The Ultimate Guide to Operating Procedures of Deck Machinery

Operating deck machinery is no longer just a routine job—it’s a high-risk responsibility with tight safety protocols, equipment, and zero room for error.

Whether it’s launching a lifeboat in rough weather, conducting mooring ops at midnight, or switching to emergency steering during a blackout—every second counts, and every action matters.

This book brings together real-world practices, emergency response checklists, and critical system understanding—all in one easy-to-read, field-ready guide.

Perfect for deck officers, ratings, trainee cadets, or even engineers supporting critical deck operations.

2. About About
Marine Insight©

“The Ultimate Guide to Operating Procedures for Deck Machinery On Ships”

Publication date: Oct' 2012
Revised: Sept' 2018
Author: Karan Chabra
Co-Author: Abhishek Bhanawat

Editor : Raunek Kantharia

Published by: Marine Insight
www.marineinsight.com

Copyright 2013 Marine Insight

NOTICE OF RIGHTS
All rights reserved. No part of this book may be rewritten, reproduced, stored in a retrieval system, transmitted or
distributed in any form or means, without prior written permission of the publisher.

NOTICE OF LIABILITY

The authors and editors have made every effort possible to ensure the accuracy of the information provided in the book. Neither the authors and Marine Insight, nor editors or distributors, will be held liable for any damages caused
either directly or indirectly by the instructions contained in this book, or the equipment, tools, or methods described
herein.

3. INDEX Index
Part 1 : Deck Machinery Op erating Procedure
Chapter 1

Chapter 2

Chapter 3

Chapter 4

Chapter 5

Chapter 6

Chapter 7

Chapter 8

Chapter 9

Chapter 10

Chapter 11

Chapter 12


Side Thruster

Steering Gear

Ballast System

Mooring Winches

Anchor Windlass

Hydro-Blasting

Fin Stabilizer

Accommodation Ladder

Deck Cranes

Lifeboat Launching

Rescue Boat Launching

Life Raft Launching

4. Introduction Intro
Just like engine room machinery systems, deck
machinery systems also play a crucial role in
carrying out various onboard operations and smooth
running of a ship.

Officers responsible for operating deck machinery
must know the correct procedures to operate such
systems in order to ensure the safety of both ship
and its crew.

Knowing step- by-step procedures and important
handling tips while operating deck machinery is a
must for efficient ship operations

5. Chapter 1
Side Thruster

6. Side Thruster CH-1
Side thrusters are transverse propellers placed at the forward and aft ends of the ship for
lateral movement.

The thrusters that are placed in the forward end of the ship are known as bow thrusters
whereas those placed at the aft are called stern thrusters.
The number of thrusters to be
installed in any particular ship
depends on the length of the ship,
capacity of the ship, and other
important parameters.

Due to high traffic in congested
waters, especially during anchorage
and pilotage, masters and pilots find
it difficult to turn a vessel. Side
thrusters play an important role in
such situations.
“Give enough time for hydraulic oil to circulate in the system by switching ON the hydraulic pump well ahead of the operation. A thruster system operated instantly without warming up may operate sluggish.”
Typical thruster arrangement
4

7. Side Thruster CH-1
Along with accurate estimation of weather, wind, and sea conditions, side thrusters enable
a navigator to make a full turn in an area which is one to one-half length of the ship.

Side thrusters are now extensively used in the shipping industry because of their sheer
power and usability. They are available in different sizes and types, which makes them
easy to install in any kind of ship.
“An idea of how vital a thruster can be is understood from an incident which occurred at Singapore Eastern “B” Anchorage. An Italian flagged bulk carrier vessel was anchored 2 cables away from a
Liberian flagged tanker (1 cable – 185.2 meters/0.1NM). Due to the uneven nature of coastal
currents across the island and because of tidal streams, both the vessels swung in opposite direction and as a result of it, the bulk carrier started dragging the anchor. The duty officer onboard the tanker noticed that the stern of the bulk carrier was closing in towards the bow of his vessel. Immediately the anchor stations were called while the tanker started heaving up its anchor. As the cable was coming up, the vessel gained momentum towards the bulk carrier and as more cables were heaved, collision seemed imminent. The master onboard the tanker then started the stern thruster, swung the stern by 90 degrees and thus increased the clearance between both the
vessels and avoided a major accident.”
Real Life Incident
5

8. Side Thruster CH-1
Starting the Side Thrusters (BT)

Check oil level in the hydraulic tanks of the system

Check if sufficient generators are running in the engine room to cope up with the
additional load. If needed, start an additional generator

Switch on or close the circuit breaker for the side thrusters in the main switch board

Start the electric driven hydraulic pump

Check pressure and general condition of
the pumps and the lines for leakages

Check that no alarm exists

As the pump runs, the pitch will
automatically go to zero


Run the hydraulic system for some time before starting the main side thruster motor

Side Thruster Circuit
6

9. Side Thruster CH-1
Switch on the main side thruster motor

Check voltage and current

The tunnel thruster is now ready for
use

Transfer the control from engine
control room (ECR) to bridge


The propeller thrust can now be
manoeuvred in desired direction by
means of the control lever

The side thrusters’ propeller thrust
is approximately proportional to the
position of the control lever, via the
pitch curve
7
Port and Starboard Operation of Side Thruster
Side Thruster Tunnel

10. Side Thruster CH-1

















Manual Starting of Thruster in Emergency Mode

The side thrusters are high voltage instruments, which are supplied with power under the
power management system of the ship. The Power Management System (PMS) reserves
the power difference between nominal power and the actual power of the thruster, to
“Never operate the thruster beyond its rated voltage and current range (at after extreme positions), else the motor might get overloaded and burned”
Stopping the Side Thrusters

Set the control lever in O- position

Stop the main thruster drive motor
Keep running the hydraulic motor for some time

Stop the electric driven hydraulic pump

Open the main circuit breaker for thruster in the main switch board
Side Thruster Control Panel on Bridge
8

11. Side Thruster CH-1
ensure 100% power is available in any situation.

If a thruster trips by overload, the PMS can be customised to continue the load demand for
that thruster for another 10-15 minutes so that the crew has ample time to re-connect the
thruster. In case of failure of the Power Management System (PMS), the thrusters can be
started manually in "EMERGENCY" mode.

As the manual starting of the thruster will draw high power from the ship’s supply, ensure
to take the following steps:

Minimum two DGs to be connected to provide ample supply to ship’s system.

Make sure sufficient power is available to operate the thrusters. If the power demand is
expected to be more than usual, it is always advisable to start a third generator

If a third generator is unavailable and power demand for thrusters can’t be met, trip the
unessential supply

In case of ships supplying power to cargoes, shut off the supply to the cargo only after
consulting the master and the office


The light "START READY" in thruster panel is ON


9

12. Side Thruster CH-1
Starting the Thruster in emergency Mode:

Set the “Normal/ Emergency” knob to Emergency position

Start the hydraulic pump and keep it running for few minutes before operating the
thruster

Start the thruster by pressing the "START" push button

The “START” lamp will illuminate when the thruster is running

Wait for the running signal from the thruster, before starting the next thruster

Emergency stop

Emergency stop is usually located in the control panel for winches on the aft deck, in the
control panels on bridge and the engine control room.
“Always check the condition of thruster and hydraulic line in the thruster room for any abnormality such as motor high temperature, leakages etc. when the operation is completed ”
10

13. Chapter 2
Steering Gear

14. Steering Gear CH-2
Ship’s steering gear room, which has the electro hydraulic steering gear system, is one of
the most neglected areas of the ship. The most common type of steering gear used on
cargo ships is hydraulic ram type steering gears.

It is important to maintain and follow the correct start/stop procedure to avoid any kind of
breakdown or steering failure during manoeuvring as it may lead to collision or grounding.


Electro- Hydraulic Steering Gear
12

15. Steering Gear CH-2
Power Supply to Steering Gear:

The power supply is divided into - port side and starboard side. Let’s suppose if the port
steering units (no. 1 + 2) power supply are taken from the main switchboard than the
supply to the starboard units (no. 3 + 4) will be from the main and emergency
switchboards. The gyro-pilot steering control system is supplied from the pump starters via
auto change-over switch.



A selector switch is provided on the
control panels to select helm control or
auto control system. Four motor starters
are provided in the steering gear room,
two for each of the steering units –
System 1: Pump 1 + 2, System 2: Pump 3 +
4.

