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What is Noon Report on Ships
and How Is It Prepared?
A noon report is a data sheet prepared by the ship’s chief engineer on a daily basis. The report provides the vessel’s position and other relevant standardized data to assess the performance of the ship based on its speed and environmental forces including weather conditions. Noon report is also used by ship managers to assess the difference in the performance of the vessels or between two similar types of ships (sister ships) to outline solutions for underperformance or possible issues. The chief engineer is responsible for preparing the noon report and it is sent by the master to the company and shore management at a fixed time on daily basis (normally it is sent during noon, hence it’s called noon report). Deck officer (normally 2nd^ officer) assists the chief engineer in providing the required data, which are used to complete the noon report. The master has the overall responsibility to ensure that the noon report is sent to the company on time. Below is a general overview of the content of a noon report and how they are recorded:
Ship’s Name: Name or Call sign of the ship Voyage number: Every noon report comes with the current voyage number where the ship is plying Date of the report: Date of noon report Time of the report: Time of noon report. Chief engineer and ship staff must ensure that the the noon report is sent daily at same time Position of the ship : The position of ship taken from GPS of the ship in Latitude and Longitude at the time of noon (or time of report preparation) Average speed done since last submitted noon report in knots: The average speed is calculated out from the net speed of the ship in knots since last noon report Propeller Slip: The total revolutions of the propeller from noon to noon is obtained using revolution counter. The engine distance can be calculated using the pitch of the propeller provided by the manufacturer. For calculations, please read this article. Average RPM: Average RPM Of the propulsion engine/ engines Wind Direction and wind force: The force and direction of the wind Sea and swell condition: General sea and swell condition at the time of report preparation Distance to Next Port of call/ destination: The distance which the ship needs to cover to reach the next port Estimated Time of Arrival: The Deck officer will calculate the ETA for the next port of call R.O.B : Following “Remaining on board” are prepared by the chief engineer where he/she takes account of either all Fuel oil/lube oil/water present on board ship or excluding the oil/water which are in the daily consumption or service tanks to keep a safe margin Fresh Water in MT Fuel Oil in MT LSFO in MT Diesel oil in MT LSDO in MT Lube oil for ME in MT Lube oil for Generator in MT Hydraulic oil in MT Use of Noon Report:
APP aft perpendicular B/A breathing apparatus B/L bill of landing CPA cross point average DPA designated person ashore DW dead weight DWT dead weight tonnage EEBDS emergency escape berthing device FFA fire fighting appliance FWD forward FW fresh water GMDSS global maritime distress signal system GMT Greenwich mean time GPS global position system GRT gross registered tonnage IALA international association of light house authorities ILO international labour organization IMO international maritime organization
ISM international safety management code LAT latitude Long longitude LBP length between perpendicular LNG liquid nature gas LOA length over all LPG liquid petroleum gas LSA life saving appliance OOW officer on watch SART search and recue transponder SOLAS save our life at sea SOPEP ship oil pollution emergency plan STCW standard of training certificate of watch keeping ULCC ultra large curried carrier VLCC very large curried carrier VHF very height frequency WBT water ballast tank E.TA estimated time arrival
If I have a radio do I have to listen to all that noise? Even though you may not be required to carry a VHF radio, if you do (and you should) you must maintain a watch on channel 16 (156.800 MHz) whenever the radio is operating and not being used to communicate. Recently a charter boat whose radio was not tuned to the proper channel missed a severe storm warning. By the time the captain learned of the storm, it was too late to return to shore. The ship sank and a couple of persons died. A yacht in trouble off the west coast of Mexico, and far from help, saw a passenger ship. What should have been a quick rescue almost turned to disaster when the passenger ship (improperly) had its radio off. The yacht was able to attract the ship's attention, however, and was rescued. Misunderstanding of passing intentions by approaching vessels and near collisions have repeatedly been averted by working radios tuned to the proper channel. The International Telecommunications Union established three VHF marine radio channels recognized worldwide for safety purposes: Channel 16 (156.800 MHz) - Distress, safety and calling Channel 13 (156.650 MHz) - Intership navigation (bridge-to-bridge) Channel 70 (156.525 MHz) - Digital Selective Calling Okay, so I have a radio, how do I use it? (back to top) The standard procedure for a non-emergency call such as calling another vessel, marina, or restaurant to ask where to tie up for dinner, is as follows.
- You should call the vessel, marina or restaurant on channel 9 or 16 in the following manner.
- Name of station being called, spoken three times.
- The words "THIS IS", spoken once.
- Name of your vessel and call sign (if you have a station license) or boat registration number, spoken once.
- The word "OVER".
- Then you wait for the station being called to answer. Their answer should be in the same manner as your call.
