in introducing a
new recruit to the safety procedures on board. It goes on to explain what individuals can do
to improve their personal health and safety.
• Section 3 is concerned with various working practices common to all ships
• Section 4 covers safety for specialist ship operations

4.2 List the precautions while entering confined / enclosed space

 A dangerous space is any enclosed area that may contain toxic or flammable gases/vapours, or have a lack
of oxygen that could harm anyone entering it.
 Precautions should be taken to ensure safety when working in a dangerous space.
 Potential hazards should be identified and the space should be secured against the entry of dangerous
substances.
 Atmosphere testing should be carried out before entry, and a steady oxygen reading of at least 20% is
necessary for safe entry.
 Entry should be planned in advance, and a Permit-to-Work system should be used if possible.
 Access should be adequate and well-lit, and no source of ignition should be taken into the space.
 Breathing apparatus, lifelines, rescue harnesses, torches, and communication systems should be kept ready
for use.
 An attendant should be present at the entrance while the space is occupied.
 Protective clothing should be worn if there is a risk of contact with hazardous chemicals.

4.3 Describe procedure for Rescue from enclosed spaces

 No one should attempt a rescue in a dangerous space without taking proper safety precautions as it could
put their own life at risk and prevent the person, they intended to rescue from being brought out alive.
 Emergency Escape Breathing Devices (EEBD) should only be used for escaping from a hazardous atmosphere
and not for rescuing someone.
 It is recommended that anyone entering a potentially dangerous space should wear a personal gas detection
meter capable of detecting oxygen deficiency, toxic gases and explosive atmosphere.
  Rescue and resuscitation equipment, including breathing apparatus, spare cylinders of air, lifelines, rescue
harnesses, torches/lamps, and a means of hoisting an incapacitated person, should be positioned ready for
use at the entrance of the space.
 The number of personnel entering the space should be limited to those who need to work there. A rescue
harness should be worn if necessary.
 At least one attendant should be present at the entrance of the space while it is occupied.
 An agreed and tested system of communication should be established between any person entering the
space and the attendant at the entrance and the officer on watch.
 Before entry is allowed, it should be ensured that entry with breathing apparatus is possible, and any
difficulty of movement within the space or any problems with rescuing an incapacitated person should be
considered and minimized.
 Life lines should be long enough to be firmly attached to the harness but easily detachable if they become
tangled.

4.4 Explain procedure of manual lifting and carrying of weights

Manual handling is the term used to describe any operation that involves transporting or supporting a load by hand
or bodily force, which can lead to musculoskeletal injuries if not done correctly. To reduce the risk of injury,
alternative means of moving the load should be considered before instructing personnel to lift or carry by hand.
When manual lifting and carrying is necessary, there are several important points to keep in mind:

 Assess the load before lifting and check for any hazards like sharp edges, protruding nails, or
difficult-to-grip surfaces.
 Ensure the area over which the load is to be moved is free from obstructions and not slippery.
 Adopt a firm and balanced stance close to the load with the feet a little apart, and maintain a
crouching position with knees bent and the natural curve of the back.
 Grip the load with the whole hand, keeping the heaviest side closest to the trunk and lifting by
straightening the legs while keeping them close to the body. Avoid twisting the body.
 When two or more people are handling a load, they should be of similar stature and carry out
lifting, lowering, and carrying actions in unison to prevent strain and overbalancing.
 Always carry the load in such a way that it does not obscure vision, allowing any obstruction to be
seen.
 When putting a load down, the legs should do the work of lowering with knees bent, back straight,
and the load close to the body.
 Consider replacing lifting with controlled pushing or pulling.
 Wear suitable shoes or boots that guard against crushing if the load slips.
 Clothing should be worn that does not catch the load and provides some body protection.
 Take rest at suitable intervals when work is very strenuous, repetitive, or in an extreme environment
to allow muscles, heart, and lungs to recover.
 Organize manual lifting and carrying in such a way that each person has some control over their
own rate of work whenever possible.

4.5 List the precautions while working aloft and over side
  Consult the Code of Safe Working Practice for working aloft or overside.
 Complete a permit to work for any overside operations.
 Conduct the following safety checks:
1. Inspect the stage to ensure it is free of cracks, grease, or other faults.
2. Load test the stage to 4-5 times the intended load.
3. Check the gantlines for condition, length, and powdering/mildew.
4. Rig a side ladder alongside the stage.
5. Always wear a safety harness and safety line to a separate anchor point.
6. Have a stand-by man waiting on the stage at deck level to raise an alarm in case of an incident.
7. Rig the stage over water, never over a dock or quay.
8. Run the downhauls of the gantline on opposite sides of the stage and secure the bowlines high to
provide stability.
9. Keep a lifebuoy close at hand for emergency use by the stand-by man.

