“METEOROLOGY”;
Table of Contents…
INTRODUCTION TO WBL (15%)
RESOURCES (15%)
TRIP ONE OVERVIEW (BRITISH MERLIN)
TRIP TWO OVERVIEW (BRITISH SAPPHIRE)
INITIAL LEARNING OUTCOMES
UPDATED LEARNING OUTCOMES
PART ONE, METEOROLOGY (12%);
" How weather conditions affect the operation and navigation of the vessel with reference to forecasting and routing systems."
"Ice Navigation & operation onboard fuel carrying vessels."
PART TWO, CARGO WORK & CONSTRUCTION (15%);
"Duties of the OOW during cargo operations."
"Identify how the construction of a bulk liquid/gas vessel ensures the safe transportation of cargo."PART THREE, CHARTWORK, TIDES, SAILINGS AND EMERGENCY RESPONCE (25%);
" The Use of traditional navigational practices in an electronic age ."
" Emergency Response Practices onboard fuel carrying vessels."
REFLECTION (20%)
REFERENCES
Introduction to WBL…
Hello and welcome to my phase 2 work based learning.
The purpose of Work Based Learning is to both consolidate and expand knowledge or 'underpinning knowledge' studied during Phase 1, in a real world practical environment, forming 25% of my Foundation Degree.
I have taken this opportunity to form my Work Based Learning as a written project, describing how existing knowledge has been expanded whilst understudying the roles of qualified officers and crew onboard BP Tanker Ships.
The project has been divided into a number of subsections, reflecting the topics studied at my time at Fleetwood Nautical Campus. These are contained within the 'Initial' and 'Updated' learning outcomes pages.
Resources
As previously mentioned, the need to obtain relevant and trustworthy information is of upmost importance throughout my Phase 2.
Various resources will be utilized, of which I assume the following to be relevant:
• Existing Knowledge gained at FNC – Likely to be one of the most extensively used resources, if somewhat limited. Hope to use alongside other resources listed below.
• College Notes & Material – I'm lucky to have taken good handwritten notes whilst at FNC, and have collected a good amount of college produced Textbooks and reading material such as my Tanker Familiarization booklet which will make valuable reading while at sea.
• Laptop – Used for the word processing of my reports as well as the storing of relevant digital materials collected from individuals onboard. Web access for seeking up to date material and communication between myself and my appointed WBL tutor.
• Photocopier/Flat Bed Scanner – For the scanning of relevant materials, diagrams and photographs into my reports.
• Camera – DSLR with a fast zoom lens for high quality photographs in various conditions. Due to restrictions with electrical equipment onboard, I am unlikely to be able to take many photographs myself outside of the accommodation, but I can rely upon library photographs/ sketches if a permit cannot be granted.
• Officers/Crew – Experienced ticket holding officers will provide a wealth of advice and knowledge to find or gain information.
• Technical Library onboard – It is known that there will be technical libraries onboard ship containing a wide variety of quality textbooks and manuals for reference.
• Controlled Publications onboard – Copies of legislative material such as Solas, as well as best practice guides such as COSWP or OCIMF publications will provide a detailed reference to requirements and law.
• BP documents – BP controlled documents , including policy, procedures and guides will provide me with company relevant material. Ship specific Manuals give me knowledge of the particular vessel I am on.
• Miscellaneous
o Stationary ; Pens for taking notes. Pencils (preferably propelling) for sketches and rough work. Highlighters for selecting important information. A small pocket sized notebook for overalls. A larger notebook or pad to be my 'bridge notebook'. General writing paper for planning and drafting.
o External Hard-Drive; For collecting materials from the Ships intranet, or individuals such as OOW's. Also useful for transferring and backing up my WBL and other items relevant to it.
o VSAT telephone/mobile phone; For communicating with home to email or post me textbooks/materials, and communicating with my appointed WBL tutor if required. As previously mentioned, the mobile phone camera is useful as a more portable alternative to the DSLR.
o Music; Music & headphones to inspire & encourage me while writing.
