Apurba

Oral lists to study

Sextant

Magnetic compass

Gyro compass

Meteorology

Met Equipment

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GMDSS

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ROR

Buoyage
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RADAR PLOT

Welcome question—(volume 5, tide, synoptic chart, coding/decoding,

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noon time)

Bridge equipment—AIS, GPS, RADAR/ARPA, ECDIS

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Own note book

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College book

MARPOL

Oral report

COSWP

Bridge procedure Guide

Signals
 Seamanship

EDH

Cargo notes

MGN’S

Orals Handy Notes

List of MGN

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MGN 71 Muster, Drills, on board training and instructions, and decision support system
MGN 72 Passage Planning.

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MGN 77 (M+F) Instruction for Action in Survival Craft.
MGN 137 (M+F) Look out during periods of darkness and restricted visibility.
MGN 153 (M+F) Compliance with Mandatory Ship Reporting Systems.
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MGN 199 (M+F) Dangers of Interaction.
MGN 242 (M+F) Standard format and procedures for ship reporting, including reporting incidents
involving dangerous goods, marine pollutants, other harmful substances or safety
MGN 276 (M+F) Maintenance of Portable Fire Extinguisher.MGN 285(M+F) Electronic charts- use of
risk assessment methodology when operating ECDIS in the raster chart display system RCDs mode.
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MGN 299 (M+F) Interference with safe navigation through inappropriate use of mobile phones
MGN 301 (M+F) Manoeuvring information on board ship.
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MGN 315 (M) Keeping a Safe Navigational Watch On Merchant Vessels.

MGN 324 (M+F)+Correction operational guidance on the uses of VHF radio and automatic
identification systems at sea.
MGN 357(M+F) Night time lookout photochromic lenses and dark adaption.
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MGN 360(M+F) Implementation of changes to routeing measures in Electronic navigational Charts

(ENCs).
MGN 364 (M+F) Traffic separation schemes, application of Rule 10 and navigation in the Dover
Strait.
MGN 369 (M+F) NAVIGATION IN RISTRICTED VISIBLITY
MGN 371 (M+F) Offshore renewable energy installation (OREIs) guidance on UK navigational
practice, safety and emergency response issues.
MGN 372 (M+F) Offshore renewable energy installation (OREIs) guidance to mariners operating in
the vicinity of UK OREIs.
MGN 375 (M+F) Maritime safety information.
MGN 379 (M+F) Navigation use of electronic navigation aids.
MGN 384 (M+F) Training in the maintenance of electronic equipment’s
MGN 420 (M+F) Measures to counter piracy, armed robbery and acts of violence against merchant
shipping.
MGN 445 Fall Prevention device.
International Maritime Aeronautical Search and Rescue (IMASAR Manual) talks about Man Overboard
and search patterns for rescue.
NP 131 Catalogue of Admiralty charts and publication which gives the limits and details, including
the dates of publication and Atlases of current editions of all charts, plotting sheets and diagrams.

Launching of fully enclosed Life Boat

➢ As soon Master orders

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➢ Sound emergency alarm signal and make announcement on PA

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➢ Wear proper PPE with life jacket and carry immersion suit proceed to muster
station

➢ Check the communication with the bridge

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➢ Head count taken and report to bridge

➢ Brief the crew about their duties

➢ Check the life jacket light and whistle

➢ Ensure EPIRB, SART, GMDSS portable VHF, spare batteries, extra ration, extra
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blankets, extra water, local charts are brought

➢ Report to Bridge
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➢ Make sure FPD’s in place

➢ Make a quick risk assessment (no slippery substances no objects in the area that
make the person fall)
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Note :- risk assessment only during drill not in emergency

Check propeller and rudder is clear of obstructions

Send one engineer to start the boat engine (cold start) and check rudder
movement Hard Port and Hard STBD

Send one crew member who puts the plugs in place

Ensure following carried out and checked

Seat belts are in good condition

On/off load release safety pin in place

Self lowering wire is free to operate

 Charges for the life boat are removed

Painter fastened to strong point on deck

Harbor pins are removed (they are removed before POB)

Gripes removed from deck

Brake pin is removed

Check over side and lower embarkation ladder

Carry out dry test (move the boat from its stowed position and bring back)

Report to Bridge that boat is ready for lowering

As soon as master gives order send sufficient persons 1 engineer, 1 officer, 2 crew

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members who will board the boat and in case of emergency all will board the boat

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Ensure the ship side is clear and lower the boat at steady speed

Once boat is closer to waters engines are started

Once boat is water borne FPD’s are removed and check the hydrostatic interlock
release mechanism is operational if not break the glass in emergency
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Remove the safety pin and pull back the handle to release the hooks

Once the hooks are released, release the painter and move away

Look around and pick up other survivors in emergency inside the boat
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Move away from the sinking ship and follow MGN77

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Instruction for immediate action in life boat

The person in charge of the lifeboat shall immediately, after clearing the ship,
organise the following -

look for and pick up other survivors from the water;

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marshal liferafts;

secure survival craft together, distribute survivors and equipment between survival
craft;

stream sea anchor; and

(if appropriate) rig exposure cover or foldable canopy.
MGN 77 Part A Instruction for immediate action in life raft.
Cut the painter and clear of ship.
Look for and pick up other survivors
Ensure sea anchor streamed when clear of ship (provide extra stability reduce drift rate)
Close up entrances ( to protect occupants from sea and weather, try to keep warm and
dry)
Read survival instruction.
Part B Instructions as how to survive in life raft.
1. Identify person in charge of liferaft.

2. Post a lookout.

3. Open equipment pack.

4. Issue anti-seasickness medicine and seasickness bags.

5. Dry liferaft floor and inflate, if appropriate.

6. Administer first aid, if appropriate.

7. Manoeuvre towards other liferafts, secure liferafts together and distribute
survivors and

equipment between survival craft.


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8. Arrange watches and duties.


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9. Check liferaft for correct operation and any damage and repair as appropriate
(ventilate if

CO2 leaking into liferaft).

10. Check functioning of canopy light and if possible conserve power during
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daylight.

11. Adjust canopy openings to give protection from weather or to ventilate the
liferaft as appropriate.

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12. Prepare and use detection equipment including radio equipment.


13. Gather up any useful floating objects.

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14. Protect against heat, cold and wet conditions.


15. Decide on food and water rations.

16. Take measures to maintain morale.

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17. Make sanitary arrangements to keep life raft habitable.


18. Maintain life raft including topping up of buoyancy tubes and canopy supports.

19. Make proper use of available survival equipment.

20. Prepare action for -

1. Arrival of rescue units; 

2. Being taken in tow; 

3. Rescue by helicopter; and 

4. landing and beaching.

Contents of SOLAS Training Manual

Life saving appliances
Donning of life Jackets
Donning of Immersion suits
TPA and its used
Muster lists and emergency instructions
Emergency signals
Life boat and raft launching procedures and recovery
Use and operation of EPIRB
Use and operation of LTA
Operation of pyrotechniques and uses

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Operation of launching parachutes and uses
Operation of line throwing apparatus and uses

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Man over Board recovery
Operation and maintenance of various extinguishers
Handling of fire hoses
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Handling and testing of gas instruments
Extinguishing medium for different classes of fires
Helicopter operation
Rescue by surface vessels
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Survival techniques in water and life boat/life raft

Launching of Davit Launched Life Raft
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As soon as Master gives order

Sound emergency alarm and make announcement on PA

Wear proper PPE with life jacket and carry immersion suit and proceed to
designated Muster Station and report to bridge to check the communication
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Head count taken and report to bridge

Brief the crew about their duties

Check the life jacket donning, whistle and light

Ensure the SART, EPIRB, GMDSS portable VHF, spare primary cell, extra ration, extra
blankets, extra water, local charts are brought to place

Inform bridge
Open shackle (bridle ring) from the cover and pull the lifting shackle and attach to
Davit’s hook

Pull the bowsing lines from the container and secure

Secure the container retention (canister) line

 Pay out the painter enough to swing the raft outward and make fast the painter to
a strong point

Check over side and pull the painter

When it gets stuck give a jerk to inflate the raft

Recover the container covers and keep them away

Using the Bowsing lines secure the raft to ship side and report to bridge

After getting instruction from the bridge go inside and inspect the raft for its good
condition

Report to bridge that raft is ready for boarding

Once instructed from bridge, tell crew to remove sharp objects from their pockets
if any then commence boarding

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Since it is hanging only on one wire, crew members must adjust themselves to
balance

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Once boarding is done report to bridge and check ship side clear and release the
bowsing line

Lower the raft at steady speed

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When the boat is close to water pull the Red Grip

When the raft is fully water borne and no load on hook, the raft will release
automatically, incase the raft not released pull the green grip to release from davit

Using pedals get clear from the sinking ship

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Look for the survivors and pick them up into the raft

Sea anchor is dropped and follow MGN 77

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Note: - life raft Hook Mechanism some time due to tide, current and wind although Red
grip is pulled, since the load is acting due to the above reasons it is good as the Red
grip is not pulled and the weight still acting on the davit hook, if this situation is
occurred pull the green grip to release the raft and clear the ship side.
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❖ Must be at least 9 m forward of the propeller

❖ Must be at least 2 m above the waterline at embark position and fully loaded and
unfavorable 10 degree trim and 20 degree list

Life Boat Equipment

Compass
Survival manual/ SOLAS Card
Sea anchor
3 Liters water per person (valid for 3 years)
10,000 KJ of ration per person
2 smoke floats, 4 Parachute, 6 Hand Flares
First aid kit/ Sea Sickness for oil fires
1 search light
1 Radar reflector
TPA 10% of capacity of the life boat
1 jack knife
3 tin openers
3 graduated drinking glass (rust proof)
1 torch for sending Morse code with spare bulb and batteries
1 fishing tackle
Sufficient buoyant oars
Crutches

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Boat Hooks
Buoyant Bailer

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2 Buckets, Whistle, Signaling mirror, Bilge pump
Steering Failure Inform Master and Engine room
Engage emergency steering on
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Switch off mast lights
Side lights and stern lights will be on till she is fully stopped
Steer ship away from danger
Transmit urgency message
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Display not under command lights and shapes

If shallow water consider anchoring
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Steering Gear test procedures

Before 12 hours prior arrival or departure steering gear must be tested
3 main points
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Inform Master/Engine room

Test the communication with steering flat
Check that no oil leaking at steering flat
Procedure
1 engineer will be sent to steering flat with communication
1 crew member will be sent to aft with communication
Wheel to mid ship
Switch on 1 steering motor
Put wheel moved on to Hard STBD
Then move the wheel from Hard STBD to hard Port. It should not take more than 28
seconds from hard STBD to Hard Port
Then put wheel to mid ship
Put off the steering motor No. 1 and start steering motor No. 2
Try out as above form hard STBD to Hard Port it should not take more than 28 seconds
Now try the same with both the steering motors on and ensure it dose not takes more than
28 seconds. If the difference is more than 28 seconds immediately inform Master and log
down
During the entire operation there should be no oil leaks and the propeller should be clear
of small boats etc
Also check following
Main steering gear

Auxiliary steering gear

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Remote steering gear control system

Steering position on the bridge

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Emergency power supply

All Rudder angle indicator repeaters show the correct rudder position

Remote steering gear control system power failure alarms

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Steering gear power unit failure alarms

Automatic isolating arrangement and other automatic equipment

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ICS Bridge Procedures

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Duties of the Officer of the Watch

OVERVIEW

The Officer of the Watch (00W ) is the Master's representative ana ;s responsible at
all times for the

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safe navigation of the ship, in full compliance with the Convent.on o~ time
International Regulations

for the Prevention of Collisions at Sea (COLREGS).

The presence of the Master on the bridge does not relieve the OOW of respors
o. :ty for the watch.

A decision by the Master to assume responsibility for the watch should be una^c
guously advised to

the OOW and other members of the Bridge Team.

The OOW should comply with the requirements of the SMS and the Master's
standing a°d da ly

orders. Compliance ensures that agreed and robust procedures which promote
safety ana mitigate

risks are followed by Bridge Teams to execute and monitor the passage plan.


The primary duty of the OOW is to maintain a safe navigational watch at sea or
at anchor, which will

require ensuring:

• Compliance with the Company's navigational policies and requirements;

• Effective watch handovers;

• Management of the Bridge Team;

• Keeping a proper look-out;

• Familiarity with the bridge layout and equipment;

• Familiarity with bridge procedures;

• Maintaining situational awareness;

• Surveillance of the ship;

• Execution of the passage plan;

• Navigation and control of the vessel;

• Collision avoidance in compliance with the COLREGS;


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• GMDSS watchkeeping;

• Compliance with environmental requirements;


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• Monitoring the performance of navigational equipment;

• Recording bridge activities;

• Management of emergency situations; and

• Security awareness.
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EFFECTIVE WATCH HANDOVER


An effective watch handover should take place ensuring all pertinent information
is exchanged

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between the oncoming and off-going Bridge Team members (see Checklist B16). As
the Master's

representative it is the responsibility of the OOW to be satisfied that:

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• The relieving OOW is fit for duty (see Sections 1.2.9 & 1.2.11) and during the
hours of darkness "as

had sufficient time to allow for night vision adjustment; and

40 BRIDGE PROCEDURES GUIDE

The relieving officer has verified the ship's position and status.
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The watch handover should be deferred until after any action that is
imminent, or




During any watch handover the following information should be discussed and
verified:


• The ship's current position and proximity to navigational hazard

• The intended track (including any amendments to the passage plan), course and
speed and engine

controls as appropriate;

• Machinery status with particular reference to defects affecting maneuverability;

• Steering mode and equipment status with particular reference to defects
affecting maneuverability;

• The operational condition on and alarm status of all navigational and safety
equipment being used or

likely to be used during the watch;

• Compass errors;

• The traffic situation including vessel reporting requirements completed or due;

• Weather conditions, navigational and other hazards likely to be encountered
during the watch with

reference to Maritime Safety Information (MSI) received;

• Condition of draught, heel/list and trim;

• Any shallow water effects, including squat;

• Any work in progress such as crew working on deck, engine room maintenance
and cargo,

ballasting or tank cleaning operations; and


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• Any special instructions, particularly amendments to Bridge Orders.

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3.15.6 GMDSS CHECK:

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4.2.3 AUTOPILOT - HEADING CONTROL

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Heading control will steer to maintain the ship's heading but, unlike automatic track-keeping,

does not have the ability to compensate for the effects of wind and tidal-stream/current on the ship’s

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course over ground (COG).

4.2.4 AUTOPILOT - AUTOMATIC TRACK-KEEPING

Automatic track-keeping steers the ship towards a waypoint or to follow a route
whilst remaining within a specified cross track distance (XTD).
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The ship will steer to maintain a COG which keeps the ship on track and moving
towards the next waypoint. An autopilot performing automatic track-keeping
functions and its alarm outputs should always be monitored closely, particularly to
ensure that the OOW is able to check that it is safe for the autopilot to make an
alteration of c o u r s e .
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An autopilot performing automatic track-keeping functions and its alarm outputs

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should always be monitored closely, particularly to ensure that the OOW is able to
check that it is safe for the autopilot to make an alteration of c o u r s e .
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4.2 STEERING GEAR AND AUTOMATIC PILOT
4.2.1 OPERATION AND TESTING
The 00W should ensure that requirements for the operation and testing of the steering gear are
followed (see Checklist B1) and in particular:
• In restricted waters or restricted visibility, an additional steering gear power unit is in operation
when such units are capable of simultaneous operation; and
• The complete steering system is tested within 12 hours pr or to departure.

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B1 STEERING GEAR TEST ROUTINE

These routines should be carried out at any time when required and if there is any doubt
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as to the performance of the steering gear. Checks of steering equipment may also be
required by coastal states on entry onto their waters

Every watch/after prolonged use of autopilot

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Check and confirm rudder response to manual steering from all bridge positions using
each steering gear power unit singly and together
Before Entering Coastal or Congested Waters
Check communication between bridge and steering gear compartment
Check and confirm rudder response to manual steering from all bridge positions using
each steering gear power unit singly and together
Prior to Departure ( No More Than 12 Hours Prior To Departure)
Check communication between bridge and steering gear compartment
Test and confirm correct operation of the following:
Main steering gear
Auxiliary steering gear
 Remote steering gear control system
Steering position on the bridge
Emergency power supply
All Rudder angle indicator repeaters show the correct rudder position
Remote steering gear control system power failure alarms
Steering gear power unit failure alarms
Automatic isolating arrangement and other automatic equipment
Emergency Steering Drills
Emergency steering drills should take place at least every 3 months and should include
direct control from within the steering gear compartment, the communication procedure
with the bridge and, where applicable, the operatopn and alternative power supplies

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Checks and Tests

• Confirm the full rudder movement according to the required capabilities of the steering
gear;

• Check the timing of rudder movement from hard-over to hard-over, using each steering
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gear power unit

singly and together, to ensure consistency with previous tests; and

• Visually inspect the steering gear and linkages for damage.

Changeover Procedures

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The regular testing of manual steering should be an opportunity for all Bridge Team
members to practise

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procedures for changeover between different steering modes, as appropriate. Typically,

these will inc ude:

• Automatic track-keeping to automatic heading control;

• Automatic heading control to hand steering;

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• Hand steering to non-follow-up; and


• Hand steering to emergency steering

B3 FAMILIARISATION WITH BRIDGE EQUIPMENT

!

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Radar and Radar Plotting Aids
Location and operation of radar(s) including operation performance monitors

Operation of ARPA (or other plotting aids)

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Echo Sounder
Location and operation of echo sounding devices

Location of echo sounder repeaters

Location of echo sounder spares and spare recording paper (if not digital unit)
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Speed and distance log

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Location and operation of the speed logs

Location and operation of the speed log repeaters

GMDSS (including Maritime Safety Information)

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Location and operation of GMDSS station, isolation of aerials, location of batteries/back-up

power

Location and operation of VHF/MF/HF equipment (including DSC)

Location and operation of ship earth station (SES)

Location and operation of NAVTEX receiver

Location and operation of weather fax receiver and any weather routeing program

Location of spare paper for weather fax receiver

Location of the GMDSS log

Location and operation of EPIRB

Position Fixing Systems

Location and operation of GNSS
Location and operation of terrestrial radio-navigation systems
Location of antenna(s)

General Bridge Equipment

Location and operation of the chronometer, master clocks system and stopwatch

Location of compass error log

Location of binoculars
Location of sextant(s)

Location of log books

Location and operators of bridge windscreen wipers and clear view screens including water
wash

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Internal communication
Location and operation of internal communications
Location and operation of emergency internal communication

Propulsion and steering

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Location and maneuvering characteristics information and data
Location and operation engine telegraph
Location and use of engine movement recorder
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Location and operation of thrusters controls

Operation of steering, steering changeover and emergency steering systems
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Location and use of rate of turn indicator

Orders and logs

Location and contents of the SMS and Master’s standing orders
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Location of Master’s daily/night orders

Location and content of instructions for unmanned spaces

Passage planning and monitoring

Location of passage plan for proposed/current passage
Location of charts for proposed/current passage
Completion of ECDIS familiarization ( checklist B4)
Location of navigational publications, light lists,, radio signals, digital and/or hard
copies
Location and operation of chart management system
Location of navigation warnings and weather information
Location of notices to mariners digital and hard copies
AIS
Location and operation of AIS
Alarm system
Location and operation of BNWAS
Voyage Recording
Location and operation of VDR or S-VDR
Recover/saving data from VDR or S-VDR
Location and operation of bridge audio recording system
Location and operation of the course recorder
Location of the spare recording paper for course recorder, and other spaces ( if

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electro mechanical)
Location of LRIT equipment

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Location of bridge procedures manual, SMS and ship specific procedures
Navigation lights and shapes signaling equipment if fitted
Location and operation of navigation and signal light controls and alarm panel
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Location of bridge operated deck lighting

Location of spare bulbs for navigation lights and equipment

Location and operation of daylight signaling lamp

Location of mains sockets and batteries
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Understand the recharging procedure for back-up battery supplies

Location of flags, shapes and manual sound signaling apparatus

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Location and operation of sound signaling panel

Emergency Equipment and Security

Location of muster point information
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Location of spare lifejackets

Location of man overboard lifebuoys and methods of release

Location and operation of fire detection and alarm panel

Location of fire and general alarm activation points

Location of emergency fan stop

Location of watertight door remote controls

Location of emergency fire pump(s) stop/start

Location of counter-piracy equipment

B4 ECDIS FAMILIARISATION
Initial Preparation
Establish if the vessel is approved to use ECDIS for navigation
Establish whether there are Company procedures concerning the use of ECDIS and
ensure that these

are followed
Establish whether any passwords are needed for management of the system and, if
so, obtain

the details
Establish how one to one familiarization is supported, such as by a CBT package and/

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or a built-in mode
Identify the primary ECDIS equipment and the facilities for back-up (if the back-up is

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a second ECDIS

of a different type to that of the primary installation, then this familiarization
checklist should be

completed for both systems
Understand ship procedures in event of ECDIS failure
Location of user manuals for ECDIS and its back-up
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Location of Base and Update media
Understand the procedure to obtain additional chart permits
Understand the position fixing systems that feed the ECDIS. Determine the method of
switching

between sources such as primary and secondary position fixing systems
Determine what other systems supply ECDIS, such as speed logs, GNSS, gyro compass,
radar/ARPA

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(acquired targets, radar picture overlay), AIS and echo sounder. For each, establish
the reference

framework a : ground, water or ship stabilized
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Determine where to find maintenance records related to the ECDIS and

service reports, non-conformity

reports and inspection, validation reports
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Determine the power supply modes and their specifications such as UPS
duration

Basic Operation
Determine how to switch the ECDIS on and off
Establish the function(s), position and general operation of the physical
controls and switches, including

cursor control and the access and selection of menu items
Understand how to access the main menu and select menu options
Determine the method for setting day/night viewing modes, brightness,
contrast and color correction
Determine how to switch between traditional and simplified symbology
 Determine how to put equipment in route monitoring mode and route
planning mode
Determine the method for scrolling and zooming charts, including
determining the current scale of

displayed charts and setting the display to a particular scale
Determine how to select display Base and Standard Display
Determine how to display other information from ENCs, including the
display of All Other Information
Determine how to check that reformat on concerning own ship, such as
dimensions, is correct
Determine how to select the safe:, contour and safety depth
Determine how to select two or four color contour mode

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Determine how to select deep and shallow area display options

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Determine how to set all other safety parameters
Establish how alarms and other alerts are given by the ECDIS and
understand the procedure needed to acknowledge them



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 B6 PREPARATIONS FOR SEA

Passage Plan Tick

Berth to berth passage plan for the intended passage prepared and available on the
bridge with the route plotted on up to date and appropriate scale charts (official
paper or electronic)
Passage plan checked and approved by the
Master Passage plan briefed to the Bridge
AIS (voyage data updated ana
co"ect Anchors, cables and winches

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Ancillary bridge equipment e.g. d

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rocuiars) BNWAS

Clocks synchromsea with engine room

Controllable q:tc^ propeller controls and
indicators
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Course and engine movement recorder/bridge
movement book Deck power

ECD!S and/or other electronic

navigation aids Echo sounder
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Electronic position fixing systems Emergency
engine stops Engine(s)/propulsion (ahead and
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astern) GMDSS communications and GMDSS log

Gyro/magnetic compass and repeaters, including repeater in steering gear area

Radar(s) and ARPA
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RPM and ROT indicators

Signalling equipment including flags, search lights and
signal lamps Speed and distance log

Stabilisers
Steering gear (Checklist B1)
Thrusters
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VDR

Port and Pilotage

Master/Pilot information exchange checklist completed
(Checklist A1) Pilot Card prepared (Checklist A2)

Pilot boarding time confirmed

Pilot boarding arrangements ready for disembarkation of the Pilot (Checklist A4)
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B17 CALLING THE MASTER
If the Master needs to be called, particularly where there is concern about the safety of the ship, this
should be done early enough to allow the Master sufficient time to understand and respond
effectively to the situation.
Failing to call the Master in a timely manner can lead to an increased level of risk in relation to:
• Collision;
• Grounding;
• Safety of life;

• Commercial losses; or
• Reputation losses due to delays or damage.

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Occasions to Call the Master
As required by the SMS, Master's Standing Orders and daily orders, including:
• If restricted visibility is encountered or expected
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• If traffic conditions, density or the movements of other ships are causing concern
• When a distress alert has been received or a distress signal has been sighted
• If difficulties are experienced in maintaining course
• When there is a significant difference between the latest observed position and the
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expected position of the ship

• 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 an unexpected change in soundings
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occurs
• If amendments to the passage plan require immediate approval
• If the ship meets any hazard to navigation, such as ice or a derelict
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• If any vessel security concerns arise

• In any emergency situation•
• In any cases when the situation is beyond the experience of the OOW or if there is any doubt regarding
the safety of the ship, or ability to comply with regulatory requirements
Other
B19 FALSE DISTRESS ALERTS

False Alert Sent on VHF DSC Tick 1

Reset the VHF DSC immediately
Cancel the alert on VHF DSC Channe 70
Transmit a broadcast message to AL_ STATIONS c r Channel 16 giving the ship's name, call sign
and MMSI and cancel the faise d stress a e r %
Record details of the false alert a^a ac: o^s :o cs'-ce tne a eo
Transmit a broadcast message to ALL STATIONS on 2182 kHz giving the ship's name,
ca . sign and MMSI and cancel the false distress alert
Record details of the false alert and actions to cancel the alert

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False Alert Sent on HF DSC

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Reset the HF DSC immediately
Cancel the alert on the HF DSC distress frequencies on which it was sent:
• 4207.5 kHz
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• 6312 kHz
• 8414.5 kHz
• 12577 kHz
• 16804.5 kHz
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Transmit a broadcast message to ALL STATIONS giving the ship's name, call sign and
MMSI, and cancel the false alert on each of the radio-telephony distress frequencies
in the bands on which the HF DSC was sent:
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• 4125 kHz
• 6215 kHz
• 16420 kHz
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Record details of the false alert and actions to cancel the alert
False Alert Sent via SES
Send a distress priority message cancelling the distress alert to the appropriate RCC
via CES through which the false distress alert was sent
Record details of the false alert and actions to cancel the alert

False Alert Sent on EPIRB

Reset the EPIRB immediately
The ship should contact the nearest coast station or an appropriate coast earth
station or RCC and cancel the distress alert
Record details of the false alert and actions to cancel the alert
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Load Line

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The load line mark is at mid ship

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The free board deck is uppermost continuous deck

Measurements are in mm and all lines are 25mm thick
The position of the line is the top of the line
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IALA Buoyage System - Region “A”

Area: Europe, Africa, Most of Asia, Australia.

(Port Buoys are Red and STBD Buoys are Green)

 Colour: Red Used in
Port Hand Shape: Cylinder(Can) conjunction with a
Mark Pillar or Spar conventional
Top Mark if Any: Single direction of
Red Cylinder (Can) Buoyage These
Light when Fitted: Red indicate the Port
Rhythm: Any other than side of the route
2 +1 to followed

Colour: Green Used in

Starboard Shape: Conical Pillar or conjunction with a
Hand Mark Spar conventional
Top Mark if Any: Single direction of
Green cone point Buoyage These
upwards indicate the STBD
Light when Fitted: side of the route
Green to followed
Rhythm: Any other than

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2 +1
Colour: Red with one At the point where

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Preferred Horizontal green Band Channel divides
Channel to Shape: Cylindrical (Can) when proceeding
Starboard Pillar or Spar in conventional
Top Mark if Any: Single direction of the
Red Cylinder (Can) Buoyage it
Light when Fitted: Red indicated
Rhythm: Composite Preferred Channel
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Group Flashing 2 + 1 to STBD side so
that you leave Can
to Port

Colour: Green with one At the point where

Preferred horizontal Red Band Channel divides
Channel to Shape: Conical Pillar or when proceeding
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Port Spar in conventional

Top Mark if Any: Single direction of the
Green cone point Buoyage it
upwards indicated
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Light when Fitted: Preferred Channel

Green to Port side so
Rhythm: Composite that you leave
Group Flashing 2 + 1 Cone to STBD Side
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Any Other than 2+ 1, Continuous quick light, Single-flashing light, long flashing light,
Group flashing light

IALA Buoyage System - Region “B”

Area: North & South America,Japan, Korea, Philippines.

