Mooring (watercraft)

From Wikipedia, the free encyclopedia

Not to be confused with Mooring (oceanography).

A dockworker places a mooring line on a bollard.

A mooring refers to any permanent structure to which a vessel may be secured. Examples
include quays, wharfs, jetties, piers, anchorbuoys, and mooring buoys. A ship is secured to a
mooring to forestall free movement of the ship on the water. An anchor mooring fixes a vessel's
position relative to a point on the bottom of a waterway without connecting the vessel to shore. As a
verb, mooring refers to the act of attaching a vessel to a mooring. [1]
The term probably stems from the Dutch verb meren (to moor), which has been used in English
since the end of the 15th century.
Contents
[hide]

1Permanent anchor mooring

o

1.1Swing moorings

1.2Pile moorings

2Mooring to a shore fixture

o

2.1Mediterranean mooring

2.2Travelling mooring

2.3Canal mooring
3Mooring line materials

4See also

5References

6External links

Permanent anchor mooring[edit]

Mooring line of Polish ship Fryderyk Chopin.

These moorings are used instead of temporary anchors because they have considerably more
holding power, cause less damage to the marine environment, and are convenient. They are also
occasionally used to hold floating docks in place. There are several kinds of moorings:

Swing moorings[edit]
Swing moorings also known as simple or single-point moorings, are the simplest and most common
kind of mooring. A swing mooring consists of a single anchor at the bottom of a waterway with a rode
(a rope, cable, or chain) running to a float on the surface. The float allows a vessel to find the rode
and connect to the anchor. These anchors are known as swing moorings because a vessel attached
to this kind of mooring swings in a circle when the direction of wind or tide changes.
For a small boat (e.g. 22' / 6.7 m sailing yacht), this might consist of a heavy weight on the seabed, a
12 mm or 14 mm rising chain attached to the "anchor", and a bridle made from 20 mm nylon rope,
steel cable, or a 16 mm combination steel wire material. The heavy weight (anchor) should be a
dense material. Old rail wagon wheels are used in some places (e.g. Clontarf, Dublin, Ireland) for
this purpose. In some harbours (e.g. Dun Laoghaire, Ireland), very heavy chain (e.g. old ship anchor
chain) may be placed in a grid pattern on the sea bed to ensure orderly positioning of moorings.
Ropes (particularly for marker buoys and messenger lines) should be "non floating" to reduce
likelihood of a boat's prop being fouled by one.

Pile moorings[edit]
Pile moorings are poles driven into the bottom of the waterway with their tops above the water.
Vessels then tie mooring lines to two or four piles to fix their position between those piles. Pile
moorings are common in New Zealand but rare elsewhere.
While many mooring buoys are privately owned, some are available for public use. For example, on
the Great Barrier Reef off the Australian coast, a vast number of public moorings are set out in
popular areas where boats can moor. This is to avoid the massive damage that would be caused by
many vessels anchoring.
There are four basic types of permanent anchors used in moorings:[2]

Dor-Mor pyramid-shaped anchors used in mooring

Dead weights are the simplest type of anchor. They are generally made as a large concrete
block with a rode attached which resists movement with sheer weight; and, to a small degree, by
settling into the substrate. In New Zealand old railway wheels are sometimes used. The
advantages are that they are simple and cheap. A dead weight mooring that drags in a storm still
holds well in its new position. Such moorings are better suited to rocky bottoms where other
mooring systems do not hold well. The disadvantages are that they are heavy, bulky, and
awkward.