The steering unit motors can be started
either from the steering gear room or from
the bridge. A selector switch is provided in
bridge to select operation of either of the
two pump sets.
13
Typical steering control on bridge

16. Steering Gear CH-2
The selection for the normal operation is as follows:
Pump 1 + 4 or 2 + 3 running

The automation is such that the stand-by unit will automatically start in the event of failure
of the running unit, e.g. in case of main power supply failure – pumps 1 & 4 will stop and
pumps 2 & 3 will start on emergency supply. However, as soon as the power supply is
restored, the previously selected units (Pump 1+4) will automatically restart.

Starting Steering Gear System – Preparation and Procedure

Apply grease to the grease fitting part on the tiller fork (Lithium base grease or
equivalent should be used)

Two centralized greasing manifolds, with necessary piping to greasing points, should be
arranged at the fore and aft sides on the tiller

Guide rods should have a thin coat of grease on their surfaces for rust prevention and
greasing should be carried out every week

Check the oil level, and if necessary, top-up till the upper limit level gauge

Hydraulic oil should be filtered beforehand as far as practicable
14

17. Steering Gear CH-2
The ram surface should always remain coated with hydraulic oil
















Check and operate the control lever to make sure that it has returned to the neutral
position by spring force when no power is available in the auto pilot, and the control
amplifier is fed from the starter of the hydraulic pump motor


Make sure that the pump rotates in the direction as marked on the nameplate

15
Hydraulic Rams and Rudder Stock with Tiller

18. Steering Gear CH-2
Ensure that during starting operation of the pump there is no abnormal sound or
vibration

Run the pump while keeping the pump control lever neutral. The normal servo pressure
range is within the range of 40 -50 KGF/CM2

Confirm that the ram does not move
with the pump running at the neutral
position

Before departure, check that the
movement of rudder when operated
from bridge is within given time
limits

Check there is no leakage from any of
the pipes, pumps, or rams

Check that the current of the motor
is within limits
Steering Gear Switch Board in Steering Room
16

19. Steering Gear CH-2
Ensure that during starting operation of the pump there is no abnormal sound or
vibration

Run the pump while keeping the pump control lever neutral. The normal servo pressure
within a range is 40 -50 KGF/CM2

Confirm that the ram does
not move with the pump
running at the neutral
position

Check there is no leakage
from any of the pipes, pumps,
or rams

Check that the current of the
motor is within limits
“Never open the air release valve of the cylinder while running, especially the one in which the ram is entering. Opening the valve of such cylinder will cause breathing a large amount of air into the system.”
Rudder at ‘0’ Degree
17

20. Steering Gear CH-2
Auto Operation of Rudder – Auto Pilot

Before selecting the auto-pilot system, steady the ship in the desired direction using hand
control. Select the following settings on the digital gyro pilot control panel:

•Set the weather to appropriate position.
Usually, a high setting is desirable to minimize
unnecessary rudder activity; a low setting is
desirable to keep accurate heading

•The optimum setting for a particular sea
condition is the setting equal to the number
of degrees of neutral yaw from the selected
heading

•Set the ‘Turn Rate’ setting which can be
between 5 – 60 or OFF

•Set the ‘Rudder Limits’ setting at appropriate
limit. Usually, 15 degree limit is sufficient for
normal heading changes and maintaining the
course
18
Steering Gear In Auto Control

21. Steering Gear CH-2
•Select the ‘Speed Log’ to auto

•To change heading automatically, rotate the ‘Heading Order’ control to the heading
point position

•The ordered set course is equal to the ship’s heading

Non Follow-up Operation:

1.A mode selector switch is provided in the bridge steering control panel. Select it to
Non Follow-up side (NFU)

2.After selecting the switch, position the controller handle to desired side and angle, and
continuously check the rudder angle indicator

3.Once the desired rudder angle is reached, release the controller handle. The rudder will
remain in this position until the controller handle is operated again

4.To change the rudder angle to opposite side, first operate the controller handle to
midship, then move the handle to desired angle

19

22. Steering Gear CH-2









Stopping Steering Gear System

•Ensure that the “Finish with Engine” command is received from the bridge

•Check rudder is in “0” position when in port or as set by the bridge (in extreme position
when anchored)

•Switch off the motor for steering gear

•Set the 2-way switches (in the bridge main control console) to OFF position.

•Check local condition of the steering gear, including motor temperature, piping, and
leakages
“Upon every departure and arrival, a vessel should test its steering gear as per SOLAS Chapter V, Regulation 26 for steering gear.
Prior approaching US waters, while calling Portland, a vessel was trying the “Non Follow-up”
(NFU) mode and the rudder got stuck in the hard starboard position. The ship’s staff then restored the rudder to normal position. It was found that the NFU Mode for the steering gear was not tried out since a long time, which led to a transmission fault between bridge and steering gear compartments which went unnoticed.”
20
Real Life Incident

23. Chapter 3
Ballast System

24. Ballast System CH-3
Ballast and de-ballast operations on ships must be carried out by experienced and
responsible officers as it accounts for the overall stability of the ship.

A ballast system might differ from ship to ship, but the basic operation of the system
remain the same - filling, removing, and transferring water from one tank to other for the
required ship stability.
The ballast pump suction and discharge valves should be maintained in the OPEN position
(i.e. fail safe) and all other valves should be kept SHUT when the system is not in use.

The level of the ballast tanks is determined with the help of "Load Computer” or
“Loadicator” located in the ship control centre. Ballasting operation (or de-ballasting
operation) is done in a sequence from a remote or local position. The most common
sequence followed for ballasting operation to minimise the use of the ballast pumps is:

•The double bottom tanks are filled by gravity

•Water flow by gravity between tanks

•Water flow by gravity to/from sea

•Water flow from sea by pump (if required) - Ballast pump is used
22

25. Ballast System CH-3
•Water flow to sea by pump (if required) - Ballast pump and ballast/stripping ejector is
used

•Stripping by use of ballast/stripping ejector




“When filling ballast tanks with ballast pumps, it should be observed that motors are not overloaded (red line on the ammeter). If this occurs, the number of opened valves to ballast tanks shall immediately be reduced (closed) until current is within allowable limit”
The ballast/stripping ejector overboard valves can only be operated from the hydraulic valves control station. These valves are maintained in open position throughout the operations.
Port and starboard sides are considered as two separate systems, each having their own automatic sequence for ballast/ de-ballasting.
However, by remote manual operation PS pump may be used with SB system and vice versa.
23
Ballast Water Discharge

26. Ballast System CH-3
Starting of Ballast System

Check the sounding of the tanks to be utilised in the operation

Check if high level alarms of all the tanks are in proper working condition

Ensure that all ballast line valves are arranged properly and the required valves are open

Tanks not to be used must be isolated and their valves should be shut

Prior ballasting any tank ensure that
the fixed gas detection system
sensors, if provided in ballast tanks,
are isolated to prevent any damage
caused to them by the sea water

Close the circuit breaker of the ballast
pump


Care has to be taken not to run the pump dry or run the pump with discharge valves in closed condition

24
Ballast / De-Ballast Line Arrangement

27. Ballast System CH-3
Port and starboard sides are considered two separate systems, each having its own
automatic sequence for ballasting /de-ballasting

Start the ballast pump local switch

On deck, it is important to ensure that the ballast tank vent heads are clear to allow
transfer of air freely. The float arrangement fitted in most of the vent heads should
move freely without any obstructions and the mesh should be in “intact” condition

Before ballasting and de ballasting one should always check that only the necessary and
required valves are open for the operation. Rest all valves which are not required should
remain close. Double check to prevent ballast water from entering cargo lines or spaces

Observe pump pressure, noise and check for vibrations, temperature and motor current

If the current in ammeter is higher than that of normal running condition, the number
of opened valves to ballast tanks should immediately be reduced (closed) until the
current is within allowable limits

“Sometimes during sea voyage one can get an alarm of high ballast pump suction pressure. At that time, just open the suction valve to the sea chest and close the same when the pressure is reduced."
25

28. Ballast System CH-3
Stopping of Ballast System

Stop the pump and close the valves of the ballast tanks involved in the operation

Close the isolating valve located in the line connecting port and starboard systems

Shut the ballast pump suction and discharge valves

Check sounding of the tanks involved in the operation

Open the circuit breaker of the ballast pump
“While ballasting No. 1 centre water ballast tank on an Oil Tanker, a loud noise drew attention of the crew members including that of master. All crew member rushed towards the main deck near No. 1 Centre water ballast tank. The transverse deck frames fitted on deck and the deck plate of No. 1 C WBT was found buckled up and twisted. The ship staff reported the incident to the company. Later on it was found that the float used in the ballast tank vent head was found stuck and jammed. Due to which it made the tank like an airtight container in which ballast pump was filling water continuously with a discharge pressure of 3 Bars. Consequently as the tank filled up, the excess pressure built resulted in buckling up of deck plating thus relieving the stress exerted by the water pressure onto the deck plating and transverse deck.”
26
Real Life Incident

29. Chapter 4
Mooring Winches

30. Mooring Winches CH-4
Mooring winches play an important role in securing ships to the berth. However, during
loading and unloading procedures, the mooring lines tighten or loosen on their own,
leading to unnecessary stresses on the winches and sometimes even crashing of the ship
against the berth.










