CMA SHIPS ONBOARD CADETS TRAINING

Onboard Cadet
Training Program

M1. Describe the Safety Management System of the ship, structure of

DPA and Fleet Circular letters.
The Safety Management System is divided into 2 parts: General procedures,
common for all the vessels, and Specific procedures, that are managed on board of
every vessel, due to vessel specificities.
Also, the SMS is divided into Company Policy and Organization Manual (which
describes the General policies of CMA CGM, the Documentation Structure), and
Marine Manuals, which comprise:

Familiarization Manual:
- Familiarize people embarking on board,
- Evaluate crew and ask for training,
- Specify minimum items to insert in hand overs,
- Manage working and rest hours on board,
- List and control crew certificates and trainings
and job descriptions.

Prevention Manual:
- Daily planning of works
- Risk assessment
- External companies
- Personal Protective Equipment
- Specific activities: safe working practices, permits to work, equipment
- Breathing apparatus compressors
- Chemical goods
- Safety for visitors and passengers
- Hospital management

Cargo Manual:
- Chief Officer standing orders and instructions
- Watch keeping
- Cargo handling
- MACS3
- Hazardous goods
- Damage reports

Engine Manual:
- Chief Engineer standing orders
- Engine duties
- Maintenance
- Bunkering and sludge procedures

Bridge Manual:
- Watch keeping
- Management of safety information
- Standing orders and instructions
- Checklists
- Navigation equipment
- Mooring

Emergency Manual:
- Emergency lines
- Notification/Safety/Emergency/Distress message
- Muster list
- Schedule for Drills
- Emergency checklists

- Medical reporting
- Treatment of information

SSE Manual:
- SSE Department
- DPA/CSO
- Masters responsibility and overriding authority
- Internal audit
- Environment
- SSE reporting
- Management of documentation

Fleet Manual:
- CMA Ships organization
- Non-smoking, Drug and alcohol policies
- FMCL management
- Procurement procedures
- Dry Dock procedures
- Fleet and technical procedures
- Ship inspections
- Technical reporting
- Management of ships certificates
- Maintenance
- Master, C/E and C/O reports
- Critical equipment

New Building Manual:

- Procedures & Tools relating to New building Department

Crewing Manual.
A specific card aims to give a specific instruction on board, and due to vessel

specificities and equipment they can be different from one vessel to another.
Each card must be validated by the SSE Department (SSE Supervisor and/or DPA)
before implementation. Any instruction should be clear, simple and directive.
A minimum list of specific procedures required on board is given (specific index) and
can be increased.
The Designated Person Ashore is a person that has direct access to General
Management and who has the responsibility and authority for monitoring the safety
and pollution prevention and to ensure that adequate resources and the appropriate
shore-based support are provided. DPA organization is independent from all other
operational departments.
Each ship has a DPA and a CSO as per listed in a DPA letter and a SSE Supervisor.
Ship masters have direct contact with the SSE Supervisor in charge of that ship for
the day to day work.
Ship Masters have direct access to the DPA whenever necessary.
SSE Supervisors reports to Fleet DPA on a daily basis.
The DPA reports to Group DPA on a daily basis.
The DPA has direct access to Top management whenever necessary.
Group DPA reports to top management.

The Fleet Management Circular Letter is a formal method of providing

information, clarification, and announcing major change requirements on specific
subjects. Subjects covered by FMCL are the following:
CMA Ships Company Administration (Policies, Shore organization, Responsibilities)

 Vessels General Administration (Communications, Insurance, Legal, etc)

Crew Manning
Navigation, Cargo & passengers
Maintenance, Repairs
Purchasing
Charterers (Lashing, Bunkers, etc)
Vessels Accounting, Budget & Cost Control
Other technical matters
The Fleet Management Circular Letters are approved by Fleet Directors,
concerned Department Directors. The Fleet Managers and/or the Deputy Fleet
Managers are responsible for the dispatch of these Circular letters in their own fleet
management. The fleet manager shall acknowledge and confirm that FMCL has been
sent to their respective ships. Before diffusion, FMCL shall be sent to SSE
Department, to check compliance with SSEMS.

