Safety Notes by Rohan - Phase 2 PDF

SAFETY & EMERGENCY INDEX
BRIDGE WATCHKEEPING, SHIP HANDLING AND

EMERGENCIES
(Prepared by Rohan D’souza)
Sr. No CONTENTS Page

Nos.
1. Watchkeeping 01-19
2. Contingency & Emergencies 20-59
3. Ship Manoeuvring 60-73
4. Ship Handling – I (Shallow water effect & Interaction) 74-93
5. Ship Handling – II (Anchoring & Mooring) 94-116
6. Ship Handling – III (Berthing & Unberthing) 117-140
7. IAMSAR and Man Overboard 141-160
8. Heavy Weather and Bow-Stern Wave 161-172
9. Lighterage and Ship-to-Ship Transfer Operations 173-190
10. Towing 191-203
11. Ice Navigation 204-215
12. Dry-Docking 216-224
13. Piracy & Armed Robbery (BMP-4) 225-239
14. Misc. Questions 240-271
COMPILED BY: ROHAN D’SOUZA (i)

SAFETY & EMERGENCY WATCHKEEPING
WATCHKEEPING
Introduction:
The Master has the ultimate responsibility for the safety and security of the ship,
its passengers, crew and cargo, and for the protection of the marine environment
against pollution by the ship. The Chief Mate shall be in a position to assume such
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responsibility at any time.
The Master of every ship must ensure that his vessel has proper watchkeeping
arrangements that are adequate for maintaining a safe navigational watch. This
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includes communicating with Chief Engineer to confirm that a proper watch is set
in the Engine Room. The Master being the overall incharge, under his general
direction, the officers of the navigational watch are responsible for navigating the
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ship safely during their periods of duty. In some cases, on smaller vessels, the
Master is also required to stand a navigational watch.
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Each individual watchkeeper should be strictly sober at all times and his primary
responsibility shall be to avoid collision and grounding of the vessel. He shall
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ensure safety of life, property and environment during the time of his
watchkeeping hours.
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Officer of the Watch:
The OOW’s are responsible for navigating the ship safety during their periods of
duty. It is the OOW’s responsibility to make the most effective use of all the
resources available, such as, information, equipments and personnel. The OOW
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must also ensure a proper lookout is maintained at all times and that the helm is
manned by a competent helmsman when required.
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When on navigational watch, an OOW is the Master’s representative and is

primarily responsible for safe navigation of the ship and compliance with the
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COLREGS. The OOW therefore acts as Master’s eyes and ears. There has to be a
strong relationship of trust between the two in order to ensure the safety of the
ship.
COMPILED BY: ROHAN D’SOUZA 1
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The OOW shall keep watch on the bridge and in no circumstances leave the bridge
until properly relieved. If the Master reports to the bridge, the OOW continues to
be responsible for the safe navigation of the ship until the Master specifically
informs him/her that he has assumed that responsibility and this is mutually
understood.
Some basic tasks of the OOW are as follows:
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 Compliance with the Passage Plan
 Proper Lookout by sight and hearing
 Visual monitoring of situation outside bridge windows, alarms & indications

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Collision avoidance
 Communications (internal & external)
 Ship control & manoeuvring (steering and engine)
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 Record keeping (vessel’s movements and activities related to navigation)
 Preparing for arrival / departure, etc.
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Look-Out
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A proper lookout must be maintained at all times in accordance with Rule 5 of
COLREGS. Lookout is a function to be performed by a member of a navigational
watch.
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One must keep a proper and effective lookout in order to maintain a continuous
state of vigilance,
- by sight which include naked eye and radar.
- by hearing, which includes other ships whistle and VHF watch.
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- by all other available means which includes the latest navigational warnings,
depth of water, etc.
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The lookout should also be aware of any significant change in the operating
environment. He/she must fully appraise the situation and the risk of collision,
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stranding, grounding and other dangers to navigation. He/she must detect and
report any ships or aircraft which may be in distress, shipwrecked persons, debris,
wrecks, and other hazards to safe navigation. The lookout must give full attention
to the task of keeping a proper lookout and should not undertake any task that
may interfere with his primary task of good lookout.
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The lookout must also report to the OOW sound signals, light and other objects
detected and their approximate bearing in degrees or points.
The OOW may be the sole-lookout in day-light and only after the situation has
been thoroughly assessed and there is no doubt that the safety of the ship may be
compromised. Full account must be taken of the situation and all relevant factors
that include:
 State of visibility
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 Traffic density
 State of the weather
 Proximity to navigational dangers, depth of the water, etc
 When navigating in or near TSS or other routing measures
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It must be ensured that assistance is immediately available to be summoned to
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the bridge when any change in the situation so requires.
Helmsman:
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The duties of the helmsman are all together different from that of a lookout. A
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helmsman when on the wheel shall only steer the ship and should not act as a
lookout. The helmsman can however contribute information if any, that is
valuable for navigation.
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The helmsman must be proficient in the use of the magnetic and gyro compasses.
He must also be able to understand and execute helm orders and be able to have
a closed loop communication. He must be proficient in the change over from
automatic pilot to hand steering and vice-versa.
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Closed loop communication must be practiced when giving helm orders. Helm
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orders must be clear, concise, and loud enough for everyone on the bridge to
hear. The helmsman must repeat the order and then execute it. The conning
officer then understands that the order has been correctly understood. Once the
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order has been executed, other members of the bridge team must ensure that the
order has been carried out correctly by checking the rudder angle indicator.
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Navigational Watchkeeping arrangements & Composition of the Watch:
The Master is responsible for establishing proper watch levels on the Bridge and
E/R. It is important to utilize all the staff efficiently without anyone getting
overworked. Watchkeeping being very important for the safety of ship, persons
involved should not get affected by fatigue. Good management of resources will
ensure safety of life, property and environment at sea. Usually, the watch
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schedule on a deep-sea vessel is 4 hours on and 8 hours off. On smaller ships on
shorter routes, it may be 6 hours on and 6 hours off which sometimes makes it
difficult to meet the rest hours requirements.
Composition of a Navigational Watch shall be such that a sufficient number of
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qualified individuals should be on watch to ensure that all duties can be
performed effectively. All the members of the watch should be well rested and fit
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to perform their duties. Duties should be clearly and unambiguously assigned to
individuals, who should confirm that they understand their responsibilities. No
member of the watch shall be assigned more duties or more tasks than can be
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performed effectively.
When deciding the composition of a Navigational Watch, among other things, the
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following factors shall be taken into account:
 Weather and sea conditions, visibility and whether daylight or darkness.
 Traffic density and other activities in the area in which vessel is navigating.
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 Additional workload caused by ships functions and crew’s fitness for duty.
 Proximity of navigational hazards
 Navigation in confined waters, pilotage, TSS, narrow channels, etc.
 Knowledge, confidence and experience of ship’s officers and crew.

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Situations when OOW may have to carry out additional navigational duties.
 Operational condition of Bridge equipments and instrumentation.
 OOW’s familiarity and experience with the bridge equipments.
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 Whether the ship is fitted with automatic steering and if it is being used
 Whether there are radio duties to be performed.
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 UMS controls, alarms and indicators provided on the bridge, etc

 Areas affected by Piracy that requires extra lookout on the bridge.
 Rudder and propeller control and ships manouevring characteristics.
 Any exceptional navigational situation or special operational circumstances.
 The size of the ship and field of vision available from the conning position.
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Usually there are 4 levels of bridge watchkeeping depending upon the navigating
and operating conditions. Level 1 being the lowest and Level 4 being the highest.
Watch keeping Level Composition Conditions

Level 1 OOW and Lookout Open waters and clear weather
Level 2 OOW, Helmsman & Open waters, traffic concerns,
Lookout TSS and reduced visibility
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Level 3 Master, OOW, Arrival, departure (confined
Helmsman & Lookout waters), high traffic density,
restricted visibility, etc.
Level 4 Master (or Ch.Off), Pilotage, long pilotage or long
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OOW, Helmsman & navigation in RV and high traffic
Lookout, Pilot density, etc.
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Each Company may have a slightly different format of a Watchkeeping Level and
composition which will be reflected in the company’s SMS.
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Engine Room Watch Keeping and Composition of the Engine Room Watch:
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The Chief Engineer is responsible to the Master for setting an engine watch
sufficient for the safe operation of all machinery affecting the operation of the
ship, in either automated or manual mode, and be appropriate in the prevailing
circumstances and conditions. On ships that are certified to operate with a
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periodically unmanned engine room, there must be an engineer assigned to man

the engine room on short notice to deal with the alarms and problems that may
arise. STCW states that the engineer assigned “shall be immediately available and
on call to attend the machinery spaces and when required, shall be physically
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present in the machinery space during their periods of responsibility.”
The composition of the Engine Room watch shall be such that appropriately
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qualified engineers and ratings are assigned to the watch and they must be fit to
carry out their duties. Following factors may be taken into account when deciding
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the composition of the Engine Room watch,

 Type of the ship and operational condition of all machinery and
instrumentation.
 Adequate supervision at all times of machinery that affect the safe
operation of the ship.
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 Any special attention to be given in case of bad wx, ice, shallow waters, etc.
 Qualification and experience of the Engineer on watch and the ratings.
 Observation of international, national and local rules.
 Maintaining the normal operations of the ship.
 Additional workload caused by ships functions such as tank cleaning.
Communication between the Master and the Chief Engineer:
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There has to be a good working relationship between the Master and the Chief
Engineer aboard vessels to ensure the safe operation of the vessel. There must be
a continuous dialogue between the two senior officers during the voyage
exchanging information on navigation, commercial requirements, machinery
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status, problems with the engine/deck machinery, fuel consumption and any other
item necessary for the efficient running of the ship in a safe manner.
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The Master must inform the Chief Engineer when he feels that an additional
generator is required due to the possibility of manoeuvring. The Master must also
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inform the Chief when it is necessary to set or increase the E/R Watch due to
heavy traffic, restricted visibility, restricted waters, picking up pilot, anchoring,
entering ice areas, etc or any other situations where engines might be used for
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manoeuvring. In some cases, the Chief will require information from the Master as
well, such as, when to change over from HSFO to LSFO or Diesel oil. He will also
need to know the duration of manoeuvring. This is best discussed in the pre-arrival
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meeting conducted by the Master. Also, the bunker quantity to be loaded is also
decided in consultation with the Chief Engineer based on present quantity and
required quantity.
The Chief Engineer must always inform the Master of any problems with the
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machinery on board. This is especially necessary if it is going to affect the

manouevring capabilities of the vessel. In some cases, repairs to the machinery
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may require the vessel to slow down or stop. For this, the Master needs to decide
a favourable location considering various navigational factors such as traffic,
weather, and proximity to hazards, etc. When repairs are made, the Chief must
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keep Master informed on the status and the estimated completion time. If shore
side support is required, the Chief must make it known to the Master so that it can
be arranged at the next port. Hence, communication between the two is very
important for the smooth running of the vessel.
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Rest Hours for Watch Keepers:
As per STCW, the watch system established shall be such that the efficiency of the
officers is not impaired by fatigue. It is mandatory for the watchkeepers to be
sufficiently rested prior to keeping a navigational watch. The minimum criteria for
rest periods required for the watchkeepers as given in STCW Code is as follows:
 Minimum 10 hours rest in any 24 hour period.
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 The hours of rest may be divided into no more than 2 periods, one of which
shall be atleast 6 hours in length, and interval between consecutive periods
of rest shall not exceed 14 hours.
 The above requirement need not be complied in case of an emergency or in
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other overriding operational conditions. Drills to be conducted in such a
manner that minimizes disturbance to rest periods & not induce fatigue.
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 The administration may allow an exception of rest hours provided that the
rest period is not less than 70 hours in any seven day period and is not
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allowed for more than two weeks. In addition, the rest hours may be within
these two weeks of exemptions divided into three periods. Also, if you have
reduced rest hours to 70 per week over a ‘two week’ period, THEN the next
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‘four weeks’ atleast have to comply with the general rule of 77 hours rest
per week and only two rest periods in any 24 hours.
 When a seafarer is on call, such as on UMS duty, the seafarer shall have an
adequate compensatory rest period if the normal period of rest is disturbed
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by call-outs to work.
 Watch schedules must be posted where they are easily accessible.
 Records of daily rest hours must be maintained in a standardized format, in
the working language and English, to allow monitoring and verification. The
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seafarers shall receive a copy of the records endorsed by master or a person

authorized by him.
 The master still has the right to require a seafarer to perform any hours of
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work for the immediate safety of the ship, persons or cargo, or for giving
assistance to other ships in distress. Master may suspend the schedule of
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hours of rest and require a seafarer to perform any hours of work necessary
until the normal situation has been restored. As soon as practicable, the
master shall ensure that any seafarers who have performed work in a
scheduled rest period are provided with an adequate period of rest.
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Watchkeeping Principles
 The OOW is the master’s representative and is primarily responsible at all
times for the safe navigation of the ship and for complying with COLREG.
 A proper lookout shall be maintained at all times in compliance with Rule 5
of COLREGS and shall serve the purpose of maintaining a continuous state
of vigilance by sight and hearing, as well as by all available means, with
regard to any significant change in operating environment and fully
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appraising the situation & risk of collision as well as detecting ships/aircraft
in distress, and other hazards to safe navigation.
 Lookout must be able to give full attention to the keeping of a proper
lookout and no other duties shall be undertaken or assigned which could
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interfere with the primary duty of keeping a proper lookout.
 The duties of the lookout & helmsperson are separate. The helmsman shall
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not be considered to be the lookout while steering, except in small ships
where an unobstructed all-round view is provided at the steering position.
 The OOW may be the sole lookout in daylight provided that, on each such
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occasion, the situation has been carefully assessed and it is deemed safe to
do so. Assistance must be available to be summoned to the bridge
whenever required.
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Taking over the watch
 The OOW shall not hand over the watch to the relieving officer if there is
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reason to believe that the latter is not capable of carrying out the
watchkeeping duties effectively, in which case the master shall be notified.
 The relieving officer shall ensure that the members of the relieving watch
are fully capable of performing their duties.
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 Relieving officers shall not take over watch until their vision is fully adjusted.
 Prior to taking over the watch, relieving officers shall satisfy themselves as
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to the ship’s estimated or true position and confirm its intended track,
course and speed, and UMS controls as appropriate and shall note any
dangers to navigation expected to be encountered during their watch.
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 Relieving officers shall personally satisfy themselves regarding the standing

orders/night orders/other special instructions, tides, currents, weather,
visibility and the effect of these factors upon course and speed, status of
M/E, navigational situation, operational condition of all bridge equipments,
compass errors, ships in sight or known to be in the vicinity, etc.
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 Handing over should not be done when a manoeuvre or other action to

avoid any hazard is taking place, it must be delayed until such action has
been completed.
Performing the navigational watch

 The OOW shall keep the watch on the bridge and in no circumstances leave
the bridge until properly relieved.
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 He will continue to be responsible for the safe navigation, despite the
presence of the master on the bridge, until informed specifically that the
master has assumed that responsibility and this is mutually understood.
 During the watch, the course steered, position and speed shall be checked
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at frequent intervals, using any available means, to ensure that ship follows
the planned course.
 The OOW shall have full knowledge of the location and operation of all
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safety & navigational equipment and be aware of the operating limitations
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 The OOW shall not be assigned or undertake any duties which would
interfere with the safe navigation of the ship.
 When using radar, the OOW shall bear in mind the necessity to comply at all
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times with the provisions on the use of radar contained in the COLREG.
 In cases of need, the OOW shall not hesitate to use the helm, engines and
sound signaling apparatus. However, timely notice of intended variations of
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engine speed shall be given where possible.