Synthetic ropes are the most popular type of ropes used for mooring a ship. A metallic or
fibre rope usually gives prior warning signs before breaking; however, synthetic ropes gives
little or no warning (audio or visual) which makes it dangerous to work with. It is therefore
necessary that the mooring winches are properly handled and monitored at all times. The
most common mooring accident is breaking and recoiling of the rope with great velocity
due to its elastic property. Hence, proper maintenance and care of mooring ropes, along
with following correct mooring operation is essential for safety of the deck crew.
28
Fwd Mooring Winches

31. Mooring Winches CH-4
Starting of Mooring Winches

Remove the covers on the sliding surfaces of the winch, if fitted

Clean the open gearwheels, sliding surfaces and brake spindles using a suitable solvent
to remove all impurities and to lubricate the components immediately after washing

The protective oil on gearwheels inside the encased gearbox need not be removed by
washing, if they have not got dirty






Check the breather pipe of the gearbox to
ensure that it is not blocked

Remove any condensate from the gearbox
and add oil to oil- lubricated gearboxes up to
halfway mark on the inspection glass

Lubricate all mechanical parts of the winches

Start operation with all the claw clutches
disconnected. Then connect the clutches
one by one
29
Mooring Winch

32. Mooring Winches CH-4
Most of the mooring winches are run by hydraulic pressure created by the pumps fitted
in the system. Some pumps require priming before starting them to run the winches

The priming sequence also accounts for purging or removal of air from the line using a
manual lever, which needs to be pulled to and fro in order to reach the desired pressure
and to drive air out of the system
It is very important to pressurize the
line within the prescribed limits in
order to prime the pump and thus
avoid spillage of hydraulic oil from
the vent

hydraulic lines of winches on the
deck are provided with flap type
isolation valves. Specific attention
should be paid to ensure that these
isolation valve flaps rotate freely
and are effective when a line is to be
isolated
30
Mooring Winch Parts

33. Mooring Winches CH-4
Make sure that the band brakes are not shaking. If they are, check that the brakes are
sufficiently open and the brake holders are correctly adjusted

Start the winches’ power

Check the bearing temperature and the noise of the winches while running

Some mooring winches require sea water for cooling. Hence for such type of winches
sea water pump should be continuously running while or before their use

Check the efficient working of the load sensors, which sense the tension on the mooring
winches and adjust the tightening and loosing accordingly
“Brake Liner plays a vital role in the brake holding capacity of the mooring winches. Routine check for wear and tear of brake liner material will help in operating the winches effectively. The liner after being replaced are required to be tested using winch brake testing kit provided onboard by the maker to determine that the brake holding capacity of the winch is sufficient and in order.”
31

34. Mooring Winches CH-4
Important Precautions When Handling Mooring Winches:

•Wind load on exposed area of ships vary with ship’s size and its cargo loading condition.
When there is high wind speed, avoid light draught as it will expose more area to the
wind, leading to more stresses on the mooring line and machinery

•Ensure to keep an eye on the stretch of the mooring rope as slackness gives rise to high
dynamic loading on the line and mooring machinery. This may happen in a bad weather
with high wind and current velocity or even in calm weather by disturbance caused by
passing of a large ship




•Shorter and steeper mooring line
arrangement is 50% less effective.
Always use a long mooring rope to tie a
ship

•When casting off the mooring lines
avoid prominent changes of directions
in the fairleads, specially in case of
wire ropes
32
Crew Performing Mooring Operation

35. Mooring Winches CH-4
Do’s and Don’ts

xDo not use more turns on a winch head or wrapping than required. This will be very
critical in case the rope is of polypropylene to avoid fusing of the fibres

xAvoid using synthetic surging ropes

xAvoid using synthetic (or fibre) rope and wire rope together through same fairleads or
on the same bitts

Ensure the drum surface is smooth and free from rust or paint

Store the rope in a shade (avoiding exposure from sunlight) when not in use

If the ropes (non-synthetic) are wet due to usage in rain, they should be dried before
storing or to be stored in well ventilated area

Always use synthetic stopper with synthetic rope

Ensure all splices are intact and have minimum number of tucks as per the
manufacturers’ recommendation
33

36. Mooring Winches CH-4
Stopping Of Mooring Winches

•Check there is no excess load on
the winches

•Check motor condition-
temperature and noise

•Stop the switch for winch motor

•Apply brakes if the winch is
loaded

•If winch operation is finished,
switch off the power supply

•Ropes must be secured properly

•Check the clutch is not engaged


“While a vessel was coming out of the lock gates at the port of Avonmouth, UK, the vessel was using forward mooring wires to pull it out of the gates. Suddenly due to high pressure and tension in the wire, the hydraulic line of the Starboard winch gave away and a 3 meter high jet of hydraulic oil spurred up and went overboard from the shipside.
The crew tried to isolate the hydraulic line by closing the isolation valve which was badly jammed and corroded. The preventive measure thus got delayed and by the time ship’s staff could take control of the situation, around 200 litres of hydraulic oil was pumped overboard and rendered both the forward winches unusable. The Master and Pilot helplessly watched vessel sway in between the gates till additional tugs arrived and rescued the vessel out of the gates”.
Real Life Incident
34

38. Chapter 5
Anchor Windlass

39. Anchor Windlass CH-5
The anchor windlass is fitted on the forecastle of the ship and is used to regulate the
dropping and lifting of the anchor and the anchor chain.

Generally, a senior officer (chief officer) is responsible for the operation of the windlass
with help from experienced crew members.











Make a record of the following before the anchoring operation:

•Anchoring position

•Way of approach

36
Anchor Windlass

40. Anchor Windlass CH-5
•Which side anchor to use

•Depth of water

•Method for anchoring

•Length of cables

Operation of Anchor Windlass

Clear the securing devices such as anchor lashings, bow compressed bar etc.

Check brakes are “ON”

Start power for windlasses

Check anchor shape / light & communication with the bridge

Check there is enough lighting on forecastle especially at the night time


Ensure all personnel are wearing safety helmets, safety shoes, and goggles


37

41. Anchor Windlass CH-5
Ensure that there is no craft or obstacle under the bow and inform the same to the
bridge

The master shall ensure that the vessel’s GPS speed at the time of anchoring is near-
zero or indicates a slight sternway

The speed should be verified by visual transits and/or radar ranges of landmarks, if
available, or other fix conspicuous targets

Ensure chain stopper is on place

Once anchor position is reached, remove
the stopper inserted in the link and release
brake

“Upon every possible opportunity or at dry dock, the D shackle which joins the anchor and the anchor cable, must be inspected. The shackle assembly is locked using a tapered pin made of steel. The pin prevents assembly from dismantling and thus hold the anchor”
38
Anchor Chain

42. Anchor Windlass CH-5
Procedure for Dropping Anchor using Brake Remote Control (BRL)

•Switch to BRL system

•Check the display of control panel for “0” reading

•Check the windlass claw clutch is open

•Check the chain stopper is open

•Press and hold the “Anchor Lower” button on the control panel. This will open/release
the brake and the anchor will start dropping at a preset speed controlled by the BRL
system, until the holding button is released






Procedure for Heaving the Anchor:

•Ensure the chain stopper is open
“The anchor is driven using the windlass control lever. Once sufficient length of chain is drawn out and the brake is applied/tightened, the claw clutch must be opened in order to avoid damage to the gear box and motor brake.”
39

43. Anchor Windlass CH-5
•Check and ensure the claw clutch of the windlass is closed

•Ensure the drum brake is closed and brake on the windlass is open

•Anchor is then heaved slowly into the hawse pipe using control lever on the control desk
of the windlass

•Once the anchor is pulled into the hawse pipe, tighten the band brake of the windlass

•Close the chain stopper

•Open the claw clutch of the windlass


A Tanker vessel while it was anchored at Port Suez ‘B’, outer anchorage was carrying out a ship to ship transfer operation with another smaller tanker vessel .Suddenly the master observed the bigger vessel was dragging the anchor. Immediately vessel’s position was cross checked and it was ascertained that the vessel was dragging anchor. Port control advised both the vessels to halt the transfer operation. Cargo hoses were disconnected. When the vessel tried to heave up the anchor, the forward station reported that the vessel had lost the anchor and just the cable came up with the D shackle hanging unlocked. It was a tell-tale story. The locking pin of the D shackle gave away
and the D shackle unlocked, thereby releasing the anchor off the chain.
40
Real Life Incident

44. Chapter 6
Hydro-blasting

45. Hydro-Blasting CH-6
Hydro-blasting is the process of cleaning metal surfaces (especially deck plates, hold cover
surface, ship’s hull etc.) by means of high pressure water jet. Although the speed of the jet
is its fundamental physical property, the pressure generated by the pump unit, which
produces the jet, is the most important evaluation parameter in practice.