M3. Description of the Heavy Fuel Oil System for main engine, auxiliary
engines and the boiler. Explain why SECA zones were created and what you
must do when your vessel transits in these zones.

The HFO system comprises: bunker tanks, transfer pumps, settling tanks,
supply pumps for the purifiers, service tanks, circulation/booster pumps, overflow
tank.
The HFO is loaded onboard in the bunker tanks, segregated into high sulphur
and low sulphur. From the bunker tanks, the fuel is transferred to the settling tanks,

using dedicated transfer pumps. Then, using supply pumps, the fuel is run through
the purifiers, which have the purpose of separating most of the impurities from the
fuel, and the delivered to the service tanks. From the service tanks, circulation pumps
deliver fuel to the main engine, booster pumps to the auxiliary engines, and supply
pumps to the boilers.
Sulphur Emission Control Areas (SECA) or Emission Control Areas (ECA) are
sea areas in which stricter controls were established to minimize airborne emissions
(SOx, NOx, ODS, VOC) from ships as defined by Annex VI of the
1997 MARPOL Protocol which came into effect in May 2005. These regulations
stemmed from concerns about the contribution of the shipping industry to "local and
global air pollution and environmental problems." By July 2010 a revised more
stringent Annex VI was enforced with significantly tightened emissions limits. The
sulphur limits for fuel in SECA are:
- before 1 July 2010:

1.50%

- between 1 July 2010 and 1 January 2015: 1.00 %

- after 1 January 2015:

0.10 %

M4. Description of an electrical switchboard and the role of each

component.

Switchboards are important parts of the marine power distribution system. All
the machineries on ship that consume electrical power should be connected to a
main switch board. The system should be designed in such a way that under all
normal conditions of operation, power should be distributed from main switch board.
The main switch boards are located in the engine control room. They should be
installed in such an area that in time of emergency such as fire or flooding, they
should be easily accessible. Thus they should be installed in spaces away from the
main machinery spaces.
The main bus bar can be found inside the main switch board. Onboard a
merchant ship, the supply is usually 440 volts, 60 Hertz, but also higher voltages of
6.6kV are possible. The rating of the main bus bar is decided by the type of ship, the
critical machinery on board required for cargo operations, and the machinery
required for normal sea service.
The main switchboard is the main power distribution center of the ship. Thus
the main bus bars are contained within the switchboard feeding various ship board

auxiliaries. A ship may contain two or more generators connected to the main bus bar
via the circuit breaker. Various protection for the generators like overload,
overcurrent, over/undervoltage, over/underfrequency, reverse power, etc. are
connected to the circuit breaker such that the faulty generator is electrically isolated
from the main bus bar. From the main bus bar, the electrical power is supplied to
various ship board auxiliaries like pumps, blowers, compressors, etc. The main
switch board has various measuring and monitoring devices like ammeters,
voltmeters, frequency meters, watt meters, synchroscope, and power factor meters.
The main switch board gets its supply from the main generators located in the
engine room. The distribution system can be divided into Feeder side and the Load
side. The feeders are the generators and the loads are various ship board auxiliary
machineries. The Load side is further divided into Essential and Non-Essential
services. Essential services are very critical auxiliaries which are directly affecting the
safety of personnel, ship in terms of navigation and propulsion. They include supply
to navigational aids like radars, communication equipment, navigational lights, and
steering gear motors. These essential services may be supplied directly from the
main switch board or via sectional boards or distribution boards. Non-essential
services are those that do not affect the safety of ship and personnel.

M2. Description of the ship cargo planning from pre-stowage plan till
issuance of the final loading plan at the end of the port call and the interaction
between deck/engine and electrical officers.

Cargo planning is a critical process before performing any operations with

cargo. Planning is needed to be done according to the cargo destination, size, and
weight.
The mostly used software for cargo planning onboard container ships is
MACS3, together with the BELCO container management module. This software has
integrated capabilities of calculating ship's deformation forces, shear forces, trim,
draft, dynamic stability, ballast optimization, based on the position and weight of the
containers.

Prior to loading cargo, stacking weights of containers must be checked against the
allowable stack weights on board the vessel both on deck and under deck.
Neglecting above may cause serious damage to ships structure, hull and eventually
overall stabilty of ship may get affected.

