1. Seamanship/Ship Handling. Mooring Lines.

Seamanship is the art of operating a ship or boat. It involves topics and development of specialised skills
including: navigation and international maritime law; weather, meteorology and forecasting;
watchstanding; ship-handling and small boat handling; operation of deck equipment, anchors and cables;
ropework and line handling; communications; sailing; engines; execution of evolutions such as towing;
cargo handling equipment, dangerous cargoes and cargo storage; dealing with emergencies; survival at
sea and search and rescue; fire fighting. The degree of knowledge needed within these areas is dependent
upon the nature of the work and the type of vessel employed by a mariner. However, the practice of good
seamanship should be the goal of all. The deep meaning of the word seamanship derives from the word
seaman & ship. Thus it is the seaman who makes a good ship through his qualifications. Above all,
Seamanship means Safety onboard and this is managed through continuous training and implementation
of good working practices

Ship Handling and Maneuvering is defined as the art of proper control of a ship while underway,
especially in harbours, around docks and piers. It is one of the skills that any ship handler finds very
satisfying when well accomplished.

The most basic thing to be understood in ship handling is to know and anticipate how a ship behaves
under all circumstances and what orders should be given in order to make the ship behave and move
exactly the way you want her to. The difference between the ships’s heading and the actual direction of
movement of the ship should also be constantly attended to as this is essentially important at slow speeds
and when there is wind and current.

Three basic ship motions:

1. Longitudinal motion (forward or astern).
2. Lateral motion (sideways).
3. Rotational or turning motion.

Vessels also have other behaviors worth noting when her maneuvering equipment is in operation.
Depending on the type of propeller, a ship with a single propeller when run ahead from stop cants to
either port or starboard; when put astern from stop the stern cants at a fast rate to port or starboard. When
a ship has headway and the rudder is put over to one side, the bow turns to the same side where the rudder
is turned. Thrusters on the other hand move the vessel’s end sideways. Thrusters, depending on its design
increase its effectiveness as the vessel slows down.

Mooring
Each vessel has been designed with mooring arrangements such that ropes and wires of recommended
strength can help it moor safely alongside a berth, floating platform, buoy ar another ship. A ship is made
fast to the quayside by mooring lines. The standard mooring lines are shown below. They consist of a
headline, a breastline and a backspring forward, a stern line, a breastline and a backspring aft. Any of
these lines may be doubled. Each line has a large eye spliced in the end. The eye is placed over a bol- lard
on the quayside. If there is another line already on the bollard, the eye of the second line should be taken
up through the eye of the first line before placing it over the bollard. This makes it possible for either line
to be let go first.
 2. Pilotage.
While captains are in-charge of ships, the role of a maritime pilot is equally important. Te duties of
maritime pilots are quite different from that of the ship’s captain. As the name suggests, Marine pilots
help in manoeuvring ships while arriving or departing a port. Once the pilot has embarked and has arrived
on the bridge, the pilot will join the bridge team. The pilot has a specialized knowledge of navigation in
local waters. Depending on local pilotage laws the master may delegate the conduct of the ship to the
pilot who directs the navigation of the ship in close co-operation with the master and the officer of the
watch. It is important that the responsibilities of the pilot and the master are agreed and clearly
understood. The presence of a pilot does not relieve the master or the OOW of their duties and obligations
for the safety of the ship. It is recommended that communication between the pilot and the bridge team is
conducted in the English language. Immediately on arrival on the bridge, the pilot should be informed of
the ship’s heading, speed engine setting and draught. The pilot should be informed of the location of
lifesaving appliances provided on board for his use.
Details of the proposed passage plan should be discussed with the pilot and agreed with the
master, including:
• radio communications and reporting requirements;
• bridge watch and crew stand-by arrangements;
• deployment and use of tugs;
• berthing / anchoring arrangements;
• expected traffic during transit;
• pilot change-over arrangements, if any;
• fender requirements.