- Once answered you should suggest going to a working channel to carry on your conversation.
- The word "OVER".
- Wait for reply or confirmation from the station being called, switch to the working channel and repeat the process. An example might be: Calling Station: "Sailfish Marina, Sailfish Marina, Sailfish Marina, THIS IS the motor vessel Magical Lady, WAI4093, OVER" (WAI should be spoken Whiskey, Alpha, India, fow er, zero, nin, tree) If you think this sounds cool and very official you can view and or print out the phonetic alphabet here. Responding Station: "Magical Lady, Magical Lady, Magical Lady, THIS IS Sailfish Marina, WBC5678, OVER" (WBC should be spoken Whiskey, Bravo, Charlie, fife, six, seven, ait) Calling Station: "Please switch and listen channel 68, OVER." Responding Station: "Switching channel 68, OVER." You would then switch to channel 68 and call Sailfish Marina using the same procedure and conduct your business. All conversations whether on a hailing channel or a working channel should be kept short and to the point. What About in an Emergency situation like Mayday! Mayday! Mayday? (back to top) You may only have seconds to send a distress call. Here's what you do. Transmit, in this order:
- If you have an HF radiotelephone tuned to 2182 kHz, send the radiotelephone alarm signal if one is available. If you have a VHF marine radio, tune it to channel 16. Unless you know you are outside VHF range of shore and ships, call on channel 16 first.
- Distress signal "MAYDAY", spoken three times.
- The words "THIS IS", spoken once.
- Name of vessel in distress (spoken three times) and call sign or boat registration number, spoken once.
- Repeat "MAYDAY" and name of vessel, spoken once.
- Give position of vessel by latitude or longitude or by bearing (true or magnetic, state which) and distance to a well-know landmark such as a navigational aid or small island, or in any terms which will assist a responding station in locating the vessel in distress. Include any
Dubia port control 3 motor vessel wafi call sing 5VRS4 calling you channel 16 how do you read me over? Port control replay “ I read you 5 to 5 switch the channel and go to channel 17 over The vessel calling again in same procure with channel 17 After port control replay “ go head please motor vessel wafi over Then the vessel will ask “ do you have any instruction of berthing to today over Port control replay “ negative no have instruction today over Vessel “ copy no have instruction today motor vessel wafi back to channel 16 out Another example for radio communications ; A vessel is black out at sea and officer of watch must be report other vessels to avoid the ship. Security security security motor vessel wafi X3 cal sing 5VRS4 X2 position Lat: 12 0 45.3’N long 044 0 25.3’E Is not under command please keep clear 2Nm HOW TO CALL VESSEL YOU DON’T SEE HIS NAME My be your AIS not show the name of the another vessel you need to talk another vessel the AIS also gives you position of vessel course and speed after that when you call you fellow the below procedures. Motor vessel at position lat:13^0 45.6 N long 055^0 33.4 E speed 12 knots course 238 0 true coure motor vessel wafi calling channel 16 how do you read me over.
How Does A Ship Anchor Work?
25 Jun 2013 Most of us know what is an anchor but do you really understand how does a ship anchor work? Anchoring a ship is a very important function that a boat or a ship has to do in order to stay stable in water. Whenever a vessel has to stay afloat in a stationary position on water when the engines are turned off,
the anchor is cast into the sea so that the vessel does not drift unnecessarily from its position due to water currents. Big Ship Anchor We will now discuss how a ship can be anchored. This process can be followed for both small boats and ships though with slight variation. The first step that a boat must follow is to find a location to anchor the ship. The location is selected by the pilot or captain of the ship. When he informs the crew about where exactly the ship must be anchored then accordingly the ship is anchored as per the directions given. The ship must slow down and then move into position. The ship or boat can be slowed down by reversing the thrust. This will slow down the speed of the vessel and help it to get into position where it can be anchored easily. Once the position is reached the anchor must be dropped. There is a loud sound generally when the anchor of the ship is dropped. The chain as well as the anchor makes a loud sound as the anchor is generally very heavy. There is a huge splash of water too. The larger the boat or the ship the heavier and bigger the anchor gets. The anchor must reach the sea bed. The crew has to ensure that the anchor has reached the sea bed before they move to the next step. The anchor is generally attached to a rope or a chain. After the full length of the anchor has been dropped the ship or the boat must go reverse this will ensure that the anchor digs into the sea bed. The reversing in ship is called going astern. Once you do this the ship will be anchored completely. This is the same process that can even be followed for a boat. One must ensure that the boat is anchored tightly otherwise there can be chances of dragging. The anchor when gets digged in the sea bed, it ensures that the ship is stable. This process may take anywhere between fifteen to twenty minutes. This again depends on how deep the water is.
