Portside and Starboard side of a ship

13:28 ILMU PELAYARAN No Comments

Most of you might have heard the term Portside and Starboard side in relation to a ship.. These are actuallynautical terms which refer to the left and right side of the ship respectively when you are looking towards theBow (the front of the ship – also known as Fore).. The rear of the ship is termed as Stern (also known as Aft)..

There are many answers as to the evolution of the names Port & Starboard as below..

As per Wikipedia, before ships had rudders on their centerlines, they were steered by use of a specialized steering oar.. This oar was held by an oarsman located in the stern (back) of the ship.. However, like most of society, there were many more right-handed sailors than left-handed sailors. This meant that the steering oar (which had been broadened to provide better control) used to be affixed to the right side of the ship..

The term Port was derived from the practice of sailors mooring ships on the left side at ports in order to prevent the steering oar from being crushed..

From the Longboat museum in Oslo it is learned that a viking longboat was steered by a large wooden plank called a “steer board”.. The modern day equivelent is a “tiller” or “rudder”.. The steer-board was operated by the helmsman facing forward and, since most people are right-handed, he would naturally hold the steer-board in his right hand.. Since the steer-board was always on the right, the righthand side of the vessle became known as the steer-board side..

Subsequently the term “steer-board” blended into the English language and evolved into “starboard”..

Another version is that, in the olden days before the advent of maps, navigation was done by following the arrangement of stars in the sky.. Usually old sailing ships had long masts & sails which disturbed the visibility of the helmsman and the sailors arranged a deck extending out on the right side to watch the stars & continue sailing.. So one person on the ship used to read the location of the starts sitting on the deck & convey the same to the Helmsman.. The deck that was used to look at the stars and decide the sailing route was termed as starboard deck.. Because of this extended deck on the right side, only the other side of the ship could be brought towards the port and it was named as portside..

Once the modern centerpost rudder was developed, it was no longer necessary to dock with the vessel’s portside to port.. Ships now dock starboard or portside alongside..

Another bit of interesting information is that the Starboard side has Green navigation lights and port side has Red navigation lights and the Aft of the ship has a white light.. If there are two vessels approaching each other head-on, each should alter course to starboard, so that they pass each other port-to-port unless otherwise communicated much like the rules of the road..

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Fire extinguisher types

23:25 ILMU PELAYARAN 1 Comment

date :- 18 sept 2010

Please take note this only guideline. For more info kindly please read manual or see the expert when you about to dealing with these fire extinguisher especially when onboard ship or newbie user.

colour code of fire extinguisher


_______________________________________________________

Water Fire Extinguishers
Suitability
Wood, Cloth, Paper, some Plastics, Coal, People. Fires involving solids

Dangers
Not to be used on burning fat or oil or on electrical appliances

Method of Use
Point the jet at the base of the flames and keep it moving across the area of the fire. Ensure that all areas of the fire are out.

Theory
The water takes away the heat of the fire by cooling the burning material





Dry Powder Fire Extinguishers

Suitability
Wood, Cloth, Paper, Plastics, Coal, Liquids such as grease, fats, oil, paint, petrol.

Dangers
The powder is not good at getting into tiny spaces in electrical equipment easily so the the fire may re-ignite.
Not to be used on chip pan fires.

Method of Use
Point the nozzle at the base of the flames and, with a quick sweeping motion, drive the fire away from you until all the flames are out.

Theory
As well as knocking down flames, on burning solids it melts to form a layer or skin that smothers the fire.






Spray Foam Fire Extinguishers

Suitability
Limited number of liquid fires.

Dangers
Do not use on chip pan fires. Check manufacturer's instructions for suitability of use on other fires involving liquids.

These extinguishers are not recommended for home use.

Method of Use
Do not aim jet straight into the liquid. Where the liquid on fire is in a container, point the jet at a surface nearby the burning liquid. Allow the foam to build up and run across the liquid.

Theory
Forms a fire extinguishing film on the surface of a burning liquid. Has a cooling action with a wider extinguishing application than water on solid combustible materials.







Carbon Dioxide (CO2) Fire Extinguishers

Suitability
Liquids such as grease, fats, oil paint, petrol etc. but not on chip pan fires.

Dangers
Do not use on chip pan fires.

This type of extinguisher does not cool the fire very well and you need to watch that the fire does not start up again.

Fumes from CO2 extinguishers can be harmful if used in confined spaces: ventilate the area as soon as the fire has been controlled.