(Port Buoys are Green and STBD Buoys are Red)

 Colour: Green Used in conjunction
Port Hand Shape: Cylinder(Can) with a conventional
Mark Pillar or Spar direction of
Top Mark if Any: Single Buoyage These
Green Cylinder (Can) indicate the Port
Light when Fitted: side of the route to
Green followed
Rhythm: Any other than
2 +1

Colour: Red Used in conjunction

Starboard Shape: Conical Pillar or with a conventional
Hand Mark Spar direction of
Top Mark if Any: Single Buoyage These
Red cone point upwards indicate the STBD
Light when Fitted: Red side of the route to
Rhythm: Any other than followed
2 +1

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Colour: Green with one At the point where
Preferred Horizontal Red Band Channel divides

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Channel to Shape: Cylindrical (Can) when proceeding in
Starboard Pillar or Spar conventional
Top Mark if Any: Single direction of the
Green Cylinder (Can) Buoyage it
Light when Fitted: indicated Preferred
Green Channel to STBD
Rhythm: Composite side so that you
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Group Flashing 2 + 1 leave Can to Port

Colour: Red with one At the point where

Preferred horizontal Green Band Channel divides
Channel to Shape: Conical Pillar or when proceeding in
Port Spar conventional
Top Mark if Any: Single direction of the
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Red cone point upwards Buoyage it

Light when Fitted: Red indicated Preferred
Rhythm: Composite Channel to Port
Group Flashing 2 + 1 side so that you
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leave Cone to STBD

Side
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Any Other than 2+ 1, Continuous quick light, Single-flashing light, Long flashing light, Group
flashing light

Cardinal Marks
 Colour: Black Above
North Yellow
Cardinal Shape: Pillar or Spar
Mark Top Mark if Any: 2
Black cones one above
other point upwards
Light when fitted:
White
Rhythm: Very Quick
(or) Quick
It Indicates that
deep water in
that area is on
the North side of
the buoy. It also
indicates the safe
side on which to
pass a danger, To
draw attention to
a feature in a
channel such as
bend or (or)
junction (or) the
end of shoal.

South Colour: Yellow above It Indicates that

Cardinal black deep water in
Mark Shape: Pillar or Spar that area is on

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Top Mark if Any: 2 the South side of
Black cones one above the buoy. It also
other point downwards indicates the safe

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Light when fitted: side on which to
White pass a danger, To
Rhythm: VQ 6 + one draw attention to
Long Flash every 10 Sec a feature in a
Q 6 + One channel such as
long flash every 15 Sec bend or (or)
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junction (or) the
end of shoal.
East Colour: Black yellow It Indicates that
Cardinal Black deep water in
Mark Shape: Pillar or Spar that area is on
Top Mark if Any: 2 the East side of
Black cones one above the buoy. It also
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other Base to Base indicates the safe

Light when fitted: side on which to
White pass a danger, To
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Rhythm: VQ 3 every 5 draw attention to

Sec a feature in a
Q 3 every channel such as
10 Sec bend or (or)
junction (or) the
end of shoal.
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West Colour: Yellow Black It Indicates that

Cardinal Yellow
Mark Shape: Pillar or Spar
Top Mark if Any: 2 Black
cones one the other point
to point
Light when fitted: White
Rhythm: VQ 9 Every 10
Sec
Q 9 Every 15 Sec
deep water in that
area is on the West
side of the buoy. It
also indicates the
safe side on which
to pass a danger, To
draw attention to a
feature in a channel
such as bend or (or)
junction (or) the
end of shoal.

Other Marks
 Colour: Black with one The Buoy is erected
Isolated or more horizontal Red on, (or) Moored on
Danger Mark Bands (or) above an
Shape: Optional but isolated danger
not conflicting with which has
Lateral Marks, pillar (or) navigable waters
spar preferred all around it. They
Top Mark if Any: 2 indicate that
Black Sphere one above isolated danger of
the other limited size that
Light when fitted: have navigable
White waters all around
Rhythm: 2 Group them
Flashes

Colour: Red and White The Buoy Indicates

Safe Water Vertical Stripes that there is
Mark Shape: Spherical, Pillar Navigable waters

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or Spar with Spherical all around it, these
Top Mark include centre line
Top Mark if Any: marks and mid

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Single Red Sphere channel marks. It is
Light when fitted: also used as an
White alternative to a
Rhythm: Isophase, cardinal or lateral
Occulting, one Long flash mark to indicate
10 Sec (or) Morse letter Land Fall.
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“A”
Colour: Yellow The buoy is used to
Special Shape: Optional but indicates
Marks not conflicting with 1. Ocean Data
Navigational Marks Acquisition System
Top Mark if Any: (ODAS)
Single Yellow “X” Shape 2. .Spoilt ground
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Light when fitted: 3. Military Exercise

Yellow Zone Marks
Rhythm: Any Rhythm 4. Cable or Pipe
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not used for white Light Line Mark

5. Recreation Zone
Mark
6.Special
anchorages
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New Danger/ Colour: Blue and The buoy should be

Emergency Yellow Vertical Stripes in placed as close to
Wreck equal Number and the wreck as
Marking dimensions Minimum of 4 possible in a
Buoy Stripes and Maximum 8 pattern around the
Stripes wreck. It should be
Shape: Pillar or Spar maintained in
Top Mark if Any: position until the
Standing upright Yellow wreck is well
Cross known and has
Light when fitted: been published in
Yellow and Blue nautical
Rhythm: Blue and publications.
Yellow 1 Second Flashes
are alternated with
interval or 0.5 Sec
Isophase: Equal Duration of Light and Darkness, Isophase 6 seconds means, 3 Seconds Light and 3
Seconds Darkness. The prefix derives from the Greek iso- meaning "same".
Occulting: A flashing light in which the light period is distinctly longer than the dark period, the
intervals of darkness (occultations) are all of equal duration.

How to answer a typical ROR question:

1. The examiner will invariably start by showing you a “smartie” boar or flash card

2. Descrie the vessel to him by indicating the following:

Vessel type
Length
Aspect

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Is she underway? Is she making way?

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Day signal
Fog signal
3. He may then give you a range and bearing and ask what you will do
4. I will take a series of compass bearing and use all other available means to
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ascertain if a risk of collision exists. (He will generally only ask for this for the first
question and will tell you to assume risk of collision exists in subsequent situations)
5. The examiner may say “bearing is steady” indicating risk of collision exists
6. (if you are the give way vessel ) I will check my *port/starboard* side is clear,
sound *one short blast/two short blasts* and make a broad alteration of course to
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*port/starboard* and continue to monitor the situation until the other vessel is
finally past and clear.
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 LIGHT LENGTH OF VISIBILITY in
VESSEL MILES
Mast Head Light Less than 12 mtrs 2’ miles

12 to 20 mtrs 3’ miles

20 to 50 mtrs 5’ miles

More than 50 mtrs 6’ miles

Side Lights Less than 12 mtrs 1’ miles

12 to 20 mtrs 2’ miles

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More than 50 mtrs 3’ miles

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Stern Lights Less than 50 mtrs 2’ miles

More than 50 mtrs 3’ miles

Towing Light Less than 12 mtrs 2’ miles

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12 to 50 mtrs 2’ miles

More than 50 mtrs 3’ miles

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VESSEL NOT UNDER COMMAND.(IF AGROUND ADD ANCHOR LIGHTS. BY DAY)

[(VESSEL AT ANCHOR BY DAY) AT NIGHT ANCHOR LIGHTS]
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VESSEL CONSTRAINED BY HER DRAUGHT

VESSEL RISTRICTED IN HER ABILITY TO MANOEUVRE.

SIDE OF OBSTRUCTION SAFE SIDE TO PASS
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SAILING VESSEL OPTIONAL LIGHTS. WHEN PROPELLED BY MACHINERY

VESSEL ENGAGE IN TRAWLING
VESSEL ENGAGED IN FISHING. WHEN THERE IS GEAR EXTENDING MORE THAN
150 METERS
PILOT ON DUTY.
MINE CLERANCE
POWER DRIVEN VESSEL LESS THAN 12 METERS AND 7 METERS

THESE LIGHTS ARE NOT ALL ROUND LIGHTS

MAST LIGHTS 225 deg

TOWING VESSEL. LENGTH OF TOW MORE THAN 200 METERS.
 TOWING LIGHT
TOWING A/SIDE OR PUSHING AHEAD
TOW STERN ON

VESSELS NOT SHOWING MAST HEAD LIGHTS

PILOT ON DUTY
FISHING OTHER THAN TRAWLER
FISHING TRAWLER LESS THAN 50 METERS
NUC
TOWING VESSEL LENGTH OF TOW LESS THAN 200 METERS

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TOWING VESSEL. LENGTH OF TOW MORE THAN 200 METERS.

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SAILING VESSEL UNDERWAY (ONLY SIDE AND STERN LIGHTS)
Mast Head Light Side Lights
Stern Lights
900 900 2250 112.5 112.50
1350
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22.50 22.50
67.50 67.50

22.50 22.50
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(90 + 90 + 22.5 + 22.5 = 225) (90 + 22.5 = 112.5) (225/2 = 112.5) (67.5 +
67.5 = 135) ( 360-225 = 135)
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Rule 35 Sound Signals in restricted visibility

P.D.V Underway and Making way through water 1 Prolong blast at intervals of
not more than 2 minutes
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P.D.V Underway not Making way through water 2 Prolong blast at intervals of
not more than 2 minutes
Vessels
NUC
RAM
TOWING OR PUSHING (1 Prolong blast followed by
2 short blast at intervals of
FISHING not more than 2
minutes)
SAILING
CONSTRAINED BY DRAFT
NOTE
* Vessels pushing or being push ahead as a composite unit shall be regarded as one power
driven vessel.
*Last vessel of tow if manned should sound 1 Prolong 3 short blast at
intervals not more than 2 minutes immediately after towing vessels
Pilot vessel when necessary , in addition to signals required for vessel of that size shall
sound 4 rapid blast.
Vessels at Anchor or Aground
Vessel less than 100 mtrs at anchor
Rapid ringing of bell for 5 seconds at intervals not more than 1 minute
Vessel more than 100 mtrs at anchor

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Rapid ringing of bell for 5 seconds at intervals not more than 1 minute
immediately sounding gong aft for 5 seconds at intervals not more than 1 minute.

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Vessels less than 100 mtrs Aground
3 strokes on bell 5 seconds ringing on the bell and again 3 strokes on bell
Vessel more than 100 mtrs Aground
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3 strokes on bell 5 seconds ringing on the bell and again 3 strokes on bell 5 seconds of
sounding gong aft.
A vessel at anchor may also sound the appropriate whistle signal 1 short 1 Prolong 1 short
blast giving warning of her position.
Definitions
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Flashing light: means a light is flashing at regular intervals at a frequency of 120 flushes
or more
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Whistle:- means any sound signaling appliance capable of producing the prescribed blast
and which complies with the specifications in annex III of ROR.
Short Blast:- means a blast of about one second duration.
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Prolonged Blast:- means a blast of 4 to 6 seconds duration.

Shapes
A Ball shall have diameter of not less than 0.6m
A Cone shall have a base diameter of not less than 0.6m and height equal to its diameter
A Cylinder shall have a diameter of at least 0.6m and a height twice its diameter
A Diamond shape shall consist of two cones with base diameter of 0.6m and height equal
to its diameter having common base
The vertical distance between shapes shall be at least 1.5m

▪ FFA

1. FIRE MAIN
2. FIRE HYDRANT

3. FIRE HOSE

4. FIRE NOOZLE

5. EMERGENCY FIRE PUMP

6. MAIN FIRE PUMP

7. FIXED FIRE FIGHTING INSTALLATION ( CO2,FOAM,HALON,WATER,SPRINKLER)

8. PORTABLE FIRE EXTINGUISHERS

9. ISC (INTERNATIONAL SHORE CONNECTION)

10.FIRE WALLET

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11.VENTILATION ARRANGEMENT

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12.W/DOORS, FIRE DOORS

13.FIRE MAN’S SUIT

14.EMERGENCY FIRE ALARM

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15.FIRE BLANKET

16.PORTABLE FOAM APPLICATOR

FIRE CONTROL PLAN FIRE WALLET

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1. Location of remote control station 1. Muster list and location of muster

point
2. Remote controls 2. Crew list (no of crew)
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3. Firefighting equipment 3. General arrangement plan

4. Detection system 4. Safety plan
5. Fire zone identification 5. Cargo plan
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6. Ventilation system 6. Trim, stability booklet

7. Access to spaces 7. Details of fire fighting system
8. Crew list 8. Details of water tight doors and
ventilation
9. Stowage plan 9. Details of emergency fire pump
10. Important telephone number
11. Pumping arrangement
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International Shore connection (ISC)
1.To facilitate receiving of water or foam from shore in case of emergency /contingency.

50mm

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Diameter 16 mm

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2.Dimensions
Outer diameter 178mm
Inner diameter 64mm
Bolt circle diameter (BCD) 132mm
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Slots in flanges 4holes X 19mm
Flange thickness 14.5mm minimum
Bolts and nuts 4 each of 16mm diameter X 50mm length
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3. Different ports will have different connections types hence in order to enable the vessel
to receive water or foam in case of emergency from shore facility the international shore
connection will provide facilitation.
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4. One side of the connection will go to the ships fire line fitting and the other will go the
shore.
5. vessels must carry ISC if they are more than 500 GRT. Requirement is 1 no.
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Maintenance
It should always be ready to use and kept at easy accessable location. Nuts and bolts
should be free of corrosion. Location should be suitably marked with IMO symbol.

Fire Mans Outfit

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At least 2 outfits is required on all vessels. On tankers 4 outfits shall be provided.

Contents of Fire Man Outfit
1. Protective clothing to protect skin from heat and outer surface shall be water proof.
2. Boots of rubber or other non conducting material.
3. Rigid helmet to protect against impact.
4. Approved type electrically safe lamp. On tankers explosion proof type.
5. Axe provided with high voltage insulation rubber grip.
6. Self contained breathing apparatus SCABA volume of air shall be at least 1200 Ltrs and
be capable of functioning of at least 30 minutes.
7. Life line of at least 30mtrs length and pass approval test by static load 3.5Kn for 5
minutes without failure connected by snap hook. Pull signals to tighed on either side or
agreed.
Note for Knowledge
Two signal plates are provided: one screwed to the bet lows and one attached to the
Harness. It is anticipated that communication between the wearer and the bellows operator
Will be by giving short, sharp pulls on the life line. For example:
1 pull = More air required.
2 pulls = Give more slack on lifeline.

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3 pulls= Help me out immediately/ Come out immediately.

Note

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The fire mans outfit must be stowed at widely separated locations.
Maintenance
1. Should be stowed according to fire control plan.
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2. Out fit condition must be checked for wear and tear (no cuts, no damage, always dry).
3. Conditions for helmet and boots to be checked.
4. Life line properly coiled condition of snap hooks to be checked.
5. Electric torch if required to be charged or replace battery.
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6. Scba to be checked.
7. Axe condition of handle and rubber grip to be checked.
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8. Easily accessable marked with IMO symbols.

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Self Contained Breathing Apparatus

Pre entry checks on B.A sets:
1. Visual inspection

2. Cylinder content test

3. High pressure leak test

4. Whistle warning test

5. Face/mask seal test

6. Positive pressure test

7. Supplementary air test

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It is part of Fire mans outfit. Can also be used in enclosed spaces or dangerous spaces.

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Each fire mans outfit should have 2 spare cylinders. On tankers 4 fire mans outfit are
required.
4 fire mans outfit will have cylinders 4 Nos.
Spare cylinders 2 for each 8 Nos.
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Total 12 Nos.
Shore service once in 5 years.
In case of filling arrangement available then one spare cylinder will be sufficient. In this
case on tanker 8 cylinder required.
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Weekly Maintenance
1. Condition of cylinders.
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2. Pressure to be checked on pressure gauge or open the cylinder valve, close demand
valve and observe gauge reading the reading should not fall down.
3. Whistle test close the cylinder valve and slowly open the demand. The pressure will
slowly drop down, At pressure 20 observe for audible alarm.
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4. Pressure should be between 180 – 220 for approx for 20minutes.

5. Clean the area around mouth piece and face mask.
6. Check for positive pressure i.e. when the face mask is worn and without opening the
demand valve and cylinder valve try to breath, it must stick tightly to face.
7. Used cylinder must be replaced with fully charged ones.
8. Restore in same position for next use.
Emergency Escape Breathing Device

1. It helps to escape from hazardous area/compartment. It should not be used for fighting

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fires. EEBD provides oxygen for 10 minutes.
2. EEBD should be stored in a suitable bag protected from environment, with donning

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instructions printed on it.
3. During escape it should protect eyes, nose, and mouth. It should be capable of carrying
hands free i.e. during escape your hands must be free after donning.
4. The face mask should be made of flame resistant material and provide clear view.
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5. In case to rescue a person who is unconscious, any person who is wearing SCBA can hand
carry this to the area.
6. One training set which must be marked clearly.
7. Shore service once in 5 years.
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Fire Hoses
1. Fire hose shall be 1 for each 30mts of length of ship but, not less than 5 in all.
2. At any point on ship 2 jet of fire hose shall be able to reach. Jet 1 FIRE
Jet 2
3. Length:
• 15 m in machinery space

• 20 m in other space and open deck

• 25 m for open deck on ships with a max breadth in excess of 30 m

4. Diameter:
• 65 mm (deck/engine)

Fire Hose diameter 65mm ( Engine/Deck).

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FOG applicator or Lance

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Nozzle.
Fire nozzle:
Nozzle diameter 19mm (Engine/Deck) with Jet and Spray
Nozzle diameter 12mm (Accommodation) with Jet and Spray.
All nozzles of dual of dual purpose type (i.e: spray and jet) in corporations a shut off
Standard nozzle size 12mm, 16 mm, 19 mm
Fire hydrant:
 1. Number and position such that at least two jets of water not come from the same hydrant
can reach any part of the ship

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

Maintenance
1. Check for physical damage of hose.
2. Check condition of rubber washers.
3. Leak test.

4. One Hydrant on Port and Starboard side in Engine Room.

5. For Tankers Isolation Valve at end of accommodation and every 40mtrs to increase pressure.

6. Copper seizing wire must be used to connect hose with coupling.

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7. Fire Hydrant will be placed on Port and Starboard side on deck.

➢ Types of fire

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Class Elements Extinguishers
A Solids-wood, clothe, paper, rubber, Water/foam
plastic
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B Flammable liquid-oil, greases, tars, oil Foam
based paints, lacquers, flammable gases

C Gases- (electrical fire) Dry chemical powder (DCP)

D Metals- magnesium, titanium, aluminum Dry powder
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etc
F Cooking oil- cooking fat, oil grease Wet chemical
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9 liter at least 5 kg at least 5 kg at least

Use – Class A Use- burning For burning Burning liquid Cooking oil
(Solids-wood, liquid fire liquid and and electric fire
clothe, paper, electric fire
rubber, plastic)
Do Not Use: Do Not Use: Do Not Use: on Do Not Use: on Do Not Use:
burning liquid, electrical fire metal fire metal fire
electric, metal and flammable
fire Metal fire

Portable Fire Extinguishers.

1. At least 5 portable extinguishers shall be carried above 1000 GRT.
2. They shall be placed as close as possible to the entrance of the space.
3. On the extinguisher as well as on the bulk head it should be clearly marked on which
class of fire it can be used.
4. CO2 portable extinguisher shall not be used in accommodation spaces except in case
like radio room , bridge electrical controls, galley where electrical fires takes place and

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where non conducting media is required.

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5. Quantity
Dry chemical powder and CO2 5 Kg at least
Foam type 9Ltrs at least.
6. Spare chargers 100% for 1st 10 extinguishers and 50% for remaining extinguishers. Total
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spare chargers not more than 60 nos.
7. Instructions for recharging shall be carried on board.
8. Extinguishers which cannot be recharged on board shall have the spare extinguishers.
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9. Class A Solids (Wood/Paper etc.) Water/ Foam

Class B Flammable liquids (Oils/Fats.) Foam/Hyper mist (fine spray)
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Red cylinder with cream band.

Class C Gases (Methane, Propene, Acetelene) Foam Red cylinder with
cream band.
Class D Metals (Aluminium, Magnesium) DCP and CO2
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10. Portable Foam applicator 20 Liters + 20 Liters spare foam forming liquid. Foam nozzle
capable of being connected to fire main through fire hose usually placed near boilers,
generators, incinerators, purifiers. During oil fire the output of foam shall be at the state
of 1.5 m3/ minute at the nozzle.

Maintenance MGN 276

1. Condition of extinguishers for leaks and corrosion.
2. Check nozzles free from dust.
3. Plunger tags and safety pins.
4. Shake the DCP Extinguishers to avoid the powder from caking.
5. Location and markings as per fire plans.
Servicing

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Every year on board by competent person.
Every 5 years discharge and refill (on board/shore).

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Every 10 years pressure test hydraulic by shore.
Fixed Deck Foam
1. For tankers of 20,000 DWT or more it is mandatory.
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2. Capable of extinguishing oil spill fires and also prevent ignition of spilled oil not yet
ignited.
3. Shall be capable of combating fires in ruptured tanks.
4. Deck foam shall be capable of simple rapid operation.
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5. Rate of foam solution shall be 0.6 ltrs/min/square meter of deck area. Foam property
0.6ltrs shall cover square meter in a minute.
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6. Capacity of any monitor shall be at least 3ltrs/min/square meter of the area (monitor
output shall cover square meter in a minute for 3ltrs foam at least.
7. For 20,000 DWT at least 4 monitors shall be provided. Number and position of foam
main out lets shall be such that at least two applicators can be directed on to any part of
cargo tanks.
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8. System should be able to produce foam for 20 min if I.G fitted and if not than for
30mins.
9. Foam expansion ratio shall not exceed 1:12 (1 liter concentrate shall give 12 liters
foam).
10. Control area should be far from cargo area, next to accommodation readily accessible.
11. Monitors shall be free to rotate 360 degree, check condition of handle and rubber grip.
Fire Pumps
1. Cargo vessels of 1000 GRT or more at least 2 fire pumps.
2. Total capacity of fire pumps 180 cubics/hr maximum.
3. Each pump should deliver not less than 25 cubics/hr for at least 2 jets of water.
Emergency Fire Pump
1. Total capacity 40% of the capacity of main fire pump.
2. The emergency fire pump shall deliver not less than 25 cubics/hr for at least 2 jets of

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water.
3. It should be able to meet the above criteria in all conditions of list, roll, trim, pitch and

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heel.
Fixed CO2
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1. Co2 is an excellent smothering agent for extinguishing all fires. Since it is particularly
effective in machinery spaces, pump rooms and Cargo spaces.
2. In oil fires don’t use water because the fire will become more, the water is heavier so it
settles down and the top oil will keep burning. The water makes the oil to splash.
3. Water flooding can cause stability problem and spoils the equipment.
4. High expansion foam can be used on oil fires in machinery spaces instead of CO2 but not
low expansion foam.
5. DCP cannot be used no cooling effect and damage to equipment.
6. CO2 is less maintenance and DCP might form a cake and more expensive.
Requirement In Machinery Spaces
1.40% of Gross volume of large machinery space to be protected (excluding casing e.g.
main engine casing).
2.35% of the Gross volume of large machinery space to be protected including casings.
Requirement in Cargo Holds
1.30% of the Gross volume of largest cargo space.
CO2 calculations 1Kg of CO2 should cover 0.56 cubics of area number of cylinders should

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be calculated accordingly.
Machinery spaces and Pump rooms

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85% of CO2 charge must be released into machinery spaces within 2 minutes.
Co2 Controls
1.2 separate controls pilot cylinders to be provided to release CO2 in protected space with
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alarm.
2. One control shall be used for opening the valve into the protected space and 2nd control
shall be used to discharge CO2 from the cylinder bank.
3.2 controls shall be located inside a release box, clearly marked for the particular space.
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4. The fixed CO2 shall be capable of operating from 2 different remote places. (one
positions CO2 room the other fire control station).
5. Control box containing pilot cylinders when locked the key must be available next to
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box in break glass type enclosure.

6. The locked control box when it is operated it will activate a klaxon within the space
and also automatically stop ventilation fans, etc.
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Testing
1. System alarms should be checked weekly by opening the control box.
2. Once in 3 months blow air through CO2 piping system.
3. Once in a year CO2 level should be checked.
4. Once in 5 years over hauling of CO2 bottles by shore.
5. Pressure test once in 10 years.
a. Open lock, immediately the vents will be closed automatically and alarm will rise.
b. Choose the selection engine room or pump room.
c. Pull the lever to operate pilot cylinder.
d. Out of 2 cylinders one will activate the relay as per choice. (Eng/room or pump room)
the other will activate the cylinder bank as per the requirement.
e. Eng room all cylinders will activate, pump room designated cylinders will activate.
Hyper Mist
Comes in machinery space. It should auto and manual activation without loosing main
propulsion system it should be able to operate. Supply duration 20mins. Generally works
on fresh waters, usually connected to fresh tanks.
Recommended Areas this is in addition to fixed fire fighting system.
1. Generator platforms
2. Boiler fronts.
3. Incenirators.
4. Purifier area.

Purpose

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the main purpose is to protect the above areas without necessity of engine shut down,

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personal evacuation and without sealing the space.
Hyper mist /High fog water drop size 0.005mm average. It can be used on any class of
fires (including high voltages) provides cooling and smothering effect.
Advantages cheaper because Fresh Water is always available and can be reused again and
again where as CO2 it is not possible. Less maintenance.
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Sprinklers: - Used in paint lockers works on salt water.
Operation Outside the paint locker there will be valve which has to be opened.
Maintenance Once in a month remove the nozzles and clean. Try out once a month.
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Fire Detection System

3 types of detectors are in use Heat, Smoke and Flame.
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Heat Detectors Range 54 deg c to 78 deg c. When the rate of rise of temperature is 1 deg/
min and the temperature rises 54 deg c (or as per pre adjusted temperature) it should
activate the alarm. However the higher side 78° c should not exceed used generally in
galley and machinery spaces.
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Smoke Detectors density of smoke exceeds 2% obscuration per meter used in stairways,
escape route, accommodation spaces.
Types Ionization, optical smoke detectors use of light source to determine obscuration or
light scatter caused by smoke particles entering the chamber.
Flame Detectors Infrared and ultra violet frequency produced by flame will be detected by
infrared detectors. The detectors mainly detects the flame flickering frequencies.

Emergency Generator
For period of 3 hours. Emergency lightning at muster point LIFRBOAT and LIFERAFT
embarkation stations. For a period of 18 hours for the following areas.
1. All accommodation spaces

2. Machinery spaces

3. Control stations (CCR, ECR, Fire Control station)

4. At all stowage positions of fire mans outfit

5. At steering Gear

6. At fire pump and emergency bilge pump.

7. Cargo pump room.

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8. For 18 hours navigational lights equipments

9. MF/HF Radio

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10. VHF Radio

11. Ship earth station

12. All fog signaling lights and devices

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13. All internal communication

14. Fire detection and fire alarm systems

15. Nav equipment (radar, gps, gyro)

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16. Emergency fire pump

17. Steering gear for at least 30 minutes of continuous operation.

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Safety of life at sea Chapters
Chapter 1
Part A Application, Definition, Exceptions , Exemptions Equivalents.
Part B Inspections and surveys includes, passenger vessels LSA equipments of cargo vessels
structure and machinery equipments of cargo vessels, maintenance of conditions after
surveys, endorsement certificates endorsement by another Govt , validity of certificate
records and equipments.

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Part C Casualties
Chapter 2-1

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Part A Definitions
Part A 1 Structural, Mechanical Electrical requirement
Protective coating of dedicated sea water ballast tanks
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Safe access to tanker bows
Emergency towing arrangements on tankers
New installation of materials containing asbestos
Access to and within spaces in and forward of cargo area of oil tanker and bulk carrier
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Construction drawings maintained on board

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Towing and mooring arrangement

Part B Sub division and Stability
Part B1 Intact Stability information
Part B2 Subdivision, water tight and weather tight
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Part B3 Subdivision load line assignment for passenger ships

Part B4 Stability Management
Part C Machinery installation
Part D Electrical installation
Part E Additional requirement for periodical unattended machinery spaces
Chapter 2-2
Part A Definitions
Part B prevention of fire and explosion
Probability of ignition
Fire control potential
Smoke generation potential and toxicity

Part C Suppression of Fire

Detection and alarms
Control of smoke spread
Containment of fire
Fire fighting
Structural integrity
Part D Escape

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Notification of crew and passengers

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Means of escape
Part E operational requirement
Operational readiness and maintenance
Instructions on board training and drills
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Operation
Part F alteration design and arrangements
Part G special requirements
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Chapter 3 Life saving appliances and arrangements

Part A definitions
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Part B Section 1 passenger and cargo ships

Communications
Personal life saving appliances
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Muster lists and emergency instructions

Operating instructions
Manning of survival craft and supervision
Survival craft muster and embarkation arrangements
Launching stations
Stowage of survival craft.
Stowage of rescue boats
Stowage of marine evacuation system
Survival craft launching and recovery arrangements
Rescue boat embarkation, launching and recovery
LTA
Emergency training and drills
Operational readiness maintenance and inspections
Section 2 passenger ships
Section 3 cargo ships additional requirements
Survival craft and rescue boat
Personal life saving appliances
Survival craft embarkation and launching arrangement
Section 4 LSA and arrangement requirements
Section 5 training manual on board training aids.