Mushroom anchors are the most common anchors and work best for softer seabeds such
as mud, sand, or silt. They are shaped like an upside-down mushroom which can be easily
buried in mud or silt. The advantage is that it has up to ten times the holding-power-to-weight
ratio compared to a dead weight mooring; disadvantages include high cost, limited success on
rocky or pebbly substrates, and the long time it takes to reach full holding capacity.[3]

Pyramid anchors are pyramid-shaped anchors, also known as Dor-Mor anchors. They work
in the upside-down position with the apex pointing down at the bottom such that when they are
deployed, the weight of wider base pushes the pyramid down digging into the floor. As the
anchors are encountered with lateral pulls, the side edges or corners of the pyramids will dig
deeper under the floor, making them more stable.[4][5]

Screw-in moorings are a modern method. The anchor in a screw-in mooring is a shaft with
wide blades spiraling around it so that it can be screwed into the substrate. The advantages
include high holding-power-to-weight ratio and small size (and thus relative cheapness). The
disadvantage is that a diver is usually needed to install, inspect, and maintain these moorings.

Multiple anchor mooring systems use two or more (often three) light weight temporarystyle anchors set in an equilateral arrangement and all chained to a common center from which
a conventional rode extends to a mooring buoy. The advantages are minimized mass, ease of
deployment, high holding-power-to-weight ratio, and availability of temporary-style anchors.

Mooring to a shore fixture[edit]

Crew of Hong Kong's Star Ferryusing a billhook to catch a hemp mooring rope

A vessel can be made fast to any variety of shore fixtures from trees and rocks to specially
constructed areas such as piers and quays. The word pier is used in the following explanation in a
generic sense.
Mooring is often accomplished using thick ropes called mooring lines or hawsers. The lines are fixed
to deck fittings on the vessel at one end and to fittings such as bollards, rings, and cleats on the
other end.
Mooring requires cooperation between people on a pier and on a vessel. Heavy mooring lines are
often passed from larger vessels to people on a mooring by smaller, weighted heaving lines. Once a
mooring line is attached to a bollard, it is pulled tight. Large ships generally tighten their mooring
lines using heavy machinery called mooring winches or capstans.

A sailor tosses a heaving line to pass a mooring line to a handler on shore

The heaviest cargo ships may require more than a dozen mooring lines. Small vessels can generally
be moored by four to six mooring lines.
Mooring lines are usually made from manila rope or a synthetic material such as nylon. Nylon is
easy to work with and lasts for years, but it is highly elastic. This elasticity has advantages and
disadvantages. The main advantage is that during an event, such as a high wind or the close
passing of another ship, stress can be spread across several lines. However, should a highly
stressed nylon line break, it may part catastrophically, causing snapback, which can fatally injure
bystanders. The effect of snapback is analogous to stretching a rubber band to its breaking point
between your hands and then suffering a stinging blow from its suddenly flexing broken ends. Such
a blow from a heavy mooring line carries much more force and can inflict severe injuries or even
sever limbs. Mooring lines made from materials such as Dyneema and Kevlar have much less
elasticity and are therefore much safer to use. However, such lines do not float on water and they do
tend to sink. In addition, they are relatively more expensive than other sorts of line.
Some ships use wire rope for one or more of their mooring lines. Wire rope is hard to handle and
maintain. There is also risk associated with using wire rope on a ship's stern in the vicinity of its
propeller.

Mooring lines and hawsers may also be made by combining wire rope and synthetic line. Such lines
are more elastic and easier to handle than wire rope, but they are not as elastic as pure synthetic
line. Special safety precautions must be followed when constructing a combination mooring line.
A typical mooring scheme

