OOW ORALS NOTES

1
SYLLABUS DECK - C
STCW Reg - II/I
OOW - SHIPS OF 500GT AND ABOVE

Candidates should demonstrate the ability to apply the knowledge outlined in this oral
examination syllabus by appropriate responses, anticipations and reactions to a range of
routine, non-routine and contingency scenarios as presented by the examiner, from the
perspective of OOW - Ships of 500gt and above.

TOPIC 1 NAVIGATION

1 Plan and Conduct a Passage Including Position Determination

a) passage planning with respect to the use of navigational publications including navigational
charts (including ECDIS and RCDS), sailing directions, light lists, tide tables, radio navigational
warnings and ships’ routeing information;
b) the requirements of ship routeing and mandatory reporting systems;
c) IALA systems of maritime buoyage;
d) electronic navigational systems - limitations and sources of error, methods of correction;
e) limitations of electronic chart systems including ECDIS and RCDS navigational chart systems;
f) radar and ARPA - practical use of, modes of operation, limitations, sources of error and
parallel indexing;
g) to use an azimuth mirror for taking bearings, including the determination of compass errors;
h) to use a sextant, identify and correct errors;
i) sources of meteorological information, ability to use and interpret information obtained from
ship borne meteorological instruments (the instruments supplied by the Meteorological Office
will be taken as standard), knowledge of characteristics of various weather systems, reporting
and recording systems.

2 Maintain a Safe Navigational Watch

a) a thorough knowledge of the principles of navigational watchkeeping at sea, including under
pilotage, and watchkeeping at anchor and in port;
b) a thorough knowledge of the content, application and intent of the International Regulations
for Preventing Collisions at Sea;
c) radar and ARPA - practical use of, modes of operation, limitations, sources of error, plotting
and parallel indexing;
d) understand the use of bridge equipment, including rate of turn indicators, course recorders,
echo sounders and NAVTEX;
e) knowledge of steering control systems, including automatic pilot, operational procedures and
change-over from manual to automatic control and vice-versa - adjustment of controls for
optimum performance;
f) knowledge and application of the ICS Bridge Procedures Guide.

3 Compasses
a) use, care and limitations of the magnetic and gyro compasses, and associated equipment,
including automatic pilot.

4 Manoeuvre the Ship

a) preparation for getting under way, duties prior to proceeding to sea, making harbour,
entering a dock, berthing alongside quays, jetties, or other ships, and securing to buoys;

2
b) use and care of mooring lines and associated equipment;
c) helm orders, conning the ship, effects of propellers on the steering of a ship, effects of wind
and current, stopping, going astern, turning short round, interaction and squat, manoeuvring in
the vicinity of pilot vessels and other craft, embarking and disembarking a pilot;
d) action in event of failure of:- bridge control, telegraph or steering; emergency steering
arrangements.
e) Proper procedures for anchoring.

TOPIC 2 CARGO HANDLING AND STOWAGE

1 Loading and Unloading of Cargoes

a) use and care of synthetic fibre and wire ropes, ascertaining of safe-working loads;
b) basic knowledge of the regulations and recommendations affecting cargo handling, stowage,
securing and carriage, including the IMDG Code;
c) use of the hydrometer.

TOPIC 3 RESPONSE TO EMERGENCIES

1 Response to Navigational Emergencies

a) initial action following: man overboard, collision, grounding, flooding or major mechanical
damage, and receipt of a distress message; initial damage assessment and control, protection of
the marine environment;
b) precautions for the protection and safety of passengers in emergency situations;
c) use of the International Aeronautical and Marine Search and Rescue (IAMSAR) Manual
(Volume III), distress and emergency signals; Search And Rescue around the UK and worldwide.

2 Response to Other Emergencies

a) understanding of the organisational procedures for emergency parties and drills;
b) knowledge of fire prevention, use and care of fire-fighting appliances, the shut-down and
isolation of plant and equipment, escape and breathing apparatus, fire and safety plans;
c) knowledge of classes and chemistry of fire;
d) understanding of action to be taken in the event of fire including fires involving oil;
e) use and care of life-saving appliances and equipment including hand held radios, EPIRBs,
SARTs, immersion suits and thermal protective aids, and rocket line throwing apparatus;
f) meaning of markings on survival craft and associated equipment;
g) correct use of distress signals and awareness of penalties for misuse;
h) launch and manage survival craft, recover rescue boats at sea;
i) precautions for the protection and safety of passengers in emergencies;
j) knowledge of the contents of SOLAS training manuals and maintenance logs;
k) basic principles of survival;
l) appreciation of action to be taken when emergencies arise in port;
m) sources of medical information available.

3 Communications
a) use of distress and emergency signals, International Code of Signals and the IMO Standard
Marine Communication Phrases;
b) emergency communications within the GMDSS regulations.

3
TOPIC 4 ONBOARD SHIP OPERATIONS

1 Pollution Prevention Requirements

a) precautions to be taken to prevent pollution of the marine environment as required by the
MARPOL conventions, including Restricted Areas and the disposal of pollutants;
b) basic understanding of the SOPEP manual, Garbage Management Plan and anti-pollution
equipment.

2 Seaworthiness of the Ship

a) understand fundamentals of watertight integrity, and the closing of all openings including
hatch covers, access hatches and watertight doors;
b) preparations for heavy weather.

3 Legislative Requirements
a) contents and use of Merchant Shipping Notices, Marine Guidance Notes, Marine Information
Notes and Annual Summary of Admiralty Notices to Mariners;
b) knowledge and application of current Merchant Shipping Health and Safety legislation, and
the Code of Safe Working Practices for Merchant Seamen;
c) basic knowledge of relevant IMO conventions concerning safety of life at sea, and protection
of the marine environment.
d) purpose and application of the International Safety Management (ISM )Code;
e) purpose of Flag State and Port State Control.

4
 ORAL ( OOW )

International safety management code (ISM) ( MGN 40 )

Provide international standard for the safe management and operation of ship and for the
pollution prevention.

OBJECTIVES

 To ensure safety at sea.

 Prevention of human injury or loss of life .
 Avoidance of damage to the environment. In particular to the marine
environment and to the property.

PURPOSE

 Safe working practise.

 Safety of personals.
 Safety of ship.
 Safety of environment.
 Training of onboard personals far emergencies.
 Complies with mandatory rules and regulation.
 Guidance and standard recommended by organisation.

COMPANY

Company appoint the Designated Person Ashore (DPA)

Designated Person Ashore (DPA)

He has the link between the company and ship crew. And
direct asses between the company`s highest management level and ship`s if there is any
emergency. We must report to DPA.

MASTER

Master responsible for the implementation of the safety and

environmental policy. Motivates the crew to observe the policy. Reviews safety management
system (SMS) and reports any deficiencies.

5
ISM Code.

Part A – IMPLEMANTATION

 Safety Management Certificate (SMC)

Structured and documented system enabling personal to implement policies.

 Document of compliance (DOC)

Issued to the company.

 Safety Management Certificate (SMC)

Issued to the ship.

Part B – CERTIFICATION AND VERIFICATION

Document of compliance (DOC)

Issued by flag state it is evidence that the company complies with

ISM Code.

It is valid only for the ship types that it lists.

If it is withdrawn the safety management certificate will also be withdrawn.

Audited annually by flag state.

A copy is held onboard the vessel.

Safety Management Certificate (SMC)

Issued to each individual ship after a onboard audit of SMS.

It is valid for 5 year.

Audit done in between 2nd and 3rd year.

Document of compliance (DOC)

Valid for 12 months and issued to a newly established company.

6
Safety Management Certificate (SMC)

Issued when a company takes on a new ship.

Issued when a ship changes flag.

Valid not more then 6 months.

EMERGENCY DRILL UNDER ISM

Emergency drill under ISM (SMS) and as per MGN 71

1. Abandoning ship drill
2. man overboard drill
3. stranding or grounding drill
4. Fire drill
5. flooding drill
6. Main engine or emergency steering failure drill
7. collision drill
8. search and rescue drill
9. Rescue boat drill
10. Anti pollution drill
11. Security drill

HOW WOULD YOU TRAIN YOUR CREW ACCORDING TO ISM?

Ans: Responsible for the implementation of the safety and environmental policy.
Motivates the crew to observe the policy reviews safety management system (SMS) and
reports any deficiencies.

7
 INTERNATIONAL SHIP AND PORT FACILITY SECURITY CODE (ISPS)

1. Adopted to SOLAS chapter 11 Special Measures to Enhance Maritime Security.

2. Objective is to clearly define roles and responsibilities of port facilities, ships,
shipping companies and governments in order to enhance security on ship`s and
port facilities.
3. Ship security is essential in reducing the risk of terrorism, stowaways, piracy of drug
smuggling,
4. It prevent un-authorized entry to the port and ship`s.
5. Ship must carry on international ship security certificate, valid 5 years.
6. Every ship must have a ship security assessment, which identifies any potential
weaknesses in the vessel, structure and procedures regarding security.
7. All ship`s must carry a ship security plan,
8. Levels of security introduced. It is divided into three level

LEVEL: 1 ( All ship maintain normally )which is included 20% of search

In my last ship I was follow the ship security plan. Visitor and gangway log to
be maintained. All visitor ID card to be checked or all restricted areas and unattended space
are locked on ship. Make a security round every hrs and maintained a petrol watch as per
security plan.

LEVEL: 2 ( Enhanced Security level ) which is included 50% of search

In my last ship I was follow the ship security plan. Visitor and gangway log to
be maintained. All visitor ID card to be checked or all restricted areas and unattended space
are locked in port. Pay attention to the offshore side of the vessel. Where potential
stowaways may attempt to onboard. Gangway attended by a reliable crew member.
Increased the security onboard and maintained a petrol watch as per security plan. Stores or
spaces excess should be carefully checked.

8
LEVEL: 3 ( There is a specify threat to the ship or port facility ) which is included
100% of search

In this level stop all operation nobody can enter the ship or port heave up the
vessel gangway and follow the SSO or master instructions. Establish contact between the
port and ship. Detailing the specific security duties and expectation of each port for the
duration of the port call.

A security drill must be carried out at least every 3 month. If following a crew change more
than 25% of the crew.

Ship Security Officer ( SSO )

 Must have completed an approved ship security officer course (SSO).

 Undertakes regular inspection of the vessel.
 Responsible for implementing the ship security plan and proposing any
modifications.
 Reports to the company security officer (CSO).
 Responsible for ensuring that all crews with specific security duties and security
awareness.

9
 CONTENT AND USE OF IAMSAR MANUAL

IAMSAR ( International Aeronautical and Maritime Search and Rescue Manual)

It is published jointly by IMO (International Maritime Origination ) and International

Civil Aviation Organization ( ICAO)

There are three volumes of the IAMSAR Manual and they provide guidelines for the co-
ordination and organization of marine and air facilities in a search and rescue scenario.

VOLUME-1: Organization and Management

Not use onboard

VOLUME-2: Mission Co-ordination

Not use onboard

VOLUME-3: Mobile Facilities

Mobile Facilities
Carried onboard aircraft and ship.
Mandatory for carriage onboard ship.
Provides assistance in helping perform a search and rescue.
Provides information on the role of on-scene co-ordinator.

In mobile facilities there are 4 section and additional appendices.

SECTION-1: Overview

o Responsibilities and obligations

o SAR System Organization
o SAR Co-ordination
o SAR Mission Co-ordinator
o On-scene Co-ordinator
o Ship Reporting System
o AMVER Automated Mutual Assistance Vessel Rescue System

SECTION-2: Rendering assistance

 Initial action by assisting craft

10
  Action proceeding to a distress.
 On-board preparations
 Action by Aircraft assisting
 Search patterns
 On-scene communication
 Helicopter operation
 Care of survivors

SECTION -3: On-board co- ordination

 Co- ordination of search and rescue operation

 Communication
 Planning and conducting the search
 Conclusion of search

SECTION-4: On – board emergencies

 Distress signal
 Medical Evacuation
 Person overboard
 Ship emergencies at sea
 Aircraft emergencies
 Vessel – aircraft communications

APPENDICES- A: Regulation v/33 of the international convention for the safety of life at
1974, as amended.

APPENDICES-B: seach action message

APPENDICES-C: factors affection as serves effectiveness

APPENDICES-D: standard format for seach and rescue situation report (SITREP)

APPENDICES-E: SAR briefing and debriefing from.

WHAT ARE THE DIFFERENT SEARCH PATTERNS

Ans: There are many searches including

(i) An Expanding Square Search

(ii) A sector Search
(iii) A creeping line search
(iv) A Parallel search with one or more vessels
(v) A 90o parallel search with one vessel (Used by oilrig’s and is very effective)

11
 STCW-95
( Standard of Training Certification and Watch Keeping for Seafarers )

It is IMO Convention also published by the MCA and implement in Training and certification
regulation.

Person who has a STCW-95 Course certification he has to proof of compliance of IMO that
means I am a white list.

Five main area where STCW-95 affects the ship.

1. Shipboard familiarization
2. Hours of work
3. Training
4. Medical
5. Certificates

HOURS OF WORK

5. The limits on hours of work or rest shall be as follows:

(a) Maximum hours of work shall not exceed:

(i) 14 hours in any 24-hour period; and

(ii) 72 hours in any seven-day period;

or

(b) Minimum hours of rest shall not be less than:

(i) 10 hours in any 24-hour period; and

(ii) 77 hours in any seven-day period.

6. Hours of rest may be divided into no more than two periods, one of which shall be
at least six hours in length, and the interval between consecutive periods of rest shall
not exceed 14 hours.

7. Musters, fire-fighting and lifeboat drills, and drills prescribed by national laws and
regulations and by international instruments, shall be conducted in a manner that
minimizes the disturbance of rest periods and does not induce fatigue.

12
8. When a seafarer is on call, such as when a machinery space is unattended, the
seafarer shall have an adequate compensatory rest period if the normal period of
rest is disturbed by call-outs to work.

9. If no collective agreement or arbitration award exists or if the competent authority

determines that the provisions in the agreement or award in respect of paragraph 7
or 8 of this Standard are inadequate, the competent authority shall determine such
provisions to ensure the seafarers concerned have sufficient rest.

10. Each Member shall require the posting, in an easily accessible place, of a table
with the shipboard working arrangements, which shall contain for every position at
least:

(a) the schedule of service at sea and service in port; and

(b) the maximum hours of work or the minimum hours of rest required by national
laws or regulations or applicable collective agreements.

All the worked hours should be recorded on log book and keep inspection for
port state control.

13
 RISK ASSESSMENT
Risk assessment is an examination of the potential sources of harm in an operation and
minimize or eliminate these potential sources.

The aim of risk assessment is to reduce accidents.

Assessment should be carried out for all work activities onboard the ship.

Assessment should cover activities where there is foreseeable element of risk attached.

The company is responsible to ensure that risk assessment has taken place.

A responsible person with suitable experience should carry out the assessment.

Risk assessment there are 4 processes to go through.

1. Classify work activities

2. Identify the hazards
3. Determine the risk
4. Decide if the risk is tolerable

1. Classify work activities

Gather the information of the work. Department responsible
for the work. Where the job will be carried out is the work
plan maintained.

2. Identify the hazards

Gather the source of harm how could the harm happen

3. Determine the risk

How severe of harm how could the harm happen.

4. Decide if the risk is tolerable

Risk are estimated on the damage and like hood of risk
occurring.

Where you find risk assessment?

Sir find the risk assessment in Code of safe work procedure ( COSWP ) SECTION: 1 Safety
Responsibility and shipboard management ( chapter 1) and MGN 20

14
 International Maritime Danger Goods ( IMDG )

It is mandatory 1st of July 2004.

Purpose of IMDG for storage or transportation environmental protection.

Principal of IMDG

The IMDG code lays down basic principles for the stowage, segregation
and caring of dangerous substances by sea. It also lays down recommendation for
emergency response during incidents involving dangerous goods.

IMDG code consist of two volumes and with a supplementary volume

VOLUME 1

 General provision
 Classification
 Packing and tank provision
 Consignment procedure
 Construction and testing of packing
 Transfer operation

VOLUME 2

 Dangerous goods list in tabular form

 Limit quantities exception
 The index
 Appendices

SUPPLEMENTARY VOLUME

EMS Guide ( Emergency procedure guide )

MFAG ( Medical first aid guide)
Reporting procedure
Safe use of pesticide
INF Code

CERTIFICATES

 Dangerous goods manifest.

 Hazardous waste manifest.
 Emergency response information.
 Documents of compliance.

15
The proper sipping name of the material carried.

 The UN number
 Hazard class
 Packing group
 Subsidy risk
 Marine pollutant
 Number of packages
 Flash point
 IMDG Code or other local regulations.

Classes of dangerous cargo:

Class 1 : explosives

Class 2 : gases compressed, liquefied or dissolved under pressure.

Class 3 : inflammable liquids.

Class 4.1 : inflammable solids.

Class 4.2 : inflammable solids or substances liable to spontaneous combustion.

Class 4.3 : inflammable solids or substances which when in contact with water emit
flammable gases.

Class 5.1 : oxidising substances.

Class 5.2 : organic peroxides.

Class 6.1 : poisonous toxic substances.

Class 6.2 : infectious substances.

Class 7 : radio active substances.

Class 8 : corrosives.

Class 9 : miscellaneous dangerous cargo which presto a danger not covered by other
classes

16
 Code of Safe Working Practice (COSWP)
(These regulation shall apply to all UK ship)

Purpose : The main purpose of this code is to improve the health and safety
onboard and provides guidance on safe working practice. And designed to reduce the
number of accidents.

This code is on 5 sections.

SECTION: 1 Safety Responsibility and shipboard management

SECTION: 2 Personal health and safety

SECTION: 3 Working Activities.

SECTION:4 Specialist Ship

SECTION: 5 Appendix

( I ) Standard Specification rule in the sea.

(ii) Bibliography.

Coppice of the current edition must be carried on all UK ships other then F. V/L and
pleasure craft coppice made available to any seaman in ship.

In accordance with merchant shipping (COSWP) regulations 1998, there should be

always be an adequate number of copies, for master, safety officer and any number of
safety committee to have this own,

33, chapters

5, sections

2, appendix

17
 MARPOL
International Convention for the Prevention of Pollution from Ships
(MARPOL)
Adoption: 1973 (Convention), 1978 (1978 Protocol), 1997 (Protocol - Annex VI);
Entry into force: 2 October 1983 (Annexes I and II).

The International Convention for the Prevention of Pollution from Ships (MARPOL) is the main
international convention covering prevention of pollution of the marine environment by ships from
operational or accidental causes.

The MARPOL Convention was adopted on 2 November 1973 at IMO. The Protocol of 1978 was
adopted in response to a spate of tanker accidents in 1976-1977. As the 1973 MARPOL
Convention had not yet entered into force, the 1978 MARPOL Protocol absorbed the parent
Convention. The combined instrument entered into force on 2 October 1983. In 1997, a Protocol
was adopted to amend the Convention and a new Annex VI was added which entered into force
on 19 May 2005. MARPOL has been updated by amendments through the years.

The Convention includes regulations aimed at preventing and minimizing pollution from ships -
both accidental pollution and that from routine operations - and currently includes six technical
Annexes. Special Areas with strict controls on operational discharges are included in most
Annexes.
Annex I Regulations for the Prevention of Pollution by Oil (entered into force 2 October
1983)
Covers prevention of pollution by oil from operational measures as well as from accidental
discharges; the 1992 amendments to Annex I made it mandatory for new oil tankers to have
double hulls and brought in a phase-in schedule for existing tankers to fit double hulls, which was
subsequently revised in 2001 and 2003.

Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
(entered into force 2 October 1983)
Details the discharge criteria and measures for the control of pollution by noxious liquid
substances carried in bulk; some 250 substances were evaluated and included in the list
appended to the Convention; the discharge of their residues is allowed only to reception facilities
until certain concentrations and conditions (which vary with the category of substances) are
complied with.
In any case, no discharge of residues containing noxious substances is permitted within 12 miles
of the nearest land.

18
Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form
(entered into force 1 July 1992)
Contains general requirements for the issuing of detailed standards on packing, marking,
labelling, documentation, stowage, quantity limitations, exceptions and notifications.

For the purpose of this Annex, “harmful substances” are those substances which are identified as
marine pollutants in the International Maritime Dangerous Goods Code (IMDG Code) or which
meet the criteria in the Appendix of Annex III.

Annex IV Prevention of Pollution by Sewage from Ships (entered into force 27 September
2003)
Contains requirements to control pollution of the sea by sewage; the discharge of sewage into
the sea is prohibited, except when the ship has in operation an approved sewage treatment plant
or when the ship is discharging comminuted and disinfected sewage using an approved system
at a distance of more than three nautical miles from the nearest land; sewage which is not
comminuted or disinfected has to be discharged at a distance of more than 12 nautical miles
from the nearest land.
In July 2011, IMO adopted the most recent amendments to MARPOL Annex IV which are
expected to enter into force on 1 January 2013. The amendments introduce the Baltic Sea as a
special area under Annex IV and add new discharge requirements for passenger ships while in a
special area.
Annex V Prevention of Pollution by Garbage from Ships (entered into force 31 December
1988)
Deals with different types of garbage and specifies the distances from land and the manner in
which they may be disposed of; the most important feature of the Annex is the complete ban
imposed on the disposal into the sea of all forms of plastics.
In July 2011, IMO adopted extensive amendments to Annex V which are expected to enter into
force on 1 January 2013. The revised Annex V prohibits the discharge of all garbage into the
sea, except as provided otherwise, under specific circumstances.
Annex VI Prevention of Air Pollution from Ships (entered into force 19 May 2005)

Sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits
deliberate emissions of ozone depleting substances; designated emission control areas set more
stringent standards for SOx, NOx and particulate matter.
In 2011, after extensive work and debate, IMO adopted ground breaking mandatory technical
and operational energy efficiency measures which will significantly reduce the amount of
greenhouse gas emissions from ships; these measures were included in Annex VI and are
expected to enter into force on 1 January 2013.

19
20
MARPOL ANNEX – 6 AMMENDMENTS

The revised Annex VI (Regulations for the Prevention of Air Pollution from Ships) of
the International Convention for the Prevention of Pollution from Ships (MARPOL
convention) enters into force globally on 1 July 2010, together with important
reductions in sulphur oxide (SOx) emissions in specific areas. It was adopted in
October 2008.
The main changes to MARPOL Annex VI will see a progressive reduction of SOx
emissions from ships, with the global sulphur cap reduced initially to 3.50% (from the
current 4.50%), effective from 1 January 2012; then progressively to 0.50 %,
effective from 1 January 2020, subject to a feasibility review to be completed no later
than 2018.