4.6 List the safety precautions while painting, during the use of personnel
basket and while on mooring stations.

1. Painting Safety Precautions:

 Ensure that the work area is well-ventilated.
 Wear appropriate personal protective equipment (PPE), including gloves, goggles, and a respirator
if necessary.
 Keep flammable materials away from the work area.
 Follow manufacturer's instructions and use proper equipment for mixing and applying paint.
 Avoid smoking or using open flames in the area.
 Use caution when working at heights or on ladders, and secure the ladder properly.
2. Personnel Basket Safety Precautions:
 Ensure that the personnel basket is inspected before use, and that it is rated for the weight and
number of people it will hold.
 Follow the manufacturer's instructions for the safe use of the basket.
 Use a safety harness and secure it to the basket.
 Make sure that the crane operator is aware of the load being lifted and that they operate the crane
within its capacity limits.
 Never exceed the maximum weight capacity of the basket.
3. Mooring Station Safety Precautions:
 Ensure that mooring equipment is inspected and maintained regularly.
 Wear appropriate PPE, including hard hats and non-slip shoes.
 Use caution when handling ropes and chains, and make sure that they are properly secured to the
vessel.
 Follow proper communication protocols when working with other crew members.
 Stay aware of your surroundings and avoid tripping hazards.

4.7 List the precautions while painting funnel, main mast

Precautions for painting the funnel:
  Ensure that the funnel is structurally sound and stable before beginning any work.
 Use appropriate personal protective equipment (PPE), including gloves, goggles, and a respirator if
necessary.
 Use caution when working at heights or on ladders, and secure the ladder properly.
 Use a paint scraper or wire brush to remove any loose paint or rust before applying new paint.
 Apply a suitable primer before applying the topcoat of paint.
 Use paint that is appropriate for the material of the funnel.
 Avoid painting in windy conditions or when rain is expected, as this can cause the paint to run or
streak.
 Cover the area around the funnel to protect against overspray and paint drips.
Precautions for painting the main mast:
 Ensure that the main mast is structurally sound and stable before beginning any work.
 Use appropriate PPE, including gloves, goggles, and a respirator if necessary.
 Use caution when working at heights or on ladders, and secure the ladder properly.
 Use a paint scraper or wire brush to remove any loose paint or rust before applying new paint.
 Apply a suitable primer before applying the topcoat of paint.
 Use paint that is appropriate for the material of the main mast.
 Avoid painting in windy conditions or when rain is expected, as this can cause the paint to run or
streak.
 Ensure that all electrical equipment is properly grounded before beginning work.
 Use caution when working near antennas or other sensitive equipment to avoid damage.
 Cover the area around the main mast to protect against overspray and paint drips.

4.8 List precautions while repairing radar.

 Follow manufacturer recommendations for precautions against exposure to dangerous levels of
microwave radiation.
 Do not operate radar sets with wave guides disconnected, but if it's necessary for servicing, take
special precautions.
 Do not work within the marked safety radius of a Satellite Terminal Antenna unless its transmitter
has been rendered inoperative.
 Take care to avoid looking directly into a radar aerial or waveguide while it is in operation or where
arcing or sparking is likely to occur.
 Be careful when fault tracing in the modulator circuits of radar equipment, as exposure to
dangerous levels of X-ray radiation may occur in the vicinity of faulty high-voltage valves.
 Use solvents with caution, particularly in confined spaces, and follow manufacturer instructions.
Carbon tetrachloride should never be used.
 Ensure equipment is well-ventilated when using dry recorder papers in echosounder and facsimile
recorders to avoid inhaling toxic fumes.
 Do not operate radio transmitters and radar equipment when people are working in the vicinity of
the aerials.
 Isolate equipment from the mains supplies and earth radio transmitters before working on them.
 Place warning notices on transmitting and radar equipment and at the mains supply points to
prevent apparatus from being switched on until clearance has been received from those concerned
that they have finished the outside work.
4.9 List precautions while operating hatch covers, using portable ladder.
Access to Holds/Cargo Spaces:
 Entry to holds/cargo spaces should only be authorized by a responsible ships officer after ensuring
adequate ventilation and testing for noxious gases/oxygen content.
 Entry should be made through permanent means of access, but if not possible, portable ladders can
be used with necessary safety precautions.
Portable Ladders:
 Only used when no safer means of access is possible, and should be regularly checked for safety.
 Wooden ladders should not be painted or treated to hide defects and stored safely in a dry,
ventilated space.
 Pitched between 60-75 degrees, secured against slipping or shifting, and with a clearance of at least
150mm behind the rungs.
 Extend to at least 1 meter above any upper landing place unless there are other suitable handholds.
 Personnel should use both hands when negotiating a ladder and avoid carrying tools or equipment.
 Planks should not be supported on rungs of ladders or used horizontally for such purposes.
 Working from ladders should be avoided as far as possible, but, if necessary, personnel must use a
safety harness with a lifeline secured above the work position.