The term “high pressure washing” refers to a high pressure washing system capable of
generating a pressure of 1000- 3000 pounds per square inch (psi) or more. This includes
high pressure washing systems used at lower pressures and high volume.

The hydro-blasting pressure can vary from low pressure cleaning to ultra high pressure
cleaning system. The ultra- high pressure hydro blaster can generate a pressure of up to
2000 bars of water jet.

The most common applications of high pressure washing equipment are found for:

•Cleaning tanks, vessels, and components

•Cleaning boilers – Removing ash

•Cleaning pipeline, deck area, hatch cover to remove rust and old coating


42

46. Hydro-Blasting CH-6
•Start the hydro blaster and point the nozzle away from body, holding it firmly

•Ensure hydro blaster machine is easily movable with nozzle and operator movement

•When finished with operation, shut off the power supply

Checks on Hose:

The hydro blaster hose must be checked for obvious signs of damage which may include:

•Kinks
•Crushing, stretching, or blistering
•Rusted or broken reinforcing wires

The service life of any high pressure hose is influenced by factors such as age, storage
conditions, pressure and heat cycles, chemical exposure, bend radius, vibration, axial and
torsional loading etc. Always refer to the manufacturer’s instructions for inspection
protocols and service life limits of a hose.


“Never modify the jetting gun with shorter barrel length or with trigger devices. Only a manufacturer’s authorized modifications are acceptable.”
43

47. Hydro-Blasting CH-6
Preparation and Operation for Hydro-blasting













•Ensure to remove all loose articles from the area of hydro blast

•Before starting the hydro blasting machine, hold the discharge nozzle pipe firmly

•The object to be cleaned must not be hand-held or secured with the foot or another
body part. Small objects must be securely fastened to a vice or similar tool

•Never leave the hydro blasting machine unattended
•Warning (no entry) sign for hydro blasting
site to be displayed Ensure all electrical
appliances in the area for hydro blasting
are isolated

•Operator must be well- trained

•Ensure all personal protective equipment
(PPEs) are worn, especially- eye
protection, ear protection, gloves, safety
shoes etc.
44
Hydro-Blaster Water Jet

48. Chapter 7
Fin Stabilizer

49. Fin Stabilizer CH-7
Fin stabilizers are fitted on both cruise and cargo ships to continuously and automatically
counteract the roll motion of the ship by movement of the sea.

The fin stabilizers usually consist of :

Fins:

Two Fin units are provided, one on starboard and one on port side, which forms an
integrated part of the hull structure below the water level. A stabilizer room may be
provided in one of the cargo holds for fitting the hydraulic and actuating machinery.

Hydraulic unit:

Two hydraulic units, one in each stabilizer room is fitted to power the tilting and rigging
movement of the fins. It consists of a high power electric motor, driving a variable delivery
piston pump with a tandem vane pump for pressure control.

The hydraulic main pumps are supplied from the main switchboard and the emergency
pumps are supplied from the emergency switchboard.

Power supply to the control system is supplied from the main switchboard and emergency
switchboard.
46

50. Fin Stabilizer CH-7
Control unit:

A Bridge Control Panel (BCP) is provided to control the remote operation from the bridge.

A Main Control Unit (MCU) is provided in the ECR to operate the fins and act as a
secondary control unit. The local control unit indication and parameter of both PS and SB
fins are displayed on the MCU.

Two local control units (LCU) are located in each stabilizer room. These panels provide local
indication and control of the fin.



47
Fin in Rigged Position

51. Fin Stabilizer CH-7
Sensors and Transmitters:

Roll Motion Sensor Unit (RMSU) measures ship’s roll acceleration and provides the control
signal for the roll control algorithm and interfaces to the Central Control Unit (CCU). The
RMSU comprises of a solid state sensor and signal conditioning electronics. The sensor is
located in CCU.



Fin Angle Feedback Transmitter
provides the fin angle position signal
for the servo controller. A fin angle
indicator mechanically coupled to
the tilt cylinder piston rod and the
fin angle transmitter shows the fin
tilt angle.

The Stroke Control Unit (SCU) is
mounted on the variable delivery
pump. It drive the pump and
provides feedback of the control
spindle position.
48
Fin System

52. Fin Stabilizer CH-7
Operating Fin Stabilizer

•Before starting the Gyro fin Stabilizer System, the Engine Room should confirm:
There are no obstructions for the moving parts of the Stabilizer Machinery
Cooling water is flowing through the Hydraulic Power Unit heat exchanger
All local power isolation switches to controls and pumps are turned ON

•Turn ‘ON’ the power switch provided on the BCP

•Check for indication of availability for port and starboard side fins

•The Fin unit (FU) ’ON’ indication will display on Local Control Unit (LCU) or Central
Control Unit (CCU)

•If any of the fin control Operation is ‘ON’ from the Local Control Unit (LCU) or Central
Control Unit (CCU), it cannot be used from BCU until the control is transferred

•Press the sequence start button

•The hydraulic pump will start and its indication will display in all control units along with
the pressure value
49

53. Fin Stabilizer CH-7


















•Press the stabilisation button. The gyro will take readings from rolling sensor and will act
to turn the angle of fins for reducing ship’s rolling motion

•The “Stabilise” indicator will be lit
•As the pump pressure is reached
to its rated value, the fin angle
indicator will show ‘0 degree’
reading

•“Fin-in” movement will be
replaced by “Rigging” indication

•Now the “Fin-out” movement will
take place and once the fin is fully
out, it will be indicated on the
control panel display

•When both fins are fully out, the
STANDBY indicator will light,
indicating that the gyro fin system
is ready to begin stabilisation.
50
Fin Control

54. Fin Stabilizer CH-7
Procedure for Retracting Fin Stabilizer

•Press the standby button and check if light indication for it is ‘ON’ in the display

•The “Stabilise” indicator will turn off

•The pump will make the fin angle to zero and same will be indicated on the display
panel

51
Fin in Retracted Position

55. Fin Stabilizer CH-7
•Press the sequence stop button

•Now the standby indicator will go out

•The “Fin-Out” indicators will be replaced by a flashing indication on the Rigging button

•‘IN’ indication will start flashing as the fins transition takes place from ‘OUT’ to ‘IN’

•The ‘Fin-In’ indicators will light when the fins are ‘IN’ completely and the Rigging Lock is
closed

•The system will turn off the electric motor driving the HPU pump of each fin

•The ‘Pump On’ indication will disappear

•Turn the BCP POWER key switch to OFF

“The ‘FIN NOT IN’ alarm output of the Gyro fin control system will trip the ship’s General Alarm if the control system power is turned OFF with the fin not in fully retracted position.”
52

57. Chapter 8
Accommodation Ladder

58. Accommodation Ladder CH-8
The accommodation ladder is a one-point access to ship’s deck for shore personnel, port
lashing/cargo crew, and seafarers. Just like any other deck equipment, the accommodation
ladder is used in port, at sea, or in anchorage for taking pilot/ crew onboard ship or vice-
versa (The same purpose can be solved by the gangway of the ship as well).














Though the accommodation ladder appears to be a simple system, its installation and
maintenance procedures are strictly regulated by the ship’s crew. Needless to say, any
accident related to accommodation ladder directly involves ship or shore personnel using
the same.