 OOW shall know handling characteristics of their ship, including its stopping
distances, and must appreciate that other ships may have different handling
characteristics.
 A proper record shall be kept during the watch of the movements and
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activities relating to the navigation of the ship.

 At all times, a proper lookout must be maintained. In a ship with a separate
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chartroom, the OOW may visit the chartroom, when essential, for a short
period for the necessary performance of navigational duties, but shall first
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ensure that it is safe to do so.

 Operational tests of shipboard navigational equipment shall be carried out
at sea as frequently as practicable, in particular before hazardous conditions
affecting navigation are expected. Whenever appropriate, these tests shall
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be recorded. Such tests shall also be carried out prior port arrival and
departure.
 The OOW shall make regular checks to ensure that the helmsman or
autopilot is steering the correct course and check the standard compass
error atleast once a watch and after any major alteration. Standard and
gyro-compasses must be frequently compared and repeaters synchronized
with their master compass.

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Manual steering must be tested at least once a watch.
 The navigation & signal lights, navigational & radio equipment must be fully
functional.
 The OOW shall bear in mind the necessity to comply at all times with SOLAS.
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The OOW shall use radar whenever restricted visibility is encountered or
expected.
 The OOW shall notify the Master immediately in times of restricted visibility
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expected, traffic conditions causing concern, difficulty in maintaining
course, failure to sight land, or a navigation mark, engine/steering
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gear/equipment malfunction, in heavy weather, if in any other doubt
whatsoever.
 The OOW shall give watchkeeping personnel all appropriate instructions
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and information which will ensure the keeping of a safe watch, including a
proper lookout.
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Calling the Master:
It is important that the OOW notifies the Master without any hesitation whenever
in any doubt as to what actions needs to be taken in the interest of safety. It is
important that the Master is called early or well in time whenever possible so that
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he has the time to assess the situation. International Regulations require the
OOW to notify the Master immediately in the following circumstances:
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 If restricted visibility is encountered or expected.

 If the traffic conditions or movements of other vessels are causing concern.
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 If difficulty is experienced in maintaining course.

 On failure to sight land, nav. mark or to obtain soundings by expected time.
 If unexpectedly, land or a nav. mark is sighted or change in sounding occurs.
 If there is failure of the main engine, steering gear, or any essential
navigation equipment, alarm or indicator.
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 If the radio equipment malfunctions.

 In heavy weather, if in any doubt about the possibility of heavy weather
damage.
 If the ship meets any hazard to navigation, such as ice, or derelicts.
 If any emergency or situation in which the OOW has any doubt.
Watchkeeping under different conditions and in different areas
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1. Clear weather / visibility / open seas
 The OOW shall take frequent and accurate compass bearings of
approaching ships to check risk of collision.
 The OOW shall also take early and positive action in compliance with
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COLREGS and also check that such action is having the desired effect.
 In clear weather, whenever possible, the OOW shall carry out radar practice.
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 In open seas, there may be minimum or no traffic at all. But that does not
mean that a lookout shall be compromised at any cost.
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 For night navigation, arrive on Bridge well before taking over watch so that
eye vision is adjusted. Also, lower the brilliance on all equipments so as to
have minimum light on the bridge.
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2. Restricted visibility
 When restricted visibility is encountered or expected, the first responsibility
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of OOW is to comply with relevant rules of COLREGS with particular regard

to sounding of fog signals, proceeding at safe speed & having engines ready
for immediate manoeuvre.
 In addition, the OOW shall inform the master, post a proper lookout,
additional lookout, exhibit navigation lights & make good use of the radar.
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 Hand steering may be used for better control and for large alterations.
 Work on deck should be restricted to absolute necessary, especially if the
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work generates noise.
3. Coastal and congested / restricted waters

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 The bridge should be suitably manned as per the prevailing situation.

 The largest scale chart on board, suitable and corrected, shall be used.
 Fixes shall be taken at frequent intervals, and shall be carried out by more
than one method whenever circumstances allow. As far as possible, floating
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buoys should be avoided. Atleast three targets shall be selected to fix the
position i.e. three bearings or three ranges or combination of these.
 The OOW shall positively identify all relevant navigation marks. During day
time, the colour and physical characteristics of navigational marks must be
compared to that on the chart and during night time, the colour of the light
and its characteristics such as flashes.
 Mandatory Reporting to VTS or other stations as required must be known
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and carried out correctly.
 Second steering motor must be switched on for better steering capability.
 Engine room must be manned and engines must be in manoeuvring
condition and engine control must be switched over to ECR.
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Additional lookout or an additional officer may be called by the Master if the
situation requires.
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4. Ship at anchor
 A continuous navigational watch shall be maintained at anchor.
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 While at anchor, the OOW shall determine and plot the ship’s position on
the appropriate chart, and check at sufficiently frequent intervals whether
the ship is remaining securely at anchor by taking bearings of fixed
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navigation marks or readily identifiable shore objects.
 Upon dropping anchor, the OOW must note down the position, direction of
the ships head, depth of water, draft, etc. Thereafter, the OOW must
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complete the Anchor log and Deck Log every watch.

 The OOW must ensure that proper lookout is maintained to check the
movements of other vessels passing by or intending to anchor too close to
own vessel.
 Inspection rounds of the ship must be made periodically especially to check
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the cable leads. Anti-piracy measures must be taken as per Master’s orders.
 Vessel’s swinging circle must be plotted to monitor possible changes in
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vessel’s position and ensure that vessel is swinging clear of all obstructions.
 The OOW must observe meteorological and tidal conditions and the state of
the sea and notify the master if the ship drags anchor. He must also alert the
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Anchor party and Engine Room immediately.

 The OOW must ensure the state of readiness of the main engines is in
accordance with the master’s instructions.
 If visibility or weather deteriorates, the OOW must notify the master.
 Appropriate lights, shapes and sound signals should be made as required.
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5. Navigation with pilot on board

 Despite the duties and obligations of pilots, their presence on board does
not relieve the master or the OOW from their duties and obligations for the
safety of the ship.
 The master and the pilot shall exchange information regarding navigation
procedures, local conditions and the ship’s characteristics.
 The master and OOW shall co-operate closely with the pilot and maintain an
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accurate check on the ship’s position and movement. If in any doubt as to
the pilot’s actions or intentions, the OOW shall seek clarification from the
pilot and, if doubt still exists, shall notify the master immediately and take
whatever action is necessary before the master arrives.
 When approaching pilot station, the OOW must call the Master in good
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time. The OOW must switch over steering to manual mode and give notice
for Engines and keep it ready for manoeuvring.
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 The OOW must make contact with Pilot station and ensure Pilot transfer
arrangements are made as per SOLAS.
 The Master-Pilot information exchange must be carried out and form duly
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signed by both Master and the Pilot. The Pilot card must be presented to
the Pilot and all relevant information exchanged.
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6. Navigation in Heavy Weather
 Appropriate heavy weather precautions must be taken when vessel is
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encountering rough weather. A heavy weather checklist may be used.

 Adjust the vessel’s course and speed in order to minimize the rolling and/or
pitching of the vessel.
 Check the weather forecast and carry out weather routing as required.
 Give wider berth to all passing traffic and post extra lookout if necessary.
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 Adjust the anti-sea clutter settings on the radar as required.

 Switch to hand steering if autopilot is not able to maintain desired course.
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 Ensure watertight doors, skylights and other openings on deck such as

vents, sounding pipes, air pipes, etc. are closed.
 Ensure anchors are secured with brakes tight, spurling pipe cemented and
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bow stopper well secured in place. Use extra lashings if necessary.

 Check cargo lashings regularly and ensure weather tightness of cargo holds.
 Check vessels stability and take steps to minimize Free Surface effect.
 Ensure accommodation ladders, cranes and derricks are well secured.
 Ensure there is no loose item on deck. Rig lifelines on deck if required.
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Vessel Traffic Services (VTS)

 The purpose of the VTS is to improve safety and efficiency of navigation,
safety of life at sea and protection of marine environment, adjacent shore
area, offshore installation from possible adverse effects of maritime traffic.
 The IMO has developed guidelines for VTS which are associated with the
Regulation 12 of SOLAS. It allows Contracting to establish VTS in places
where the volume of traffic or the degree of risk justifies such services,
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keeping in mind the guidelines developed by the IMO.
 The use of VTS may only be made mandatory in sea areas within the
territorial seas of a coastal State, not in International waters. In
International waters, a Ship Reporting System (SRS) may be established.
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 The VTS can be of two types namely; Port or Harbour VTS and Coastal VTS.
The Port or Harbour VTS is mainly concerned with vessel traffic to and from
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a port or harbour, whereas the Coastal VTS is mainly concerned with vessel
traffic passing through the area. A VTS could also be a combination of both.
 VTS helps in identification and monitoring of vessels, strategic planning of
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vessel movements and provision of navigational information and assistance
to other vessels. It can also assist in prevention of pollution & co-ordination
of pollution response.
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 VTS are able to monitor all ships in their area and are capable of generating
a comprehensive overview of the traffic and are able to communicate with
the vessels within its area. This is usually accomplished using Radars, AIS, TV
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cameras, etc. Communication is by VHF on assigned frequencies.

 The systems may also receive weather, tide and tidal current information
from remote sensors within the operating area.
 The quality of accident-prevention measures will depend on the system's
capability of detecting a developing dangerous situation and their ability to
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give timely warnings of such dangers to concerned vessels.

 The precise objectives of any VTS will depend upon the particular
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circumstances in the VTS area and volume & character of maritime traffic.
 There are three types of services usually provided:
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1. The Information service is provided by broadcasting information at fixed

times or at the request of the vessel, such as reports of position, identity,
intention of other traffic, weather, hazards or factors that may influence
the vessel’s transit.
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2. The Navigational assistance is especially important in difficult

navigational or meteorological circumstances. It is rendered when
requested by a vessel or when the VTS thinks it is necessary.
3. Traffic organization service concerns with the operational management
of the traffic, planning vessel’s movements, to prevent congestion and
dangerous situations. It is mainly used in places of high traffic density
and measures such as mandatory reporting, speed limits, routes to be
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followed, etc. are enforced.
Manouevring in and Near VTS areas:

 Vessels navigating in or near VTS areas should make use of these services.
 The Master must make the best use of the VTS at all times when making
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navigational decisions. All the requirements of the VTS including mandatory
reporting must be a part of vessels Passage Plan.
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 When in the VTS area, the OOW must ensure that a VHF watch is kept on the
appropriate VHF channel and required reporting is carried out.
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 Depending on the Government’s rules and regulations, participation in a VTS
system may be voluntary or mandatory. The Master must be familiar with
the rules and requirements of the area they are operating in. Appropriate
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publications giving this information must be available onboard and referred.
 Traffic separation schemes (TSS) may be incorporated in the VTS or SRS
areas, in which case, Rule 10 of COLREGS must be complied with at all times.
 Communication between the ship and the shore (VTS) is essential for the
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safe operation of the vessels operating in the VTS area.

 Understanding of the information communicated is of prime importance.
For this, SOLAS makes English the common language to be used by all for
communication, unless those involved in the communications speak a
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common language other than English. To avoid misunderstanding, one must

always use the Standard Marine Communication Phrases as far as possible.
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 Whenever in doubt regarding the movement of the traffic, the Master or

OOW must not hesitate to seek advice or information from the VTS. Also, if
any vessel is causing concern (such as slowing down in a TSS), the same can
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be reported to the VTS.

 A log must be maintained of all the communication with the VTS such as the
mandatory reporting or any advice given by the VTS.
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IMO Routing Guide

 The Master of a vessel must be aware of the location of and the
requirements of the established TSS and mandatory Ship Reporting
Systems. The IMO publication “Ships Routing” will provide that information.
 Usually all Flag States make it mandatory for vessels to carry this publication
onboard the ship. The Master and the Navigating Officer must consider the
requirements, rules and recommendations given in this publication when
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formulating the vessel’s passage plan.
 The ship routing measures have been developed to control the navigation
of the vessels and to monitor their progress. It is aimed at enhancing the
safety of shipping and the cleanliness of the oceans.
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 The contents of the Routing Guide are:
A) Part A – Introduction and Overview
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B) Part B – Traffic separation schemes and inshore traffic zones
C) Part C – Deepwater routes
D) Part D – Areas to be avoided
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E) Part E – Other routing measures, such as recommended tracks, two way
routes and recommended traffic flow.
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F) Part F – Rules and recommendations on navigation that are associated
with particular traffic areas and straits.
G) Part G – Mandatory ship reporting systems & mandatory no anchoring
areas.
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H) Part H – Archipelagic sea lanes.
LOG BOOK ENTRIES

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The Ship’s logbook is sometimes called the Mate’s Log Book because the entries
in it are made by the Mates who keep the Watch. Entries are to be made only by
the respective watchkeeping officer, in their own handwriting & signed by them.
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Importance of entries in the Log Book:

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Courts of law have, in the past, held Ship’s logbook entries as one of the most
important records on a ship. Other records are supporting evidence. Hence,
entries in the Ship’s logbook have high legal significance and should be made with
great care.
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They must be purely statements of facts, accurate and indisputable. They must be
made at appropriate times, be precise and concise but contain enough details for
re-construction of events at a later date. They must be no discrepancies between
the entries in the Ship’s Logbook and those in the Bridge Notebook (Manoeuvring
Booklet).
Corrections of entries made:
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Entries in the logbooks or any other records kept onboard should not be erased or
over-written. Any correction required to be made must be made by the person
who made the original entry. Correction must be made using a ball-point pen, not
an ink pen or pencil. The mistake must be cancelled out using a line drawn neatly
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across it in such a manner that the old entry can still be read and the correct entry
must now be made nearby. The correction made should be signed and if made on
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a later date, then must be dated below the signature. Avoid making major
corrections as they would be treated with suspicion by courts if a claim arises.
When to make entries:

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The Ship’s Logbook must be written up soon after the end of the watch. If any
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emergency work has come up, then entries must be made as soon as practicable.
It is preferred to make notes in the Manoeuvring Book, or a diary or a Port Log (if
in port) to keep a record of significant events which can later we added in the
Ship’s Log Book.
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Scrutiny by Chief Mate and Master:

At the bottom of the page for each day, there are designated spaces for the
signatures of the Chief Mate and Master. It is expected that they scrutinize the
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entries made for that day to ensure correctness of the entries, look for any
shortcomings or mistakes, and advise the officers accordingly. This must be done
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the very next day when the memories are still fresh.
Entries to be made:
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All the spaces in the Log book must be filled with the required information. Name
of the ship, date, voyage number, Port From / To / At, etc must all be filled on each
page at the top without fail.
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Other details to be entered include:

 Courses and alteration of course made during the watch
 Meteorological data (state of sea, swell, cloud cover, visibility, air
temperature, true wind, atmospheric pressure, etc)
 All noon particulars (noon to noon DMG, SMG, slip, fuel ROB, RPM, etc)
 Fresh water details (generation, consumption, ROB)
 Navigation related entries (compasses compared, courses checked,
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compass error, any checklist complied with, any tests carried out, time of
testing hand steering and change over from manual/auto or vice-versa)
 Machinery related entries (E/R notice given, S/B engines, full away, any
reduction of speed, testing of engines or steering gear, etc)
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 Cargo related entries (hold ventilation, lashings checked, tank pressures
monitored, any cargo related operation in progress, etc)
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 Ship’s clock alteration (advance or retard)
 Port operations related data (operation in progress, ETC, drafts, safety and
security checks, bunker, FW, stores, etc. received, any survey or inspection
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carried out, any unusual events such as equipment failure, stoppages, etc)
 Any other details (rolling, pitching, seas or spray on deck, anti-piracy
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watches kept, etc)
When in doubt regarding the necessity and nature of entry, always consult
Master.
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CANCELLATION OF FALSE DISTRESS ALERTS
If false distress alert is transmitted on MF DSC, switch off equipment and then
switch it on. Set equipment on 2182 KHz and make broadcast to all stations -
ALL STATIONS, ALL STATIONS, ALL STATIONS

THIS IS “SHIPS NAME”
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CALLSIGN:_________ MMSI No. ______ POSITION: (lat & long)
CANCEL MY DISTRESS ALERT OF DATE: ____ TIME: ____ UTC
If false distress alert is transmitted on HF DSC, switch off equipment and then
switch it on. Set equipment one by one to all H/F R/T distress frequencies (shown
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in table below) and make broadcast to all stations on all R/T frequencies.
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ALL STATIONS, ALL STATIONS, ALL STATIONS (SAME AS ABOVE)
DSC 4207.5 6312 8414.5

'S 12577 16804.5
R/T 4125 6215 8291 12290 16420
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If false distress alert is transmitted on VHF DSC, switch off equipment and then
switch it on. Set equipment on VHF CH-16 and make broadcast to all stations-
ALL STATIONS, ALL STATIONS, ALL STATIONS (SAME AS ABOVE)

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If false alert is transmitted by SAT-C, send cancellation message via the same CES
through which the false alert was sent.
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TO: RCC ………

FM: MASTER, SHIP NAME
NAME OF VESSEL: _______ CALLSIGN: _______
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SAT-C I.D.: (9digit) ___________

POSITION: ______________
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CANCEL MY INMARSAT-C DISTRESS ALERT OF DATE: _____TIME: ____ UTC

-MASTER.
------------------------XXXXXX--------------------------
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SAFETY & EMERGENCY CONTINGENCY & EMERGENCIES
CONTINGENCY PLANNING & EMERGENCIES
CONTINGENCY PLANNING:
A. 852 (20) - GUIDELINES FOR A STRUCTURE OF AN INTEGRATED SYSTEM OF

CONTINGENCY PLANNING FOR SHIPBOARD EMERGENCIES
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 Maritime Safety Committee (MSC) of the International Maritime
Organization (IMO) has prepared guidelines to assist in the preparation of
an integrated system of contingency planning for shipboard emergencies. It
is intended to be used for the preparation and use of a module structure of
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shipboard emergency plans so as to harmonize them.
 Shipboard emergency preparedness is required under Chapter 8 of the ISM
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Code referred to in chapter IX of the SOLAS Convention and also required as
per MARPOL. To implement these regulations, there must be shipboard
procedures and instructions. These Guidelines given by the IMO provide a
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framework for formulating procedures for the effective response to
emergency situations identified by the company and shipboard personnel.
 Every company is required by the ISM Code to develop, implement and
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maintain a Safety Management System (SMS). Within this SMS, procedures
for dealing with potential shipboard emergency situations are required. If
response actions are formulated for all the many possible varying types of
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emergency situations which may occur onboard, on a detailed case-by-case

basis, a great deal of duplication will result. To avoid this, shipboard
contingency plans must differentiate between "initial actions" and
"subsequent response", depending on the emergency situation and the
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type of ship.
 A distinction within the plans between "initial actions" and "subsequent
response", which depends on variables like the ship’s cargo, type of the
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ship, etc., will help to assist shipboard personnel in dealing with unexpected
emergencies and will ensure that the necessary actions are taken in a
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priority order. "Subsequent response" is the implementation of the

procedures applicable to the emergency.
 The integrated system of shipboard emergency plans provides a framework
for the many individual contingency plans, making the structure uniform.
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 The integrated system of shipboard emergency plan will help to prioritize,

reduce error and oversight during emergency situations.
 The structure of the system comprises the following six modules;
A) Module I : Introduction
B) Module II : Provisions
C) Module III : Planning, preparedness and training
D) Module IV : Response actions
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E) Module V : Reporting procedures
F) Module VI : Annex(es).
MUSTER LIST
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 The requirements relating to muster lists apply to ships engaged on
International voyages and to passenger ships of Classes II (A) and III.
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 Ship’s crew must be prepared all the time to tackle any kind of emergency
such as collision, grounding, pollution, fire, etc. For actual operation and for
training by way of practice drills, a Muster list is prepared with duties listed
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against each crew member on board.
 The Master is responsible for compiling the muster list, keeping it up to date
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and ensuring that copies are exhibited in prominent areas such as the
Bridge, E/R, Mess rooms, alleyways of the accommodation, etc.
 In ships with significant numbers of non- English speaking crew members,
the muster list should include translations into the appropriate language(s).
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 The muster list shall have the following features or details clearly specified
and well-explained to all the crew members:
1. Alarms: The muster list must contain details of the general emergency alarm
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that denotes that an emergency has occurred onboard. The signal consists
of seven or more short blasts followed by one long blast on the ship’s
whistle and repeated on Electric Bell fitted in the accommodation and
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Engine Room. Signal must be sounded both on whistle as well as the Electric
bell. This is because whistle is more effective on deck whereas Electric bell is
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more effective in Accommodation especially Engine Room. The Fire alarm

signal must also be stated which is continuous ringing of the Electric Bell.
Any alarm should preferably be followed by a PAS announcement to inform
the crew members about the emergency.
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2. Emergency Duties: Such duties include the actions to be taken for

abandoning the ship and in case of fire onboard. These include preparation,
swinging out or deploying of survival craft and other LSA and FFA, the
closing of watertight and fire doors, skylights, portholes and side scuttles
and any openings in the hull, CO2 discharge, etc. As far as practicable each
individual should only be allocated one duty. All these duties must be
specified clearly in the Muster List. Where passengers are carried, duties
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include warning and assembling passengers, controlling their movement,
checking if they’re wearing their lifejackets correctly, distributing lifejackets
if required, taking extra blankets to the survival craft.
3. Muster station: A common muster point is clearly described in the Muster
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List if any emergency alarm is sounded. Normally life boat deck area is made
as a common muster point. Once any emergency alarm is sounded, all crew
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must report to the Muster station except those who have to report at the
Command Centre (Bridge). Usually, an alternate muster station is also
described. 'S
4. Distribution of persons for Lifeboat: Crew members names are mentioned
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with the assigned life boat for abandon ship emergency. A deck officer must
be placed in charge of each survival craft and shall see that the crew
members under his command are well acquainted with their duties. A
second-in-command shall also be selected for a lifeboat. The person in
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charge and second-in-command shall have a list of the survival craft crew
assigned to the lifeboat. A motorized lifeboat must have a person assigned
to it who is capable of operating the engine and carrying out minor
adjustments. A lifeboat with a radio installation (SART, EPIRB, and portable
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VHF) is required to have a person assigned to it who is capable of operating

such equipment. The master shall ensure fair distribution of persons among
the ship’s survival craft.
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5. Substitutes: When the muster list is compiled, substitutes must be selected,

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who can act in place of key persons if the key persons are unable to carry
out their emergency duties. When allocating substitutes care should be
exercised to ensure that emergency parties are not left without a leader or
seriously undermanned. Names or ranks of such substitutes must be clearly
specified in the Muster List.
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6. LSA & FFA Maintenance: The muster list must show the name or rank of the
officers whose duty is to ensure that the LSA & FFA are maintained in such
condition as to be always ready for use.
7. General and Special instructions: Master shall fill up a separate section for
general and special instructions that he wants to give to all the crew of the
ship.
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COMPOSITION OF EMERGENCY TEAM
Emergency organization consists of five core teams that are formed to deal with
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the emergencies onboard. Variations may exist with different employers.
1. The Command Team – will be on the Bridge (called Command Center) and
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take overall charge of all operations. Hence, frequent feedback, short and
crisp, is necessary from each team to the Command Center. Navigation,
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communication, maintenance of records of all actions and their timings, etc
will be carried out at the Command Center.
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2. The Emergency Team – would be divided into two, depending on the
emergency. Where the emergency is in the E/R, the second engineer will be
the leader of the Primary team and Chief Officer will lead the back-up team.
If the emergency is elsewhere, the Chief Officer will be the leader of the
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Primary team and the Second Engineer will lead the back-up team.
3. The Support Team – also called the medical team, will look after
administration of first aid, if and when required. They will prepare the
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patients for evacuation, prepare lifeboats in case of necessity to abandon

the ship, shut watertight doors and vents, provide assistance to other teams
as directed by the Command Team, etc.
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4. Engine Room Team – also called Roving Team, will be under the charge of
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Chief Engineer. They will attend to E/R systems, services and controls, start
emergency fire pump when required, isolate electricity from compartments
on fire, shut off ventilation systems to compartments on fire, and provide
assistance to other teams as directed by the command team.
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5. Crew for Rescue Boat – This team is mainly for man overboard or for picking
up survivors from the water. They will prepare the rescue boat and on
specific instructions from the command team, lower and launch the rescue
boat, rescue the man or survivors, and get hoisted back on board.
EMERGENCIES ONBOARD SHIPS
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HEAVY WEATHER DAMAGE
 In all cases of heavy weather damage, an accurate assessment must be
made of the extent of damage and its impact on the structural integrity and
stability of the vessel.
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 Heavy weather damage could include Structural Damage, Equipment
Damage, Cargo Damage, etc.
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 Prior to the onset of bad weather, all precautions must be taken in order to
minimize the damage. This includes the following:
1.
2.
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Checking of all deck lashings and doubling-up if necessary.
Tightening of life boat gripes.
3. Battening down of hatches and proper closing of all hold ventilators.
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4. Lifelines should be rigged and set up tightly throughout exposed decks.
5. All derricks, cranes, davits, etc must be well secured.
6. Free surface effect must be minimized by filling up the tanks, so as to
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also lower the COG of the ship.

7. A designated cargo hold may also be filled with heavy weather ballast.
8. Deck cargo should be securely lashed, and in case of livestock, ample
protection should be given to the animals.
9. Spurling pipes should be made weathertight with cement and canvas.
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10. All loose gear, including ropes, should be cleared from the decks.
11. All stores must be checked to ensure no loose items lying around.
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12. All doors on the exposed decks should be tightly closed.

13. Company's heavy weather precaution checklist must be complied with.
14. A heavy weather routine must be adopted by Ch. Off to ensure minimum
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persons on deck during bad weather only when urgently needed.

15. The OOW must avoid steaming too rapidly into a head sea, and reduce
speed early.
16. Vessel must be put on manual steering in case the speed drops too low
or if the autopilot is unable to maintain the desired course.
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Following actions are to be taken in case of heavy weather damage:
Initial Actions:
Command Team
1. Inform Master & sound the General Emergency Alarm
2. Announce on PA system nature and location of the emergency
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3. Alter course / reduce speed and hove to the wind to minimize the impact
due to vessel’s motion
4. Check for pollution. Activate SOPEP/SMPEP as applicable.
5. Initiate damage assessment and appropriate control measures
6. If required, send safety and/or urgency message
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7. Save S-VDR/ VDR Data and allow it for further recording.
8. Keep record of details of all communication and all actions taken.
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Emergency Team
1. Mount a search operation on board if anyone is found missing.
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2. Check the extent of damage to hull or equipment or any part of vessel
3. Check damage to cargo
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4. Check anchor lashings and lashings of all other gear/equipment
5. Assess the impact on vessel’s watertight integrity
6. Check sounding of all compartments to ensure there is no breach.
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Support Team
1. Keep stretcher and first aid kit ready for attending to any injury.
2. Provide first aid and medical attention to casualty if any.
3. Check all water tight doors, fire doors, vents, etc are closed.
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4. Check lashings of survival craft and other LSA and FFA.

5. Prepare tools, materials and other equipment as required for carrying
out repairs
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Engine Room Team

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1. Prepare Engines as required by the Bridge

2. Check for hull damages in the Engine room
3. Check Propeller / Rudder / Steering Gear for damage
4. Keep additional A/E ready for use
5. Prepare pumps to pump out seawater from E/R or cargo spaces.
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Subsequent Response:
1. Inform Office after immediate actions have been taken

2. Check stability of the vessel as applicable
3. Check for suspected damage to hull and machinery
4. Report if any assistance / spares required and notify all interested parties
5. Prepare damage report
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6. Record all events and actions for serving note of protest at next port
7. Take Photographs / Video of the damage and the sea conditions
8. Complete All Logs (Deck / Engine) and keep up-to-date.
9. Carry out temporary repairs if necessary
10. Monitor weather and check weather fax and carry out weather routeing.
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11. Look for nearest port of refuge if continuing with the voyage is not safe.
12. Keep all interested parties informed.
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EXCESSIVE LIST, BILGING, FLOODING & STRUCTURAL FAILURE
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 A ship can suffer excessive list in the following cases:
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1. Shift of COG to the lower side of the centre line of the ship – This can be
use to improper load distribution, shift of cargo, accumulation of water
on one side, etc.
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2. Shift of COB to the upper side of the centre line of the ship – This is due
to bilging. A compartment is said to be bilged when it is holed below the
waterline, the hole being large enough for water to pass freely in and
out. Minor leaks can be handled by ship’s pumps, but if sounding does
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not change despite of pumping out, bilging is confirmed.
3. Unstable equilibrium – A vessel is unstable when its GM is negative i.e.