The revised Annex VI allows for Emission Control Areas (ECAs) to be designated for
SOx and particulate matter, or NOx, or all three types of emissions from ships,
subject to a proposal from a Party or Parties to the Annex, which would be
considered for adoption by the Organization, if supported by a demonstrated need to
prevent, reduce and control one or all three of those emissions from ships.
The limits applicable in sulphur ECAs are reduced to 1.00%, beginning on 1 July
2010 (from the current 1.50%); being further reduced to 0.10%, effective from 1
January 2015. This means that ships trading in the current ECAs will have to burn
fuel of lower sulphur content (or use an alternative method to reduce emissions) from
1 July 2010.

The revised Annex lists two ECAs for the control of SOx, and particulate matter: the
Baltic Sea area and the North Sea, which includes the English Channel.
A new North American ECA, for SOx, nitrogen oxide (NOx) and particulate matter
was adopted by IMO in March 2010. The regulations to implement this ECA are
expected to enter into force in August 2011, with the ECA becoming effective from
August 2012. Progressive reductions in NOx emissions from marine engines also
come into force, with the most stringent controls on so-called "Tier III" engines, i.e.
those installed on ships constructed on or after 1 January 2016, operating in ECAs.
The MARPOL Annex VI Regulations for the Prevention of Air Pollution from Ships

21
have, to date, been ratified by 59 countries, representing approximately 84.23 % of
the gross tonnage of the world's merchant shipping fleet. Greenhouse gas emissions
from ships

Meanwhile, IMO has been addressing the reduction of greenhouse gases (GHGs)
from ships, as part of IMO’s contribution to the worldwide efforts to stem climate
change and global warming and good progress has already been made on related
technical and operational measures, with further work being undertaken on market-
based measures.
Further consideration of measures to reduce GHGs from ships will continue at the
next session of IMO’s Marine Environment Protection Committee (MEPC 61), which
will meet from 27 September to 1 October 2010.

For vessel other then tanker.

o Proceeding on voyage.
o Ship outside a special area.
o Oil content not to exceed 15ppm
o Oil discharge filtering and monitoring system fitted.

For tanker.

 Tanker proceeding on voyage.

 Tanker outside special area.
 More than 50 miles from nearest land.
 Oil content less the 30 liters per mile.
 Total quantity discharged is less than 1/30000 of previous cargo.

Oil special areas

 Antarctic Area
 North Sea
 Wider Caribbean
 Baltic Sea
 Black Sea
 Mediterranean Sea
 Red Sea
 Gulf Area
 Gulf of Aden Area
 Gulf of Oman
 Southern South Africa Area

22
Garbage special areas

 Antarctic Area
 North Sea
 Wider Caribbean
 Baltic Sea
 Black Sea
 Mediterranean Sea
 Red Sea
 Gulf of Aden Area

Noxious liquid special areas

 Black Sea
 Baltic Sea
 Antarctic Sea

Air pollution special areas

o English Channel
o North Sea
o Baltic Sea

Entries made in Oil record book Part 1 and Part 2?

(As per Regulation for the control of pollution by oil.)

Ans: ENTRIES IN OIL RECORD BOOK PART 1(ONE) MACHINERY SPACE OPERATION
ALL SHIP:

i) Ballasting or cleaning of fuel oil tanks.

ii) Discharging of dirty ballast or cleaning water from fuel oil tanks.
iii) Collection and disposal of oil sludge.
iv) Discharging overboard bilge water.
v) Condition of oil discharge monitoring and control system.
vi) Bunkering fuel or lubricating oil in bulk.
vii) Accidental or other exceptional discharge
viii) Procedure ad remarks

OIL RECORD BOOK PART II(two) cargo/ ballast operation tankers:

i) Loading of oil cargo.

23
 ii) Internal transfer of oil cargo
iii) Ballasting of cargo tanks.
iv) Ballasting of dedicated clean ballast tank.(CBT tankers only)
v) Cleaning of cargo tanks including crude oil washing.
vi) Disposal of residues
vii) Discharge of ballast from cargo tanks.
viii) Discharge of ballast from clean ballast tank(CBT tankers only)
ix) Accidental or other exceptional discharge of oil.

------------------------------------------------------------------------------------

Reference:
Annex 1 MARPOL 73/78 regulation 26
MGN 11O

WHAT ARE THE CONTENTS OF S.O.P.E.P MANUAL?

Ans: SOPEP ( ship board oil pollution emergency plan):

i) Ship (tanker 150 GRT or other cargo 400 GRT) must have SPOEP.
ii) Ship carry MARPOL annex II (noxious liquid sunstone) combines in one
document ship board marine pollution emergency plan (SMPEP)
Plan should be simple consisting of a series of checklists and flowcharts.

The plan should guide the master through the decisions and action required in
responding to an incident.

The plan should assist the crew in taking steps to minimize any discharge of oil.

Mandatory content :

 The procedure to be followed by the master in the event of

an oil pollution incident.
 A list of authorities and persons to contact in the event of an oil pollution
incident.
 Detailed procedure of action to be taken by the ship crew in order to reduce and
stop the flow of oil from an incident.

24
  The procedures and contact details of the command centre on the bridge for co-
ordinating national and local pollution control centres.

Non- Mandatory content.

 Plan and diagrams of the ship.

 Oil spill response equipment carried on the vessel.
 Procedure for dealing with the media.
 Procedure for record keeping.
 Details of drills.

SOPEP EQUIPMENT?

Ans:. PLASTIC DRUM. SHAVEL, SAW DUST, FIRE EXTINGUISHER. RUBBER BOOT,
ABSORBING PAD, HELMET, BOOM, WINDLASS PUMP,

GERBAGE MANAGEMENT PLAN

(As per Regulation for the prevention of pollution by Garbage from ship.)

 Every ship of 400 GRT and above and every ship certified to carry 15 person and
above shall have a garbage management plan.
 Plan shall provide procedures for collection, storage, processing and disposing of
garbage. Including the use of equipment on board.
 It also designate the person in charge of carrying out the plan.
 Shall be written in working language of crew.
 Shall be prepared in accordance with requirement of merchant shipping regulation
and IMO ( MARPOL, Annex 5 ).

GARBAGE

Garbage includes all kind of food domestic and operational waste.

 Plastic ( No discharge anywhere )

 Food wastes (Ground to 25mm ) not less than 3 miles from land 12 miles from
land in special area.
 Food wastes ( ungrounded ) not less than 12 miles from land.
 All other garbage not less than 12 miles from land in special area. No discharge
permitted.
 Dunnage and packing materials that floats. Not less than 25 mile from land in
special areas. No discharge permitted.

25
 GARBAGE RECORD BOOK
Entries in Garbage Record Book, shall be made on each of the following occasion.

1. When Garbage discharged into the sea.

 Date and Time of discharge
 Position of ship, lat and long
 Category of Garbage discharged
 Estimated amount discharged for each category in m3
 Signature of officer of the operation

2. When Garbage is discharged to shore or other ship.

 Date and Time of discharge
 Port facility or name of receiving ship
 Category of Garbage discharged
 Estimated amount discharged for each category in m3
 Signature of officer of the operation

3. When Garbage is incinerated.

 Date and Time of discharge
 Position of ship, lat and long
 Estimated amount discharged for each category in m3
 Signature of officer of the operation

4. Accidental or exceptional discharge of Garbage.

 Date and Time of occurrences
 Port or position of the ship at time of occurrence
 Estimated amount discharged for each category in m3

AIR POLLUTION
AS PER MORPOL ANNEX 6 (Amendment in 01/07/10 for all ship)

It is set limits for emission of No2 and So2 from the ship exhaust. It’s set a maximum level of
4.5% of So2 content in the fuel oil used on ship and it set 1.5% of So2 content in the full oil of
the ship in special emission control areas Baltic sea and North sea. North sea in port limits
0.4%

26
 International Maritime Organisation (IMO)
Purpose

To improve the safety of navigation in areas. When the density of traffic is more and in
restricted sea room. Also preventing or reducing the risk of pollution or other damage to the
environment.

IMO Conventions
1. International convention for safety of life at sea. ( 1984)
2. International convention for load line.(1966)
3. Convention of the international regulation for the prevention of collision at sea.(1972)
4. Convection of international standard of training and certification and watch keeping for
seafarers. (1978)
5. MARPOL (73/78)
6. Salvage operation

IMO Ship Routing Guide

PART: A General provisions

PART:B Traffic Separation Scheme (TSS)

PART:C Deep Water Routes

PART:D Areas to be avoided

PART:E Other Routeing Measures

PART:F Associated Rules And Recommendation

PART:G Mandatory Reporting System

PART:H Adoption designation and substitution

27
 SHIP REPORTING SYSTEMS
UK ships must comply with IMO adopted reporting systems.

The purpose of ship reporting schemes is to regulate and monitor traffic in areas of particular
high density of shipping.

Also be adopted in areas particularly sensitive to the environment .

Help of safety. Efficiency of navigation. Protection of the environment.

UK ships must comply with mandatory ship reporting schemes adopted anywhere in the world.

Reports should be shore-based when entering or leaving the scheme.

Reasons for not reporting e.g. failure of radio communications equipment should be entered in
the ships logbook.

References:

SOLAS chapter 5 (safety of navigation ) regulation 11

Admiralty list of radio signals

Admiralty chart

MGN O58, MGN 128, MGN 153

SHIP ROUTINE CHARTS

Routine chart divided in five ocean.

1. Indian Ocean
2. North Pacific Ocean
3. South Pacific Ocean
4. North Atlantic Ocean
5. South Atlantic Ocean

Every month 1 chart each ocean or every year 12 charts each ocean and total 60 routine charts

Information in routine chart .

 Barometric pressure
 Monthly weather information
 Wind rose
 Gale warning
 Ice information
 Recommended route and distant (not used for navigation )
 Load line zone information
 Sea currents

28
 Contents of SOLAS
1. General Provision .
2. PART : 1 Construction ( subdivision and Stability, Machinery and Electrical
installations).
PART: 2 Construction ( Fire protection, Fire detection, and fire extinction ).
3. Life-saving Appliances and Arrangements.
4. Radio Communications.
5. Safety of Navigation.
6. Carriage of Cargoes.
7. Carriages of Dangerous Goods.
8. Nuclear Ships.
9. Management for the safe operation of ships.
10. Safety measures for High-speed Craft.
11. Special measures to enhance maritime safety.
12. Additional safety measures for bulk carriers.

Appendix : Certificates

SOLAS TRAINING MANUAL:

Shall be provided in each crew mess room ,recreation room and bridge

the following shall be explained in details

1. Donning of lifejacket, immersion suit and anti exposure suit.

2. Muster at the assigned station.
3. Boarding, launching and clearing the survival craft.
4. Method of launching from within the survival craft.
5. Release from launching appliances.
6. Method and use of devise for protection in launching areas.
7. Illumination in launching areas.
8. Use of all survival equipment.
9. Use of all detection equipment.
10. Use of radio LSA.
11. Use of engine and accessories.
12. Recovery of survival craft and rescue boat. (including storage and securing).
13. Hazards of exposure and need for warm clothing.
14. Best use of the craft facilities to survive.
15. Methods helicopter rescue and ships LTA.
16. Contents of muster list and emergency instructions.
17. Instructions for emergency repair of LSA.

29
 Content of Cargo Securing Manual?
Content of Cargo Securing Manual are as follows:

I) General
II) Principal of safe storage and securing of cargo
III) Standardize storage & securing
IV) semi Standardize storage & securing
V) Non Standardize storage & securing
VI) Action may be taken in heavy whether
VII) Action may be taken once cargo has been shifted.

(SOLAS requires ships of 500 tons over are required to carry cargo securing manual &
to have a “ship specific cargo securing manual” approved by FLAG state.)

Content of chain register?

Ans: CHAIN REGISTER: provides details of only Anchor Chain Certificates.

i) Length of cable no of shackles

ii) Diameter of link
iii) Length of a shackle
iv) Certificates.
Ans: CHAIN REGISTER: provides details in chain register.

1. Test and thoroughly examination of lifting gear

2. Test and thoroughly examination of derricks used and union purchase
3. Test and thoroughly examination of wire rope
4. Test and thoroughly examination of lose lifting gear

30
 CARGO RECORD BOOK

ANS: Every to which annex ii (regulation for the control of pollution by noxious liquid
substance in bulk) applies shall be provided by with cargo record book.

In which following shall be recorded:

 Loading of cargo
 Internal transfer of the cargo.
 Unloading of the cargo.
 Cleaning of cargo tank
 Discharging into the sea of tank cleaning
 Ballasting of cargo tank.
 Discharge of ballast from cargo tanks
 Accidental or other exceptional discharge
 Control by authorised surveyors
 Additional operational procedure and remarks

GRAIN REGULATIONS

ANS: GRAIN REGULATIONS (IMO 240 E) (MSN-1253)

GRAINS: Wheat, corn, rice, pulses, seeds, oats etc.

Minimum stability requirement:

1. No more than 12 degree list after assumed shift of grain. Full compartment-
grain shift-15 degree, partly filled compartment-25 degree grain shift.
2. Initial GM of 0.3 m.
3. Upright before sailing.
4. A minimum residual stability as specified
Angle of flooding 40 degree, 0.075 m radius.

Every ship intended to load grain should have:

1. Document of authorization.
2. Grain loading manual.
3. International code for the safe carriage of grain-IMO 240 E

31
 WHAT INFORMATION YOU GET IN MARINERS HANDBOOK –NP100

The information found in the Mariner's Handbook are as follows :-

• World map of areas / list of volumes which are covered by the Sailing Directions.

• Preface, list of diagrams and abbreviations.

• Chapter 1 : Charts, books, system of names, IHO and IMO (navigational information, charts &
diagrams, supply of charts, navigational warnings, Admiralty Notices to Mariners, Upkeep of
chart outfit, books, system of names, IHO and IMO)

• Chapter 2 : The use of charts and other navigational aids (position fixing, lights, fog signals,
buoyage, echo soundings, squat and underkeel clearance)

• Chapter 3 : Operational information and regulations (Obligatory reports, Distress & rescue,
Tonnage & loadlines, National limits, Vessels requiring special consideration, Ship's routeing,
Vessel traffic management, Exercise areas, Minefields, Helicopter operations, Pilot ladders,
International port traffic signals, Offshore oil & gas operations, Submarine pipelines & cables,
Overhead power cables, Pollution of the sea, Conservation and Historic & dangerous wrecks)

• Chapter 4 : The sea (Tides, Tidal streams, Ocean currents, Waves, Underwater volcanoes &
earthquakes, Density/salinity/colour of the sea, Submarine springs, Coral, Sand waves and Local
magnetic anamolies)

• Chapter 5 : Meteorology (General maritime meteorology, Weather routeing of ships, Abnormal

refraction, Aurora, Magnetic and ionospheric storms)

• Chapter 6 : Ice (Sea ice, Icebergs and Ice glossary)

• Chapter 7 : Operation in polar regions and where ice is prevalent (Polar regions, Approaching
ice, The Master's duty regarding ice, Ice reports, Ice accumulation on ships, Operating in ice,
Icebreaker assistance and Exposure to cold)

• Chapter 8 : Observing and reporting (Hydrographic information and Rendering of information)

• Chapter 9 : IALA Maritime Buoyage System • Annexes, Glossary and Index.

32
List the titles of the main sections of the Weekly Notices to Mariners.
Section I : Explanatory notes,

Section II : Updates to standard navigational chart

Section III : Reprints of Radio Navigational Warnings.

Section IV : Corrections to Admiralty Sailing Directions.

Section V : Corrections to Admiralty List of Lights and Fog Signals.

Section VI : Corrections to Admiralty List of Radio Signals.

Admiralty List of Radio Signals

VOLUME: 1 Cost Radio Stations

VOLUME: 2 Radio Aids to Navigation
VOLUME: 3 Maritime Safety information Services
VOLUME: 4 Meteorological Observation stations
VOLUME: 5 Global Maritime Safety and Distress System (GMDSS)
VOLUME: 6 Pilot Services

Cumulative Notice to Mariner

Cumulative notice to mariner comes every January and July. And it keeps recoded for
last tow year chart corrections.

33
 Annual Summary Notice to Mariner

Annual Summary Notice to Mariner in force as of January 1st .

Published in the beginning of each year contains all admiralty temporally &
preliminary notices & correction s to admiralty to sailing direction & also
contains permanent information on radio message navigational warning &
distress & rescue at sea & exercise area fire practice , ukc national claims to
maritime, TSS, US navigation safety regulation, information of carriage of
publications & charts

State the contents of Summary of Annual Notices to Mariners.

1. Admiralty tide tables - Addenda and corrigenda.

2. Suppliers of Admiralty chart and publications.

3A. Official messages to British flagged Merchant ships - GBMS.

3B. Official radio messages to Merchant ships - The allied MERCOMMS

System.

4. Distress and rescue at sea - Ships and Aircrafts.

4A. Distress and rescue - ships position and reporting system.

4B. AMVER

5. Firing practice and exercise areas.

6. Former Mine Danger areas, swept routes.

7. UK and USSR (former) - Mutual safety procedures for Military units.

8. Submarine information.

10. Minelaying and mine counter measures exercises.

11. North Atlantic Ocean weather ships.

12. National claims to Maritime Jurisdiction.

13. World-Wide Navigation Warning Service and World Meteo Organisation.

14. Availability of Notices to Mariners.

15. UK allowance.

15A. Negative storm surge.

34
16. Protection of Historic and Dangerous wrecks.

17. Traffic Separation Schemes.

17A. Ship reporting system - (AIRS) Automatic Ship Identification and

Reporting System.

18. Carriage of Nautical Publications.

19. Satellite Navigation system Position and BA charts.

20. Protection of Offshore installations.

21. Canadian Charts and publication regulations.

22. US Navigation safety regulations relating to Navigation charts and publications

SAILING DIRECTIONS

1. Coast to details
2. Off lying features
3. Tidal streams and currents
4. Information about channel and harbours
5. Buoyage systems
6. Navigation hazards
7. Pilotage
8. Port facilities
9. Seasonal currents
10. Local weather information

NAUTICAL ALMANAC
1. Altitude correction tables for Sun Stars and planets
2. Altitude correction tables additional corrections
3. Planet notes and diagram
4. Daily pages, Ephemerides of Sun, Moon, Aries, and planets, sunrise, unset,
twilight, moonrise, moonset,
5. Standard times
6. Star chart
7. Star: H.S.A and Dec.
8. Polaris (pole star) table
9. Conversion of arc to time
10. Increments (sun, planets, moon, aeries)

35
 What is Port State Control & Flag State Control?

PORT STATE CONTROL:

It is a authority which has right foreign vessel visiting their port,

anchorage, offshore installations regarding upkeep of certificates &
documents LSA/FFA, general condition of ship & has power to detain the
ship if requirement is not meet and they can hold the V/L until
requirement is not meet.

A vessel needs to belong to a certain country .this is known as nationality of the vessel .the
vessel is generally registered to a certain port of that country . this is known as port of registry.

FLAG STATE CONTROL:

Is a authority to which the general requirements relating to the

ship has to be maintained as per flag state control. If she detained due to
any reason by port state control flag state control has to be informed of
that

WHAT ARE THE DAILY, WEEKLY, MONTHLY TEST OF GMDSS

DAILY CHECKS:

i) Internal DSC test

ii)Battery on/off load voltage check.

iii)Printers & adequate supply of paper available.

WEEKLY CHECKS:

i) External MF DSC test call.

ii) Check of reserve power supply.

MONTHLY TEST:

i) EPIRB/ SART internal test. Inspect mounting and for any signs of
damage.

ii) Check condition antennae systems.

iii) Survival craft portable VHF test.

36
 SQUAT& INTERACTION
- Bodily sinkage of a vessel when underway and making way
- Most noticeable in shallow water.ion
- Its value will vary proportionally to the square of the speed of the vessel.
- Forward draft increases and trim changes when m/w through water
- Steering becomes critical.
- Speed of the vessel has the strongest influence on the amount of squat.

INTERACTION

Interaction is the reaction of the ship’s hull to pressure exerted on its under water volume.

Interaction occurs in following cases:

1. Overtaking.
2. Between two vessels on reciprocal courses.
3. Between a bank and the vessel.
4. Between vessel’s hull and sea bed in shallow waters.
5. In narrow channel- between a moored vessel and passing vessel.

WHAT IS IG AND WHY IS IT NECESSARY TO INERT TANKS?

Inert gas systems are a key component of the cargo handing process on tankers.
Inert gas defined as a gas or a mixture of gases, such as fule gas, that contain insufficient oxygen
to support the gases , such as flue gas that purpose of inert gas, in items of cargo operations on
tankers, is to prevent the formation of flammable atmosphere in the cargo tanks. As can be seen
in the chapter on hazard of petroleum cargoes. The three components required for ignition are
fuel heat and oxygen.

WHAT ARE THE ALARMS ON AN IG PANEL?

SAFETY FEATURES AND ALARMS FOR INERT GAS SYSTEMS:

1) low water pressure / flow to the scrubber.

2) High water level in scrubber
3) High I.G temperature
Other alarms required by SOLAS are:

1) failure of I.G bowers

2) 02 content >5% by volume
3) low water level in the deck water seal
4) low I.G pressure <100mmW.G.
5) High I.G pressure.

37
 STIFF AND TENDER VESSEL?

STIFF V/L:

Large positive GM.

Large positive Righting levers

Large righting moments.

Short rolling period with a very abrupt return.

TENDER V/L:

when a v/l has a small GM she is said to be tender

Small positive GM

Small positive righting levers(GZ)

Small positive righting moments

Long rolling period with a smooth return.

Will roll even in calm water.

HOW WILL YOU GET MEDICAL ASSISTANCE ON BOARD?

GMDSS,

CAP. FAST AID GUIDE,

MEDICAL FIRST AID GUIDE.

Nearest coast station

38
 WHAT YOU GET FORM WEATHER CHART INFORMATION?

Low pressure area

high pressure area

isobars

Warm fronts

cold fronts

WHERE YOU GET WEATHER INFORMATION?