These extinguishers are generally not recommended for home use.

Method of Use
The discharge horn should be directed at the base of the flames and the jet kept moving across the area of the fire.

Theory
Vaporizing liquid gas which smothers the flames by displacing oxygen in the air.








Fire Blankets

Suitability
Fires involving solids & liquids. Excellent for small fires on clothing and for chip and fat pan fires

Dangers The blanket must completely cover the fire or it will not be extinguished.

Method of Use
Place carefully over the fire. Keep your hands away from the fire. Place the blanket down away from you.

Theory
Smothers the fire

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Fire onbord how to prevent

23:09 ILMU PELAYARAN No Comments

date : 18 sept 2010


Fire is one of the most dangerous killers that we have known to encounter. Whether there is a fire on land or at sea, the only way to protect yourself is by knowing the right safety equipment to use and exactly how to use it.

Fire extinguishers have been around since the early 1800’s and have seen several improvements from many different chemists and inventors throughout all areas of the world. Understanding the different fire extinguisher signs also promotes the awareness of the crew on the proper use of fire extinguisher.

many type of fire extinguisher available in market

The fire safety tools as they are now known have become the best piece of firefighting equipment you can buy. One of the benefits of these types of firefighting tools is that they can be used both on land and at sea.

In the following article, you will find 3 key steps to keeping your ship safe from fire.

If you are a crew member on a large ship, there will need more tools, leg work and skills than for a smaller ship. You will need to make sure there are oxygen masks available for if running up and down decks with a hose will be necessary. While fire extinguishers may come in handy for tiny fires on a ship, they do not necessarily do much good unless contained early.

As there is nowhere safe for passengers and crew to flee to in case of a blaze, Understanding how to catch a fire in it’s infancy and putting it out before anyone dies is critical. This needs quick thinking, quick response time, and the proper education on the use of the tools needed.

With a fire on board, one of the most important steps is to call for outside help. The Coast Guard or the Navy should be available to come to your rescue if an evacuation is necessary. Everyone must abandon the ship unless you are a trained firefighter.

The less people are on board, the more space there will be for firefighters to move quickly and smoothly without interference. Time is of the essence when on a ship. Fires on ships take as many lives as a shipwreck.

If you are on a personal boat out with your family, you must have the right equipment onboard. This includes a radio/cb that has exceptional range so you can call out for help as soon as you need to. You must have flares, water, fire extinguishers that you can use to put out both electrical and flammable liquid fires, a fire suffocation blanket, and an oxygen mask.

Having a fully equipped medical kit would also be a wise decision. Make sure all members understand the proper use of each of the fire safety tools and what do say if calling in an S.O.S to the Coast Guard.


Remember This!

As in all things you do, being prepared on a ship or a boat for fire should just be something you do not have to think twice about. If you want to stay safe, using common sense, taking the time to research, practice and buy the necessary fire safety tools is what is needed to stay alive and safe out in the water.

Having tools such as fire extinguishers on hand for easy reach may mean the difference between catching a fire before it spreads or losing your life and your boat. Take the steps to stay safe and enjoy the experience of life on the water as it was meant to be enjoyed.

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What is celestial navigation

05:03 ILMU PELAYARAN No Comments

sextant is an important navigation aid

This classic method of navigation, used most commonly in the open sea, the navigator uses celestial bodies that have been identified and grouped into constellations since ancient times. Celestial navigation makes possible voyages across thousands of miles of unmarked water, but its one great limitation is that poor visibility, caused by clouds, fog, rain, snow, mist, or haze, may prevent the essential sightings of celestial bodies.

A coordinate system of positions similar to the earth's coordinates of latitude and longitude has been adopted to describe the position of heavenly bodies. This system consists of Declination, which corresponds to terrestrial latitude, and Hour Angle, which corresponds to terrestrial longitude. For practical purposes of navigation, the position of stars relative to one another is regarded as fixed in the classical sphere; the motion of the sun, the moon, and the planets is indicated in this system as a mean rate of progression across the sphere.

The principal maritime nations publish yearly Nautical Almanacs that tabulate the coordinates of celestial bodies used in navigation at any particular time. The tables also provide other pertinent astronomical information.