Number

Name

Purpose

Head line

Keep forward part of the ship against the dock

Forward Breast Line

Keep close to pier

Forward Spring

Prevent from advancing

Aft Spring

Prevent from moving back

Aft Breast line

Keep close to pier

Stern line

Prevent forwards movement

The two-headed mooring bitts is a fitting often-used in mooring. The rope is hauled over the bitt,
pulling the vessel toward the bitt. In the second step, the rope is tied to the bitt, as shown. This tie
can be put and released very quickly. In quiet conditions, such as on a lake, one person can moor a
260-tonne ship in just a few minutes.
Quick release mooring hooks provide an alternative method of securing the rope to the quay: such a
system "greatly reduces the need for port staff to handle heavy mooring ropes means staff have
to spend less time on exposed areas of the dock, and [reduces] the risk of back injuries from heavy
lifting".[6] The Oil Companies International Marine Forum recommend the use of such hooks in oil and
gas terminals.[7]
The basic rode system is a line, cable, or chain several times longer than the depth of the water
running from the anchor to the mooring buoy, the longer the rode is the shallower the angle of force
on the anchor (it has more scope). A shallower scope means more of the force is pulling horizontally
so that ploughing into the substrate adds holding power but also increases the swinging circle of
each mooring, so lowering the density of any given mooring field. By adding weight to the bottom of
the rode, such as the use of a length of heavy chain, the angle of force can be dropped further.
Unfortunately, this scrapes up the substrate in a circular area around the anchor. A buoy can be
added along the lower portion of rode to hold it off the bottom and avoid this issue.

Mediterranean mooring[edit]

USS Orion (AS-18) "Med moored" with the stern tied to the pier and two anchors forward,
in La Maddalena,Sardinia.

Mediterranean mooring, also known as "med mooring" or "Tahitian mooring", is a technique for
mooring a vessel to pier. In a Mediterranean mooring the vessel sets a temporary anchor off the pier
and then approaches the pier at a perpendicular angle. The vessel then runs two lines to the pier.
Alternatively, simple moorings may be placed off the pier and vessels may tie to these instead of
setting a temporary anchor. The advantage of Mediterranean mooring is that many more vessels can
be connected to a fixed length of pier as they occupy only their width of pier rather than their length.
The disadvantages of Mediterranean mooring are that it is more likely to result in collisions and that
it is not practical in deep water or in regions with large tides.

Travelling mooring[edit]
A mooring used to secure a small boat (capable of being beached) at sea so that it is accessible at
all tides. Making a Travelling Mooring involves (1) the sinking of a heavy weight to which a block
(pulley wheel) is attached at a place where the sea is sufficiently deep at low tide, (2) fitting a block /
pulley wheel to a rock or secure point above the high tide mark, and (3) running a heavy rope with
marker buoy between these blocks.
Mooring involves (a) beaching the boat, (b) drawing in the mooring point on the line (where the
marker buoy is located), (c) attaching to the mooring line to the boat, and (d) then pulling the boat
out and away from the beach so that it can be accessed at all tides.

Canal mooring[edit]
A mooring used to secure a Narrowboat (capable of traversing narrow UK canals and narrow locks)
overnight, during off boat excursions or prolonged queuing for canal lock access. Water height with
minimal exceptions, remain constant (not-tidal); there is water height variance in close proximity
to locks.[8]
Types of canal moorings are
Mooring pin (boat operator supplied) driven into the ground between the edge of the canal and
the Towpath with a mooring-line rope to the boat.[9]
Mooring hook (boat operator supplied) placed on the (permanent) canal-side rail with either (boat
operator supplied) rope or chain-and-rope to the boat.[9]
Mooring ring (permanent) affixed between the edge of the canal and the tow path, with (boat
operator supplied) rope to the boat.[9]
Mooring Bollard (permanent) affixed canal-side on lock-approaches for the short-term mooring of
advancing boats and lock-side to assist in ascent and descent. [9]

Mooring line materials[edit]

Regular mooring lines

Sisal

Hemp

Steel wire

Polyethylene

Polypropylene

Polyester (e.g., used for deepsea mooring of offshore platforms)

Nylon

Chain
High-performance mooring lines

HMPE (floating)

Aramid (heat resistant) (including Kevlar)

See also[edit]

Berth

Nautical portal

Anchor

Anchorage (shipping)

Mooring mast a structure designed to hold an airship or blimp securely in the open when it
is not in flight.

Sailing

References[edit]
1.

2.

Jump up^ Maloney, Elbert S.; Charles Frederic Chapman (1996). Chapman Piloting,
Seamanship & Small Boat Handling (62 ed.). Hearst Marine Books. ISBN 978-0-688-14892-8.
Jump up^ "About Moorings". The Lake Life.