Marine pilot has to work alongside the ship’s captain and this is why there has to be a good
communication between these two professionals. If there is any miscommunication, it could lead to large
scale problems for the ship and the shipping company. The marine pilot however is not a direct employee
of the ship. He is like an outside expert hired to oversee ships navigating in the waters. This being the
case, it can be said that the marine pilot is not actually a part of the ship’s crew and therefore does not
travel along with the crew. He has a special charter craft (pilot boarding vessel) from which he enters the
ship that he has to control. This charter craft could either be a helicopter or another boat (Generally the
later one is used). He then enters the ship and makes sure that the manoeuvring of the ship is done as
required.

There are some ships that do not require the assistance of a marine pilot. Such ships have a certificate
known as the ‘pilot exemption certificate.’ The reason that these ships have such a certificate is because
they visit limited number of ports and harbours which is why the captain of the ship is more than adequate
to handle the ship.
 3. Berthing and Unberthing.

As the master closes the berth, he does not try to bring the ship directly alongside the berth, but plans to
bring the ship parallel to the berth and stop just short of the berthing position, clear of the forward and aft
ships (if there are any). It is normally one ship’s breadth distance between the ship and the berth. Once the
vessel is all stopped off the berth, the master uses the assistance of the tugs and thrusters to get the vessel
in position. He asks the officers in charge of the mooring stations forward and aft to send the spring lines
first (most commonly used). The spring lines keep the vessel from moving forward and aft. The
headlines/sternlines are then send. Once all the lines are made fast, all the winches are usually put to 40%
auto tension (most common) and the springs are kept on brake.If the configuration of the berth is such
that long ropes cannot be used, it should be considered to change the configuration onboard the vessel i.e.
use the `spring lines´ as `headlines´ and vice-versa. Unberthing manoeuvres require great knowledge and
skill by the master, officers and the crew, as well as an excellent team-work with the rope-runners and the
mooring party ashore. A ship may berth port or starboard side to, with no wind or tide, with the tide
ahead, with the wind onshore or offshore. The master, the pilot and the tug skippers must have good local
knowledge of the tides, wind conditions, depths and aids to navigation, but they also have to take into
consideration the transverse and axial thrust of the propeller, how the ship responds to the rudder and how
much power she develops when running astern.
 4. Anchoring and Mooring Operations.

Ships may anchor either in the open roadstead or in the inner harbour. To bring the ship to anchor, it is
necessary to slacken speed and stop the engine at the proper time. Both anchors must be ready to let go.
The ship may ride to one or to two anchors. If there is a strong wind, it is nec- essary to bring her head up
into the wind. In case there is a strong tidal stream or current the ship should be stem on to the current.
When the ship is near her intended place, she is given a little sternway with the engine (if there is no wind
or current0 and one anchor is dropped, then the anchor chain is paid out, and, if necessary, the other
anchor is let go. The scope of the chain to be paid out depends on many factors, such as the size of the
ship, the weather and tide conditions, the quality of the holding ground. Usu- ally a length of chain equal
to about five times the depth of water is sufficient. After the ship has been anchored the watch officer
takes the anchorage bearings. He also sees that the soundings are taken at the anchorage and enters into
the log book both the bearings and soundings. Then he marks the ship’s position on the chart.

Ships make fast to a wharf either alongside or stern to. When approaching a berth ships must proceed at
slow speed. On deck, heaving lines and mooring ropes as well as fenders, should be ready for use. The
anchors must be ready to let go. At an appropriate distance from the berth the engine is stopped and the
ship’s headway is used to bring her alongside the wharf. If a ship has too much headway it should be
stopped by backing the ship with the engine or by letting the anchor go. As a matter of fact, only the off-
shore anchor is dropped and then a heaving line is passed ashore. A head-rope, a bow spring and two
breast lines are run out from the ship and secured to bollards ashore. For permanent moorings wire ropes
are preferred to ordinary fiber ropes. All mooring lines should be constantly watched. In stormy weather
the ships secured in their berths usually have to double up fore and aft.
 5. Towing

Very often ships need towing. They may need tugs to take them into and out of port. They may also need
tugs for shifting from one berth to another. A ship may become disabled at sea and in this case will need a
tug to tow her to the nearest port. Most modern vessels are provided with steel wire towlines. It is
advisable to use wire hawsers connected with manila or synthetic rope. This will afford the necessary
elasticity to towlines. Tugs may either pull the ships or push them ahead. The towing and the towed
vessels communicate with each other. Nowadays they usually do it by VHF radiotelephone.