Ship’s Accommodation. Image Credit: Dhina Dev
54

59. Accommodation Ladder CH-8
General Arrangement:

•Two accommodation ladders are permanently fitted on both port and starboard side of
the ship at upper deck level, adjacent to crew accommodation area

•The system is such constructed that the accommodation ladder can be stowed 90
degree to its rigged position, close to the ship’s hull

•It usually comes with fixed steps and foldable aluminium handrails, which can be fitted
on the outer side of ladder stringers

Accommodation Ladder Parts
55

60. Accommodation Ladder CH-8
•It is flexible enough to be rigged either alongside or parallel to any of the ship’s sides or
at an angle with the lower platform moved away from the ship with its quay roll resting
on the jetty

•The upper platform of the ladder (inboard platform) can revolve around the fixed
shipboard arrangement

•An electric spindle is used to move the ladder in and out of ship’s side

•The accommodation ladder is suspended by use of wires and telescopic hoisting arm
connected to an individual ladder winch on both sides, and it can be electrically or
manually driven

•Both side ladders are remote controlled by a push button remote box

•The telescopic hoisting arm is fitted in such a way that it does not collide with the
container gantry crane

“Nowadays, the gearbox is filled with “Lubrication for Life”, hence do not empty and refill. If needed, contact the manufacture for assistance. If the stanchions of the ladder are fitted with nylon bearings, they do not need any greasing.”
56

61. Accommodation Ladder CH-8
Procedure for Rigging Accommodation Ladder:

For rigging the accommodation ladder, following points must be kept in mind:

•Ensure the rigger has don all important PPEs, including life jacket and safety harness

•Switch on the electrical power supply to the winch

•Remove lashing from the accommodation ladder which is used to tie it up in stowed
position


•Using the remote control, lower the
ladder by pushing the down button

•Because of the spring buffer, the
ladder will cant to its horizontal
position first. Continue lowering the
ladder till it reaches 2m below the
hoisting arm

•Strat positioning the hand railings and
stanchions on the upper platform first
Fully Rigged Accommodation Ladder. Image Credit: Cleven Lonzaga
57

62. Accommodation Ladder CH-8
•Continue positioning the hand rails on the ladder and connect it to the upper platform
hand railings

•Now rig the lower platform and position the barricades and stanchions on the same

•Put safety nets around the rigged ladder

•If required, slew the ladder over the quay to achieve required position using electrical
spindle

Procedure for Hoisting and Stowing Accommodation Ladder:

•Ensure the operator has don all important PPEs, including life jacket and safety harness

•Use the electric spindle to bring the ladder close to ship side

•Connect the upper platform to the torque tube (if disconnected)

•Hoist the accommodation ladder using remote control by pushing UP button until 2m
below the hoisting arm

•Rig the lower platform in horizontal position and remove the stanchions
58

63. Accommodation Ladder CH-8
•Fold the handrails from both sides of the ladder

•Remove railings and stanchions from the upper platform

•Now continue hoisting the ladder until it has been canted in to the recess

•Fasten and lash the accommodation ladder

•Switch off the electrical supply to the winch and remote control

Retracted and Stowed Accommodation Ladder
59

64. Chapter 9
Deck Cranes

65. Deck Cranes CH-9
Electro-Hydraulic Cranes

The deck crane is an important machinery on the ship. For heavy loads and cargo
operations, electro-hydraulic cranes are used, mainly to:

•Transfer cargo from ship to shore or vice versa

•Receive or deliver stores/ spares from port into the ship or vice versa

Electro-Hydraulic deck crane components:

Base Structure of the crane: The base structure of the crane is an extra strengthened
structure, on which, the pedestal of the crane is mounted.

Fixed Pedestal: This structure equally distributes the stresses to the base structure and also
incorporates the moving turrets via a slew ring connection to enable the rotational
movement of the crane.

Moving Turret: Moving turret is where the operator’s cabin is situated, and the crane jib is
connected to it. As per the make and design, the turret can move 360 degrees to its centre
of rotation.
61

66. Deck Cranes CH-9
Jib Arm: The Jib arm is what carries the load. The arm can be hydraulically moved in four
directions- Up, down, back and forward. The moving turret performs the rotational
movement of the crane to transfer the load.

Hoist with wire: The hoist is hung at the end of the Jib arm with the use of steel wire ropes,
which are connected to the winch drum for lifting or lowering weight for transfer.












Hydraulic and electric equipment: The hydraulic and electrical machinery are an integral
part of crane operation. Hydraulic oil pressure results in the movement of jib and turret,
and winches do the lifting of the load using hoist and wire. A small leak in the hydraulic line
or problem in the winch motor may stall the complete loading/unloading operation.
62
Cargo Crane on Ship

67. Deck Cranes CH-9
Safety Devices: One cannot say a machinery is complete without any safety devices
installed on it. The deck cargo crane is provided with an emergency stop, overload
protection, hydraulic oil filter and level alarms, brakes etc. as safety devices.

Checks and Precaution:

•Visually examine the crane to ensure effective serviceability of boom, hoist blocks, wire
ropes, pulleys, lay of ropes on drums, wire rope anchorage etc.

•Check the level of lubricating oil and hydraulic oil

•Check the crane controls for their correct operation before lifting any loads

•Check serviceability of any safety devices fitted to the crane using extreme care in this
operation

•Be aware of wind speed and direction

•Be aware of obstructions within crane's outreach and working area

•Ensure crane cab windows are clean for maximum visibility

63

68. Deck Cranes CH-9
•Keep crane cab and walkways free from obstructions and wash off any oil or grease

•Ensure all safety guards are fitted

Operating Electro-Hydraulic Crane:

•
All control levers must be in the neutral or in Off position before switching On the power
to the crane















•Keep a check on other activities
within the crane working range to
avoid the development of unforeseen
hazards

•Check that lifting equipment being
used is slung correctly to the load

•Operate the crane controls smoothly
and try to avoid 'snatch' as shock
loading imposes undue strain on the
crane and equipment
64
Crane Operating Lever Panel

69. Deck Cranes CH-9
•Listen for unusual engine and/or machinery noises

•Do not forget that the weight of hook block and all lifting accessories are part of the
load

Stopping the Crane

•At the end of crane operations, the jib must be raised to the ‘park’ position to minimise
load on the jib ropes

•All controllers, isolators and breakers must be set to the ‘open’ position, and the battery
isolation switch should be set to ‘Off’

•When an operator leaves a crane unattended, s/he must land any attached load, place
the controllers in the “Off” position, and open the main breaker

•The crane must not be left parked with a load on the hook

•The hook of the crane to be secured on a dedicated strong point on the ship

•All doors, windows and openings should be closed and locked to ensure the crane
remains secure
65

70. Deck Cranes CH-9
Emergency Operation

•There is an emergency stop provided in the operators’ cabin which can be pressed when
machinery or situations are appearing to get out of control

•In the event of power failure during lifting operations, the crane will remain fail safe as
all brakes will get activated

•The operator must then place all controllers, breakers and isolators in the “off” position

•If there is a load on the hook following a power failure, the manual hoist brake override
may be operated with care by a competent person to allow the load to return to ground
level in a controlled manner


“For lifting a barge as cargo onboard, two cranes of a ship were operated together. While lifting this heavy load, one of the crane operators heard metal to metal sound and pressed the “emergency Stop” button without informing the other crane operator. The other operator kept heaving the load and at one point, the load got imbalanced and one of the slings holding the barge slipped and the barge fell into the water. The main problem which led to this incident was lack of communication between the two crane operators."
66
Real Life Incident

71. Chapter 10
Lifeboat Launching

72. Lifeboat Launching CH-10
Lifeboats are provided on ships in order to save lives in the event of extreme emergencies
or accidents. At the time of accident or during abandoning the ship, the method of
launching and boarding a lifeboat plays a great role in saving lives of ship personnel.

It is thus important that
every person working on
ship knows about the
launching procedure of a
lifeboat in order to act
quickly in the limited time
during an emergency.