3.

Jump up^ Jamestown Distributors. "Mooring Basics How to Install a Permanent

Mooring". How Tos.

4.

Jump up^ Leonard, Beth A. (January 2014). "Everyday Moorings". Seaworthy. BoatUS
Marine Insurance Program (January 2014). Retrieved 24 August 2014.

5.

Jump up^ US 5640920, issued 1997-06-24

6.

Jump up^ "Let's go! Six-figure investment made in port's berths". City of Portsmouth.

7.

Jump up^ "Quick release mooring hooks". James Fisher and Sons plc.

8.

Jump up^ "The Boater's Handbook" (PDF). Canal & River Trust. Retrieved 13 May 2016.

9.

^ Jump up to:a b c d "Banksides and Mooring". French Waterways.

External links[edit]
Wikimedia Commons has
media related to Mooring
(watercraft).

IACS Unified Requirement A: Mooring and Anchoring

Find moorings

"Docking The World's Great Liners" Popular Mechanics, May 1930, article on docking large
ships in the first half of the 20th century
ShipServ Pages Mooring Ropes

Sewage Treatment
Sewage systems
Regulations.
Legislation preventing the discharge of untreated waste overboard has been
in place for some time with a requirement that it should be retrofitted where
not already in use. American legislation defines three types of sewage
treatment units.
Type 1 A device capable of discharging effluent having no floating solids
and a coliform count of less than 1000 per 100ml of effluent.
Type II A device capable of discharging effluent with suspended solids not
in excess of 150mg/litre and a coliform count of less than 200 per 100ml

Type III A device to prevent the discharge overboard of treated or

untreated waste.
Ventilation systems are to be kept independent of other vents A log is to be
kept of any discharge overboard from a holding tank

Aerobic (Biological) Treatment plant (Flow through

system)

Principle
Biological system require a steady and relatively constant flow of solid
sewage so the bacteria can exist in sufficient quantity to maintain effluent
discharge at the correct quality. sludge build up is a possible problem
although extended residence in the aeration chamber greatly reduces the
amount. For example, sewage with 80% solid waste is reduced to 20% of its
original weight after 12 hours in the aeration tank.
The process of aerobicity strips oxygen from the water and creates more
water, carbon dioxide and bacteria.

Operation
The Trident sewage treatment unit shown above consists of three chambers.
Sewage enters the aeration chamber via a coarse mesh filter where large
solids are broken down. The aeration chamber is where the main biological
action takes place. Here air blowers mounted on the outside of the unit
oxygenate and stir the effluent and bacteria mix via a series of pipes and
nozzles. The sewage remains in this aeration tank for some time.
Incoming sewage displaces some effluent of the settling tank (or hopper)
where under inactive conditions biological floc, activated sludge and bacteria,
settle out and is returned to the aeration chamber via air lift pumps also
driven by the blowers. A second transfer pipe scum's the surface of the
settling tank and returns it back to the aeration chamber. This returned
sludge contains the bacteria to digest the incoming sewage. Thus the
importance of this floc return can be seen

Authors note:
This is a common question in orals
Effluent passing over from this chamber should be clean and ready for
disinfecting in the chlorinating chamber. The level in this chamber is
controlled by a pump and float switch arrangement. typical chlorine levels at
discharge is 5ppm.
Valves are fitted to the aeration and primary chambers to allow them to be
pumped out and back flushed as necessary.
The bacteria are susceptible to water conditions including temperature and
the presence of toilet cleaning agents. In this way the system is fitted with
by-pass valves so passing contaminated water overboard. Should the
bacteria be killed it takes some time before a new colony forms. There are
special 'feeds' which promote the reestablishment of these colonies.