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Instructions for on board maintenance

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Muster lists and emergency instructions.
Chapter4 Radio Communication
Part A Definitions
Part B undertaking by contracting governments
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5 provisions of Radio communication services
5-1 GMDSS identities
Part C ship requirements
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6 Radio installation
7 Radio equipment general
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8 Sea Area A
9Sea Area A and A2
10 Sea Area A A2 and A3
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11 Sea Area A A2 A3 and A4

12 watches
13 source of energy
14 performance standards
15 maintenance requirements
16 radio personnel
17 radio records
18 position updating

Chapter 5Safety of Navigation

4-5 Nav and Met warnings
6 Ice patrol
7 SAR
8 Life saving signals
9 Hydrographic service
10 Ships Routeing
11 Ships reporting system
12 VTS Vessels traffic service
13 Establishment and operation of aids to navigation
14 Ships manning

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15 Principles relating to bridge design
16 Maintenance of equipment

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17 Electromagnetic compatablity
18 Surveys and performance standards of Nav Equipment
19 Carriage requirement of ship borne Nav. Equip
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19-1 LRIT
20 VDR
21 Interco and Iamsar manual
22 Navigation bridge visibility
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23 Pilot transfer arrangements

24 Use of heading and or track control system

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Regulation 24 - Use of heading and/or track control systems

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Summary
• Immediate change-over from automatic to manual control in given
conditions.
• Requirement for additional helmsperson in such conditions.
• Changeover to be supervised by officer.
• Testing of manual steering after prolonged period in autopilot.
Regulation 24
1. In areas of high traffic density, in conditions of restricted visibility and in all
other hazardous navigational situations where heading and/or track control systems
are in use, it shall be possible to establish manual control of the ship's steering
immediately.

2. In circumstances as above, the officer in charge of the navigational watch shall

have available without delay the services of a qualified helmsperson who shall be ready
at all times to take over steering control.

3. The changeover from automatic to manual steering and vice versa shall be
made by or under the supervision of a responsible officer.

4. The manual steering shall be tested after prolonged use of heading and/or track
control systems, and before entering areas where navigation demands special caution.

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MCA Guidance
1. Reg. 24 applies to all ships which proceed to sea except for UK-flagged pleasure

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vessels of less than 150 gt.

2. In the circumstances described in Paragraph 1, navigational watches must be

manned so as to ensure that a qualified helmsman is available as required in Paragraph
2.
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3. MCA Guidance on the testing and operation of steering gear and heading and
track control systems is contained in ANNEX 18
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25 Operation of steering gear

28 Record of navigational activity/ daily reporting
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29 Life saving signals to be used by ships in distress

30 Operational limitations
31 Danger messages
32 Info required in danger messages
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33Distress situation
34 Safe navigation and avoidance of danger
34-1 Master discretion
35 Misuse of distress signals.

Chapter 6 Carriage of Cargoes

Part A
1 Application
2 Cargo Info
3 Cargo analysis and gas detection
4 Use of pesticides on board
5 Stowage and securing
5-1 MSDS
Part B Acceptability for shipment, loading/unloading/stowage of bulk cargoes
Part C Definition requirement for cargo ships carrying grain
Chapter 7 Carriage of dangerous goods
Part A carriage of dangerous goods in packaged form
1 Definitions
2 Applications
3 Requirement for carriage of dangerous goods

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4 Documents

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5 Cargo securing manual
6 Reporting of incidents involving dangerous goods
Part A
7 Definitions
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7-1 Applications
7-2 Documents
7-3 Stowage segregation requirements
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7-4 reporting of incidents involving dangerous goods

Part B Construction and equipments of ships carrying liquid chemicals in bulk
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8 Definitions
9 Application to chemical tankers
10 Requirement to chemical tankers
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Part C construction and equipment of ships carrying liquefied gases in bulk

11 Definitions
12 Applications to ships carrying INF
16 Requirement for ships carrying INF
Chapter 8 Nuclear ships
Chapter 9 Management for the safe operation of ships ISM
Chapter 10 Safety measures for high speed craft
Chapter 11-1 Special measures to enhance maritime safety
Chapter 11-2 Special measures to enhance maritime security ISPS
Chapter 12 Additional safety measures for bulk carriers
Appendix certificate (Formats of different certificates)

CERTIFICATES AND DOCUMENTS REQUIRE TO CARRY ON BARD:

1. Certificate of class

2. International tonnage certificate

3. International load line certificate

4. Safety construction certificate

5. Safety equipment

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6. Safety radio

7. International oil pollution prevention certificate

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8. International air pollution prevention certificate

9. International ship security certificate

10. Safety management certificate

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11. Civil liability certificate- bunker

12. D.O.C (documents of compliance) with for ships carrying dangerous goods
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LSA and FFA

LSA equipment to be tested weekly, monthly, yearly, 5 yearly
FFA equipment to be tested monthly, quarterly, yearly
LSA
Weekly
Visual inspection of life boats, life rafts, launching appliances
Check the conditions of the Hooks and their attachment to life boat
Ensure on load release gear is working properly
General emergency alarm to be tested
Run the engine of life boat for 3 minutes, log down in LSA log
Monthly

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Life boat engine is running satisfactorily

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Sprinkler system where fitted
Air supply where fitted
Power supply system, move the life boat from its position and bring back
Inspection on life saving appliances including life boat to ensure that they are in good
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condition
Annual inspection
External inspection by shore of all life rafts, inflatable life jackets
Life boats or rescue boat annual winch brake test by lowering empty boat when the boat
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entre the water the brake should be abruptly applied

5 yearly Inspection
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Operational winch brake test shall be done by lowering the boat loaded to its full
compliment of persons and equipment or equivalent load.
Every 5 year an on load test shall be carried out for all life boat, rescue boat and life raft
davits. The davits shall be turned out and lowered when loaded with weight of total mass
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of life boat or life raft. This includes dis engaging gear, winch and foundations shall also be
tried out

Solas Chapter 3 the info can be obtained from Solas chapter 3/ LSA code/ SEQ cert/
Life Buoys cargo ships shall carry a minimum number of Life Buoys as follows
Under 100 mtrs 8Nos L/B with S/I lights 4Nos
100 and under 150 mtrs 10Nos with S/I lights 5Nos

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150 and under 200 mtrs 12Nos with S/I lights 6Nos

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200 and over 14Nos with S/I lights 7Nos
At least one half of the total number of life buoys shall be fitted with S.I Lights
At least 2 life buoy shall be fitted with self activated smoke signal MOB marker.
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Life buoy with lights and smoke signals shall be equally distributed on both sides of the
ships.
Life Buoy specifications:-
Outer diameter 800mm
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Inner diameter 400mm

Shall support 14.5 kg of iron in fresh water for 24 hours
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Weight not less than 2.5 kg (MOB not less than 4 kg)
When enveloped by total fire should not burn for a period of 2 seconds
Drop resistance 30mtrs in water
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L/B with smoke signals shall have weight sufficient enough to release the MOB usually 4
kgs
Shall be fitted with grab line 9.5mm in diameter and secured at 4 equidistant points to
form 4 loops
Life Buoy markings:-
Vessel name and port of registry, R.R tapes and DOT approval stamp.
Life Buoy with S.I Lights requirement ½ the total
Cannot be extinguished by water
White color not less than 2 candles 360 deg of upper hemisphere continuously or not less
than 50 flashes and not more than 70 flashes/minute flickering
Source of energy for 2 hours // Drop resistance 30mtrs in water
Life Buoy with self activating smoke signals requirements:- 2Nos ( at least 2)
Emit smoke of high visible color at uniform rate for 15 minutes in calm water
Not ignite explosively or emit any flame during entire smoke emission
Not to be flooded in seaway
When fully submerged in water emit smoke for 10 seconds
Drop resistance 30mtrs in water weight 4 kg
Life Buoy with buoyant life lines
Be Non kinking
Diameter not less than 8mm length 30mtrs or twice the height of position it is stowed in
high sea going condition

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Breaking strength not less than 5 kn
Maintenance

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Ensure access if free of obstructions
Check the condition of RR tapes and name and port of registry clearly visible
Check the expiry date of MOB marker and expiry of S.I lights
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Check the life line free of kinking and coiled properly
Check the placement of all L/B as per LSA plan

Life Jackets fitted with RR tape+ life jacket light ((visibility 1 mile))
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Information available SOLAS Chapter 3 LSA code/SEQ Cert

Types of Life Jacket Infants less than 15kg, Child 15-43 kg, Adult more than 43 kg
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One for every person + 25 % extra

Requirement shall be provided for every person on board
Child life jacket 10% of number of passengers on board or one life jacket for each child
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Life jacket for persons on watch E.g. Bridge, ECR and other manned watch stations stowed
at watch station
Life jacket for use at remotely located survival craft position
Additional 5% of the total number of persons on board. These life jacket are to be
conspicuously stowed in places on deck or at the muster station.
Construction requirement
Without guidance or demonstration at least 75% of persons must be able to wear within 1
minute without assistance
It must be able to wear and capable of being worn one side only
Must allow wearer to jump from a height of at least 4.5meters into water without injury
and dislodging
Turn the body of an unconscious person to position mouth clear of water by 120mm in not
more than 5seconds
Buoyancy not to reduce more than 5% after 24 hours submerged in fresh water
When totally enveloped if fire should not burn or melt for 2 seconds
Be of high visible color
Shall be fitted with a whistle firmly secured by a cord non metallic
Shall have a light fitted not less than 0.75 candles in all directions in upper hemisphere
white light
Source for light must be at least for 8 hours
Flash rate not less than 50 flashes and not more than 70 flashes per minute with 0.75
candles. It can be manually operated or on immersion. Flashing lights must be of manual

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operation.
Inflatable Life Jacket

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1. Pilot

2. Person working ship side

Inflate automatically on immersion as well provided to permit manual inflation by single

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motion and be capable of being inflated by mouth.
If one compartment looses buoyancy the other must fulfill the above construction
requirement
Normally serviced once in year
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In free fall life boat only inflatable life jacket are permitted
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Stowage
Readily accessible and their position clearly indicated
Must always be in ready to use condition
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Life jacket in totally enclosed and free fall life boat must not impede entry, seating
arrangement, use of seat belts and operation of life boat.
Maintenance
Regular checks of straps and buckles for good order
Check for sound stitching and cuts and damage
Retro reflective tape, whistle and life of battery to be checked
Stowage of child life jacket must be clearly marked with child symbol
Allow wearer to jump 4.5m with arms holding and 1mtr without holding

Rescue boat:
 1. Capable of launching from stowed position with parent vessel making a headway of
5 knots

2. Capable to maneuver 6 knots at 4 hours and tow the largest life raft with full
compliment at 2 knts

3. Launching within 5 mins

Requirement:
1. Length not less than 3.8 m and not more than 8.5 m

2. Capable of carrying at least 5 seated person and 1 lyingdown

Additional requirement:
1. One buoyant line of 50 m in length for towing purpose

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2. Two buoyant rescue quoits with 30 m line

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3. Efficient radar reflector or SART

4. Water proof first aid kit

5. TPA for 10% or 2 of the total capacity

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6. A search light

7. Walkie talkie

Immersion Anti Exposure suits

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Information available in LSA code

Constructed of highly visible water proof material with RR tape
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Keeps the wearer dry when in water

The seals at neck or face prevents the water ingress
The wrists and legs will have integral gloves and fist covering
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Can be packed and donned without assistance with in 2minutes taking into A/C associated
clothing together with Life jacket if provided in conjunction
When totally enveloped in fire sustain burning or melting for 2 seconds
Should be designed to minimize air in legs preventing them to elevate above the body in
the water
Wearer must be able to climb up and down 5mtr vertical ladder
After jumping 4.5mtr into water the suit must not get damaged
Allow wearer to swim short distance to board survival craft
If required the life jacket shall be worn with warm clothing
Shall be able to turn from face down to face up position in not more than 5 seconds
Anti exposure suits will have a pocket to carry VHF and also allows the wearer to swim 25
mtrs to board life raft/survival craft
Maintenance
Check the storage bags general condition
After use lay the suit flat and make sure it is dry in and out
Visual check for damages
Repairs must be carried out as per manufacturer’s instruction
Check the zipper for free operation. Lubricate the zipper with wax if required
The suit must be removed from service if zipper is out of order
If fitted check the inflatable head support damage

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Check the condition of RR tapes and replace as necessary
If fitted check whistle and expiration date of light and battery

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With zipper fully opened load the suit in the storage bag
Once in a month crew must try to wear
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Thermal performance of immersion suit:
No inherent insulation: for a period of 1 hour in calm circulating water at temperature 5
C, the wearer body temperature does not fall more than 2C
Inherent insulation: core temperature does not fall more than 2 C after a period of 6 hours
in water of temperature between 0° to 2° C
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Thermal Protective Aid

TPA is body warming garment made of water proof material. It is not an in water garment.
It must envelope the whole body except face. It may be provided with or without arms
and legs. TPA with arms and legs will have appearance of a sack which encases the whole
person.
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TPA must be large enough for a person wearing life jacket. It must be capable of easily
donned without assistance in a survival craft or rescue boat if it impairs the ability to
swim. The wearer must be able to remove the TPA in water in not more than 2 minutes.
Person suffering from Hypothermia may be placed in TPA to assist recovery. It must be
worn along with a life jacket.
Maintenance
Visual checks at regular intervals must be carried for any damage. If found damaged it
must be replaced.
Difference between TPA & Immersion Suit:
TPA: it is a bag or suit made of water proof material with low thermal conductance
IMMERSION SUIT: it is a protective suit which reduces the body heat loss of person wearing
in cold water
Visual Signals Pyrotechnics
2 Buoyant Smoke Signal
4 Rocket Parachute Flares
6 Hand Flares
Buoyant Smoke Signal No’s 2
Be contained in a water resistant casing

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Shall not ignite explosively when used in accordance with manufacturers instruction
Have brief instructions or diagrams clearly illustrating the use of the buoyant smoke signal

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printed on its casing
The Buoyant Smoke Signal shall
Emit smoke of a highly visible color at a uniform rate for a period of not less than
3minutes when floating in calm water.
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Not emit any flame during the entire smoke emission time.
Not be swamped (flooded) in a seaway.
Continue to emit smoke when submerged in water for a period of 10 seconds under 100mm
of water
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Each life raft must contain 2 buoyant smoke signal.

Rocket Parachute Flares No’s 4
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The Rocket Parachute Flares shall

Be contained in a water resistance casing.
Have brief instructions or diagrams clearly illustrating the use of it printed on its casing.
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Should be designed in such a way not to cause discomfort to the person holding case when
used in accordance with the manufacturers instructions.
When fired vertically reach an altitude of not less than 300 meters. It shall eject a
parachute flare which shall
Burn with Bright Red color
Burn with average luminous intensity of not less than 30,000 cd
Have a burning period of not less than 40 seconds
Have a rate of descent of not more than 5m/s
It should not damage the parachute or attachment during burning
Shall be kept in or near bridge
Mandatory requirement 12 Nos.
In life raft mandatory requirement 4 Nos.

Hand Flares 6
Shall be contained in a water resistant casing.
Have brief instructions or diagrams clearly illustrating the use of it printed on its casing.
Have a self contained means of ignition.
Should not cause discomfort to the person holding the case and should not endanger the
survival craft by burning residues when used accordingly to manufacturers instructions.
Hand flares shall
Burn with bright red color.

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Burn uniformly with average luminous of not less than 15,000 cd.
Have a burning period of not less than 1 minute.

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Continue to burn after having been immersed for a period of 10 seconds in 100mm water.
Line Throwing Appliance
Be capable of throwing the line with reasonable accuracy.
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Not less than 4 projectiles, should carry at least 230 meters.
Breaking strength not less than 2KN.
Have brief instructions on container illustrating the use of the equipment.
Different types of Pyrotechnics.
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Marine Meteorology
Masons Hygrometer
Two identical thermometers are placed in Stevenson screen. One thermometer is wrapped

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in muslin bag. The cotton wick around the bulb of the thermometer is connected to the
reservoir containing pure water.

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Thermometer must measure the air temperature in the shade.
Thermometer must be shielded from the heat of the ship.
Stevenson screen must be painted white in colour.
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The dry bulb reads the temperature of the air. The wet bulb gives the depression i.e.
difference between dry bulb and wet bulb. The depression of wet bulb indicates the
humidity of air i.e. humidity indicates amount of water vapor in the air.
Example
Dry bulb temperature 17.5 c
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Wet bulb temperature 14.0 c

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Depression of wet bulb 3.5 c

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With the help of dry bulb and depression of wet bulb we can find the relative humidity
and dew point temperature using Hygrometer tables.
Relative humidity is percentage of water vapor present to that required for saturation.
In hygrometric tables there is dry bulb temperature on left side in example above it is
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17.5 c and depression of wet bulb is 3.5 c there fore relative humidity is 66%. Similarly
dew point temperature is 11 c. please note that relative humidity and dew point
temperature can be found in two different and separate tables.
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 Fig 5.2 Water vapour content of air

28

23
grams (g) of water vapour per kilogram (Kg) of air

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D
ATE
UR
13

SAT

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8

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3
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-40 -30 -20 -10 0 10 20 30

-2

Temperature C

Care and Maintenance

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Muslin must be kept moist.

The reservoir must be filled with water.
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Ensure Muslin and wick clean. Change them once a week.

Thermometers to be kept clean of salt particles.
When dry both thermometers reads same temperatures.
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Dew point temperature

The temperature at which air becomes saturated is known as Dew point temperature.
Reasons to find Dew point temperature
To find out if fog is going to be experienced. Mostly Advection fog. (warm air blows over
a cooler surface or water)
Reasons to find out relative humidity
To find out if there is need for the holds to be ventilated or any cargo likely to absorb
moisture from air which is to be loaded at low moisture content.

Barometric Tendency
The change in atmospheric pressure over a period of time
Whirling Psychrometer

The Stevenson screen usually ensures that the air flow over the Mason’s hygrometer is 2-4
knots. In places where there is no air flow for example cargo hold it is necessary to
ventilate the thermometers. The two thermometers are not mounted in a case so that
they may be rotated by hand.
Ensure the psychrometer is not in direct sunlight

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Since the rate of air flow is different , a different set of tables (hygrometric tables) should
be used to determine humidity and dew point temperature.

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The Barometer
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It is an instrument used to measure the atmospheric pressure. The average atmospheric

pressure at sea level is 1 Bar which when divided into 1000 parts each called millibar
(mb). The average pressure at sea level would be 1013mb.
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Function
Inside the barometer there is a small vacuum box. Small amount of air is left in the
vacuum box. It is an air tight box from which air has been partially removed/evacuated.
As the air pressure rises the box is compressed.
As the air pressure falls the box expands.
The greater the area of the vacuum box the greater the accuracy of the instrument.
Positioning Barometer
It should be fixed in place easy to read on center line.
Direct sun light should not fall on it.
No significant change in temperature.
It is not subjected to sudden jerking (like door closing etc).
Read the reading nearest to hectopascal by gently tapping the instrument.
Corrections
Height above mean sea level.
Index error.
Height above mean sea level
The pressure is measured at sea level. The height of barometer will affect the reading.
Example
Imagine 3 vessels one above the sea level 100ft, other 20ft above sea level and another
vessel yacht at sea level. The vessel at sea level gives accurate reading. Apply height
correction.

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Index error

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It depends on the care taken to manufacture it, the material used in construction. The
only way to check the Index error is compare the heading with an accurate one.
Precision aneroid barometer reading 1002.5mb
Own ship barometer reading 1000.2mb
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Own ship Index error - 2.3mb
This Index error is to be added to your ship’s barometer reading in order to get accurate
reading i.e. 1000.2+2.3 = 1002.5mb. The error can alter over a period of time. So the
barometer should be checked as often as possible.
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Note:- As the height increases the pressure decreases because the column of air
acting on barometer decreases.
Barograph
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It is constructed on a similar principle as aneroid barometer with the difference that the
readings are recorded by the movement of a pen on a specifically prepared recording
paper. This equipment also consists of an air tight chamber from which air has been
partially evacuated.
When the atmospheric pressure increases the air tight chamber is compressed and when
pressure decreases the air tight chamber will expand.
These motion of expansion and depressions are transferred through a system by levelers
connected to a pen, which leaves a visible trace. The scale on the paper is graduated
horizontally in millibars and vertically in a period of 2 hours. The paper is tightly mounted
on a drum. The drum will rotate at an uniform rate like clock the paper chart which lasts
for a week. During this entire week the pen will rise and fall based on the movement of
the vacuum box. The advantage of this type of barometer is that you can see at a glance
how much the pressure has rise or fallen, in the last few hours. It is not a precision
instrument and should not be used as an alternative to the barometer.

Maintenance
Since it is delicate instrument handle with care.
Bearings to be cleaned and lubricated with clock oil.
The paper should be fixed tightly and check the movement of pen.
Clean pen with spirit.
Excess ink should not built up.
Barograph is set to GMT when replacing the paper.

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Sea Temperature
The temperature of the air and its humidity value are important both to the ship and

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meteorological office. Sea temperature influence the cooling and heating of cargo. When
both air and sea temperature are compared on board ship and the sea temperature is just
below that of the dew point of the air, the sea surface will cool the air below its dew point
causing the air to saturate with water droplets namely fog.
The sample of water to be collected away from ship in a rubber bucket and the
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thermometer must be fully immersed. The water can be taken as a sample drawn from the
top in engine room.
While taking the sample from engine room the following precautions should be taken
The intake must be Aft of discharge.
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Water is taken at various depths due to rolling and pitching causing potential variation in
temperature.
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The water may become warm as it passes through the pipeline. The actual temperature is
the temperature at the surface of water but not at a depth of say example 10meters.
Tropical Revolving Storm (TRS)

It is an area of low pressure in which isobars are nearly perfectly circular with a wind speed of at least 64kts
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beau fort scale force 12. The tropical cyclone is to be referred by its local name like Hurricane, Typhoon or
cyclone.

India/Australia Cyclone

USA Hurricane

Japan Typhoon

Northern Hemisphere :- Anti clock wise direction. Wind flow from high to low.

Southern Hemisphere :- Clock wise.

Celestial Navigation

Parallel of Declination

A small circle on the celestial sphere, parallel to equinoctial.

Sidereal Hour of Angle of a body (SHA)

 Is the angle at the celestial pole on the arc of the equinoctial, measured west ward from the hour circle
passing through the first point of Aries to the hour circle passing the body.

Greenwich Hour angle (GHA)

Is the angle at a celestial pole measured west ward from the Greenwich celestial meridian to hour circle
passing through the body from 000 deg to 360 deg.

Local Hour Angle (LHA)

Is the angle at the celestial pole or the arc of the equinoctial, measured west ward from the observer celestial
meridian to the hour circle passing through the body.

Seasons

Summer June 22

Autum Sept 23 Libra

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Equinoctial

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Ist Point of
Aries Springs March 21

Winter Dec 22
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Declination :- Angle at the centre of celestial sphere from equinoctial to body

Dec 1
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The Sextant
Principle

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When a rayof light is reflected twice in the same plane by two plane mirrors the angle
between the first and last direction of the ray is twice the angle between the mirrors.

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The Errors are of two types.
Correctable errors
Non correctable errors
Correctable errors (P.S.I)
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Perpendicularity
Side error (Star Method, Horizon Method)
Index error ( Star Method, Horizon Method)
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Non correctable errors

Centering errors
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Warm and RACK error

Optical error
Graduation error
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Colimation error
Perpendicularity :- the index mirror must be perpendicular to the plane of the
instrument. Set the index bar to middle of the arc. Hold sextant horizontally arc away
from you, view the true arc and reflected image of the arc they must appear as
continuous line. If not adjust it by 1st adjustment screw.
Note :- when finding the side error and index error set the index bar and micrometer
to zero.
Side error:- can be corrected by star and horizon method.
Star method set the index bar to zero hold the sextant vertically and veiw a well defined
star. The true and the reflected images should be in same vertical plane. Adjust by 2nd
adjustment screw.
Horizon method :- set the index bar to zero, hold the sextant to near horizontal and view
a well defined horizon. The true and reflected image should be one continuous line.
Correct by 2nd adjustment screw.
Index error :- can be corrected by star method and horizon method. The horizon glass and
index mirror must be parallel when the sextant reads 0 00.0
Star method :- set the index bar and micrometer to zero. Hold the sextant vertical and
view the star. The true and reflected images should be super imposed. Correct it by 3rd
adjustment screw.
Horizon method :- set the index bar and micrometer to zero. Hold the sextant vertical
and view a well defined horizon. The true and reflected image should form a continuous
line. Correct it by 3rd adjustment screw.
Note :- movement of 3rd adjustment screw may once again re-introduce the side error,
there fore if the index error is small it is better to apply rather than correcting it.

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Applying Index error correction

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Sun method :- set the index bar to zero. Hold the sextant vertical and using appropriate
shades view the sun. rotate the micrometer screw until the true and reflected images are
just touching and note the reading on the arc. Reverse the image and note the reading off
the arc. Find the difference between on the arc and off the arc readings. Divide it by 2
and name the answer on the arc or off the arc depending on the findings which ever is
greater. E.g on the arc is 2 deg 20.8 and off the arc is 3deg 26.8
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Off the arc 3deg 26.8
Off the arc reading:
On the arc 2deg 20.8
1 degree 57.8’ (60’-57.8’)= 2.2’
Differece 1deg 06.0 i.e 66 minutes divide by 2 = 0deg 33.0
1 degree 2.2’
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Non correctable errors

Centering error :- the arc is not exactly centered
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Worm and Rack error :- this is due to free movement of micrometer on the worm (the
teeth are not holding)
Optical errror :- the glass used for lenses, shades and mirrors
Graduation error :- in correct cut graduation on arc
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Collimation error :- the axis of the telescope is not parallel to the plane of the instrument
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Turning Circle :- when a vessels alters 360 deg she roughly moves on a circular path. The
path is traced by the ships centre of gravity which is close to the pivot point.
Tactical Advance :- Distance travelled by vessels centre of gravity along original course
when the vessel alters course by 90 deg.
Total Advance :- The total distance travelled by vessels centre of gravity along the
original course.
Transfer :- the distance travelled sideways by vessels centre of gravity when the vessels
alters course by 90 deg.
Tactical diameter :- the total sideway distance travelled by vessel centre of gravity from the
original course when the vessel altered her course by 180 deg.

Total diameter :- the extreme diameter of the turning circle.

Drift angle :- the angle between ship’s F and A line and a tangent to circle at vessels centre of
gravity.

Stopping Distances

Inertia Stop :- when the vessel is moving ahead and vessel is stopped (telegraph to stop position)
and engines are not put on astern, the vessel will proceed to same distance by its centre of gravity
before coming to total halt. This is called Inertia stop. The distance travelled depends on type of
ship, speed, displacement and trim.
Crash Stop :- when the engines are put on astern to stop the vessel as quickly as possible this is
known as crash stop. The conventional way of carrying out crash stop is to stop the engines first
and put them on full astern as soon as possible with rudder amidships.

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Track Reach :- the total distance travelled along the ship’s original path is known as track reach.

Head Reach :- the total distance travelled in the direction of the ship’s original course is head

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reach.

Transverse Thrust :- it is the effect caused by propeller turning in water which moves the stern of
the vessel side ways but dose not contribute until there is wake to follow.
Effects :- going ahead transverse thrust pushes the stern to starboard side. Going ahead transverse
thrust pushes the stern to port side.
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Transverse thrust is very important when ship is on light ballast. The effect is greater at slow speed
and shallow water. It is very pronounced when going astern.

Girting when working with tugs :-

A major hazard for tugs when working with ship is Girding also known as Girting. This situation
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develops when the towline comes abeam from the tug the ship pulls the tug during motion due to
which the tug will list and the pull is considerable then the tug may capsize usually with loss of life.
Squat
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It is the bodily sinkage of the vessel when making way.

Most noticeable in shallow waters.

When travelling in shallow waters at speed, the speed forces the water at the beam to gain
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acceleration and decreases pressure.

Squat effect can be minimized by lowering the speed.

Due to pressure drop the vessel will sink deeper into the water.

Signs of Squat
Large increase in bow and stern waves.

The ship becomes sluggish and difficult to maneuver.

Change in UKC.

Reduction in Rpm/Speed/.

Increased vibration.
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Interaction between vessels MGN 199

Head on situation
Positive pressure at bow of each vessel causes the bows to repelled.
When abeam the low pressure areas along the sides of each vessel creates suction effect.
If the vessels are passing two close collision can occur.
When the bow of each vessel is at the stern of the other, the vessels will sheer towards
each other the low pressure areas along the sides of each vessel will draw their sterns
together and help each vessel to regain its original track.
Overtaking
Due to positive pressure at the bow of the overtaking vessel the vessel being overtaken
may take s her across the bow of the overtaking vessel.
As the overtaking vessel proceeds the length the two vessels will be subjected to low
pressure areas along the sides of the vessel. There is a danger of both sterns getting
sucked towards each other.
When the bows are abeam of each other the positive pressure at the bow of each causes
to repelled.
As the overtaking vessel clear it rudder is affected by positive pressure of the vessel being
overtaken causing the overtaking vessel to sheer its bow across the vessel being
overtaken.