4.10 Explain method of guarding of openings on deck.

 Hatchways should be closed as soon as work stops, except for short interruptions or when it's not
possible due to safety or mechanical reasons.
 Guard-rails or fencing should be properly maintained, with no sharp edges, and suitable stops or
toe-boards should be provided.
 Guard-rails or fencing should have an upper rail at a height of 1 meter and an intermediate rail at a
height of 0.5 meters. They may consist of taut wire or taut chain.
 Guards do not have to be fitted during short interruptions in work or when the opening is a
permanent access way or when work cannot be carried out with the guards in place. However,
warning signs should be displayed to warn others of the potential risk.

4.11 List precautions while using hand tools.

 Use tools only for their intended purpose.
 Avoid wearing loose clothing, jewellery, or having long hair when using machinery to prevent them from
being caught in moving parts.
 Keep tools and equipment in a tidy and protected manner when not in use.
 Do not use damaged or worn tools, and keep cutting edges sharp and clean.
 Direct the tool away from the body when possible.
 Use both hands to keep behind the blade when using a tool with a cutting edge.
 Hold a chisel between the thumb and base of the index finger with the palm of the hand facing towards the
hammer blow.
 Push a saw with a light, even movement and avoid forcing it.

4.12 Marking of obstructions on the passage way on deck.

1. Use proper marking materials: The marking materials used should be highly visible and durable.
This includes paint, tape, and other materials that can withstand exposure to the elements.
 2. Follow regulations: Obstructions should be marked in accordance with regulations set by the
International Maritime Organization (IMO), the U.S. Coast Guard, or other relevant authorities.
3. Ensure adequate lighting: If the obstruction is in an area that is poorly lit, additional lighting may be
necessary to make the marking visible.
4. Use appropriate signage: Signs should be used in conjunction with markings to provide additional
information about the obstruction and any precautions that should be taken.
5. Use clear and concise markings: Markings should be easy to understand and should clearly indicate
the location of the obstruction and any hazards associated with it.
6. Ensure markings are not obstructed: Markings should be placed in a location where they will not be
obstructed by cargo or other equipment.
7. Conduct regular inspections: Regular inspections should be conducted to ensure that markings are
still visible and in good condition.
8. Train crew members: Crew members should be trained on how to identify obstructions and how to
respond if an obstruction is encountered.

4.13 List the safety precautions whilst walking/working on deck.

 Personnel should watch out for tripping hazards and protrusions such as pipes, framing etc
 Possibility of a sudden or heavy roll of the ship should always be borne in mind.
 Manholes and other deck accesses should be kept closed when not being used; guardrails should be erected
and warning signs posted when they are open.
 Lifelines should be rigged securely across open decks in rough weather.
 Means of access to the firefighting equipment, emergency escape routes and WT doors should never be
obstructed.
4.15 List safety precautions while anchoring.
 Anchoring means stopping a ship by dropping a heavy object called an anchor.
 When using portable radio to communicate with the anchoring party, ship identification should be clear to
avoid confusion.
 Before dropping the anchor, check the area to make sure there are no small boats or obstacles. Walk the
anchor out for safety and to prevent excessive strain on brakes.
 If the anchor does not release smoothly, don't try to force it. Reapply the brake, fix the problem, and try
again.
 When not in use, secure the anchor properly. If entering the area, stand in a protected position and
communicate with the windlass operator.
 Store unused anchors properly to prevent accidental release.