To use the nautical almanac, the navigator must establish the time of an observation accurately by means of the chronometer. The Measurement of Time is based on the rotation of the earth and the consequent imaginary rotation of celestial bodies around the earth. In navigation, the primary system of time is based on the apparent movement of the sun westward at 15° of longitude per hr. Thus, a time difference is established between two places on the surface of the earth based on their difference of longitude. The longitude of New York City, for example, is roughly 75° West and that of Greenwich, England, is 0°. New York is therefore 5 hours to the west of Greenwich.

The navigational triangle, or Astronomical Triangle, which constitutes the most important part of celestial navigation, is a spherical triangle, the three points of which represent the position of the observer, the geographical position of the celestial body, and the earth's pole that is nearest to the observer. The solution of such a triangle provides the basis for the derivation of an astronomical line of position. Spherical Trigonometry was formerly required to solve such a problem, but this triangle can today be solved simply by using the nautical almanac in conjunction with one of several short tabular methods. The tabular methods include precomputed solutions of the astronomical triangle to accommodate any position of the observer and any celestial body observed.

In the most modern approach to celestial navigation, the Circle of Equal Altitude and the astronomical position line are used in conjunction with the solution of the navigational triangle. The circle of equal altitude is a circle on the surface of the earth, and at every point on this circle the altitude of a given celestial body is the same at a given instant.

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Introduction to an enclosed space

06:55 ILMU PELAYARAN No Comments

• Any space that has been closed and unventilated for some time
• Any space contaminated by cargo or leaking through a bulkhead, pipeline or cargo residues in the cargo pump.
• Any space because of cargo carried contained harmful gases

- should always suspected in an enclosed space that cargo residues may remain on the internal surface of the tank even after cleaning and ventilation.

• Any space which may be deficient in oxygen

- should always suspected in all an enclosed space particularly if they have contained water, have subjected to damp, or connected with other inerted tank

ballast tank

cargo tank

Example of an enclosed space onboard

• Ballast tank
• Cargo tank
• Cofferdam
• Double bottom
• Fuel oil tank, etc.

Many fatalities onboard tankers have resulted from entering the space without proper supervision. And in almost every cases the fatality would have been avoided if the guidance had been followed.

Atmosphere test prior to entry an enclosed space

- Any decision to enter should only be taken after the atmosphere has been tested from outside with test equipment that has recently been calibrated and checked for correct operation.

-Essential that all atmosphere testing equipment used are;

• Suitable for test required
• An approved type
• Correctly maintained
• Frequently checked against standard sample

- Maintenance work and calibration test, period of the validity should be record

- Testing carried out only by personnel who have been trained in the use of the equipment in other word competent person.

-Enclosed space should not be entered without correct authorization from ship master or officer in charge. As per CSWP entry should made under a ‘permit to work’ system or monitored by a safety checklist

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Beaufort windforce speed scale and sea speed

08:53 ILMU PELAYARAN 1 Comment

Beaufort Scale and Sea State is used to describe wind speed by observing the sea conditions.The description includes the approximate wind speed,wind conditions,sea conditions and wave heights. This commonly used by mariner and navigator since its very important because there are many considerations take into account.

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Anchor and Mooring Gear – A History

07:26 ILMU PELAYARAN No Comments

Original source at gCaptain

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Traditionally ships were anchored using large hemp hawsers called cables. In 1836 the use of iron chains had become so common in the English merchant service and their superiority so well recognized, that the underwriters ceased to charge a higher insurance rate for vessels using iron chain. In 1840 side welding of chain was introduced in England, and from that time English chains of 1-7/8 inches and larger have been side welded.

Lloyd’s Register of Shipping augmented its rules in 1846 so that thereafter all chains of classed vessels were tested and stamped on each end to indicate load capacity. In 1853 Lloyd’s rules made it mandatory that, before a vessel could be classed, the test of the chain cable had to be certified, and in 1858 Lloyd’s issued rules regarding the length and size of chain cable. Lloyd’s progressively stiffened their rules regarding methods of manufacture and testing, resulting in the Anchors and Chain Cables Act of 1899, which with only a few amendments is still the basis of present-day testing procedures.

1808: Wrought-iron cables are first recorded.
1834: Lloyd’s Register rules state the length of cable to be supplied, they call for a reduced length for iron cables compared to hemp cables at a 6:7 ratio.
1846: Rules specify that cable must have been tested and have the test load stamped on it.
1856: The rules state that the length and condition of chain cables were to be ascertained by removal from the locker at each special survey.
1890: Lloyd’s Register rules sets a table of minimum weights for cables.