Weather chart

IMO Ship routine chart

Synoptic Charts

Shore-based station (coast station)

NAVTEX

From GMDSS

RIGGING PLAN

position and size of deck eye plates

ii) position of inboard and out board booms

iii) maximum head booms
iv) maximum angle between runners
v) side and SWL of all blocks and their position
vi) length size and SWL of all runners topping lifts, gys and
provender’s
vii) SWL of all shackles
viii) Position of the all derricks producing maximum forces
ix) Guidance and maintenance of the derricks
x) Combined load diagram’s showing force of load
SWL( safe working load)

39
 Where you find Safe working load ?

 Rigging plan
 Chain register
 General arrangement plan
 By calculation
 On place (from equipment)

ACTION ON DISTRESS MESSAGE RECEIVED

(i) Take a Compass Bearing of the flare and not it down (Convert this to a True Bearing)
(ii) Take the Lat/Long of the ships position
(iii) Sound the General alarm of 7 short blasts followed 1 prolonged blast on the ships whistle
(iv) Alter course Towards the flare
(v) Inform the Skipper/Captain and relate all the information to him
(vi) Make sure all your radios are on the distress frequencies (they should always be left on
distress frequencies)
(vii) If no Mayday then it’s up to you to Relay a Mayday (Mayday Relay - Mayday Relay - Mayday
relay)
(viii) Inform the crew at the muster station to get all lifesaving/fire-fighting and portable pumps
made ready
(ix) Post look-outs around the vessel
(x) The mate should now observe the radar looking for a target

CONTENT OF MUSTER LIST

MUSTER LIST CONTENTS

1. Name and rank of crew member.

2. Duties assigned: (state separately for different emergencies)
3. Muster points (for respective emergencies)
4. Alternative muster points.
5. Boat station (no.1 / no.2)
6. Person responsible (for maintenance of equipments)
Name/Rank of responsible person or incharge of respective parties

40
 MSN. MIN, MGN WHAT IS IT, AND WHAT INFORMATION THEY CONVEY

MGN

- will provide
1. Advice
2. Guidance

- in order to improve
1. safety of shipping
2. safety of life at sea
3. prevent or minimize pollution
 numbered in sequence from MGN 1

MIN

- info for a more limited audience

e.g. info on training establishments

Or equipment manufacturers

Or which will be of use for a short period of time

 numbered in sequence from MIN 1

 cancellation date typically 12 months

MSN

- mandatory info which must be complied with under UK legislation

- these will relate to SI’s and contain technical detail of such regulations

 numbered in sequence continuing the present numbers but using the initial letters MSN

Three complimentary series

 Safety
 Pollution prevention
 Other info of relevance to shipping and fish industries

41
 PILOT CARD
SHIP SRATICULARS

Name, call sign, displacement, deadweight, year built, length overall,

breadth, bulbous bow, draught fwd, draught aft, draught amidships, port anchor stbd anchor,

ENGINE

Type of engine, maximum power, rpm/pitch, loaded speed ballast speed, engine critical
rpm, maximum number of consecutive starts, time full ahead to full astern, time limit astern,

STEERING

Rudders, time head-over to head-over, direction of turn, controllable pitch,

thrusters, bow power, stern power, steering idiosyncrasies.

EQUIPMENT CHECKED AND READY FOR USE

Anchors , whistle, flags, X-band radar, S-band radar, speed log, echo sounder, electronic
position-fixing, compass system, steering gear, rudder, VHF, mooring winches and line,

EQUIPMENT OPERATION DEFECTS

OTHER IMPORTANT DETAILS

MASTER NAME

DATE

WHEEL HOUSE POSTER

1. Ship particulars: Name, C.S., GRT, NRT, Max Displ. DWT, Cw, at summer, full load
Draft,
2. Draft: at which the manoeuvring data were observed, loaded, ballast,
3. Steering particulars.
4. Population particulars.
5. Anchor chain.
6. Thrusters effect at trail conditions.
7. Draft increase
8. Turning circles
9. Man overboard rescue manoeuvre
10. Deviation card
11. Muster list
12. Time zone chart
13. Load line zone
14. ME correction

42
 SHIP POSTERS

1. Ship particulars
2. Wheel house poster
3. DF calibration card
4. Deviation card
5. SOLAS card
6. Muster list
7. GA plan
8. Fire plan
9. Emergency steering failure procedure
10. LSA, FFA, placard
11. ISM checklist
12. Garbage poster
13. Emergency contact no
14. Master standing order
15. Pilot ladder rigging arrangement
16. Load line zone chart
17. Sea state cord
18. VHF dsc alert sending procedure
19. MF/HF dsc alert sending procedure

When engaged in coastal navigation, would you use the

Admiralty List of Lights and Fog Signals? And if so, how would you use it?

Answer: Yes, I would use the light list in conjunction with the navigation
chart. The lights are listed ‘geographically’ and it would act as an
additional checking operation to match the coastal light order as presented
by the chart.
The light list also contains more information about individual lights,
than is normally contained on the chart, and this fact would further
enhance the safe navigation practice of the vessel.

43
 Content of fire wallet
 Up to date stability information.
 Up to date crew list.
 Plans of the vessel, general arrangement, life saving appliances,
ventilation,
 Copy of ship contingency plans.
 Copy of emergency contact details.
 Copy of ventilation fire flap shut off points.
 Cargo plan and dangerous goods plan.

Information to hand over to fire crew

 Location of fire and how to get access it.

 Briefing of spaces in the vicinity of fire, contents and risks involved.
 Any action that has already been taken ventilation shut down. Machinery isolated. Boundary
cooling in operation.
 Any persons unaccounted for.
 Establish communications system.
 Current stability information and status of fuel. Ballast and fresh water tanks.

44
 Pressure chart symbols

Cold front Warm front

The leading edge of an advancing colder air mass. The leading edge of an advancing warmer air mass,

Its passage is usually marked by cloud and the passage of which commonly brings cloud and

precipitation, followed by a drop in temperature precipitation followed by increasing temperature

and/or humidity. and/or humidity.

Occluded front (or 'occlusion')

Developing cold/warm front (frontogenesis)

Occlusions form when the cold front of a depression

catches up with the warm front, lifting the warm air

Represents a front that is forming due to increase in
between the fronts into a narrow wedge above the
temperature gradient at the surface.
surface. Occluded fronts bring cloud and

precipitation.

Upper cold/warm front

Weakening cold/warm front (frontolysis)

Upper fronts represent the boundaries between air

Represents a front that is losing its identity, usually masses at levels above the surface. For instance,

due to rising pressure. Cloud and precipitation the passage of an upper warm front may bring

becomes increasingly fragmented. warmer air at an altitude of 10,000 ft, without

bringing a change of air mass at the surface.

Isobars

Quasi-stationary front
Contours of equal mean sea-level pressure (MSLP),

A stationary or slow-moving boundary between two measured in hectopascals (hPa). MSLP maxima

air masses. Cloud and precipitation are usually (anticyclones) and minima (depressions) are

associated. marked by the letters H (High) and L (Low) on

weather charts.

45
 Trough

An elongated area of relatively low surface

pressure. The troughs marked on weather charts

Thickness lines may also represent an area of low thickness

(thickness trough), or a perturbation in the upper

Pressure decreases with altitude, and thickness
troposphere (upper trough). All are associated with
measures the difference in height between two
increasing cloud and risk of precipitation.
standard pressure levels in the atmosphere. It is

proportional to the mean temperature of this layer

of air, so is a useful way of describing the

Convergence line
temperature of an airmass.

A slow-moving trough, which is parallel to the

Weather charts commonly show contour lines of
isobars and tends to be persistent over many hours
1,000-500 hPa thickness, which represent the
or days. They are quite common in cold northerly
depth (in decametres, where 1 dam = 10 m) of the
outbreaks down the Irish Sea, affecting west Wales,
layer between the 1,000 hPa and 500 hPa pressure
Devon and Cornwall in particular, but can be found
levels. Cold, polar air has low thickness, and values
in other areas also. This convergence line can gives
of 528 dam or less frequently bring snow to the UK.
hours of persistent precipitation over very localised
Conversely, warm, tropical air has high thickness,
areas, whilst a few miles down the road it is
and values in excess of 564 dam across the UK
relatively dry, leading to some heavy
often indicate a heatwave.
snowfall/rainfall. In summer the convergence lines

are not as easy to forecast, but then can still occur

due to sea-breeze convergence, and are over the

land, whilst in winter they are over the sea.

46
 storms, the message contains the following :-

(1). Position of the storm so far as it can be ascertained.

(2). Date and GMT when it was encountered.

(3). Position, true course and speed of vessel when observation was made.

(4). Barometric pressure at mean sea level (not corrected for diurnal variation).

(5) Change in barometric pressure during the previous 3 hours.

(6). The true direction and force of wind. (7). The state of sea.

(8). The height of the swell and the direction from which it comes.

(9). The period or length of swell.

47
CHARACTERISTICS OF A TROPICAL REVOLVING STORM
Storms usually from between latitude 8 to 20 degrees north and south of the equator.

TRS may be developing if barometer is 3mb below mean reading. Mean readings found in Admiralty
Sailing Directions.

If there is significant change in the direction or strength of the wind. Wind speed about 10 knots.

A long low (smoothly) swell is observed from the approximate center of the storm approaches
followed by broken Cumulus and nimbostratus cloud.

Squall heavy rainfall in vicinity of TRS.

When storm recourses speed increases to 20 to 25 knots.

Veering ( wind observation)

Northern hemisphere.

Vessel located in dangerous semi-circle.

Southern hemisphere.

Vessel located in navigable semi-circle.

Backing ( wind observation)

Northern hemisphere.

Vessel located in navigable semi-circle.

Southern hemisphere.

Vessel located in dangerous semi-circle.

Steady ( wind observation)

If pressure is falling, vessel is located in the path of the strom.

Buys-Ballots law together with the angle of indraft is used to establish the direction of the centre of
the storm.

Face the wind.

48
Low pressure lies on the right in the Northern Hemisphere and on the left in the Southern
Hemisphere.

The direction is 90° + Angle of Indraft from the wind direction.

Vertex Advance Trough Line Rear

Right Dangerous

Quadrant
Path Vortex Track

Left

Tropical Revolving Storm

Navigable Semicircle
Northern Hemisphere
Northern Hemisphere

Dangerous Quadrant

Steer a course with the wind ahead or on the starboard bow and proceed at maximum practicable
speed.

Alter course as the wind veers.

(From a position close to the Path it may be practicable to cross the path into the Navigable
Semicircle as below.)

In the Path

Steer a course with the wind on the starboard quarter and proceed with maximum practicable speed
into the navigable semicircle.

Navigable Semicircle

Steer a course with the wind on the starboard quarter and proceed with maximum practicable speed
away from the path. Alter course as the wind backs.

Rear

49
Heave to with the wind on the starboard bow and allow the storm to move clear of the intended
course.
Tropical Revolving Storm
Navigable Semicircle
Southern Hemisphere

Right
Path Vortex Track

Left Dangerous

Quadrant

Vertex Advance
Trough Line Rear

Southern Hemisphere

Dangerous Quadrant

Steer a course with the wind ahead or on the port bow and proceed at maximum practicable speed.

Alter course as the wind backs.

(From a position close to the Path it may be practicable to cross the path into the Navigable
Semicircle as below.)

In the Path

Steer a course with the wind on the port quarter and proceed with maximum practicable speed into
the navigable semicircle.

Navigable Semicircle

Steer a course with the wind on the port quarter and proceed with maximum practicable speed
away from the path.

Alter course as the wind veers.

Rear

50
Heave to with the wind on the port bow and allow the storm to move clear of the intended course.

51
 MAGNETIC COMPASS
Purpose

It is very imported instrument for us and for safe navigation. In my last ship it was fitted on
monkey island fore and aft centreline of the ship. It is all the time cover with canvas.

Used

It is used onboard ship for steer the ship also taking the celestial and terrestrial object
bearing and Also for collision avoidance and transit bearing and also we can see on bridge
by periscope.

Precaution

Before taking bearing first of all i will make sure that no any metal with my body and also i
will consult with chart that i am not in a magnetic area. after i will check the azimuth ring is
freely rotating and prism of magnified glass is clean. while taking celestial object bearing i
will put the arrow upward side. when taking terrestrial object bearing i will put the arrow
downward side. check the gimbals ring is freely moving. compass card is freely floating.
Before taking a reading i will make sure the bobble is at centreline. Inside there is a mixture
of Ethel alcohol and distil water. I will make sure inside no any bobble if there is any bobble
the i will remove by filling distil water. I will make sure there is no any leakage.

After taking compass bearing . i will not directly plot on chart so there are tow type of error
variation and deviation

Variation

It is due to earth magnetism difference between true north and magnetic north

Deviation

It is due to ship magnetism difference between magnetic north and compass north

After applying .i will find the true then apply on chart.

C = 245®(C) T = 127®(T)

D =04® (E) V =04® (E)

M =249®(M) M =123®(M)

V =02®(W) D =02®(W)

T =247®(T) C =125®(C)

52
How often do you take compass error ?

1. The difference between the compass north and the true north is the compass error.
Like compass name is east or west .
2. Azimuth: true bearing of the heavenly body calculated at a given time in GMT.
3. Amplitude: true bearing of the heavenly body calculated at a given time in GMT
made when body is on the above half of the horizon. Rising or Setting
4. Transit : take the bearing is one in which tow conspicuous terrestrial object are in a
line one in front of the other.
5. Leading light: first of all i will take the bearing of leading light after i will move the
ship head in a line of leading light than take bearing and compare both bearing if
there any difference or not

When find the compass error ?

1. Large alteration
2. Every watch
3. Arrival and departure of port
4. After dry-dock
5. When loaded the metal cargo
6. Near the compass electrical installation
7. Constructional changes

53
 GYRO REPEATER

Purpose

It is very imported instrument for us and for safe navigation. In my last ship it was fitted on
bridge wings port and stbd side

Used

It is used onboard ship for steer the ship also taking the celestial and terrestrial object
bearing and Also for collision avoidance and transit bearing .

Precaution

Before taking bearing first of all i will check the power supply system. By night i will check
the dimmer light. after i will check the azimuth ring is freely rotating and prism of magnified
glass is clean. while taking celestial object bearing i will put the arrow upward side. when
taking terrestrial object bearing i will put the arrow downward side. check the gimbals ring is
freely moving. compass card is freely floating. Before taking a reading i will make sure the
bobble is at centreline.

54
 Marine Hydrometer
Purpose

Sir, this is marine hydrometer. Its gives the density of liquids.

Used

In my last ship chef officer give me order. He was told me collect a full bucket of clean dock
water away from engine room discharges and from a depth about half the draught.

After he was put hydrometer in the bucket of dock water and push down lightly and spin
slowly.

 Make sure the hydrometer is not resting on the bottom of the bucket.
 Break the surface tension of the water.

When the stopped spinning read the density of the dock water.

Q Why we required density?

A Because ship move from dock water to salt water or salt water to dock water. The
density of water is changing and so the draft of the vessel also change.

( Is less the SW density so we have load more cargo in DW when we will go open sea
it will come to the appropriate load line)

Q if you move from dock water to salt water when will happen with draft?

A Vessel move to dock water to salt water draft will be decreasing .

Like dock water draft 7.5m vessel will be going to salt water draft will be decreased
5.3m means vessel will be rising 2.2m.

Q if you move from salt water to dock water when will happen with draft?

A Vessel move to salt water to dock water draft will be increasing .

Like salt water draft 5.3m vessel will be going to dock water draft will be increased
7.5m means vessel will be sinking 2.2m.

55
Q if your vessel FWA = 200mm, and density of water is same. What will be the DWA?

Sir, I will calculate the DWA by formula.

DWA=1025 – density of dock water/25 x FWA

DWA=1025 – 1005 / 25 x 200

Dock water Allowance = 160mm

Q What is FWA?

A The amount by which the appropriate load line can be submerged. When loading in
freshwater of relative density 1.000.

Formula of FWA= SUMMER DISPLACEMENT / 4 x TPC

Q What is DWA?

A The amount by which the appropriate load line can be submerged. When loading in
water of density between 1000 and 1025 kg m³.

Where you find FW allowance.

1. Load line certificate

2. Stability booklet
3. Ship particular
4. Hydrostatic table
5. By formula

56
 ANEROID BAROMETER
Purpose

This is Aneroid Barometer. it is gives us atmospheric pressure at mean time. In my

last ship it was fitted on the bridge fore and aft centre line of the ship. It should be
kept away from the direct sunlight.

Used

Inside the instrument there is one aneroid capsule. When the pressure is increase
the capsule compress and when the pressure is decreases the capsule is expands,

When i am coming on the watch i will set the dummy needle on the present reading
and note down present reading. cause if there is any changes in between three (3)
hrs. Then i will come to know whether the pressure is increasing or decreasing. If the
pressure is increasing that means we are going to the high pressure area and we will
get the good weather. If the pressure is decreasing that means we are going to the
low pressure area and we will get the depression or bad weather.

Precaution

 Aneroid barometer should be sited at a height that is easy to read preferably on

the bridge fore and aft centre line of the ship.
 It should be kept away from the direct sunlight.
 Before take the reading i will tap the instruments gently because if the pointer is
liable to stick.
 Apply the index error correction stated on the card.
 Apply the height of eye correction form the card. ( always added)
 Note the reading as accurately as possible.
 Log the reading.

INDEX ERROR

Large index error can be removed from the instrument by adjustment of a screw
located at the back of the instrument. And note of this adjustment should be made
in the lob book.

Small error should be noted on a card.

If there is defected or very large error i will be send the instrument port
meteorological officers or marine offices. (atmospheric pressure unit = 1 MB
(Millibar) universal unit = 1 hPa (hectopascal)1 MB (Millibar)= 1 hPa
(hectopascal)

57
 THE MASONS HYGROMETER
Sir, this is masons hygrometer. It is purpose to measuring the humidity of the
air.This is Stevenson’s screen and this is louvered side. It is protect the inside
instrument from direct sunlight and allow the free flow of air over the instrument.
Inside there is a tow thermometers one is called dry bulb and other one called wet
bulb and this is muslin or wick and reservoir (inside the reservoir refill the distilled
water). Dry bulb gives us temperature of the air and wet bulb gives us humidity of
the air.

Precaution

Before take the reading,

1. I will make sure that thermometers are clean.

2. Check that the thread of mercury is not broken in the thermometer.
3. Ensure that marine screen is hung to the windward side.
4. Ensure that the muslin is wet and not dry.

Taking a Reading

After taking the both reading ( dry and wet bulb reading ) and note down the both reading
and subtract the two reading. I will get the depression of wet bulb from metrological table.

Metrological Table,

Dry bulb Depression of Wet bulb

0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6

5.0 5.0 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0

4.5 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0 0.5

4.0 4.0 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0.0

3.5 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0.0 -0.5

3.0 3.0 2.5 2.0 1.5 1.0 0.5 0.0 -0.5 -1.0

2.5

2.0

1.5

1.0

0.5

58
0.0

-0.5

Enter the table with dry bulb temperature down left hand column and depression of wet
bulb along the top.

Maintenance

1. Each week the muslin and wick should be change for a clean one.
2. Refill the reservoir with distilled water.
3. Clean the thermometers and screen.
4. Ensure the thermometer are not broken .
5. Enter the log book.

WET BULB READING DURING FROST

The hygrometer can still be used during freeing conditions

Sir. I will give the wet cloth and clean the wet bulb and dry bulb surface and wet the muslin
after few minutes i will drying the both bulb before taking the reading wait few minutes
when the wet bulb has fallen below the dry bulb and remain steady take the reading.

Q: WHAT IS DEW POINT.

A: ( is the temperature at which the air become saturated and they can hold no more
vapours in the air.)

Q: WHAT IS HUMIDITY .

A: the temperature at which the relative humidity of air become 100%, and they can
hold the more vapours in the air

Q: WHAT IT IS AND WHAT IT GIVES AND HOW TO FIND IT?

A: relative humidity and dew point also to check temp and know to ventilate the cargo
spaces when moving from warm ports to colder ports.

Q: IF BOTH ARE EQUAL LEVEL?

A: 100% humidity and fog can be expected or rain or TRS or muslin cloth may be dry.

59
 MARINE SEXTANT
USED

Sextant is a precision instrument which we used at sea to measured altitude of

celestial body and VSA and HSA of terrestrial body.

Principal

When a ray of light is twice reflected by two mirrors in the same plane,

Parts of sextant

1. Pivot
2. Index mirror
3. Horizon mirror
4. Index shades
5. Horizon shades
6. Arc of sextant
7. Micrometer drum
8. Micrometer vernier
9. Clamp
10. Index mark
11. Index bar
12. Prismatic monocle
13. Sextant frame

SEXTANT ERROR

There are two type of error adjustable and Non adjustable.

ADJUSTABLE:

1. Perpendicularity error
2. Side error
3. Index error

NON ADJUSTABLE:

1. prismatic error
2. Worm and rack error
3. Graduation error
4. Shade error
5. Collimation error
6. Centring error

60
ADJUSTABLE THE PERPENDICULARITY ERROR

Perpendicularity error

Cause : Index mirror not perpendicular to the plane of the instrument.

To correct,

Sir, hold the sextant horizontally. Arc of instrument away from body. Set
index bar half of the arc of the instrument (60®). Look through index mirror true image and
reflected image of the arc. If both are in one line that mean error is not exist. If there is not
in a line that’s mean error exist.

How to correct,

I can adjust by the 1st adjustable screw which is behind of the index mirror.

Side error

Cause

Horizon mirror not perpendicular to the plane of the instrument.

To correct,

Sir, hold the sextant horizontally. Set index bar zero of the arc of the
instrument (0®). Look through by the telescope at the true image of horizon and reflected
image of horizon. If horizon is as one continuous line that mean error is not exist. If there is
not in a line that’s mean error exist.

How to correct,

I can adjust by the 2nd and 3rd adjustable screw which is behind of the
horizon mirror.

Index error

Cause

Index mirror and Horizon mirror not parallel to each other.

To correct,

61
 Sir, hold the sextant vertical. Set index bar zero of the arc of the instrument
(0®). Look through by the telescope at horizon. Adjust the sextant reading If both are in one
line that mean index error is not exist. If there is not in a line that’s mean index error exist.

How to correct,

Adjust the sextant reading so both images of the horizon come into line. Then
read the index error reading. If the reading is on the arc it should be subtractive. If the
reading is off the arc it should be added the index error in the main reading.

Formula

Sextant angle (S A) = 15®34”

Index error (I E) = 1.5”(OFF THE ARC)

Observed altitude (OB A) = 15®35.5”

Height of eye (H I) = 0.5 (Always add)

Apparent altitude = 15®36”

Total correction = 0.3

True altitude = 15®36.3”

62
 STEERING
AND
AUTOPILOT

63
 STEERING GEAR TEST PROCEDURE

Before 12hrs arrival or departure check and test .