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KG is greater than KM. The vessel would heel over to the angle of loll, a
very dangerous condition.
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 Flooding may result from grounding, collision or hull structure failure or

internal flooding. Whenever flooding is suspected, raise alarm and inform
bridge.
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Initial Actions:
Command Team
1. Inform Master and sound General Emergency Alarm (also external)
2. Announce on Public Address system (Nature & location of Emergency)
3. Slow down or stop engine and alter course to reduce pressure on the
bilged or damaged compartment
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4. Assess if danger of capsizing or sinking in imminent.
5. Fix ship’s position and initiate damage control measures.
6. Check for pollution and activate SOPEP/SMPEP as applicable.
7. If required, send Urgency message. If danger is imminent, send out
distress message and prepare to evacuate vessel.
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8. Save S-VDR/ VDR Data and allow it for further recording.
9. Keep record of details of all communication and all actions taken.
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10. Consider diversion to Port of Refuge.
11. If vessel is flooding very fast, consider voluntary beaching.
12. On bulk carriers, especially cape size bulk carriers with heavy cargo in
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alternate holds, evaluate the risk of bulkhead collapse if the flooding rate
is higher than rate of pumping out.
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Emergency Team
1. Mount rescue operation if anyone is trapped in the bilged compartment.
2. Sound all hold bilges, tanks including ballast & fuel oil tanks to check
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ingress of water. Positive air pressure from any sounding pipe will
indicate breach of that compartment.
3. Check extent of damage and ascertain rate of flooding. Conduct visual
inspection of damage and report to command team.
4. Try to reduce rate of flooding by any makeshift plugging or other means.
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5. Start pumping out the bilged compartment. Use all available means.
6. Consider transfer of weights distribution onboard to list / trim the vessel
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to bring the hole above water line.

7. If fracture hole is in way of bunker tank or cargo oil tank then try to
transfer the bunkers / oil to another tank to mitigate pollution.
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Support Team
1. Close all water tight doors and fire doors. Ensure all compartments shut.
2. Bring Stretcher & first aid kit to the Emergency head quarters and ensure
hospital is in readiness to treat casualty if any.
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3. Remove anchor lashings if required.

4. Check for any Fire & prepare all fire fighting Equipment
5. Prepare lifeboats for launching if required.
6. Assist Emergency team as directed by the Command Team.
Engine Room Team

1. Prepare engines as required by bridge
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2. Assess if any hull damage in E/R.
3. Check condition of Main engine, steering gear, and other machinery.
4. Check all E/R tanks and bilges soundings to check for water ingress.
5. Use pumps to pump out sea water from Engine Room or cargo spaces
6. Attend to E/R services and controls.
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7. Check for low insulation; maintain power supply and other services such
as pumps for pumping out the water.
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Subsequent Response
1.
2.
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Inform office after immediate actions for safety have been taken.
Check vessel’s stability and stresses for present and worst case scenario.
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3. Check if any cargo has been damaged due to the incident
4. Prepare damage report
5. Report if any assistance / spares required and notify all interested parties
6. Watch the bulkheads on either side of the damaged hold.
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7. Carry out temporary repairs if applicable and report to Office.

8. Take photographs of damage and statements of personnel present at
the time of incident
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ACCOMMODATION / DECK / CARGO SPACES FIRE
Initial Actions:
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Command Team
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1. Raise Fire alarm and announce location and nature of fire on PA system.
2. Trip the accommodation, cargo hold, E/R vents or fans, as appropriate.
3. Shut fire doors, watertight doors, skylights, etc.
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4. Put Main Engine on standby. Stop engines, unless required to manoeuvre

out of traffic areas or shallow waters. Adjust ships course and speed to
minimize wind effect. Hoist appropriate NUC signals.
5. Place vessel in most advantageous position w.r.t. weather & traffic.
6. Confirm head count is taken and all accounted for.
7. Note vessel’s position and time of incident.
8. Consider if Safety, Urgency or Distress signals are to be transmitted.
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9. Inform the coast /Port radio station and other vessels in the vicinity by
VHF Ch.16.
10. Co-ordinate fire fighting operation and maintain communication
between all the teams.
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Emergency Team
1. Muster the crew; take head count and find missing crew.
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2. Assess the gravity of the situation and check if any risk of explosion or
spread of fire.
3. Check if any personnel trapped and if rescue can be affected.
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4. Check if any toxic fumes or vapours are present.
5. Check for any inflammable substance and if it can be removed.
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6. Check if any dangerous cargo is on fire or can be affected by the fire.
Refer the IMDG Emergency Schedule accordingly.
7. Fire fighting party of two crew members shall don fireman’s outfit and
make entry into the compartment with charged hose or portable
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extinguisher as appropriate. If using fire hose, the nozzle must be set to

water spray mode. Pressure on SCBA must be checked and logged.
8. If cargo hold is on fire, confirm with the Command Team if it is safe to
use water or CO2 should be released. In case of oil fire on deck, deck
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foam system shall be used to extinguish the fire.

9. If fire is igniting at a location protected by the Hyper-mist system, use the
system to extinguish the fire. If fire is in Paint Locker or Cargo Sample
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locker, use local fire fighting arrangements provided for that space.
10. Another team (or back-up team) shall don Fireman’s outfit and be ready
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for entry if necessary, mainly to ensure that fire is fully extinguished and
no chance of re-ignition.
11. Monitor fire fighter’s progress and update Command team.
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Support Team
1. Keep first aid and stretcher ready in case of any casualty. Administer first
aid to anyone injured.
2. Shut all vents, doors, openings, booby hatches, etc in the affected zone
and nearby areas to prevent the spread of fire.
3. Keep spare SCBA bottles stand-by at the site of fire fighting.
4. Start boundary cooling and at frequent intervals, check temperature of
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bulkheads. Adjacent containers to any container on fire should be
continuously sprayed with copious quantity of water to prevent spread
of fire.
5. In case of cargo hold fire, seal the hatch covers and other openings with
tapes or cement.
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6. Once fire is extinguished, monitor temperature to check for re-igniting.
7. Prepare life boats if necessary, as directed by Command Team.
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8. Assist the emergency team as required & as directed by Command Team.
Engine Team 'S

1. Check Fire pumps are running and start Emergency Fire Pump
2. Start additional generator for power, if necessary
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3. Shut all electrical power to the compartment or area on Fire.
4. Maintain Engine Room services and controls.
5. Start Emergency Generator if required.
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1. Inform the Company (DPA) and other concerned parties once the
immediate actions for safety have been taken.
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2. Maintain fire watch on all six sides at fire location.

3. Assess damage to vessel and/or to the cargo.
4. Check vessel’s seaworthiness, buoyancy, stability, trim, list, etc.
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5. Check other hazards caused by fire (spillage of marine pollutant, released

gases, cargo securing, etc)
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6. Restore normal ship routine / operation. Make used / exhausted fire-

fighting equipment operational. Charge the used SCBA bottles and keep
them operational.
7. Observe weather forecast and consider heading to Port of Refuge if
necessary.
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8. Make a Non Conformance report and establish the root cause of the fire.
9. Save S-VDR / VDR data and ensure further recording is continued.
10. Inform all parties and keep them updated, note all events and timings.
11. Ensure all logs are up-to-date. Click photographs of the affected areas as
evidence.
Note: If vessel is in port, evacuate unnecessary personnel from the vessel and ask
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for shore assistance.
FIRE IN ENGINE ROOM / MACHINERY SPACES
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Engine Room fires are usually one of the following:
 Scavenge Space Fire
 Exhaust Gas Boiler Economizer Fire
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 Tank Top (Bilges) Fire
Initial Actions:
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Command Team
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1. Raise Fire alarm and announce location and nature of fire on PA system.
2. Trip the E/R vents or fans, and other nearby vents as appropriate.
3. Shut fire doors, watertight doors, skylights, etc.
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4. Put Main Engine on standby. Stop engines, unless required to manoeuvre

out of traffic areas or shallow waters.
5. Confirm head count is taken and all accounted for.
6. Note vessel’s position and time of incident.
7. Consider if Safety, Urgency or Distress signals are to be transmitted.
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8. Inform the coast /Port radio station and other vessels in the vicinity by
VHF Ch.16.
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9. Co-ordinate fire fighting operation and maintain communication

between all the teams.
10. Decide quickly if CO2 or other Fixed Fire Fighting System needs to be
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released, depending on the nature and extent of the fire.

11. Check location of Dangerous Cargo around engine casing, also check
other cargo.
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Emergency Team
In case of scavenge fire,
1. Shut Scavenge drains of affected unit. Cut out the affected unit and
change over to Diesel Oil, if necessary.
2. Inject CO2 or dry steam to concerned unit in order to extinguish fire.
3. Keep portable extinguishers standby near scavenge doors.
4. Keep clear of crankcase doors.
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In case of Boiler Fire,
1. Inject water in boiler through water washing fixed nozzle system and
through soot blowers. Do this only if considered safe and no danger of
hydrogen fire. (under the command of C/E or 2nd Eng.)
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2. Continue running circulating pump, if possible to confirm tubes intact.
3. Use the hyper-mist system to extinguish the fire if possible.
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4. Inspection doors must be opened with utmost caution.
In case of Tank Top (Bilges) Fire, 'S

1. Use Foam applicator to extinguish the fire. Flood the bilges with all
available foam to put out fire.
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2. Other member of Emergency team must keep fire hoses & nozzle ready.
3. Also, keep other portable fire extinguishers ready for immediate use.
Support Team
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1. Bring stretcher & first aid kit to the point of entry or exit used by fire
fighters. Remove casualty to safety and give first aid.
2. Shut the Blower flaps, funnel flaps, funnel doors and all entrances to E/R.
3. Look for hot spots all sides and start boundary cooling as applicable.
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4. Check temperature of the bulkhead / casing, to ascertain that fire has

been extinguished.
5. Remove all combustible material from surrounding area.
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6. Start bilge pump to remove water accumulated from boundary cooling.

7. Switch off & cover electrical equipments likely to get damaged by water.
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8. Keep extra portable extinguishers and other equipments stand-by.
Engine Team
1. Inform Bridge or Raise fire alarm.
2. Transfer Main Engine control from Bridge to Engine Control Room.
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3. Slow down M/E and Stop engines in consultation with Bridge Team.
4. Activate fuel trips, emergency stops, etc, as required.
5. Switch off Engine Room blowers.
6. Shut turbo charger air outlet valve to scavenge spaces.
7. Do not stop lube oil pump.
8. Start fire pump and emergency fire pump.
9. Assist Emergency team is carrying out their duties as required.
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10. Maintain communication with Command Team and keep updating the
fire fighting team’s progress.
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1. Inform office after immediate actions for safety have been taken.
2. If the fire is spreading out of control, operate fixed fire extinguishing
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system if deemed necessary. Follow the procedures before starting the
CO2 system.
3. Once Fire is extinguished, clean the affected area and carry out internal
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inspection to confirm extent of damage. Carry out temporary repairs as
required.
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4. Check for any leakages and check if drains are clear.
5. Line up Bilge Pump for transferring to holding tank. Clean the bilges.
6. Inform Bridge, start Main Engine. Restore normal operations.
7. Make a Non Conformance report to establish the root cause of the fire.
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8. Inform all concerned parties and note all events and timings. Take
photographs as evidence.
USING CO2 SYSTEM FOR ENGINE ROOM FIRE:

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If the fire is too large and quickly spreading to other parts of the Engine Room, the
CO2 fixed fire fighting system may be used as a last resort. Following points must
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be kept in mind while flooding the machinery space with CO2:
 Evacuate the engine room, take a head count and ensure all persons are
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accounted for and nobody is left inside.

 Close all entry doors, post a warning notice at each door to prevent any
person from entering the space, without specific permission from the
Command Team.
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 Switch off E/R blowers, shut the lids of air intakes, close skylights, shut
funnel doors and funnel flaps, close pipe tunnel watertight door, etc. Ensure
there is no chance of air entry into the engine room. Any smoke emitting
from Engine Room will give indicate that some opening is still left open.
 Trip all quick closing valves from outside the engine room, which will stop all
machinery and fuel supply to the same. Start emergency generator.
 After final consultation with the Chief Engineer, the Master would order the
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CO2 to be released into the engine room. This will be done by the C/E.
 Start and continue boundary cooling from all available sides to take away
some of the heat generated by the fire so that the CO2 has a greater effect.
 Inform the Office (DPA) and update the status every two hours or so.
 Wait for several hours for CO2 to do its job. CO2 is a one shot weapon with
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no replenishment available. Hasty re-opening may cause the fire to reignite.
 The only way to judge if the fire has died down is to note the temperature of
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the plating of the top of the engine room casing or the temperature of the
air in the annular space by pushing a thermometer tied to a broom handle –
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the funnel door would have to be opened just enough for this. Since hot air
will rise to the top and escape, this location would be ideal.
 Note these temperatures every hour. Only when temperature so measured
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equals to that of the air outside should re-entry be considered. If in doubt,
wait for some more time.
 Once the Master and Chief Engineer are convinced that the fire has been
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extinguished, ventilate by opening the funnel flaps to let the smoke and
warm air escape. Do not open any access door of the E/R or else CO2 gas
may enter accommodation endangering the crew.
 Fire fighting team must don fireman’s outfit and enter from the lowest
point with utmost caution with a fire hose and spray nozzle to put out any
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stray fire still smouldering. Once everything is under control, an engineer

may enter the E/R wearing a SCBA and start one of the main generators.
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Then, he should start the main blowers.

 Caution must be exercised by persons entering the E/R after it is fully
ventilated as CO2 being heavier than air, may exist in obscure pockets.
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 All machinery must be started, one by one, and thoroughly checked for
damages or any abnormality.
 After everything is under control, the Master must contact Office for a
detailed report of the incident and also consider heading to a port of refuge
for repairs if required.
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MAJOR FIRE / EXPLOSION
 Sound Fire alarm & announce the location of fire/explosion on PA system.

 Alter course & speed to minimize fire spread.
 Steer away from danger. Stop engines when safe to do so.
 Display NUC signals as applicable and stop all onboard operations.
 Inform the coast /Port station and other vessels in the vicinity by VHF Ch.16.
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 Assess the situation i.e. extent, nature and location of damage.
 Inform the Office (DPA) after taking immediate actions for safety.
 Send distress alert and distress message and ask for assistance.
 Ventilation, automatic fire doors, watertight doors, skylights, etc to be shut.
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 Start Emergency generator and Emergency fire pump.
 Muster crew, take head count and check for missing crew, if any.