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Ship reporting system

19:57 ILMU PELAYARAN No Comments

Ship Reporting system is very important for safe navigation. Whether it is a local or international requirement, it should be followed diligently. The purposes of “Ship Reporting System” are:

• Ship Reporting System regulates and monitors ship’s traffic in the area
• It puts a standard of safety particularly to sensitive environments or aquatic ecosystem
• It helps in promoting safe and efficient navigation for all ships participating in it

Our Responsibility

• We must comply and participate in every ship reporting system
• We must send the report on time through designated stations either by voice or through messages
• Participating on Voluntary reporting schemes is highly recommended

These are just some of the importance of “Ship Reporting System”. As seaman on board the ship, we must promote a more prompt and accurate reporting whenever we participate in any reporting system. It is for our own safety.

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Publication

19:49 ILMU PELAYARAN No Comments

The Bridge library is a collection of important and informative books that you need in all aspects with regards to ship’s and shipping. Among this important books are the “Admiralty Books”. I’ll enumerate them for you.

Admiralty List of Radio Signals - which is consist of six volumes

* Volume 1. Coast radio Stations

* Volume 2. Radio Aids to Navigation, Satellite Navigation System, Legal Time, Radio Time signals, Electronic Position Fixing System
* Volume 3. Maritime Safety Information
* Volume 4. Meteorological Observation Stations
* Volume 5. Global Maritime and Distress System (GMDSS)
* Volume 6. Pilot Services, Vessel Traffic Services, Port Operations

Catalogue of Admiralty Charts and Publications (NP 131) - it contains a detailed list of available charts and publications from UKHO.

Admiralty Notice to Mariners - published weekly and contains information for the proper update of charts and publications affected.

Cumulative List of Admiralty Notice to Mariners - this is published every January and July and contains the list of the latest issue of charts for the past two years.

Admiralty Sailing Directions - this book includes the necessary information regarding port facilities, navigation and regulations imposed locally at ports of destination, and brief demographic information about the country of your destination.

Admiralty List of Light and Fog Signals - contains information regarding light structures, light vessels, light floats, light buoys, and landbys.

Admiralty Tide Tables - Published annually in four volumes containing tidal predictions of different ports.

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How to make a Voyage Plan

18:47 ILMU PELAYARAN No Comments

Nautical Chart important for seafarer
making their passage plan

The Voyage Plan is the basic knowledge that a ship officer, particularly a deck officer should know. It is a very important part of navigation. In modern shipping; Port State Control, Vetting Inspections, and other related inspectors coming onboard the ship would check your Voyage Plan. Are you prepared to make a voyage plan? Are you reluctant or afraid to make a voyage plan? I’ll guide you to some pointers that you will need in preparing in making a voyage plan.

In this fast growing maritime industry, different types of inspectors would normally ask a lot on how you make a voyage plan. I’ve been onboard tanker ships and believe me; inspectors ask a lot about the charts, publications, and the voyage plan. What should you do?

• First of all you should know what tools you will need before you start making a voyage plan.

• You must know your destination port in order to pre-plan your route.

• You must ask the captain regarding distance-off coasts, additional instructions and information from the charterers and agent of the destination port, restrictions during the voyage with regards to your draft and air draft, tides and currents of the destination port, reporting procedures during the passage or voyage, and so-on. I will elaborate it later as we start discussing about the checklist and the plotting.

• After gathering all of that information, you will start planning your course, identify your waypoints, and start calculating your courses and distances.

• If you’re not crossing any ocean, you can simply use “Mercator sailing”.

• If you’re crossing an ocean, you can use “Great Circle Sailing or Composite Sailing”, but that is under the approval of your Captain.

• Remember that all your actions is an extension of the Captains authority, but in such cases that you have doubt that it will involve or may jeopardize the safety of the ship, it is better to consult or ask the Captain about it. After all, he is the over-all in-charge of the vessel.