Inform master and engine room
And one engineer will be in steering flat with communication
After i will send one person on the jetty with communication
First of all i will put the wheel on mid ship
Then i will put the one steering motor
And wheel on hard stbd side
Then hard stbd side to hard port take not more then 28 second
And wheel mid ship
Then i will put the 2nd steering motor
And wheel on hard stbd side
Then hard stbd side to hard port take not more then 28 second
And wheel mid ship
Then i will put the both steering motor
And wheel on hard stbd side
Then hard stbd side to hard port take not more then 28 second
Then i will check and compare the all time duration if there difference of more
than 8 second i will inform master
And i will check communication system of sound telephony
Keep a recorded in the log book.

CHECK
The main steering gear.
The auxiliary steering gear.
The remote steering control system.
The main steering position on the bridge.
The emergency power supply.
The rudder angle indicators in relation to actual rudder position.
The remote steering gear control system power failure alarms.
The steering gear power unit failure alarms.

64
EMERGENCY STEERING DRILLS

Emergency steering drill must carried out at least every three months &
approaching of USA water training drill should held within 24 hours before
And also i will check the flow chat when conduct the last drill
First of all i will Inform master and engine room
And make sure the ship not in coastal area and no any vessel in the vicinity
Than raise the general alarm all persons reach on the muster point than responsible
officer just brief it about emergency steering drills
All crew reach the steering gear compartment
responsible officer told them abut
telly motor Switch off
compare the gyro repeater
check the rudder indicator
Establish communication with bridge and steering compartment
Steering pumps and tall them everything about emergency steering procedures.

65
 AUTOPILOT

Rudder command signals to steer the ship are produced by electronic device.
The navigator will set the required course into the autopilot. the autopilot then
Compares the set course with information received from the gyrocompass.
If there is a difference. a rudder command signal causes the rudder to move and
Bring the ship back on course.

An autopilot has control to counteract the effects of:

1. Yaw
2. Trim
3. Draft
4. Weather

AUTOPILOT CONTROL
In my last ship a notice was posted that nobody touch the autopilot control steering

1. Yow
2. Weather
3. Rudder
4. Rudder limit
5. Counter rudder
6. Open sea control
7. Costal control
8. Alarm
9. Manual
10. Electric
11. Follow up control
12. Non follow control
13. Auto
14. Dimmer
15. Fuse

Q: Where you will find the emergency steering procedure ?

A: BPG part c poster & details in steering gear compartment

Q: how to make sure rudder indicator having no any error and where you compare ?

A: I will compare with steering compartment rudder indicator if there is any difference that
means error exist . inform master

66
Q: how to understand the autopilot failure ?

A: In autopilot panel show the autopilot failure alarm and light

Q: Where you will not use autopilot ?

A: In areas of high traffic density

In areas of restricted visibility

In large alteration

In heavy weather

In harbour channel

Where ship manoeuvring is critical

EVENT OF STEERING GEAR FAILURE

Inform master and engine room

Commence sound signalling
Exhibit not under command light and shapes
Broadcast urgency massage to ships in the vicinity
Engage emergency steering
Take all way off the ship
Prepare engine for manoeuvring
Check both steering pumps
Check manual steering
Check NFU control

OR

Steering Gear Failure

• Immediately engage alternative emergency steering gear.

• Inform Master and E/R.

• Display NUC signals, lights and shapes, as appropriate.

• Sound appropriate sound signal to warn other traffic eg "D" or "U".

• Advise vessels in the vicinity. • Obtain updated weather report.

67
• If in restricted visibility, sound appropriate fog signal.

• Post lookouts.

• Stop the vessel in the event of both emergency and auxiliary steering systems failure.

NB : If the vessel is stopped in the event of both emergency and auxiliary systems failure, a
warning report may become necessary, depending on the vessel's position eg. English Channel
TSS.

Q: Change over procedure from hand to auto steering?

A: Changeover to be supervised by responsible officer

Set the course with gyro compass & synchronised

Rudder is at mid ship

Ship heading steering check the rudder responding to autopilot

Q: Change over procedure from auto to hand steering?

Changeover to be supervised by responsible officer

A qualified helmsmen should standby ready to take wheel

Test manual steering at regular interval before entering the critical areas & every watch

68
69
 Global Positioning System ( GPS )
It gives the position of the receiver antenna.

It works on two frequencies 1575.42 MHZ for civilian user and 1227.6 MHZ for us coast
guard.

GPS required four satellites to fix three diminution which we used on ship. ( lat and long )

It gives course over ground , speed over ground and XTE (cross track error ).

Can be used for passage planning by feeding all the way point in it.

Around the earth in 6 orbits and about 24 satellites worked on orbiting .

GPS error

Ionosphere and atmosphere

Satellites error

Multipath error

Dilation of precision

Selective availability

70
 NAVTEX
Its provides maritime safety information

Navigation warnings.

Metrological forecasts and warnings.

Search and rescue information.

Pilot massages.

It used frequency 518 Khz and 490 khz

There divide NAV areas find in ALRS volume 5 and posted on bridge.

Set the NAV area which we are your vessel.

Check the printer paper every watch.

47 (a). State the advantages to the navigating officer of having Navtex Receiver on Bridge.

Following are the advantages of Navtex Receiver to O.O.W. on Bridge :-

• All latest and updated navigational warnings are received.

• Latest update on weather forecast is available.

• Any distress warning in the vicinity can be attended to.

• Any pilot service messages for the area.

• In high latitudes, ice reports can be received.

• Gale warning forecast on the intended track received.

• Movement of rigs in the offshore region can be obtained and position charted.

• An update on navigational instruments can be obtained (eg. Decca, Loran-C, Omega and
Satnav)

• With the information received from the Navtex Receiver, passage plan can be amended as
required for the safety of the vessel.

• It is quick and easy to receive unlike the morse code signal received by the Radio Officer.

• Unwanted or irrelevant messages not set into receiver will not be printed.

71
(b). State the type of messages that are broadcast over this system.

• A - Navigational warnings • B - Meteorological warnings

• C - Ice reports • D - Search and rescue information

• E - Meteorological forecast • F - Pilot service messages

• G - Decca messages • H - Loran messages

• I - Omega messages • J - Satnav messages

• K - Other electronic navigation aid messages • L - Additional navigation warnings

• "V" • V - Special services

• W - Special services • X - Special services

• Y - Special services • Z - No message on hand

NB : Subject indicators "A", "B" and "D" cannot be rejected by a NAVTEX operator.

ECHO SOUNDER
Its use to determine the depth of water.

Its frequency are 30 to 55 Khz ( ULTRA SOUND WAVES )

VELOCITY : 1500 M/SEC

It gives depth of water in meters or fathoms.

ERRORS

Multiple error.

False echoes or 2nd trace echoes.

INTERFERENCE

Mechanical and electrical noise.

Aeration...... caused due to presence of air bubbles in water.

Reverberation......caused in rough seas due to water noise.

72
 AUTOMATED IDENTIFICATOIN SYSTEM

 All ships over the 300 GRT engaged in international voyages must be fitted AIS.
 To help identify vessels.
 Assist the target tracking.
 Automatically exchange mandatory ship reporting information.
 AIS continuously transmits the ship’s own data to other vessels and VTS stations.
 It also continuously receives data from other vessels and VTS stations.
 AIS linked between radar and ECDIS, can display this data.
 As per master other AIS switched off and as per security purpose on ship.
 AIS range 20-30 miles same as VHF range.
 Once a month check the static information if change the static data as per master
order.
 Check the dynamic information every voyage if no accurate .
 Change the voyage data every voyage.

Static data. Dynamic data. Voyage data.

MMSI number. Ship position. Ship draught.

Call sign and name Position time in UTC. Hazardous cargo (type of cargo).

IMO number. Course over ground. Destination and ETA.

Length and beam. Speed over ground. Route plan ( waypoint )

Type of ship. Heading.

Location of position navigation status.
Fixing antenna. Rate of turn.

73
 ECDIS
( Electronic Chart Display Information System )

It is approval of IMO and it is requirement of SOLAS.

It has a capacity of showing simples chats information.

ECDIS has tow modes.

Raster navigation chart: it is a digital scan of paper chart.

Vector chart: it is a database of digital information chart.

Raster navigation chart: cannot be zoom.

Vector chart: can be boom.

Raster navigation chart: these chart cannot be seamless

Vector chart: it is seamless chart.

Raster navigation chart: in raster chart information is stored up to single layer and
therefore information cannot be display.

Vector chart: information is stored in a layer and can be displayed at any

time when you required by user.

Raster navigation chart: GPS, radar, ARPA, information and chart correction can be
obtained.

Vector chart: GPS, radar, ARPA, information and chart correction can be
obtained.

Raster navigation chart: alarms are not automatically trig erred.

Vector chart: alarms will automatically trig erred.

Raster navigation chart: raster chart show error in position of ship.

Vector chart: all electronic navigational chart are referred to WGS84.

Raster navigation chart: vessel must carry the backup folio chart.

Vector chart: vessel must carry out a risk assessment and paper chat if
system is not working.

74
 RADAR SETUP
 First of all i will make sure the nobody working or no obstruction near the scanner.
 There are no any notices near the radar.
 Set the gain control, brilliance and anti clutter controls to minimize.
 Then i will switch on the radar and radar show the digital clock in countdown mode.
 Then radar will be come in standby mode.
 I will adjust the brilliance control. Brilliance must be set with gain and anti clutter
control to minimum.
 I will check the just visibly and i will read everything on radar screen and match the
all information on radar screen for other equipment.

RADAR

X BAND 3CM 9GHz short wave length. S BAND 10CM 3GHz long wave lenth.

Scanner 6 feet Scanner 12 feet

Short range Long range

Small echo size Bigger echo size

Use to find sort range target. Find out long range target.
Use in coastal water, pilotage and narrow Use in open sea to avoid collision.
channels
Give clear picture. Better look through cloud and rain.

Good for bearing discrimination Poor for bearing discrimination

In fair weather a target will show up better Better at detecting target in rain.
on 9 GHz radar

Can detect a search and rescue
transponder (SART). At range approx 8 to
12 miles
Radar horizon greater then 9GHz radar.
Sea cutter response better then 9GHz their
targets are less likely to be heeder.

75
 RADAR ERROR

False echo

Multiple echo

Indirect echo

Ghost echo

Second echo

Radar to radar interference

LIMITATION OF RADAR

Small vessel, ice and other floating object may not be detected at an adequate range.

Use of sea or rain clutter may obscure some targets.

Minimum range.

Blind and shadow sectors.

False echo.

76
 RADAR PERFORMANCE

Check radar performance every 4 hours.

When using the radar for position fixing. Positively identify all object and using range and
bearing, Range are more accurate then bearing. Do not relay on single bearing and range for
position fixing.

Check the gyro error and compeers radar heading marker with compass heading of ship.

Check the accuracy of the variable range marker.

Be aware of blind and shadow sectors

When radar is used for collision avoidance, the speed input should be from a water-
stabilised source,

The speed given by GPS is ground stabilised.

Relative motion

In open sea relative motion north up sea stabilised. I will get CPA and TCPA of target vessel
in this situation my vessel is stationery and other vessel is moving.

True motion

In costal water i will set up my radar north up and head up true ground stabilised. I will get
course and speed of target vessel in this situation both vessel are moving.

77
 Sea stabilised

Good for anti collision with ship. Land move opposite to tide and current.

Tracks are water track.

Not for anti collision with ground.

Ground stabilised

Ground stays still track one ground track.

Not for anti collision with ship.

Good for anti collision with land/ground.

Will not indicate course and speed of ship through the water.

78
 Voyage Data Recorder (VDR)

Mandatory for all ships above 3000 GRT constructed after 1 st July 2002.

To assist in casualty investigation on ship when engage on international voyage.

Data record at last 12 hrs of operation this information can be download

Inside bridge area microphone and interface with other instrument. Its records the events of
voice; GPS, DGPS, engines orders, weather information and any events this records can
brings to analyzes

Battery backup power supply.

Inside protective capsule.,

Data recorded in the VDR.

79
 EPIRB
( Emergency Position Indicating Radio Beacon )

EPIRBS provides homing signals for search and rescue units.

Operation on frequencies 121.5MHz and 406MHz.

EPIRBS use two satellites COSPAS and SARSAT.

EPIRBS must be registered with an appropriate authority.

TESTING

Each month.

Wipe the EPIRB clean.

Push the switch to the TEST position. The strobe and red light will flash after 15 seconds.
After 1 minute the EPIRB will be automatically reset.

Check the expiry date of the battery.

Enter the results in the GMDSS log book.

Every three months.

Visually check the hold bracket.

Every two years.

Change the HRU or service to authorised agent.

Every four years.

Battery changed during service by the manufacturer.

80
 SART
( Search And Rescue Transponders )
Purpose.

The SART assists the location of a vessel in distress or a survival craft.

Testing.

Every month.

SART response on 9GHz X-BAND 3cm radar.

Release the SART from holder.

Ensure the vessel is in open water with no any vessels in the vicinity.

Activate the self button.

Red light will be show SART has been activate.

When the radar beam interrogates the SART. Audible alarm will be heard.

On the 3cm radar display 12-20 dots will be seen coming from the SART location.

These dots will develop into concentric circles.

Check the expiry date of the battery.

Renew the battery at least every four years.

Enter the results in the GMDSS log book.

SART range 8 to 12 miles

SART

81
CORRECT THE
CHART

82
 HOW TO CORRECT THE CHART
Sir, first i will check the last correction on chart the last correction is (2005). So we can’t use
for navigation.

For correction the chart i will take the edition no and go to cumulative notice to
mariner. Cumulative notice to mariner comes every January and July. And it keeps
recoded for last tow year. I will correct the chart. And also i will see the weekly notes
to mariner. If there any new correction and i will correct the chart then we can used
the chart for navigation.

)Correction to charts :-

• The Navigation Officer is responsible for correction to all charts.

• Charts must be corrected under CHART MANAGEMENT SYSTEM.

• Working charts to be corrected first and last correction noted by consecutive number.

• No erasures or the use of tippex / snow paint is allowed on chart.

• All new charts and new editions to be ordered and logged on board prior to the vessel sailing.

• Any missing or damaged chart must be reported to the Master.

• All corrections to be recorded in CHART CORRECTION LOG.

• Corrections must be made in accordance with the weekly notices to mariners.

• All blocks should be applied so as not to cause distortion (paste chart and not the correction
block).

• Corrections to be made in ink.

• Temporary and Preliminary corrections to be made in pencil.

• Cumulative list to be consulted and used in the correction of charts.

• All navigation warnings from whatever source, relevant to the chart should be noted on the
chart.

• A folio system should be employed and maintained with respect to recommendations of the
Mariners Handbook (NP-100).

83
Q.73) State the sources of information to ascertain chart reliability and lesser depth.

(1). Local navigational warnings. (2). Port authorities.

(3). Pilots for local knowledge. (4). Ship's echo soundrer.

(5). Weekly notices (T & P). (6). Annual Summary Notices 1, 15, 15a.

(7). Old log books. (8). Outward bound shipping.

(9). Port plans on small scale charts. (10). Sailing directions and supplements.

(11). Charted cautions and special notes. (12). Local agents.

(13). Admiralty Tide Tables. (14). Co-tidal / Co-range charts.

(15). Navtex.

Charts are not infallible, and the scale cannot cover every depth in total. Depth contours will also
be affected by topographic changes.

84
85
 CARGO WATCH PORT WATCH
First of all i have fit enough. I had take proper rest as per STCW 95. Carry out my watch.

At first i will wear my personal protective equipment and before 15 min to start my watch. I
will go to the bridge and their i will check.

1. Any standing order night order from master.

2. Check any important Massage or information about weather forecast.
3. Check barometer pressure
4. Note down the tidal information.

Then after i will close the bridge door and go to the cargo control room. And there i will
check

1. Any standing order from chief officer.

2. Check the cargo plan stowage plan. And taking the instructions. Where cargo is going
to load and has and had already been loaded.

Then i will come to the gangway and ensure that

1. Gangway watch are maintain as per ISPS level.

2. Gangway attended by reliable crew member or shore watchman.
3. Ensure that gangway ladder is properly secured and steps are free from grease, oil its
provide a safe access.
4. Check weather fire patrol are being carried out at a regular interval.

Then i will go to the aft station and check the mooring condition and come to the deck the
other side of the cargo operation.

1. Ensure how many cargo are working and their breaking time and also before going
to the deck i will ensure that all activities are carried out as per COSWP Code.
2. Check the cargo handling equipment operation by trained and experienced personal.
3. Check the area of cargo work is properly illuminated.
4. Check the cargo handling gear.
5. Maintain the SWL.
6. Check the visually cargo hold and cargo condition.

Then i will go to the FWD station and check the mooring condition

1. Check the emergency fire wire is rigged.

2. Check the all FWD store are closed.
3. Check the ballast operation.

86
Then come to the deck office and tack over duty from the duty officer and ask him any
important information about cargo. Vessel draught, Trim, List.

HEAVY WEATHER

1. Inform master, inform e/room, inform crew and other departments such as galley.
2. When master on bridge ask him if required to plot alternate course. Show him the
recent weather reports.
3. Then first i will secure up the bridge.
4. Wear PPE and organize crew with their PPE on.
5. Check weather all moveable object been secured above and below decks particularly
in E/Room Galley and store rooms, paint room, locker.
6. Check weather ship accommodation been secured and all ports and deadlights
closed.
7. Ensure lifeboat is wall secured check the gripes.
8. Check whether deck openings being secured hatch cover, hatch access, hatch
ventilation has been secured, bilge pipe and sounding pipe cape to be closed. Deep
tray plug to be open. All deck scupper to be open
9. Check the whether AFT and FWD mooring station has been secured all mooning rope
has been secured. Anchor chine and sperling pipe covered and secured. FWD store
has been locked.

87
Calling the Master :-

• If restricted visibility is encountered or expected.

• If traffic conditions or movements of other ships are causing concern.

• If difficulty is experienced in maintaining course.

• On failure to sight land, a navigation mark or obtain soundings by the expected time.

• If, unexpectedly, land or a navigation mark is sighted or change in sounding occurs.

• On the breakdown of the engines, steering gear, or any essential navigational equipment.

• In heavy weather, if in any doubt about the possibility of weather damage.

• If the ship meets any hazard to navigation, such as ice or derelicts.

• In any other emergency or situation in which the OOW is in any doubt.

88
 TAKING OVER WATCH

First of all i have fit enough. I had take proper rest as per STCW 95. Carry out my watch.

I will go minimum 15 min before to the start my watch.

Check the night order read it and sign it or any standing order from master.

Then i will check the vessel present position and also check that chart is corrected.

Then i will plot the new position vessel on position and also check the present speed of
vessel by GPS or present course from gyro compass.

Check the any A/C during my watch.

Check the no go areas or danger areas well marked on the chart.

Ensure the location of next chart and all other respective publication.

Check all meteorological instruments like barometer, barograph, hygrometer, NAVTEX and
get the information GMDSS.

Check the present depth of water by echo sounder and match the chart.

Check the sea status.

Adjust the eyes at night vision. (if night watch)

Visually check the traffic density.

Also see the target on the radar screen and compare with actual target.

I will not touch the radar or will not taking over the watch if collision avoidance is going.

Check the difference between gyro and magnetic compass.

Check the engine status.

Check the navigation light status

Emergency signal light, sound signal apparatus.

VHF set the appropriate channel and set the low volume

89
 FIRE IN EMERGENCY
Raise the alarm.

Inform master and engine room.

Follow ship emergency plan or contingency plan.

All person should wear personal protective equipment.

Muster at the assign station.

Head count as per muster list.

As per muster list establish the fire parties.

In my last ship chief officer head of emergency party or master and chief engineer head of
command party.

Establish communication with emergency parties.

Prepare the all fire fighting equipment.

Everyone familiar with all fire fighting equipment.

Engine room party operate the fire pump and emergency fire pump.

First of all back up party close the watertight door.

Cut off all electrical circuits in the vicinity of fire areas.

Shut off all ventilation fire flaps in the vicinity of fire areas.

If in the galley (cut off galley ventilation fans.) (Potential hazards oil and fat in pans.)
additional fire appliances ( which may be available in the galley)fire blanket CO2 extinguisher
and fix fire fighting appliances )

If in the engine ( cut off foul oil supply) (release the fix fire fighting system)

( as per new regulation after release fix fire fighting system no body going inside until port
surveyor is onboard )

If in the cargo hold ( all hatch cover beten down and also hatch access, hatch ventilation
proper close ) (release the fix fire fighting system)

( as per new regulation after release fix fire fighting system no body going inside until port
server is onboard )

90
And also back up party cooling the boundary.

Send two person with fire suit and BA tackle the fire.

Make ship position available to radio room/GMDSS Station satellite terminal.

Broadcast distress alert and message to all ships in the vicinity.(if the ship at sea )

If the ship in port call port authority.

Stop the cargo

One man stands by on the gangway with fire wallet and fire plan.

THE FIRE TRIANGLE

If remove one of these three factors and combustion will not take place.

SOURCE OF IGNITION OXYGEN

FUEL and other material

91
 RECEIVED PILOT

First i will take my personal protective equipment.

Then i will follow the master order while side is pilot ladder how much meter above the
water level.

Then i will take the sufficient crew and they are also wear personal protective equipment.

Then i will conduct tool meting do the risk assessment and all work activates as per COSWP.

Establish communication with bridge.

Take the right tool.

Then proceed at pilot point. If night time proper illuminate pilot area.

Then check the pilot access are no any oil or greasy or no any obstruction.

Check the pilot ladder stapes and ropes is good condition or check the no any oil or greasy
or paint.

Before rig the pilot ladder i will check the make fast point or stencil is strong.

Then i will make fast the pilot ladder to the strong point and check the pilot ladder resting
on the ship side which recurred above the water level and also make fast the safety line

Then i will staying 2nd or 3rd steps ensure that pilot is properly rig.

Stand by life buoy with line and light ready for emergency used and also heaving line and
one clean bucket using for paper giving and taking.

Everything ready informs the bridge and waiting the pilot.

When pilot onboard i will master. Taking the pilot short way on the bridge.

I will Brief the life saving appliances.

92
11(c). State the duties of the O.O.W. when under pilotage.

(1). Call Master, if in doubt.

(2). Monitor own vessel and other position of other vessels in the vicinity.

(3). Inform Master at check points and communication points.

(4). Maintain an effective lookout. (5). Remain on manual steering.

(6). VHF watch to be maintained on CH 16 and channel as required by the pilot.

(7). Proceed at a safe speed. (8). Obtain updated weather reports.

(9). Keep engine room informed. (10). Maintain logbook entries.

(11). Exhibit correct lights and shapes. (12). Fly correct flags.