Materials and publications quoted are referenced within the text and on the reverse pages of this report. A bibliography of texts which are not quoted, but which were utilized through the research of this report are contained in a bibliography on the reverse pages of this report.
Trip One Overview
Vessel:
Name: MV British Merlin (IMO 9258870)
Class: Segregated Ballast Crude Oil Carrier
Year: 2003
Shipyard: Samsung Heavy Industries, South Korea
Deadweight Tonnes: 114761
Length Overall: 251.9 m
Service Speed: 15.7 kts
Crew: 27
Trip Synopsis;
I joined the British Merlin early February in Port Neches, Texas, around 20 miles East of the City Of Houston. From there we proceeded to Houston, Texas where we loaded a cargo of WTI crude bound for Come By Chance, Newfoundland. Here we discharged the cargo and after a lengthy anchorage, arrived in Jose Venezuela loading 'Hamaca Special Crude'. A partial discharge was made en route to Port Neches, Texas via a ship to ship transfer. The remainder of the cargo was discharged in Port Neches. Here we returned to Houston, Texas once more, loading an 'Eagleford Crude', which was discharged in Come By Chance, Newfoundland. We returned again to Jose Venezuela loading 'Hamaca Special' which was discharged in Pascagoula, Alabama. I paid off the vessel in Pascagoula on the ____. (Insert dates)
Trip Two Overview
Vessel:
Name: MV British Sapphire (IMO 9333618)
Class: Membrane Gas Tanker
Year: 2008
Shipyard: Hyundai Heavy Industries, South Korea
Deadweight Tonnes: 84303
Length Overall: 288 m
Service Speed: 20 kts
Crew: 31
Trip Synopsis;
I joined the British Sapphire via launch in Port Pecem, Brazil on the 21st July 2015. Here we lay at anchor for around 1 week before proceeding South to Bahia Blanca, Argentina loading LNG cargo. On the ____ we proceeded to Bonny, Nigeria after a short anchorage for provisions and personnel transfer. We arrived in Bonny, Nigeria on ____ and loaded LNG.
Initial Learning Outcomes -January 2015
Welcome to my initial learning contract for my first work based learning phase at sea.
My company, BP Maritime Services, is responsible for the safe transportation of hydrocarbons worldwide for the BP group. It operates over 57 vessels in Europe, Asia and the Americas including an impressive portfolio of vessel classifications from Handymax to VLCC’s and Gas carriers.
My first trip will be aboard the ‘British Merlin’, an Aframax class crude carrier operating in the Caribbean and Mediterranean across the Atlantic. Such a vessel is typical to those which I will likely travel upon during my cadetship.
I have composed a selection of learning objectives to which I will focus my attention during my first sea phase and which reflect those subjects covered during my Phase 1 college teaching.
So to allow flexibility, the below objectives are written in an open and generalized fashion, so that if any alterations need to be undertaken whilst at sea, these can be done with minimal disruption to myself and my Work based learning tutor.
Meteorology
• Understand and identify weather forecasting equipment and methods on board
• Understand and identify methods of receiving weather information on ship and how it is interpreted and used on board.
• How weather conditions affect the operation and navigation of the vessel with reference to routing systems.
Construction
• Identify how the construction of a bulk liquid/gas vessel ensures the safe transportation of hydrocarbons.
• Understand the processes of loading and discharging cargoes on fuel carrying vessels.
Chartwork, tides, Sailings and safety
• Identify and understand how the computation of tides is undertaken onboard
• Identify the fire protection systems and procedures onboard a fuel carrying vessel.
The composition of my work based learning will be through essay form, complemented with various visual aids including photographs, sketches, screengrabs and photocopies. Quoted text from crew onboard may be used alongside references from textbooks and manuals on ship to show my research mediums.
Previous sea experience from my time shadowing pilots in Liverpool may also be used to show progression of understanding.