What you will need

You will need books to guide you through this instruction to be able to clearly visualize what I’m trying to say. These books are available onboard the ship’s library, located on the Navigation Bridge. As officers and aspiring officers I encourage you to read a lot, and know what you read, and start asking questions. That is how you will learn it onboard the ship. The books are as follows:

• Bridge Team Management 2nd Edition (by: Capt. AJ Smith)

• Bridge Procedures and Guide 4th Edition (International Chamber of Shipping)

• Guides to Port Entry

• Nautical Publications

• Charts and Chart Catalogue

• Notice to Mariners

• Navarea navigational warnings

• Weather routing

Start making your Voyage Plan

I hope I didn’t miss anything but it is better to check your company’s checklist regarding “Passage Plan Appraisal” to be sure. If you cannot find it, you can simply find a useful checklist on the book “Bridge Procedures Guide”. Always look for the latest edition that you have onboard. Now that you have the tools and information that you need, you can start making your voyage plan.

• First, list down the charts that you will need during the passage. This will include large scale charts, which you will use during coastal navigation; and small scale charts, which you will use during ocean navigation.

• With the list that you’ve made, start arranging the charts according to the consecutive order that you have listed.

• Always have a general or index chart, which you will use as reference, especially when you’re handling a lot of charts. As beginners you would most likely get lost in plotting. You must have an overview where you are plotting your courses.

• Remember that the distance to go that you will give to your Captain will be from pilot to pilot station. That means from pilot station departure port to pilot station arrival port. The Pilotage waypoint is not included in your sea passage calculation of distance run. You will have a different calculation for that.

• You must know how much will be the remaining distance from pilot station to berth.

• When you already have your list of waypoints, start calculating your courses and distances. There are a lot of computer software that you can use to calculate course and distance. Don’t torture yourself calculating them manually.

• When you are already sure and satisfied with the results, you can tell the captain the distance to go to the next port.

Plotting your courses

When plotting your courses, always put in mind your maximum draft, air draft, maneuverability of your ship, etc.

• You must know your ship’s limitation.

• Apply parallel indexing, position frequency, course alteration or wheel over position, bearing and distance off from a landmark, bouyage system, reporting positions and reporting systems, leading lines, and other means of position fixing other than GPS and ARPA.

• All of this is listed down in the book “Bridge Team Management”.

Paper works

Preparing the Chart is just one part of the voyage plan, You must also prepare the Voyage Planning report which will be signed by you as the navigating officer and co-signed by the Master, Chief Officer and the Third officer, to indicate that they concur to the voyage plan that you have prepared and have checked that it is safe to navigate the ship as per voyage plan.

Your first voyage plan will most likely consume a lot of your time. Don’t be discouraged! As you go along and as you do it every time, you will get used to it and you will find a system or a way to make it easier. Constant upgrading of your knowledge will be your key to success and awareness to our constantly evolving and improving Maritime Industry.

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Responsibilities as an Officer of the Watch

01:09 ILMU PELAYARAN No Comments

An Officer in charge of the Navigational Watch or Officer of the Watch (OOW) as we all know comprises the Bridge Team. On merchant vessels, the watch duty officer is always accompanied with a look-out who is also a helmsman. In case the officer of the watch is a newly promoted officer, he will be performing his duties on the bridge under the watchful eyes of the Captain.

What is the Officer of the Watch responsibilities?

• The Officer of the Watch is the Master’s representative and responsible for complying and executing the master’s orders.
• The OOW is responsible to the master for:

1. Safe Navigation of the ship
2. Safety of the personnel or crew onboard the ship
3. Safety of the environment and pollution prevention
4. Maintaining the required standards of good seamanship
5. compliance of COLREGS
6. Compliance with bridge standing orders and night orders
7. Keeping a proper look out at all times

• The officer of the watch must be familiar with:

1. Government regulations
2. International conventions
3. Bridge Standing Orders
4. Master’s Standing Orders

• The Officer of the watch is responsible for the safe navigation of the vessel even with the presence of the master on the bridge, until the time the master informs him specifically and in writing that he will take the command or the watch.
• The Officer of the watch should keep his watch on the bridge until properly relieved.
• He shall consult or ask the Master if he is in doubt of any interpretation or regulations or instructions, or if he has any doubts regarding the manner of which he is required to carry out his duties.

These are among the duties of an Officer of the watch. I’d like to point out something more about this matter, which I mostly notice on the bridge.

The role of the Officer of the Watch when the Master takes command of the ship

Most of the time I’ve noticed that some OOW would simply stand on the radar, drink a cup of coffee, but forgot the most important part of his job. You are on the bridge to check if the captain is giving the right orders on engine speed, rudder command, following the instructions of the VTS, and applying the COLREGS.