Before commencing the tow, set up a method of communication between the vessel being towed and you.
If VHF is available, pick a frequency and time of contact; establish with the vessel that any kind of
significant change in circumstance should be communicated immediately. If the vessel fails to respond to
a regular check-in then the towing vessel must take action by reducing speed and attempting to get the
people’s attention. If sufficient crew is available, placing a crewmember on-board the vessel you are
towing with a portable radio is preferred for first-hand communication with a knowledgeable seaman.

Three Primary Positions in towing are:

1. Line handler. The line handler prepares, and passes the towline. He then controls the line during the
tow following the coxswain or captain’s instructions.

2. Tow Watch. The tow watch position must watch the tow at all times and cannot perform duties that
will distract from the watch.

3. Helm. The driver, usually the coxswain, must control the vessel safely during the approach and while
towing
 6. Weather Routing.

Weather routing is the art and science of developing the “best route” for a ship based on the existing
weather forecasts, ship characteristics, ocean currents and special cargo requirements. For most transits
this will mean the minimum transit time that avoids significant risk to the vessel, crew and cargo. Other
routing considerations might include passenger comfort, fuel savings or schedule keeping. The goal is not
to avoid all adverse weather but to find the best balance to minimize time of transit and fuel consumption
without placing the vessel at risk to weather damage or crew injury.

A preliminary routing message is transmitted to the master of a vessel prior to departure with a detailed
forecast of expected storm tracks, an initial route proposal with reasoning behind the recommendation and
also the expected weather conditions to be encountered along that route or any alternate routes. This
allows the master to better plan his route and offers an opportunity to communicate with the routing
service any special concerns that he or she might have due to special cargo requirements or ship
condition. Once the vessel departs, the vessel’s progress is monitored closely with weather and route
updates sent as needed.

Navtex (Navigational Telex) is an international automated medium frequency direct-printing service for
delivery of navigational and meteorological warnings and forecasts, as well as urgent maritime safety
information to ships.
7. Meteorological Symbols.
 8. Safety. Weather: Temperature, Cloudiness, Precipitation, etc. Weather Forecast. Beaufort
scale. Ship Motions.
Safety:
a. Reasons of accidents
The investigation has shown that most frequent cause of marine disasters lies with communication or
rather mis-communication, both intership, intra-ship and between vessels and Vessel Traffic Service
stations.

b. Types of accidents

Small or massive fires, flooding that will cause such a list that the vessel will capsize and be wrecked,
collisions, groundings, acts of piracy, persons overboard, injuries and casualties, major evironmental
pollutions, minor damaged or damages beyond repair any mishap, incident, accident or diesaster will
inevitably have consequences for the vessel and cargo, her crew and the enviroment.

c. Types of consequences

When the total loss of ship or cargo, loss of lives or a widespread and sever environmental damage that is
catastrophic consequences. When there is severe damage to ship or cargo when seriously injured persons
require hospitalisation or when there is servere environmental damage we speak majok consequences.
When there is significant damage to ship or cargo when injured persons require medical attention when
there is significant local damage to the environment we speak of moderate consequences. When there is
minor damage to hip or cargo when persons are suffering from minor injuries that not require medical
attention or there is hardly any environmental damage we speak of minor consequences.

d. Safety factors.

Internal factors are: Ships dimensions and draft her rudder propulsion system and navigational
instruments

External factors are formed by weather conditions currents and tides characteristics of fairways and
unforeseen events.