Updated Learning Outcomes – August 2015
From the onset of my first trip, I realized the need to alter certain objectives of my Work Based Learning so to better reflect the environment and vessel with which I was on.
Certain outcomes have been consolidated, whilst others have been added. The alteration of my learning outcomes has allowed me to expand the learning outlook of the two sea trips and has led to a broader and more rounded report.
The revised learning outcomes are as follows:
PART ONE, METEOROLOGY (12%);
• " How weather conditions affect the operation and navigation of the vessel with reference to forecasting and routing systems."
• "Ice Navigation & operation onboard fuel carrying vessels."
PART TWO, CARGO WORK & CONSTRUCTION (15%);
• "Duties of the OOW during cargo operations."
• "Identify how the construction of a bulk liquid/gas vessel ensures the safe transportation of cargo."
PART THREE, CHARTWORK, TIDES, SAILINGS AND EMERGENCY RESPONCE (25%);
• " The Use of traditional navigational practices in an electronic age ."
• " Emergency Response Practices onboard fuel carrying vessels."
Part One:
Meteorology
(12%)
" How weather conditions affect the operation and navigation of the vessel with reference to forecasting and routing systems."
"Ice Navigation & operation onboard fuel carrying vessels."
" How weather conditions affect the operation and navigation of the vessel with reference to routing systems."
JEPPENSEN
Jeppensen are a weather routing company, part of Boeing International.
The Jeppensen program is the primary source of weather forecasting onboard BP vessels. Its use is to be combined with other local services such as those provided by NAVTEX.
Its forecasting is limited to :
• Wind & Wave
• Surface Pressure
• Upper Air Pressure
• Tropical Storms
• Ocean Current
Once a passage plan has been formulated and approved by the bridge team, waypoints are inputted into the software. Charts can then be printed to be displayed upon the weather information board on a daily basis.
The Jeppensen service can also provide the vessel with shore based recommendations allowing advice to be given regarding diversions and alternate routing, with a mind to commercial factors , minimizing damage, lost time and fuel.
Application to a Voyage:
The application of this software to a voyage is considerable. Its primary use is as a means of forecasting whilst the voyage is underway. Routing can be altered (as shown on the previous page) if weather conditions are forecasted to be especially poor, as it allows early warning of weather systems to be noted, allowing any alterations of course to avoid bad weather be made in good time, and a deviation plan formulated.
One such example where the Jeppensen software came into use in affecting routing was on loaded passage from Venezuela to a ship to ship transfer in the Gulf of Mexico. Strong headwinds and swell North of Venezuela had delayed the vessel by around 12 hours. The Jeppensen software was referred to and the route changed to make best use of strong currents between Cuba and Mexico The vessels speed increased from an average 12 knots to 16, and lost time was made up. Bunkers were also conserved as a consequence of re routing.
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Jeppensen Services Influencing the Roueting of the Vessel
As previously mentioned, Jeppensen services came into use on passage from Argentina to Cape Town, when a low pressure system & storm formulated in the South Atlantic:
High seas including Swell were already being experienced on approach to the system, and the Jeppensen forecasted this to deteriorate further as the system passed North-West. The vessel was unloaded and with a High GM
The Master immediately created a draft deviation plan, altering course 45° North East and then to 90° East to Cape Town. These waypoints were then emailed to the 24/7 Jeppensen route support centre for further advice from a Meteorologist and Marine Passage Planner.
Promptly was received a reply approving the deviation:
The above report from Jeppensen was immediately cross referenced with other weather services by the Master, before being discussed with the 2nd Officer;
Who then created the Deviation plan , and amended the passage plan to make use of the received recommendation.
How the Jeppensen Service Influenced the Routing of the Vessel
Comparing the cost of the deviation against the original passage plan – there must be sufficient bunkers and 'heel' from the cargo boil off.