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Turning short round turn (Right hand pitch propeller)

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Prior making turn
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One man with communication forward.

Inform engine room.
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Inform port authorities if appropriate.

keep anchors ready for emergency.
When the vessel is proceeding on STBD side (Rule 9) of channel she comes to Port side and
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alters course to STBD. Wheel hard to STBD and engines on half ahead. Once the vessel is
seen making head way stop engines and wheel mid ship
Engines full astern. Effect of transverse thrust will swing the stern part of the vessel to
port. Once the vessel is seen making stern way stop engines.
Engine half ahead and wheel to hard STBD. Vessel will turn to STBD.

Man Over Board Manoeuvres

Single Turn :- In immediate action situation vessel will come back in quickest time.
It dose not bring the vessel into its own wake that is why not so effective for a delayed
action in case of person missing.
Rudder hard over to the side of casualty.
Deviate 250 deg from original course.

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Rudder mid ship and stop vessel.

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Maintain speed throughout turn.
Williamson Turn
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Advantage :- after the turn has been completed the vessel will be on reciprocal course.
Can be used for any situation.
Disadvantage :- not as quick as single turn in an immediate action situation.
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Rudder hard over to the side of the casualty.

Deviate 60 deg from original course once 60 deg is reached put rudder hard over to the
opposite side.
When 20 deg short of reciprocal course rudder to mid ship and steady on reciprocal
course.
Scharnow Turn
Advantage after the turn has been completed the vessel will be on reciprocal course in its
wake.
Rudder hard over.

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Deviate 240 deg from original course.
Once 240 deg is reached rudder hard over to opposite side.

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When heading is 20 deg short of reciprocal course rudder to mid ship, and steady on
reciprocal course.
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IAMSAR VOL 3
International Aeronautical AND Maritime Search and Rescue
Vol 1: Organization and management-requirement of government
Vol 2: mission co-ordination-requirement for coastguard
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Vol 3: mobile facilities

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Section 1: overview-responsibilities:
• If you are in doubt you have to go for assistance

• Think your own safety first

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• Why MRCC controls the distress:

Man power
Trained
Common methods
Section 2: rendering assistance:
• Searching

• Rescuing

Lookout: day time high top (monkey deck)

 Night time (bow or if possible sea level)

Section 3: on-scene co-ordination

OSC: Its designated by MRCC but first ship will be OSC until its chosen by MRCC
Duties of OSC:

Communication between on scene and shore

Ensure the operation is safe

Keep a log: weather and sea state

Search results and date

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Action taken

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Details the record

Report all info to MRCC

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Search Patterns IMASAR MANUAL
Factors to be considered to establish DATUM:
Last reported position and time of distress.
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Time interval between the last reported and the arrival of SAR facilities.
Effect of wind in that area
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Effect of current in that area

An estimate of how the distressed craft will move over water surface considering leeway,
current, set and drift.
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The datum position is found by plotting the last known position and applying the direction
of drift.
Expanded search
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Will be carried out on a small area. Search conducted by one vessel.

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Sector search
Best when datum is accurate and search area is small. Conducted by single vessel. MOB
marker can be used as reference as it may be dropped at datum. Aircraft and vessel may
perform independent searches of same area.
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Parallel sweep search

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Used to search large area when search location is not known. Search legs are parallel to
each other. May be carried out by multiple vessels.
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Creeping line search
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Performed when aircraft or vessel has disappeared along known route.

PROCEEDING A DISTRESS:
Never acknowledge a DSC call, use appropriate R/T frequency, and give and acknowledge
from there. If the used system is out of range of coast station you can relay it by
appropriate system
Initial action:
1. Acknowledge by R/T

2. Gather info

I. Position of ship

II. Call sign identification

III. No of POB

IV. Nature of distress

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V. Type of assistance required

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VI. No of victims

VII. Any other info about weather, condition of ship etc

VIII. Number of distress craft and condition

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Action while proceeding area:
1) Establish communication with other ship

2) Plot the vessel on RADAR in vicinity

3) Update ETA to vicinity

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4) Post look out

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Onboard preparation:
LSA
Lifeboat
Lifebuoys
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Pilot ladder
Life raft
Life lines
Life jacket
Portable jacket
SIGNALLING
ALDIS lamp
Torch
Smoke buoyant
Search light
Floating light
MEDICAL
First aid kit
Clothes
Oxygen resuscitation kit
Blanket
Stretcher food

Safety Signs
Symbols with Red colour indicates Prohibition / Fire Equipment

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No smoking
No naked lights

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No unauthorized person
Fire hose, extinguisher and fire alarm.
Symbols with Yellow colour indicates Danger
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Flammable material
Explosive material
Toxic material
Corrosive material
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Over head load

Symbols with Blue colour indicates Mandatory(must do)
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Wear eye protection

Wear safety helmet
Wear safety shoes
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Wear eye protection

Wear safety gloves
Symbols with Green colour indicates Safety/Escape
Emergency escapes
First aid signs
Emergency telephone
Emergency stop
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2 Flags Meaning

Bravo Foxtrot Aircraft Ditched

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Charlie Bravo I require immediate assistance

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Foxtrot Romeo I am in charge of coordinating search

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Golf Uniform It is not safe to fire a rocket line

India Romeo I am engaged in Submarine Survey Work, keep

clear at slow speed

Lima Oscar Light vessel out of position

November Charlie I am in distress and require immediate assistance

 November Echo 2 Proceed with great caution Submarine
exercising in this area

Oscar Quebec I am calibrating Radio Direction Finder or adjusting

Compass

Papa Bravo Vessel engaged in mine clearance operation

Romeo Yankee Please pass me at slow speed

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Seera Mike Vessel engaged in speed trials

Victor Foxtrot Hoist your flag or ID

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Yankee Golf You appear not be complying with TSS
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SOLAS Card
Otherwise known as the ‘Table of Lifesaving Signals’, the SOLAS Card can be found
on pages 17 – 21 of signals course notes. You will have seen this on-board in the
form of an orange poster or orange card.
On-board you will find the SOLAS Card in the following places;
- Bridge (on the bulkhead and in the International Code of Signals)

- Mess Room

- Lifeboats

- Life rafts
Some vessels may store the card in additionally places.
The card covers;
- Landing signals for the guidance of small boats with crew or persons in distress.
- Signals to be employed in connection with the use of shore life-saving apparatus.

- Replies from life-saving stations or maritime rescue units to distress signals made
by a ship or person.

- Air-to-surface visual signals

- Surface-to-air visual signals

- Signals to survivors
The signals quizzes found in this course will help you answer questions related to the
SOLAS card.

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Annex IV Distress Signals
Signals by Power
Gun or other explosive signals fired at intervals of about a minute
A continuous sounding with any fog signaling apparatus
Rocket or shells, throwing red stars fired one at a time at short intervals
SOS signal on Morse Code
Signal sent on Radio Telephony consisting of word May Day
Flames on the vessel by burning a tar barrel, oil barrel etc
Rocket parachute flares or hand flare showing Red light
By VHF DSC 70, By MF /HF frequencies 2187.5, 8414.5, 6312, 12577, 16804.5 Khz
Ship to shore distress alert by Inmmarsat

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Signal transmitted by EPIRB
Approved signals by SART

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Signals without Power
International code of signals of distress by November Charlie flag
Signal consisting of square flag having above or below it a Ball or anything resembling a
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Ball
A smoke signal giving orange color smoke
Slowly and repeatedly raising and lowering arms out stretched to each side.
Dye marker
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MGN 71 MUSTER AND DRILLS

Contents
Various alarm signals
Muster points (primary and secondary)
Designated life boats, ID Nos, Rank and Duties
Alarms
Emergency alarm
Seven or more short blasts followed by one long blast
Abandon ship
Seven or more short blasts followed by one long blast followed by verbal order by master
Man Overboard
Continuous ringing of bell followed by PA announcement

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Muster point primary :- starboard side poop deck
Muster point secondary :- port side poop deck

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Fire station
Command team (will be in bridge)
Emergency team, Backup team, Support team, Roving team
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Life boat in charges
Boat No1 STBD Master Boat No2 Port Chief Officer
Oil pollution
Bridge team
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Damage control team takes care to cut off electricity stops ventilation, prepare pumps
and arrange spares.
Clean up team
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Bring Wilden pump , rags saw dust, mops, drums and start cleaning up.
Equipment to be carried in case of Abandon ship
Life jacket. Immersion suits, extra water, extra ration,
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Sart, Epirb, GMDSS Walkie Talkies,

Spare batteries for GMDSS VHF.
Ships and Officers certificates.

Pump Room Entry Procedures

Atmosphere control
Prior entry the pump room must be tested for oxygen 21%, hydrocarbons gas nil, toxic
vapors nil, the ventilation fans must be running continuously.
Effective communication
Regular communication checks to be made at pre-agreed intervals. Failure to respond
should be a reason to raise alarm.
Gas Monitoring
During cargo operation, where cargo movement is within pipe line, or when persons
entering the area for routine inspections, portable gas measuring instruments shall be
kept at entrance with detecting hoses leading down to the bottom floor. However if a
fixed gas detection system is fitted it should be correctly calibrated and tested at regular
intervals. It should provide % LFL reading with accuracy.
Ventilation fans must be started prior switching on pump room lightning. Only approved
lightning should be used in pump room and shall be maintained properly.
Steel drums containing equipment and rags must be kept on wooden dunnage to prevent
sparks. All those drums should be covered with lids. As far as possible use PVC drums.

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Keep clean/clear in Pump Room

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The pump room should always be kept free of oil, oily rags. The pump room bilges must be
kept clean and dry. Storage of oil or substance capable of emitting vapors or spontaneous
combustion should be avoided. Oil traces or oily rags must be removed as soon as possible
and be disposed off correctly.
Maintenance work in Pump Room
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During maintenance work in pump room including pumps, valves strainers strict attention
must be paid to possible development of flammable or toxic gases.
Rescue equipment shall be maintained and kept in state of readiness.
Notice to be posted outside pump room
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No entry without permission prior entry ensure the following

Ventilation fans are running continuously.
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Proper lightning/illumination.
Personal gas meters carried.
Communication with duty officers.
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Oxygen checked 21%, HC gas nil, toxic gas nil.

Inert Gas System

Inert Gas System (IGS)
An inert gas plant and inert gas distribution system together with means for preventing

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backflow of cargo gases to the machinery spaces, fixed and portable measuring
instruments and control devices.

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Inerting
The introduction of inert gas into a tank with the object of attaining the inert condition.
Lower flammable limit
Any hydrocarbon concentration below which there is insufficient hydrocarbon gas to
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support combustion.
Upper flammable limit
Any hydrocarbon concentration above which air is insufficient to support combustion.
Material Safety Data Sheet (MSDS)
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A document identifying the substance and all its constituents, providing the recipient
with all necessary information to safely manage the substance.
Oxygen analyser/meter
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An instrument for determining the percentage of oxygen in a sample of the atmosphere

drawn from a tank, pipe or compartment.
Pressure/vacuum relief valve (P/V valve)
A device that provides for the flow of the small volumes of vapour, air or inert gas
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mixtures caused by thermal variations in a cargo tank.

Purging
The introduction of inert gas into a tank already in the inert condition with the object of:
Further reducing the existing oxygen content; and/or
Reducing the existing hydrocarbon gas content to a level below which combustion cannot
be supported if air is subsequently introduced into the tank.
Flash point
It is a lowest temperature at which a combustible liquid will give off vapor and take fire or
explode when mixed with air.
MGN 72 Passage Planning
Passage Planning consist of 4 distinct stages
Appraisal
Planning
Execution
Monitoring
Passage plan to be prepared from berth to berth it outlines the measures taken to
appreciate and reduce risk.
Contingency plans will be in plans
All members of bridge knows exactly what actually is going on
Appraisal :- by referring various publications, we will get to know
All areas of dangers where it will not be safe to navigate
UKC for calculated drafts

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Margins of safety for various stages of passage
Planning

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Plot courses on large scale charts, no go areas and safe distances
Courses to be marked in 3 deg notation
Radar conspicuous objects, racons for radar fixing
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Parallel indexing ranges and bearing to be marked
Safe speed, wheel over positions and contingency anchorages marked
Minimum UKC for critical areas
Execution:- actual implementation of plan
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Confirm vessels position en route

Check condition of navigation equipments
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Weather and met information obtained

Update ETA at various stages of passage
Monitoring :- vessels position is monitored and if officer of watch believes that vessel is
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not going as per plan inform master and take steps to ensure safety of vessel is intact
Obtain latest weather and meteorological information
Cross check vessels position by various fixing methods
Checking navigation equipments at regular intervals
Mandatory reporting procedures to be followed deligently
Ropes
Care of ropes
Examine the ropes for chafing, cutting and internal wear.
Keep away from direct sunlight, they should be stored under deck for long voyages but, if
kept outside they should be kept covered with tarpaulins and on gratings.
Ropes should never be stowed wet to prevent rotting.
They should be free from grease, oil stains and paint marks etc.
They should be never surged to prevent wear and tear due to friction, some ropes have a
low melting point and can permanently fuse and get damaged.
Wire ropes should be regularly lubricated with patent lubricants such as surrey fluid or
wire grease.
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, therefore break the coil as per
instruction given in seamanship manuals or by manufacturers.
Sharp angles (Nips) to the wire rope should be avoided.
Rollers should be used to avoid unnecessary chafing.
Man made Fiber Ropes

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Types of man made rope:
5. Manmade Materials

Synthetic ropes have substituted almost all the natural material ropes. These ropes are
used in a variety of applications because of the long length of their fibers, which increases
the strength and durability of the materials. The different types of synthetic materials
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are:
Polyester
This is one of the most widely used fibers because of its strength and high resistance to
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load and degradation. Having very low elasticity, polyester does not stretch and is thus
less affected by wear and tear. It also has a high resistance towards chemicals, acids,
water and sunlight. The ropes made of polyester do not float and are generally used for
mooring applications.
Polypropylene
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This is the only manmade fiber that is affected by sunlight and thus needs various
additives during making. Polypropylene can be made from a single filament fiber or a
multi filament-fiber. A polypropylene rope is not used where more of friction is there.
Resistant to most of the chemicals, the ropes made from these materials are lighter and
float on water.

Polyethylene
Generally used for making light weight ropes, this plastic easily wears and tears. The rope
made out of this material is a bit difficult to tie in knot. Due to the light weight of the
material, the rope made out of it floats on water.
Polyamide
Also known as nylon, it is one of the strongest manmade materials for ropes. It is elastic,
durable and is not affected by chemicals or water. Though the material loses strength
when wet, it has a high ability to absorb loads, tension and shocks. Ropes made from nylon
float on water.
Melting points
Polyamide                          250°C

Polyester                           260°C

Polyethylene                      135 °C

Polypropylene                   165 °C

Manila and sisal                 do not melt, but charring commences at 150°C

(Advantages) Disadvantages
Low water Absorption On surging they melt
Mild dew (fungus) dose not attack No warning before breaking
Floats on water since it is Plastic

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hazardous to marine environment
Low cost

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Light weight
Easy to handle
They stretch up to an extent
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Precautions
Should be kept away from sunlight, chemicals, detergents, paints and thinners.
Note :- A high degree of powdering indicates excessive wear.
When using stoppers use same material and the stopper is west country stopper.
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Manila rope
Some of the advantages are gives good grip easy to handle, gives warning before breaking
and used where safety of life is concerned.
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Steel wire precautions

Properly installed and lubricated
Do not use bull dog grips on lifting and mooring operations
Check for broken wires, distortion, crushing and kinking etc of splice or fittings of hard
eye, furrels etc.
Excessive wear and corrosion.
Note
Should not be used if the total number of visible strands broken in any length of 10
rope diameter exceeds 5% of the total number of wires in the ropes it should be
withdrawn from service and more thoroughly examined by a competent person.
Steel Wire Rope Manila and Sisal
Rope

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Polypropylene Rope Hemp
Rope
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Container requirements
While loading dangerous goods what do you expect
DG cargo declaration form, container packing form, certificate and stowage plan.
Dangerous goods containers should be loaded 3meters away from engine room under the
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deck and on deck 8meters away from accommodation.

Checks while loading
Container condition
Doors of containers properly closed and custom seal intact
Play carding of IMDG in place
ISO marking in place
Spreader must have SWL
Weather condition
Inform port authorities
Check mooring and gangway
Communication with chief officer
No unauthorized persons around
Emergency equipments to be kept ready for use

Officer of watch duties in restricted visibility MGN 369

Inform Master and Engine room
Put man on wheel
Start echo sounder
Switch on navigation lights
Commence fog signaling

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Radar performance monitor checked
Put radars on sea stabilized mode

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One radar on long range scanning and one on short range scanning
Stop noisy work on deck
Keep bridge doors open
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Post extra lookout

Anchoring
Put proper PPE / take company check list
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Check communication with bridge including talk back system

Check with master which anchor and how many shackles are to be lowered
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Ensure competent person is operating winch

Take quick risk assessment
Ensure sufficient tools like crow bar, hammer, oil can etc are brought and kept standby
Ensure crew is wearing proper PPE as per COSWP
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Ensure anchor lashing are removed and cement on spurling pipe removed and cleared
Engage gear and brake on tight
Inform bridge anchor is ready for let go
After getting orders from Master again check ship side and lower the anchor
Once completed lowering put on anchor ball and inform Master about the cable condition

Risk Assessment
Principle A risk assessment is intended to be careful examination of what, in nature of
operation, could cause harm, so that decision can be made as to whether enough
precaution have been taken or more should be done to prevent harm. The aim is to
minimize accidents and ill health on board ship.
Elements of Risk Assessment
Classify work activities
Identify hazards and personnel at risk
Identify risk controls
Estimate risk
Decide the tolerability of the risk
Prepare risk control action plan
Review adequate action plan
Ensure risk assessment and controls are effective and up to date
What is Hazards
A source of potential harm or damage.
What is Risk

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• The likely hood that hazard may occur or
• the consequences of the hazardous event.

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Traffic Separation Scheme Rule 10
When Power driven is following lane, she should keep of NUC, RAM, CBD as per rule 18
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When Power drive is crossing lane she should keep clear of Fishing and Sailing vessel as per
rule 18
When Power driven is following lane and another power driven or vessel less than 20
meters in length is crossing from STBD side to PORT she shall alter her course to STBD as
per rule 15
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When Power driven is crossing the lane and on STBD side of another Power driven less than
20meters in length which is following the lane then, power drive crossing has not to take
any action she should give 5 short blast as she is also power driven.
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ECDIS Electronic Chart Display Information System

Interfaced with ECDIS
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1. RADAR/ARPA

2. Automatic tracking control (do not use in

confined water)

3. AIS

4. GPS/DGPS

5. Echo sounder
There are 2 types of charts
Raster charts Back up
Vector charts ENCS official name for vector charts
Separate power supply
Raster charts ( standars S-61)
These are facsimile or scanned copies of paper charts. These charts have no intelligence. Some
systems permit zoom X2. UKHO produced BA charts in raster form in 11 CD’s
Raster charts attributes to
They are facsimiles of official paper charts
They are produced according to international standards
The IHO issuing hydrographic office will be responsible for its contents
They are regularly updated with official update by distributor
Advantages :- looks like a paper chart and simple to use
Disadvantages :- they are not intelligent, they distort on zooming, individual elements cannot be
changed

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Vector charts

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These are digital capture of individual charted objects based on their geographical positions. This
information is sorted in different layers. The users can omit certain layers like lights. During day
time the user can delete this layers.
The hydrographic office bears the responsibility of chart
They are issued only by the responsible hydrographic office
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They are regularly updated with official with official update information distributed electronically.
They are referred to WGS84 datum
Advantages of Vector charts
They can be interrogated (intelligent)
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Layers can be removes and added

They are seamless and replaces paper charts
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No distortion on zooming and ability to monitor own ships route.

Disadvantages
Not available world wide
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Unfamiliar symbols
Expensive and time consuming in preparation
Certain symbols may not be displayed if using incorrect usage band
Abbrivations
ENC :- Electronic Navigation Chart. Enc’s are official vector charts produced on behalf of
International Hydrographic Office
SENC :- System Electronic Navigation Chart are transformed of original ENC data by the ECDIS
system. The original ENC has to be kept unaltered. The updates will be sent to ENC. The SENC is a
copy of ENC where modification will be done (like removing layers etc).
RNC :- Raster Navigational Charts these are approved charts of International hydrographic office.
ARCS :- Admiralty Raster Chart System produced by admiralty
Dual Fuel :- System capable of using Vector Charts and Raster Charts
Inputs
Latitude and longitude from GPS or Electronic Position Fixing System
Ship’s heading from Gyro
Ship’s speed from Speed Log
Course made good and speed made good are from Electronic Position Fixing System
Time from GMT/AIS information such as Buoys etc will disappear
Radar and ARPA info can be over laid
User generated Inputs
Planning notes, courses
Switching on and off additional info like lights. Pipelines etc
Selection of vector mode i.e. increasing or discharging vector length
Ship’s motion over ground

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Ship’s motion over water

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Zone of confidence (warn mariners which part of the chart are based on good or poor info
& which area should be navigate with caution)
Based upon:
A1 +/- 5 HIGH ACCURACY A2 +/- 20 Meters
position accuracy
depth accuracy
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B +/- 50 Meters C +/- 500 Meters
sea floor
coverage
D Worse than D U Unusable
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ALARM INDICATOR
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1. Exceeding off track limits 1. Over scale

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2. Crossing safety contour (if ship 2. Default safety contour

crosses safety)contour within the
specified time set by operator
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3. Prohibited area alarm or guard zone 3. Large scale ENC available

drawn by the mariners

4. Approach to critical point 4. Deference Datum indicator

5. Different datum charts when used 5. No ENC available

(dual fuel)
6. System malfunction 6. Route planning across

7. Across specified area

8. System test failure

Limitation of ECDIS
Hardware problems
IMO: ECDIS
Software problems
IHO: CHART
Effected by virus
S-52: LIBRARY
Electrical problems
S-57: DATA BASE
GPS failure
Charts are not available every where
ECDIS is being used to display both navigational data and collision avoidance
information by the use of ARPA overlay

ECDIS should not be used for collision avoidance assessment without reference to
RADAR, ARPA & visual

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ECDIS must have the capability of updating a GPS, LORAN-C or DR position by
alternating means such as Range and Bearing

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ECDIS only gives True Vector

We do not have access to voyage recording documentation to delete

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Note: there is no way can see survey date/data on ENC cell. This is one of the ENC
LIMITATION.
ARPA Automatic radar Plotting Aid ( for anti-collision speed through water)
Limitations:-
Small objects may not be detected
Use of rain/sea clutter may obscure some targets
Oow should be aware of any blind and shadow sector
It takes time to determine ROC
The information is past information of targets. Alteration of course and speed are not
immediately apparent
In clear weather RADAR should be used for taking bearing
Target swap can be there
TRUE MOTION climbing up

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Target Swap ((does not give alarm)) (when 2 targets are close by the information is
interchanged i.e. target ‘A’ information to target ‘B’ and Target ‘B’ information to Target
‘A’
It takes 3 minutes to give the details of targets
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If the course and speed inputs are wrong the output is wrong
CPA (closet point of approach) can be wrong up to ½ mile because radar is giving the range
and bearing to ARPA these small errors from ARPA may pile up and that is the reason why it
is possible to get ½ mile error
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ARPA does not give information of all targets on the screen at a same time (targets have to
be selected to acquire information)
ARPA does not give aspect
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Target lost alarm

Alarms
CPA, Guard zone, and speed input fails then it gives alarm, when trial maneuver time is
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reached it gives system alarm

Sea Stabilized Electro M.log---Doppler log (on water track) ---- manual
It is used for anti collision purpose. It shows own vessels and target vessels movement
through water and log input is water speed. Also re commended by MCA.
Ground Stabilized DOPPLER (STG) ---DGPS/GPS---LORAN-C --- ECHO-REFERENCE---
MANUAL (SET & DRIFT)
It shows course and speed over ground used in restricted waters. In case of set and drift it
will help in knowing how much a vessel has moved away from the intended track. The
input is from Doppler log, GPS and Echo referencing
Echo Referencing
A fixed target is selected with reference to the selected target which will give ground
track used for anti collision. It can only be used as long as the target is within the selected
range
To initiate TRIAL MANOEUVRE:
3 main inputs are required:
1. Delay time

2. Trial course

3. Trial speed

Note: Use true vector to get an idea of the Traffic Flow

Use relative vector to assess ROC
ELECTRONIC PLOTTING AID:
Enables manual electronic plotting of at least 10 targets, without automatic tracking

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ATT: AUTOMATIC TARGET TRACKING
1. ATA: Automatic tracking aid:

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Enable manual acquisition & automatic tracking & display of atleast10 targets
2. ARPPA ( Automatic radar plotting aid)

Enable manual and auto acquisition of targets & automatic tracking & display of all
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relevant targets information for at least 20 targets for anti collision decision
making. Also enable trial maneuver

Automatic acquisition is mandatory for a vessel 10000 GT & above

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When a target appears on the RADAR display & is manually or automatically

acquired, the ARPA shall present in a period of not more than 1 minute an
indication of target’s motion (where it’s going), leading to a display within 3
minutes the targets prediction motion
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After changing range scale on an ARPA, or resetting the display, full plotting
information shall be displayed within a period of time not exceeding 4 scans

Minimum following information shall be immediately available from an ARPA for any
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tracked vessel:
➢ Present range and bearing

➢ CPA & TCPA

➢ True speed and course of the target

ARPA output information:
➢ CPA

➢ TCPA

➢ TRUE COURSE

➢ SPEED

➢ BEARING
 ➢ RANGE

➢ VECTOR MODE &LENGTH IN MINUTE

Summary of effect of error in ARPA unit:
• An error in the speed input into an ARPA produces a large error in the course output
and a small error in speed output
• An error in the course input into an ARPA produces a large error in the speed output
& a small error in course output

ARPA--- Alert:
I. Auto acquisition inside a guard ring r zone limit

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II. Violation of CPA &TCPA parameter

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III. Time to execute the planned Trial Maneuver

IV. Tracked target is lost from RADAR view

V. Loss of required inputs such as course and speed

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VI. Loss of echo reference

NOTE: relative trails, relative vectors, CPA, TCPA & bow crossing data is neither ground
nor sea stabilized, its simply relative to own ship
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Sea stablised:
to achieve sea stablise the operator must input own ship’s course and speed through water
to the RADAR/ARPA. The course is the same as the ships heading and comes from an
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interference with the master compass (usually gyro compass)

The water speed can be derived from a log measuring speed through water. E.g: electro
m.log or a Doppler log on water track
If no log is available, then the operator could use information from the ships maneuvering
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data to manually input speed through the water i.e; ship’s speed based on propeller
revolution
Ship stablised info relates to own ship’s & targets course & speed through water. This
means that the operator has information about the heading & therefore the aspect of the
targets
The COLREGs refer to heading & aspects which make sea-stablised information best suited
to collision avoidance

GROUND STABLISED :
Operator must input own ship course and speed over the grounf to RADAR/ARPA
INPUT SOURCES
I. GPS/DGPS
 II. LORAN-C

III. DOPPLER (SMG)

IV. ECHO REFERENCE: Allow the ARPA to calculate course and speed over ground by
tracking a target that is fixed to ground e.g: light vessel, RACON (target must be
acquired)

MANUALLY:
Input course and speed over the ground based upon regular position fixes on chart. i.e;
course and speed made good or input set and drift information, so RADAR uses this
information to calculate course & SOG
( not recommended because tide might change quickly and user might not use the
correct/update data)

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USE:
It is very useful for navigational, pilotage & ship handling purposes

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❖ Heading and Aspect of targets not reliable &that’s why NOT recommended for
COLLISION AVOIDANCE

FIXED OBJECT: in sea stablise -----moves ( gives indicator)

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FIXED OBJECT: in ground stablise---- no indication

RADAR Radio Detection And Ranging (ECHO RANGING PRINCIPLE)

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SCANNER ROTATES 20-30 TIMES PER MINUTE (12 RPM)

Limitations
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Small vessels and ice may not be detected by radar at an adequate range
Blind and shadow sectors cause problems in accurate detection constraints imposed by
radar range scale in use
Weather (use of rain and sea clutter)
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Note:- Two ranges and a bearing to be used highly recommended for position fixing.
Heading line for radar is fore and aft line of ship. The error should not be greater than 1
degree
Radar Setup
Check on radar screens inside bridge for any warning or alert notices if posted. Visually
check radar scanner for obstruction e.g. hail yard line.
Put on 12 miles range scale and long pulse or as by user manual.
Brilliance adjust for display and brightness
Gain adjust it amplifies the return Echoes. Set it up to lightly specal background to know
its working and then take it down again.
Tuning to set frequency to match received frequency to the transmitted pulse (to filter
other frequencies).
Performance monitor should be checked every watch after setting it on range and pulse
as per user manual and see for the picture or display mentioned in it. It will test the
system itself and receiving performance.