(13). Do not stand vessel into danger. (14). Use all available means to check vessel's position.

(d). State the action, in the absence of the Master, that the O.O.W. should take if he is in
doubt as to a Pilot's intention.

In the absence of the Master, the O.O.W. remains the Master's reprasentative inspite of the pilot.

If the O.O.W. is in doubt as to a Pilot's intentions,

(i). he should consult the Pilot and draw his attention to the passage plan. If necessary, he should
take instantaneous action to reduce to minimum speed required for steerage.

(i). he should not hesitate to overide the Pilot's instructions to maintain the safety of the vessel,
and call the Master immediately telling him about the prevailing circumstances and position of
the ship with regard to the intended passage;

(e). State the Master's safest course of action, in a compulsory pilotage area, if the Pilot is
unable to continue his duties.

The safest course of action for the Master, in a compulsory pilotage area, if the Pilot is unable to
continue his duties are the following :-

• Master relieves the Pilot and takes the con of the vessel.

• Inform the Port Control or Pilotage Authority over the VHF or phone, and request for a relief
Pilot.

• Master should proceed with caution to a safe anchorage or harbour or a position allocated by the
pilot station so as not to impede the passage of other vessels.

• Should the unlikely situation develop, a statement should be made in the logbook.

93
 WORKING ALOFT

At first i will do the risk assessment and all work activates as per COSWP.

Inform master and (if working near the ship fennel any engine ventilation) inform engine
room. (if working mast AFT and FWD ) must inform bridge.

A work permit should be completed ( as per ISM check list )

Responsible officer should be able to communication with the bridge.

Responsible officer should be display card on radar or sound signal control panel posted.

A experience person should send for the work.

Ensure that he is wearing PPE and safety belt, safety harness, safety line.

If necessary rig the safety.

Check the condition of the boson chair and it should be load test ( 4 time of weight proof
load ).

Check the ropes and grant line is good condition.

The responsible officer should be standby until the a work is done.

When complete the work inform the duty officer.

94
 DUTY OF SAFETY OFFICER

Ensure code of safe working practice and company health and safety policies complied with.

Seek to improve the safety awareness among the crew.

Investigate accidents. Dangerous occurrences and potential hazards.

Investigate health and safety crew complaints.

Conduct health and safety inspections at least once every 3 month.

Keep record book of accident and Dangerous occurrences.

Conduct the safety committee meeting.

Records should be kept of all safety committee meeting.

Stop any work. Which may be dangerous.

Maintains, caring, testing of all LAS/FFA equipment.

Supervise boat and fire drills.

Familiarise new crew with LSA/FFA.

Update muster list.

95
 Restricted Visibility

Inform master.

Inform engine room.

Switch on sound signal.

Switch on navigation light.

Switch on Echo sounder.

Post extra lookout.

Engage hand steering.

Proceed at a safe speed.

Engine ready for immediate manoeuvre.

Keep good radar watch and both radar should be on.

Maintain VHF channel 16.

Follow the COLREGS rule 19.

Stop deck work if noisy.

Bridge door keep open.

It is important to know the handling characteristics of the ship including its stopping
distance.

96
 MAN OVERBOARD

Wheel hard over casualty side.

Release life buoy with light and smoke signal( MOB apparatus )

Sound three prolonged blasts on ship whistle and repeat as necessary.

Press MOB button on GPS.

Inform master.

Inform engine room.

Post extra lookout.

Engage wheel on hand steering.

Hoist signal flag “Oscar”

Engine ready for manoeuvre condition.

Note down the vessel position UTC time

Commence recovery manoeuvre such as Williamson turn.

Muster rescue boat crew.

Prepare rescue boat for launching.

Broadcast urgency massage.

Update GMDSS information.

Williamson turn
Rudder hard over casualty side.

Deviate 60* from original course. Put rudder hard over to the opposite side.

When 20* from reciprocal course rudder amidships and steady up on reciprocal course.

97
 ENTRY ENCLOSED SPACE
As per code of safe working practice and risk assessment safety meeting should hold by
responsible officer with required crew and tools,

Following the guidelines’ and company SMS procedures. Fill the ISM (SMS) check list
signature entering persons and responsible officer or master,

Any sort of entry into enclosed space should only be carried out when permission has
been obtained by master or chief officer and persons entering are experienced.

Than

1. Adequate ventilation and illumination. ( at lest 24 hrs )

2. Atmosphere tested and found safe. ( oxygen 21% vol) (hydrocarbon 0%) (toxic
gases 0%)
3. Space secured for entry.
4. S.C.A.B.A. sets available at entry (apparatus tested and one spare bottle ).
5. Standby first aid kit and starchier
6. Responsible person available at all times at entry point.
7. Communication –person entering, tank top, bridge.
8. Personnel protective equipment to be used.
9. Where required breathing apparatus to be used.
10. Testing equipment available for regular checks:

 O2 analyser- oxygen deficiency

 Explosimeter- Hc vapour and explosive limit
 Tankscope- measures oxygen in inert atmosphere

Dragger tubes- measures oxygen if correct tube fitted

98
 MOORING STATION
First of all i will take order from master.
Then i will wear my personal protected equipment.
Establish communication with bridge.
I will take required crew are also wear personal protective equipment.
Then i will conduct tool meting do the risk assessment and all work activates as per
COSWP.
Check the mooring station no oily and greasy or no any obstruction
wall

99
 ANCHOR WATCH

Minimum 15 minute before I will go on the bridge.

Plot the vessel`s position on the largest scale chart.

Frequently check the vessel`s position using visual bearing ranges or transits.

Proper lookout is maintained at all times.

Ensure Ship is exhibiting necessary light and shapes and sounding appropriate signal as
required.

Engine always ready to immediately to maneuver.

Inform master if drag the anchor

Frequent security rounds made of the vessel.

Observe the meteorological and tidal condition.

Any condition of visibility notify the master.

Protect the environment and pollution from the ship.

100
 ANCHOR DROPPING DUTIES

1. First i will take the order from master then i will wear my personal protective equipment.
2. Establish communication with bridge and ask permission to go forward.
3. As per COSWP and risk assessment i will take crew hold the safety meeting and make sure
the all persons with personal protective equipment.
4. Then i will proceed the anchor station at night time proper illumination obtain.
5. I will make sure the working area of the anchor station should be clear free from oily,
grease, or no nay obstruction
6. Obtain power on deck.
7. Check the wind lass brake is fully secured.
8. Clear Hawse pipe.
9. Clear sparling pipe.
10. Clear devil’s claw.
11. Unlash cable in chain locker.
12. Remove all pisle cable lashings.
13. Put wind lass into gear.
14. Inform bridge “anchor cleared away”
15. When permission given to “walk back to anchor” check over side of VSL to ensure it is safe
to do so.
16. Relax brake and walk out the anchor under power to the required depth.
17. Put the brake back on.
18. Take the wind lass out of gear.
19. Relax brake when ordered to do so.
20. Keep a constant check on the amount of cable being paid out as you will have to ease the
break back on to slow down the cables movement. Keep the bridge informed about the
amount of cable on deck.
21. Once the anchor is on the seabed then the ship is at anchor and the anchor ball to be
displayed.
22. Once the required amount of cable is achieved, put the brake back on fully close the bow
stopper and inform bridge .
23. Keep the bridge informed as to how the cable is leading and whether any wt on the cable or
if any sign of the cable dragging.
24. Once the anchor is said to be “brought up” again inform bridge.
25. When permission is given to stand down, ensure all FWD is adequately secured then
inform the bridge you are standing down FWD and making your way aft.

101
 PRIOR SAILING CHECKS/ PREPARATION FOR SEA

Passage plan: for the intended voyage…. Charts, books, Wx, Nav. Warnings…

Equipments: checked and ready for use… RPM indicator, emg engine stop, bridge and
engine room telegraph, CPP Ind and controls it fitted

Equipments tested, synchronized and found ready for use

Communication: facilities including- Bridge, engine room, mooring stations, portable

radios, VHF comm. with port authorities

Navigation and Signal lights

Sound signaling apparatus

Steering gear – manual – auto – emg. Change over and rudder indicators,

b.
full rudder move accordingly
c.
timing of rudder movement from hard over to hard over ensure
d.
visual inspection of…
e.
operation and means of communication between bridge and steering
compartment
f. bow thruster motor to be checked
Window wiper / clear view screen arrangements

Is ship secure for sea:

g. Cargo and cargo handling gear / equipment

h. Anchors clear away for use
i. Cargo / passenger details
j. Stability and draught info
k. Are all crew o/b and shore persons ashore? Stowaway check
l. Are pilot embark / disembarkation arrangements in place
m. Deficiencies reported and note of above made in log book

102
 BUNKERING PROCEDURE

Before taking the bunker we must follow the company and master instructions and follow
the ISM (SMS) check list. I will go to the bridge and their i will check.

1. Any standing order night order from master.

2. Check any important Massage or information about weather forecast.
3. Check barometer pressure
4. Note down the tidal information.
5. Host the “Bravo” (when the bunker start)
6. Fill the bunker check list . ( ISM check list)

As per code of safe working practice and risk assessment safety meeting should hold by
responsible officer with required crew and tools and wear the PPE.

Crew will be secured the deck “means” taken every precautions to prevent the pollution
in emergency “means” put the all deck scupper and deep tray wall clean or plug in, put
the caps all oil tank sounding pipes, prepare the oil spill equipment in emergency ready
to used, ready to use two nearest hydrant and fire fighting equipment no sing smoking
board display. Emergency telephone numbers display card. One clean baked with
heaving line ready near bunker excess point ( if bunker barge alongside )

When the bunker barge is alongside i will inform the engine room and bridge. Then take
the sounding all tanks and banker barge. When connect the bunker hose first check the
nut and bulled or gas kit is good condition and connected banker hose properly.
Establish communication between bunker barge or bunker point or bridge responsible
officer always standby on bunker point, and host the “b” flag, when start the bunker first
start slow rate and check the no any leakage( if there is immediately stop the bunker).
Then start the bunker normal rate and note down time of start one man standby on
pressure gage. Regular interval takes the sounding, when finish the bunker note down
time of bunker finish. And take the sounding all tanks or bunker barge or check the
vessel trim, draft, list, and enter the official log book.

103
104
 LIFE BOAT (RAFAQAT ALI)

Weekly maintains,

1. Visually check the condition of life boat or fixed and loose equipment.
2. Engine and check the propulsion system. ( engine running for 3 minutes)
3. Power supply system.
4. Check the life boat falls condition.
5. Check the life boat davit condition.
6. Check the embarkation deck and embarkation ladder condition.
7. Release the life boat in stowage position after reset the life boat in
stowage position ready for use in emergency.

Monthly maintains,

1. Visually check the condition of life boat or fixed and loose equipment.
2. Engine and check the propulsion system. ( engine running for 3 minutes)
3. Power supply system.
4. Life boat lower above the water level and check the life boat falls wire
(lowering the life boat 1meter above the water)
5. Check the store inventory, water and check the provision expire date
and all equipment should be dry.

Three monthly,

1. Visually check the condition of life boat or fixed and looks equipment.
2. Engine and check the propulsion system. ( engine running for 3 minutes)
3. Power supply system.
4. Check the life boat falls condition.
5. Check the store inventory, water and check the provision expire date
and all equipment should be dry.
6. Life boats fully lower the water level and make a round turn in water.

Release gear test,

1. Operation of devices for activation of release gear.

2. Excessive free play.
3. Hydrostatic interlock system
4. Cables for control and release.
5. Hook fastening or including check plates.

105
ON Load release gear,

1. Position the life boat partially into the water. The mass of life boat is
substantially supported by the falls and hydrostatic interlock system.
2. Operate the on load release gear.
3. Reset the on load release gear.
4. Examine the release gear and hook fastening to ensure that the hook is
completely reset and no damage has occurred.

OFF Load release gear,

1. Position the life boat fully waterborne.

2. Operate the off load release gear.
3. Reset the on load release gear.
4. Recover the life boat to the stowed position and verified the life boat
ready for launching to the emergency.

Annual life boat test,

1. Visually check the condition of life boat or fixed and looks

equipment.
2. Engine and check the propulsion system. ( engine running for 3
minutes)
3. Power supply system.
4. Check the life boat falls condition.
5. Check the store inventory, water and check the provision expire
date and all equipment should be dry.
6. Life boat lower above the water level and check the life boat falls
wire
7. (lowering the life boat 1meter above the water)

Davit test,

1. Check the davit structure with particular regard to corrosion and davit
track is clear no paint
2. Wires and sheaves possible such as kinks and corrosion
3. Lubrication of wires and sheaves
4. Check the stored power system and hydraulic system
5. Inspection for correct termination of fall wire ends
6. Condition of reaving of remote control wires

106
Winch test,

1. Open and inspect brake mechanism

2. Replace brake pads; if necessary
3. Check Remote control system
4. Check Power supply system
5. Check winch foundation
6. Check the winch handle interlocks
7. The angle / clearances of dead mans brake lever to be checked

Dynamic winch brake test,( YEARLY OPERATIONAL TEST )

1. Officer of the watch

2. Accreted person
3. Lowering the empty life boat when the boat has reached its
maximum lowering speed and before the boat enter the water the
brake should be abruptly applied.

Dynamic winch brake test,( 5 YEARLY OPERATIONAL TEST )

1. Officer of the watch

2. Accreted person
3. MCA on classification surveyor
4. Times of the total complement of the life boat
( life boat weight + equipment weight + person complement weight
( 1.1 times )
5. MCA surveyor eye witness he will check previous maintenance as
per maintenance schedule
6. OOW will be make sure every crew member involved in this work
should have check the proper PPE and all worked look after
7. Bring the boat embarkation level and lowering the boat loaded to a
proof load equal to 1.1 time the weight of the life boat equal to
complement of person and equipment or equivalent load when
the boat has reached its maximum lowering speed and before the
boat enter the water the brake should be abruptly applied

107
 MAINTENANCE OF LIFEBOAT FALLS
Maintenance and inspection

Lifeboat falls:

 Turned end for end at intervals not more than 30 months ( 2 ½ years )
 Renewed not more than 5 years unless required earlier.

Weekly inspections :

 All survival craft, rescue boats and launching appliances inspected visually
 Engines of life boats and rescue boats run ahead and astern for not less than 3
minutes
 General emergency alarm ( if not done daily )

Monthly inspections:

 All LSA, lifeboats and rescue boat equipment using checklist provided.
 Report logged

Servicing of life rafts and HRU (life jackets inflatable, rescue boats inflatable)

 Every 12 months can be extended for additional 5 months but not more.
 Disposable HRU’s ( HAMAR) 2 years life cycle

Life boat falls wire

As per SOLAS regulation every 5 year full change life

boat falls wire and end to end changed 21/2 year or if falls wire strength 10% damaged
change full.

CARE AND MAINTENANCE ON WIRES AND ROPES, BREAKING STRESS, AND

HOW WOULD YOU KNOW WHEN TO RENEW THE SAME?

Care Of Ropes
1) Examine The Ropes For Chafing, Cutting And Internal Wear.
2) Keep Away From Direct Sunlight, They Should Be Stored Underdeck For Long Voyages But If
Kept Outside They Should Be Kept Covered With Tarpolines Or On Gratings.
3) Ropes Should Never Be Stowed Away Wet To Prevent Rotting.
4) They Should Be Free From Grease Oilstains And Paint Marks Etc.
5) They Should Never Be Surged To Prevent Wear And Tare Due To Friction, Some Ropes Have A
Low Melting Point And Can Permanently Fuse And Get Damaged.
6) Wire Ropes Should Be Regularly Lubricated With Patent Lubricants Such As Surret Fluid Or

108
 Wire Grease.
7) For A Wire Rope Care Should Be Taken While Breaking A New Coil As The Rope May Get
Kinked Or A Person May Get Injured Due To Faulty Handling. Break The Coil As Per Instructions
Given In The Seamanship Manuals Eg.The Vertical Swivel Or The Reel. Always Use Gloves
Whenever The Handling Of Ropes Is Concerned.
8) Sharp Angles (Nips) To The Wire Rope Need To Be Avoided.
9) Rollers Need To Be Used When Wires Are Being Used As Unnecessary Chafing Occurs.
10) When Turned On Bits The Top Turns Should Be Secured Against Springing Off By A Light
Lashing.

Handling, Maintenance And Inspection:

Synthetic Lines Can Pose A Great Danger To Personnel If Not Properly Used Or Handled. Handling
Of Mooring Lines Has A Higher Potential Accident Risk Than Most Other Shipboard Activities.
The Most Serious Danger Is Snap-Back, The Suddern Release Of Static Energy Stored In The
Stretched Synthetic Rope When It Breaks.
Snap-Back Is Common To All Lines And Even Long Wire Lines Under Tension Can Stretch Enough
To Snap-Back With Considerable Energy.
Synthetic Lines Break Without Warning And There Are No Visible External Signs Regarding This
Danger.
As A General Rule Any Point Within About A 10 Degree Cone Around The Line From Any Point At
Which The Line May Break Is In Danger. A Broken Ine Will Snap Back Beyond The Point At Which
It Is Secured, Possibly To A Distance As Far As Its Own Length.
The Breaking Strengths Of Ropes:
Ropes:
1) Manila: 2d^2 / 300
2) Polypropylene: 3d^2 / 300
3) Terylene: 4d^2 / 300
4) Nylon: 5d^2 / 300
Wire Ropes:
1) 6 Strand, 12 Wires Per Strand 15d^2 / 500
2) 6 Strand, 24 Wires Per Strand 20d^2 / 500
3) 6 Strand, 37 Wires Per Strand 21d^2 / 500

109
 Marking on Life Boat

LIFE BOAT:

1. Dimensions

1. Capacity
2. Makers serial no.
3. Name or trade mark of manufactures. (tag) inside.
4. Date of manufacture.
5. Name and POR of vessel marked on each bow of the craft.
6. Callsign on the thwarts, (for seeing from top).

NOTES: about life boats:

 Cargo vessel after 1986 – fully enclosed lifeboat.

 Passenger ships 1986 – totally or partly enclosed lifeboat.
 Oil tankers carrying cargo flashpoint <60 deg. : Fire protected totally enclosed is fitted with
self-contained deluge or sprinkler system & 8 mins resistance in oil fire.
 Chemical / gas / toxic tankers. : Life boat with air support system & 10 min positive pressure
inside.
 Launching time not to be more than
1. cargo ships 10 min,

2. passenger ships 30 min.

MASTER TELLS YOU TO PREPARE LIFEBOAT FOR LAUNCHING

(PRECAUTION AND PREPARATION)?

Launching of Life Boat

Sound signal, I will wear my PPE with Life Jacket

Proceed to designated station

Establish communication

Collect my crew with PPE and Life Jacket (check whistle, lights etc)

Head count

Brief them their duties once again

110
Railing removed, see for obstruction remove, proper illumination, boat falls checked

See over board side clear

Since they are removed as a P.O.B or sailing

Gripes to be removed from the deck

Will check overboard side and lower embarkation ladder

First will send two persons in one will start eng another put plugs in life line to be released in boat
itself for free most while lowering

Fwd painter to be passed and made fast to strong point, when at embarkation level

Release tracing pendent and make fast bows in tackle.

All sit in boat except winch man

Lower the boat slowly, checking the over side

Release fall hooks together and make water borne

Once water borne the final person to be in boat

Make 45 deg angle less than by boat hook and 90 deg towards wind water side

111
RECOVERY OF RESCUE BOAT USING RECOVERY STROPS
POSITION 1

1) Manoeuvre boat under falls, recovery strop (in place) will hang down from main
suspension link;

2) Fit recovery strop link into boat suspension gear, signal deck operator to hoist.

POSITION 2

1) Deck operator to release hanging off pendants attached to the davit arms so they hang
freely;

2) Rescue boat to be hoisted up to a position where boat crew can attach hanging off
pendants to the auxiliary lifting lugs on the boat suspension gear. (It should be noted not to
overhoist to a point where the davit arms start to turn in).

POSITION 3

1) Deck operator to raise the brake lever on the winch and lower the boat slowly until the
full weight of the rescue boat is held by the hanging off pendants.

POSITION 4

1) Disengage recovery strops from the rescue boat lifting hooks;

2) Pay out the falls at the lifting winch until it is possible to re-engage main
suspension link.

POSITION 5
1) Hoist the rescue boat until it is possible to remove hanging off pendants from the
auxiliary lifting lugs;
2) Continue to hoist the rescue boat normally to its stowage position.

3)Ensure that the hanging off pendant is secured to the davit arm and the
recovery strops are stowed on the boat so as not to impeded release of the
boat during the next launch.

112
113
 LSA ( SOLAS CHAPTER 3 Life saving appliances arrangement )

L.S.A OF YOUR LAST SHIP?

L.S.A (life saving appliances):

i) EPIRB

ii) SART

iii) Lifebuoy

v) Life raft
vi) Life boat
vii) Rocket parachute
viii) Hand flare
ix) Smoke signal
x) Pilot ladder
xi) Embarkation ladder
xii) Life jacket
xiii) Life bouy
xiv) T.P.A (100% crew)
xv) Immersion suit
xvi) L.T.A
xvii) Emergency lighting
xviii) H. R.U

MAINTENANCE OF LSA
Weekly:

General emergency alarm and search light, batteries checked and life boat test,

Monthly:

General emergency alarm and EPIRB, SART, hand hold GMDSS radio, search light,
batteries checked and life boat test,

Three monthly:

General emergency alarm and EPIRB, SART, hand hold GMDSS radio, search
light, batteries checked and life boat test,

114
 LSA REQUIREMENTS:

Passenger ship : 500 t or greater or 200 passenger more.

Lifeboats – 50% each side (partially enclosed)

Liferafts – 12.5% each side with davit even on each side

Or

Lifeboats – 37.5% each side.

Life rafts – 25% each side

Rescue boats – 2 nos.

In any ease it is 125 % of the total persons onboard.

Passenger ships 500T or 200 persons.

Life rafts each side – 100% davit launched.

Life rafts 150% each side if these are not transferable.

One rescue boat.

Emergency lighting should be form a separate emergency power source.

Illumination required area:

 Muster points.

1. TPA -100% +(10%spare or 2 which ever is greater)

2. L/buoy-DEPEND ON SHIP,S LENGTH

3. UNDER 100 m 8 N0.
4. 100 –UNDER 150m 10 N0.
5. 150-UNDER 200 m 12 N0.
6. 200- ABOVE 200 m 14 N0.

7. Immersion Suit- 6 nos in rescue boat

115
 PYROTECHNICS : ( Valid for 3 years)

On bridge : 12 parachute rocket /4 ltr ( 4 mm dia , 230 m in calm wx)

On life boat : 6 hand flares

4 parachute rocket

2 smoke flares

Parachute rocket :

 Can be fired to a lit of 300 m

 Fall at 5 m / seconds
 Burn for 40 sec
 Intensity 30000 candelas
 Burn red colour.