Any deviation to the passage plan due to weather must be justified by the Master for commercial reasons. The use of Jeppensen software and services is an acceptable means of
Navtex
Navtex uses SMS technology to transmit text messages from Information providers such as Meteorological offices to vessels via a Navtex station.
Navtex meteorological information is applicable to a voyage as information is specific for a particular area, and is typically a 24 hour forecast. Usual information includes Visibility and Winds.
Meteorological warnings cannot be rejected by the receiver.
Inmarsat (C)
Inmarsat is a satellite based telex system with global coverage. A total of 3 coverage areas provide the facility distress alerting but also Meteorological Information.
Information received is automatically printed upon ream paper and analyzed by the OOW. The OOW selects relevant information for the passage, disregarding any information not relevant. The relevant information is then highlighted and the ream paper pinned to the Met Reports board to other OOW's to reference. The Master is notified if any reports of particular severity are received.
One instance where Inmarsat C reporting made application to a voyage was aboard the British Sapphire, where information regarding reduced visibility allowed the Master to make appropriate entries into his Night Orders stressing the importance of an effect lookout and if necessary , evaluation of safe speed as per rule 6.
It was during our two passages to Come By Chance Canada that the methods of receiving were utilised.
It was during an evening's Bridgewatch that one method of receiving weather information came into use. The SAT-C equipment began receiving its met data. Contained were the co-ordinates of the sea Ice limits. The 3/O explained to me how to read the SAT-C messages and select relevant information for our passage. I recalled at college listing the various ways how weather bulletins come onboard and remembered that the Navtex equipment can be programmed to receive certain information. The Mate explained that because this voyage passed through the Iceberg and sea ice limits , the device had been programmed to receive Ice warnings.
Weather Fax
Although both the vessels I have sailed on have been fitted with operational weather fax machines, their use is substantially limited both through being superseded by internet based services such as Jepensens, and the decline in the number of Weather stations which actually transmit weatherfax information.
Swell
Swell is defined as:
"Waves which have travelled into the area of observation after having been generated by previous winds in other areas."
(Meteorology For Mariners, Met Office)
The relevance of Swell upon a vessels operation, navigation and indeed routing is perhaps mostly applicable to Gas Carriers. Due to the nature of the cargo, and the correlation between pressure and roll, Gas tankers such as the British Sapphire are susceptible to the effects of Swell and Sea waves, as the more the vessel may roll, the higher the pressure within the loaded Gas domes will become, creating increased boil off which is either vented or burnt as fuel, but in either case is 'wasted cargo'.
Consequently, onboard the British Sapphire, actions were taken during a period of heavy swell to alter the course of the vessel into the direction of the swell, in order to reduce the roll the vessel was experiencing. This alteration of track put the vessel behind schedule and off track, a situation which is usually avoided thanks to detailed forecasting.
A similar situation occurred upon the Crude Oil Carrier, British Merlin, but instead, the alterations of course were implemented into the passage plan to Jose Venezuela, and an increased passage time was created to accommodate this. At the time, a large low pressure system had formed North of our position and swell direction would be hitting us side on. Gale force wind warnings were also in place. So to minimize damage to the ship, reduce IG tank pressures and allow for the crew to rest adequately, the decision was made that alterations of course would be undertaken during
the night for 6 hour periods.
As previously mentioned, both the Sapphire and Merlin 'altered course' to minimize the effect of the sea state and swell upon the vessel. The technique employed in these situations is referred to as 'Tacking'. This involves making an alteration of course for a set time period (typically 12 hours) before altering back across intended track for another 12 hours until swell/seas have settled.
As previously mentioned, both the Sapphire and Merlin 'altered course' to minimse the effect of the sea state and swell upon the vessel. The technique employed in these situations is referred to as 'Tacking'. This involves making an alteration of course for a set time period (typically 12 hours) before altering back across intended track for another 12 hours.
Lightening
The consequence of lightening strike in the vicinity of the terminal or vessel during cargo operations could be disastrous.