You are there to check that everything is under control. This also applies when the ship is under pilotage. Remember that the master has a lot of things running over his head. A lot of messages and telexes to send, and to answer. And you are the person that he shall depend on the bridge to achieve the safe navigation of the ship.

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Terms orang kapal gunakan

22:22 ILMU PELAYARAN 2 Comments

Hari ni Jumaat balik je sembahyang Jumaat terniat nak tulis sedikit entry...dah lame x berblogging so arini nak share terms2 yang digunakan oleh orang kapal....

Aft station = Bahagian belakang kapal/bahagian buritan kapal(digunakan ketika announcement stand-by mooring)

Frwd station = bahagian depan kapal (digunakan ketika announcement stand-by mooring)

EHQ (emergency Head Quarter) = Seperti balai bomba,disini adanya BA sets,lifeline,axe,fireman suit,tempat ini senang cakap macam balai bomba

Bosun Store = Tempat simpan barang-barang kerja budak-budak rating seperti tali, jet chisel dan barang-barang kerja untuk bosun. Dimiliki dan di jaga oleh bosun sepenuhnya.

Paint Store/shop = Tempat Simpan cat (interbond,interlack,intergard dan lain2)

Gangway = Tangga yang boleh diturunkan secara manual/mechanical untuk pilot naik atau digunakan ketika kapal alongside sewaktu di port.


contoh gangway

Poop deck = Bahagian belakang Deck kapal

Mooring winch = Drum yang digulungkan dengan Wire/tali digunakan sewaktu kapal alongside diikat pada berth dolphin.


Contoh mooring winches

Mast Riser = untuk keluarkan excessive pressure dalam tank. (commonly fitted on Tanker ship)

Rating = crew kapal atau kelasi kapal. supervise by Bosun atau Oiler.

Mess room = Tempat lepak santai bagi anak-anak kapal setelah penat bekerja.

Anchor = Sauh.



Galley = Tempat masak macam dapur la tapi kat kapal dipanggil galley.

Officer saloon = Tempat makan rasmi bagi officer dan engineer.

CCR = Atau nama panjangnya Cargo Control Room. Disinilah tempat penting proses Loading atau discharging. Tempat yang amat penting untuk C/O.

ECR = Engine Control Room. Tempat untuk engineer control bahagian-bahagian engine.

Bridge = Rumah kemudi untuk navigate kapal.

Muster Point = Tempat berkumpul ketika berlakunya kecemasan.


Medical chest = Tempat simpan ubat.

Ballast Tank = Ruang untuk diisikan air untuk stability kapal. Proses ballast atau de-ballast dilakukan ketika di port.

Cargo tank = Ruang untuk diisi minyak ataui gas di panggil cargo tank.

Cofferdam = Ruang di antara cargo-cargo tank.

Pilot = Orang yang akan alongsidekan kapal kerana dia lebih arif tentang keadaan perairan di kawasan perlabuhan tersebut.(berbeza dengan pilot kapal terbang) Dia juga akan berkomunikasi dan memberi arahan kepada tug bot .

Sekian dahulu..nanti ade apa2 yang terlintas dalam kepala aku tuliskan lagi kepada orang-orang kapal yang nak sumbangkan idea dialu-alukan =)

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SAFE NAVIGATION WATCH

03:48 ILMU PELAYARAN No Comments

For this time i'll explain regarding safe navigation watch on board. This is the very important for navigator to navigate safely ship from point A to point B. Lets we discuss and share together what is safe navigation watch on board....

1. What are the duties of a watchkeeping navigational officer and procedures required to keep a safe navigational watch.

The officer in charge of the navigational watch shall:
• keep the watch on the bridge;
• in no circumstances leave the bridge until properly relieved;
• continue to be responsible for the safe navigation of the ship, despite the presence of the master on the bridge, until informed specifically that the master has assumed that responsibility and this is mutually understood; and
notify the master when in any doubt as to what action to take in the interest of safety.
During the watch the course steered, position and speed shall be checked at sufficiently frequent intervals, using any available navigational aids necessary, to ensure that the ship follows the planned course.
The officer in charge of the navigational watch shall have full knowledge of the location and operation of all safety and navigational equipment on board the ship and shall be aware and take account of the operating limitations of such equipment.
The officer in charge of the navigational watch shall not be assigned or undertake any duties which would interfere with the safe navigation of the ship.
Officers of the navigational watch shall make the most effective use of all navigational equipment at their disposal.
When using radar, the officer in charge of the navigational watch shall bear in mind the necessity to comply at all times with the provisions on the use of radar contained in the International Regulations for Preventing Collisions at Sea, in force.
In cases of need the officer in charge of the navigational watch shall not hesistate to use the helm, engines and sound signalling apparatus. However, timely notice of intended variations of engine speed shall be given where possible or effective use made of UMS engine controls provided on the bridge in accordance with the applicable procedures.
Officers of the navigational watch shall know the handling characteristics of their ship, including its stopping distances, and should appreciate that other ships may have different handling characteristics.
A proper record shall be kept during the watch of the movements and activities relating to the navigation of the ship.