Physical-Chemical Sewage system

This is based on the separation of the liquid element from the sewage flow.
This is disinfected in a 5% chlorine for 30 minutes to kill off coliform bacteria
and then discharged overboard in full MARPOL compliance.
One problem with this system is the required space, Only a finite amount of
space can be set aside for the storage of the solid part of the waste which
can only be discharged in port or outside territorial waters when allowed. If
these facilities are unavailable the system become inoperative.

There is also the need to carry quantities of Calcium Hypochlorite for

conversion to Sodium HypoChlorite for the disinfection of sewage flow.
Calcium Hypochlorite requires very careful handling.

Electrocatalytic Oxidation

Sewage is collected, macerated and passed through a electrolytic cell.

Electrolysis produces Sodium Hypochlorite which is used to oxidise organic
material before discharge. Alternately dosing by chlorine may be used. The
effluent passes on through to a settling tank were the oxidation process is
completed
These type of plants can be 50% smaller than biological types, this and the
fact that pass through times are extremely short-typically 30 minutes
compared to the several hours of the biological unit- are the main
advantages of this system.The discharge contains no solids and is totally
free of coliform bacteria.

A disadvantage of this system is due to the short exposure time in the

oxidiser relatively high levels of chlorine are required to ensure destruction
of the coliform bacteria. It is possible that this chlorine level can be present
to some degree in the discharge. Dechlorination plant may be fitted

Vacuum sewage systems

Operation
Liquid flows from the aeration tank of an aerobic sewage tank to a coarse
impeller centrifugal pump. This delivers the liquid under pressure via an
eductor and back to the tank. The eductor reduces the pressure in the
sewage system pipework to a set point after which the pump is stopped.
When the pressure in the pipework rises above a set value it is restarted.

The pipework consists of a network of mainly pvc pipes connected into

separate zones- typically by deck- and brought down to a common manifold
via isolating valves. These valves allow work on sections of the system whilst
still maintaining others in use.
The toilets are connect to the system via a vacuum operated foot valve.
Vacuum timers are also fitted which allow measured quantities of flushing
water to be applied.
Where toilets are connected in the same zone but exist at different heights
non-returning valves may be fitted. In addition filter boxes may be fitted
along with additional isolating valves to improve operation.
Advantages and disadvantages
Very little flushing water is required and the volume of sewage dealt with can
be much reduced with the downsizing of relevant equipment and cost
saving.This has made them very popular for passenger vessels.Lloyds
regulations state that the capacity of a sewage system for flushing water
with conventional plant is 115 litres/ person/ day and 15 litres for vacuum
systems.
The main disadvantage is blockage due to drying and crystalisation of urea.
Over a period of time this can be so severe as to completely close the pipes.
Chemicals are on the market which can be added in very small doses which
help remove and prevent this deposits but there success is not guarenteed.
In the event of vacuum failure a method must be in place to prevent
dangerous gasses passing back into the accommodation.

The Hazards and regulations regarding the

Sewage Systems
Raw sewage discharged into restricted waters will eventually overwhelm the
self purification ability of the limited quantity of water. In a closed dock the
effect can be seen in a black sludgy water which when disturbed gives off an
unpleasant smell possibly Hydrogen Sulphide.
When the quantity of sludge is reasonable aerobic bacteria digest the
sewage breaking it down to simple compounds and Carbon dioxide using up
Oxygen in the process. These compounds and Carbon dioxide promote plant
life which returns oxygen to the water.
When the quantity of Oxygen becomes so depleted that the aerobic bacteria
can no longer function, anaerobic or bacteria not requiring Oxygen to
function will take over. The breakdown of the sludge is then associated with
the same process of decay with foul smelling and dangerous gasses being

produced. Therefore the principal means of sludge conditioning on board is

that of aerobic action, Types of sewage disposal
There are four main types of sewage disposal systems fitted to ships;
Discharge from the toilet bowl into a common drain leading to
overboard via storm valves
As above except common drain leads to a storage tank with or
without aeration. Contents discharged ashore or at sea when
appropriate.
Sewage treatment systems with sewage being collected and treated
to produce an effluent suitable to discharge without effect on
environment.
Vacuum collecting system where the drains are kept at a slightly
negative absolute pressure , on flushing water, sewage and air
are drawn into the drains being led to a collecting or treatment
tank which is kept at atmospheric pressure.