Interference Rejection / Correction should be pressed to eliminate interference or

disturbance in form of spiking caused by radar on very similar frequency nearby.
Sea Clutter should be adjusted to minimize amplification of return Echoes suppresses the
gain up to a range of 4 to 6 miles. Always adjust on smaller range scale.
Rain Clutter control progressively cuts off trailing edge of all target returns on all ranges
to leave the leading edge.

Auto clutter: the rain & sea clutter is in-operative when sea clutter is on

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Enhance (video boost): magnifies targets on the display
Performance monitor: allows the operator to determine if there has been a significant drop in system

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relative to standard established at the time of installation
It displays as concentric ring on plumes
Should check
1. When RADAR is switched on
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2. At least once a watch

3. Approaching to coastal area

Ring range: are used for approximate range estimation & for checking the VRM
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VRM: Can be adjusted by ring range the accuracy of range ring & VRM is 30 m or 1 % of the range scale
in use or whichever is greater
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EBL: to take the bearing. Accuracy of EBL is within 1 degree

False Echoes
Indirect echoes e.g. echoes from shore crane
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Side lobes caused by tiny leakage of scanner

Multiple echoes when target is close by, reduce by Gain and/or adjustment of sea clutter
Second trace echoes echo ‘A’ is sent but there is no return, echo ‘B’ is sent then ‘A’ echo
is returned, radar will interpret that it is the echo of ‘B’ and show the target at close
range.
Power cable/overhead cable target appears right ahead; even when course is altered it
will appear right ahead
Reflected Echoes reflected by own ship’s funnel or crane, usually appear in the blind
sector.
Errors:- Range and Bearing Discrimination
Range discrimination: - same bearing and different ranges by 40m since July 2008. Use
short pulse
Is the ability of the RADAR to display 2 point of targets on the same bearing separated by
½ pulse as two different echoes
To improve use short pulse or rain clutter control
Bearing discrimination: - 2 targets on same range with different bearings, separated by
2.5degree in bearing
EBL misalignment, wrong heading input, wrong speed input
Improper tuning
Is the ability to display two spot targets at the same range separated by 2.5 degree in
bearing as two different echoes
• To overcome

1. Place the echoes at the edge of the screen

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2. Reduce the gain

3. Use X band RADAR ( less HBW – Horizontal beam width)

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Rolling and pitch: target detection should not be impaired if rolling or pitching is +/- 10
degree
Principle :- it is range and bearing device uses the echos. Range in meters = speed x time/
2
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Head up mode
Gives only Relative Bearing that too ship on steady heading
The heading line which represents the fore and aft line of own ship stays at top the
screen, irrespective of course
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Parallel indexing techniques are not recommended because the picture swings as the ship
yaws, and the fixed point taken as reference for parallel indexing moves
If the ship alters course the targets move in the opposite direction
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When course is altered the whole picture swings

The above movements makes trails unusable unless steady heading
Un stabilized mode. If the Gyro fails radar goes to head up mode
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North up mode
On radar screen north always upwards
Course and bearings are true
The orientation of the display is same as chart with North on top
Course is stablised mode because the heading input is from Gyro. When altering course the
heading line rotates to new heading & picture does not move
Course up
Course will be shown on tip of the display
Orientation same as looking from the bridge to forward
Stabilized mode because the heading input is from Gyro
Sometimes used in pilot age situations, canal or river transit
When you alter course make sure to reset

Relative Motion True Motion

Target moves relative to own ship own Ship moves across the screen
from bottom of the screen
Own Ship always at center Screen moves from bottom and
reset required
Relative Vector True Vector
Own vessel no vector Own vessel has vector
Targets relative (OA line extended) vector Targets vector (WA line
extended)
Targets vector towards center Targets vector and own vessel

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vector pointing each other Risk of Collision Risk of Collision

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Note:- vector time and length can be selected
Relative Trails True Trails
Own vessel has no Trails own vessel has Trails
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Target trails OA line target WA line

TRAILS: past motion VECTOR:

Future prediction
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RADAR representation ARPA

representation
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Target with number

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Note: trails are RADAR representation .if ARPA fail still trail will be available
RADAR set up:
▪ Safety check:
 ▪ Ensure no one is working on or near the RADAR scanner

▪ Ensure RADAR scanner is free of obstruction

• Setup:

1. Turn on the power

2. Clutter zero

3. Gain zero

4. Set brilliance

5. Select day or night display

6. Set the range to 6 to 12

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7. Set the picture orientation Head – up , north-up

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8. Check the displayed heading reads the same as the master gyro

9. Check the log ----- electromagnetic log, Doppler log

10. Set display mode to either Relative or True motion

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11. CPA & TCPA limit

12. Set the vector length

13. Select long pulse length for set up. Adjust as necessary after setup as
required
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14. After warm up, switch on from stand by to transmit

15. Set the gain

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16. Tune the RADAR either manually or automatically

17. Adjust manual rain or sea clutter control or switch on automatic anti clutter

18. Set the interference rejection level as required

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19. Switch enhance video ON or OFF as required

20. Switch RANGE RING ON or OFF as required

21. Switch VRM ON or OFF as required

22. Switch EBL ON or OFF as required

23. Switch target AIS data ON or OFF as required

24. Check the PERFORMANCE MONITOR of the RADAR using the performance
monitor

Blind sector: when the outgoing pulses is totally obstructed

Shadow sector: when the outgoing pulses is partially obstructed
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To determine blind and shadow sector:

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1. Select a small isolated target which is RADAR conspicuous

2. Swing the ship through 360 degree turn inside (not around) the target &
note the relative bearing on which the target starts to fade (shadow sector)
& then disappear (blind sector) & then re-appear (end of blind sector) and
goes back to its original strength (end of shadow sector)
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3. Create a diagram from this information which should be displayed near to
the RADAR
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Action Require for Blind & Shadow Sector:

1. Alter course
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2. By AIS

Check visually
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RACON: We can see on both “X” and “S” RADAR

SART: only on “X” band RADAR

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Position fixing: when suitable visual fixes are not available the next most accurate means
of fixing the position is 3 RADAR RANGES of known fixed targets with an angle of cut 60
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degree

Parallel Indexing:
Purpose: is to monitor own ship position, left or right of the charted track
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PI is normally used on compass heading

Stablised display: north up or course up true motion & relative motion
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Information to put into RADAR to create the PI for each track:

1. The charted track ( charted course)
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2. The passing distance from the charted track to the CIR (cross index reference)

3. The side of the ship the CIR to be passed on (port or starboard)

Hierarchy of position fixing system:

 1. Visual

2. RADAR

3. LORAN-C

4. CELESTIAL

5. GPS/DGPS

6. ECHO SOUNDER

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GPS Global Positioning System
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Principle GPS satellite uses atomic clocks and GPS receiver uses quartz clock the delay
between the signal transmitted and received is used to calculate the range since the
position of the satellite is known to give the position line. 2 satellites are used to get 2
position line. And 3rd satellite is used to synchronize the clock
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Psudo range minimizes the clock error

When the GPS loses its signal it default to DR mode & gives a visual and audible alarm
Set Up ( RAIM: random access integrity monitoring)
Press power button
Red light will come (system is initiated)
Yellow (started acquiring system)
Green (satellites are acquired and gives position)
24 satellites revolves in 6 orbits (each orbit 4 satellites)
GPS accuracy +/- 25 meters 95% accuracy
Merchant shipping uses 2D fix (2 dimensional) i.e. 3 satellites + antenna height (Lat/Long)
3D fix for Aviation
Speed of radio signal approx 300m/ µ second
Input checks
Check the height of antenna
HDOP
DATUM
LOCATION OFFSET
ANCHOR
Health of satellite
Masking angle (it is selected angle in which the satellite signals are blocked from the
horizon)

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Horizontal Dilution of Precision (HDOP)

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The position line may not be a fine line. For a best cut 90deg is needed to achieve 90deg
cut always it is not possible. Maximum HDOP value as per SOLAS is 1.4 usually we get less
than 1.4. this is because more than 2 position lines are being used using more than 2
satellites.
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HDOP HDOP
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90deg cut HDOP IS LESS Less than 90deg cut HDOP is more
Inputs checks continued on next page
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SBAS: satellite based augmentation system are satellite supported DGPS whereby
correction signal that improves the accuracy of DGPS receivers are transmitted by satellite
Datum
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Usually the datum is WGS84, but other datum can be selected as required per chart
Height and position of Antenna
Ensure your GPS is on GPS mode but not on DR mode
The GPS transmits on 2 codes
‘P’ code for military use--- precision cod--- L1 & L2 frequency
‘CA’ code for civilians use--- coarse/acquisition code--- L1 frequency

Alarms
Anchoring, waypoint, man over board, loss of signal and cross track (in put the cross track
value, if the value exceeds the alarm sounds)
Anchoring:- when anchor drags alarm sounds
Way point:- when the way point is reached alarm sounds
Loss of signal:- when signal from satellite is lost alarm sounds
MOB:- when the vessel takes round turn and comes back to original position alarm sounds
Errors
Multipath Error:- these are greater and more likely to occur when a satellite is low in the
sky. This can be overcome by excluding those satellites below certain elevation. This is
achieved by using masking Angle, the value of which is selected by user error 1-2 meter.
Clock Error:- although the satellite clock uses atomic clocks which are precise, they may
not be perfect. Minor discrepancies which occur will translate the time measurement.
Error is +/- 2 meter.
Inospheric effect:- when GPS signal passes through charged particles of Inosphere it gets

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slow down and gets some error. Error is +/- 5 meters
Satellite position Error/ ephemeris error:- even though the satellites are being

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monitored on a regular basis, they can not be monitored every second. Slight position
error can occur between two observation times. Error +/- 2.5 meters
Tropospheric effect:- the water vapor in the troposphere slows down the signal. Error +/-
1 meter
Operator Error:- entering wrong antenna height will give an error in position. The height
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of antenna will vary with relation to the draught
Datum Error:- entering wrong datum into GPS receiver will also cause error. The datum
used in GPS calculation is WGS84
Differential GPS
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Shore based station which will take errors into consideration and send the corrected
position to ship. Shore station range is 30-50 Nm. It is used in coastal passage for more
accurate position
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Datum:- it is a reference point from where satellite takes position

Limitations of DGPS
Available only in selected areas
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It works 30-50Nm.
The DGPS stations are available in ALRS Volume 2
Limitations of GPS:
1. Wrong setting of Horizontal datum. in extreme cases this could lead to an error up
to 5miles

2. Incorrect or no use of positional offset values. A correction of 0.1 NM equates of

185 meter

3. Incorrect or no use made of HDOP values in the GPS. Too high a HDOP figure will
degrade accuracy

4. GPS signal suffer the effect of ionosphere refraction

5. SOLAR flare activity might affect not only the signal but the satellite as well
 6. Multipath error might effect accuracy. This might occur when navigating within a
harbor or almost oil rigs

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Echo Sounder
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Principle
A echo sounder works by measuring the time taken for a pulse of a sound to travel from
the vessels transmitter to the sea bed & return to the vessel’s receiver
Speed of sound waves travels at 1500m/sec
Therefore Speed x time/2 = 1500m/sec x time taken in seconds/2
Accuracy:

For up to 20 m depth +/- 0.5 m or +/-2.5 % For up to 200 m +/- 5 m or 2.5 % (or
depth (whichever is greater) whichever is greater)

Set up
Switch on power
Feed in the draught to get total depth of water
Select the scale (low range)
Check paper (profile distortion)
Synchronize ship’s speed and paper speed. If the paper speed is faster it will show less
depth, if the paper speed is slow it will show more depth.
Errors
Multiple Echo in shallow water
Secondary trace Echo (signal ‘A’ is sent with no response then signal ‘B’ is sent. The Echo
of ‘A’ is returned. The equipment interprets it is the echo of ‘A’ and records less depth
Profile distortion caused due to improper paper speed settings

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Double Echo echos returned from mud and rock
Cross noise caused by ship’s structure E.g. longitudinal bulkhead

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In correct stylus speed
Aeration air bubbles under the hull tend to shield the acoustic pulse, producing a weak
echo, or no echo at all. This is more dominant in bow transducer
Fish weeds and other suspended objects can produce false echo
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❖ Salinity: speed of the sound increase with salinity. Thereof speed of the sound is
greater in salt water then fresh water. In fresh water sound travels slower
therefore record greater depth than actual depth

❖ Temperature and pressure: speed of the sound increases with increases of

temperature & pressure. In deep ocean temperature decreases & pressure
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increases and shows more depth

Temperature decrease Pressure increase

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SHOW MORE DEPTH SHOW MORE DEPTH

❖ The speed of the sound in water increases with an increase of temperature, salinity
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or water pressure

❖ Marine echo sounder are calibrated for relative density 1.025 (salinity) 16°c
(temperature) &1500 m/s(velocity)

Speed error: when salinity, temperature and pressure increases the speed of the sound
increases, thus creating proportional error in the indicated depth
Salinity error: speed of the sound increases with salinity, therefore that the speed of the
sound in SW (RD 1.025) is faster than in FW (1.000). so it will feed more dept which is
salinity error
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Speed Log SDME : speed and distance monitoring equipment

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Electronic system used to determine the speed and distance travelled. It can be used as a
basis of dead reckoning position (DR). They can be used as input to other systems E.g. GPS
and ARPA
Doppler log ( error occurs when ship is not even keel or pitching)
It works on Doppler shift method. A transducer below the ship sends high beam of sound
energy at an angle of 60deg from the horizontal down towards the sea bed ahead. The
return echo is received. The difference between transmitted echo and received echo
(frequency shift is used to calculate the speed.
If Doppler log is selected in the bottom tracking mode then the signal is bounced back
from the sea bed and gives speed over ground. Bottom tracking works up to 200 meters.
If Doppler log is selected in water tracking mode the sound energy that passes from one
layer into different layer with different salinity or temperature there will be a reflection.
In water tracking mode a log speed will read speed over water
Up to 200 meters speed over ground can be used and over that speed over water is
recommended also less than 200 meters depth can be used to measure speed over water.
Dual Axis log
Four transducers are used. 2 in forward and,2 in athwart ship direction. Works on Doppler
shift method and gives speed over ground and speed through water.

Electromagnetic log
Uses the principle of generator. Uses the Foraday’s law of electromagnetic induction. Here
water is conductor when moving past the hull the magnetic field produced by solenoid
cuts two electrodes. The emf is taken as reading. Gives speed over water, used for anti

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collision purpose.

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Doppler log Errors :- location of sensors away from propellers, dischargers, thrusters as
they would give rise to errors
Rolling and pitching errors
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Salinity and temperature

Ocean and tidal streams. The DR position will vary with EP position.
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Electromagnetic log Errors:- speed varies with conductivity of water. Rolling and pitching.
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AIS Automatic Identification System

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Should handle 2000 reports a minute
AIS should be operational 2 minutes after switch on

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Principle (AIS depend on GPS)

AIS is a shipboard transponder system in which ship continuously transmit their
identification, course, speed and other data to all nearby ship and shore base stations on a
common VHF channel.
Objectives
Safety of life at sea
Safety and efficiency of navigation
Protection of the marine environment
Functions of AIS
Ship transponder will continuously transmit own ship data receive data from other ship
and display it.
Static information transmitted by ships (Password protected)
MMSI number (optional)
IMO number
Call sign
Name of ship
Type of ship
Location of position fixing antenna( internal & external GPS reference position , distance
aft or bow & port or starboard of the Center line)
Length overall and breadth
The above information is verified by radio surveyors on initial and annual surveys. Updated

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every 6 minutes and on request.
Dynamic information (Automatically updated from sensors). Updated every 6 minutes

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on request and when amended.
Ships position
Time in GMT from internal GPS
Heading ,Course over ground and speed over ground
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Navigation status E.g. underway, at anchor, NUC, moored etc.
Rate of turn
Angle of heel, pitch and roll
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Voyage related information (manually entered) (update every 6 mins & on request &
when info amended)
Ships draught
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type of hazardous cargo

Destination and ETA ( at Masters discretion)
Route plan way point (optional)
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In addition system allows to send short messages up to 58 characters. Eg: iceberg sighted
or a buoy not in position)
According to SOLAS chapter V AIS shall
Provide automatically suitably equipped shore stations other ships, air craft information
which includes Ships Name, Call Sign, MMSI number, IMO number, Type, Position, Course,
Speed, Navigational status and other safety related information
Receives automatically the above information from the other ships when fitted with AIS
Monitor and track ship
Exchanges data with shore based facilities
Purpose of AIS
Helps in identifying vessels AIS – SART

Assists in target tracking SYMBOL

Reduces verbal exchange such as ship reporting
Provides situational awareness
Class of AIS
Class A 12.5 watts mandatory for SOLAS ships
Class B more than 2 watts used on non SOLAS ships
Display information
Minimum display:
Not less than 3 lines of data consisting of bearing, range and name of target
Other data of the ship can be displayed by scrolling
AIS symbols

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AIS should be operational in 2 minutes after switched on
AIS can be interfaced with Radar and ECDIS
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AIS pilot port plug is mandatory and IMO recommendation where it can be connected to
pilot personal lap top
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Long range AIS

Uses SAT-C or may use HF range. An AIS set may be interrogated to obtain information or
be set to transmit automatically
AIS supports navigational system but dose not relieve officer of watch to comply with
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COLERGS
AIS key board should have alphanumeric key pad
Benefits of AIS to officer of watch
Unambiguous identification of RADAR targets
It improves situation awareness
Ability to see around bends and shadow sectors
Faster prediction of CPA and TCPA
Faster in detection the change in course and speed of target then ARPA
Reduce ship to ship VHF communication
Exchange of information with nearby vessel
 Benefits of AIS to VTS watch keepers
Automatically identifies radar targets
Overcome target Swap
Constant coverage of vessels
Tracks vessels around bends and corners
ABILITY TO SEND INFORMATION AUTOMATICALLY TO AL VESSELS
Limitations
Range is only VHF range (20-30 miles)

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Not all ships may carry AIS E.g war ships fishing vessels etc
AIS may not be switched on

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Wrong input of manual information
Lack of training
If over laid cluttering the display
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Sensor input may be wrong
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Voyage data recorder

Purpose:

Use to provide a recording of key operational events

throughout a 12 hour period. Events recorded
include: radar, voice, DGPS, engine orders and
weather information. In the event of an incident
involving the ship, these recordings may be used to
analyze events

The information is recorded in a protective capsule.

In the event of casualty, this may be recovered. The
protective capsule records information continuously
and will always have 12 hours information stored
Gyro Compass
Gyro indicates true north at all times and free from disturbing forces of variation and
deviation
Principle
High speed spinning wheel perfectly balanced on its axis which is suspended in gimbals so
that it is free to turn and tilt but remain pointing towards a fixed direction in space. The
spinning axis will be pointing in the same direction
3 degree freedom
Spin on its own axis

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Tilt about horizontal axis

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Turn in azimuth about vertical axis

Gyroscopic Inertia
The ability of gyroscope to remain pointing in the same direction in space regardless of
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the movement of ship
Factors effecting Inertia
Inertia is directly proportional to mass
Inertia is directly proportional to RPM
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The further the mass from spinning axis the greater inertia
Errors
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Latitude error (damping error) Eliminated by manufacturer latitude, course and speed
error (steaming error) apply error
Input to gyro Latitude
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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

Checks to be made:

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Gyro compass associated equipment:
Course and rudder recorder rate of turn indicator
Satellite TV GPS
Inmarsat C X-Band & S-Band Radar
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Auto pilot voyage data recorder
Gyro repeaters ECDIS
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MAGNETIC COMPASS:

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ANCHORING:
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Navtex
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A-navigational warning
B-meteorological warnings
D-search and rescue warnings
L-additional navigational warnings
It works on 518 KHz for English and local languages can also be selected. It is a receiver
and not a transmitter.
ALRS Volumes
Volume 1 coast radio stations
Volume 2 radio navigational aids (details of time signals to broadcast)
Volume 3 radio weather services and Nav warnings
Volume 4 list of meteorological observation station
Volume 5 GMDSS (Global maritime safety system)
Volume 6 pilot services and port operation
Volume 7 VTS reporting systems
Volume 8 satellite navigational systems

Types of Mooring
Open mooring
Mediterranean mooring
Baltic mooring
Standing mooring

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Running mooring

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MARPOL 73/78
Marpol Annexes
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Annex 1 Regulation for the prevention of pollution by OIL
Discharge criteria that must be complied with when a ship more than 400 GT is to
discharge machinery space bilge water inside a special area
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• The ship proceeding is en route

• The oily mixture is processed through an oil filtering system
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• mixed with oil cargo residues

Discharge criteria that must be complied with when an oil tanker more than 400GT
is to discharge cargo pump room bilges;
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• Vessel should not be in a special area

• Vessel should be en route
• Vessel should be at least 50 miles from the nearest land
• Any instantaneous discharge should not exceed more than 30 ltrs/nautical
mile
• The oil content of the effluent without dilution does not exceed 15ppm.
• When the vessel is in the special area the oil filtering system apart from
having an alarm when the 15ppm cannot be maintained shall also be of a
design where the oil filtering system shall stop automatically when the oil
effluent exceeds 15ppm
• Oily mixtures must not come from the cargo pump room bilges in case of oil
tankers
• Oily mixtures in case of oil tankers must not be
 • Total oil residue discharged less than 1/30000 of the last cargo (product
carried for tankers built after 31 Dec 1979)
• The tanker has in operation an oil discharge monitoring and control system
and a slop tank arrangement

Special areas according to annex I of MARPOL convention:

• Northwest European waters ( north sea, irish sea, celtic sea, English channel,
portion of northeast Atlantic near Ireland)

• Baltic sea

• Mediterranean sea

• Black sea

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• Red sea

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• Gulf area

• Gulf of Aden

• Antarctic
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• Oman area of the Arabian sea

• Southern South African waters

Annex 2 Regulation for the control of pollution by Noxious liquid substance in

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bulk

(a) In the Antarctic area, any discharge into the sea of Noxious Liquid
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Substances or mixtures containing such substances is prohibited

Category
3-X, Y, and Z - ship is proceeding en route - minimum speed 7 kn (self-
propelled) or 4 kn (not self-propelled)
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4- Not less than 12 nm from the nearest land

2- Discharge below the waterline
1- Minimum water depth 25 meters

And
X The tank must be prewashed before the ship leaves the port. The resulting
residues must be discharged to a reception facility until the concentration of the
substance in the effluent to such facility is at or below 0.1% by weight; remaining
tank washings must be discharged to the reception facility until the tank is empty.
Any water subsequently introduced into the tank may be discharged into the sea in
accordance with the above criteria.
When the required concentration level has been achieved:

Y High-viscosity or solidifying substances, Regulation 1, nos. 15 and

17, Annex II
A prewash procedure as specified in Appendix 6 of Annex II must be
applied.
The residue/water mixture generated during the prewash must be
discharged to a reception facility until the tank is empty. Any water
subsequently introduced into the tank may be discharged into the sea
in accordance with the above criteria.

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Y and Z If the unloading of a substance of Category Y or Z is not

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carried out in accordance with the Manual, a prewash has to be
carried out before the ship leaves the port of unloading. The resulting
tank washings of the prewash must be discharged to a reception
facility.
Annex 3 Regulation for the prevention of pollution by harmful substances in
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packaged form
No discharge at all
Annex 4 Regulation for the prevention of pollution by Sewage from ship
Discharge of sewage into the sea is prohibited except when,
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1. The ship is discharging comminuted and disinfected sewage using a system

approved by the organization at a distance of 3 nautical miles from the nearest
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land and that which is not comminuted or disinfected at a distance of 12 nautical

miles from the nearest land
2. Sewage shall not be discharged instantaneously, but at a moderate rate when the
ship is enroute and doing a speed of not less than 4 knots
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3. Ship is discharging sewage using a approved sewage treatment plant .(Ship has in
operation a sewage treatment plant or an approved sewage comminuting and
disinfecting system with storage tank or a holding tank of adequate capacity
certified by the organization)
4. It should not cause any discoloration of the surrounding waters nor produce visible
floating solids

Special area:
Baltic Sea
Annex 5 Regulation for prevention of pollution by Garbage from ship
Type of garbage Ships outside special areas

Discharge permitted ≥3 nm from the nearest

Food waste comminuted or ground land and en route

Food waste not comminuted or Discharge permitted ≥12 nm from the nearest
ground land and en route

Cargo residues1 not contained in

wash water
Discharge permitted

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Cargo residues1 contained in wash ≥12 nm from the nearest land and en route
water

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Cleaning agents and additives1
contained in cargo hold wash water
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Discharge permitted
Cleaning agents and additives1
contained in deck and external
surfaces wash water

Carcasses of animals carried on

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Discharge permitted as far from the nearest

board as cargo and which died during
land as possible and en route
the voyage
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All other garbage including plastics, Discharge prohibited

domestic wastes, cooking oil,
incinerator ashes, operational wastes
and fishing gear
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Mixed garbage When garbage is mixed with or

contaminated by other substances
prohibited from discharge or having
different discharge requirements, the more
stringent requirements shall apply

Special area
• Mediterranean Sea
• Baltic Sea
• Wider Caribbean region including the Gulf of Mexico and the Caribbean Sea
• Black Sea
• Red Sea
 • "Gulfs" area
• North Sea
• Antarctic area (south of latitude 60 degrees south)

Annex 6 Regulation for the prevention of the Air pollution from ship
• Regulation 12 Ozone Depleting Substances (ODS)

• Regulation 13 Nitrogen Oxides (NOx)

• Regulation 14 Sulphur oxides (SOx) and particulate matter

• Regulation 15 Volatile organic compounds (VOCs)

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• Regulation 16 Shipboard incineration

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Annex VI: Prevention of air pollution by ships (Emission Control Areas)
Date of Entry
Special Areas Adopted # In Effect From
into Force
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Baltic Sea (SOx) 26 Sept 1997 19 May 2005 19 May 2006
North Sea (SOx) 22 Jul 2005 22 Nov 2006 22 Nov 2007
North American 

(SOx, and NOx 26 Mar 2010 1 Aug 2011 1 Aug 2012
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and PM)
United States 

Caribbean Sea
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ECA 
 26 Jul 2011 1 Jan 2013 1 Jan 2014

(SOx, NOx and
PM)

(d) Regulation 16
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• Shipboard incineration of the following substances shall be prohibited:

• residues of cargoes subject to Annex I, II or III or related contaminated

packing materials;

• polychlorinated biphenyls (PCBs);

• Garbage as defined by annex V, containing more than traces of heavy

metals.

• Refined petroleum products containing halogen compounds.

• Sewage sludge and sludge oil either of which is not generated on board
the ship; and.

• Exhaust gas cleaning system residues.

Definition of Garbage
Means all kinds of victuals, domestic and operational waste excluding fresh fish, part of
fish and sewage, generated during the normal operation of the ship and liable to be
disposed off continuously or periodically.
Operational Waste
It means all maintenance waste, cargo associated waste and cargo residues. Waste from
oil or oily mixtures is excluded.
Plastic
It means synthetic ropes, synthetic fishing nets, plastic garbage bags, foam plastics and

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other plastics.

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INSTRUMENTS ON BOARD A SHIP:

1) HYDROMETER:
Hydrometer is used to measure density of dock water (DW)
Units of density of water – T/M3
 Hydrometer is used:
I. For a draft survey – Loading/unloading a ship

II. To calculate dock water allowance (DWA) – DWA is calculated to find

out how much loadline will submerge in port

Formula for - DWA = FWA X (1025 – DW density)

25
• STEPS TO BE FOLLOWED WHEN USING A HYDROMETER:

I. Hydrometer should have a certificate for marine use

II. Check the physical condition of hydrometer, scale, floating bulb and

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weighted bulb should not be cracked or damaged

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III. Check errors of hydrometer using distilled water

IV. Take a clean bucket and take samples from 6 points around the ship
from at least half draft depth
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V. Make sure sample is taken away from overboard discharges and
floating debris

VI. Make sure bucket is filled enough so that hydrometer doesn’t touches
the bottom and floats freely
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VII. Let water settle down

VIII. Put hydrometer in bucket and give it a slight spin to break surface
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tension

IX. Make sure hydrometer doesn’t touches the sides of the bucket
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X. Take the reading from the lower meniscus

2) HYGROMETER:
Hygrometer is used:
I. To calculate humidity in air and predict fog

II. To decide whether to ventilate or not

• Why is dry and wet bulb kept in Stevenson screen?

 Dry and wet bulb are kept in Stevenson screen to prevent it from sudden
gust of wind and variable evaporation rate. It is placed at least 1.5m above
deck.

• Hot to predict fog?