Effect of 3m swell upon the Vessel British Merlin, on Ba
Deviation Plan
If the present or forecasted weather is seen to be sufficient to alter the routing of the vessel, then a 'deviation plan' must be formulated. This is a sort of ammedum to the passage plan , which must be approved by both the Master and company, taking the advice of weather routing services such as Jeppensens.
Charts, waypoints and ETA's will need to be accordingly altered or recalculated. In the below example, we were on route from Bahia Blanca, Argentina and Bonny Nigeria via Cape Town South Africa when a Low Pressure system formed across the South Atlantic. Swells up to 3.0m were being experienced, leading to a deviation plan being formulated to avoid the future increasing swell:
Voluntary Reporting – MET OFFICE
All of BP Shipping's vessels are voluntarily observing ships for the Met Office. To facilitate this, the Met Office provide the vessel with a selection of equipment and software which are used primarily as a means of observation, but also as a means of logging and recording local weather conditions for the purpose of the passage. For example, it is best practice to routinely check the barograph around every hour, as early warning of a depression/low pressure system can be observed and appropriate action taken. Often the instruments onboard.
A weather observation onboard is done via the 'Turbowin' application on the bridge PC.
The program allows data to be inputted including:
• Position of vessel at time of observation
• Wind speed & direction
• Waves & Swell
• Barometer Reading
• Barograph Reading
• Temperatures including wet & dry bulb, & seawater
• Present weather description
• Past weather description
• Visibility
• Low Clouds
• Middle Clouds
• High Clouds
• Cloud Cover & Height
• Ice Accretion
• Ice
To facilitate the reporting of the above, various instruments are fitted, provided by the Met Office including;
• Precision Aneroid Barometer
• Barograph
• 2x Wet & Dry Bulb Thermometers in a Stephenson's screen
As well as the ships own equipment including:
• Anemometer
• Sea water intake temperature gauge
Operation and maintenance of marine meteorological instruments was a key topic studied at FNC. The operation of these instruments are as follows:
Because the barometer is sat on the bridge which is higher than sea level (and where pressure is lesser ) a height correction is applied. The correction takes into account the height of the barometer and the air temperature.
For example,
1011.3 mb (Barometer Reading)
001.4 mb (Correction, taking into account the height of the barometer in meters, using the bridge 'height ———— of eye' poster and current draft and the dry bulb thermometer reading)
1012.7mb (Corrected Barometer reading)
————
Barograph
A barograph works in a similar means to a standard barometer. through a stack of aneroid pressure capsules. A barograph is used for recording air pressure. It consists of a metal container from which the air has been evacuated. When the air pressure increases, this box is compressed and when pressure falls, the box recovers elastically. The compression and extension are transferred to a recording pointer by a lever mechanism, which leaves a trace of the pressure on a rotating 'barogram'.
The barogram can be viewed to establish pressure tendencies.
As cadet I was responsible for replacing and archiving the barogram at the start of each week.
There are also many non instrumental dependent observations which can be made:
The Turbowin application automates the need for lengthy and difficult coding. Readings from the above instruments, and observations made by the OOW are entered into the program. Once collated, the data is either entered directly into an email for the Met Office, or encoded to floppy disk for transmission via SAT-C.
Non instrumental observations required by the TURBOWIN program include a determination of the sea state. This is aided by use of the MET OFFICE published book, 'state of sea'.
Swell can be determined with aid of a compass repeater, and cloud cover is described in OKTAS / 1/8ths.
"Ice Navigation onboard fuel carrying vessels."
ICE
The origin of Icebergs & Sea Ice
During my first trip, we undertook many voyages to Newfoundland, Canada. At the time, it was February, and winter was still occurring in this region.
As learned at college, this region is within the Iceberg limits for the North Atlantic and so is susceptible to drift ice. Drift ice is ice which travels by current and wind, prevalent in this region due to the close proximity of Greenland, where up to 90% of the Northern Hemispheres ice originates, transported south by the East Greenland current, then North into the Davis Straight. The Labrador current then carries icebergs South, which most melt before being moved into the Atlantic.