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Isolate electric circuits to the affected areas.
 Start boundary cooling and monitor temperatures.
 For tank explosion, start Inert Gas and keep the tanks pressed up with I.G.
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 Start fixed foam system on deck to fight the fire.
 Evacuate unnecessary personnel from the vessel if the vessel is in port and
ask for shore assistance.
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 Extinguish the fire, and monitor the temperature to avoid re-igniting.
 If there is serious damage to the hull, and it is dangerous to remain on board
then prepare lifeboats for abandoning the ship.
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 Establish cause of explosion and assess the damage and ascertain spare
parts required.
 Proceed to nearest port of refuge and check if tugs are required.
 Collect evidence in form of photographs and note all events and timings.
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COLLISION
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 In anchoring depths, if the collision can be avoided, LET GO both Anchors. It

is better to lose both anchors than have a collision.
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 In Narrow Channels, it may be preferable to run aground / beach voluntarily

to avoid collision, if the seabed is sand / soft mud, etc. In this case run
ashore head on.
 In the case of imminent Collision, it is better to have a glancing blow
preferably forward of collision bulkhead, to minimise collision damage.
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 If the impact is broadside on, the vessel must remain in the gash only in
smooth seas. If sea is moderate / rough, vessel must pull out immediately.
 If the decision is taken to remain in physical contact, rig moorings between
the two ships to prevent inadvertent disengagement. If there is a fire or
explosion risk due to metal friction, use fire hoses to direct water onto the
risk areas.
 The Master shall ascertain the extent to which other ship needs assistance.
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Initial Actions:
Command Team
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1. Inform Master, Raise General Emergency Alarm & announce on PAS.
2. Inform E/R that vessel has collided and bring engines on stand-by or stop
engines, as required. Manoeuvre ship to avoid rebound collision.
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3. Inform Coast Station or Port Control and the traffic in vicinity on VHF
Ch.16. Send distress / urgency / safety message as applicable.
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4. Note down time and position of the collision and own vessel’s course
and speed. Make a mark on the course recorder and Engine Data Logger.
5. Save S-VDR/ VDR Data and ensure further recording.
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6. Revert to hand steering if on auto-pilot. Change AIS status.
7. Check Angle of Contact and ascertain extent of damages.
8. Switch on deck lighting & display appropriate nav. lights / shapes.
9. Check for pollution around the vessel & follow SOPEP/SMPEP if required.
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10. Initiate damage control measures. Close all watertight doors.

11. Initiate contact with other vessel and note down her details.
12. If own vessel is not in an immediate danger of sinking, offer to render /
render assistance to other vessel.
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Emergency Team
1. Muster all crew and take head count.
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2. Check for hull or any structural damage to own vessel.

3. Sound all hold bilges, cargo tanks including ballast & fuel oil tanks to
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check ingress of water. Positive air pressure from any sounding pipe will
4. Check extent of damage and ascertain rate of flooding. If flooding is
from a small opening, make a temporary plugging to reduce the rate of
flooding.
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5. Start pumping out immediately to list / trim the vessel to bring the hole
above water line. Transfer liquid cargo to minimize pollution.
6. Take photographs immediately after collision (required for evidence)
Support Team
1. Bring Stretcher & first aid kit to the Emergency headquarters.
2. Close all water tight doors & fire doors. Check all compartments are shut.
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3. Check for Fire & prepare all fire fighting Equipment.
4. Prepare lifeboats for launching, if required by the Command Team.
5. Remove anchor lashings if there is a possibility of anchoring.
Engine Team
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1. Prepare engines as required by bridge.
2. Check condition of Machinery & hull damage in E/R.
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3. Check Propeller / Rudder / Steering for damage.
4. Prepare pumps to pump out water in case of flooding.
5. Inspect Piping / Valves for any ingress of water. Shut valves if required.
'S
6. Sound all E/R tanks and bilges to detect any ingress of water.
7. Start additional generator if required. Maintain E/R services and controls.
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2. Check Stability of the vessel and check for cargo damage.

3. Check own ships manoeuvrability and if all equipments and machinery
are operable. Make a list of deficiency if any.
4. Monitor prevailing weather / sea conditions, visibility, current & tide.
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5. Send following notice to other vessel “We hold your vessel responsible
for all damages, consequences and losses as result of this collision”.
(Required for evidence) Similar notice will be given by the other vessel.
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Sign it with following remark “Signed for as acknowledgement of receipt

only, and not as an admission of liability or responsibility for collision or
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any damages.” (Required for evidence)

6. Own vessel to proceed to Port of refuge / destination only after it is
ascertained that other vessel does not need any further assistance.
7. Master shall make an entry in the Official Log Book.
8. Send a detailed Collision report to DPA in company’s given format.
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9. Collect all evidence such as charts in use, printouts of echo sounder,

engine telegraph, course recorder, etc. Also note all navigational details
before and during the collision such as course, speed, actions taken, etc.
10. Take detailed statements from all concerned personnel immediately
after dealing with the emergency.
GROUNDING / STRANDING / BEACHING
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All the three words mean that the ship has gone into waters shallower than the
draft, causing the ships bottom to strike against or come to rest on the bottom of
the sea. If any of the three cases, the action to be taken is the same.
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Grounding is unintentional. It is usually caused due to navigational error, error in
judgement in manoeuvring, uncharted shoals, failure of machinery (propeller,
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steering, etc), inability to control the movement of the ship due to bad weather,
collision, etc.
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Stranding is said to occur when the vessel gets stuck on the seabed or shore
(grounding or beaching), where she cannot be refloated without external
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assistance (tugs, salvers, etc)
Beaching is intentional. It is usually done to prevent loss of vessel due to sinking,

collision or in other cases such as heavy list, damage affecting W/T integrity, etc.
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It is also done with an aim to prevent pollution and loss of cargo. Temporary
repairs can be carried out, the ship refloated and then taken to dry dock for
permanent repairs.
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 Do not hesitate to use both anchors to avoid grounding.

 In case of minor groundings e.g. touching bottom in rivers, or in soft mud
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alongside berths where this is a common occurrence, the precautions and

procedures to be followed are exactly same as in the case of a major
stranding / grounding. In any case, Office must be immediately informed.
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 Immediate attempts should be made to refloat the vessel using ship’s

engine, ground tackle, tugs, etc. If vessel has sustained structural damage,
carefully consider whether refloating will aggravate the damage or not.
 Immediately initiate a damage assessment, Check watertight integrity and
ensure the safety of the crew.
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Initial Actions:
Command Team
1. Inform Engine Room and Stop Main Engines.
2. Sound General Emrg. Alarm, call Master & put vessel on hand steering.
3. Inform Engine Room to change to high sea suction & check for damages.
4. Display appropriate Lights & Shapes and make appropriate sound signals
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as per COLREGS. Switch On deck lighting.
5. Save S-VDR/ VDR data and ensure it is prepared for further recording.
6. Prepare Urgency / Distress Message as appropriate.
7. Inform nearest coast State and traffic in the vicinity on VHF Ch.16.
8. Check for Pollution around the vessel and activate SOPEP/SMPEP if
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required.
9. Check damage stability data and initiate damage control measures.
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10. Close all W/T doors.
11. Check for Timing of High tide & Range. Check direction of current.
12. Consider if vessel can be lightened by pumping out any Ballast / FW or in
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extreme cases Cargo. Consider possibility to change of trim by internal
transfer.
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13. Consider use of Engines to refloat after assessing the situation as per
reports from other teams. Avoid too many astern movements especially
if the nature of bottom is such that, the ship is likely to dig in deeper into
the seabed. Preferably wait for high tide.
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14. Note vessel’s position, time of grounding, course & speed at the time of
grounding. Mark Course recorder Trace and engine data logger for actual
time of grounding.
15. Check Echo sounder sounding fore & aft. Compare with charted
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sounding.
16. Keep a record of all timings, events and communication.
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Emergency Team
1. Check for Hull damage.
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2. Sound all hold bilges, cargo tanks including ballast & fuel oil tanks to
check ingress of water. Positive air pressure from any sounding pipe will
3. Take over-side sounding all around the vessel by the hand lead line. Note
down height of tide.
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4. Check Draft F&A after the grounding. Check draft at regular intervals.
5. Check actual sea bottom condition.
6. Inform distribution of cargo, ballast and FW weights to Bridge.
7. Check for any movement / loss of cargo or any other damage.
Support Team
1. Provide first aid to any persons that may have suffered injuries from the
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sudden arrest of the ship’s movement.
2. Close all water tight doors. Check all compartments are shut.
3. Check for “Fire” and prepare all fire-fighting Equipment.
4. Remove anchor lashings.
5. Prepare lifeboats for launching.
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6. Bring stretcher & first aid kit to the Emergency headquarters.
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Engine Team
1. Change over to High sea suction and check condition of machinery & hull
damage in E/R. 'S
2. Check Propeller, rudder & steering gear for damage.
3. Prepare pumps to pump out sea water from E/R or Holds.
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4. Inspect Piping / Valves / Equipments for any ingress of water. Shut valves
as required. Check Tail shaft for Oil Loss.
5. Turn M/E on turning gear & hammer test foundation bolts.
6. Inform original and current Bunker distribution on Bridge.
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2. Monitor prevailing weather, sea conditions, visibility, etc and check

weather forecasts.
3. Check timing of high tide & range. Check direction of current.
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4. Consider if vessel can be lightened, in extreme cases, by lightering cargo.

Jettisoning cargo may be considered if ship is in serious danger.
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5. Consider tug assistance for refloating.

6. Inspect all fuel / Steam lines for damages at regular intervals up to 3 days
after grounding.
7. Check M/E crankshaft deflections (prior using engine to re-float vessel)
and compare with normal readings.
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8. Consider whether assistance regarding structural condition is required

from Class / Emergency Response arrangement.
9. Note down all navigational details before and after grounding and keep
all logs up-to-date. Take statements of the concerned personnel.
10. Check steering gear and do steering gear performance check. Compare
data with sea trial data.
11. Office must make arrangements to carry out visual check of rudder and
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propeller as soon as possible.
BEACHING
 Beaching is intentional. It is usually done to prevent loss of vessel due to
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sinking, collision or in other cases such as heavy list, damage affecting W/T
integrity, etc.
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 It is also done with an aim to prevent pollution and loss of cargo. Temporary
repairs can be carried out, the ship refloated and then taken to dry dock for
permanent repairs. 'S
 When vessel is in imminent danger of foundering, any type of beach is OK.
Otherwise, if time and choice available, then attempt to beach the vessel
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- where seabed is as soft as possible (sand, mud, gravel, etc. and not rocks
or coral) so as to prevent or minimize damage to the ship’s bottom.
- where seabed is gently sloping so that the entire length of the bottom can
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sit on the seabed. If it is very steep, only the bow would run aground
leaving the rest of the ship unsupported. This would cause enormous trim,
excessive list and can also capsize the vessel.
- where tidal range is preferably large. This will help in refloating later on.
- where there is little or no current, heavy surf or bad weather.
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 Ideally beach at HW on a falling tide so that the ship will settle slowly.
 Do not drive hard ashore and damage bottom plating.
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 Using M/E can control the extent of beaching, but may damage propeller.
 Vessel can be beached bow-on or stern-on. At times, ship can be beached
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parallel to the beach, causing her to list as per the slope of the beach.
 Whichever method used, ground tackle has to be rigged to keep the
seaward end steady and to stop her from being driven further ashore.
 Also, the vessel should be secured to the shore to prevent her being
detached from the shore unexpectedly.
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 If beached bow-on, the more buoyant stern end must be exposed to the
weather. Ground tackle must be used to keep the stern quiet.
 If beached stern-on, the stronger end must be to the weather. Also the
anchors can be used easily.
 Advantages of Bow-On approach: (1) Clear view on approach (2) Favourable
trim (3) Propeller and rudder in deeper water.
 Disadvantage of Bow-On approach: (1) Vessel more likely to slew (2) Difficult
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to lay ground tackle.
Actions prior beaching:

 Prior beaching, inform Company (DPA), Charterer, nearest coast station,
etc. The Company will usually inform the other concerned parties.
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 If time and circumstances permit, take on full ballast. This will make the re-
floating easier.
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 Clear away both anchors and keep them ready for letting go. Take care to
lay anchors and cables clear of vessel’s resting position so as to minimize
damage to the hull. 'S
 Consider loss of stability similar to dry docking.
 Keep LSA, FFA, SOPEP Equipments, First Aid ready for immediate use.
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Actions on taking the ground:
 Drive the vessel further on and reduce the possibility of pounding.
 Secure the hull against movement from weather and sea.
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 Take precautions to prevent oil pollution. (Discharge into barges, Internal

transfer into safer tanks, Lay oil booms around vessel)
 Check for damages. Sound all tanks & bilges. Switch to high sea suction.
 Check water depth all around the vessel using hand lead line & confirm
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nature of bottom.
 Lay ground tackle and also secure landward end.
 Inform DPA and all concerned regarding the beaching operation.
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 Maintain all records and logs as evidence w.r.t beaching.

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Attempting to refloat:
 Consider extent of damage prior to refloating.
 Ascertain state of tide and assistance available (tugs, salvors, etc)
 Consider possibility to lighten vessel (cargo/ballast)
 Ascertain most favourable direction to move
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ABANDONSHIP
Abandon ship means to leave the ship to its fate in the following cases:
- Ship is sinking or is in grave danger of sinking.
- It is unsafe to stay onboard due to situations like uncontrollable fire.
- It is pointless to stay onboard after stranding. Either it would remain a
wreck or be salvaged by experts in due course.
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The decision to Abandon Ship lies solely with the Master. Safety of the crew is
paramount. Saving of property (ship and cargo) and environment is important but
secondary.
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General Instructions:
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 This should always be the last resort when all other efforts to save the
vessel have failed following a Collision, Stranding or Grounding, Fire or
Explosion, flooding, heavy weather /storm damage, etc which may result or
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is likely to cause the vessel to capsize, sink or break.
 Decision for abandon ship can only be made by the Master of the vessel and
it must be made known to all the ship’s personnel by word of mouth from
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the Master himself. No one should abandon ship without explicit orders
from the Master.
 The decision to abandon the ship should be taken only when Master is
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convinced that everything has been done to save the vessel and losing the
vessel is imminent. In many cases, seafarers have safely re-boarded their
abandoned vessels. Ensure all measures have been taken to save the vessel
prior leaving.
 While considering this option, Master shall take the following into account:
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- Nature of danger and extent of danger and time available in hand.

- Stability of the vessel in damaged condition.
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- Capacity of ballast and other pumps available in case of flooding.