Human Factor depends on the quality of the seafarers on board

Temperature:
Any change in temperature is significat in weather-forecasting.
Different scales of measuring temperatures:
The scientifically used Kelvin-scale also referred to as the absolute scale
The commonly used Celsius-scale whic measures a temperature in centigrades
The obolete Fahrenheit-scale

Cloudiness:
The main types of clouds are high cirrus clouds, the layered stratus clouds and the huge massive cumulus
clouds. Alto stands for high, and nimbus means rain.
The presence of cirrus clouds may be a warning for an approaching storm
The low-hanging stratus clouds inciate unstable wather
The alto cumulus clouds may precede adverse weather

Precipitation:
Precipitation is formed when the droplets on ice crystal in clouds havebecome sufficiently large to fall the
ground.
Weather forecast:
A weather forecast for seafarers offers a survey of weather conditions that may be expected in certain
places, sea areas and in vicinities of coastal stations within the next 24 hours. A weather forecast is
broadcast in radio bulletins and should be monitored by the navigator and transferred to the weather
forecast information sheet. Weather information sheet must be made available to all bridge-personnel and
studied regularly and closely in order to determine short range weather conditions and visibility.Th sheet
consist of three parts:
In the general synopsis information si given about barometric pressure, position and movement of a
depression or anti cyclone
In the forecast for sea Areas information is given about wind weather conditions and visibility. The
presence of a gale is indicated by a tick in the column gales
In Reports from Coastal Stations information is givent about wind, wheather conditions, visibility and
atmospheric pressure
Ship motions:
Due to the influences of wind and sea the vessel can make three different rotating motions and three
diferend linear motion:
When her sstarboard and port sides rise and fall with the waves the vessel is rolling
When the stern rise and fall with the waves the vessel is pitching
When her bow is pushed to starboard and then port the vessel is yawing
Whem the whole ship rises falls back into trough she is heaving
When ship is pushed by the waves and sinks back into a through she is surging
When the whole ship moves bodily to starboard and then to port she is swaying
Beaufort scale
 9. Principles of Watchkeeping and Safety Precautions during a Watch. Duties of Officer on
Watch.

At all times, ships need to be navigated safely in compliance with the COLREGS and also to insure that
protection of the marine environment is not compromised.
The need to maintain a proper look-out should determine the basic composition of the navigational watch.
All ship’s personnel who have navigational watch duties will be part of the bridge team. The master and
pilot, as necessary, will support the team, which will comprise the officer of the watch (OOW), a
helmsman and look-out as required.
The OOW is in charge of the bridge and the bridge team for that watch, until relieved.
It is important that the bridge team works together closely, both within a particular watch and across
watches, since decisions made on one watch may have an impact on another watch.
The bridge team also has an important role in maintaining communications with the engine room and
other operating areas on the ship.
The master has the overriding authority and responsibility to make decisions with respect to safety and
pollution prevention. The master should not be constrained by a shipowner or charterer from taking any
decision which is necessary for safe navigation, in particular in severe weather and in heavy seas.
The ability of ship’s personnel to co-ordinate activities and communicate effectively with each other is
vital during emergency situations. During routine sea passages or port approaches the bridge team
personnel must also work as an effective team.

A deck officer assigned with the duties of watch keeping and navigation on a ship’s bridge is known as
the officer on watch (OOW). While keeping a watch on the bridge he is the representative of the ship’s
master and has the total responsibility of safe and smooth navigation of the ship.
Officer on Watch (OOW) is also in charge of the bridge team, which is there to support him in the
navigation process. He is also responsible to ensure that the ship complies with COLREGS and all the
orders of the master are followed with utmost safety under all conditions. The three main duties of an
officer on watch (OOW) can very broadly, for the sake of understanding only, can be classified under:

* Navigation
* Watch keeping
* GMDSS radio watch keeping

The watchkeeping duties of the OOW include maintaining a lookout and general surveillance of the ship,
collision avoidance in compliance with the COLREGS, recording bridge activities and making periodic
checks on the navigational equipment in use. The navigational duties of the OOW are based upon the
need to execute the passage plan safely, and monitor the progress of the ship against that plan. In
compliance with the COLREGS, a proper look-out must be maintained at all times to serve the purposes
of:
• maintaining a continuous state of vigilance by sight and hearing as well as by all other available means,
with regard to any significant change in the operating environment;
• fully appraising the situation and the risk of collision, stranding and other dangers to navigation;
• detecting ships or aircraft in distress, shipwrecked persons, wrecks, debris and other hazards to safe
navigation.
 10. The International Regulations for Preventing Collisions at Sea (COLREGs).