Hand flares

 Burn for 1 minute.

 Intensity 15000 candelas.
 Burn red in colour.

Orange smoke floats :

 Burn for 2-4 minute

 Omits orange coloured smoke

MARKING OF LIFE RAFT:

1. manufacturers name or trade mark.

2. serial no.
3. capacity of the raft
4. dot approved.
5. solas 86.
6. type of emergency pack enclosed.
7. date of last service.
8. length of painter line
9. maximum height of stowage.
10. launching instructions

116
 LIFE RAFTS

Weight : weight of throw over the launch raft not >185 kgs.

Inflate : within 1 min fully inflate. Gas non toxic.

Lifer raft external light as per lifeboat.

Painter : twice the height (length) of its stowed position to water line at light ship condition or 15
mts whichever is greater.

MRU : Service annually, Rafts : service annually.

HRU : throw away type – validity two years,

Hook : automatic release hook of raft if fitted must

MANUAL LAUNCHING OF AN INFLATABLE LIFE RAFT

MANUAL LAUNCHING OF AN INFLATABLE LIFERAFT

1. Look overside clear for launching the raft.
2. Ensure painter is secured to a strong point.
3. Remove any side railings, obstructions, chains etc.
4. Remove any securing arrangements form the raft itself.
5. If safe to launch then throw the raft to overable checking obstruction.
6. Pull painter to full length to inflate the raft.
7. Once raft is inflated (should normally take 1 to 3 min) dependent on climatic conditions then
board as soon as possible by means of rope or ladder provided.
Never jump directly into a raft from any height.

DAVIT LAUNCHED INFLATABLE LIFERAFT

1. See for adequate illumination.

2. Remove guardrails. Obstruction.
3. Raise raft from deck by davit, hold bowsing lines at each end of raft, hold painter line and
short red fireline.
4. Slew the davit arm to overside, make fast bowsing lines and painter.
5. Check overside obstn, inflate by pulling sharply the red firing line.
6. Once inflated make sure raft is well secured to deck by bowing lines.
7. Ensure all personnel’s are correctly wearing their life jackets.
8. Board the raft make sure it doesn’t tilt since supported by one wire.

117
 9. Once boarding is complete, release bowsing lines and painter and check all clean around and
below the raft then lower away.
10. Once in water, release raft and allow to drift clear of immediate danger, before streaming
sea anchor.

Instructions for the launching in close proximity to the launching station. Emergency lighting,
means of access, drills of above every 4 months by special liferaft.

Automatically

When the HRU reach a depth of 1.5 to 4.0 mtrs with the sinking ship. Its
upper post separate form main unit is free.

i) Have two men undo the SENHOUSE SLIP

ii) Life the life raft to the ships rail (d0 not undo the painter line
from the hydrostatic release)
iii) Drop the life raft in to the water
i) Pull the painter line till it can come no more and then give it a sharp pull
ii) The liferaft should now inflate
iii) Pull the life raft close to the pilot ladder
iv) Put the strongest man in to the liferaft fast
v) pass him the tail of the painter line leading back to the hydrostatic release, he will be
pulling the liferaft closer too.
vi) Ever person that enters the liferaft helps him to keep the life raft close to the ship.
vii) The second last person boards the liferaft, the painter line gets cut at the hydrostatic
release side
viii) It is important to tryu and not loose your life rafts. this has been done before, the reson
for launching liferaft’s is there is no hope for the v/l loose these life rafts and there is no
hope for you,.

118
HYDROSTATIC RELEASE UNITS (HRU) MGN 343 (M+F)

119
1. Sir this is “D” chisel
2. Senhouse slip
Sir it is recommended that lashing arrangements are checked to
ensure the manual quick release arrangement can be easily released.

3. Weak link

Painter is connected to weak link.

4. Bottom side connected to strong point of eye.

5. HRU must be serviced annually to ensure they well work.
6. HRU expire at least two year
7. Stamp by the classification society (IACS)

120
CARE OF FIRE FIGHTING APPLIANCES

Monthly:

 Check fire suits, fire extinguishers, nozzles, hydrants, hoses and nozzles are all in
place and ready for use.
 All escape routes, doorways and stairways are accessible.
 The ship alarms and public address system are functioning.
 The fixed fire fighting system is checked and available if required.
 Sprinkler system is operational and pressurised.
 Fire pump are operational.

Quarterly:

 Fire extinguisher is within service date and is at correct pressure.

 International shore connection is checked and serviceable.
 Full inventory of fire fighting equipment lockers.
 Fire doors, fire dampers and closing devices are checked.

Annually:

 All fire doors and ventilation dampers can be operate remotely.

 Check water and foam fixed fire fighting installations are operation correctly.
 Fire pump work at correct pressure and flow rates.
 All hydrants operational.
 Cross connection between fire main and sprinkler valve operate correctly.
 Fixed fire fighting equipment tested as per manufacturer’s instructions.

In my last ship FFA?

1. Fire main
2. Fire hydrant
3. Fire hose
4. Fire nozzle
5. Emergency fire pump
6. Main fire pump
7. Fixed fire fighting installation (CO2, halon, foam, water, sprinkler)
8. Portable fire extinguisher
9. ICS
10. Fire wallet
11. Ventilation arrangements
12. Watertight door

121
 13. Fire doors
14. Fire man suit
15. Emergency fire alarms
16. Fire blanket
17. Portable foam applicator

EMERGENCY GENERATOR

Test weekly

Local start : auto start, when power

Key start :

Hydraulic start : automatically

Emergency generator in connected with

Steering motor

Emergency fire pump

Navigational equipment

Emergency lighting

Emergency Fire pump:

 Test weekly
 Make sure suction valve and discharging valve is open
 Check enough fuel is there. Check the gauge working properly.
 Push the start button.
 After testing log it.
 Capacity not less than 40 % of total required capacity of the fire pumps but in any

case not less than 25 m3 / hr.

 Capable of delivering 2 jets of water with minimum pressure (at a 3rd hydrant –

not a SOLAS requirement) not less than 2.1 bar.

 Diesel power source of pump started in cold condition of 0° C by hand or by

power at least 6 times within a period of 30 minutes and at least twice within 1 st

10 minutes.

122
• Tank to have sufficient fuel for at least 3 hours and reserve fuel outside main

machinery space to allow the pump to run for additional 15 hours.

(Total suction head and the net positive suction head of the pump to be such that they will provide

for the required capacity and pressure under all conditions of list, trim, roll and pitch likely to be

encountered in service)

• No direct access between engine room and emergency fire pump. If access

provided, through and airlock.

• Isolation valves in tankers to be fitted on the fire main on poop and tank deck at

intervals not more than 40 meters to pressure integrity of fire main system.

(Diameter of fire main: sufficient for maximum discharge from 2 pumps operating simultaneously

except for cargo ships the diameter need be sufficient for a discharge of 140 m3 / hour.

Fire hydrants:

• Number and position such that at least two jets of water not from the same

hydrant can reach any part of the ship.

• One shall be from a single length of a hose.

• Engine room hydrant – one on each side and one in tunnel.

Fire hoses:

• Passenger ships: One fire hose for each hydrant.

• Cargo ships: One for each 30 meter length of the vessel and one spare but in no

case less than 5 in nos.

• (Length of hose not less than 18 meter if breadth of vessel more than 27 meter

then hose length of 27 meter but not more) – not in SOLAS.

Fire nozzles:

• All nozzles of dual purpose type i.e. spray and jet in corroborating a shut off.

123
• Standard nozzle size = 12mm, 16mm and 19mm.

• For accommodations and service spaces a nozzle side greater than 12mm need not

be used.

• Machinery spaces more than 19mm need not be used.

CO2 Systems:

Tests

Basic service: every year on ship crew

Extended service ( test discharge): every 5 year on shore crew

Overhaul ( hydraulic test ) every 10 year on shore authority

Basic service:

As per master order

Responsible authority is chief engineer

Disconnect the main co2 line connected the air line and pressure it

Then checked the alarms

All operation log it

• Cargo spaces: Quantity of CO2 available be sufficient to give a minimum volume

of gas equal to 30 % of the gross volume of largest cargo space so protected by

the ship.

• Machinery spaces: Quantity of CO2 available be sufficient to give a minimum

volume of gas equal to 40 % of the gross volume of space (excluding casing) or

35 % of the gross volume of space (including casing). For machinery spaces, the

fixed piping system shall be such that 85 % of the gas can be discharged into the

space within 2 minutes.

• For the purpose of the above volume of free CO2 shall be calculated at 0.56 m3 /

kg.

• Two separate controls shall be provided for releasing

• One control shall be used to discharge the gas from its storage container.

124
• The other to open the valve of the piping which conveys the gas to the protected

space.

Fire extinguishers:

• All of approved type and design capacity of portable extinguisher not more than

13.5 litres and not less than 9 litres.

• Spare charges for 100 % of extinguishers.

• Portable foam applicator consists of an air foam nozzle of an inductor type

capable of being connected to the fire main by a fire hose and a portable tank of at

least 20 litres.

• Foam making liquid and one spare tank.

• Rate of foam 1.5 m3 / minute.

• One of the portable fire extinguishers intended for use in any space to be stowed

outside the entrance.

• Boiler room:

• One set of portable foam applicator unit required.

• At least 2 portable fire extinguisher

• At least 1 approved foam type extinguisher of capacity 135 litres.

• A receptacle containing sand or sawdust impregnated with soda.

• Any fixed fire-extinguishing system – e.g. CO2, foam, water spray.

• Spaces with internal combustion machinery:

• Any fixed extinguishing system.

• At least 1 set of foam applicator unit.

• Sufficient number of foam type extinguisher capacity 45 litres plus sufficient

number of portable foam so placed that walking distance between extinguishers

not more than 10 meters.

• High expansion foam: (fixed type system in machinery space)

125
• Sufficient to fill the greatest space to be protected at a rate of at least 1 meter in

depth / minute.

• Produce a volume of foam equal to 5 times the volume of the space.

• Expansion ratio of not less than 5 liters/m2/minute.

• Sprinklers: Application rate of not less than 5 liters/m2/minute.

Fire mans outfit:

1. Fire proof protective clothing outer surface waterproof.

2. Boots and gloves of rubber or non-conductive of electricity.

3. Rigid helmet.

4. Electric safety lamp (approved type) minimum burning period 3 hours.

5. An axe (approved type with cover)

6. Breathing apparatus.

• SCBA at least 1200 litres capacity or capable of functioning for at least 30

minutes. Normal breathing rate 40 litres / minute.

• Fire proof line attached to harness.

• All ships at least 2 fireman’s outfit’s.

• To carry at least 4 sets of fire mans outfits widely spread. > for tankers.

Fixed deck foam systems: (tanker’s – low expansion)

1. Capable of delivering foam to entire cargo tank deck as well as into a cargo tank

if the is ruptured.

2. Control station outside and away from cargo area and readily accessible, simple

and rapid operation.

3. Rate of foam not less than 0.6 litres/ m2/ minute.

4. Sufficient supply of foam concentrate to produce foam for at least 20 minutes. (

126
IG system fitted)

5. Foam supplied through foam monitors and applicators. (1250 litre/min)

6. Capacity of any monitors at least 3 liter/m2/minute.

7. Capacity of applicator not less than 400 litres/minute and throw not less than 15

meter

Inert gas systems: (cargo tank protection):

• Maintaining O2 content less than 8 % by volume in any part of cargo tank.

• Positive pressure at all times.

• Maintaining O2 content less than 5 % in the IG main.

• System capable of delivering IG to cargo tanks at a rate of at least 125 % of the

maximum discharge rate.

• 2 blowers : capacity 20000 m3/hr

• IG : capacity 1000 m3 / hr

• Vacuum : -350 mm wg

• High pressure : 1400 mm wg

INTERNATIONAL SHORE CONNECTION

Common link between the vessel and shore for pressuring fire main line.

One to be used on each side of the ship.

Outer dia-178mm. inner dia-64mm washer 8 nos , bolts and nuts 4 nos ( 16mm dia , 150 mm
in length, thickness flange min 14.5 min)

127
 SELF CONTAINED BREATHING APPARATUS

First of all I will lay down the SCBA and check the visibly condition straps and mask and
gauge, valves, then I will checked the apparatus leakage test switch off the demand valve
open the cylinder valve slowly close it and observe the gauge. Gauge pressure not fall more
than 10 bar per minute. If there is no leakage. Test the whistle release the pressure in the
apparatus slowly, then open the demand valve, for a 1,200 bar cylinder, the whistle should
sound at 68 bar. Then I will the don the apparatus check all straps are good condition.
Tighten the straps so the cylinder fits snugly on the back. The facemask should around the
neck. With the valve off, turn on the cylinder slowly. Check the for positive pressure put the
face mask on. Turn the demand valve on. Lift the mask seal off the face, air pressure should
flow out of the mask. This proves there is positive pressure, allow the mask to re-seal hold
breath check the there is no leakage from the exhale valve. check the facemask for leakage
close the cylinder valve and breathe until the facemask is drawn into the face. When the
pressure gauge reads zero, hold breath for 10 seconds. If there is no leakage that main mask
is ok,

128
129
REGION A
LATERAL STARBOARD HAND MARK

Colour : Green

Topmark : Single green cone point upward

Light: (when fitted) Green

Rhythm: Any. Other then composite group

flashing (2+1)

REGION A
LATERAL PORT HAND MARK

Colour: Red

Topmark: Single red cylinder (can)

Light: ( when fitted) Red

Rhythm: Any. Other then composite group

flashing (2+1)

130
REGION A
PREFERRED CHANNELTO PORT

Colour: green with one broad red horizontal

band

Topmark: Nil

Light: (when fitted) Green

Rhythm: Composite group flashing (2+1)

REGION A
PREFERRED CHANNEL TO STROARD

Colour: Red with one broad green

Horizontal band

Topmark: NIL

Light: (when fitted) Red

Rhythm: Composite group flashing

131
SPECIAL MARKS

Definition of Special marks

Indicate the marine special area or feature LIGHT: (when fitted) yellow

1. Ocean data acquisition systems (ODAS) marks

2. TSS marks
3. Spoil ground marks
4. Military exercise marks
5. Cable or pipeline marks
6. Recreation zone marks

Shape: Optional, but not conflicting with

Navigational marks

Colour: Yellow

Topmark: Single yellow “X” shape

Rhythm: Any, not conflicting with

Cardinal marks

Isolated marks

Safe water marks

----------------------------------------------------------------------

Sir, first of I will concert the chart than I will check the available depth of water and switch
on the echo sounder witch side is safe side I can pass this buoyage.

132
SAFE WATER MARK
Mark to indicate navigable water all round the marks

these include centre line and mid-channel marks

may also be use as an alternative to cardinal or lateral

mark to indicate a landfall.

Colour: red and white vertical stripes

Light: (when fitted) white

Rhythm: isophase, occulting, one long flash

Every 10s or morse “A”

Isophase mean duration of light and duration of darkness is same

Occulting mean duration of light more than duration of darkness

ISOLATED DANGER MARKS

Mark erected on, or moored on or above, an isolated danger

Which has navigable water all around it.

Shape: Optional, but not conflicting with

Lateral marks, Pillar or spar

Colour: black with one or more broad

Horizontal red bands

Topmark: 2 black spheres, one above the other

Light: (when fitted) white

Rhythm: Group flashing (2)

133
 CARDINAL MARKS
NORTH: Name side is safe side

colour: black above the yellow

topemark: 2 black cones, one above the other point upward

light: (when fitted) white

rhythm: very quick or quick flashing

EAST: Name side is safe side

colour: black with a horizontal yellow band

topemark: 2 black cones, one above the other base to base

light: (when fitted) white

rhythm: very quick (3) every 5s or quick (3) every 10s flashing

SOUTH: Name side is safe side

colour: yellow above the black

topemark: 2 black cones, one above the other point downward

light: (when fitted) white

rhythm: very quick (6) + long flash every 10s

or quick (6) + long flash every 15s

EAST: Name side is safe side

colour: yellow with a horizontal black band

topemark: 2 black cones, one above the other base to base

light: (when fitted) white

rhythm: very quick (9) every 10s or quick (9) every 10s flashing

134
 NEW DANGER MARK
Buoys in use

A Lateral or Cardinal mark may be used, if appropriate there may be more than one,
for example by port and starboard lateral buoys marking either side of the hazard.

Topmark

The top mark, if fitted, is to be a standing/upright yellow cross. (This shape is new for
the IALA Buoyage System.)

colour: blue and yellow vertical stripes

Shape A pillar of spar buoy, the size dependent upon the situation.
light: blue and yellow flash +

rhythm: the blue and yellow 1 second flashes are alternated with an

interval of 0.5 seconds. Bu1.0s+0.5s+Y1.0s+0.5s= 3.0s

nominal range of 4 nautical miles

Racons

A racon may be fitted to one of the buoys. In this case it will display the letter

“D" (dash dot dot) giving a signal length of 1 mile.

135
136
List the messages that should be sent by a participating vessel, indicating the content.

Sailing Plan : sent days or even weeks prior to departure.

To include the following :-

- Ship's name and call sign;

- Date, time and port of departure;

- Port of destination;

- ETA at destination;

- Route information;

- Special resources on board.

Departure Report : sent as soon as possible after departure.

To include the following :-

- Ship's name.

- Date, time and port of departure.

Position Report : sent within 24 hours after departure and 48 hours thereafter.

To include the following :-

- Ship's name;

- Time and position;

- Port of destination;

- ETA to destination;

Deviation Report : sent if any changes are made to the sailing plan at the Master's discretion. To
include the following :-

- Ship's name;

- Details of deviation;

- Course and speed;

- Revised ETA.

137
Arrival Report : sent just prior to or on arrival to pilot roads at the port of destination. To
include the following :-

- Ship's name and call sign;

- Relevant position and time.

List three other reporting systems with which you are familiar.

• AUSREP

• INSPIRES

• MAREP

State where information on Traffic Separation Schemes may be obtained.

• All charts show all adopted routeing schemes.

• Ship's Routeing published by and obtainable from the IMO shows details of routeing systems
adopted by IMO.

• Admiralty Sailing Directions mention all TSS, whether or not it has been adopted by IMO.

• Annual Summary of Admiralty Notices to Mariners lists all the TSS shown on Admiralty charts
and also indicates which schemes have been adopted by the IMO.

• Mariner's Routeing Guide Charts (5500 - English Channel and 5501 - Gulf of Suez) also show
the routeing systems.

The O.O.W. in a vessel in deep water obtains a shallow sounding unexpectedly.

(a). State the authority to which the report should be sent.

International Hydrographic Office (IHO) based in Monaco.

(b). List the information which should accompany.

The information required would include the following :

For H-102 :-

• Ship's name and call sign. • General location. • Subject.

• Approximate position (latitude / longitude). • B.A. chart affected.

138
• Latest notices to mariners held. • Publications affected.

For H-102A :-

• Name of port. • General remarks. • Anchorages.

• Pilotage. • Directions. • Tugs.

• Wharves. • Cargo handling. • Cranes.

• Repairs. • Rescue and distress. • Supplies.

• Services. • Communications. • Port authority.

• Small craft facilities. • Views

(C) State the publications from which the report may be obtained.

Weekly Notices to Mariners as issued by the Hydrographic Office Admiralty.

(i). Outline the basic concept of GMDSS.

Global Maritime Distress and Safety System (GMDSS) is developed by the IMO and included
in the SOLAS convention.

The basic concept of GMDSS is to rapidly alert Search and Rescue authorities ashore and to the
shipping in the immediate vicinity of a vessel in distress so as to co-ordinate search and rescue
operation with the minimum of delay. The system also provides for urgency and safety
communications, and the dissemination of Marine Safety Information including navigational
warnings and weather messages.

All ships to comply with GMDSS requirements by 1st February, 1999.

(ii). List the sea areas designated by GMDSS and the means of communication within each.

Sea Area A1 : within the range of shore-based VHF stations (20-50 nm); ships will carry VHF
equipment and either a satellite EPIRB or a VHF EPIRB.

Sea Area A2 : excluding Sea Area A1, and within the range of shore-based MF stations (150-200
nm); ships will carry VHF and MF equipment, and a satellite EPIRB.

Sea Area A3 : excluding Sea Area A1 and A2, and within the range of geo-stationary satellite
(eg. INMARSAT), covering roughly between 70 N and 70 S; ships will carry VHF, MF, a
satellite EPIRB and either HF or satellite communications equipment.

139
Sea Area A4 : excluding Sea Areas A1, A2 and A3, covers area beyond INMARSAT range ie.
greater than 70 N or 70 S (Arctic and Antartic Ocean); ships will carry VHF, MF and HF
equipment, and a satellite EPIRB.

NB : Additionally, all ships will carry equipment for receiving MSI broadcasts.

This equipment has been identified by IMO to be suitable to :-

• Ship-to-Shore Distress Alerting. • Shore-to-Ship Distress Alerting.

• Ship-to-Ship Alerting. • Search and Rescue Coordination.

• On-scene Commander. • Transmission and receipt of locating signals.

• Transmission and receipt of Maritime Safety Information.

• General Radio Communications • Bridge-to-Bridge Communications.

INMARSAT provides worldwide coverage except polar regions.

INMARSAT A (voice / data / fax / telex) - Real Time.

INMARSAT C (text / data at lower speeds) - Store and Forward.

(3). Ground

• Local User Terminals (LUT's).

• Regional Data Distribution Centre (RDDC).

• Marine Rescue Co-ordination Centre (MRCC).

MSN 1816- about EPIRB Registration

Ans: EPIRB: must be registered with an appropriate authority. this ensures that details
held on EPIRB registers are as accurate as possible.

DUTIES OF SAFETY OFFICER AS PER COSWP?

Ans: i) endeavour to ensure that the provision of code of safe working practices are complied with;

iv) Endeavour to ensure that the employers occupational health

& safety polices are complied with;
v) Every accident require to be investigate.
vi) Every dangerous occurrence;

140
 vii) All potential hazards to occupational health and safety and
make reconditions to the master to present the requirement
of an accident or to remove the hazards.
viii) Carry out occupational health & safety inspections and part
of the ship at one every 3 months.
ix) Make representations and where appropriate reconditions to
the master about the deficiency is the ship with requed to
x) Carry out the requirement of safety combination

How WOULD YOU FAMILIARIZE YOURSELF AS A NEWLY JOINED OOW?