- Weather condition.
 It is important that all personnel follow orders, do their duties and maintain
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complete discipline.
 All personnel must be dressed in warm clothes, socks, shoes and life jackets.
 Immersion suits or rain coats, if available, must be worn on top of all
clothing if sea water temperature demands so.
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 All personnel should drink water prior abandoning as food and water are
normally issued only 24 hrs after abandoning the vessel.
 Sea sickness tablets should be taken by all personnel, if time permits, prior
taking to the boats, or as soon as possible after abandoning ship.
 If possible, all rescue crafts including the lifeboats and life rafts must be
launched.
 All personnel must try to board the survival craft without getting wet. If
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jumping into the water with lifejacket, then you must jump feet first while
using one hand to clamp the lifejacket down and one hand to block the
nose. Avoid jumping from height greater than 6 metres.
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Initial Action:
Command Team
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1. Sound General Emergency Alarm and stop engines.
2. Master to announce “Abandon Ship” on PAS & call for lifeboat stations.
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3. Send distress DSC alert and distress message on all frequencies and by all
available means.
4. Save S-VDR/ VDR data and ensure further recording.
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5. If possible and time permits, take useful items such as Charts, Navigation
instruments, Sextant, Nautical tables, Chronometer, etc to the lifeboat.
6. Note the time and position of the vessel and keep records of all events.
7. If time permits, gather all relevant documents such as Log Books, ship’s
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statutory documents, cash, passports, crew documents, etc and take it

to the lifeboat.
8. Display NUC signals as appropriate & change AIS status, if time permits.
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Emergency Team
1. Muster at respective Lifeboat Station & Complete Head count. Carry out
rescue operation if anyone is missing.
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2. Ensure all persons are wearing warm clothing and wearing their life
jackets correctly. Ensure all life jacket lights and whistles are operational.
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3. Ensure all persons are carrying their immersion suits with them, wearing
it when required.
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4. Ensure all crew members have carried out their duties as per the Muster
List. Ensure that the following is carried to the lifeboats:
o EPIRB, SART and GMDSS Walkie Talkies with spare batteries.
o Aldis Lamp with battery, torches and spare batteries.
o Ship’s distress signals and LTA
Support Team
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1. Close all water tight doors, hatches, skylights, etc.
2. Prepare lifeboats & liferafts for launching, as per duties in the Muster List
3. Bring extra provision, fresh water and blankets to the Lifeboats.
Engine Team
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1. Stop all machinery.
2. Close all doors, entrances, sky lights and other opening to E/R.
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3. Report at respective Lifeboat stations.
Procedure for Abandoning: 'S

 Lower Survival craft to embarkation decks & lower embarkation ladder.
 All crew must board survival craft except for brakeman. Children, women
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and trainees should be assisted and allowed to board the survival craft.
 Lower the lifeboat to water level. The brakeman must then board
through the embarkation ladder.
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 Release the lifeboat using off-load or on-load release mechanism as

applicable.
 If unable to board the survival craft at the embarkation deck or by the
embarkation ladder, the persons should jump into the water from the
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stern of the vessel with feet first held together and hands crossed across
the lifejacket, holding the nose and then board the survival craft.
 In the case of a free-fall lifeboat, all crew members must properly sit in
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their designated position without lifejackets donned and the person

designated to release the boat must carry out the free-fall release
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function. All necessary checks must be carried out before launching the
boat in the water.
 After abandoning vessel, stay as close as possible to the vessel’s
position, to assist search and rescue team. Keeping all boats/ rafts
together may help in better detection.
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 Make best use of the SART, EPIRB and VHF hand held radios carried.
 Keep sharp lookout and await rescue.
 Use pyrotechniques only when chances of them being seen are high.
 A diary should be started to record all events, if possible.
Lowering Lifeboats in heavy weather conditions:
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 Some steadying method must be used so that the life boat does not land
hard against the ship side. Rig fenders, mattresses or mooring ropes to
prevent the boat from being damaged during an adverse roll.
 One painter fwd and one painted aft must be rigged and kept taut
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throughout so as to keep the boat in position between the falls.
 Rig cargo scrambling nets to the ship. In case of persons falling overboard
or lifeboats smashing up or capsizing, they have a chance of survival.
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 Get the boat engines running.
 The ship must be headed in a direction in which she will lie the steadiest.
'S
 Vessel must create a good lee. Wind must be kept on the opposite bow.
 Boat crews must wear life jacket and other required safety gear.
 Always lower lifeboat into the trough of a wave. On the next rising crest,
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release the hooks immediately and simultaneously. Use the on-load release
mechanism if the waves are large and off-load release seems dangerous.
 Once unhooked, the blocks should be taken up to avoid injuring the crews in
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lifeboat. Bear off the ship's side with oars or boat hook.
 Let go aft painter and keep forward painter so that the boat takes a sheer
using her rudder. Then, let go forward painter, go full ahead and clear the
ship's side.
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OIL / NOXIOUS SUBSTANCE SPILLAGE

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Spill of oil or noxious liquid substances is of grave danger as it badly affects the
marine environment. Also, clean up charges and fines for pollution are
astronomically high. Various contingency plans are prepared in order to quickly
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response to oil / NLS pollution on board. Most common plans are the SOPEP /
SMPEP. Other plans such as VRP, NTVRP, etc. are for pollution in specific territorial
waters. Spill may consist of fuel oil during bunkering operations or NLS during
cargo operations.
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Immediate action:
1. Stop the action / operation immediately to stop further spill.

2. Sound General Emergency alarm & announce location of spill on the PAS.
3. Activate the anti-pollution contingency plan such as SOPEP / SMPEP / VRP
/ etc. as applicable, depending on the vessel’s geographical location.
4. Stop the engines, if vessel is underway. If in port, stop all other
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operations that are in progress and concentrate purely on spill
containment.
5. Ensure all scuppers are plugged tight. If not, first plug scuppers near the
location of spill. Take all necessary steps to prevent oil from going
overboard. Ensure all save-all trays and drip trays are plugged.
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6. If oil has spilled on deck, use wilden pumps and drain the spilled oil in a
slack or empty oil tank.
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7. Make best use of all SOPEP / SMPEP equipments such as sawdust,
shovels, brooms, oil absorbent mats / pillows, etc. to contain the spill. Oil
Spill Dispersant (OSD) must be used only if Master authorizes its use.
'S
8. Ensure all crew members involved in clean up operations are wearing
proper PPE depending on the hazards of the substance involved. This
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includes non-skid safety boots, chemical gloves, splash suits or chemical
suits, safety helmets with visors, SCBA, etc. as applicable.
9. Keep fire fighting equipments ready and stand-by.
10. Administer first aid to the casualties if any. Refer IMDG Code (MFAG) or
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MSDS of cargo in case of casualty affected by NLS.

11. Maintain records of all happenings.
12. Inform the nearest Coastal authority via VHF or Port Control / Terminal if
in port and ask for assistance as required.
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13. Check if any oil has gone overboard and approximate quantity.
14. Assist shore authorities to contain the spill. They may use floating booms
for this.
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15. If ship is underway, note time and position of the incident, type and
quantity of oil that went overboard.
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16. If spill did not originate from own vessel, take photographs and note
position of the ship. If in port, take samples of spilled oil to help prove
that the spill did not originate from own vessel.
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Subsequent response:
1. Inform the Office after immediate actions have been taken.

2. Send the initial and follow up reports as required by SOPEP / SMPEP /
VRP, as applicable.
3. Take photographs as evidence and statements of all concerned persons.
4. Save S-VDR/ VDR data and ensure further recording.
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5. Resume operation only when everything is under control.
6. Make appropriate entries in the Deck Log and ORB 1 or 2, as applicable.
PIRACY & ARMED ROBBERY
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Piracy is the act of boarding or attempting to board a ship with hostile intentions.
Once pirates have boarded a ship and taken control by suppressing the crew, the
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ship is said to be hijacked.
Hijacking is mainly of two types:

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1. By terrorists – to gain world attention, to release someone in captivity or
for ransom or a combination of these.
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2. For financial gains – it can be for ransom money or for theft of cargo.
Actions prior to entry:

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1. Prepare the vessel as per guidelines given in BMP4.

2. Provide additional lookouts for each watch, especially night watches.
3. Emphasize on a careful radar watch and use of night vision optics.
4. Place several dummies at visible locations to give an impression of a large
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number of persons on watch.

5. Give enhanced protection to the bridge by covering glass windows with
steel gratings or metal plates, making a wall of sandbags, double layer of
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chain link fence, anti-RPG screens, etc.

6. Keep Kevlar jackets and helmets for the bridge team. If possible, these
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should be of non-military colour.

7. Many operators provide armed security guards for HRA transits.
8. All doors and accesses must be securely shut and only one access must
be used throughout the HRA transit.
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9. Physical barriers such as razor wires or electrified barriers must be used

to prevent pirates from boarding the vessel or atleast delaying their
boarding.
10. Water cannons must be fixed in place and foam monitors pointed to the
ship side and use in order to deter or delay the pirates boarding attempt.
11. A unique alarm must be decided upon and sounded in case of a pirate
attack.
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12. A citadel must be in place and drills must be carried out prior entry into
HRA so that all crew members are aware of the alarm signal and action
to be taken on hearing the alarm.
13. Emergency contact list with all important numbers such as CSO,
MSCHOA, UKMTO, etc must be readily available.
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14. SSAS must be tested and confirmed as operational.
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During HRA transit:
1. Proper look out must be kept for suspicious crafts or movements.

'S
2. Vessel must participate in the UKMTO and MSCHOA reporting schemes
and must proceed at maximum available speed while transiting the HRA.
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3. When suspicious boats are sighted, the vessel must commence various
manoeuvres in order to determine whether the boat is a concern or not.
4. The vessel must sound the ship’s whistle to warn the pirates that they
have been noticed. The armed guards will fire warning shots.
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5. The Master must be called on the Bridge well in time and once boats are
approaching, the emergency alarm must be raised so that all crew
proceed to the designated area and later move to the Citadel.
6. Pumps must be started for the water cannons and foam monitors so as
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to delay the boarding.

7. Master must call UKMTO well before pirates have boarded. When pirate
boarding is imminent, the Master should also send the SSAS alert.
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8. Once the pirates have boarded, the Master must stop engines and
proceed to Citadel with the Bridge Team. Engine Room team must black
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out the vessel and proceed to the Citadel.

9. If all crew members are available in Citadel and no one is missing, then
there are high chances of the Navy / Military forces to come for rescue.
10. If caught by the Pirates, crew members must not retaliate with
aggression, but be calm and patient.
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MAIN ENGINE / POWER FAILURE
Vessel may be in grave or imminent danger if Main Engine or power failure takes
place in narrow channels, congested, restricted waters, or in heavy weather.
Quick and correct action may avoid the vessel from getting into an emergency
situation.
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Initial Action:
Command Team
1. Contact E/R and inform Master.
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2. Change over to hand steering and steer away from immediate danger or
traffic lane. Provide extra lookouts as necessary.
3. Ascertain present situation w.r.t. traffic, proximity to dangers, etc.
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4. In case of an immediate danger of Collision or grounding, sound General
Emergency Alarm.
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5. Display NOT UNDER COMMAND Signals and change AIS status. After ship
has lost all headway, switch off navigation lights.
6. Send out navigational safety warning (Securite) to the traffic in the
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vicinity on VHF Ch.16. Broadcast the warning at regular intervals.
7. If in shallow waters or moving towards danger, call Anchor Stations. Do
not hesitate to let go both anchors to prevent grounding or collision.
8. If vessel is going to stop, manoeuvre the vessel to take wind / sea on
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such a side that the drift will be away from the danger.
9. Note the time and ship’s position when the failure occurred.
10. Note all events and timings in the Manoeuvring Booklet.
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Emergency Team
1. Remove anchor lashings and keep them ready for letting go.
2. Close all W/T doors & fire doors. Ensure all compartments are shut.
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3. Check Stores and lashings on deck, if vessel is likely to roll when stopped
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Support Team
1. Attend to casualty if any and assist the Engine Team as required.
2. Provide torches / batteries and ensure safety of crew in a black out
condition.
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Engine Team
1. Call Chief Engineer and acknowledge alarms.
2. Change over Controls from Bridge to Engine Control room.
3. Locate the fault and inform bridge approximate repair time.
4. Stop fresh water generator and start auxiliary boiler.
5. Engage turning gear, open indicator cocks & turn engine on turning gear.
6. In case of power failure, standby power should come on load
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automatically. If not, then start it manually.
7. Confirm sequential start of all essential machinery and keep Bridge
informed.
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2. Complete repairs and ascertain spares to be replenished at the next port.
3. Ascertain cause of Main and Auxiliary Engine failure or power failure.
4. Stop Emergency Generator and put it on standby mode.
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5. If Emergency Generator did not come on load automatically, ascertain
the reason for the same.
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6. Save S-VDR / VDR data and ensure further recording.
7. If engine fault cannot be rectified onboard, consult DPA regarding
towage to a convenient port.
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STEERING FAILURE
 Steering gear failure may lead to dangerous situation of grounding or

collision if in area of heavy traffic, narrow channels or restricted waters.
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Quick action without losing time is therefore of the utmost importance.

 Steering gears are always provided with at least two identical power units
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and so arranged that a single failure in piping system or any one power unit
can easily be isolated and steering capability maintained.
 All officers must be thoroughly familiar with change over procedures from
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bridge to steering flat and vice versa. They must also be able to quickly
identify various alarms on steering console.
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Initial Actions:
Command Team
1. Check what alarm is sounded & acknowledge it. Inform Master and E/R.
2. Switch over to Hand steering. If no response, switch over to NFU system.
3. Start the second steering motor.
4. Switch over to other Steering system.
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5. If still no response, Stop / Slow down Main Engines depending on the
prevailing circumstances such as traffic, proximity to dangers, etc.
6. Use M/E Emer. Stop if vessel is in imminent danger (Grounding / Collision)
7. If vessel is going to stop, manoeuvre the vessel to take wind / sea on
such a side that the drift will be away from the danger
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8. In case of any immediate danger, sound Gen. Emer. Alarm.
9. Send Deck Officer and helmsman to steering flat for emergency steering.
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10. Post additional lookouts as necessary.
11. Establish communication with Emergency Steering gear compartment.
12. Display NUC Signals and change AIS status. If the engines are stopped,
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switch off navigation lights when ship has lost all headway.
13. Send out navigational safety warning (Securite) to the traffic in the
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vicinity on VHF Ch.16. Broadcast the warning at regular intervals.
14. If in shallow waters or moving towards danger, call Anchor Stations. Do
not hesitate to let go both anchors to prevent grounding or collision.
15. Note the time and ship’s position when the failure occurred. Also, note
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all events and timings in the Manoeuvring Booklet.
Emergency & Support Team

1. Man the steering flat and establish communication with bridge.
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2. Whoever reaches the flat first, change over to Emer. steering controls.
3. Remove anchor lashings and prepare to use the anchors.
4. Synchronize gyro repeaters.
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5. Assist Engine Team as required.