4.14 Explain standard crane signals.

Signal
name How it is done Meaning
Hoist Arm extended vertically; fist clenched Lift the load vertically
Arm extended vertically, palm facing downwards and
Lower moved up and down Lower the load vertically
Stop all movement of the crane and
Stop Arm extended horizontally, palm facing downwards the load
Signal
name How it is done Meaning

Arm extended horizontally, with hand open and fingers Move the crane horizontally in the
Travel extended in the direction of travel direction indicated by the signaller
Arm extended horizontally, with hand open and fingers
Travel extended and then bent forward and backward several Slow down the horizontal
slower times movement of the crane
Arm extended horizontally, with hand open and fingers
Travel extended and then moved quickly in the direction of Speed up the horizontal movement
faster travel of the crane
Raise Arm extended horizontally, with fist clenched and
boom moved upward Raise the boom of the crane
Lower Arm extended horizontally, with palm facing
boom downwards and moved downward Lower the boom of the crane
Arm extended horizontally, with hand open and fingers Swing the crane in the direction
Swing pointing in the direction of swing indicated by the signaler

Arm extended horizontally, with hand open and fingers Move the trolley on the crane in the
Trolley pointing in the direction of trolley movement direction indicated by the signaler

4.16 List the safety precautions while entering battery room and paint
room.
 Hatchways should be closed as soon as work stops, except for short interruptions or when it's not
possible due to safety or mechanical reasons.
 Guard-rails or fencing should be properly maintained, with no sharp edges, and suitable stops or
toe-boards should be provided.
 Guard-rails or fencing should have an upper rail at a height of 1 meter and an intermediate rail at a
height of 0.5 meters. They may consist of taut wire or taut chain.
 Guards do not have to be fitted during short interruptions in work or when the opening is a
permanent access way or when work cannot be carried out with the guards in place. However,
warning signs should be displayed to warn others of the potential risk.

4.17 List precaution while using bosun’s chair and stages, rigging gangway
and pilot ladder.

precaution while using bosun’s chair

 A bosun's chair is a device used to lift people up to high places on ships.
 When using a bosun's chair, make sure it is secured properly to a gantline (a rope used for lifting) using a
double-sheet bend knot. Avoid using hooks to secure the chair unless they have a special construction and
are strong enough for the job.
  Before each use, check the chair, gantlines, and lizards (rope loops used to attach the chair to the gantline)
for damage and replace them if necessary. Load test them to make sure they can handle the weight they will
be carrying.
 If the chair is used for riding topping lifts or stays (ropes used to support masts), make sure the bow of the
shackle (a metal ring) rides on the wire instead of the pin, and seize the pin.
 It is generally safer to hoist or lower a person in a bosun's chair by hand rather than using a winch. If a winch
is used, a competent person must do it and safety measures must be put in place. If a person needs to lower
themselves while in the chair, frap both parts of the gantline together with a suitable piece of line before
making the lowering hitch, and have someone tend the lines if needed.
 Using a bosun's chair requires a permit to work issued by the ship's Chief Officer.

precaution while using stages

 Make sure the work stage is clean, sturdy, and not rotten.
 Use clean and new gantlines. If unsure about their condition, use new ones. Check the condition of used
rope by inspecting the inside of the rope.
 Load-test the stage to four times the intended load, as per safety guidelines.
 Only rig stages over water, not over a dock or hard surface. Use designed working surfaces or scaffolding for
painting and other jobs.
 Ensure the lizards (rope loops used to attach the stage to the gantlines) are in good condition and securely
attached.
 Do not rig stages overside when the vessel is moving.
 The gantlines should be long enough and away from sharp edges that can damage the rope.
 Use a proper stage hitch and lowering turns.

precaution while rigging pilot ladders

 Ensure that the ladder is rigged in a way that the steps remain horizontal and firmly against the side of the
ship.
 The lower end of the ladder should be at a height above the water that allows easy access to and from the
attendant craft.
 When using an accommodation ladder in conjunction with a pilot ladder, the pilot ladder should extend at
least 2 meters above the bottom platform.
 Safe, convenient, and unobstructed access should be provided for anyone embarking or disembarking
between the ship and the head of the pilot ladder.
 Keep a lifebuoy with a self-igniting light available at the point of access to the ship.
 At night, the pilot ladder and ship's deck should be illuminated by a forward-shining, overside light.
 Hardwood battens must be provided to prevent twisting of the pilot ladder, and manropes must be secured
to the ship.
 Conduct a risk assessment and obtain a permit to work before rigging the ladder, especially when carrying
out work aloft or overside.

precaution while rigging gangway ladders

 Gangways should comply with appropriate international standards.
 The structure and fittings of gangways should allow for regular inspection and maintenance.
 Each gangway should be clearly marked with any restrictions on safe operation or loading.
 Gangways should be carried on ships of 30 metres in length or over.
 Access equipment must be of good construction, sound material, and adequate strength.
 Gangways must be clearly marked with the manufacturer's name, model number, maximum designed angle
of use, and maximum safe loading.
  Gangways should not be used at an angle of more than 30° from the horizontal unless designed and
constructed for use at greater angles.
 Gangways should be fitted with suitable fencing along their entire length.