Lifeboat launching
methods can be divided
into of three types:

•Open

•Enclosed

•Free-Fall
68
Ship’s Lifeboat. Image credit: Rian Valmadrid

73. Lifeboat Launching
Procedure for Launching of Open Lifeboat

•Ensure that the drain plugs are in place and the drain is closed

•Remove davit harbour pins to unlock the davit

•Lower the embarkation ladder into the ship side



•Remove any extra lashing if
provided

•Release the gripes by opening the
bottle screw and knocking off the
slip ring

•Lift the dead man’s handle (brake)
to lower the lifeboat until the
embarkation deck

•Make fast the bowsing tackle and
remove the tricing pendant.
Lifeboat is then ready to board
CH-10
69
Open Lifeboat

74. Lifeboat Launching
•Now ease off and let go the bowsing tackle and lower the lifeboat until the water level

•Once the boat reaches the water surface, then release the fall

•Embark the boat with the embarkation ladder

•Once the crew is inside the boat, cut the toggle painter

•Steer the boat away from the ship

•Always carry EPIRB and SART in the lifeboat

Launching Enclosed Lifeboat

•Check harbour pins are removed

•Remove extra lashing

•Disconnect electrical cable for battery charging

•Close the drains with drain plugs

CH-10
70

75. Lifeboat Launching
•Release the brake to lower the lifeboat until embarkation deck

•Crew can board the lifeboat and sit in the designated place by fastening the seat belts

•Release the gripes by opening the bottle screw and knocking off the slip ring

•Secure hatches and open the vents if the outside atmosphere is safe



•In case of fire or when the
atmosphere is hazardous, keep
the vents shut

•Check that the ship side where
the lifeboat is to be launched is
clear and then lower the boat at
a steady rate

•
Once the boat is in the water or just above the water, release the fall depending upon the release system provided (Off load/ On load release)


CH-10
71
Enclosed Lifeboat

76. Lifeboat Launching
•Release painter

•Start engine and steer the boat away from the ship

•If surrounded by hazardous atmosphere, open the air supply and water spray valve

•Always carry EPIRB and SART in the lifeboat




Launching Free-fall lifeboat

Carrying out lifeboat drills and launching in presence of all crew members has always been
a matter of great concern. The most critical stages during such processes are when a free
fall lifeboat is launched or when recovered after launching.

The lifeboat hook reset mechanism must be thoroughly understood and every detail
described by the maker must be followed by the personnel handling the launching and
recovery operation. In free fall life boat, the launching mechanism is similar to that of an
on-load release.


“Each sitting position inside the lifeboat must be clearly stencilled/indicated.”
CH-10
72

77. Lifeboat Launching
The only difference is that the free fall lifeboat is not lowered until 1m above water level,
but is launched from the stowed position by operating a lever located inside the boat,
which releases the boat from rest of the davit and the boat slides through the tilted ramp
into the water.


A number of accidents have
occurred during drills, maintenance
and annual inspections of lifeboats.
The quick release system has been
the main cause for these accidents.
This system was designed keeping to
reduce the response time for
launching and survival, but sadly it
has contributed more to accidental
release incidents.
“While carrying out a free fall lifeboat drill at Fujairah Anchorage, three crew members inside the lifeboat were badly injured and hospitalized. The reason was during routine testing and drill, the release mechanism was operated accidentally and the crew members were not strapped using the belts provided. In another incident, while recovering a lifeboat the heaving mechanism faltered. As a result the boat inflicted a heavy blow on the boat davit. Seven crew members inside the lifeboat suffered head and spine injuries.”
CH-10
73
Real Life Incident
Testing Freefall Lifeboat. Image Credit: Aung Ht ayAuang

78. Chapter 11
Rescue Boat Launching

79. Rescue Boat Launching
Referring to the guidelines specified in SOLAS Chapter III- Regulation 20, rescue boats are a
requirement for sea going vessels. Broadly, rescue boats can be differentiated from
lifeboats in two ways.

Firstly they are meant for rescuing survivors at sea and secondly their hoisting speed is
higher than that of a lifeboat. Mostly ships are provided with two lifeboats of which one is
a designated rescue boat and has a hoisting speed higher than the other one.
Where free fall lifeboats are fitted, a 6 to 7 seater small rescue boat equipped with a powerful engine and gasoline/gas oil as fuel is provided. The rescue boat has similar guidelines for maintenance as those for a lifeboat. However, the equipment and other requirements for carriage are specified in Chapter V of the International Life Saving Appliance Code (LSA Code). The code also contains additional requirements for inflated rescue boats.

CH-11
75
Rescue Boat in Action

80. Rescue Boat Launching
Launching of rescue boats too requires attention while taking into consideration factors
such as weather and sea conditions, direction of wind, height of waves, length and height
of swell.












\



Since this procedure involves two types of movements in which the davit lifts the boat off
the deck and slews it to the shipside for outboard launching, the slewing davit should be
operated by a well trained and authorized personnel only.
Davit launched lifeboats which are
designated as rescue boats are quite
popular and most of them have a very
familiar launching procedure.

However, the small rescue boats that are
launched through a davit can be slewed
and hoisted or lowered. Generally these
davits use hydraulic mechanism for
slewing and electric motors for hoisting.
Both automated and manual methods for
slewing and hoisting should be well
acquainted to the personnel involved in
handling the davit.
CH-11
76
Davit Launching of Rescue Boat

81. Rescue Boat Launching
Before launching the boat, always check that the quantity of fuel carried is as per maker’s
recommendation and the battery used for starting is fully charged.

These boats are strapped onto a platform on the deck using synthetic or nylon slings or
straps. These must be removed before the boat is prepared for launch.

The loose railing on the sides where the boat is to be launched must be removed. They are
generally provided with a chain and hook type of arrangement.


During routine maintenance and testing of a rescue boat, the newly joined third officer started the davit motor for slewing and hoisting. However, being inexperienced, he forgot to take off the lashings through which the boat was secured on the deck to the platform. As he operated, the davit slewed and with an enormous force pulled the boat off the stand. The rigid lashings didn’t allow the boat to swing .The jostle between davit’s pull and the lashing resulted in the boat getting ripped off the stand. The boat was badly damaged and the third officer who was standing in the boat jumped out of it and saved his life. The owners had to replace the boat as the damage was irreparable.
CH-11
77
Real Life Incident

82. Chapter 12
Life Raft Launching

83. Life Raft Launching
Life raft is an important lifesaving appliance, which is kept on the ship’s deck and used in
emergency situations such as ‘Abandon ship’. Life rafts have inbuilt features of auto release
and inflation.

Even if done manually, the launching of the life raft takes lesser time than that taken by
lifeboats.

While operating life rafts, it is extremely important to know the correct procedure to
launch the system at the time of emergency.
The life raft on board ship can be
released or launched in to the
water in an emergency situation by
three different methods:

•Auto release with Hydrostatic
Release Unit (HRU)

•Manually launching

•Launching by Davits
CH-12
Life Raft on Ship’s Deck With HRU
79

84. Life Raft Launching
Auto Release with Hydrostatic Release Unit (HRU)

The life raft’s HRU plays an important role when it comes to saving lives during “abandon
ship” situation. SOLAS 74 clearly specifies the requirements for construction and
positioning of the HRU at the life raft.

The Working of HRU

•HRU acts as a connecting medium between the life raft container and ship deck, where
it is stored

•The HRU comes in action under the pressure of water exerted when the ship sinks
below 4m of water level

•The HRU consists of a sharp knife or chisel which is used to cut the strap lashed over the
container carrying the life raft, but still holds the painter at the weak link

•The HRU is connected to the container through a lashing arrangement which can be
disengaged quickly by means of a slip hook when launching the raft manually

•
The HRU is connected to a strong point on the deck through a weak link


CH-12
80

85. Life Raft Launching
•When the vessel sinks, the HRU cuts the rope and the container floats to the surface of
water

•As the vessel sinks further,
the tension in the painter
causes the life raft to inflate
out of the container

•The tension acting on the
weak link will cause it to
break, making the life raft
free from the ship

•

•Once the container comes on
the surface, the raft is than
auto-inflated
CH-12
HRU unit of Life Raft
81

86. Life Raft Launching
Manual Launching Procedure of the Life Raft

•Check that one end of the painter of the raft is well secured to a strong point on ship’s
deck or structure

•Remove the lashing from the container of the raft and open the way to the portable rail,
if available















•Check the ship side where the raft to be launched
is clear

•Two people should lift the container from both
sides horizontally and throw the container into
the water

•Make sure that the painter is still fixed at a strong
point so that the raft should not be waved away
by water

•Pull the painter with a hard jerk to fire the gas
bottle for inflating the raft
CH-12
Inside the Raft Container
82

87. Life Raft Launching
•The life raft will take 20-30 seconds to inflate

•Board the life raft one by one using ladder or rope

•Avoid sharp objects such as knives, shoes and other pointed objects, which may damage
the raft surface

•
When everybody is on board, do a headcount and cut the painter with a sharp knife
Launching Raft by Davit



•Open the lashing and remove the raft container from HRU by opening the manual slip hook or bottle screw arrangement