Consequently, the passage plan identified Ice as being a possible hazard to navigation, and pre Ice Navigation checks were made.
Deck Preparations
This included many points we learned at college regarding navigation in ice. The ships fire main and compressed air line on deck were isolated and drained to prevent fracturing, antifreeze was added to the Fast Rescue boat and freefall lifeboat, and davit falls were greased with a Winter grade product.
I assisted with the distribution of cold weather PPE to all officers and crew onboard , including thermal leggings and top, balaclava and winter gloves. Waterproof coats and thermal boiler suits were also available if required in cloakrooms. I also helped distribute bags of salt around the ship beside accommodation doors and deckhouses, so that safe access could still be maintained during sub zero temperatures on deck, particularly around LSA such as Life rafts and the Freefall Lifeboat.
Additionally, the ship held a lecture on cold water survival techniques and the importance of immersion suits in such conditions.. I assisted the 3rd Mate in his Monthly LSA inspections to ensure that all Immersion suits were in good condition.
Navigation in Ice Limits
As we neared the Iceberg and Sea Ice Limit (around 46 N) the Master held a meeting on the bridge to discuss the additional precautions that would be taken on entering the area. He explained that he expected each OOW to have their lookout on the bridge at all times and that they be informed on how Ice is detected by day and night. Speed during the night would also be reduced slightly with the Main engine on standby. The importance of keeping a proper and effective lookout were stressed, as well as using all available means necessary including Radar.
Detection of Ice
As taught at FNC, the detection of Ice by Radar is quite different to that of detecting other Vessels or floating objects. The limited extent of exposed surfaces (which are often inclined) mean that detecting ice at a sufficient distance can be difficult. I found reading the 'Mariners Handbook' – Chapter 5 ICE to be invaluable in acquainting myself with such limitations; An iceberg may reflect 60-70% lesser and echo than a vessel of similar size. Consequently , radar equipment should be set so to give best 'definition' for example, by increasing gain.
Approaching the sea ice limits, OOW's were advised upon the typical warning signs of approaching ice. This includes the sighting of ice blink on the horizon by day, or sighting smaller pieces of broken ice by day, which may indicate the presence of larger icebergs or sea ice in the area. Marine life such as seabirds could also indicate the presence of a berg, where there may be a distinct smell.
By night, the detection of bergs is more difficult , and as mentioned, the detection of ice by radar is somewhat limited. To assist in the sighting of this, searchlights upon the port and starboard bridge wings were made ready to assist the OOW in sighting any suspected bergs.
If ice is observed, then the Master is obliged under Solas Chapter 5 to transmit a warning of the sighted ice to neighboring vessels in the area. This includes including the type of ice, and its position and time of sighting.
Minimizing Ice Accretion
At all times within the Ice limits, a moderate speed was observed , to prevent waves and spray breaking over the bow, thus minimizing ice accretion, particularly around and on the anchor windlasses. Of particular concern was preventing ice accretion upon the windlasses and mooring equipment, which must be available for immediate use at all times.
Pressure vacuum valves were frequently checked for ice accretion. The chief mate considered using the cargo tanks heating coil system to prevent the cargo from 'sludging' and becoming less viscous.
ICE SERVICE
ICE related navigational warnings are shared by the North Atlantic Ice organization. The organization, based in Northern America and Canada, publishes navigational information on a frequent basis, allowing vessels the opportunity to take such information into account during the passage planning process.
Although still transmitted by SAT-C , its information is increasingly being transmitted via Email. Egg Charts show reported Iceberg sightings for that month of the year.
Below is an example Ice Sightings and Egg Code chart which the vessel received by Email from the North American Ice Service. These charts are published monthly and are attached to 96 hourly navigational warnings which summarize the charts in text. They are received by email and are immediately consulted by the bridge team for any relevant warnings applicable to the voyage.
ICE Sighting Chart