Maximum allowable stack weights of Tank tops, Hatch covers and Decks shall
not be exceeded at any time, and if any stacks are found to be exceeding the
allowable stack weights, Terminal planner / Central planner is to be informed and
cargo stow plan appropriately modified.
Lashing strength calculation is also very important when stowing containers. If
calculation results are exceeding tolerance limits, failure of lashing gear or failure of
the container itself may occur. Probability of this happening is highly enhanced in
inclement weather and attendant heavy rolling, pitching or heaving. Each lashing
gear component has a safe working load and is likely to fail if forces exceed this
value.
Sea freight containers are designed to withstand a defined minimum racking
force, side wall racking force, vertical compression, vertical tension, corner post and
shearing force at twist lock. Forces exceeding these defined minimum values
(tolerance limits) will likely result in structural damage or collapse of the container. If
one container in a stack collapses, it is likely that the entire stack will collapse.
Particular caution is to be exercised when stowing dangerous cargo on board
the vessel. Any dangerous cargo presented for loading must be accompanied by a
proper manifest and declaration as required by international regulations . Further, this
DG cargo must be acceptable for carriage as per IMDG code guidance.
After confirming acceptability of the DG cargo, the plan must be checked for
proper stowage and segregation. Although terminal and central planners should
provide proper stow of DG cargo, the final responsibility always lies with the Master.

Reefer containers proposed for stowage must be accompanied by a reefer

manifest. This reefer manifest should contain information regarding Container No.,
Stow position, Commodity, Temperature and Ventilation status.
Stowage location of reefers must be checked against vessel's reefer
receptacle locations. In case reefer containers must be loaded in irregular locations,
it must be confirmed that monitoring and repair will be possible during the voyage
and that vessel has sufficient extension cables for providing power.
If any irregularities are found in the stowage plan they must be corrected by
liaising with Terminal planner / Central planner or local agent.
A good example would be an isolated tower of 4 or 5 high remaining on deck
after all adjacent containers have been discharged. Such stowage may need
correction by shifting some containers of the tower down on deck or elsewhere.
The interaction between deck and engine/electrical officers on large ships is
low, considering there are no cranes for loading cargo onboard. However,
interactions may occur in case of issues with the monorail provision crane,

malfunctioning lighting inside the cargo holds, and reefer checking and plugging
onboard, after loading.
Description of a reefer container.
A reefer container is a thermoisolated container that has a temperature and
atmosphere controlling installation. This installation usually has a range from -30 to
+30 degrees Celsius.

The refrigeration unit, like any other refrigeration installation, has the following
main components: compressor, condenser, filter drier, heat exchanger, expansion
valve, evaporator.
The refrigeration cycle starts in the compressor (reciprocating, or scroll),
where the gas is compressed, and the evacuated through the compressor's
discharge port. Then, the high-pressure high-temperature gas passes through a

condenser, that can be air-cooled, or water-cooled, and into the receiver tank, that
collects the condensed gas. After that, the liquid goes through the filter drier, that
removes moisture or impurities from the refrigerant, to maintain a high efficiency of
the system and avoid clogging of the small tubes (eg., inside the expansion valve).
Then, the refrigerant passes through a heat-exchanger, to prevent the very low
temperature gas from entering the compressor, for extra efficiency. The refrigerant
then passes through the thermal expansion valve, which causes a sudden drop of
pressure and temperature in the refrigerant, before inserting it in the evaporator,
where two fans ensure the heat exchange in the evaporator and the circulation of air
inside the container. Before returning to the compressor, on the suction side, the
refrigerant passes again through the heat exchanger, and the suction modulation
valve, that can be open between 3 and 100%, depending on the cooling capacity
required from the system.
Inside the evaporator area, there are also a number of electric heaters, that
are used for heating the air inside the container, but also for defrost operations, that
can be done manually or automatically, at preset time intervals.
Also, to prevent overheating of the compressor, an additional quench
expansion valve is fitted after the filter drier, injecting cooled refrigerant into the
compressor, when needed.
The electronic part of the reefer unit consists of sensors (temperature,
humidity), a controller, a transformer, a circuit breaker and contactors for the heaters,
compressor, and electric motors (condenser and evaporator).