•Tie-up one end of the painter of the raft to
a strong point on deck

•Keep the container in the open and attach the davit hook to the given eye in the canister/ container
Davit Launching of Life Raft. Image Credit: Wikimedia/ NPL FP2011
CH-12
83

88. Life Raft Launching
•Take up the raft load by davit and keep the container hanging at the embarkation deck
area

•Pull the painter and inflate the raft. Have a thorough check on the inflated raft and start
boarding the raft without shoes and other sharp objects

•After the boarding is completed, check the bottom is clear and release the securing
lines, if any

•Someone inside the raft will detach the hook of the davit from the raft when the raft is
just above the water

•The davit operating person will board the raft either by jumping into the sea, the raft or
by other boarding means if provided

•Cut the painter and cast away the raft from the ship

CH-12
84

89. INDEX
Part 2 : Deck Emergency Preparation
Chapter 1

Chapter 2

Chapter 3

Chapter 4

Cold Weather Preparation

Rough Weather Preparation

Pirate Zone Preparation

Oil Pollution Prevention

90. Chapter 1
Cold Weather Preparation

91. Cold Weather Preparation CH-1
Ships plying in international waters have to travel through the remotest areas of the world
in limited amount of time, irrespective of the weather conditions. Ships often pass through
different climatic and weather conditions during a single voyage, for e.g. a ship after
passing through hot African Continent can enter freezing waters of Europe within few days.















As a result, a ship experiences drastic temperature changes and therefore its equipment
and machinery are installed with special systems to face the harshest conditions.
Tanker Ship in Cold Weather. Image Credit: Sohit Shukla
87

92. Cold Weather Preparation CH-1
However, the seafarers on board ship must take all the precautions, especially when the
ship is about to enter sub zero temperature regions.

Following steps to take when the ship is about to enter sub zero temperature areas:

•The navigational information that is received by the bridge should be well analysed for
safe navigation through ice bodies

•The navigation officer must recognise different types of ice forms

•All navigation and communication equipment must be of approved type and should
work at sub zero temperature

•Continuously run “clear view screens” for the bridge navigation window

•For bridge window wash, use only hot water and run the wiper blades at a slow speed
setting to avoid freezing and damage of moving parts

•All the hydraulic machinery and winches to be operated to avoid freezing of oil

•The inlet valves for draft gauges to be closed

88

93. Cold Weather Preparation CH-1
•The whistle to be tried out frequently as freezing weather may jam the operation

•All the heaters in the hydraulic system to be switched on

•Filters fitted in the hydraulic oil lines to be cleaned more often to remove wax
formation

•Drain the hydraulic oil cooler and
isolate the same

•Take sounding of all the fresh water and
ballast tanks prior entering the cold
region

•Sounding to be taken at regular
intervals when plying in sub zero
regions to identify any damage or leak
from tank due to ice

•Check and ensure air vents of ballast
tanks are clear

Draining Hydraulic Oil Cooler on Deck
89

94. Cold Weather Preparation CH-1
•Start ballast sea chest heating, if required

•Lifeboat drinking water to be taken out and stored at desired place and a crew member
should be assigned to bring water during emergency

•While operating steam line or providing boiler steam in lines which are not used
frequently, additional precautions must be taken. Almost all the steam lines are
provided with a warmup line and a main supply line.

•The warm up line should always be used before using the main line, especially when
plying in cold areas

•Keep the steam injection flexible hoses ready for use

•Cold starting system of lifeboat to be kept ready

•Add anti- freeze compound in jacket water of lifeboat engine

•All cargo lines and other important lines on deck must be fully drained after use

•
Adjust or shut-off veg room/ lobby cooling and use portable heaters to maintain the
required temperature


90

95. Cold Weather Preparation CH-1
•Switch on and run the hydraulic oil heaters for bow thruster hydraulic at least 24 hrs
before use

•Do not use bow thruster in ice

•PV breaker and deck seal in oil tanker to be added with antifreeze compound


•All greased equipment
to be cleared off old
grease and fresh anti-
freezing grease to be
applied

•
All the openings from
deck to the
accommodation must
be kept close at all
times. Do not open
doors unnecessarily
and allow heat to
escape

Oil Heater on Deck
91

96. Cold Weather Preparation CH-1
•Crew to be instructed to clear ice from deck equipment at regular intervals of time

•Shovels, hammers, crowbars, fire axes, blow lamps etc. should be readily available

•If power pack is provided, add anti- freeze and take all cold weather precautions as given
by the makers

•Ice limits or regions, where suspected ice bergs can be found, should be marked on
charts that are to be used for passage planning to warn duty officer of likely hazards

•Additional lookouts can be posted as ice bergs cannot be tracked by radars effectively


“On a voyage from Venezuela to Mongstad, Norway, a vessel was required to heat bunker fuel oil
using steam. The fourth engineer who was new in his rank opened the main line valve fully without warming up the steam line. The line contained water, and the frozen ice acted as a barrier against steam at high pressure and temperature. Due to the excessive pressure generated in the line, the gasket joints gave way and the steam flanges opened up inside the fuel tank, releasing enormous amount of steam in the fuel oil. It took ship’s crew three days to restore the steam line and remove water from the fuel oil tank.”
92
Real Life Incident

97. Cold Weather Preparation CH-1
Following Personal Precaution to be Taken:

•Safe working condition to be explained to the crew

•Hypothermia, cold burn, and their precautions must be understood by everyone

•Limit exposure time for outside work

•Adequate warm clothing and eye protection for snow blindness to be provided

•Crew to take care of their room temperature by switching on heaters and closing port
holes at all times

•Crew can use silver foil inside the helmet or anywhere else where the body heat needs
to be retained

•It is advisable to work with one’s back to the freezing wind. Make sure the neck is not
exposed


“The Master must ensure the supply of the cold weather clothing is adequate and present in different sizes for all crew members.”
93

98. Chapter 2
Rough Weather Preparation

99. Rough Weather Preparation CH-2
While sailing at high seas, there would be several ups and downs when the ship hits rough
weather and the crew members have very limited time to react.

Sometimes, in spite of sending pre-weather warnings during route change or speed
alterations, ships are bound to experience high swell and unfriendly sea.
Time is a critical factor for
reacting in a situation of
rough weather.

If a pre-warning is available
with the ship, then the staff
can do the preparation; but if
the warning period is short or
if there is sudden encounter
of rough waves and bad
weather, then handling of the
ship depends on the
knowledge, training, skills
and, team effort of the ship’s
staff.
Ship in Rough Sea. Image Credit: Sohit Shukla
95

100. Rough Weather Preparation CH-2
Once the officer on watch receives warning regarding the bad weather, he/she should
immediately inform the Master. It is always advisable to plot alternate course, if possible.
The purpose of weather routing is to avoid heavy weather and ensure that the vessel
arrives safely at the discharge port. It is essential that the crew has been warned about the
weather for the upcoming voyage.

The following are some basic precautions to be taken when in rough weather:

•Sufficient manpower, including senior officers to be present on the bridge

•Lifeboat gripes are double checked and well secured

•Hatch acers, doors, air and bilge pipe are covered

•Sounding caps for the pipes on the open deck to be closed

•All the electric circuits and panels in open deck (for e.g. mooring winches circuit) to be
covered properly

96

101. Rough Weather Preparation CH-2















•Check and ensure the gaskets and coamings for hatches and doors are in good condition

•Ventilators and other openings in cargo holds should be in good operating order

•Remote closing for ventilator opening for cargo holds to be checked for operation and
any hinderance to be rectified immediately

•Gangway to be extra lashed
and properly secured

•Anchor to be extra lashed and
secured, spurring pipe to be
covered

•If needed, heavy weather
ballast may be taken for better
stability of ship

•Free surface effect in tanks to
be reduced by completely
pressing up the tanks


Accommodation Properly Secured and Lashed
97

102. Rough Weather Preparation CH-2
•It is to be instructed to the crew not to go out on open deck in rough weather

•All the deck items such as mooring ropes, lashing equipment, drums etc. to be stored
and lashed properly after their use

•All openings in the deck for cargo and other spaces to be kept shut


•Everyone must be aware of
his/her duties defined in the
muster list

•Always wear all the PPEs and use
railings and other support while
walking in any part of the ship to
avoid trips and fall

•In open sea, vessel is normally in
auto pilot. It is advisable to change
over to hand or manual control to
avoid excessive hunting of the
rudder
Ship Entering Rough Sea. Image Credit: Sohit Shukla
98

103. Rough Weather Preparation CH-2
•One person should go and check all the oil levels, linkages and other important
parameters of the steering gear in the steering room. If one motor is running, switch on
other motor and run both of them together to get maximum available torque to turn
the rudder

•Be alert and work in team

Cargo stowed on deck is obviously more susceptible to damage from heavy winds and large
waves. The best preventive measure any vessel can take against heavy weather damage is
to slow down and alter to a more favourable course.