4.18 List the precautions while using electric, pneumatic and hydraulic
(power) tools and appliances.
precautions while using electric appliances.
 Don't modify or add anything to the electrical equipment in battery compartments without authorization.
 Don't use portable electric lamps or tools, or other power tools that may cause sparks in battery
compartments.
 Don't use the battery compartment to store any materials or gear that aren't related to it.
 A short circuit of even one cell can cause an explosion if there's hydrogen present, and the heavy current
that flows through the wire or tool can cause burns due to rapid overheating of the metal.
 Keep the insulation and guarding of the cable in the battery compartment in good condition.
 Keep all battery connections clean and tight to avoid sparking and overheating.
 Don't use temporary clip-on connections, as they may be worked loose due to vibration and cause a spark or
short circuit.

precautions while using pneumatic appliances

 Always read the manual before using a pneumatic tool.
 Wear proper personal protective equipment (PPE) like safety glasses or goggles, hard hats, hearing
protection and safety toe shoes.
 Know your trigger and how it functions.
 Follow manufacturer guidelines for air pressure and avoid dead-ending compressed air.
 Use a relief air coupler on the tool to reduce the risk of accidental discharge.
 Only use a recommended air compressor that is compatible with your tool.
 Never carry a tool by the hose or connections.
 Never modify your tool or disable its safety features.
 Avoid horseplay and never point a tool at yourself or others.
 Disconnect your tool from the air supply and remove the magazine when not in use.

 precautions while using hydraulic appliances

 Always follow the user manual and receive proper training before using hydraulic tools. They can be
dangerous and cause injury or death if not used correctly.
 Attend regular safety training to learn how to recognize hazards, prevent unsafe operation, and deal with
any hazards that do occur.
 Regularly audit your hydraulic tools to ensure they are operating properly and safely.
 Evaluate the environment where the hydraulic tool will be operated and look for hazards such as poor
ventilation, spilled oil, and trip hazards.
 Wear the appropriate protective gear, including hard hats, safety goggles, gloves, and boots, to reduce the
risk of injury.
 Check the stroke and load ratings of the tool regularly, and never exceed 80% of these ratings.

4.19 List the precautions while working with compressed air, chipping
machines, spray painting machine.
List the precautions while working with compressed air
  Check the air hose every time before using it. Dispose of any damaged hoses and store them in safe places.
Use protectors if working in areas with heavy machinery or traffic.
 Make sure air hoses are secured with whip checks and safety cables. Always hand tighten valves, regulators,
and connections. If a hose breaks or disconnects, step away and turn off the machine.
 Never use compressed air to clean yourself or others. This can cause air embolisms, ear or eye damage, or
serious injury. Use a vacuum to clean dust or dirt from your clothes.
 Airborne particles can cause injuries, even at low air pressure. Wear protective goggles and clothing, and use
protective barriers to prevent debris from being blown into other areas.
 Compressed air is loud and can cause hearing damage. Wear hearing protection when working with
compressed air. Keep the pressure below 30 psi when cleaning surfaces.

List the precautions while working with chipping machines

 Wear proper Personal Protective Equipment
 Check that tools and hoses are not damaged and function properly
 Wash and dry the surface, especially if there is salt
 Take breaks and switch between different tasks to avoid using the same tool for a long time
 Maintain a safe distance from other workers and avoid working in the direction where rust particles may fly
 Remember to lubricate air-driven tools and replace paper for disk sanders after disconnecting the universal
coupling
 Use a disc sander or cupped wire brush to remove small rust scale, but avoid damaging the surface with an
air hammer
 Clean the adjoining area thoroughly to remove iron powder that may cause rust
 Apply compatible painting with sufficient coats and thickness to prevent rusting
 Lubricate working parts of pneumatic tools with a few drops of oil
 Rather than scaling to a film thickness of at least 350 microns, re-coat places where small rust has begun to
form due to a thin coat.