Aerobic and anaerobic bacterial action

When the sewage enters the drainage system it is acted upon by aerobic
bacteria and is broken down, during this process the naturally occurring
Aerobic Bacteria strip the water of oxygen and produce; more water, Carbon
Dioxide, and more bacteria.
If, however, there is insufficient oxygen for these bacteria then alternative
bacteria dominates. These Anaerobic Bacteria produce Hydrogen Sulphide,
Methane and Ammonia. These gasses are either highly toxic or flammable or
both. In particular Hydrogen Sulphide is toxic to humans in concentrations
down to 10ppm and its flammable vapours are heavier than air so may build
up in lethal pockets in enclosed spaces.

Safety Parameters
The generation by anaerobic bacteria these toxic and flammable gasses is
present in all types of systems to some degree. The possibility of anaerobic
action within a sewage treatment plant should be reduced as far as possible.
Should these gasses be generated and allowed to enter the accommodation
could lead to disaster.
The following are some methods which may help to reduce the risks;

The fitting of proper ventilation in toilet spaces and the fitting of water
traps can only be seen as secondary measures to reducing the risk. The
primary concern is to eliminate the possibility of generating the gasses in the
first place.

Where sewage is stored in tanks for discharge, some method of

maintaining an adequate level of oxygen in the water must be in place.
Examples of these may be by direct air injection or by air entraining into the
liquid whilst pumping through a nozzle.

Where active aeration is not fitted then the contents of the storage
tank should be changed within a maximum of a 24 hour period unless some
other means of treatment is used.. The conditions in the tank should be
closely monitored

Where aerobic treatment plants are used then manufacturers

operating instructions should be closely adhered to. A system of
maintenance should be in place.

Maintenance of Aerobic treatment units.

Thorough , regular cleaning and inspection with particular attention being
paid to areas behind internal division plates
Checks on alarms and trips
Checks on aeration equipment
Checks on transfer systems in the tanks
It is recommended that a low air pressure switch rather than a motor failed
alarm be fitted to the air blower motor hence eliminating the danger of the
fan belts snapping and going undetected.

Tank Ventilation arrangements.

Ventilation pipes should be in good condition and free from obstructions.
They should be of a size to minimise pressure drop and ensure good gas
clearance. They should be self draining to prevent blockage by water.
Any flame gauze's or other fittings should be checked for cleanliness.

Toilets, showers, washbasins, etc.

The condition of drainage pipes should be checked regularly, as should the
operation of the water seal or other fitted arrangements to prevent the back
flow of gasses.

Accommodation ventilation arrangements

The ventilation should be sufficient to ensure proper balance allowing each
compartment to be correctly supplied. The ventilation system should be
correctly maintained and checked for cleanliness.
Air extraction is of vital importance and the cleanliness of grills should be
checked, the opening under doors should not be blocked, vent louvers
should be correctly position to ensure all spaces are properly vented.

The forced ventilation equipment should be regularly checked and

maintained.

Operational aspects
Only approved toilet cleaning agents should be used, the use of excessive
quantities of bleach should be avoided as this may kill the bacteria.
. Complaints of foul or musty smells should be dealt with immediately as
these may indicate anaerobic action. The dangers of these gasses should be
explained to all crew.

Suspended solids
The quantity of solid waste in the effluent is weighed. After drying on an
asbestos mat filter element.

Biological Oxygen demand (B.O.D.)

Aerobic bacteria use Oxygen in the process of breaking down the sewage. At
the end of the process the action of the bacteria reduces and so does the
Oxygen demand. The effectiveness of a sewage treatment plant may be
gauged by taking a one litre sample and incubating it for 5 days at 20oC.
The amount of Oxygen consumed in milligrams per litre or ppm is termed
the B.O.D.