Description of the Company reefer container management procedure.

The responsibility for the care of reefers is regarded to be when the unit is
disconnected from shore power for immediate loading, and ceases when landed
ashore at destination and immediately connected to shore power. It is the ship's
responsibility to ensure that during loading and discharging operations, as well as
when on board, reefers do not remain disconnected longer than needed.
Agents or stevedores will have on arrival at loading ports a list of reefers intended to
be loaded. This list will show carriage temperatures and commodities.
Prior to accepting reefer containers for shipment, the person in charge should
ensure that they are:
a - In good running order and at required temperatures.
b - New temperature recording charts have been installed.
c - Containers are not damaged.
If not, vessel should not accept containers for loading and should advise ship
manager and port planner.
Before sailing, ship's personnel should check again that all active reefers
loaded are plugged into ships power and motors are running normally. Set point, tag
and Reefer list (Manifest) should show identical figures.
During the voyage, the reefers should be checked twice daily -weather
permitting- and reefer log is to be completed. If units are suffering breakdowns and
repairs are not possible, details must be sent immediately to CMA CGM Reefer Dpt.
with ship manager in copy in order to arrange a reefer engineer to visit at the next
port. If repairs can be made on board, then a full report, including spare parts used,
should be compiled and sent to CMA CGM Reefer Dpt. with ship manager in copy.

At discharge ports, temperature recording charts should be marked to show time of

discharge. A check is to be made that all reefers discharged are:
a - In good running order and at required temperatures.
b - New temperature recording charts have been installed.
c - Containers are not damaged.
The ship has to obtain a 'clean' receipt from the Terminal for the reefers
landed.
All communications regarding CMA CGM Reefers and reefer spares are to be
directed to CMA CGM Reefer Dpt. with SM and OM in copy.
Explain why we now use high voltage (1000 V or more) on board
container vessels. Explain the safety procedures to apply.

In marine practice, voltages below 1,000Vac (1kV) are considered low voltage,
and high voltage is any voltage above 1kV. Typical marine high voltage system
voltages are 3.3kV, 6.6kV and 11kV.

The demand for electrical power has increased on many ships, especially
those with diesel-electric propulsion where the supply current becomes too high. The
supply current becomes far too high and it is not efficient or practical to use the
common shipboard voltage supply of 440V. Higher voltage is needed to reduce the
current. Modern ships, particularly container, passenger and specialist offshore ships
are built now with high voltage generating plant.
First of all, for example, when generating electrical power at 6.6kV, this will
produce a current of 220 amps as opposed to 3,300 amps if the voltage is 440V. The
short-circuit currents would also be much lower at only 9,000 amps for the 6.6kV
instead of 90,000 amps for the 440V supply. This potential fault current is
considerably lower for high voltage supplies and is easily handled by the equipment.
Second of all, power loss varies square of the current carried by the conductor.
If the supply voltage is 440V, then the current carried by the conductor is 13 times
more than it would be for 6600V, for the same amount of power. So it is proven that
the power loss is reduced by a greater extent if the voltage is stepped up. Thus it is
always efficient to transmit power at a higher voltage.
Third, an electric motor (let us assume a bow thruster), may be of a smaller
size if it designed to operate on 6600 Volts. For the same power, the motor would be
of a smaller size if it is designed for 6600Volts when compared to 440Volts, because
reducing the current can also reduce the size of the conductors needed for a safe
operation.
The safety procedures, according to the Electrical work permit, can be applied
as follows:

Also, other safety procedures should be:

Sanction-for-test System

Following work on a high voltage system, it is often necessary to perform various