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Engine Team
1. Inform Chief Engineer
2. If told my Command Team, change over to Emergency steering control.
3. Prepare engines as required by Bridge.
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4. Isolate one side of the system as per maker’s instructions and try to
restore steering as soon as possible.
5. Inform the Master regarding time required to complete the repairs and
restore normal steering.
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1. Inform Office once the immediate actions for safety have been taken.
2. Ascertain cause of the steering failure.
3. When in coastal waters, inform Coast Station / VTS as applicable.
4. Provide list of spare parts that will be required for repairing the steering.
5. If steering cannot be repaired, consult with office and prepare for
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towing.
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Emergency Steering:
'S
The procedure and diagram for operating emergency steering should be displayed
in steering gear room and bridge. Even in emergency situation we cannot turn the
massive rudder by hand or any other means, and that’s why a hydraulic motor is
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given a supply from the emergency generator directly through emergency switch
board. Ensure a clear communication for emergency operation via VHF or
emergency telephone system which is also supplied by the Emergency Generator.
The standard procedure for use of emergency steering is as follows:
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 Put the Tele motor switch off from the Bridge Steering panel.
 Select the Steering motor which is connected to the Emergency Generator.
 Using sound powered telephone, receive orders from Bridge for the rudder
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angle. As soon as you get the orders, insert the pin provided in the solenoid
box (Port or stbd) and push it in so as to move the rudder to the desired
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direction (port or starboard).

 Stop pushing it in once the desired rudder angle is reached and inform
Bridge.
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MAN OVERBOARD
Immediate Actions – it is very important that all the 6 actions mentioned below
must be executed in quick succession.
1. Shout ‘Man overboard on Stbd/port side’ several times. Inform Bridge.

2. Change over to hand steering and put wheel hard over to the side the
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man has fallen overboard.
3. Release the MOB Marker from the Bridge wing on the side the man has
fallen overboard.
4. Press the MOB button on the GPS receiver to mark the position for
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future reference. Many ECDIS also have this feature.
5. Sound “O” on the ship’s whistle. This way the Master would rush to the
Bridge. If not, call the Master. This would also alert all persons on deck.
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6. Post a lookout as soon as possible.
'S
Subsequent action – once the above actions are carried out, carry out the
following subsequent actions
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1. Carry out the Anderson turn or Williamson turn or Scharnow turn
whichever is most suitable under the circumstances.
2. Soon after, announce on the PAS “Man overboard on ___ Side. Prepare
rescue boats”. Hearing the whistle and the announcement over the PAS,
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the rescue boat crew will start preparing the rescue boat. Maintain
communication with this team.
3. Inform E/R about man overboard and ask them to prepare engines to
manoeuvre as soon as possible. Do not use M/E emergency stop as it will
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not serve any purpose.

4. Send out Urgency signal on VHF Ch.16. This would alert all vessels in the
vicinity and they would keep well clear of own vessel and not hinder the
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rescue activities. If external help is needed, Urgency signal must be

upgraded to Distress signal.
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5. Keep the man in sight. If not possible, keep the MOB marker in sight.
Post additional lookouts for this purpose on Compass deck or other
location as appropriate.
6. Reduce speed and manoeuvre the ship close to the windward side of the
man, creating a lee, if necessary, for the rescue boat.
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7. The rescue boat must now be lowered and the man picked up. If the man
is not easily visible from the boat, the Bridge team must guide the rescue
boat. Once man is picked up, administer first aid and resuscitation in the
boat itself.
8. The lifebuoy should be picked up and the boat hoisted back on board.
9. Urgency signal can now be cancelled and vessel can resume her course.
10. Maintain a record of all events and timing in the Manoeuvring Book.
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Appropriate entries must be made in the Ship’s logbook.
11. Inform office after everything is under control.
12. The Master must hold an inquiry into the incident and make appropriate
entries in the Official Log Book.
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Launching Rescue boat in Bad Weather:
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 The ship will be rolling and pitching. While being lowered, the boat will
swing like a pendulum and bang against the ship side, causing damage to
'S
the boat and possible injuries to the crew inside. This will be more for
lifeboats that are also rescue boats because of their larger size and weight.
 The only way to minimize the risk is to heave the ship to. For this, alter
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course and keep the wind 1 to 4 points on the bow opposite to the rescue
boat so that it can provide a lee for the boat. While doing so, reduce the
ship’s speed to have some minimum steerage. This will minimize rolling.
 Lower the rescue boat at the greatest rate of fall without stopping so as to
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shorten the ‘pendulum time’.

 Critical times are when the boat hooks are released and even more when
hooking on the boat to the falls for picking up the boat after rescue is over.
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PROTECTION & SAFETY OF PASSENGERS

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The safety and protection of passengers is a matter of great concern to the

Master. The passengers are usually onboard for enjoyment and have never
undergone any training on safety on board ship. Also, they are unfamiliar with the
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ship’s layout and there is always a danger of panic and mass hysteria.
For this, appropriate steps must be taken with regards to the protection and
safety of passengers onboard the ship.
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1. There must be large signs that indicate the way to the boats from any
part of the ship.
2. Each passenger cabin must have a notice displayed prominently
indicating the emergency signal, his or her boat number, and the way to
the boat station.
3. There must be a notice that describes the location of the lifejacket in the
cabin and pictorial instructions on how to wear it.
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4. Stewards and other crew members that are familiar with layout of the
ship must be assigned in the Muster list to marshal passengers to the
boat station.
5. Additional life jackets must be available near the boats for those who
directly came without deviating to their cabins.
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6. For children and disabled passengers, special crew must be assigned to
help them in emergencies.
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7. Emergency exits and passageways must be adequate lit and marked with
photo luminescent strips that will guide the passengers and crew in case
of a black out. 'S
8. Announcements on the PA system should give clear instructions in a calm
and precise manner instilling confidence in the passengers and not panic.
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Care must be taken to not allow panic or mass hysteria to develop.
9. Apart from these announcements, the Crew member incharge of the
group during emergency must also communicate with the passengers
under his/her command.
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10. For better management in case of emergencies, all Officers of passenger

ships have to undergo approved ‘Crowd and crisis management’ courses.
11. Safety drills for the passengers and crew must be carried out as required
under SOLAS. Video clips for instructions to passengers on emergency
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procedures should be extensively used.

12. All crew members must be familiar with their duties during emergencies,
including the deployment and use of Marine Evacuation Systems.
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13. Passenger ships should be so crewed and equipped that it ensures

health-safety, medical care and security of the persons onboard until
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more specialised assistance is available.

14. New SOLAS regulation establishes the design criteria for a passenger
ship’s safe return to port under its own propulsion. It requires that all
major systems onboard the ship must remain operational after the loss
of any one space enclosed by A-Class boundaries. For example, if the
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propulsion space is lost due to a fire, an alternative means of propulsion

must be available onboard to bring the ship to the nearest port.
15. The regulations also include the functional requirements and
performance standards for ‘safe areas’. This concept of ‘safe areas’ is to
ensure that persons are protected from hazards to life and health and
are provided with basic services. ‘Safe area’ is any space which is not
flooded or any space outside the main vertical zone in which a fire has
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occurred. The ‘safe area’ must have basic services to ensure that the
health of the passengers and crew is maintained as the ship proceeds to
a port. These basic services include food, water, sanitation, light,
ventilation, shelter from weather, basic medical care, etc.
16. Passenger ships are highly advanced ships making use of the best
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technology available for safety of the ship and its passengers. Many of
the safety systems are capable of being operated from the Navigation
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Bridge or from a safety centre near the Navigation Bridge.
EMERGENCIES IN PORT 'S

(A) Fire in Port
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Apart from other duties which would normally be performed in case of fire
onboard at sea, following must be carried out in case of fire in Port:
1. Inform Terminal / Port Control and ask for shore assistance.
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2. Stop all operations such as Cargo work, bunkering, stores, etc.

3. Fire brigade with experienced manpower and fire-fighting equipment
and medical services will arrive shortly. Before that, all actions to tackle
the fire must be taken as per the Contingency Plan.
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4. Restrict ventilation, shut off supply in case of burning liquids, remove any
flammable material close by, effect boundary cooling and fight fire by all
available means until shore assistance arrives.
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5. All shipboard personnel must co-operate with the shore fire-fighting

team, help them with the information required and work as a team to
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extinguish the fire as soon as possible.

6. All shore persons and non-essential shipboard persons may be evacuated
from the ship.
7. Inform Office (DPA) and keep a record of all events and timings.
8. Make appropriate entries in Ships Log Book & Port Log later on.
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9. Maintain fire vigil for the next 24 hours to check for re-flash.
10. Take photographs of damage to ship and shore for evidence.
(B) Pollution in Port:

Apart from other duties which would normally be performed in case of pollution
incident at sea, following must be carried out in case of pollution in Port:
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1. Stop the action / operation immediately to stop further spill.
2. Inform Terminal / Port Control and ask for shore assistance.
3. Stop all other operations such as Cargo work, stores, etc.
4. Take all necessary steps as per SOPEP / SMPEP to contain the spill and
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prevent any oil from going overboard.
5. Ensure all scuppers and save-all trays are plugged tight.
6. Use all available SOPEP equipments to contain the spill.
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7. Assist the shore clean-up team in containment and clean-up operations.
8. Keep the fire-fighting equipments in readiness.
'S
9. Inform Office (DPA) once the situation is under control.
10. Make relevant entries in Ship’s Log book and Port Log later on.
11. Ascertain the quantity of oil lost overboard.
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12. Take photographs of damage to ship and shore for evidence.
13. If pollution has not originated from own vessel, take samples of the oil as
evidence.
14. Inform concerned parties and send reports as required by Local rules.
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(C) Storm Warning in Port:

When a storm is approaching while ship is in port, the Master has two choices:
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(1) Stay inside and put out additional moorings –

 Advantage – This seems commercially beneficial as cargo work can continue
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until the shore staff stop due to bad weather. In case the weather does not
get too bad, cargo work can go on uninterrupted.
 Disadvantage – In case the weather gets really bad, the ship may surge
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badly and get damaged by bumping against the wharf. The wharf may also
get damaged with claims coming against the ship. During this kind of bad
weather, the ship can’t go out to sea due to no tugs, no pilots and inability
to manoeuvre.
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(2) Go out to sea and cruise around in deep waters until the storm has passed-
 Advantage – No damage to ship or wharf. No claims against the ship.
 Disadvantage – Time lost in cargo work. Storm may by-pass the port. Fuel
used up during cruising.
It is advisable to get the confirmation from the port as to which option is
better. Ports usually give the second option as an advice so as to avoid any
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damage to their wharfs. It may be advisable to proceed well out to sea so that
vessel will have plenty sea room and sufficient depth of water to prevent
vessel from pounding on the seabed. If proceeding out to sea is not possible, it
would be advisable for the vessel to anchor outside the port, in whatever
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shelter she can find, drop both anchors with several shackles of cable out on
each. The engines should be kept ready. Bursts of engine movement may be
necessary to prevent dragging of anchors. Also, find names of the ships that
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did likewise.
(D) Tsunami:
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 Ships in port should sail out as soon as possible and stay in deep waters as
the wave height is less is deep waters than in shallow waters.
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 Ships must try to head into the waves as they approach.
(E) Casualties & Accidents in Port:

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1. Sound emergency alarm and announce of PA system.

2. Administer first aid & shift casualty to hospital or a convenient location.
3. Inform Port authorities for ambulance. Inform Local agents.
4. Stop cargo operation or other work if appropriate.
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5. Depending upon his condition, note his statement of the incident.

6. Keep injured person’s passport and CDC (with photocopy) ready.
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7. One responsible person must accompany the injured person carrying his
own documents for identification as necessary.
8. Inform Office (DPA / Superintendent)
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9. Master must hold an inquiry as soon as practicable with statements from

the witnesses.
10. Appropriate entries must be made in the Ship’s Log Book and Port Log.
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SAFETY & EMERGENCY SHIP MANOEUVRING
SHIP MANOEUVRING
Introduction:
 Manoeuvrability is defined as the inherent ability of a ship to change its
course/path.
 Right after the launch, a ship undergoes all the necessary trials under
certain predefined conditions to assess her manoeuvring abilities.
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 IMO has its own set of rules for conducting these manoeuvring trials to test
the vessel’s manoeuvrability aspects and to ensure that she can safely
navigate under worst-case scenarios.
 Based on the possible manoeuvres the vessel can have, a certain set of trials
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are conducted for each form of manoeuvre. The results are then compared
with the pre-defined standards. In case flaws are detected during trials, they
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can be rectified prior to the delivery of the ship.
 However, there are certain drawbacks of conducting vessel trials and the
results received from the same. They are as follows:
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1. Environmental changes can disrupt the trials & yield inaccurate results.
2. They are costly, time-consuming and cumbersome.
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3. They require wide open seas and thus, vessels have to travel a long
distance from their place of launch.
 IMO has laid down certain conditions for conducting the manoeuvring sea
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trials. They are as follows:

1. Deep and unrestricted waters: The depth of the water should be more
than 4 times the midship draft. Moreover, it should be done in a place
isolated from other ship traffic and far from any landmass.
2. Calm Sea Conditions: The prevalent weather in that region must be
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suitable for the trial to be conducted. The Sea State value must be strictly
less than 4 and the wind speed should be within Beaufort Scale 5.
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3. Away from Tidal Influence: All trials should be conducted in areas where
there is lesser influence of tides, currents, swells and even high waves.
4. Proper draft and even keel: All vessels must have proper draft as required
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and no trim in the proposed loading conditions.

5. Steady Approach: Before taking a trial, the vessel must be allowed to run
on a steady course for some time. This is done in order to monitor the
propulsion and machinery systems of the ship and to stabilize the
systems.
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 Some of the common manoeuvring sea trials a ship is put through are:
1. Turning Circle Manoeuvre
2. Collision Avoidance
3. Zig-Zag Test
4. Spiral and Reverse Spiral Test
5. Pull-out Test
6. Stopping Test (including Crash Stop)
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Manoeuvring Diagram / Turning Circle Diagram
 The turning circle is the roughly circular path traced by the ship’s centre of
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gravity (COG) during a full 3600 turn with constant rudder angle and speed.
 Throughout the turn, her bow will be slightly inside the circle and stern a
little outside the circle.
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 Due to some side slip, when the helm is first applied, the circle does not link
up with the original course. 'S
 During the turn, the vessel suffers some loss of speed. After turning
through 900, about 1/4th of her original speed is lost. After turning through a
total of 1800, about 1/3rd of the original speed is lost. Thereafter, speed
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remains roughly constant.
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 Right handed propeller will have circle to port slightly shorter in radius than
circle to starboard. This is due to transverse thrust.
 The dotted track super-imposed on the first circle is the turning circle of a
similar vessel, but having twin-screws, one going ahead and one going
astern, at equal revolutions.
 Manoeuvring diagram uses certain terms that are defined below:
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1. Advance: It is the distance travelled by the COG of the ship, along the
original course, measured from the time the rudder is put over until the
vessel’s head has turned by 900. It is about 3 to 4 times the ship’s length.
2. Transfer: It is the distance travelled by the COG of the ship, measured in
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the direction perpendicular to that of the original course, from the
original track to a point where the vessel has altered her course by 900.
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3. Tactical Diameter: It is the distance travelled by the COG of the ship,
measured in the direction perpendicular to the original course, from the
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time the rudder is put over until the ship has altered her course by 1800.
It is the greatest diameter traced by the vessel from commencing the
turn to completing the turn. It is about 4 times the ship’s length. In
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simple words, it is the ‘transfer’ for 1800.
4. Final Diameter: It is the diameter of the circle that is ultimately traced by
a ship that continues to circle with a constant rudder angle. It is the
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internal diameter of the turning circle.

