FIRST COMPASS USED IN SHIP NAVIGATION

• A magnetized iron needle was rubbed with lodestone to create magnetic polarity. • The needle was placed on a small piece of cork, reed, or bamboo, allowing it to float freely. • This setup was placed in a bowl of water, reducing friction and stabilizing the movement. • The needle consistently aligned north–south, giving sailors a reliable reference during voyages. • This simple device became the earliest form of a marine water compass. When It Was Used • First appeared in 11th–12th century China during the Song Dynasty. • Adopted soon after by Arab navigators through trade routes. • Reached Europe by the 12th–13th century, widely used by Mediterranean and Atlantic sailors. • Became the foundation of early long-distance voyages across Asia, the Middle East, and Europe. Why It Was the First Marine Compass • It was the first design stable enough to function on a moving ship, even during waves. • Provided direction when skies were cloudy, foggy, or stormy, when celestial navigation was impossible. • Allowed sailors to maintain a steady course in open ocean, not just coastal waters. • Its simplicity made it cheap, easy to build, and highly reliable for early maritime cultures. • This tool marked the beginning of true open-sea navigation, eventually evolving into the dry compass and modern gyrocompass.

SOLAS CONVENTION: LATEST UPDATES

The International Convention for the Safety of Life at Sea (SOLAS) is recognized as the cornerstone of international maritime safety law. Originally adopted in 1914 following the tragic loss of the RMS Titanic, it has since been revised several times to keep pace with technological and operational advances in shipping. The 1974 SOLAS Convention, which came into force in 1980, introduced the “tacit acceptance” procedure, allowing amendments to automatically enter into force on a specified date unless objected to by a certain number of member states. This system ensures SOLAS remains a dynamic, living instrument capable of adapting quickly to new safety concerns. SOLAS establishes uniform minimum safety standards in the design, construction, equipment, and operation of merchant ships. All ships engaged in international voyages must comply, subject to inspections and certification by their flag state administrations, as well as verification by port state control officers when calling at foreign ports. The Convention also incorporates mandatory codes such as the ISM Code, ISPS Code, Polar Code, and HSC Code, ensuring comprehensive safety measures. The treaty has grown into a holistic framework addressing every aspect of ship safety, including fire prevention, life-saving appliances, safe navigation, carriage of cargoes, maritime security, and the safe management of shipping companies. Its reach extends from traditional merchant vessels to modern high-speed craft, bulk carriers, and ships operating in polar waters. The most updated structure of the SOLAS Convention includes the following chapters: Chapter I – General Provisions: Survey, certification, and enforcement. Chapter II-1 – Construction – Structure, Subdivision, and Stability, Machinery and Electrical Installations: Integrity of ship structure and machinery. Chapter II-2 – Fire Protection, Fire Detection, and Fire Extinction: Fire safety systems, training, and response. Chapter III – Life-Saving Appliances and Arrangements: Lifeboats, life rafts, survival suits, and muster arrangements. Chapter IV – Radiocommunications: GMDSS and distress alert systems. Chapter V – Safety of Navigation: Voyage planning, navigational warnings, and mandatory equipment like ECDIS and AIS. Chapter VI – Carriage of Cargoes: Loading, stowage, and securing of general cargoes. Chapter VII – Carriage of Dangerous Goods: IMDG Code compliance and hazardous cargo provisions. Chapter VIII – Nuclear Ships: Special safety arrangements for nuclear-powered ships. Chapter IX – Management for the Safe Operation of Ships (ISM Code): Safety management systems and company responsibility. Chapter X – Safety Measures for High-Speed Craft (HSC Code): Special rules for fast passenger and cargo craft. Chapter XI-1 – Special Measures to Enhance Maritime Safety: Continuous surveys, ship identification numbers, and inspection regimes. Chapter XI-2 – Special Measures to Enhance Maritime Security (ISPS Code): Ship and port facility security levels, drills, and plans. Chapter XII – Additional Safety Measures for Bulk Carriers: Structural reinforcements and safety precautions. Chapter XIII – Verification of Compliance: IMO audits of member states’ compliance. Chapter XIV – Safety Measures for Ships Operating in Polar Waters (Polar Code): Safety, environmental, and crew training standards in polar regions. Chapter XV – Safety Measures for Ships Carrying Industrial Personnel: Safe design and operation of vessels carrying offshore or industrial workers. Chapter XVI – Safety Measures for the Carriage of More than 12 Industrial Personnel on International Voyages: Latest addition, providing detailed regulations for industrial transport. In 2024, several significant amendments entered into force, further strengthening the safety framework. Updates to Chapter II-1 on construction and stability enhanced watertight integrity and introduced refined methods for damage stability calculations. These improvements, particularly in Parts B-1, B-2, and B-4, applied to new vessels and modernized long-standing requirements. Fire safety also received attention, with amendments to the Fire Safety Systems (FSS) Code easing requirements for individual detector isolators, balancing safety with practical shipboard application. Changes to the Life-Saving Appliances (LSA) Code clarified standards for launching appliances, including rescue boats and free-fall lifeboats, while providing exemptions from certain dynamic testing requirements. At the same time, the International Code of Safety for Ships using Gases or Other Low-flashpoint Fuels (IGF Code) was updated, reinforcing provisions on fire protection, fuel distribution, and fixed extinguishing arrangements. These changes ensured that ships using LNG and other alternative fuels maintained higher safety margins. Other 2024 amendments addressed mooring equipment, requiring de