Why do we have the International Regulations for Preventing Collisions at Sea (The Rule of the Road,
“colregs” or collision regulations – call them what you will)? When the 19th Century dawned, there were
surprisingly, no official guidelines for avoiding collisions at sea, despite the fact that ever since ships first
took to the water, they have seemingly done their very best to collide with one another.
On the roads, we get around the problem by separating lanes of traffic, which are moving in opposite
directions. In the air, controllers monitor all busy areas and define the courses, speeds and heights the
pilots are to follow along officially designated air corridors. At sea however, we do not have any white
lines, nor artificial barriers and due to the curvature of the earth, only a few special areas that can be
monitored by radar, thereby giving the monitors some measure of control.
The COLREGS also stipulate lights to be carried. As well as making sure you have the correct lights, you
should also learn to recognise other light combinations, for example as carried by a tug and barges. Keep
a suitable reference booklet handy if you are moving at night or in poor visibility.
 11. Ship’s Log Book.

Being a deck officer of a ship involves myriad responsibilities that are spread across the different aspects
of the vessel’s operation. It is a challenging job wherein the responsible person has to ensure that the ship
is navigating safely on the correct path and complying with all the navigational rules i.e. Rules of the
Road (ROR). Not only is the safe navigation the prime responsibility but it’s documentation also holds
equal importance to lend credibility as well as accountability to the task being executed.
It can be said that as far as the navigation of the ship is concerned, the safety of the ship’s staff is solely in
the hands of navigating deck officer (also termed the Officer Of The Watch) and the assistance rendered
in carrying out his duties by another crew member on the bridge. An agile watch by these people ensures
that the ship is never in an emergency situation such as collision, grounding etc. that exposes the vessel to
damage and liabilities.
Utmost safety can be ensured by following the rules and regulations of the sea, company checklist and
last but not the least, filling out the bridge log book which keeps the record of the situations tackled by the
ship while at sea.
The log book used to record various data, scenario, and situations (including emergency situation and
action) which are later used for reference, case study and for insurance purpose in case of damage to the
ship or loss of ship’s property should be properly filled without any errors. It is because of this that one
must be entirely sure of the entry that is to be made in the deck log book before making such an entry.
Supplementary logs are thereby kept in a place which requires data to be recorded prior to making an
official entry into the logbook. For example, the position is entered along with the heading, speed etc in
the chart/position logbook which is then used to make an official entry into the bridge log book towards
the end of the watch.

Following are the entries which must be filled up by the Deck officer during his/her watch:

1. The position of the ship in Latitude and Longitude at different intervals.

2. Time to be noted when Navigation marks are passed
3. Time, details and reason if there is any course alteration
4. Meteorological and weather conditions including details of sea, swell etc along with the Beaufort
scale that is prevalent
5. Movement of the ship at sea including rolling, pitching, heaving etc
6. Details of any abnormal condition
7. Speed of the propulsion engine and speed of the ship in knots
8. If involved in any kind of accidents like stranding, grounding etc. then details for the same
9. Entry to be made if any physical contact with floating object or vessel is made
10. Details of the distress signal received
11. Entry for what kind of assistance is given to the distress signal sender
12. If salvage operation is performed, complete details to be entered
13. If there is an oil spill or other pollution accident, position of the ship, time and complete incident to
be recorded
14. Record of general watch routines performed including fire watch
15. Time of arrival and departure and ETA.
16. If berthing or anchoring is planned, time for the same to be noted.
17. Heading and Compass error
18. Drills and training carried out as well as inspections with regard to stowaways and security related
measures
19. Record of stores, fresh water etc received