List the precautions while working with spray painting machine

 Ground metal parts to prevent sparking
 Inspect and constantly maintain all your equipment, especially the spray guns.
 Do not smoke in the spray area.
 Do not spray outside the spray area.
 Do not use portable lamps within the spray area; fixed lamps should be enclosed if within 20 feet of the
spray area.
 Never spray the paint towards each other
4.20 List precautions while cleaning holds using high pressure (water jet)
machines.
 Never aim the wand at anyone and keep the wand pointed downwards until you're comfortable with the
pressure strength.
 Wear protective gear such as boots, gloves, long pants, safety glasses, and hearing protection.
 Don't use a gas-powered pressure washer in an enclosed space due to carbon monoxide emissions. Use an
electric pressure washer instead.
 Avoid using ladders and working at high heights to prevent falls and injuries.
 Be aware of your surroundings and any possible hazards, such as children or pets, and uneven or slippery
surfaces.
 Choose the right nozzle and start with the largest degree spray tip you have.
 Never spray an electrical outlet, and check any electrical cords for damage before use.
 Store your pressure washer in a clean, dry, and well-ventilated area away from sparks.
  If you experience a pressure washer injury, seek immediate medical attention, as some injuries may not be
immediately obvious or visible.

4.21 Describe safe bunkering practices.

 Before bunkering, calculate the new stability and changes to the ship's draughts using a loadicator.
 Follow the company checklist which includes sealing the upper-most deck, blocking off scuppers, and having
fire extinguishers available.
 Establish a three-way communication link between the pumping station, manifold, and tank sounding
monitor.
 Display the 'Bravo' flag by day or a 'Red Light' at night, and place no smoking signs.
 Advise the Master and the Port Authority of the operation, and comply with SOPEP.
 Start pumping slowly and make sure there is no back pressure buildup.
 Have enough personnel on deck and make relevant entries into the log book.
 Finally, make an entry into the oil record book upon completion.

4.22 Procedure to carry out risk assessment.

 Risk assessment is a detailed examination of tasks or situations that could cause harm to people involved in
or near an operation.
 The assessment determines the type of risk, taking into account factors such as the experience of personnel,
complexity of work, weather conditions, time, equipment, etc.
 A hazard is a source or situation with the potential for harm or damage.
 Risk has two elements: the likelihood of a hazard occurring and the consequences of the hazardous event.
 The aim of risk assessment is to minimize accidents and ill health on board ships.
 The main elements of the risk assessment process are: classify work activities, identify hazards and personnel
at risk, determine risk, decide if risk is tolerable, prepare an action plan (if necessary), and review adequacy of
action plan.
 Risks that are found to be trivial and require no further precautions need not be recorded.
 Employers have the responsibility for assessing the risks to their workers and other persons who may be
affected by their activities. The process of risk assessment should be carried out by suitably experienced
personnel, using specialist advice if appropriate.

4.23 Importance of various Check list.

COSWP stands for "Code of Safe Working Practices," which is a set of guidelines and procedures designed to
promote safe working practices in the maritime industry. Various checklists are an essential component of COSWP,
and they serve several important purposes. Here are some of the key checklists and their importance:

 Preparing for Sea Checklist: This checklist helps ensure that the vessel is properly prepared for departure and
that all necessary safety equipment is on board. This includes checking that the life rafts are in good
condition, the fire-fighting equipment is in working order, and the crew has received appropriate safety
training.
 Safety Equipment Checklist: This checklist ensures that all safety equipment on board is in good working
order and is easily accessible in case of an emergency. This includes life jackets, life buoys, and emergency
lighting.
  Fire Safety Checklist: This checklist helps prevent fires and ensure that the crew is prepared to respond
quickly in case of a fire. It includes checking that fire doors and dampers are functioning properly, that fire
extinguishers are in good condition, and that the crew is trained in fire-fighting procedures.
 Navigation Checklist: This checklist helps ensure that the vessel is safely navigating through waterways and
avoiding collisions with other vessels or objects. It includes checking that the navigation equipment is
working properly, that charts are up to date, and that the crew is trained in navigation procedures.
 Emergency Response Checklist: This checklist ensures that the crew is prepared to respond quickly and
appropriately in case of an emergency, such as a man overboard or a collision. It includes checking that the
crew is trained in emergency response procedures, that emergency communication equipment is in working
order, and that emergency drills are regularly conducted.