I. Take the dry bulb and wet bulb temperatures from windward side -
for any given time

II. Calculate their difference known as depression of wet bulb

III. Get the dew point temperature from dew point temperature table
using dry bulb temperature and depression of wet bulb

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IV. Get sea temperature for that time from engine room (E/R)

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V. Plot these temperatures against time axis for successive hours

VI. Extend these lines, wherever dew point temperature and sea
temperature meet each other that is the predicted time of fog
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• DEFITNITIONS:

Humidity – Quantity of water vapor present in the atmosphere

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Relative humidity (RH) – It is the percentage ratio of present water vapour a

sample can hold to the maximum quantity of water vapour that sample can
hold at that temperature
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Dew point – When RH is 100% saturated

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• Hot to decide ventilate or not?

Cold to Hot – Ventilate NOT

Hot to Cold – Ventilate HOLD
3) PRECISION ANEROID BAROMETER (PAB):

It is used to get the pressure at any position

• How to use a PAB?

I. Put the damper (to prevent sudden change in pressure by sudden gust
of wind, rolling and pitching
 II. Press push button and turn the dial

III. Stop when green light breaks

IV. Take the reading, if a reading is between two readings then take the
odd one

V. Apply calibration correction (issued by met office)

VI. Apply temperature and height correction, using a table in the box or
mariners handbook.

Pressure taken on the ship is above sea level and we know that
pressure decreases as altitude increases, therefore this correction is
always added.

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• What is diurnal variation of pressure?

Atmospheric pressure for any region changes from maximum to minimum

everyday. There are 2 maximum and 2 minimum pressures for any region at
very nearly the same times each day. Maximum is about 2200hrs and
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minimum at about 0400 and 1600hrs
The variation in pressure is called diurnal variation of pressure
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• Why do you monitor pressure on board?

Pressure is monitored on board in order to know the diurnal variation of

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pressure in the position of the ship.

If diurnal variation of pressure drops more than 3mb than average it means
ship is in the vicinity of a storm and if it drops more than 5mb it means TRS
is within 200nm
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4) MAGNETIC COMPASS:
• There are 2 types of compass cards:

I. Dry card:

i. Made up of rice paper

ii. Consists of 7 needle magnets suspended underneath the card

via silk threads due to which compass points to North
 II. Wet card:

i. Made of mica or plastic

ii. Consists of one ring magnet due to which compass points to

North

• Liquid inside the bowl is ethyl alcohol and water in the ratio 2:1

• Why do you have that liquid?

I. It provides damping effect

II. Acts as antifreeze till -30 degree celcius

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III. Prevents liquid from evaporating

I.
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What to do if you get a bubble?

Turn the bowl upside down and bring filling cap up and top it up with
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pure alcohol

II. If there is no filling cap then inject it with a syringe

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• What is the trouble with the bubble?

I. Restricts card movement

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II. Loss of flotation

III. Optical error while taking a reading

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• What is binnacle made of?

Any non magnetic material such as wood, fibre, brass, plastic

• What is bowl made of?

Brass or glass
• What maintenance will you carry out on a magnetic compass?

I. Take compass error every watch

 II. No electrical installations around the compass within 1.5m

III. Check for structural changes around the compass

IV. Check location of corrector magnets (back of deviation card)

V. Check free movement of the card (deflection error) and gimble

VI. Report any problems to the master

• What will you do if compass bowl breaks?

I. Replace it with the spare bowl kept upside down in the navigation
locker

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II. Do not calculate the deviation because deviation is in the ship

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What corrector magnets are soft and what are hard?

I. Soft – Flender bar and Kelvin balls

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II. Hard – Fore and aft hard iron magnetic correctors, Athwartship hard
iron magnetic correctors and Heeling error bucket
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• How is expansion of liquid compensated for?

By an expansion chamber at the bottom of the bowl

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Performance standards
3.) Equipment must comply with the IMO Performance Standards as follows:

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Magnetic compasses - Resolution A.382(X) and


Transmitting magnetic heading devices – Resolution MSC.86(70), annex 2
4.) Regulation 19 requires all ships of 150 GT and over, and all passenger ships to carry
a spare magnetic compass (or equivalent.)
Responsibility for Maintenance
5.) The Owner and the Master are responsible for ensuring that compasses on their
ships are maintained in good working order.
Adjustment of Compasses
6.) Each magnetic compass required to be carried by the Regulations shall be properly
adjusted and its table or curve of residual deviations available at all times. Magnetic
compasses should be adjusted when:
a.) they are first installed;
b.) they become unreliable;
c.) the ship undergoes structural repairs or alterations that could affect its permanent
and induced magnetism;
d.) electrical or magnetic equipment close to the compass is added, removed or altered;
or,
e.) a period of two years has elapsed since the last adjustment and a record of compass
deviations has not been maintained, or the recorded deviations are excessive or when
the compass shows physical defects.
Effects of Changes in Magnetism During the Life of a Ship
7.) Because the magnetism of a new ship can be particularly unstable, the performance
of magnetic compasses should be monitored carefully during the early life of a ship, and
adjustments made if necessary.
8.) Masters are advised that it is essential to check the performance of magnetic
compasses particularly after:
a.) carrying cargoes which have magnetic properties;

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b.) using electromagnetic lifting appliances to load or discharge;
c.) a casualty in which the ship has been subject to severe contact or electrical charges;

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or,
d.) the ship has been laid up or has been lying idle - even a short period of idleness can
lead to serious deviations, especially for small vessels.
9.) Further to 8(b), the retentive magnetism can alter a ship’s magnetism, making
compasses unreliable. However, a large amount of the magnetism induced by an
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electromagnet may subsequently decay so immediate readjustment is not advised. Every
effort should be made to determine the compass deviation.
Monitoring Compass Performance
10.) Compass performance should be monitored by frequently recording deviations in
the compass deviation book. Compass errors should be determined after every large
alteration of course, and at least once every watch when there have been no major
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course alterations. Checking the compass deviation regularly may show the need for
repair, testing or adjustment. In addition, compasses should be inspected occasionally by
a competent officer or compass adjuster.
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Adjustments and Repairs

11.) In the UK, all adjustments should be made by a compass adjuster who holds
a Certificate of Competency as Compass Adjuster issued by the UK Government.
12.) If a qualified compass adjuster is unavailable and the Master considers it necessary
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then adjustments may be made by a person holding a Certificate of Competency (Deck

Officer) Class 1 (Master Mariner). The compass must be re-adjusted by a qualified
compass adjuster at the next available opportunity.
13.) The date of any adjustment and other details should be noted in the compass
deviation book. The position of correctors should be recorded in the compass book and
on deviation cards. Because the distances from the coefficients B and C correctors to the
standard compass card and to the transmitting element are different, a transmitting
magnetic compass will be overcompensated resulting in an error, which can be as much
as 2½° and cannot be corrected. Separate deviation cards should be prepared for the
standard compass and the transmitting magnetic compass repeater by comparing
headings.
14.) Repairs should only be made by a compass manufacturer or other competent
person using the proper test facilities. When the work is finished the repairer should
supply the owner or Master with a certificate, specifying that the work has been carried
out in accordance with the necessary requirements ISO 2269 for Class A Compass and
ISO 10316 for Class B Compass which are the International Standards for the Magnetic
Compass.
Portable Equipment that may interfere with Compasses
15.) Masters and Officers are advised that portable electrical equipment (e.g. radios and
tape recorders) or items made of steel can affect the performance of a compass. Care
should be taken to ensure that such items are kept away from the compass position. See
Regulation 17, para.3
Spare Bowl
16.) When a spare magnetic compass bowl is required, it should be carefully stowed,
together with its gimbal units, away from the bridge structure so that they are
unaffected by any casualty disabling the bridge.

5) SEXTANT:

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• Parts of a sextant:

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• Errors of a sextant:

I. Adjustable errors:

i. Error of perpendicularity (1st error):

When index mirror is not perpendicular to the plane of

instrument error of perpendicularity occurs

Method to remove:
 a) Hold sextant horizontally, frame up handle down

b) Set index arm almost half way through the arc

c) Look through the index mirror, true image and the

reflected image should be identical

d) If not adjust using 1st adjustment screw behind the

index mirror

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ii. Side error (2nd error):

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If horizon mirror is not perpendicular to the plane of
instrument side error exists

Method to remove:
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a) Hold sextant horizontally and look at horizon or look at
a distant object (star)

b) Set index arm at zero

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c) Adjust using 2nd adjustment screw, at the back of

horizon mirror, lower screw
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iii. Parallelism:

If index mirror and horizon mirror are not parallel to each

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other error of parallelism exists

Method to remove:
a) Hold sextant vertical and look at horizon or distant light
source

b) Set index arm at zero

c) Adjust using 3rd adjustment screw, inner or higher at the

back of horizon mirror
 II. Non-adjustable errors:

i. Prismatic error – 2 faces of the mirror not parallel to each

other

ii. Shade error – Faces of shades not parallel to ground

iii. Warm and rack error – Caused by wear on the gearing rack

iv. Graduation – May be found on the arc, vernier or micrometer

scales

v. Collimation – Axis of telescope not parallel to the plane of

sextant

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vi. Centering – Pivot of index bar not at the exact center of
curvature of the arc

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6) AZIMUTH RING:
• Parts of azimuth ring:

I. Mirrored prism
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II. Magnifying lens

• How to check error in a azimuth ring?

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I. Select a terrestrial object

II. Take a bearing of the object “arrow down”

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III. Take a bearing of the same object “arrow up”

IV. Compare the 2 readings – If same then there is no error in the azimuth ring
if not then there is a error
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V. If bearings are different then it should not be used and sent ashore for
repair

• How to use an azimuth ring?

I. Use “arrow down” for terrestrial objects

II. View reflected image of compass card and actual terrestrial object in case
of terrestrial objects

III. Use “arrow up” for celestial objects

IV. View reflected image of celestial body and actual compass card in case of
celestial objects
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7) HYDROSTATIC RELEASE UNIT (HRU):

I. Strong white rope is secured to the liferaft cradle and attached to

the liferaft lashing via senhouse clip

II. When ship sinks a water pressure within 1.5 - 4m activates HRU and a
very sharp knife cuts this rope and liferaft floats in the water

III. As ship sinks painter gets a jerk with which CO2 bottle gets activated,
liferaft gets inflated, weak link breaks and liferaft floats free

IV. HRU is replaced after 2 years

 8) EMERGENCY TOWING ARRANGEMENT (ETA):

I. New and existing tankers of 20,000 DWT and above should be fitted
with an ETA

II. Aim of the equipment is to facilitate salvage and therefore reduce

the risk of pollution

III. Arrangement should be capable of rapid deployment at all times in

the absence of main power

IV. Towing gear should have the following components:

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i. Pickup gear

ii. Chafing gear

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iii. Towing pennant

iv. Fairlead
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v. Strong point

vi. Rolling pedestral

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V. Length of towing pennant should be atleast twice the lightest

seagoing condition at the fairlead plus 50m and should have a hard
eye at the end to allow connection of standard bow shaped shackle
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VI. Fairleads and strong points should have sufficient strength to

withstand towing operation
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VII. Chafing chain to extend atleast 3m beyond the fairlead and to be

fitted with a pear shaped link at the end for connection of a bow
shackle

VIII. Aft gear should be pre rigged and capable of being deployed in 15
minutes

IX. Forward gear should be capable of deployed in 1 hour

X. Gear should be clear marked, inspected regularly and maintained in good

working order

GYRO COMPASS:-
PRINCIPLE:-The axis of a perfectly balanced wheel that is spinning at a high speed
and is free to turn & tilt and remain pointing towards a fixed direction in the
space.
PROPERTIES OF FREE GYROSCOPE:-
• Three degrees of freedom to :-

a) Spin about its own axis.

b) Tilt about the horizontal axis.

c) Turn in azimuth about vertical axis.

• Gyroscopic inertia e.g. (rigidity in space):- this is the ability of the

gyroscope to remain pointing in the same direction in the space regardless

E
to movement of the ship.

OT
FACTORS AFFECTING INERTIA:-

a) Mass of spinning wheel. The greater the mass the greater the inertia.

b) Mass distribution. The further the mass from the spinning axis, the
sN
greater the inertia.

c) Rate of spin. The greater the RPM the greater the inertia.

• Gyroscopic precision:- is the direction the ‘spin axis’ will move when an
external force is applied.
r"
de
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Gyros are interfaced with a variety of bridge equipment:

Radars
GMDSS
Autopilot
Steering Systems
 GYRO ERROR: - is composed from two smaller errors.

• Latitude Error (Damping Error)

• Latitude, Course and Speed (Steaming Error)

These errors can either be corrected or allowed for by adjusting settings on the
gyro control panel.
Gyro errors are either High or Low.
If the gyro reads numerically larger than the true direction the error is regarded as
High and vice versa.

E
NAVIGATIONAL EQUIPMENTS ON BOARD

OT
1) RADAR (Radio Detection And Ranging):
sN
• How will you test your RADAR prior departure?

I. Check if its safe to turn on RADAR – local regulations, terminal

requirement, men working on mast
r"

II. Switch on power button and wait – warming up

III. Increase brightness, gain, tuning and clutter (sea/rain)

de

IV. Check speed input – log(spd over water) not GPS(spd over ground)

V. Set up trails, vectors and parallel indexing

sik

VI. Set up 2 RADAR’s, 1 for short range(X Band-short pulse) and 1 for long
range(S Band-long pulse)

VARIOUS SITUATIONS:
I. Ice navigation – X band (3cm, 9GHz)

II. Search and rescue – X band

III. Coastal navigation – X band

IV. Heavy rain – S band (10cm, 3GHz)

• Errors / limitations of a RADAR:

 i. Side error:

If there are 2 equi distant targets, RADAR strikes the targets bounces
back and can show 2 or more targets

ii. Minimum range:

Target may not be detected because of being outside VBW (vertical

beam width) range
iii. Blind sector limitation:

E
Targets cannot be detected in blind sectors usually behind the funnel
iv. Range discrimination:

OT
When 2 targets have same bearing, different ranges RADAR may show
it as a single target
v. Bearing discrimination:
sN
When 2 targets have same range, different bearing RADAR may show
it as a single target
vi. Target swap:
r"

If 2 targets are nearby there information can swap

vii. Multipath error:
de

It happens usually in ships with a crane. Echo bounces back from

crane and shows another target

viii. Second trace echo:

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In this target seems to be near but actually its far

• What do you mean by sea stabilized and ground stabilized?

Sea stabilized:
This is where the RADAR is hooked to the ship’s log and gives the ship’s
speed through the water

Ground stabilized:
 This is where the RADAR is hooked up with Doppler log and gives the ship’s
speed over ground

• What is short pulse and long pulse:

Short pulse:
It is best for finding targets in heavy rain shower
Long pulse:
It is best for finding a target on the opposite side of heavy rain shower

E
• What set up you had on your last ship’s RADAR?

OT
On my last ship we used to have:

i. Ship’s head up, sea stabilized, relative motion

ii. Scale used to vary depending in which area we are, traffic conditions,
etc
sN
iii. Sea and rain clutters were removed using anti-sea and anti-rain
clutters knob

iv. We used to make use of EBL (Electronic bearing line) and VRB
r"

(Variable range marker)

de

• How to check that RADAR is working at its best?

By doing a performance monitoring button which would test the

performance of the magnetron
sik

• How to check the performance of the RADAR?

i. Press the performance monitor button

ii. Switch to 12 miles scale

iii. It then checks the performance of TR monitor (Transmission

performance) and TX monitor (Receiving performance)

iv. If they are as per manufacture’s instructructions that means RADAr is

working well
 2) AIS:
• Information provided by AIS:

I. Static information:

i. MMSI
ii. IMO number (where available)
iii.Call sign & name
iv. Length and beam
v. Type of ship and
vi. Location of the position-fixing antenna on theship (aft of bow/ port or
starboard of centreline)

E
II. Dynamic information:

OT
i. Ship’s position with accuracy indication and integrity status
ii. Position time stamp (in UTC)
iii. Course over ground (COG)
iv. Speed over ground (SOG)
v. Heading
sN
vi. Navigational status (e.g. at anchor, underway,aground etc. - this is
input manually) and
vii. Rate of turn (where available)

III. Voyage related information:

i. Ship’s draught
r"

ii. Hazardous cargo (type)

iii. Destination and ETA (at masters discretion) and
iv. Route plan (waypoints)
de

IV. Short safety-related messages:

i. Free format text message - sent as required
sik

• Limitations of AIS:

i. Gives outdated information

ii. Limited vessels carry AIS:

a) 300GT and above on international voyages

b) 500GT and above on domestic voyages

c) All passenger ships

iii. Incompatible coding and decoding between ship and shore stations
 iv. CPA/TCPA based on COG/SOG

v. Assigned mode problem

vi. Antenna location not set up properly

• Legalities:

i. Mandatory – 100nm from UK coast

ii. International regulations – No need at port unless local regulations ask

for. Master has over riding power.

E
OT
3) ECHO SOUNDER:
sN
• Components of echo sounder:

i. Transdecuer

ii. Amplifier
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iii. Pulse generator

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iv. Recorder

• Controls in a echo sounder:

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i. Range switch

ii. Gain switch

iii. Unit selector (m/feet)

iv. Paper speed control

v. Zero draft adjust

vi. Transducer change over

• Limitations of echo sounder:

 i. Shallow water

ii. Different layers

iii. Pythagoras error

iv. Electrical noise

v. Mechanical noise

vi. Biological noise

vii. Wrong scale being used

viii. Salinity – speed of sound increase

E
ix. Cavitation – propeller bubble

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x. Draft mark – stylus position wrong

4) ECDIS (Electronic Chart Display Information System):

sN
• Limitations of ECDIS:

i. Software virus

ii. Hardware failure

r"

iii. Sensor failure

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iv. Datum errors

v. Information overload

vi. ECDIS accuracy – 2 pixels, 20m

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vii. No worldwide coverage of ENC charts

viii. Zooming in gives false sense of space, decreases accuracy

ix. Reported depth not triggering any alarms

x. No dedicated menu to plot visual bearings

xi. Use of simplified symbols might mislead

xii. Route checking not reliable

xiii. Full information not available at certain scales

xiv. Any abnormalities to be reported to MCA

 • Difference between ENC (Electronic navigational charts) and RNC (Raster
Navigational charts):

ENC RNC
i. Vector i. Raster

ii. S57 ii. S61

iii. Digitized iii. Scanned copy

iv. Multiple layer iv. Single layer

v. No worldwide coverage yet v. Worldwide coverage

E
vi. Variable scale vi. Fixed scale

OT
vii. CATZOC vii. Source data box

viii. Borderless viii. With borders

ix. No compass rose ix. Compass rose available

sN
x. Display can be customized x. Display cant be customized

xi. Always WGS84 xi. Depends on paper chart

r"

xii. Safety monitoring available xii. Safety monitoring not

available
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xiii. Orientation of screen possible xiii. Orientation of screen not

poss.
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• How can you go paperless:

i. There should be 2 ECDIS onboard with separate power supply for each

ii. Must be able to share sensor

• Logs:

i. EM (Electro magnetic) log:

a) Works on principle of electromagnetic induction

b) Gives speed over water

 c) Used for collision avoidance

ii. Doppler log:

a) Works on principle of Doppler shift of frequency

b) Gives speed over ground

5) GPS (Global Positioning System):

• Errors of GPS:

E
i. Multipath error:

OT
It occurs when a GPS signal bounces of a nearby object
Eg. Measure length of your living room with a tape one end to other
keeping a sofa in b/w and passing tape over it
ii. Ionosphere error:
sN
It occurs when signals from satellite get delayed in reaching the
receiver on passing through an area of charged particles of
Ionosphere and our atmosphere
iii. Orbital error:
r"

Caused by small change in orbital position. Position of satellites

de

obtained from signal information is a prediction of where the satellite

should be at any given time, the actual position may vary
iv. Clock error:
sik

Caused by change in time of satellite and receiver. A slightest

difference can make a range difference of 10s, 100s and 1000s of
metres. Eg. A difference of 10 nanoseconds can make a difference of
3 metres in the position

• Dilution of precision:

It is the measure of GPS satellite/receiver geometry

 A low DOP value indicates better relative geometry and higher

corresponding accuracy:
Best DOP = 0
 Worst DOP = Infinity

HDOP (Horizontal DOP), VDOP (Vertical DOP), PDOP (Positional 3D DOP) and
TDOP (Time DOP) – They follow mathematically from the position of the
usable satellites

E
GMDSS
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(Global Maritime Distress AND Safety System)
sN
GMDSS equipment

1. INMARSAT-C

2. VHF,MF &HF DSC RADIO

r"

3. MSI receiver such as SAFETY NET &NAVTEX

4. Portable VHF radio

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5. EPIRB

6. SART
sik
 HF & Satellite SEA AREA A4

SEA AREA SEA AREA SEA AREA

C A1 A2 A3
O VHF MF HF & Satellite
A
S
T 20 to 30nm <150nm >150nm

E
HF & Satellite SEA AREA A4

All
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Ships Carriage Requirements

Ships
sN
➢ VHF Transceiver (Tx. 70, 16, 13, 06)
➢ VHF DSC Controller (Ch. 70)
➢ 2 SARTS
➢ Navtex Receiver
➢ EPIRB
r"

➢ Waterproof VHF Walkie-Talkies (2<500gt, 3>500gt)

◆ Sea Area A1
de

➢ Same as basic requirements

◆ Sea Area A2
➢ MF Transceiver (2187.5kHz, 2182kHz)
➢ MF DSC Controller (2187.5kHz)
◆ Sea Area A3
sik

➢ Inmarsat SES or,

➢ HF Transceiver
➢ HF DSC Controller (2187.5kHz, 8414.5 kHz + 1 other)
◆ Sea Area A4
➢ Same fit for A3

Distress and responsibility:

◆ UNCLOS and SOLAS both state we have a legal and moral obligation to assist
those in distress.
◆ We must assist unless the vessel is so far away that we cannot possibly help.
 ◆ Even if we cannot help, any distress alert that has not been acknowledged
must be relayed ashore.
◆ DO NOT acknowledge a distress unless you intend to render assistance or
relay the alert ashore.

Reception of Distress Messages

◆ VHF Ch. 70 – A1
◆ VHF to Ch.16 for VOICE communication
◆ Allow 3-5 minutes for CRS, RCC to respond
◆ Acknowledge by voice on CH.16

E
◆ If no response to your voice acknowledgement, and no CRS
acknowledgement, RELAY ASHORE*

◆
◆
◆
OT
2187.5kHz – A2
Frequency to 2182kHz for VOICE communication
Allow 3-5 minutes for CRS, RCC to respond
sN
◆ Acknowledge by voice on 2182kHz
◆ If no response to your voice acknowledgement, and no CRS
acknowledgement, RELAY ASHORE*
r"

◆ 2187.5kHz – A3 or A4
◆ Frequency to 2182kHz for VOICE communication
de

◆ Acknowledge by voice on 2182kHz

◆ If no response to your voice acknowledgement, relay ashore to RCC by any
means
◆ If alert repeats acknowledge by DSC
sik

◆ Any HF Frequency
◆ DO NOT ACKNOWLEDGE
◆ Set Transceiver to associated voice frequency eg, 8414.5 kHz to 8291 kHz;
12577kHz to 12290kHz
◆ Allow 3 minutes for CRS to respond
◆ If no response received by voice or DSC, Relay Ashore by any means

Frequencies
The following are the Voice and Associated DSC Frequencies
Voice 2182Khz DSC 2187.5 kHz
4125 4207.5
6215 6312
8291 8414.5
 12290 12577
16420 16804.5
Information on the frequencies can be found in ALRS Volume 5

CHECKS:
I. Daily:

i. DSC internal tests (VHF), without radiation of signals, by

means of internal test programme. This applies to both VHF
and MF DSC equipment.

ii. Emergency battery (brought up to fully charged condition

where necessary. Also the battery voltage must be checked

E
daily while ON-LOAD (See the General Information Book).

OT
iii. Check printers have ink and paper

iv. Check clocks against time ticks

v. Radio log book is signed by master

sN
II. Weekly:

i. MF external test on 2187.5 KHz (Call coast station on its MMSI #

r"

from ALRS VOL 5)

ii. VHF test with spare batteries for testing purpose (But not on
de

CH 16 use CH 15 or CH 17)

III. Monthly:
sik

i. Antennas free from corrosion or loose connections (check shall

be made at least once a month on the condition of all aerials
and insulators)

ii. EPIRB – Physical condition, expiry of battery, self test, HRU and
bracket (Each EPIRB should be tested using the internal test
routine without using the satellite system)

iii. SART – Physical condition, expiry of battery, self test (Each

SART should be tested using the in-built test facility and
checked for security and signs of damage)
 iv. Each survival craft VHF set should be checked on a channel
other than Channel 16.

v. 24V batteries (Security and condition of all batteries supplying

the radio installation. Battery connections and compartment
should also be checked)

SEA AREAS:
Sea Area A1 – within range of a shore-based VHF-FM coast station (typically
20-50miles from shore)
Sea Area A2 – within range of a shore-based MF coast station (typically

E
100-400 miles from shore, excluding Sea Area A1)
Sea Area A3 – within INMARSAT satellite coverage, between 70N and 70S,

OT
excluding Sea Areas A1 and A2
Sea Area A4 – the Polar Regions excluding Sea Areas A1, A2 and A3
sN
• GMDSS CRS for each sea area must maintain DSC distress and safety
watch as follows

■ Sea Area A1 VHF Channel 70

■ Sea Area A2 MF 2187.5 kHz

r"

■ Sea Area A3 HF Frequencies in the 4,6,8,12 and 16MHz bands

de
sik

6) EPIRB (Emergency position indicating radio beacon):

i. EPIRB transmits at 406MHz using a COSPAS SARSAT system

ii. It can be tested with a self test function

iii. EPIRB can be activated by both means - manually or automatically

iv. When a ship is submerged to a depth of 2-4 metres below water

level, EPIRB gets released via HRU which cuts its lashing and gets
activated sending details like:
 a) Ship’s name

b) Call sign

c) MMSI number

d) Port of registry

e) Current position etc. to the company and nearest shore station

E
7) SART (Search and Rescue Radar Transponder):

OT
i. SART works on a X-band (3cm, 9GHz) RADAR

ii. Activating SART:

a) Remove it from its casing

sN
b) Turn the knob half way across to ON position

c) A red ight will start blinking, this is an indication that SART is

activated

d) Once been detected by any RADAR this light will turn green
r"
de

iii. Once SART signal is received on a RADAR, it will appear as:

a) Over 5 miles 12 blips will appear on the RADAR in the direction

of SART in which the last blip is the position of the SART
sik

b) Between 1-5miles, 12 arcs will appear on the RADAR in the

direction of SART

c) When SART is within 1 mile, 12 concentric circles will appear

on the RADAR
 GENERAL FOR OOW ORALS

OOW SAFETY - LSA AND FFA

1) LAUNCHING PROCEDURE OF AN ENCLOSED LIFEBOAT:
INITIALLY:

E
I. Carry out risk assessment

OT
II. Raise alarm

III. Muster people, take head count, check PPE and ask duties

IV. Secure painters fore and aft

sN
V. Disconnect battery connection

VI. Secure drain plug and try out engine ahead and astern for 3 min. and check
rudder movement

AFTER CARRYING OUT INITIAL CHECKS:

r"

I. Get out of the boat and remove centre gripe

II. Remove harbour safety pins

de

III. Remove fore and aft gripes

IV. Look overside and lower embarkation ladder

sik

V. Report to master – All clear

VI. Check speed – Max 5 knots

VII. Lower by gravity and stop just above water level

VIII. All crew go down by ladder board the boat and make sure everyone seated
and belted

IX. Remove FPD (Fall Preventer Device) and close hatches

X. Start engine and check fore and aft movement (seated and belted)

XI. Lower the boat in water

XII. Release hooks and painter

 XIII. Close hatches and drive away

2) USE OF FPD (FALL PREVENTOR DEVICE):

FPD is required for on-load release system
It is a system which prevents unintentional release of a lifeboat due to failure or
misuse of its main method of connection to the fall wire

3) MARKINGS ON A LIFERAFT CONTAINER:

I. Makers name

E
II. Serial number

OT
III. Length of painter

IV. Launching instructions

V. SOLAS
sN
VI. Date of last service

VII. Number of persons permitted to carry

VIII. Max permitted stowage weight

r"

IX. Name of approving authority

de

X. Type of emergency pack enclosed

4) MARKINGS ON A LIFEBOAT:
sik

I. Number of persons permitted to carry

II. Name of ship

III. Port of registry

5) CHECKS TO BE MADE ON A LIFEBOAT:

I. Physical condition of lifeboat (fixed as well as loose equipment)

II. Lifeboat equipment

III. Sprinkler system

 IV. Air supply system

V. Power supply system

VI. Manoeuvring system

VII. Engine and propulsion system

VIII. Check operation of devices used for activating release gear

IX. Cables for control and release

X. Bailing system

E
6) MAINTANANCE REQUIRED ON LIFEBOAT FALLS:

OT
I. Shall be maintained by ship’s crew as per PMS (Planned Maintanance
system)

II. Shall be examined by a competent person during every safety

equipment survey
sN
III. Shall be renewed in every 5 yrs or when deteriorates whatever is
early

IV. There is no longer any requirement of end to end change after 2.5 yrs
r"
de

7) MUSTER LIST:
sik

I. Muster list is made by the master and the owner

II. It must be displayed on the bridge, engine room and crew

accommodation

III. Contents of muster list:

i. Description of general emergency alarm, fire alarm and public

address system

ii. Description of how the order to abandon ship is given

iii. Indicate primary and secondary muster station for each crew
member
 iv. Duties of all ranks in case of emergencies

v. Substitutes for key persons who may become disabled

vi. Person responsible for each lifeboat

vii. Person assigned for communication in case of any emergency

8) FREQUENCY OF BOAT AND FIRE DRILLS:

I. Must be held within 24 hrs after departure if more than 25% of crew
changes

E
II. If not possible to conduct a full fledge drill in 24 hrs then atleast a
muster should be taken, duties explained and abandon ship

OT
procedures should also be explained

III. Shall be such that every crew member takes part in 1 abandon ship
and 1 fire drill each month
sN
9) MONTHLY CHECKS ON FFA (FIRE FIGHTING APPLIANCES):
I. PA system and ship’s alarms
r"

II. All fire extinguishers, hydrants, hoses and nozzles

III. All fire man’s outfits. SCBA sets, EEBDs

de

IV. Portable gas detectors

V. PFE (Portable Fire Extinguishers) and portable foam applicators

sik

VI. Fire door and dampers

VII. Sprinkler system

VIII. International shore connection

IX. Quick closing valves

X. O2 resuscitator

10)QUARTERLY CHECKS ON FFA:

 I. Check all fire extinguishers are at correct pressure and not due
for servicing

II. All automatic alarms for sprinkler system activate

III. International shore connection is serviceable

IV. Firefighting equipment locker contains full inventory

V. All fire doors, dampers and closing devices can be operated

locally

11)ANNUAL INSPECTION ON FFA:

E
I. Operation of all hydrants

OT
II. Antifreeze solutions

III. Remote operation of fire doors, ventilation and dampers

IV. Visual inspection of all fixed fire fighting equipments, free from
sN
damage or obstruction

V. Operation of all fixed foam and water fire fighting equipments

VI. Check all fire pumps develop correct pressure and flow rates
r"

VII. Check all fire detection systems work correctly as per manufacturers’
instructions
de

12)WEEKLY TEST OF LSA:

sik

I. Survival craft, rescue boat and launching appliances

II. Rescue boat and lifeboat engines must be tried out

III. General emergency alarm system

13)CONTENTS OF A FIRE PLAN:

I. Fire fighting equipments

II. Ventilation system

III. Means of access to spaces

 IV. Remote controls

V. Identification of fire zones

VI. Location of control stations

VII. Location of detection systems

VIII. Crew list

IX. Stowage plan

14)CONTENTS OF SOLAS TRAINING MANUAL:

E
I. Use of survival equipment

OT
II. Use of fire detection equipment

III. Safe use of LTA (Line Throwing Apparatus)

IV. Safe use of lifejackets, immersion suits and TPA

sN
V. Boarding, launching and clearing of survival craft

VI. Recovery of survival craft and rescue boat

VII. Hazards of exposure and need of warm clothing

r"

VIII. Contents of muster list and emergency instructions

de

IX. Instructions for emergency repair of LSA

X. Procedure of helicopter rescue

sik

15)REQUIREMENT FOR CARRIAGE OF LIFE JACKETS:

I. Adults – 125% of the capacity (min 4)

II. Small jackets / infants – 100% of the capacity (min 2)

16)REQUIREMENT FOR CARRIAGE OF LIFE BUOYS:

I. Under 100m – 8

II. 100m to under 150m – 10

III. 150m to under 200m – 12

 IV. 200m and above – 14

V. 50% with self igniting lights

VI. 2 with 27.5m of buoyant line

VII. 2 with light/smoke float capable of quick release

17)LIFE BUOY REQUIREMENT:

I. Outer diameter – not < 800mm

II. Inner diameter – not > 400mm

E
III. Diameter of grab line – not < 9.5mm

OT
IV. Capable of being dropped from a height of 30m without sustaining
damage

V. Line if fitted must be of 27.5m in length

sN
VI. Light must have an intensity of 2 candela and if flashing than 50
flashes per minute

VII. Should be atleast 2.5kgs by weight

r"
de

18)REQUIREMENT OF FIRE PUMPS (Cargo ships > 1000GT):

I. 2 pumps, each capable of delivering a jet from any 2 hydrants
sik

II. In addition one other pump such as a ballast pump shall be capable of
delivering water to fire main

III. In addition an emergency fire pump located outside a machinery

space capable of delivering a jet from any 2 hydrants

19)REQUIREMENT FOR FIRE HOSES:

I. 1 hose for every 30m of length

II. Minimum 5 + 1 spare

III. Total hoses length atleast 60% of LOA

 IV. Maximum hose length 18m

V. In E/R machinery spaces atleast one hydrant on each side with a hose
and nozzle

VI. All nozzles shall have a spray, jey and shut off facility

VII. Hose diameter 64mm if unlined and 45mm if lined

20)MONTHLY CHECKS TO BE CARRIED ON SCBA:

I. Visual inspection (visor, straps, demand valve, hoses harness and
lifeline)

E
II. Check pressure for SCBA bottles

OT
III. Check low level whistle alarm

IV. Carry out leak test

sN
OOW LEGAL - ISPS CODE
r"

1) WHAT SHIPS COMPLY WITH ISPS CODE?

de

I. Cargo ships and Mobile Offshore Drilling Units 500GT and above on
international voyages comply with ISPS code

II. All passenger ships (domestic/international voyages)

sik

III. Port facility serving 1 and 2 above

IV. Repair yards

2) REQUIREMENT FOR CSR (CONTINUOUS SYNOPSIS CERTIFICATE)

I. Every ship must have a CSR from 1st July 2004(LIFE TIME VALIDITY)

II. For ships built before July 2004, CSR should, atleast, provide details
from that date

III. CSR is issued by flag state to each ship entitled to fly its flag
 INFORMATION IN CSR:
I. Name of flag state

II. Date of registry

III. IMO number

IV. Name of ship, port of registry

V. Name and address of owners

VI. Name and address of charterers

VII. Name and address of company which carries out safety management
activity for that ship

E
VIII. Name of classification society

OT
IX. Name of administration which issued DOC, interim DOC, SMC, interim
SMC

X. Name of administration which issues ISSC(international ship security

sN
certificate), interim of short term ISSC

XI. When the ship is sold or transferred, CSR remains on board

r"

3) DECLARATION OF SECURITY (DOS):

It is a ship shore security checklist to which SSO and Port Security Officer
de

will agree as to who will be responsible for what part. For eg.
I. Vessel’s contact details

II. Port contact details

sik

III. Security level maintained by the ship and port

IV. Period of validity

WHEN DO YOU EXCHANGE DOS:

Higher Definition 3 D Camera Gives Immense Sensation
I. H – Higher level

II. D – Loading/Discharging, transitting with DG (Dangerous goods)

III. 3 – Security level 3

 IV. D – Dirty port ie non ISPS port

V. C – Change of security level

VI. G – Govt. official tells to do so

VII. I – Security incident

VIII. S – Ship to ship (even if same level)

4) FREQUENCY OF SECURITY DRILLS AND EXERCISES:

DRILLS:

E
I. Security drill must be carried out once every 3 months

OT
II. If at any one time, more than 25% of crew changes then a security
drill must be carried out within 1 week

EXERCISES:
I. At least once every 12 months with no more than 18 months
sN
between exercises(CSO,SSO,PFSO)

5) SECURITY RECORDS MAINTAINED UNDER ISPS:

r"

As per flag state, UK records of following shall be kept onboard for 3 yrs
de

I. Training, drills and exercises

II. Changes in security level

III. Security threats and incidents

sik

IV. Breaches of security

V. DOS (Document Of Security) of last 10 port of calls

VI. Internal audits and reviews

VII. Periodic review of ship security plans

VIII. Periodic review of ship security assessment

IX. Testing, calibration and maintenance of ship security equipment

X. Communication related to direct security of ship

6) CONTENTS OF SSP (Ship Security Plan):
I. How to test, calibrate, maintain and use safety equipment

II. How to do training and drills

III. How to deal with ports

IV. How to control access

V. What to do in security level 3

VI. Which restricted areas to be locked and monitored

VII. Security records to be maintained

E
VIII. Duties of personnel

OT
IX. SSAS test, maintenance and use, procedure

X. Audit procedure

XI. SSP review procedure

sN
7) WHAT PARTS OF YOUR SSP CAN A PSC (Port State Control)
OFFICER SEE?
r"

I. Visitor log

II. Visitor passes and crew ID

de

III. International ship security certificate

IV. CSR (Continuous synopsis report)

sik

V. Last 10 port of calls and security level maintained

VI. Dates of drills but not the actual minutes

VII. Sight of SSP but cannot go through it

VIII. Approval stamp of SSP

WHAT PARTS OF YOUR SSP CAN A FLAG STATE SEE?

Everything

8) TOOLS FOR IMPLEMENTING ISPS:

 I. SSP itself has procedures and can act as a tool for implementing ISPS

II. Best Management Practice 4(BMP4) checklist

III. Training matrix

IV. Circulars from company

V. Piracy reports on SAT-C

VI. Drug and stowaway checklist

VII. Visitor passes, IDs, visitor log, restricted areas

VIII. Private armed guards

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IX. SSP review checklist

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X. ISPS audit checklist

9) DUTIES OF CSO (COMPANY SECURITY OFFICER)

Super Stupid American Tickled Crazy Indian
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I. S - Ship security assessment (SSA)

II. S – Develop, implement and maintain SSP

III. A – Carry out internal ISPS audit and arrange for ISPS external audit
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IV. T – Arrange training

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V. C – Ensure effective communication and co-operation between SSO

and PFSO

VI. I – Advice ship of any security related issues

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10)DUTIES OF SHIP SAFETY OFFICER:

I. Follow health and safety culture

II. Induce safety culture

III. Take feedback from crew regarding safety

IV. Investigate accidents

V. Keep a record of accidents and incidents

 VI. Stay vigilant

ISM CODE
1) DEFINITION:
International Safety Management code for safe operation of ships and pollution
prevention.

2) OBJECTIVE:

I. To ensure safety at sea

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II. Prevention of human injury or loss of life

III. Avoidance of damage to the environment

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IV. Provide safe practices in ship operation and safe working environment

V. Establish safeguards against all identified risks

VI. Improve safety management skills of personnel ashore and onboard ships
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VII. Preparing for emergencies related to both – safety and environmental
protection

VIII. Ensure compliance with mandatory rules and regulations by all

organizations
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3) SMS (SAFETY MANAGEMENT SYSTEM) – DEFINITION:

It is a system that ensures compliance with the guidelines of ISM code

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4) SMS – 6 KEY ELEMENTS / FUNCTIONAL REQUIREMENTS - SOCREM:

I. S - Safety and environmental protection policy

II. O - Procedures to ensure safe operation of ships and protection of the

environment

III. C – Levels of authority and lines of communication defined

IV. R – Procedures for reporting accidents and non-confirmities

V. E – Procedures to prepare for and respond to emergencies

VI. M –Procedures for internal audits and management reviews

5) PMS (PLANNED MAINTANANCE SYSTEM) – BENEFITS:

I. Work is planned in advance taking into account resources available, type of

voyages and routes

II. No equipment is missed or ignored

III. Critical equipment is identified and maintained accordingly

IV. Ship is ready for surveys

V. Stores and spares are ordered on time

VI. Unreliable equipment is identified

VII. Inspections are held at appropriate intervals

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VIII. Records of activities are maintained

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IX. Any non-confirmity is reported with its possible cause if known and
appropriate corrective action is taken

6) CERTIFICATES ISSUED UNDER ISM:

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I. DOC (DOCUMENT OF COMPLIANCE):

i. Issued to the company and copies sent to each ship

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DOC is a evidence that company complies with ISM code

ii. DOC contains:
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a) Classes of substances that a ship can carry

b) Cargo spaces where such cargoes can be carried

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c) Additional safety equipments that a ship must carry

II. SMC (SAFETY MANAGEMENT SYSTEM):

It is issued to each ship to verify that the ship is operated in

accordance with documented SMS

III. Both certificates are issued by MCA and renewed in every 5 yrs

Annual verification is carried out to maintain DOC

Intermediate verification of SMC is carried out between 2nd and 3rd
anniversary
 7) HOW DOES ISM HELPS IN YOUR ROLE AS AN OFFICER:
I. I will have a safe and healthy working environment

II. I will have a defined role - job description

III. My areas of responsibility will be ready for surveys

IV. I will have benefits of PMS

V. Company will be responsible to arrange familiarization training for

me

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VI. I will have a set of procedures for guidance in day-today working
activity

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VII. I will have a set of procedures for guidance in emergencies

VIII. My ship will have procedures to report accidents and non-confirmities

rather than burying them under sand
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IX. I can request master to conduct an internal audit for my areas of
responsibility to ensure compliance with code

X. I can use an established procedure to raise issues and suggest

improvement
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IMDG CODE
OBJECTIVE:
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Enhance safe carriage of dangerous goods by sea

VOLUMES IN IMDG CODE:

I. VOL I – General information about all classes

Packaging information
Stowage and segregation requirements
II. VOL II – DG (Dangerous Goods) list

III. SUPPLEMENTS – EMS (Emergency schedules), MFAG (Medical First Aid

Guide)
 CONTENTS OF IMDG CODE:
I. UN Number and proper shipping name

II. Dangerous goods declaration:

It is provided by the shipper and has relevant details as per IMDG

code
III. Container packing certificate:

It is made as per IMDG requirement. Personnel responsible for packing

provides it.Not required for portable tanks

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DANGEROUS GOODS DECLARATION and CONTAINER PACKING CERTIFICATE can be
combined in one form and must contain:
I. UN number

II. Proper shipping name

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III. Class

IV. Quantity

V. Number of goods
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VI. Packaging groups

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VII. Subsidiary risks

CLASSIFICATION OF DANGEROUS GOODS:

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English Girl KI Free Fuddi O T R C MeiN

I. Explosives

II. Gases

III. Flammable liquids

IV. Flammable solids

V. Oxidizing substances

VI. Toxic substances

VII. Radioactive substances

VIII. Corrosive materials

IX. Miscellaneous substances

RISK ASSESSMENT
1) WHAT IS RISK ASSESSMENT:
It is a process of detecting hazards and assessing associated risks

RISK ASSESSMENT IS USED TO:

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I. Identify hazards

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II. Control risks

III. Make decisions on priorities

COSWEP will guide in carrying out a risk assessment (COSWEP Chapter 1 –

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Risk assessment)

2) STEPS TO CARRY OUT A RISK ASSESSMENT:

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I. Identify all hazards involved in the operation

II. Determine risk from hazards by estimating potential severity of harm

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and likelihood that harm can occur

III. Finally, determine the level of risk and act accordingly

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3) ELEMENTS OF RISK ASSESSMENT:

I. Classify work activities

II. Identify hazards and personnel at risk

III. Identify risk control (Permit to work)

IV. Estimate the risk (Slight, moderate or severely harmful)

V. Decide tolerability of risk

VI. Make risk control plan

VII. Review adequacy of risk control plan

 VIII. Ensure risk assessment and controls are up to date

As per COSWP-2015

Hazard: source of potential harm or damage

Risk: risk has 2 elements:-
I. A hazard may occur risk, or

II. The consequence of a hazardous event

Risk assessment: risk assessment is the examination to identify of what can cause
harm and to take action for preventing it
Levels of risk assessment: 4 levels of risk assessment:

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1. Level 1 Generic risk assessment:
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2. Level 2 Task based:

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3. Level 3 Toolbox talk:

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4. Level 4 Dynamic risk assessment (personal assessment of risk)
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Process of risk assessment:
1.Classify work activities:
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a) department/location on board ship/on the dockside

b) stages of an operation or work routine;

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c) planned and unscheduled maintenance;

d) defined tasks (e.g. loading/unloading cargo).

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Information required for each work activity might include:



a) tasks being carried out: their duration and frequency; 

b) location(s) where the work is carried out; 

c) who normally/occasionally carries out the tasks; 

d) others who may be affected by the work (e.g. contractors, passengers); 

e) training that personnel have received for the task.

2.identify hazards
a) Is there a source of harm?

b) Who (or what) could be harmed?

c) How could harm occur?

Catagorise hazard:
a) mechanical

b) electrical

c) physical

d) radiation

e) substances

f) fire and explosion.

3.Determine risk
Severity of harm:

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Slightly harmful: minor cuts, eye irritation

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Harmful: burn, minor fracture

Extremely harmful: major fracture, fatal injury

Likely hood of harm:

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a) number of personnel exposed;

b) frequency and duration of exposure to the hazard;

c) effects of failure of power or water supply;

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d) effects of failure of plant and machinery components and safety devices;

e) exposure to the elements;

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f) protection afforded by personal protective equipment and its limitations;

g) possibility of unsafe acts by persons for example, who: 


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1. May not know what the hazards are; 


2.may not have the knowledge, physical capacity, or skills to do the work;
3. Underestimate risks to which they are exposed; 

4.underestimate the practicality and utility of safe working methods.


The likelihood of harm can be assessed as highly unlikely, unlikely or likely

5. DECIDE IF RISK IS ACCEPTABLE:

• Very low: acceptable

• Low: tolerable

• Medium: risk that should be reduced so that they are tolerable or acceptable
 • High: same as medium

• Very high: unacceptable

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WORK AND REST HOURS
From 1st January 2012 all ships need to comply with STCW 2010 hours
of rest
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I. Minimum amount of rest 77 hours per week

II. Minimum 10 hours of rest out of 24 hours

10 hours of rest can be divided into 3 parts one of which has to be of at

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least 6 hours and the other 2 should not be less than 1 hour each
III. Max interval between 2 periods should not be more than 14 hrs
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IV. Exceptions can be made during an emergency

V. Records should be maintained and readily available for inspection

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MARPOL
1) SOPEP – CONTENTS:
I. General arrangement plan, tank plan and fuel oil piping diagram
 II. Ship’s identification data page

III. Statement about person responsible for reporting

IV. Coastal state contacts (published annually, updated quarterly by IMO)

V. Port contact sheet

VI. Ship interest contact list

VII. Steps to control discharges

VOLUNTARY ENTRIES OF SOPEP:

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I. Training and drills procedures

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II. Record keeping procedures

III. Plan review procedures

IV. Public affairs policy

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2) HOW DOES MARPOL ANNEX 1 AFFECT YOU?

I. I will follow, maintain, implement SOPEP

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II. Follow discharge criteria for oil

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III. Maintain records in ORB PART 1 and PART 2

IV. Do SOPEP drill every 3 months

V. Display placards of discharge criteria at prominent places

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VI. Maintain oil pollution equipments – UTI, ODME, oily water separator
and other SOPEP gear

3) HOW DOES MARPOL ANNEX 5 AFFECT YOU?

I. As per my GMP (Garbage Management Plan), I will segregate, store
and process garbage

II. Follow discharge criteria

III. Maintain records in GRB

IV. Display placards of discharge criteria at prominent places

 V. Maintain, implement and follow GMP

VI. Know responsible officer for garbage

4) WHAT POLLUTION PREVENTION EQUIPMENT YOU HAD ONBOARD?

I. UTI

II. ODME

III. Oily water seperator

IV. Incinerator

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V. SOPEP gear

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VI. Sewage treatment plan

VII. IOPP (International Oil Pollution Prevention) certificate

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MISC. CONTENT:
NEW INSPECTION REGIME:
What is PSC (Port state control):
In the early days of shipping a lot of companies started to register their ships with a flag of
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convenience(FOC) to save money.

Ships registered with these FOCs were poorly maintained and had very poor living and
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working conditions and a lot of pollution incidents and accidents were taking place on
such ships.

So, in 1978 IMO started PSC which has a network of maritime authorities who inspect
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foreign slag vessels coming to their country. Whole world is split up into various PSC MOU
regions – Paris MOU, Indian MOU, etc.

Purpose of PSC:
Eliminate substandard ships
Eliminate substandard companies
Eliminate Flag Of Convenience
Ensure health safety and welfare of crew
Verify the competency of master and officers on board
Verify condition of ship and its equipments as required by international law
Make sure that ship is manned and operated in compliance with applicable international
law
Items inspected by PSC:
Initially:
Safe means of access
Markings – loadlines
Hygiene
Certificates
Crew certificates
Master – ISM form
Walk around deck, bridge and engine room

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Expanded (only for high risk vessel):

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Emergency generator
Emergency stop
Emergency lights
Emergency fire pump
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Emergency steering
Boat/Fire drill
On tankers – IG (inert gas) system
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HOW TO MAINTAIN A ROPE:

Store in pallets
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Do not store in direct contact with steel deck

Keep it away from direct sunlight
Keep it away from chemicals
Remove any kinks
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Frayed end to be spliced

QUESTIONS FOR TANKERS:

Use of deck water seal:
Purpose of deck water seal is to prevent back flow of gases to the engine room from cargo
tanks

Checks to be made on deck seal:

Steam coils
Alarms
Free movement of valves
PLANNED MAINTANANCE SYSTEM:
On my last ship my company had setup a PMS for all equipments onboard. It gave us
instructions when to do maintenance of which equipment. It gave list of tools to carry
such maintenance
Each officer was deligated various parts to maintain. We had to enter dates and times in
the software to verify that a particular task had been completed. For eg. our PMS system
was split up into deck and engine PMS. It was further subdivided into LSA, FFA, nav.
equipment, critical equipment, etc. If the PMS reminded us to grease the lifeboat davit at
a date we used to do it and enter it in the PMS software, if a particular task could not be

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done due to unavoidable reasons then it was shown as pending. We used to do it at the
next earliest opportunity. Our PMS was connected live with company officer so they could

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monitor the progress.

CRITICAL EQUIPMENT:
As per my company policy we had a list of critical equipment failure of which may lead to
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serious problems related to pollution and safety of life at sea. These equipments need
more monitoring additional and more frequent monitoring
Eg.fire pumps, emergency generator, ODMCS checked weekly
Critical equipment on deck – Deck seal, PV breaker, mast riser, COW machine, etc
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CONTENTS OF FIRE WALLET:

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Crew list
Cargo plan
MSDS (Material safety data sheet)
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DG list
Emergency contacts
General arrangement for LSA/FFA
Bunker tank location

LOCATION AND USE OF DECK ISOLATION VALVE:

It is located at break of accommodation
It is used to isolate deck and engine room fire line when shore water is being pumped in to
increase pressure towards the area of fire

HOW TO KNOW NATURE OF SEABED?

Charts
Sailing directions
Hand lead line, tallow paste

HOW TO PICK UP A PILOT?

Check pilot ladder clean and rigged properly
Check lifebuoy light working
Keep a heaving line standby
Maintain communication with bridge
When pilot on ladder report to bridge
Assure that search light isn’t flashing on pilot boat
In-c & mini-c terminal can receive broadcast
When pilot on deck report back to bridge message known as EGC

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WHAT IS EGC? EGC is the system for broadcasting Maritime Safety
EGC – Enhanced Group Call: Info (MSI) & SAR related information messages to

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INMARSAT-C & MINI-C terminals, & support two way
Safety message received on INMARSAT-C
services
1) safety NET
WHEN TO TAKE A SIGHT?
Civil twilight 2) fleet NET
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GAS METERS:
Multi gas detector – sent ashore and cartridges replaced
O2 meter – spare gas is provided on board for calibration
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Flammable gas detector – sent ashore, glass tube replaced

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WHERE WILL YOU FIND FIXED FIRE FIGHTING SYSTEM INSTALLED?

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Cargo space and pumproom

Paint locker
Machinery space with steam turbine, boiler, CAT-A machinery space and space containing
internal combustion type machinery

TRS (Tropical revolving storm):

Signs of a TRS:
Moist unstable air
Sea temperature of 27 degrees
Barometer reading:
3mb below average – TRS in vicinity
5mb below average – TRS within 200nm
Wind speed:
250 miles from center – light winds
150 miles from center – force 8
<70 miles from center – force 12
Wind direction - Unexpected change in wind direction
Red/copper sky upto 500miles away
Clouds - Cirrus clouds bearing in direction of storm
Cumulus/Altostratus can also be seen
Swell - Pronounced swell from unexpected direction upto 1000 miles away
Humidity – heavy humid atmosphere
Storm tides – 3-5m higher than expected

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Radio warnings – Radio message to be sent if TRS suspected (SOLAS)

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Action:
Determine bearing and distance of storm centre:
Buy ballots law
Meteorological observations
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Radio information

Construct a plot:
Position of TRS
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Position of ship
Update as information available
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Determine/predict the path of storm:

Radio information
Plotting information
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History of previous TRS’s

40 degrees either side of track

Determine the vessel’s relative position:

Pressure falling – vessel in ‘advance’ of TRS
Pressure rising - vessel at ‘rear’ of TRS

WIND DIRECTION NORTHERN HEMISPHERE SOURTHERN HEMISPHERE

Wind ‘veers’ Dangerous semi-circle Navigable semi-
circle
Wind ‘backs’ Navigable semi-circle Dangerous semi-circle
Wind ‘steady’ In the path In the path

Manoeuvre according to rules:

NORTHERN HEMISPHERE
Dangerous semi-circle – Put wind on starboard bow and make best speed
Navigable semi-circle – Put wind on starboard quarter and make best speed
In the path – Alter course to port as wind backs
SOURTHERN HEMISPHERE:
Dangerous semi-circle – Put wind on port bow and make best speed
Navigable semi-circle – Put wind on port quarter and make best speed

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In the path – Alter course to starboard as wind veers

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Difference between a TRS and Depression:
TRS DEPRESSION
TRS is seasonal i. Depression is round the year
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Occurs in tropical region ii. Forms at higher latitudes
Wind force less than 7 iii. Wind force more than 7
Require a sea temp. of 27 degrees and above iv. Does not depend on sea temp.
Moves from east to west v. Moves from west to east
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TRS recurves vi. Does not recurve

TRS dies out when hits land vii. Sustains on land
Occurs due to Coriolis Effect viii. Forms due to jet streams
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CRANE TESTING:
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I. Limit Switch Test (Unloaded):

i. Upper limit - Lift the crane to max 750, check the alarm and
clinometers

ii. Lower limit - Lower the crane to max 250, check the alarm and
clinometers

iii. Horizontal limit - Turn the crane anti-clockwise (4m from ship's
hull with incline of  250, check the alarm and clinometers

iv. Abruptly stop - Press "Stop" button while working, check the
brake
 II. Load Test:
i. Calculation for test weight:
a) Horizontal angle while loaded          250
b) Safety working load                        25 tons
c) Load test applied                           30 tons

ii. Testing procedure:

a) Lifting / Lower test weight - lifting and lower test weight at
both sides of ship while crane at the Lower Limit, check the

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working length of hook
b) Lifting / Lower crane: lift the crane from Lower Limit to

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Upper Limit position, check the clinometers at max and min
c) Turn the crane: turn the crane from right to left while crane
at the Lower Limit and Upper Limit, check the clinometers at
max and min.
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The load test is considered acceptable if limit switch, clinometer are in good
working condition. No damage or deformation of crane or wire rope found during
testing process.
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1) HELICOPTOR OPERATION AND HIGH LINE TECHNIQUE:

Preparation prior landing:

I. Have all loose objects withing and adjacent to the operating area been
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secured or removed
II. Have all aerials, standing or running gear above and in the vicinity of
the operating area been lowered or secured
II. Has a windsock been hoisted where it is clearly visible to the helicopter
pilot
III. Has the officer of the watch been consulted about the ships readiness
IV. Does the leader of the deck party have a portable radio transceiver
(walkie talkie) for communicating with the bridge
V. Are the fire pumps running and is there adequate pressure on the deck
fire line
VI. Are fire hoses ready (hoses should be near to, but clear of, the operating
area)
VII. Are foam hoses, monitors and portable foam equipment ready
VIII. Are dry powder fire extinguishers available and ready for use
 IX. Has a rescue party been detailed
X. If a man overboard rescue boat ready for lowering
XI. Are the following items of equipment available at hand:
i. Large axe
ii. Crowbar
iii. Wire cutters
iv. Red emergency signal/torch
v. Marshalling batons (at night)
vi. First aid equipment

XIII. Has the correct lighting (including special navigation lights) been
switched on prior to night operations
XIV. Is the deck party complete, ready, in position, wearing brightly colored
waistcoats and protective helmets, and are all personnel clear of the
operating area

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XV. Has the hook handler been equipped with helmet, strong rubber gloves
and rubber soled shoes to avoid the danger of static discharge

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XVI. Are landing / winching areas surveyed and proved clear of obstructions

Landing on board:
I. Is the deck party aware that a landing is to be made
II. Is the operating area free of heavy spray or seas on deck
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III. Have side rails and, where necessary, awnings, stanchions and other
obstructions been lowered or removed
IV. Are rope messengers to hand for securing the helicopter, if necessary
V. Have all personnel been warned to keep clear of rotors and exhaust
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Additionally for Tankers & Gas Carriers:

I. For tankers fitted with an inert gas system, has pressure in cargo tanks been
reduced to slight positive pressure
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II. For tankers, have all tank openings been secured following venting
operations
III. For gas carriers, have all precautions been taken to prevent vapour emission
on deck?
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High-Line Technique:
In certain weather conditions it may not bepossible to winch the helicopter Winchman or
the strop (rescue harness) from a position directly above a vessel to the vessel’s deck.
Under such circumstances a weighted rope extension to the winch wire may be lowered to
the vessel. This extension is known as a Hi-Line Heaving-in Lineand is connected via a
weak link to the aircraft’s winch hook.