We hope by reading this article you will get a good idea of how does a ship anchor work. Even for fishing boat owners, anchoring is a skill that all must know when they are heading to the sea. They can also attend classes that train people on anchoring of a boat. You can even learn the skill from someone who has been doing this for some time. It does not matter if you are sailing a small boat or a big one anchoring is critical to both. It is not a very difficult skill to master just that you need to know some vital tips.
Types of the anchor
Anchoring terminology
1. Let go anchor : drop anchor at sea
2. Heavy up : take the anchor
3. how many shekel in the water : 2 shekel in the water every
shekel is 27.5 meters
4. how many shekel on deck ( 2 shekel on deck )
5. how is chain reading ( chain reading 1 clock short stay
6. short stay ( when chain looking short or near hull of the ship )
7. long stay ( when chain is far to the hull of the ship)
8. anchore aweigh: when anchor in clear form the bottom
9. anchor at home : when anchor is in ship position or full on deck
Time spent as a cadet expecting the other officers to teach you has obviously not always been as expected and naturally so – everyone has too much on their plate; the Junior Officer rank is the time to ensure that all doubts are cleared! Keeping that in mind, the following are some pointers to the best practices applicable to Junior Officers on their first voyage: Navigation: Most junior deck officers do their watch as per the Third Mate’s designated slot of 0800-1200 and 2000-0000 hours. Keeping watch as an extra hand as a Cadet is different to that as a junior officer. Essentially, one has to take it as one would do as a Third Mate and therefore utmost diligence is obvious. While as a cadet, the chief officer was the go-to person for navigation-related doubt, in this case, troubleshooting ought to be done by self. Publications: Third Mates have to do part of the corrections with the Second Mate, such as for the ALLS. Cadetship might have been about seeing how the Third Mate did it. In the case of a JO, it’s expected to DO on own. This is applicable to all other ancillary work on the bridge (such as port papers, muster lists, drill records etc). The junior officer should do all of that work,
reducing the load on the Third Mate and thereby of all other officers. As a cadet one might be an extra hand, a trainee; a JO is essentially already a Third Mate in a learning phase. Life-Saving Appliances (LSA): Knowing how to refill compressed air in the cylinders, making a requisition, drawing up the right paperwork for port maintenance of equipment etc. are expected of a JO. Cadetship might have demanded a lot of time on deck; this is the ideal time to learn the above aspects thoroughly. Add to this the regular maintenance of the lifeboat, life raft and the lifebuoys- checking expiry of the rations, ensuring upkeep and cleanliness- jobs that are obvious to the rank of a Third Mate Fire Fighting Appliances (FFA): Derusting the fire line, maintenance of the portable extinguishers, their location, ensuring the fire plan is in the right place- basically sharing all of the Third Mate’s workload seeing as it’s only a few months of experience leading to the rank of OOW.
work but they do require perfection over time. Additionally, to do justice to the 2MFG license, it’s also advised to pick up some skills from the Second Mate if there is time to spare. Having more knowledge only makes one a better officer. It’s best to kick the notion that some have of a junior officer being a glorified cadet. Instead, the JO is actually a Third Mate waiting to become one. There is no cap on practical competency, and the more knowledge one acquires the better Officer one can become. The rank of a Junior Officer actually gives one time to brush up on the aspects that need polishing since the 2MFG exams take away the significant time between the last time sailed and the current. If used to the full potential, this time can reap a multitude of benefits for the expecting OOW.
Fire Fighting Appliances and
Preventive Measures Onboard
Ships
Without doubt, one of the main causes of accidents onboard ships is fire. This is because of the presence of high temperature, excess quantity of flammable oil and other combustible materials. A ship is approved to sail in international waters only if it is constructed as per Fire Safety System code and carries required Fire Fighting Appliances approved by the concerned authority. A ship is fitted with various types of fire retardant and fire fighting equipments so as to fight any kind of fire and extinguish it as soon as possible before it turns into a major catastrophic situation. In this article we bring to you a list of important fire fighting equipments and measures present on board. Following are the Fire fighting equipments which are used onboard ships:
1. Fire Retardant Bulkhead : Different Class of bulkhead such Class-A, Class-B and Class-C are used on board ship for construction of bulkhead in areas like accommodation, machinery space, pump room etc. The main applications of such bulkhead are to contain or restrict the spread of fire in sensitive areas. 2. Fire doors : Fire doors are fitted in fire retardant bulkhead to provide access from the same. They are self closing type doors with no hold back arrangement. 3. Fire Dampers : Dampers are provided in the ventilation system of cargo holds, engine room, accommodation etc. in order to block out excessive oxygen supply to the fire. For this, it is necessary that open and shut position clearly marked for fire dampers.