Overall, these checklists are critical to the safe operation of vessels in the maritime industry. They help prevent
accidents and ensure that the crew is prepared to respond quickly and effectively in case of an emergency.
Unit -5
Safety Committee Meeting:

5.1 Explain Conduct of Safety Committee meetings.

Safety committee meetings are an important part of an organization's safety program. These meetings provide a
forum for discussion of safety issues, identification of hazards, and development of solutions to improve safety. The
following are some guidelines for conducting safety committee meetings:
 Set a regular meeting schedule: Establish a regular schedule for safety committee meetings to ensure that
they are held consistently. Consider the availability of members when setting the meeting time.
 Establish clear objectives: Define the purpose of the safety committee and the goals to be achieved. This will
help keep the meeting focused and ensure that objectives are met.
 Develop an agenda: Develop an agenda for each meeting that includes items for discussion, reports on
previous actions taken, and any new concerns that have arisen. Distribute the agenda in advance of the
meeting to allow participants to prepare.
 Encourage participation: Encourage all members of the safety committee to participate in the discussion.
Ensure that everyone has an opportunity to express their views and concerns.
 Review incidents and near-misses: Review recent incidents and near-misses to identify root causes and
develop solutions to prevent reoccurrence.
 Conduct hazard assessments: Conduct hazard assessments to identify potential hazards and prioritize
actions to mitigate them.
 Set goals and objectives: Establish specific goals and objectives for the committee to achieve, and assign
responsibilities to members for achieving them.
 Monitor progress: Monitor progress towards achieving goals and objectives and track actions taken.
 Develop an action plan: Develop an action plan for addressing identified hazards and for achieving goals and
objectives. The plan should include timelines, responsibilities, and resources required.
 Document meeting outcomes: Document the outcomes of each meeting, including decisions made, actions
assigned, and follow-up required.

5.2 State Role of Safety committee and Safety Officer in maintaining

safety standards on board.

Composition of safety committee

Master - Chairman of committee and has overriding authority on matters of
safety.
Safety Officer – Chief Officer or Second Engineer or any other officer
appointed by the Master. A safety officer's appointment terminates as soon
as he ceases to be employed in the particular ship.
(As per COSWP, on every sea going ship with five worker or more, company is
required to appoint a safety officer.)
Safety Representative -A safety representative is an elected person from among
the ships crew to represent the crew and discuss the matters related to safety,
health etc.
• (As per COSWP, on every ship on which five or more seafarers are working, the
Company must make arrangements for the election of safety representatives)
• Criteria for Safety Representative is as follows:
• He must have at least 2 years of seagoing service,
• must be more than 18 years of age,
• if on tankers should have 6 month experience on a tanker.

The safety committee and safety officer play critical roles in maintaining safety standards on board a ship. Here are
their respective roles:
Role of Safety Committee: The safety committee is responsible for identifying potential hazards and developing
solutions to mitigate them. They serve as a forum for discussion of safety issues and coordinate the implementation
of safety policies and procedures on board. Some of their key roles include:
 Conducting regular safety inspections and audits of the ship and identifying hazards.
 Reviewing incident reports and near-misses to identify root causes and develop solutions to prevent
reoccurrence.
 Developing safety procedures and guidelines to mitigate identified hazards.
 Conducting hazard assessments and identifying priorities for action.
 Developing and implementing an emergency response plan for the ship.
 Monitoring the implementation of safety policies and procedures on board.
 Ensuring all crew members are trained on the ship's safety policies and procedures.
Role of Safety Officer: The safety officer is responsible for implementing and maintaining the ship's safety
management system. They serve as the primary point of contact for safety-related matters and ensure that the
ship's safety policies and procedures are followed. Some of their key roles include:
 Ensuring that the ship's safety management system is implemented and maintained in accordance with
regulatory requirements.
 Conducting regular safety inspections and audits of the ship to identify hazards and ensure compliance with
safety policies and procedures.
 Investigating accidents and incidents and making recommendations for corrective actions.
 Coordinating the development of the ship's emergency response plan.
 Ensuring that all crew members receive training on the ship's safety policies and procedures.
 Maintaining the ship's safety records, including incident reports, safety inspections, and audits.

5.3 Explain importance of personnel health and hygiene on board ship.

 Preventing the spread of infectious diseases: Good hygiene practices such as hand washing and disinfecting
surfaces can help prevent the spread of infectious diseases on board. This is particularly important in
preventing outbreaks of illnesses such as norovirus, which can spread rapidly in close quarters.
 Reducing the risk of accidents: Maintaining good health and hygiene practices can help reduce the risk of
accidents on board. For example, a crew member who is not feeling well or is fatigued may be more prone
to making mistakes, which can lead to accidents.
 Promoting crew morale: Good health and hygiene practices can help promote crew morale and improve the
overall well-being of the crew. This can help to reduce stress and increase job satisfaction.
 Compliance with regulations: Health and hygiene practices are required by international regulations such as
the International Health Regulations (IHR) and the Maritime Labour Convention (MLC). Compliance with
these regulations is necessary to avoid penalties and maintain the ship's certification.
 Protecting the environment: Proper waste management practices and maintaining good hygiene practices
can help to protect the marine environment. This is particularly important for ships that operate in sensitive
areas such as marine protected areas.
5.4 Explain different types of permits - hot work permit, cold work Permit,
entry into enclosed space permit, working aloft permit, and working
overside permit, electrical isolation permit, lockout and tag out.