It is of special importance that at all times the officer in charge of the navigational watch ensures that a proper look-out is maintained. In a ship with a separate chart room the officer in charge of the navigational watch may visit the chart room, when essential, for a short period for the necessary performance of navigational duties, but shall first ensure that it is safe to do so and that proper look-out is maintained.
Operational tests of shipboard navigational equipment shall be carried out at sea as frequently as practicable and as circumstances permit, in particular before hazardous conditions affecting navigation are expected. Whenever appropriate, these tests shall be recorded. Such tests shall also be carried out prior to port arrival and departure.

The officer in charge of the navigational watch shall make regular checks to ensure that:
• the person steering the ship or the automatic pilot is steering the correct course;
• the standard compass error is determined at least once a watch and, when possible, after any major alteration of course; the standard and gyro-compasses are frequently compared and repeaters are synchronized with their master compass;
• the automatic pilot is tested manually at least once a watch;
• the navigation and signal lights and other navigational equipment are functioning properly;
• the radio equipment is functioning properly in accordance with paragraph 86 of this section; and
• the UMS controls, alarms and indicators are functioning, properly.
The officer in charge of the navigational watch shall bear in mind the necessity to comply at all times with the requirements in force of the International Convention for the Safety of Life at Sea, (SOLAS) 1974. The officer of the navigational watch shall take into account:
• the need to station a person to steer the ship and to put the steering into manual control in good time to allow any potentially hazardous situation to be dealt with in a safe manner; and
• that with a ship under automatic steering it is highly dangerous to allow a situation to develop to the point where the officer in charge of the navigational watch is without assistance and has to break the continuity of the look-out in order to take emergency action.

Officers of the navigational watch shall be thoroughly familiar with the use of all electronic navigational aids carried, including their capabilities and limitations, and shall use each of these aids when appropriate and shall bear in mind that the echo-sounder is a valuable navigational aid.
The officer in charge of the navigational watch shall use the radar whenever restricted visibility is encountered or expected, and at all times in congested waters having due regard to its limitations.
The officer in charge of the navigational watch shall ensure that range scales employed are changed at sufficiently frequent intervals so that echoes are detected as early as possible. It shall be borne in mind that small or poor echoes may escape detection.
Whenever radar is in use, the officer in charge of the navigational watch shall select an appropriate range scale and observe the display carefully, and shall ensure that plotting or systematic analysis is commenced in ample time.
The officer in charge of the navigational watch shall notify the master immediately:
• if restricted visibility is encountered or expected;
• if the traffic conditions or the movements of other ships are causing concern;
• if difficulty is experienced in maintaining course;
• on failure to sight land, a navigation mark or to obtain soundings by the expected time;
• if, unexpectedly, land or a navigation mark is sighted or a change in soundings occurs;
• on breakdown of the engines, propulsion machinery remote control, steering gear of any essential navigation equipment, alarm or indicator;
• if the radio equipment malfunctions;
• in heavy weather, if in any doubt about the possibility of weather damage;
• if the ship meets any hazard to navigation, such as ice or a derelict; and
• in any other emergency or if in any doubt.
Despite the requirement to notify the master immediately in the foregoing circumstances, the officer in charge of the navigational watch shall in addition not hesitate to take immediate action for the safety of the ship, where circumstances so require.
The officer in charge of the navigational watch shall give watchkeeping personnel all appropriate instructions and information which will ensure the keeping of a safe watch, including a proper look-out.