Coliform count
It is possible that the effluent contain bacteria and viruses hazardous to
health if it has not been properly treated at the final stage. An indication of
this is a count of the Coliform bacteria which are found in the intestine.
A coliform count in a 100ml sample incubated for 48 hrs at 35oC. Another
test at the same temperature but over a 24 hour period produces a colony of
bacteria.

Regulations
Annex IV of MARPOL 73/78 (IMO) regulates the disposal of waste from ships
internationally. In addition certain countries have their own national and
regional controls.
In general this means that untreated sewage can only be dumped outside 12
miles offshore, and treated disinfected waste outside 4 miles.
For further information see m-notice M.1548
A ship at the port and a ship at the sea have almost an equal amount of threat to its
security. Several steps have been taken to enhance the security of ships both at the
ports and at the sea.

It is only through an organised and cooperative structure between the ports (Port
Facility Security Officer-PFSO) and the shipping company (Ship Security and Company
Security officer), can the level of security be improved.
If you are a part of a ships crew (no matter which department you belong to), it is your
duty to take all measures required to protect the security of your ship and its
crew. Having the right attitude can save the ship and its crew from all unwanted
troubles.
Mentioned below are ten ways in which you can help to enhance the security of your
ship.
1)
Be Vigilant Always: All the crew members (either on or off duty) must always
be vigilant at all times. An alert crew can eradicate a problem way before any
emergency situation can take place.
2)
Guard the Gate: It you are duty officer while the ship is at port, make sure that
the gangway is properly guarded and no one enters the ship without an ID check or
authorisation of ships captain. Also keep a close watch on the records of entry and exit
of visitors.

Credits: US Coast Guard/wikipedia.org

3)
Ask and interrogate: If you see a visitor without an ID card or find an unfamiliar
person, do not hesitate to ask and interrogate him for his identity. Ensuring that all the
entries in the ship are authorised is the first step towards enhancing ships security.
4)
Know Your Duties Well: Each crew member onboard ships have been assigned
with a particular duty for every security level. He/She must know the duties listed on
his/her part and should perform them efficiently
5)
Continuous Monitoring: Monitor the restricted areas of the ship at regular
intervals of time to ensure no person has entered without permission. Also make sure
that only one entry point is available to ships accommodation area and the same is
manned all the time

Credits: depositphotos.com

6)
Supervising Cargo Operations: It is very important for ship officers to know
which cargo is being loaded along with its whereabouts. Several cases of stowaway
have been registered in the past during cargo operation on ships. Keep a proper check
on stevedores and the cargo which is being loaded on the ships.
7)
Equipment Availability: Ensure that security and communication equipment tools
are readily available and are in proper working condition
8)
Update Your Knowledge: Knowledge of current issues such as various reasons
of security threats, detection of dangerous substances, unauthorized devices and their
effect is an important aspect of ships security system. This can be achieved by
providing regular training and literature updates to the ships crew. Marine Insight
provided weekly updates on subscription.

9)
Identify the Weaknesses: Every system has its weakness and if not identified in
early stages, can lead to dangerous situations. Survey your security plan, crew
performance, security equipment, duties of ship security officer etc. and phase out every
loop hole out of them.

10) Regular drills: Last but not the least; seafarers should know how to tackle an
emergency condition. To ensure all the above points are followed religiously, regular
security drills and safety meetings should be organized by crew members.
Permeability of a space in a ship is the percentage of empty volume in that space.
Permeability is used in ship survivability and damaged stability calculations in ship design. In
this case, the permeability of a space is a percentage from 0 to 100. Alternately, the permeability
may be a coefficient from 0 to 1. The permeability of a space is the percentage of volume of the
space which may be occupied by seawater if the space is flooded. The remaining volume [not
filled with seawater] being occupied by machinery, cargo, accommodation spaces, etc.