DISTRESS SIGNAL

Distress signals are official emergency indicators used by vessels to show that they are in grave and imminent danger and urgently require assistance. These signals are recognized worldwide under COLREGS Annex IV, ensuring that seafarers, coastal stations, and rescue authorities understand the situation instantly—no matter the language or location. Distress signals can be visual, sound-based, or radio-based, such as red star shells, flares, flames on deck, SOS, Mayday calls, smoke, gunfire at one-minute intervals, code flags, dye markers, radio alarms, or waving of arms. Each signal serves the same purpose: to alert others that the vessel or individuals are in a life-threatening emergency. Knowing these signals is essential for all maritime personnel, as they play a critical role in saving lives and enabling fast rescue operations.

Central Cooling System

Central Cooling System (CCS) on Ships The Central Cooling System (CCS) is the primary method used on modern vessels to maintain safe operating temperatures for engines and auxiliary machinery. Instead of relying on multiple separate cooling circuits, a CCS uses a single freshwater loop to cool major equipment. This freshwater absorbs heat from engines and machinery and then transfers that heat to seawater through a central cooler. By using freshwater internally and seawater externally, the system offers both efficiency and protection for vital components. Purpose of the Central Cooling System The CCS is designed to provide a stable and controlled cooling environment for the ship’s mechanical systems. Its main purposes include: •Preventing Overheating: Engines, compressors, generators, and pumps produce significant heat during operation. The CCS ensures they remain within safe temperature ranges. •Reducing Corrosion: Freshwater circulates inside machinery rather than corrosive seawater, greatly extending equipment lifespan. •Improving Efficiency: Consistent cooling improves fuel efficiency, power output, and overall engine performance •Simplifying Maintenance: A centralized system requires fewer individual coolers, making inspection and repairs easier and more cost-effective. •Environmental and Safety Protection: Proper cooling prevents machinery failures that could lead to pollution, downtime, or emergency situations. A Brief History of Marine Cooling Systems Early ships relied on direct seawater cooling, where seawater passed directly through engines. While simple, this system caused rapid corrosion, fouling, and frequent breakdowns. As engine outputs increased with advancements in marine propulsion, a more reliable and controlled method became necessary. By the mid- 20th century, ships shifted toward a jacket-water (freshwater) cooling system, where freshwater circulated around the engine block. However, many small coolers were still used for individual machinery, creating complexity. The modern Central Cooling System emerged as a solution: •One freshwater loop for all machinery •One central cooler to transfer heat to seawater •Better temperature control and lower maintenance Today, the CCS is standard on most commercial vessels due to its efficiency and durability.