 Hot Work Permit: This permit is required when performing any task that generates heat or sparks, such as
welding, grinding, or cutting. It ensures that appropriate safety measures are taken to prevent fires,
explosions, or other hazards.
 Cold Work Permit: This permit is required when performing any non-sparking, non-heat-generating task in
areas where flammable or explosive materials are present. It ensures that appropriate safety measures are
taken to prevent accidental ignition of such materials.
 Entry into Enclosed Space Permit: This permit is required before entering any enclosed or confined space,
such as a tank or a void space. It ensures that appropriate safety measures are taken to prevent suffocation,
asphyxiation, or other hazards.
 Working Aloft Permit: This permit is required before performing any work at height, such as working on a
mast or a crane. It ensures that appropriate safety measures are taken to prevent falls or other hazards.
 Working Overside Permit: This permit is required before performing any work over the side of a ship, such as
working on a lifeboat or a cargo net. It ensures that appropriate safety measures are taken to prevent falls or
other hazards.
 Electrical Isolation Permit: This permit is required before performing any electrical work, such as repairs or
maintenance. It ensures that appropriate safety measures are taken to prevent electric shocks or other
hazards.
 Lockout and Tag Out: This procedure involves locking and tagging out equipment or machinery that is
undergoing maintenance or repair. It ensures that the equipment cannot be accidentally started or
energized, preventing injury to workers.
 Places Important Note Important Note Hazard Hazard Examples of
Permit Type Validity
Required 1 2 Involved 1 Involved 2 Work

Adequate
Ensure fire ventilation must
Anywhere hot Burns or Welding repairs
Hot Work extinguishing be provided to Valid for a
work is Fire or explosion inhalation of to a steel
Permit equipment is prevent the specific job
performed toxic fumes bulkhead.
readily available accumulation of
flammable gases
Ensure
Areas where appropriate PPE Accidental
Only non-
flammable or is worn by ignition of Repairs to the
Cold Work sparking tools Valid for a
explosive workers to flammable or Fire or explosion fuel line in the
Permit are allowed in specific job
materials prevent explosive engine room.
the area
present accidental materials
ignition
The space must
Ensure that the be tested for
Suffocation,
space is properly oxygen Physical hazards
Entry into Any enclosed asphyxiation, or Cleaning and
ventilated and deficiency, toxic associated with Valid for a
Enclosed or confined exposure to maintenance of
that the workers gases, and entering or specific job
Space space toxic or a cargo hold.
are properly flammable exiting the space
flammable gases
trained vapors before
entry
Ensure that Adequate fall
Anywhere
workers are protection must
Working work at Struck by falling Valid for a Painting the
properly trained be provided, Falls from height
Aloft Permit height is objects specific job mast of a ship.
and wearing such as a safety
performed
appropriate PPE harness or net
Adequate fall
protection must
Anywhere Ensure that be provided,
Working work is workers are such as a safety Drowning if Repairing a
Valid for a
Overside performed properly trained harness or net, Falls from height workers fall into lifeboat on the
specific job
Permit over the side and wearing and workers the water side of the ship.
of a ship appropriate PPE must be properly
secured to the
ship
Equipment must
Ensure that
be properly de- Burns or other
Anywhere workers are Maintenance of
Electrical energized and injuries
electrical properly trained Electric shock or Valid for a the ship's
Isolation locked associated with
work is and that electrocution specific job electrical
Permit out/tagged out electrical
performed appropriate PPE system.
before work equipment
is worn
begins
Electrical shock
Ensure that all Equipment must Injuries or electrocution Valid for
Anywhere workers are be properly associated with if equipment is the
Lockout and equipment or properly trained locked and moving not properly de- duration of Repair and
Tag Out machinery is on the tagged out to equipment or energized and the maintenance of
Procedure being procedure and prevent machinery that locked servicing the ship's crane.
serviced that it is accidental start- is being serviced out/tagged out or repair
followed up or repaired before work job.
begins
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