When the Hi-Line technique is used, once the weighted line is placed on the deck, one
crew member must handle the line. He should take upthe slack on the Hi-Line and haul in
ONLY when instructed to do so by the helicopter crew by radio message or hand signal.
The Hi-Line must NOT be secured to any part of the vessel.
A second crew member should coil the slack line into a bucket or similar container clear of
obstructions. It is advisable for the handling crew to wear protective gloves to prevent
rope burns. If the helicopter has to break away during theoperation the line must be paid
out or, if necessary, released completely ensuring that the line passes clear outboard. As
the Hi-Line is paid out, the helicopter willmove to one side of the vessel and
descend.Normally the winchman will be winched out; theship’s crew should continue to
take in the slack.

As the winchman or strop approach the vessel the earthing lead or hook must make
contact with thevessel to discharge the static electricity before the vessel’s crew make
contact with the wire.Considerable effort may be needed when pulling the Winchman

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onboard. Once the casualty has been secured in the strop,the Winchman, if he is present,
or a member of the vessel’s crew, should indicate that all is ready by making a hand

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signal. The helicopter will commence to winch in the wire. As this occurs a crew member
should pay out the Hi-Line, maintaining sufficient firmness to prevent any swing. If the
operation involves a single recovery the Hi-Line should be released once the end is
reached. If further winching is required to take place then the crew member should
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maintain a hold on the Hi-Line and repeat the process for the next lift.
If multiple lifts are required two strops may be delivered with the hook and it is required
that a casualty is pplaced into both strops in the normal manner.
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2) MGN 458 – MAIB (MARINE ACCIDENT INVESTIGATION BRANCH):

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Accident and Reporting and Investigation summary

I. The new M Notices replaces MGN 289
II. The MAIB is now required to carry out a full investigation for vessels within
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the scope of the EU Directive involved in a serious marine casualty.

Preliminary assessments are required for such vessels involved in accidents
classified as serious marine casualties
III. The form on which any accident/incident needs to be completed has
changed from an Accident Report Form (ARF) to an Incident Report Form
(IRF)
IV. The most important part of the new MGN is found in Annex A and Annex B
i. Annex A is all about reporting requirements
ii. Annex B clearly describes what an accident includesand they are
explained under 6 heading names:

a) Marine Casualty
b) Very Serious Casualty
c) Serious Marine Casualty
d) Marine Incident
 e) A Serious Injury
f) Severe Pollution

iii. Annex C and D look at the reporting procedures, schedules and

contact details for the MAIB

V. MAIB are there to assist masters in filling out the IRF

VI. Finally and probably most importantly the new regulation in Annex F seeks
to guide masters with a new requirement. This annex looks at the report of
Marine Incidents

SEARCH AND RESCUE PROCEDURE AS PER IAMSAR VOL 3:

In any situation I will think what are we looking for:

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Ship?
Liferaft?

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Man in water?
Then I will take into account:
Weather
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Wave height
Strength of tide
Temperature of water
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With this information I will think:

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If sea is like a mirror – search can be pretty wide

If storms, large waves & strong tides, search must be very tight
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I. Various searches that can be carried out are:

i. Sector search pattern

ii. Parallel search pattern

iii. Expanded square search

iv. Williamson turn

v. Creeping line search

3) STCW MANILA 2010 AMMENDMENT:

 • Manila 2010 amendment enter into force on 1 January 2012, with a
five-year transitional period until 1 January 2017

• Important changes include the following:

I. Improved measures to prevent fraud COC

II. New requirements for prevention of drug and alcohol abuse and
revised requirements on work and rest hours

III. New certification requirements for able seafarers

IV. New requirements relating to training in new technology such as

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ECDIS

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V. New requirements for marine environment awareness, leadership and
teamwork

VI. New requirements for security training

VII. Updating of competence requirements for personnel serving on oil

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tankers

VIII. New training guidance for persons serving on DP ships

IX. New training guidance for persons serving on ships in polar waters
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4) SOLAS PACK A, B, C:

I. Standard equipment "SOLAS A PACK" - For vessels of unlimited area

of navigation:
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i. Parachute rocket signals p   4
  
ii. Hand flares c 6

iii. Signalling lamp s
 1

iv. Batteries (spare) p 2

v. Bulb (spare) c 1

vi. Whistle s
 1

vii. Signalling mirror p 1

viii. Emergency ration c 6

ix. Drinking water s
 6

x. Safety tin opener p 3

xi. Fishing tackle c 1

xii. First aid kit  s
 1

xiii. Anti-seasickness tablets p 6

xiv. Sponges c 2


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xv. Instructions for survival s
 1

xvi. Table of life-saving signals p 1


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xvii.Sea anchor & cord c 1

xviii.Scissors s
 1

xix. Smoke signal p 2

xx. Seasickness bags c 6

xxi. Rescue bags s
 6

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xxii.Knife (buoyancy) s 1

xxiii.Operational instructions e 1

xxiv.Paddles (set of 2) t
 1

xxv. Repair kit s 1

xxvi.Bellows e 1

xxvii.Rescue quoit & line t
 1

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xxviii.SART radar transponder p 1


xxix.Rescue bags c 2
s

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p
c
s

p
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c
s

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t

p
c
s

p
c
s

p
c
s

p
c
 II. Standard equipment "SOLAS B PACK" - For passenger ships engaged
on short international voyages:

E
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sN
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 i. Signalling lamp p   1
  
ii. Batteries (spare) c 1

iii. Bulb (spare) s
 1

iv. Whistle p 1

v. Signalling mirror c 1

vi. Medicine box s
 1

vii. Anti-seasickness tablets p 6

viii. Sponges c 2

ix. Instructions for survival s
 1

x. Table of life-saving signals p 1

xi. Sea anchor & cord c 1

xii. Seasickness bags s
 6

xiii. Rescue bags p 2

xiv. Knife (buoyancy) c 1


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xv. Operational instructions s
 1

xvi. Paddles (set of 2) p 1


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xvii. Repair kit c 1

xviii. Bellows Rescue quoit & s
 1

line s 6

xix. Water bags e 1
xx. SART radar transponder t

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p
c
s

p
c
s

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p
c
s

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p
c
s

p
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c
s

p
c
s

p
c
s

p
c
s

p
c
s

p
c
 III. Standard equipment with "SOLAS C PACK" - Coastal navigation for
ships not engaged on international voyages:

i. Medicine box p   1
  
ii. Whistle c 1

iii. Hand flares s
 1

iv. SART radar transponder p 1

v. Signalling mirror c 1

vi. Table of life-saving signals s
 1
p
c
s

p

E
c
s


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p
c
s

p
c
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s
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5) MARINE LABOUR CONVENTION:

• Marine labour convention will enter in force from 20th August 2013. Every
vessel of 500GT and above on international voyages must comply with
MLC 2006
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• 5 majorcriterias taken into account as per MLC are:

I. Minimum requirements for seafarers to work on a ship.

II. Conditions of employment.
III. Accommodation, recreational facilities, food and catering.
IV. Health protection, medical care, welfare and social security protection.
V. Compliance and enforcement - on board complaint procedures.

6) CONTENTS OF BPG:
Part A
Guidance to masters and navigating officers:
 I. Bridge organization
II. Passage planning
III. Duties of the officer of the watch (OOW)
IV. Operation and maintenance of bridge equipment
V. Annexes
Part В
Bridge Checklists:
I. Familiarisation with bridge equipment
II. Preparation for sea
III. Preparation for arrival in port

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IV. Pilotage

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V. Passage plan appraisal
VI. Navigation in coastal waters
VII. Navigation in ocean waters
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VIII. Anchoring and anchor watch
IX. Navigation in restricted visibility
X. Navigation in heavy weather or in tropical storm areas
XI. Navigation in ice
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XII. Changing over the watch

XIII. Calling the master
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Part С
Emergency Checklists:
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I. Main engine or steering failure

II. Collision
III. Stranding or grounding
IV. Man overboard
V. Fire
VI. Flooding
VII. Search and rescue
VIII. Abandoning shiP

CHARTS AND PUBLICATIONS

1) LIST OF MANDATORY PUBLICATIONS:
I. List of lights

II. List of radio signals

III. Tide tables

IV. Tidal stream atlases

V. Sailing directions

VI. Merchant shipping notices

VII. Mariners handbook

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VIII. Nautical almanac

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IX. IAMSAR Volume 3

X. International code of signals

XI. Weekly notices to mariners

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XII. Annual summary of notices to mariners

XIII. Instruction manual for navigation aids

XIV. Ocean passage of the world

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2) NOTICES TO MARINERS:
I. Annual summary of notices to mariners – Published every annually

II. Quarterly weekly notice to mariners – A weekly WNM which comes out
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with additional sections at the end of 3 months

III. Cumulative notice to mariners – Published every 6 months (includes

chart correction numbers for last 2 yrs + current edition of all
publications)

IV. Weekly notice to mariners – Published weekly

SECTIONS OF WEEKLY NOTICE TO MARINERS:

Every Cunt Needs Sex Like Animals

i. Explanatory notes and exit charts ie charts to be published and
withdrawn
 ii. Index of charts affected, T&P and permanent corrections to
charts

iii. Reprints of navigational warnings

iv. Sailing directions – Corrections

v. List of lights and fog signals - Corrections

vi. ALRS corrections

vii. Hydrographic note

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3) MARINE NOTICES:

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I. MSN – MERCHANT SHIPPING NOTICES

These are regulations and mandatory to be complied with

II. MGN – MARINE GUIDANCE NOTICES
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These are guidance to the regulations in MSN
III. MIN – MARINE INFORMATION NOTICES

These give information on various things such as list of approved

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doctors, exam dates, oral syllabus etc.

ALL M-NOTICES ARE WHITE IN COLOUR
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4) CONTENTS OF ANNUAL SUMMARY OF NOTICES TO MARINERS:

I. ANM Part-1 contains notices 1-26 plus list of valid T&Ps
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II. ANM Part-2 contains list of valid corrections to sailing directions in

force

5) CONTENTS OF SAILING DIRECTIONS:

I. Also referred as pilot books, sailing direction amplifies chart
information

II. It contains landscape pictures as well as information on navigational

hazards, buoyage, meteorological data, details of pilotage,
regulations, port facilities and guide to major port entry

HOW TO CORRECT SAILING DIRECTIONS:

 i. Remove whole section 4 of latest WNM

ii. File it in sailing direction correction folder

iii. Enter details of correction week number at the back of the front
cover of the sailing direction book

iv. In sailing direction book write the week number at the bottom of
the page with pencil

v. Every 3 months update the list of valid corrections to sailing

direction in the correction folder

SAILING DIRECTION IS FOR COASTAL PASSAGES

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6) CONTENTS OF OCEAN PASSAGES OF THE WORLD:

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I. Shortest routes between ports and important positions

II. Routing details for powered and sailing vessels

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III. Chapters on each of the world’s oceans

IV. Advice on winds, weather, climate, currents, swell, ice hazards

OPW IS FOR OCEAN PASSAGES

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7) Which publication will you refer to find out whether a nautical

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publication (for eg. Dover strait sailing direction) on board is

right edition or not?
I. Cumulative notice to mariners
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II. Section 1B of quarterly weekly notice to mariners

8) How would you know what T&P notices apply to your voyage
charts?
I. Annual summary of notice to mariners

II. Section 1A of quarterly weekly notice to mariners

 9) HOW WILL YOU ASCERTAIN RELIABILITY OF A NAVIGATIONAL
CHART:
PAPER CHARTS:
I. Go to source data diagram on the chart

II. Look at the year of survey and scale of survey

III. Go to 1st section of mariners handbook for quality of survey

ENC CHARTS:
I. Check marine quality objects for CATZOC (Category of zone of
confidence)

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BESIDE CHECKING THE SURVEY QUALITY YOU ALSO NEED TO CHECK THE

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FOLLOWING:
I. Edition of chart

II. Scale of chart

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III. Chart correction status

IV. Cautions on the chart and sailing directions regarding shifting nature
of seabed
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10)How will you know that a chart is corrected up to date?

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I. Look for the last correction number in section 2 of WNM

II. Compare that number with the number written at the bottom of the
chart
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III. I will do it till I reach most recent cumulative notice to mariners and
compare the numbers at the bottom of the chart for past 2 yrs

IV. Also check T&P for voyage charts

NOTE:

Temporary Lighthouse is temporarily unit

Preliminary A jetty is being extended. although the entire length is not yet
extended, works are in progress
Instead of large correction A preliminary notice may be sent, to be
made permanent after the construction is complete
11)HOW TO CORRECT A CHART? (NP1331A –Paper chart
maintenance record)
I. Remove cancelled charts using WNM section 1 and also remove
these from chart correction folder

II. Using section 2 of WNM enter chart correction numbers in the

chart correction log

III. Write correction range on top of each tracing pack

IV. Correct the charts

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V. Write correction number at the bottom of the chart with pen

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VI. After writing the number on the bottom of the chart scratch
off the tracing

VII. Correct T&Ps for voyage charts

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12)ALRS VOLUMES:
I. ALRS VOL 1 – Maritime Radio Stations
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II. ALRS VOL 2 – Radio Aids to Navigation

III. ALRS VOL 3 – Maritime Safety Information Services

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IV. ALRS VOL 4 – Meteorological Observation Stations

V. ALRS VOL 5 – Global Maritime Distress and Safety System (GMDSS)

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VI. ALRS VOL 6 – Pilot Services

..

13)PUBLICATIONS:
I. Weather/Monthly Routing Chart – There are 12 of them for each
ocean region. They contain information such as recommended routes
with gc distances, ice limits, special areas, currents, TRS, wind roses,
fog probability, etc
 II. Mariners Routing Guide –These are published for high traffic density
areas such as Chart 5500 for English Channel. They have general
recommendation for passage planning, VTS info, reporting
requirements, special rules for special class of vessel, DW routes, etc

III. IMO Ships Routing Guide –Contains list of IMO adopted TSS, diagram,
lat and long of all those TSS’s, deep water routes, areas to be
avoided and mandatory ship reporting system

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14)CONTENTS OF A TRACING:
I. Chart number
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II. Edition number

III. Present correction number

IV. Previous correction number and

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V. Correction itself
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15)Publications that are to be refered to find out whether a TSS is

OMO adopted or not are as follows:
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I. Sailing directions

II. Guide to port entry

III. Mariners routing guide

IV. IMO ships routing guide

V. Annual summary of notices to mariners

16)Publications to refer to find out dock water density:

 I. Guide to port entry

II. Sailing directions

17)Publication to know the diurnal variation of pressure:

I. Sailing directions

PASSAGE PLANNING:
1) MERCATOR CHARTS:

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Advantages:

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I. Distances are easily measured

II. Rhumb line course is easily laid off

III. Shapes of landmasses correctly shown

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Disadvantages:
I. Great circle courses cant be laid off
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II. Scale of distance varies as per latitude

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III. Areas cant be compared due to varying distortion

2) APEM:
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I. Appraisal:

It is a stage of gathering information for the passage such as:

i. ETD/ETA (departure and arrival port)

ii. Departure draft

iii. UKC

iv. Weather

v. Tide and currents

vi. Loadine zones

 vii. Charterer’s instructions

viii. Master’s standing instructions

ix. Special areas

x. Ballast exchange

Apart from these following charts and publication must also be

referred:
i. Chart catalogues

ii. List of lights

iii. ALRS

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iv. Tide tables

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v. Tidal stream atlases

vi. Routing guide

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vii. Distance tables

viii. Mariners handbook

ix. Guide to port entry

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x. BPG

xi. Pilot books

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II. Planning:
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Following should be done in planning:

i. Arrange charts

ii. Mark initial and final position

iii. Draw a free hand route as required by sailing direction

iv. Mark no go areas

v. Decide way points

vi. Draw courses and distances

vii. Mark call master point, DTG, reporting points, SBE and 1 hr
notice
 viii. Relevant information as per sailing direction

ix. Parallel indexing

x. Clearing bearings

xi. Abort points

xii. Contingency anchorage

III. Execution:

In this stage final changes to passage plan are made prior departure
such as:

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i. Updated weather and tidal conditions

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ii. Master’s charterer’s instructions might change

iii. Fuel requirement

iv. Manning level might change

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v. Navigational equipment might change

vi. Security concerns / piracy warnings

vii. Latest WNM (weekly notices to mariners) requirement

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viii. Point A – Point B ETAs

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ix. Final drafts

x. Cargo related deviations

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IV. Monitoring:

In this stage we monitor our progress during passage by:

i. Checking position – visual, celestial, electronic means,

bearings, ranges, HSA, VSA, transit bearings, parallel indexing,
RADAR ranges and depth contours

ii. Weather and navigational warnings

iii. RPM and ETA

iv. Continuous depth monitoring

 v. Security

PASSAGE PLANNING ON ECDIS

• APPRAISAL AND PLANNING:

i. Consider which electronic charts will be used for the passage, ENC or RNC
data

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ii. Check areas where RCDS mode will be operated, identify whether
appropriate sets of paper charts are carried.

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iii. Check local requirements of coastal states that may require carriage of
additional publications or local charts (consult IHO website: www.iho-
ohi.net/english/home )
iv. Check that electronic charts have been updated to the most recent version
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and chart permit licences have been bought
v. Route check previous passage plans after chart updating to ensure that any
new dangers added don’t present a risk to the ship.
vi. Modifications to the passage plan may be necessary to accommodate new
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chart features such as reporting schemes, traffic separation schemes (TSS),

isolated dangers, etc.
vii. When planning new waypoints and courses, always use the largest scale
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possible so all features of the chart can be readily identified and risk
assessed
viii. Ensure that the plan takes into account sufficient cross track error (XTE) to
accommodate any deviations for collision avoidance or currents.
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ix. Ensure adequate values are inputted for safety contour and depth alarms
x. Once the route has been planned, check the entire passage plan berth to
berth on a 1:1 scale by manually scrolling along the track
xi. If the route has been planned in conjunction with paper charts, cross-check
the distances between the paper chart and electronic passage plans to
ensure consistency
xii. Check that tidal information is up to date and correct
xiii. Check that the ETA has been updated
xiv. Check that accurate draft details have been entered
xv. Squat details should be considered
 xvi. Make a back-up copy of the plan and save on a separate disk (usually USB
stick)

• EXECUTION AND MONITORING: 

i. Check that the display has been set-up properly prior to sailing, otherwise
important information may not be displayed.
ii. Always operate ENC on the best scale possible to avoid crucial information
being auto-filtered and subsequently not being displayed.
iii. Avoid using ‘base display’ mode as this only displays the minimum amount of
features and information

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iv. Use ‘full display’ mode, but layers of information may need to be de-
selected to avoid cluttering the display with too much information.

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v. Auto-filter or ‘SCAMIN’ may affect the display as it tends to remove
information from the display if the best scale chart is not being used.
Operators should know how to select the best scale chart to avoid the auto-
filter feature removing information when using ENCs
vi. Ensure the GPS unit providing constant position fixing information to ECDIS
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has been updated with any relevant chart datum offset if the chart datum
used in the raster chart is different from WGS(84). Failure to do so may
result in positions being inaccurate
vii. Do not solely rely upon GPS position fixing when there are alternative
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position fixing facilities available. GPS is subject to a variety of different

errors
viii. Traditional forms of position fixing should never be overlooked or replaced
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when using ECDIS; these can include but are not limited to:

a) Visual bearings
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b) Radar ranges and bearings using variable range markers


(VRMs) and electronic bearing lines (EBL)
c) Transit bearings and clearing ranges
d) Running fixes
e) Fixing by a line of soundings
f) Horizontal sextant angles (HSAs)
g) Positions by celestial means (sextant)

ix. Make use of the Marine Information Objects (MIO) capability to plot
electronically navigational warnings (e.g. NAVAREA warnings)

Modes of RUDDER SYTEM and how they work;

FU mode: RUDDER is normally at amidships. When I put wheel to 20° port, a
voltage is produced and it moves the RUDDER to 20° to port. Once RUDDER come
to 20° to port, voltage prevents anymore movement of RUDDER. If I put wheel to
midship, the RUDDER follow the wheel and comes to midship

NFU mode: it’s separate from ship’s wheel. To put the RUDDER to 20° port, I move the
level to 20° to port. RUDDER comes to 20° port and control level return to midship. To put
the RUDDER amidships, I need to apply opposite helm direction by lever.

Master report:
• Dangerous ice

• Dangerous derelict

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• Sub freezing air temperature assisting with gale force, ice accretion

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• Gale force 10 or mere

• Any direct danger for navigation

Information on DEVIATION card:

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• Ship name

• Name of master

• Name of adjuster
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• Date of adjusting

• Weather and sea state of adjusting

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• Deviation curve

• Back page- position of all correctors

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(Q) He'll ask you how to check the performance of the radar

(a)
Push the PERF MON button on the consol
Switch it to the 24 miles scale
Press and Hold the T.R. Monitor (This tests the transmission performance)
Use the "Data Wheel" to obtain 4 or Maximum arcs on screen
Release the PERF MON Button
Press the PERF MON Button again this will now check the T.X. Monitor (This checks the
receiving performance)
Collision bulkhead regulation
Regulations governing the collision bulkhead

SOLAS, The International Convention for the Safety of Life at Sea, requires that ships are
fitted with transverse watertight bulkheads to provide the ship with a certain measure of
survival capability should the hull be penetrated and the vessel suffering water ingress as
a result. The forward bulkhead is called the collision bulkhead and is meant to be a second
barrier in a collision resulting in bow plate rupture and water ingress to the forepeak area.
The collision bulkhead must be located not less than 0.05L or 10 metres, whichever is the
lesser from the forward perpendicular , and not more than 0.08L or 0.05L+3 m, whichever
is the greater (SOLAS 2014, Ch II-1, Reg 12.1). The regulations require that the bulkhead is
watertight from the bottom of the ship, up to the bulkhead deck. The collision bulkhead
may have steps or recesses, but no doors, manholes, access openings, ventilation ducts or
other openings can be fitted in the bulkhead below the bulkhead deck. There is only one
exception and that is a single pipeline which is allowed to penetrate the bulkhead for the
purpose of filling and emptying the forepeak tank.

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This pipeline must be fitted with a screw-down type of valve, capable of being operated
from above the bulkhead deck. This is commonly achieved by an extended spindle, while
newer vessels may be using actuators.1 The valve chest must be fitted directly on the

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collision bulkhead inside the forepeak tank. A flag administration may allow the valve to
be fitted on the after side of the bulkhead, if the valve is readily accessible in all
conditions and the space is not a cargo space. The valve must be of steel, bronze or other
approved ductile materials, ordinary cast iron is not an approved material in this context.
Observations and advice

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The purpose of the valve, and thus the reason for the strict regulations, is to ensure that
sea water cannot flow aft into the rest of the vessel if the bow plating in the forepeak
area of the ship is breached. During condition surveys of older vessels we have seen that:
• On board personnel are not aware of the existence of the valve or its purpose.
• The extended spindle has been found defunct or disconnected, at times partly due
to heavy corrosion within the forepeak tank.
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• The extended valve spindle cannot be located above deck, within the forecastle
area, as it is covered with stores, hawsers, wire slings, spare parts etc.
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• It is impossible to see if the valve is open or closed.

• When testing the valve by the extended spindle, it has been found stuck in an open
position and inoperative.
Most vessels will not be involved in a collision and may never have to depend on the valve
being able to close the pipeline to the forepeak tank. Regardless of that, a ship’s built-in
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safety features must be well maintained and be fully familiar to the people on board.
It is therefore important to ensure that the extended spindle is in good condition, that the
valve handle is well marked and readily accessible, and regularly operate it to a that the
valve handle is well marked and readily accessible, and regularly operate it to avoid
“freezing”.
1 Note that this circular is not addressing valves operated by actuators, only those
operated by manual, mechanical means.

ANNEX – I : POSITIONING & TECHNICAL

DETAILS OF LIGHTS & SHAPES
Vertical Spacing Of Lights
V/l > 20m Masthead Lt not < 6m above hull
V/l > 20m Masthead Lt. not > 12m above hull
V/l breadth > 6m Masthead Lt. not < the breadth
V/l < 20m but > 12m Masthead Lt not < 2.5m above gunwale
V/l < 12m highest Lt < 2.5m above gunwale but not < 1m above Side Lts.
V/l > 50m Aft Masthead Lt not < 4.5m above for’d Masthead Lt
V/l > 20m Side Lts not > ¾ of the height of the for’d Masthead Lt.
V/l > 20m Other Lights except Towing Lt. not < 4m above hull
V/l > 20m Spacing between Lts not < 2m
V/l < 20m Spacing between Lts not < 1m
For’d anchor lt whhen 2 are carried, not < 6m above hull

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Horizontal Spacing Of Lights

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Dist. Between for’d & aft Masthead Lt not > 100m & not < ½ the L.O.A. of v/l
For’d Masthead Lt not > ¼ the length of v/l from stem
Other Lts not > 2m from fore & aft centreline in athwartship direction
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Fishing v/l outlying gear indicating lt not < 2m but not > 6m from all round R/W lt.

Shapes
Ball dia not < 0.6m
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Cone dia of base not < 0.6m

Cylinder dia not < 0.6m Height not < dia.
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Diamond à Assume 2 cones with common base

Distance between shapes not < 1.5m
Vertical Sectors Of Lights
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All v/l 100% intensity 5 deg. above & below horizontal

V/l except sailing v/l 60% intensity 7.5 deg. above & below horizontal
Sailing v/l 50% intensity 25 deg. above & below horizontal

Horizontal Sectors Of Lights

Side Lts from for’d 1 ~ 3 deg. outside prescribed limit

Side Lts; Stern Lt; Masthead Lt. 22.5 deg. abaft beam 5 deg. outside prescribed limit
Side lts; Stern lt; Masthead lt 100% intensity 5deg within prescribed limit
Side lts; Stern lt; Masthead lt 50% intensity upto prescribed limit & 5deg beyond
prescribed limit
All round Lts sector of obstruction not > 6 deg.

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■ New things on COSWP: (MIN 512)
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Disposal of out of date pyrotechnic (MGN 419)

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On the 1st of January 2016 IMO Resolution A.1085 (28) entered into force. This has
introduced an amendment to International Regulations for Preventing Collisions At Sea,
1972, with Part F ‘Verification of compliance with the provisions of the Convention’
added. Part F contains three new rules:
• Rule 39 – Definitions
• Rule 40 -Application
• Rule 41 -Verification of compliance
 

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The full text of the new rules is as follows:
PART F – Verification of compliance with the provisions of the Convention  

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Rule 39
Definitions  
(a) Audit means a systematic, independent and documented process for obtaining audit
evidence and evaluating it objectively to determine the extent to which audit criteria are
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fulfilled.  
(b) Audit Scheme means the IMO Member State Audit Scheme established by the
Organization and taking into account the guidelines developed by the Organization.  
(c) Code for Implementation means the IMO Instruments Implementation Code (III Code)
adopted by the Organization by resolution A.1070 (28).  
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(d) Audit Standard means the Code for Implementation. 

 
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Rule 40
Application  
Contracting Parties shall use the provisions of the Code for Implementation in the
execution of their obligations and responsibilities contained in the present Convention.  
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Rule 41
Verification of compliance 
(a) Every Contracting Party shall be subject to periodic audits by the Organization in
accordance with the audit standard to verify compliance with and implementation of the
present Convention.  
(b) The Secretary-General of the Organization shall have responsibility for administering
the Audit Scheme, based on the guidelines developed by the Organization. 
(c) Every Contracting Party shall have responsibility for facilitating the conduct of the
audit and implementation of a programme of actions to address the findings, based on the
guidelines developed by the Organization.
(d) Audit of all Contracting Parties shall be: 
(i) Based on an overall schedule developed by the Secretary-General of the Organization,
taking into account the guidelines developed by the Organization; and
(Ii) Conducted at periodic intervals, taking into account the guidelines developed by the
Organization

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