Ans: He is a masters representative and masters trust lies over him along with responsibility to
carry out safe and sound navigational watch and duties.

1. Maintain a safe navigational watch.

2. Maintain a proper look out by sight and hearing.
3. Follow col regs to avoid collision and traffic.
4. Familiarization with all navigational equipment
5. Check vsl’s course regularly.
6. Plot vsl’s position regularly.
7. Monitor vsls progress along intended route.
8. Compare gyro comp with magnetic compasses.
9. Take compass error once a watch and every a/c of course.
10. Carry out radar plotting.
11. Record bridge activities in log book.
12. Beware of vsl’s turning circle and stopping distance.
13. Inform master any event / moment affecting vsl’s progress.
14. Understand handing over watch procedure.
15. Make periodic checks on nav equipments.
16. Be aware of safety equipments on bridge and their operation.
17. Be fully conversant with pollution prevention obligations and regulations.
18. General communications.
19. Ensure fire patrol, antipiracy watch maintained at all times.
20. Gmdss watch keeping.
21. Monitor cargo operations.
22. Monitor and control machinery.
23. Supervise routine work on deck.
24. Supervise rigging of pilot ladder, gangways, mooring, fire wire and bunker ops and man and
material including prev of pollution at all time

HOW WILL THE CREW KNOW WHICH DRILLS ARE PENDING?

Ans: My last ship ale way and ships office flow sheet under line which drill are pending next month
or next week.

141
 EQUIPMENTS ON BRIDGE?
Ans: Nav lights (morse, aldis, search light) emergency lt. Ok.

Sound signaling apparatus (whistle, fog bell, gong) ok. Verbal confirm.

Safety equipment – (pyrotechnics, epirb, sart, l/jackets, alarms) ok.

Communications – ok.

Instruments – will check, echo sounder, enps, course recorder, gyro – magnetic diff. Log
inbook.

Will check gyro repeaters alignment.

Will check for alarm system on bridge.

Look for ancillary bridge equipments (binoculars, flag, met equip).

See for RADAR (ARPA) (will check for and compare with actual target)

Will check for traffic density of area.

Nav hazards expected.

Possible effects of heel / trim / water density – squat during watch.

Any nav watch probs. Prev.

Will keep insight of deck work if going on.

Look out fit enough to carry out the job.

Will check look out / er stations / all repeaters / indicators/ dimmer etc.

Procedure for use of m/eng to maneuvers, when m/eng is on bridge control.

Will not touch radar and will not take over the watch if collision avoidance is going on.

PUMP ROOM ENTRY, AND FIRE FIGHTING SYSTEM IN IT, IF IT IS CO2 FROM WHERE YOU
RELEASE IT?
Ans: REQUIREMENT FOR ENTRY INTO PUMPROOM

 A permanently rigged rescue line and harness should be at the top of all cargo and transfer
pumprooms (part of life saving appliance) (SHOULD NOT BE USED FOR ANY OTHER
PURPOSE).
 No fixed equipment fitted in the pumproom should be operated if the gas LEL is in excess of
40%.
 Gas generation caused by oil in bilge’s may be reduced/minimised by spreading a layer of
foam over the pumproom bilge’s.
 Permission has been obtained from a Senior Officer.
 Ventilation should be provided for at least 15 minutes and remains in use throughout the
period of entry.
 Means of communication must be established.

142
 Lifeline and Harness is ready for immediate use.
 A competent person is standby on top of the pumproom to call for assistance.
 Advice the officer of entry and exit.
 Obtain explosimeter reading from the Bottom platform that it is free of toxic vapours along
with regular checks (incase of maintenance works)
 At least one compressed B.A set is ready for immediate use on top. (in case of maintenance
works)
 Additional B.A set is ready for use close at work. (incase of maintenance works)
 Have resuscitation equipment ready for immediate use close at work. (incase of maintenance
works).
 Chief Officer should personally supervise incase of an emergency.
THE OXYGEN CONTENT OF AIR IS 21%. IF THE LEVEL FALLS TO APPROXIMATELY
17% THE ATMOSPHERE IS UNSAFE.

SAMPLE OF AN ENTRY PERMIT FORM

1. Has the permission been obtained from the Chief Officer?

2. Is the tank clean?
3. Is the tank pressurised?
4. Has the tank been inert, then gas-freed?

PUMP ROOM BILGES ALARM, HOW OFTEN YOU TEST IT?

Ans: Before loading & discharging we are test bilges alarm.

What is the easy means of finding compass error along side jetty?
First of all i will take the compass bearing from jetty edge then i will take the true bearing for chart
then i will compared the both bearing find the compass error

Compass bearing ( from jetty) 064 (C)

t rue bearing (chart) 061 (T)

compass error 003 (w)

What is the list and loll ?

List : when a vessel is inclined by forces within the ship. Uneven distribution of weights.

The is a stable condition (G below M) but G is off the centre line.

Loll : is caused when G rises above M causing the vessel to incline to Port or Starboard or
even flop from one to the other. This is an unstable condition.

143
 LOAD LINES

Drawing of load line mark.

 TF – Tropical Fresh Water

 F – Fresh Water

 T – Tropical Seawater

 S – Summer Temperate Seawater

 W – Winter Temperate Seawater

 WNA – Winter North Atlantic

144
Freeboard deck:

Uppermost continuous watertight deck exposed to weather and sea.

Below this level all opening must be watertight.

Assigned Freeboard

Is the distance measured vertically downwards amidships from the

upper edge of the deck line to the upper edge of the appropriate load line.

Statutory Freeboard:

Is the distance measured vertically downwards amidships from the

upper edge of the deck line to the upper edge of the summer load line.

Freeboard:

Is the distance measured vertically downwards amidships from the upper

edge of the deck line to the upper edge of the load line to the waterline.

WHAT ARE SPRING AND NEAP TIDE?

SPRING TIDE: spring tide relatively large range and rate which occurs near the full moon and new
moon. It is strong tides. they occur when the earth the sun and the moon are in one line, once in
conjunction and once in opposition, so then gravitational forces of the sun moon both contributes to
the tides.

NEAP TIDE: neap tides relatively small range and rate. These are especially weak tides. They occur
when the gravitational forces of the moon and the sun are perpendicular to one another with respect
to the earth. Neap tides occur during quarter moons.

145
GUIDELINES FOR VOYAGE PLANNING (IMO Resolution A.893(21)

Annex 25 of SOLAS V - GUIDELINES FOR VOYAGE PLANNING

1 Objectives

1.1 The development of a plan for voyage or passage, as well as the close and continuous
monitoring of the vessel's progress and position during the execution of such a plan, are of
essential importance for safety of life at sea, safety and efficiency of navigation and
protection of the marine environment.

1.2 The need for voyage and passage planning applies to all vessels. There are several factors
that may impede the safe navigation of all vessels and additional factors that may impede
the navigation of large vessels or vessels carrying hazardous cargoes. These factors will need
to be taken into account in the preparation of the plan and in the subsequent monitoring of
the execution of the plan.

1.3 Voyage and passage planning includes appraisal, i.e. gathering all information relevant
to the contemplated voyage or passage; detailed planning of the whole voyage or passage
from berth to berth, including those areas necessitating the presence of a pilot; execution of
the plan; and the monitoring of the progress of the vessel in the implementation of the plan.
These components of voyage/passage planning are analysed below.

2 Appraisal

2.1 All information relevant to the contemplated voyage or passage should be considered.
The following items should be taken into account in voyage and passage planning:

.1 the condition and state of the vessel, its stability, and its equipment; any operational
limitations; its permissible draught at sea in fairways and in ports; its manoeuvring data,
including any restrictions;

.2 any special characteristics of the cargo (especially if hazardous), and its distribution,
stowage and securing on board the vessel;

.3 the provision of a competent and well-rested crew to undertake the voyage or passage;

.4 requirements for up-to-date certificates and documents concerning the vessel, its
equipment, crew, passengers or cargo;

.5 appropriate scale, accurate and up-to-date charts to be used for the intended voyage or
passage, as well as any relevant permanent or temporary notices to mariners and existing
radio navigational warnings;

.6 accurate and up-to-date sailing directions, lists of lights and lists of radio aids to
navigation; and

146
.7 any relevant up-to-date additional information, including:

.1 mariners' routeing guides and passage planning charts, published by competent

authorities;

.2 current and tidal atlases and tide tables;

.3 climatological, hydrographical, and oceanographic data as well as other appropriate

meteorological information;

.4 availability of services for weather routeing (such as that contained in Volume D of the
World Meteorological Organization's Publication No. 9);

.5 existing ships' routeing and reporting systems, vessel traffic services, and marine
environmental protection measures;

.6 volume of traffic likely to be encountered throughout the voyage or passage;

.7 if a pilot is to be used, information relating to pilotage and embarkation and

disembarkation including the exchange of information between master and pilot;

.8 available port information, including information pertaining to the availability of shore-

based emergency response arrangements and equipment; and

.9 any additional items pertinent to the type of the vessel or its cargo, the particular areas the
vessel will traverse, and the type of voyage or passage to be undertaken.

2.2 On the basis of the above information, an overall appraisal of the intended voyage or
passage should be made. This appraisal should provide a clear indication of all areas of
danger; those areas where it will be possible to navigate safely, including any existing
routeing or reporting systems and vessel traffic services; and any areas where marine
environmental protection considerations apply.

3 Planning

3.1 On the basis of the fullest possible appraisal, a detailed voyage or passage plan should be
prepared which should cover the entire voyage or passage from berth to berth, including
those areas where the services of a pilot will be used.

3.2 The detailed voyage or passage plan should include the following factors:

.1 the plotting of the intended route or track of the voyage or passage on appropriate scale
charts: the true direction of the planned route or track should be indicated, as well as all
areas of danger, existing ships' routeing and reporting systems, vessel traffic services, and
any areas where marine environmental protection considerations apply;

147
.2 the main elements to ensure safety of life at sea, safety and efficiency of navigation, and
protection of the marine environment during the intended voyage or passage; such elements
should include, but not be limited to:

.1 safe speed, having regard to the proximity of navigational hazards along the intended
route or track, the manoeuvring characteristics of the vessel and its draught in relation to the
available water depth;

.2 necessary speed alterations en route, e.g., where there may be limitations because of night
passage, tidal restrictions, or allowance for the increase of draught due to squat and heel
effect when turning;

.3 minimum clearance required under the keel in critical areas with restricted water depth;

.4 positions where a change in machinery status is required;

.5 course alteration points, taking into account the vessel's turning circle at the planned
speed and any expected effect of tidal streams and currents;

.6 the method and frequency of position fixing, including primary and secondary options,
and the indication of areas where accuracy of position fixing is critical and where maximum
reliability must be obtained;

.7 use of ships' routeing and reporting systems and vessel traffic services;

.8 considerations relating to the protection of the marine environment; and

.9 contingency plans for alternative action to place the vessel in deep water or proceed to a
port of refuge or safe anchorage in the event of any emergency necessitating abandonment
of the plan, taking into account existing shore-based emergency response arrangements and
equipment and the nature of the cargo and of the emergency itself.

3.3 The details of the voyage or passage plan should be clearly marked and recorded, as
appropriate, on charts and in a voyage plan notebook or computer disk.

3.4 Each voyage or passage plan as well as the details of the plan, should be approved by the
ships' master prior to the commencement of the voyage or passage.

4 Execution

4.1 Having finalized the voyage or passage plan, as soon as time of departure and estimated
time of arrival can be determined with reasonable accuracy, the voyage or passage should be
executed in accordance with the plan or any changes made thereto.

4.2 Factors which should be taken into account when executing the plan, or deciding on any
departure therefrom include:

148
.1 the reliability and condition of the vessel's navigational equipment;

.2 estimated times of arrival at critical points for tide heights and flow;

.3 meteorological conditions, (particularly in areas known to be affected by frequent periods

of low visibility) as well as weather routeing information;

.4 daytime versus night-time passing of danger points, and any effect this may have on
position fixing accuracy; and

.5 traffic conditions, especially at navigational focal points.

4.3 It is important for the master to consider whether any particular circumstance, such as
the forecast of restricted visibility in an area where position fixing by visual means at a
critical point is an essential feature of the voyage or passage plan, introduces an
unacceptable hazard to the safe conduct of the passage; and thus whether that section of the
passage should be attempted under the conditions prevailing or likely to prevail. The master
should also consider at which specific points of the voyage or passage there may be a need
to utilize additional deck or engine room personnel.

5 Monitoring

5.1 The plan should be available at all times on the bridge to allow officers of the
navigational watch immediate access and reference to the details of the plan.

5.2 The progress of the vessel in accordance with the voyage and passage plan should be
closely and continuously monitored. Any changes made to the plan should be made
consistent with these Guidelines and clearly marked and recorded.

All publications:

sailing directions (pilot book)

Admiralty list of lights and fog signals

Admiralty list of radio signals

Admiralty tide tables

Tidal stream atlas

Admiralty notice to mariners ( weekly, cumulative and annual summary)

Radio navigation warnings

Navigational aid information (manuals etc)

Ocean passage of the world

149
Mariners handbook

Mariner’s routeing guides

Passage planning charts

CASTING OFF A BOAT WHEN THE PARENT VESSEL IS MAKING WAY

Once the boat falls has been released and the boat is held on the painter push the tiller
toward the ships side

This action effectively gives the boat a SHEER

Keep the painter taut until the boat reaches a point of maximum sheer

Then briefly alter the position of the tiller so that the bow cants inwards towards the parent
vessel. The result of this action will be for the painter to become temporarily slack which will
permit its easy slipping

Push tiller towards the ship side again and gain sea room

IMO Publications

Ship routing

IMDG code

MARPOL

SOLAS

LSA code

Load line

COLREG

ISM code

Int. code of signals

GMDSS hand book

150
151
152
153
154
155
156
157
158
Past Orals Questions:
OOW-SUBIN SUKU 07/08/13 @ 1500 hrs (1hr 15 min)

SURVEYOR-CAPT S. AKTHAR

1. What u mean by GRT,NRT,DWT how u calculate DWT

2. He showed me a bulk cargo vsls cargo hold structure and ask me to determine the difference
b/w this diagram and ur last vsls cargo holds structure (main difference is the TST tanks
,upper hopper and lower hopper structure)
3. SMS,ISM
4. What u mean by IMSBC code, what are the other publications carried on board for bulk
cargo operations
5. Sextant (Mainly he wants to hear the HSA and VSA)
6. Calculation of C,D,M,V,T, and C/E….
7. What u mean by variation,deviation,and C/E.and wht are the main differences b/w variation
and deviation (he wants to hear variation due to earth magnetism and deviation due to ships
magnetism)
8. Chart abbreviations (tidal diamond ,tss,some bouys,cs.bksh.smg (special mark,stbd hand
lateral mark,)
9. Passing planning in piracy areas (precautions)
10. Some cargo operations ……loading of coal in a warmer region..wht precautions wil take…(he
want to hear al about the health hazard and also fire hazard)
11. Wht equipment u can use to find the methane % in coal (multy gas detector not the o2
analiser)
12. Cargo securing mannual,grain regulation,angle of repose
13. Cargo hold water ingress alarm system (he wats to hear about we can set the ingress alarm
in FW mode and SW mode also and both)
14. What you mean by high density cargoes is the coal is a high density cargo?
15. Whr u can find the duties of newly joined 3rd off
16. We are in port loading coal.25 % crew change how u wil conduct the boat drill
17. Wht u mean by stowage factor. Diff b/w stowage factor and broken stowage
18. Life boat lowering procedure solas approval (he wants to hear the FPD)
19. Bouyage pls don’t make (mistake bcz he is not giving in straight line check ur true north
direction properly before taking actions specially cardinal marks)
20. Datum,IAMSAR manual contents,search pattern,drift angle
21. How u can calculate DWA. (he gives the density pls remember the DWA formula)
22. TSS situations
23. Fishing vessel fishing in TSS can she fish in TSS ahead of you?
24. Overtaking trawler in TSS without day signal ?
25. Trawler on stbd side ?
26. Cbd on port and trawler going ahead on stbd side action ?
27. Passenger vessel crossing from TSS stbd I m on cbd ?
28. I on cbd,RAM CROSSING from port side ?
29. Open sea situations :-
30. Crossing stbd side

159
 31. Towing vessel from port side
32. Trawler without day signal
33. Overtaking
34. Head on
35. You have an alteration (way pt) to port but a trawler on port side ?
36. Manoverboard,actions,williamson turn,
37. What u mean by risk of collision how u can determine (he don’t want to hear the full rule ur
38. understandings) don’t forget to say set and series of compass bearing
39. Wht u mean by restricted visibility,R.V checklist,R.V blips.(before u take the actions think
then decide wht the aspect is it? )
40. ECDIS requirements,diff b/w raster and vector charts,disadvanteges of ECDIS
41. Cargo hold fire co2 activation (if there is a small fire don’t need to release the co2 remember
he wants to hear tht make sure there is no casualities)
42. Sea stabilization and ground stabilization
43. What is annex 5
44. Wht you mean by risk assessment ,how u can minimize danger
45. Smarty board (only recognize vessel ,day signal, fog signal)
46. NUC seen from astern or aground vessel ?
47. Aground vessel seen from port side ?is the vessel in distress?
48. Fishing vsl
49. Sailing vsl
50. Pilot vsl
51. PV engage in Towing operation RAM

SURVEYOR: CAPT.S.AKTHER
CANDIDATE: YATISH PUJARI
Buoyage easy....(safe water, preferred channel to port , isolated danger, north cardinal, south
cardinal, special mark)
Instruments hygrometer & use, hydrometer and use,
Calculate DWA by using summer displacement, TPC, summer draft
Dock water allowance....
He gave me one position inside the TTS and told me to make a passage plan till dover which is on
other side of TTS.
What information do you require from chief mate when you are planning a voyage from Europe to
Singapore?
Then on gyro repeater ......told me to take bearing of a white pole.
He told me you take a bearing of a leading light ,bearing is 249 and on chart its shows 250 what is
the error.
Chart symbols and abbreviations.
Tank container leaks on deck action
Man over board action
What is Williamson Turn?
25% of crew changes how you will make a Muster list
Contents of muster list

160
What is annex 5
Discharge criteria of garbage
What is special area definition?
Category of garbage (category **)
Engine room calls on bridge saying that they want to carry out hot work in engine room what will
you do?
Captains tell you that we have to anchor ......procedures....
Risk assessment.....how you will carry out risk assessment
What type of risk assessment?
If you get a distress alert on HF what will you do?
What is datum?
How will you proceed to the distress position when you receive distress from the raft?
How will calculate drift angle?
What does rule 7 & 8 says explain?
Can you cross in TSS?
Can you go in separation zone?
Situation in TSS:-
RAM on port side
CBD on port side
Fishing vessel fishing in TSS can she fish in TSS ahead of you?
Overtaking trawler in TSS without day signal ?
Trawler on stbd side ?
Cbd on port and trawler going ahead on stbd side action ?
Passenger vessel crossing from TSS stbd I m on cbd ?
I on cbd,RAM CROSSING from port side ?
Open sea situations:-
Crossing stbd side
Towing vessel from port side
Trawler without day signal
Overtaking
Head on
You have an alteration (way pt) to port but a trawler on port side ?

161
Capt. Peter
 buoyage (safe water mark, starboard hand and port hand , east and west cardinal and
isolated danger)

 sextant (what we do by sextant, hsa and vsa gives what, all errors, which error will you
correct first,)

 chart symbol and meanings ( he showed me one power cable and asked what i will avoid
doing there and what will be the effect on ship)i told him i will avoid anchoring and the
affect will be on magnetic compass.

 then he asked me about magnetic compass( deviation and variation)

 Which type of hatch cover does u have on ur ship what u check for hatch cover.

 loading of steel coil what u will do and what information u will get from c/o

 how u do lashing of steel coils

 loading is completed now preparing for sailing (in this i mention him everything including
deck and bridge) and i told him that i will check wheather passege plan and pilot card is
ready

 he asked what info are in pilot card

 what preparation u will do for pilot

 i told him on bridge all nav equipment and everything and pilot ladder

 He asked me what u check in pilot ladder (i told him condition of rope, steps and there are
no any grease, oil etc.

 then he made a pilot ladder step and asked me how will rope pass from it

 diagram of load line

 IAMSAR( content of mobile facilities)

 marpol annex 5 discharge criteria

 ism

 Squat & Interaction

 what all FFA equipment (i told him everything included fire doors)

 fire man suit and scba checks

 what check u will do on fire door

162
  what check u do on fire extinguisher and specially on dry powder

 international shore connection (purpose, what is the use and where do u connect it and the
name of the connection point where u connect)

 what is isolation valve, where do u find it and what is the use

 situation ( crossing ..PDV, CBD, PDV 2 MILES)

 HEAD ON (PDV, RAM)

 overtaking

 Which vessel can pass from inshore traffic ( only one situation from T.S.S ..PDV on starboard
side.)

 blips

 Card (CBD, FISHING, RAM, NUC, PDV) ON NUC vessel i saw her stbd aspect i told him nuc
vessel seen from stbd side making way. he was not satisfied he gave me approx. 5 min to
think. And at last he told me she is underway and making way.

 rule 19

 I failed because of NUC and in FFA isolation valve and checks of fire door

SURVEYOR : CAPT.PETER
CANDIDATE: RAJESH

*Starting with buoyage (Safe water mark, west cardinal, east cardinal, port hand mark, starboard
hand mark, isolated danger mark……identify and take action accordingly.)North up and Inbound vsl.

*Sextant and its use. (what will you get by VSA)

*Magnetic compass. (Errors associated with magnetic compass……..variation and deviation)

*Chart symbols and its meaning, recon C (Charlie _._.), depth swept by wire, tidal diamond and for
which port it is used.

*FFA for tankers. (Fire line diagram layout for your last ship, isolation valve location, location of both
fire pumps.

*You are an emergency fire team incharge, how will you prepare your BA team to enter the fire
zone. (Checks on them before entering.)

*Pre departure checklist. (Bridge equipment’s and steering checks important.)

*What is IG? Purpose, alarms.

*PV valve use.

*Lifting gears used onboard? Maintenance and certification?

163
*SOPEP.

*Situation’s open sea…. (crossing, head on, overtaking, crossing from your port side)

*TSS (crossing from your stbd side, fishing in general direction of traffic flow)

*CBD crossing in open sea on your port side.

*Rule 19.

*Identify the lights (And tell him day signals, fog signals with time interval and arc of visibility)(fishing
vsl, sailing vsl , RAM, NUC)

*Squat and interaction.