2. The correct procedure for handing over and receiving a watch at sea including reasons for not handing over the watch.

Prior to taking over the watch relieving officers shall satisfy themselves as to the ship’s estimated or true position and confirm its intended track, course and speed, and UMS controls as appropriate and shall note any dangers to navigation expected to be encountered during their watch.
Relieving officers shall personally satisfy themselves regarding the:
• standing orders and other special instructions of the master relating to navigation of the ship,
• position, course, speed and draught of the ship;
• prevailing and predicted tides, currents, weather, visibility and the effect of these factors upon course and speed;
• procedures for the use of main engines to manoeuvre when the main engines are on bridge control; and
• navigational situation, including but not limited to:
 the operational condition of all navigational and safety equipment being used or likely to be used during the watch,
 the errors of gyro and magnetic compasses,
 the presence and movement of ships in sight or known to be in the vicinity,
 the conditions and hazards likely to be encountered during the watch, and
 the possible effects of heel? trim, water density and squat on under keel clearance.
If at any time the officer in charge of the navigational watch is to be relieved when a manoeuvre or other action to avoid any hazard is taking place, the relief of that officer shall be deferred until such action has been completed.
The officer in charge of the navigational watch shall not hand over the watch to the relieving officer if there is reason to believe that the latter is not capable of carrying out the watchkeeping duties effectively, in which case the master shall be notified.
The relieving officer shall ensure that the members of the relieving watch are fully capable of performing their duties, particularly as regards their adjustment to night vision. Relieving officers shall not take over the watch until their vision is fully adjusted to the light conditions.


3. Describe any item needing special attention during watchkeeping under different conditions and in different areas.

Clear weather
The officer in charge of the navigational watch shall take frequent and accurate compass bearings of approaching ships as a means of early detection of risk of collision and bear in mind that such risk may sometimes exist even when an appreciable bearing change is evident, particularly when approaching a very large ship or a tow or when approaching a ship at close range. The officer in charge of the navigational watch shall also take early and positive action in compliance with the applicable International Regulations for Preventing Collisions at Sea, 1972 and subsequently check that such action is having the desired effect.
In clear weather, whenever possible, the officer in charge of the navigational watch shall carry out radar practice.
Restricted visibility
When restricted visibility is encountered or expected, the first responsibility of the officer in charge of the navigational watch is to comply with the relevant rules of the International Regulations for Preventing Collisions at Sea, 1972 with particular regard to the sounding of fog signals, proceeding at a safe speed and having the engines ready for immediate manoeuvre. In addition, the officer in charge of the navigational watch shall:
.1. inform the master;
.2. post a proper look-out;
.3. exhibit navigation lights; and
.4. operate and use the radar.
In hours or darkness
The master and the officer in charge of the navigational watch when arranging look-out duty shall have due regard to the bridge equipment and navigational aids available for use, their limitations; procedures and safeguards implemented.

Coastal and congested waters
The largest scale chart on board, suitable for the area and corrected with the latest available information, shall be used. Fixes shall be taken at frequent intervals, and shall be carried out by more than one method whenever circumstances allow.
The officer in charge of the navigational watch shall positively identify all relevant navigation marks.

Navigation with pilot on board
Despite the duties and obligations of pilots, their presence on board does not relieve the master or officer in charge of the navigational watch from their duties and obligations for the safety of the ship. The master and the pilot shall exchange information regarding navigation procedures, local conditions and the ship’s characteristics. The master and/or the officer in charge of the navigational watch shall co-operate closely with the pilot and maintain an accurate check on the ship’s position and movement.
If in any doubt as to the pilot’s actions or intentions, the officer in charge of the navigational watch shall seek clarification from the pilot and, if doubt still exists, shall notify the master immediately and take whatever action is necessary before the master arrives.

Ship at anchor
If the master considers it necessary, a continuous navigational watch shall be maintained at anchor. While at anchor, the officer in charge of the navigational watch shall:
.1. determine and plot the ship’s position on the appropriate chart as soon as practicable;
.2. when circumstances permit, check at sufficiently frequent intervals whether the ship is remaining securely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects;
.3. ensure that proper look-out is maintained;
.4. ensure that inspection rounds of the ship are made periodically;
.5. observe meteorological and tidal conditions and the state of the sea;
.6. notify the master and undertake all necessary measures if the ship drags anchor;
.7. ensure that the state of readiness of the main engines and other machinery is in accordance with the master’s instructions;
.8. if visibility deteriorates, notify the master;
.9. ensure that the ship exhibits the appropriate lights and shapes and that appropriate sound signals are made in accordance with all applicable regulations; and
.10. take measures to protect the environment from pollution by the ship and comply with applicable pollution regulations.

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