tests. Testing should only be carried out after the circuit main earth (CME) has been
removed.
Limitation of access form
When carrying out high voltage maintenance, it may be dangerous to allow anyone to
work adjacent to high voltage equipment, as workers may not be familiar with the
risks involved when working on or nearby high voltage equipment. The limitation of
access form states the type of work that is allowed near high voltage equipment and
safety precautions. The form is issued and signed by the Chief Engineer or Chief
Electrical officer, and countersigned by the person carrying out the work.
Earthing down
Earthing down is a very important concept to understand when working with high
voltage systems. It is important to ensure that any stored electrical energy in
equipment insulation after isolation is safely discharged to earth.
Circuit earthing an incoming or outgoing feeder cable is connected by a heavy
earth connection from earth to all three conductors after the circuit breaker has been
racked out. This is done at the circuit breaker using a special key. This key is then
locked in the key safe. The circuit breaker cannot be racked in until the circuit earth
has been removed.
Busbar earthing when it is necessary to work on a section of the busbars, they
must be completely isolated from all possible electrical sources. This will include
generator incoming cables, section or bus-tie breakers, and transformers on that
busbar section. The busbars are connected together and earthed down using
portable leads, which give visible confirmation of the earthing arrangement.

Description of the procedure to follow before opening any switchboard.

A detailed description of the procedure to follow before opening a switchboard
cand be easily understood from the checklist stated on the permit for electrical work.
Some of the items from the checklist are:
- Work performed by competent staff under person in charge of electric matters
- Risk assessment done and prevention measures applied
- Check relevant electrical drawings
- Check presence of the insulating mat in front of the switchboard
- Keep a CO2/powder extinguisher in vicinity
- Start button or mean is protected against accidental operation/activation
- Isolated materials and tools used
- Warning signs Do not switch on, electrical work in progress in position
- Working site properly illuminated
- Open or disconnect the circuit breaker
When working in high voltage switchboards, the following actions should be
performed:
- Separate
- Check lack of power
- Device grounded
- Lack of power checked with voltage detector
Also, use of proper PPE is compulsory, including:
- Relevant insulation gloves
- Safety goggles
- Anti-Flash Mask.

Description of the fire alarm switchboard located on the bridge.

The AutroSafe BS-310/320 is a complete fire alarm control panel with full
operation capabilities . The panel serves as a operating panel for one or several
defined operation zones. All alarm handling and system features can be controlled
and monitored from the panel. The panel can accommodate up to a maximum of 12
modules. The system offers a Loop Driver Module for detection loops and several
types of I/O modules for monitored outputs, open collector outputs, galvanic isolated
inputs and monitored inputs. There can be a maximum of 6 Loop Driver Modules in
each panel.
The power supply is type BS-103A with a metal front cover. Used for external
mounting as an addtional unit in the fire alarm system. The Power Supply provides
24V DC /3A to the Fire Alarm Control Panel. The unit is connected to the
mains outlet 230V AC.
The Power Module BSS- 310 converts unregulated battery voltage to 24V DC
and 5V DC regulated voltage to all I/O modules mounted in the Fire Alarm Control
Panel. Connecting several modules in parallel can increase the power.
The Communication Module BSL-310 serves as an interface for the common
internal communication line between all the different I/O modules.
The module provides the following:
RS-232 interface with hand-shake, all lines galvanically isolated to allow floating
reference
Built-in battery monitoring with control outputs for activation of charger/battery
Monitoring of earthing faults

The Loop Driver Module functions as a modem for data exchange between the
control system and the detection loop. 1 detection loop for connection of 127 loop
units can be connected to each Loop Driver Module. A loop unit is defined as
either a point (eg. a detector or a manual call-point), I/O-unit or an electronic
sounder. The loop resistance on the detection loop is continuously monitored to
register a possible break or short-circuit on the detection loop.
The Output Module BSB- 310 provides 4 monitored output circuits for alarm
sounders, fire alarm devices, fire alarm routing equipment, fire protection devices and
other fault outputs. Each alarm circuit has its own freely programmable address and
signal frequencies. The standard frequency is 2 Hz. Each output is fused with a 1A
self-resetting fuse. The outputs are continously monitored to detect a possible break
or short-circuit.
The Serial Port Communic tion Board EAU-321 is required when third party
equipment is to be interfaced with AutroSafe via AutroSafe's internal protocol
AutroCom. Typical applications are interface to Building Management svstems,
Paging Systems (via the ESPA Interface Module ), or interface to external PLC
equipment (via the Modbus Interface Module).
BSL-336 is an interface between Voyage Data Recorders (VDR) and
AutroSafe. The BSL-336 VDR interface is a protocol converter that converts standard
AutroSafe AutroCOM messages to NMEA-0183-standards-compliant strings,
allowing events to be written to the VDR.