*ISPS and its different levels

*Loadline Diagram, Formula for FWA.

*What is PSC?

*What is MLC( very important as it is coming into act in August 20th )

*COSWP, Risk assessment.

*Restricted visibility situation blips (take action according to rule 19)

Capt. Anam
 last ship, type of cargo

 things about grain cargo, precautions, loading, stowage factor

 moving separation bulkhead

 risk assessment

 why to suspend cargo any alternative

 FSE , how to avoid fse

 You are oow doing navigation watch on bridge at night for safety of navigation what you do?

 Do u go at safe speed at open sea no traffic?

 what were the LSA and FFA of last ship

 GMDSS monthly checks

 in the chart asked details about T.S.S

 define parts of T.S.S, how to enter in t.s.s how to cross, which vessel enter ITZ , separation
zone

164
  marpol annex 5

 how do u use radar for collision avoidance

 equipment (aneroid barometer)

 situation....open sea ( overtaking , head on, cbd)

 cards ( ram towing, fishing vessel, vessel aground)

 buoyage (south ,isolated, safe water, special, preferred ch port, stbd lateral mark, north)

 RV checklist

 what you do for v/l fwd of beam and abaft the beam

 on radar target at 8 mile range u hear fog signal of PDV making way

 action on above situation

 how do you know she is past and clear

Following are the question Capt. Anam asked me in my oral exam.

1st of all after a brief introduction he asked me

- Have u ever entered in Galley Refrigerator room. Precaution before entering.

- Have u ever seen any of these bridge equipment?
Ans : I replied sir if you allow me can I explain you Mason Hygrometer
( I stood up and stand near Mason Hygrometer ) and explained the instrument
then he asked me what will happen if both the thermometer shows the same reading
why they show the same reading he wanted to hear sir it might be possible if reservoir
is not filled with water or muslin is not connected with the resoirver.
-Anchoring procedure?
- Pilot boarding arranging - Procedure
- Then how i will proceed to the bridge?
- Then what happen on bridge once pilot arrived (Master Pilot info exchanged)
- Do u know ETA Fwd And Aft )
And procedure of aft ETA IN DETAILS.
- Which all vessels can enter ITZ.
- He showed me one chart and asked me whether i can use this chart for my voyage
- How do i know weather I can use it for my voyage?
- answer – I will check the bottom left corner , Cumulative notice to mariner , weekly
noticed and chart correction log I will make sure it corrected and up to date till today
then only i will use it.
- Then he said this is corrected till today can I use it now ?
- I said no sir because it is clearly mentioned here ( NOT TO BE USED FOR NAVIGATION
PURPOSE )

165
 - How does u know on charts – The general direction of Buoyage on chart?

I said if you allow me can i show u on the chart

He said yes
I showed him on chart
he said u guys are very much acquainted with this chart ( 5055 ) i replied sir even if u
change the chart it won’t affect we can easily identify the general direction in buoyage
in any chart.

- Then he gave me the approach and asked me tell me u r out bound or in bound
- I answered In bound( it was right answer )
- What is parallel indexing?
- I said can I elaborate u he allow me then I use my file as a coast and vessel as vessel and
explained.
- LSA of my last vessel
-
- Marking on lifebuoy ( Including retro reflective tape )
-
- MOB marker on bridge wings
- FFA of my last vessel

After all that he started giving me situation / Buoyage system

I was inbound and north opposite to me

I asked I m in which region

he said European Water

Buoy – East Cardinal Mark, West Cardinal Mark , Isolated Danger Mark , Special Mark , Preferred
Channel to Port , Lateral Mark

Identify the vessel, day shape, fog signal and action as per which rule

Cards - Pilot vessel on port side

Why it is under way. can it be making way

Fast ferry head on

Fishing vessel gear extending more than 50 mtr port side

RAM vessel port side

Why it is making way?

He asked me what u understands by R.V.

Towing vessel seen from stern .

166
Singe red light

Single white light

Arc of visibility of mostly all lights

Tanker question

Capt anam

Candidate name: Nikhil Bhajan

 In equipment he ask me whole procedure how to use aneroid barometer?

 What happen if pressure increases or decreases?
 He asks what type of vessel I sail? [product tanker]
 He asks me about permit to work, what all information in that, n when we have to make
permit to work?
 Validity of enclosed space permit, how we close permit?
 What all enclosed space area on tanker?
 Procedure for pump room entry?
 What all checks for oxygen analyzer, and when we have to manipulate it with fresh air?
 Purpose of deck seal , what we have to check in that ?
 Purpose of pv breaker and what we fill to in it?
 What all check we have to do prior discharging?
 What firefighting equipment we kept ready at manifold?
 What fixed firefighting system for pump room, deck engine room?
 Where is foam tank located?
 When we have to check hydraulic tank level situated in foam room?
 Check before using hose handling crane, and where we get swl of that?
 Lsa of your last ship?
 Checks of mob marker?
 When we have to check epirb, and what all check me have to do?
 Monthly check for gmdss?
 Procedure for switching over from manual to hand?
 What all control are there to set in auto pilot?
 How we do emergency steering drill in last ship?
 Where we get procedure to operate emergency steering?
 Rv checklist?
 On chart he ask me hor we join tss?
 Which all vessel use itz?
 How you do passage planning if your draft is 10 m ?
 Duties in pilotage?
 How u prepare pilot ladder for disembarkation of pilot?
 He give me hru and ask can u use it?
 Where u find hru in your last ship?

167
  How you fix it with life raft?
 Then he started situation
 First overtaking then head-on?
 What happen if two ships pass close to each other?
 When squat will happen n how we reduce squat effect?
 Then he started buoys, prefer channel to stbd, isolated danger , special mark where we find
it, safe water mark , north cardinal, east cardinal ,, all light rhythm,, how to pass and where
we find it ?
 Then he show light on smarty board
 Pilot vessel , nuc vessel , aground vessel ,ram, fishing vessel, sailing
vessel,trawler,cbd,towing,,, day signal , fog signal , for all vessel ?
 Then he given me three blip on 2point port bow n ask cpa , and give me true vector ask what
she is doing and action according to which rule?
 Then he given three blip on stbd quarter,, and ask action?
 After that he give single green light, and single white light?

Dry Cargo Vessel

Orals Scenario: _
1. What do u understand by DWA ? Why do u need it ? by which method(instrument ) u can
find it ?what all info.you must need it to get DWA ??where all u will get info. About FWA ?
2. What do u understand by displacement and deadweight ?how are these both related with
respect to your last ship ?
3. What was your last cargo ? (CEMENT IN BAGS) hold preparations and precautions while
loading it ?
4. What was cargo gear on your last ship ?how did u rig it ?(Acc.to rigging Plan )
5. Preparations prior arrival to port ?
6. cargo watch keeping duties inside port of OOW ?
7. While carrying out cargo operations u are carry out bunkering ?what precautions u will
take ?
8.what all LSA & FFA u had on ur last ship ? Monthly tests of LSA & FFA ?How will u check &
Test an EPIRB ?How many life jackets u will carry ?
9.what all maintenance u will cary out for derricks ? how is derrick different from cranes ?
10.what all precautions & Plans u will think of before & while making passage plan ? what u
wll do with all the waypoints ?
11.bridge equipments (RADAR,ECHO SOUNDER,AIS INPUTS),what do you understand by
voyage data in AIS ?
12.ISM ?? COSWP,SOLAS Contents ??
13.how u do chart corrections ? what all publications u need for correcting it ?
14.he gave me an HRU & Askd me how will u rig this with liferaft ?? expiry date ?abt painter
length ?markings of liferaft ?
15.Fire in galley, Actions ?why do u do Boundary cooling ?what are the contents of
Fireman’s outfit ?

168
 16. what all preparations u will do before entering TSS & R.V ??what u understand by Safe
speed ?
17. lights & Actions for
a) V.l Aground , RAM With dredger (obstructions ) , RAM Making way , single green light ,
P.D V/l crossing from Stbd,Fishing v/l with Gear seen on Port side ?which vessels can use ITZ
& SEP.ZONE ?
18 ) Day shapes for all the Above vessels, fog signals, arc of visibility of lights, diameter of
shapes and vertical distance.
19.In R.V
b) 1 v/l on 3 points on my stbd.bow
c) 1 v/l on my port quarter
20.In Buoyage
A )Where all u can find Special marks (light,rhtym)
b) Preffered channel to port,north cardinal mark,west cardinal mark,preffed channel to
stbd,safe water mark,isolated danger mark (RHYTM,MEANING,TOP MARK,SHAPE ) AND
ACTION For each……..

Pradeep date 26/6/13

Capt. Anam
1> Type of vessel u sail
2> Type of cargo u carry
3> Safety precaution during loading and disc cargo(roro,general ,container)
4> Securing cargo and manual
5> Precaution for special cargo loading
6> In Passage safety measure for cargo
7> Imdg , and container how u get information about type of cargo , identify container
8> Separation of cargo as imdg
9> about hru full information
10> about forward life craft lsa for forward
11> Emergency situation fire engine room
12> How u will identify shore person (stevedore, shipstaff)
13> Entering rv
14> Picking up pilot check for safety and information
15> Pilot and master exchange information
16> All watertight and shell dore remotely opening and closing and their checks
17> Gyro repeater gmdss checks
18> Chart symbol
19> Sopep manual emergency operation
20> search and rescue operation
21> ror situation buoys and chart light .
22> emergency steering, co2 fix ffa check and operate

169
Lowestoft college orals

Sir below are the questions asked during the oral examination. Which i gathered till now.

Capt. Tyson :

He asked to quote rule no. 3,6,7,10,13,14,15,18,19.

-He asked what do u mean by draught in relation to available depth of water as per rule 6.

I said if there is less ukc then the vessel may suffer from squat. Then he asked about squat. What
is squat, what are the signs for squat, how do u avoid squat etc.?

Then he asked me about the hydrometer. What is it? What is this used for?

He wanted to listen that this is used for measuring the density of water not liquid.

Then he asked me what do u do with density of water?

I told him that by getting DW density I can calculate the DWA. Then he asked how can u calculate
the DWA?

I answered him by formula. Then he asked about formula for DWA? I explained about the formula.

His next question was about FWA & its formula, purpose?

Then he asked why do u need DWA? I said because when the vessel sails from DW to SW the
draught will decrease and the vessel will not be loaded to the required draught. That’s why we
need DWA, so that we can load into DW upto the draught included with DWA. He asked about
FWA& DWA definitions.

Then he has already set a channel with north cardinal mark, preferred channel to port & safe
water mark without any topmark. He gave me true north and general direction of buoyage also.
And he told me to navigate with vessel through channel and tell me about shapes, colour,
topmark, light, rhythm. That time he had all the top-marks in his hand which I could not see.

Then I asked him that before navigate through channel I need Region? He said region A.

Whenever I identified the correct top-mark, he put the top-mark on the buoy and asked me to take
action.

SITUATIONS:

Then he asked me about situations: (All risk of collision exist)

first tell him that what kind of situation is this and which rule and action. Quote the rule before
taking action. And always inform master before taking any action. This is the key word for capt
Tyson.

170
Open sea: - He put one vessel 1 point port bow and told me to identify that vessel and take action.
I was confused about how can I identify the vessel by looking on it. Finally I realized that there is
no day signal displayed by the vsl so it should be PDV. I told him that sir this is PDV and head on
situation.

Then he asked me why this is PDV? Then I answered the same thing and he was satisfied. He told
me to take action. I took action as per rule 14.

He put one vessel 2.5 point port bow and told me to identify that vessel and take action. I was
confused about whether it is head on situation or crossing situation. I told him that sir this is PDV
and head on situation. He was surprised that why it is head on situation? I said when I am in doubt
whether this is head on situation I will assume that this is the case and act accordingly. He said ok
take action. So I took action as per rule. But he was not happy and he put that situation aside. He
liked to consider that situation as crossing situation. So he brought that situation again at the end
of the orals.

Other vsl

Own vsl

As per Capt. Tyson, this should be crossing situation.

171
Then he gave an overtaking situation.

Then he said other vsl also alter course to port

when I altered course to port & report that this

is crossing situation.

Other vsl

Own vsl

Own vsl

Own vsl own vsl

I said I will still assume that

this overtaking situation as
per 13(d) .Again two short
blast take a round turn &
pass stern of that vsl

Then he gave normal crossing situations from port & stbd side.

My vessel is PDV and fishing vsl overtaking me. Action as per rule 13. I am stand on and fishing
vessel is to keep clear of me.

Then he started with massive smarty board lights and shapes.

His favourite vsl is trawler. 5 to 6 times trawler (making way less than 50 m port side,
50m or more shooting her nets stbd side,
underway but stopped or at anchor, seen from stern, end on),
trawler underway but stopped or at anchor shooting her nets(what additional day signal and
which annex), towing vsl with 3 vsl being towed and asked me about fog signal of both vsl & what
additional light towing vessel will exhibit, RAM vsl seen end on, pilot vsl seen from stbd side( ur
action if she is not taking action) sailing vsl seen from port and stbd side. During this time he was
playing with smarty board to confuse me. Some time he used to put smarty board on stbd side and
other time on port side.

Then again one overtaking situation in narrow channel. My vsl is PDV and I am overtaking another
PDV. How will u overtake that vsl? I quoted rule 9 (e) and said I will give G or Z sound signal wait
for her reply. Then he asked what sound signal she will sound? Then I said if she is in agreement

172
she will sound 1 long blast 1 short blast and will take steps to permit safe passing. Then he asked if
she is in doubt? If she is in doubt then she will sound 5 short and rapid blasts.

Then again situations in TSS:

1. My vsl is CBD and RAM making way seen end on in traffic lane.
Action- inform master, then chart assessment to verify that I am following the general
direction of traffic flow. Then quote rule 10 for RAM and take all way off.

RAM

Separation zone ITZ

Own vsl
CBD

Then he asked about the additional lights of CBD & day signal. Characteristics of cylinder
and in which annex given.

2. My vsl is PDV and PDV vsl crossing lane not at right angle from port side.
Action – I said sir this vsl is not complying with TSS rules. He said why. Then I quote rule for
crossing vsl in TSS. Then he put the vsl at right an angle to the general direction of traffic
flow. Then he said now what is ur action? I took action as per rule 15. Then he asked what
is ur action if she is not taking action. Then I took action as per rule 17.

2
He put the vsl
At right angle
Then.

OWN
PDV

173
 3. Fishing vsl in traffic lane right ahead. My vsl is PDV.
Action – inform master, then chart assessment to verify that I am following the general
direction of traffic flow. quote rule 10 for fishing vsl& give five short and rapid blast and if
she is not taking action then check for other vsl in the vicinity and one short blast and alter
course to stbd and if necessary enter into ITZ.

4. My vsl is PDV and CBD crossing from port side.

Action –as per rule 10, responsibility b/w vessel rule does not apply, so I will inform
master, inform VTS, hoist YG flag, give five short and rapid blast supplemented by light
flashes and maintain my course and speed with extreme caution. Then Capt. Tyson told me
that still she is not taking action. Then I told him that I will check for other vsl in the vicinity
and will give one short blast and alter course to stbd and if necessary enter into ITZ and
keep well clear of her and resume back to traffic lane at smallest angle as possible .

5. My vsl is PDV and fishing vsl crossing from port side.

Action - Quote rule 10 for fishing vsl& inform master and give five short and rapid blast to
draw her attention and if she is not taking action then check for other vsl in the vicinity
and one short blast and alter course to stbd and if necessary enter into ITZ.

6. My vsl is PDV and I am overtaking another PDV in TSS.

Action – as per rule 13.

7. My vsl is PDV and sailing vsl is crossing from stbd side.

Quote rule 10 for sailing and stand on with extreme cautions. If she is not taking action
then inform master, give 5 short and rapid blast & alter course to stbd enter into ITZ if
necessary and allow well clear of me and join back the TSS as smallest angle as possible.

Some theory questions:

1. Master to be called checklist. (Don’t forget to tell “when distress alert received and
when own vsl position is uncertain).
2. Handing over procedure for navigation watch. Then he asked if I am drunk and come
on bridge to takeover watch. What will be ur responsibility?
3. Passage planning when passing a river. What information will u give to ur master?
Don’t forget to tell about abort position, vsl berthing alongside, nature of sea bed,
may be some pipeline or cable are laid down, anchorage position if in emergency etc.
4. Enclosed space entry checklist. He said I am standing by at the entrance of enclosed
space and there is bosun inside who has fallen down and became unconscious. What is
ur action?
5. Angle of loll?
6. Man-overboard on port side and I am inside the bridge? What is ur action ? I said I will
do wheel hard-over towards casualty and activate GPS MOB marker and quickly go on
post wing and release MOB lifebuoy with light and smoke signal. Then I explained
whole checklist for man-overboard.
7. Then he asked I am approaching the RV area, what will be my action first of all? I said I
will inform master, E/R and put the engine on standby. And then I explained the RV
checklist.

174
 8. Then he gave two systematic blips, one on my port side and one on stbd side, on
collision course and told me to take action. I took action as rule 19 (d).
9. What is course recorder ( Capt. Anam )how to set up.
10. How do you test foam . ( Capt. Anam )

EXAMINER : CAPT.S.AKTHER

CANDIDATE: SUBHASISH KAR,

DATE: 06.09.13
1) GRT, NRT, DWT, DISPLACEMENT
2) CGO LAST SHIP
3) COAL – HAZARDS, PRELOADING PRECAUTIONS
4) GRAIN REGULATION, PUBLICATIONS TO BE CARRIED ON BOARD
5) FIRE IN HOLD 1 – FULL PROCEDURE
6) CONTAINER LEAKING DURING LOADING – ACTION AS A DUTY OFFICER
7) FIRE IN ENGINE ROOM DURING LOADING OPERATION – 2/E NOT ON BOARD
8) MUSTER LIST CONTENT
9) WHERE YOU WILL GET YOUR DUTY AS A 3/O ON JOINING VESSEL?
10) PRE-DEPARTURE CHECK LIST – CONTROL TEST PROCEDURE
11) TAKING OVER NAV WATCH
12) PILOT ON BOARD – YOUR DUTY AS A DUTY OFF
13) DURING PILOTAGE A/B REPORTING - FACING DIFFICULTY TO STEER- CAUSE AND ACTION AS
A DUTY OFFICER
14) RISK ASSESSMENT – YOUR UNDERSTANDING ONLY
15) EQUIPMENTS – HYDROMETER, HYGROMETER, SEXTANT DETAILS, MAG COMPASS
16) CHART WORK: RECK (NOT DANGER FOR SURFACE NAVIGATION), TIDAL RIPS, RACON,
SEABED CHARACTERISTICS, SUBMARINE CABLE, GENERAL DIRECTION OF BUOYAGE.
17) SITUATION – OPEN SEA - TOWING VSL CROSSING PORT SIDE, TRAWLER OVERTAKING FROM
STBD SIDE AND THEN COME TO FWD OF THE BEAM ON HEAD, NUC HEAD ON, RAM
CROSSING PORT SIDE, SAILING VSL HEAD ON AND OVERTAKING.
18) TSS – PRE ENTRY CHECKLIST. POSITIONING OF SHIP, PORT ARRIVAL AT ITZ
19) TSS SITUATION –1) PASSESGER FERRY CROSSING ON STBD SIDE AND SAME TIME TRAWLER
OVERTAKING. 2) YOU ARE CROSSING FROM STBD SIDE OF A VSL AND THAT VSL IS NOT
TAKING ACTION.
20) VSL IDENTIFICATION - TRAWLER, TOWING WITH RAM, SAILING VSL, VSL AGROUNG, VSL
ENGAGED IN DIVING OPERATION.
21) BUOYAGE – OUT BOUND- NORTH CARDINAL MARK, ISOLATED DANGER MARK, PREFERRED
CHANNEL TO PORT, SPECIAL MARK AND SAFE WATER MARK (ALL WITHOUT TOP MARK)

175
Varbeen oral:

1) About ship – cargo and trading area

2) SAFETY PRECAUTION DURING PIRACY AREA
3) IAMSAR
4) GMDSS EQUIPMENT- FOR SAFETY OF NAVIGATION
5) MEDICAL ON BOARD
6) ETA ARRANGEMENT
7) START CGO WATCH
8) CHART- DIRECTION OF BUOYAGE, REGION OF A/B, ALL CHART SYMBOL, ALL TSS
9) R.V PRECAUTION
10) ALL MOST ALL SITUATION
11) R.V- DOT AND PLOTTING VERBALLY ONLY, ECHO FWD OF PORT BEAM
12) ABT MAGMETIC COMPASS – WHERE SITUATED, COMPASS ERRORS
13) AIS
14) ALL VSL FOG SIGNAL, LIGHTS, SHAPES.

Candidate Name: VINEESH KUMAR

MCA Surveyor: Capt. TYSON result: Pass

1. One should know to take gyro reading from gyro compass. In my case it was 042deg
,he told that g.error 3deg high ,so i told him true brg as 039deg.
2. Buoyage: (region A, outbound)
West cardinal mark, safe water mark, preferred channel to port and special mark.
3. No such requirement to quote the rule, but still better if u can quote.
Rule no. 2,3,5,6,7,13,15,19
4. ROR SITUATIONS:
Head on situation with a power driven vessel.
Crossing situation with trawler on port side
Overtaking situation with another power driven vessel, and situation, when the forward
vessel alter course towards your vessel.
Overtaking in a narrow channel,sound signals.
Aground vessel less than 50m seen right ahead.
TSS:
Fishing Vessel crossing from port side.
You are a cbd vessel and u see a R.A.M vessel ahead on reciprocal heading.
Power driven vessel crossing from port.
R.V. Situation:
One target on frd of beam on stbd 4 points and one on port quater 4 points.
5. Meaning of draft in relation to available depth of water.(possibilities for squat
effect)
6. Meaning of scanty information.(on radar there is always a possibility to get false
echoes ,one should not rely on such echoes )

176
7. Angle of loll,list,fwa,dwa,tpc,intact stability requirements(pg no. 30 of stability colg
booklet).
8. Passage planning while passing a river .(information to be given to master)
9. R.v. checklist, calling master checklist(also mention to call master when ur vessel
position is uncertain, on getting distress alert, when in doubt of pilots intentions)
10. From where we get info for coal loading (imsbc code and mgn 60)
Hazards of loading coal.
What is tml, info provided by shipper when loading coal?
Precautions while loading iron ore(stresses, hogging ,sagging
11. Handing over watch , oow on aft station procedure, enclosed space entry checklist,
what is snap back zone,
12. Pilot ladder rigging procedure

177
178
179
180
181
182
183
184