“During a Trans-Atlantic passage, the pipes and metal plates inside the engine room store were
not stowed and secured for rough weather. Due to heavy rolling and pitching the metal pipes tore apart the engine room store bulkhead and further impact caused a fracture in no.1 Fuel Oil Tank, which caused slight leak of fuel oil into the engine room.”
Real Life Incident
99

104. Chapter 3
Pirate Zone Preparation

105. Pirate Zone Preparation CH-3
Of all the difficult situations that seafarers face at sea, experiencing a pirate attack is
definitely the most freighting one. No matter how much sailing experience a person has,
when it comes to crossing piracy affected areas, one needs to be extremely careful and
vigilant.















For this reason on-board training and drills are conducted so that in case of a real pirate
attack, the ship’s staff can take the right actions to avoid pirates from boarding the ship or
hijacking the same.

Seafarers working on cargo ships are the most affected by piracy activities as they have no other choice but to cross the piracy prone areas to deliver the cargo.
Most of the ship owners prefer to brave the piracy affected waters as it is more cost effective (as fuel is a major component of operating cost) than taking a longer route.
Crew Performing Piracy Watch. Image Credit: Ruslan Karpovas
101

106. Pirate Zone Preparation CH-3
Do’s and Don’ts Before Entering the Pirate Waters -

•Inform international maritime security centre or other relevant authority

•Most of the Hull & Machinery insurance companies required to be notified if the ship
intends to cross the HRA. Master needs to inform the H&M company

•Follow the IMO publication Best Management Practices, which specifies guidelines for
actions to be taken while transiting piracy infested waters. It also elaborates various
shipboard measures to identify, deter or escape a pirate attack

•Before transiting piracy area, vessels are advised to follow the reporting procedure
established by UKMTO which is the primary body to be informed in event of a pirate
attack. UKMTO is the first agency to respond as soon as it receives any information
about a pirate attack.

•UKMTO coordinates its actions against piracy through a well established information
network and sharing system among various warships and coastal security forces

•Rig up barb wire or electric fence around the ship


102

107. Pirate Zone Preparation CH-3
•Put extra barb fencing and other hindrance in the entry points of the ship such as
gangway opening, pilot ladder opening etc.
















•Prepare fire hose and check fire pumps for proper working condition

•Make sure all the engine room machinery systems are working properly and the main
engine is available at all times
Barbed Wire Electric Fence. Image Credit: Sajeeb
103

108. Pirate Zone Preparation CH-3
•Position the non lethal weapon such as LSD or long range acoustic devices available on
the ship

•If flexible hoses are used for any kind of oil or cargo transfer between ships and
terminal, their condition must be thoroughly checked for wear and tear and rated
pressure markings

•All the openings of accommodation from open deck must also to be shut and locked

•Water is a very good deterrent in case of pirate attack. Stress should be given on
readiness of fire, seawater and emergency pumps when transiting piracy infested waters

•All tools, pipes or spanners present on open deck and in stores should be secured and
locked so that they are inaccessible to pirates, who would try to break the lock and take
control

•Some small- time pirates or thieves might take away mooring ropes, container lashing or
any other tools present on the deck. It is therefore advisable to secure them properly
during anchorage or when berthed even when the ship is not present in a high risk area

•Blinds should be drawn against portholes and windows to ensure no light escapes out to
give an indication to the pirates.
104

109. Pirate Zone Preparation CH-3
•Some ships might also switch off navigational lights, if required, during transit. Extra
flashlights should be accessible to ship’s staff only

•Warning board posted above the razor wire can help to deceive pirates

•If the ship has a contract with private security guards for HRA crossing, vessel may need
to divert for picking up the guards and drop them after the HRA

•The master needs to inform
the charterers about this
diversion

•Depending upon the
company policy, hull &
machinery underwriters
need to be informed about
the boarding of armed
guards and where and when
they will be dropped

Private Maritime Security Guard
105
“Strict 24 hour look out and watch from all other available means (radar etc.) to be kept. Every incident (even attempt to attack) must be reported.”

110. Pirate Zone Preparation CH-3
•After boarding the ship, the armed guard team will assess the security preparedness of
the ship and may provide their own inputs to bridge about any security lapses

•The Master should ensure the crew is cooperating with the security team

Crossing Pirate Waters:

•Bridge and engine room should be manned with responsible officers, sufficient in
numbers

•Start an additional generator to avoid black out situation

•Keep a constant watch on all the sides of the ship

•Have a track of merchant vessels in the vicinity of your ship

•If any access is needed from accommodation to deck, only one access point should
remain open and when not required should be shut and locked immediately

106
All crew members must go through the guide on recommended best management practices to counter piracy – Visit here
.

111. Chapter 4
Oil Pollution Prevention

112. Oil Pollution Prevention CH-4
Preventing an oil spill is the top most priority for all ships sailing at the sea. The
responsibility to prevent unfortunate oil spill incidents, which harm the marine
environment, equally lies on individuals as well as on governments and shipping
companies.

Human error has been termed as the main reason for oil spill incidents at sea.















Before starting any
fuelling, defueling or
internal transfer
operation on ships, all
machinery and piping
systems should be
properly checked for
tightness and for signs of
leaking glands, seals and
gaskets.

While changing oil or
adding oil to machinery,
proper care should be
taken to avoid oil spills.
Oil Spill at Sea. Image Credits : wikipedia/ NOAA, US
108

113. Oil Pollution Prevention CH-4
Preparation for Oil transfer:

•Before any oil transfer, bunker or cargo operation- checklist must be filled and followed
for safe operation

•If internal transfer is to be done, all checklists to be filled and the bridge to be informed
for lookout to check any traces of oil overboard

•SOPEP locker and oil pollution prevention material to be available at all times

•Every person onboard must know the location of SOPEP locker

•Crew must be aware of his/her duties in event of oil spill as per the muster list

•If flexible hoses are used for any kind of oil or cargo transfer between ships or terminal ,
their condition must be thoroughly checked for wear and tear and rated pressure
markings

•Regular trainings and drills to be carried out on ships

•
Ensure onboard personnel are updated with new regulations on pollution prevention


109

114. Oil Pollution Prevention CH-4
•During any kind of oil transfer operation, enough manpower must be available

•Sounding of tanks involved in the operation must be checked regularly

•All high level alarms of various fuel tanks in the ship to be checked regularly

•Ensure all the fuel transfer pumps running in auto are working efficiently and are cutting
off at set limits

•Ensure no magic or flexible pipe,
which is unaccounted in ship’s
record, is available onboard

•Deck washing to be avoided
when the ship is at ports

•When doing deck washing, care
must be taken not to hose out
grease from various wires and
equipment as the grease also
forms an oil sheen over the
water
110

115. Oil Pollution Prevention CH-4
•Even a small leakage or spill should be considered as emergency and all operations must
be stopped immediately until the spill is constrained

•Ensure during oil transfer, the operation in-charge is taking local sounding as well as
checking the remote gauge of the concerned tanks to avoid overflow

•Once the oil transfer is finished, ensure to close the valve between the tanks to avoid oil
flow through the connecting pipeline of the tanks due to gravity, which can create a list
and possibility of an oil spill




“While unloading heavy fuel at Baltimore, USA, the cargo transfer hose was a flexible one and in worn out condition. The ship staff objected to the condition of the hose but the terminal assured the ship’s staff. However, as the vessel increased the discharge pressure to the agreed 10 Bars,
within few minutes, the hose gave way and a crack appeared on the inboard end of the hose. The deck watch noticed the crack and alerted the terminal and the ship. Cargo Operations were suspended till the hose was replaced.”
111
Real Life Incident

116. Emergency Towing CH-7
The Ultimate Guide to Deck Machinery Procedures and
Operations helps maritime professions in understanding the
nitty-gritty involved with deck and cargo operations.

Deck officers working on board ship need to follow step- by-
step procedures, along with several other important
instructions, in order to avoid any form of risk to the ship and
their lives.

This book helps deck officers to understand safe and practical
working procedures along with the help of real life incidences
and illustrations.

If you have any doubt, please feel free to ask us at
[email protected]

112

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