5. Drift Angle: It is the angle between the ship’s fore & aft line and tangent
to the turning circle. Greater the drift angle, smaller is the turning circle.
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PIVOT POINT
 The point on the centerline about which the ship turns when the rudder is
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put over is called the Pivot point.

 When the ship is stationary/stopped, the pivot point is almost the same as
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the COG (about midship). However, when the vessel goes to anchor, pivot
point moves right forward, effectively holding the bow in one position.
 Just when the ship starts getting underway, due to initial resistance, the
pivot point moves about 1/8th L from the forward and settles at 1/4th L from
the forward when under headway.
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 Under sternway, the pivot point is about 1/4th L from the stern.
 At the pivot point, the drift angle is zero.
 Ship handling greatly depends on knowing the location of the pivot point.
LATERAL FORCES THAT AFFECT TURNING:

Rudder Force – it is the force exerted by the ship’s rudder which attempts to turn
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the ship and drive it forward.
Lateral Resistance – As a ship commences a turn and thereafter, for the duration
of the turn, the ship is sliding sideways, resulting in a large build up of water
resistance, all the way down the ship’s side. This force opposes the rudder force
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and is called the lateral resistance.
The balance between these two forces plays a crucial part in shaping all turning
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circles.
Effect of Displacement on Turning Circle'S

 Loaded ship will have increased draft and displacement. Because of this,
more underwater exposed area on the ship side will result in more lateral
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resistance.
 When the same rudder force is used for a loaded ship and a ship in ballast
condition, the rudder force used for the loaded ship will have to overcome
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more lateral resistance. Hence, turning circle of the loaded ship will be more
than that of the same ship in ballast condition.
 A loaded vessel will be slow in answering to helm making her sluggish in
gathering way whereas a light vessel will be sensitive to her helm allowing
better steerage.
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 Also, ships with greater draft and displacement will be more affected by the
current. Turning in a moderate to strong current with a high displacement
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will cause the turning circle to be elliptic in shape.
Effect of Trim on Turning Circle

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Trim of the vessel influences the turning circle. Let us consider a vessel with trim
by stern and the same vessel with a trim by head. Normally, vessels have a trim by
the stern for better steerage, to develop maximum power and have improved
headway. It is unusual for a ship to be trimmed by head in normal circumstances.
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TRIM BY STERN TRIM BY HEAD

Pivot point is further aft than that if Pivot point is further forward than that
she was on Even keel. if she was on Even keel.
Vessel’s turning circle will be larger. Vessel’s turning circle will be smaller.
Vessel will develop maximum power Vessel will not develop full power and
and steerage is better. will be difficult to turn.
Vessel will turn more readily down Will turn more readily into the wind.
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wind. With wind on her quarter, she may
become unmanageable.
Effect of List on Turning Circle
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 The effect of list on turning circle is such that the vessel will turn more
readily towards the high side. That means the vessel will have a smaller
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turning circle on the high side. The effect of list is to hinder turn in the
direction of list and assist a turn away from the list.
 In twin screw ship, low-side engine will be more effective than the other
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engine.
Effect of Speed on Turning Circle

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 Turning circles are both speeds i.e. full ahead and slow ahead are identical.
 When the speed is higher, larger rudder force is used in order to counteract
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the larger lateral resistance. When the speed is slower, lateral resistance is
less. Thus, lesser rudder force is used.
 In other words, the hydrodynamic forces that counteract the turn are
proportional to the force exerted by the rudder.
 For any turn with a constant RPM, the rudder force and lateral resistance
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will always achieve same balance. Hence, the turning circles will be identical.
 However, the rate of turn will increase with increase in speed. In case where
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the ship’s speed is increased during the turn (RPM not kept constant), the
diameter of this accelerating turn is significantly less than a turn at constant
RPM.
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Effect of Shallow Waters on Turning Circle

 When a vessel turns in shallow waters, her turning circle is bigger. This can
be explained considering a vessel turning to starboard in shallow waters.
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1. In shallow waters, as the stern of the ship begins to turn to port, the water
pressure building on the port side is more than that in the deep waters. This
is because there is less room
available under the keel; hence
there is restriction of water flow.
2. The rudder force has to
overcome a larger lateral
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resistance and is therefore less
efficient.
3. Also, at the bow, because of
reduced UKC, the water which
would normally pass under the
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ship gets restricted. This results
in build-up of pressure – both at
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the head of the ship and port
bow. This pressure pushes the
pivot point abaft thus reducing 'S
the turning lever.
 Due to the above effects, the ship rapidly looses rudder efficiency that is
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available in deep waters and hence, the turning circle in shallow waters is
larger (almost twice) than that in the deep waters.
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STOPPING THE SHIP

The most common method of reducing a ship’s speed and stopping her is simply
by putting the engines astern. This is not a very efficient method as the ship’s
propeller is not very effective when going astern. Also, by using this method, the
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ship’s heading will change significantly, as much as 900. To avoid this, the ship can
be swung to port prior putting the engines astern (for a right handed propeller).
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The rudder must be put to midship when engines are put astern. A large alteration
of course or round turn can also assist in stopping the vessel.
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Stopping Ability of a vessel is judged using a full astern-crash stop manoeuver. It is

measured by the ‘track reach’ and ‘head reach’ realized in a stop engine / full
astern manoeuver till the ahead speed changes sign i.e. the vessel starts going
backwards or stops dead in the water.
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‘Track reach’ is defined as a distance along

the vessel’s track that the vessel covers from
the moment the ‘full astern’ or ‘stop engine’
command is given until the ship changes the
sign of the ahead speed or stops dead in the
water. Track reach is usually less than 15 L. It
can be less than 20 L but never exceed 20 L.
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‘Head reach’ is defined as the distance along
the direction of the original course measured
from the moment the ‘full stern’ or ‘stop
engine’ command was given until the ship
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the ship is dead in the water.
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Stopping distance is defined as the minimum
distance that a vessel may be seen to cover
to come to rest over the ground. Normally,'S
stopping distances are provided from full
ahead to stop engine and from full ahead to
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crash full astern i.e. crash stop.
The vessel’s manoeuvring diagram must indicate head reach for the vessel in
loaded and ballast conditions. The stopping distance of a ship is very important as
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it helps the Master to estimate the time and distance required to bring the ship to
a complete stop in case of emergencies.
One must keep in mind that, a large alteration of course or a round turn can lessen
the head reach considerably. As the vessel changes heading by 900, about 1/4th of
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her original speed is lost. When the vessel changes heading by 1800, about 1/3rd of
her original speed is lost. The advance for a full round turn is roughly 3 to 4 times
the ship’s length whereas the head reach can be 10-15 times the ship’s length
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when the engines are put astern.

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Rudder Cycling
Rudder cycling is a very effective method of stopping the ship while maintaining
her directional movement. It uses the resistance of water on underwater hull area
to reduce the speed of the ship. Let us consider a vessel proceeding at full ahead
and needs to stop.
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With Port side safer than starboard side; we must carry out the following actions:
 Put the rudder hard to port. When the
ship has turned to 200 from the original
course, put the telegraph to half ahead.
 When the ship’s heading is 400 from the
original course, put rudder hard to stbd.
 When the ship’s heading just starts to
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turn to starboard side, put the engines
on slow ahead.
 When the ship’s heading has returned to
original course, put rudder hard to port.
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 When the ship just starts to turn to port,
put the engine to dead slow ahead.
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 When the ship’s heading returned to
original course, put the rudder hard to
starboard to check some of the port'S
swing. When the ship still has some rate
of turn to port, go full astern on engines
to stop the ship. Subsequently, put
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rudder to midship and stop engines.
Rudder cycling will stop the ship at considerable lesser distance. We can use this
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method for both slowing down and stopping the ship. However, we must be
careful not to lose control of the vessel.
Effect of size, displacement, trim, speed and UKC on stopping distances:

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Size – A large vessel will carry her away further than a smaller vessel. Hence,
stopping distance for a large ship will be more than that for a smaller vessel.
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Displacement – Deeply laden vessel carries her way longer than a light vessel.
Hence, stopping distance for a laden vessel is more than that of a light vessel.
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Smooth & Fine Shaped Hull – Vessel that has recently come from a dry dock will
have a smooth hull means less resistance. Hence, stopping distance for such
vessels will be more than for those with a fouled hull. Also, ships with fine shaped
hulls will carry their way longer than vessels that are beamy or rectangular.
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Trim –A vessel with trim by head will have reduced propeller immersion which will
lessen propulsion efficiency. Hence, we can say, a vessel will have greater
stopping distance when trimmed by head than when she is trimmed by stern.
Speed – A vessel will have greater stopping distance at high speed as she will take
her way further than when at slow speed.
UKC – Vessel in shallow waters displaces water which is not so easily replaced,
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therefore leading to a state of partial vacuum. The vessel takes longer time to
respond to helm and engine movements become sluggish. Therefore, a vessel
carries her way longer in shallow waters increasing the stopping distance.
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TRANSVERSE THRUST
 The thrust of a propeller blade is divided into two components:
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(i) Fore and aft component
(ii) A very small athwartship
component 'S
 The latter is called transverse thrust
or starting bias which is caused by
the wheeling effect and helical
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discharge.
 For a right handed propeller, while
going ahead, the bow cants to port,
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the swing decreases as way is

gathered. While going astern, the
bow cants strongly to stbd and will
continue to do so until correcting
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helm is used.
Effect of Transverse Thrust – Transverse thrust effects are a cause of the single
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propeller action where water is displaced to one side or another, causing a

movement of the hull from the deflection of the water flow.
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(1) Right Handed Propeller / Going Ahead

 In an ahead movement of a right handed propeller, the helical discharge
from the propeller creates a large pressure on the port side of the rudder.
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 The speed of the water into a propeller area is uneven and there is more
pressure on the down sweeping blades of the propeller.
 The net result is a tendency for the right handed propeller to give a small
swing to Port when running ahead. This is not very noticeable because of
factors like wind, current, rudder errors, etc.
(2) Right Handed Propeller / Going Astern
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 In an astern movement, the helical discharge splits and passes towards
either side of the hull in forward direction. In doing so, it behaves quite
differently.
 On the port quarter, it is inclined down and away from the hull. And on the
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stbd quarter, it is inclined up and onto the hull.
 This flow of water striking the stbd quarter can be a great force in tonnes
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capable of swinging the stern to port making the bow swing to stbd.
Thus, the effect of transverse thrust while making ahead movement is less
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worrying than that on an astern movement. However, a vessel fitted with a
right-hand fixed propeller would benefit from the transverse thrust effect, and
her turning circle, in general, will be quicker and tighter when turning to port
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than to starboard.
MANOEUVRING BOOKLET
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It is recommended that manoeuvring information in the form of a ‘Pilot Card’,

‘Bridge Poster ’ and ‘manoeuvring booklet’ should be retained on board ships.
Such information should include comprehensive details on the following factors
affecting ship’s manoeuvrability, as obtained from construction plans, trials
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and calculated estimates.

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1. Ships general particulars

2. Listed main manoeuvring features – Main engine, type and number of units,
together with power output; the number and type of propellers, their
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diameter, pitch and direction of rotation; the type and number of rudders;
bow and stern thruster units (if fitted), type and capacity.
3. Hull particulars – Profiles of the bow and stern sections of the vessel and
the length of the parallel middle body (respective to berthing alongside).
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4. Manoeuvring characteristics in deep and shallow waters – Curves should

be constructed for shallow and restricted waters to show the maximum
squat values at different speeds and blockage factors, with the ship at
variable draughts.
5. Main engine – Manoeuvring speed tables established for loaded and ballast
conditions from trials or estimated; stating critical RPM.
6. Wind forces and drift effects – The ability of the ship to maintain course
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headings under relative wind speeds, should also be noted; together with
the drifting effects on the vessel under the influence of wind, when the
vessel is without engine power.
7. Turning circle test results - from trials or estimates for various loaded and
ballast conditions; reflecting ‘advance’ and ‘transfer’ and the maximum
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rudder angle employed in the test, together with times and speeds at 90°,
180°, 270° and 360°; details should be in diagrammatic format with ship’s
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outline. Data may refer to only stbd turn, unless there is a significant
difference between the Port and stbd turn.
8. Acceleration and speed characteristics – Presentation of speed
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performance when the ship accelerates from a stopped position and
deceleration from full sea speed to a position of rest, for loaded and ballast
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conditions.
9. Stopping capabilities – Should include following track stopping distances:
Full astern from Full sea speed / Full man. speed / Half Ahead / Slow Ahead
Stop Engine from Full sea speed / Full man. speed / Half Ahead / Slow Ahead
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Relevant time intervals for stoppages should also be recorded.
Any other relevant information considered useful to manoeuvring & handling

capabilities of the vessel should be included in the ‘Manoeuvring Booklet’.
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THE WAKE CURRENT

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 If a beamy, rectangular barge is under headway, a cavity will be created at

its stern. Water flowing down the sides of the barge, will swirl in and fill this
cavity. This water that swirls into the cavity is known as the Wake Current.
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 Steering is adversely affected because the rudder will be working in partial

vacuum. The propeller will be working in disturbed waters hence speed is
lost and vibrations are set up.
 Because of all this, ships are so constructed so as to have the aft portion as
fine as possible.
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SIDE SLIP OR SKID:
 When turning under helm, a ship skids about her pivot point.
 There is bodily sideslip due to centrifugal force.
 At high speeds, the skidding has a marked effect in reducing headway.
EFFECT OF STERNWAY:
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 A single-screw ship will answer her helm under sternway when there is
sufficient sternway, calm seas and engines stopped.
 In wind, it is possible for the stern to go right into the wind’s eye.
 Response to rudder is generally poor unless vessel has to be swung to stbd,
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when rudder assists the transverse thrust. (For a right handed propeller)
 Twin-screw ship steers sternway quite well by varying RPM on each engines.
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APPROACHING PILOT STATION 'S
 Pilot boarding areas are usually congested. There are other vessels boarding
or disembarking pilots which require changes in speed and course. One
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must bear in mind that under these circumstances, the ARPA may take time
to consider these changes in its calculation.
 Some of the tasks that must be accomplished prior and during the pilot
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boarding are:
1. Complete all pre-arrival checks and tests.
2. Setting an appropriate watch level on Bridge and in the E/R.
3. Making contact with the Pilot Station confirming ETA, pilot boarding
arrangements (which side pilot ladder and height), boarding speed, etc.
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4. Rigging pilot ladder / combination ladder as per IMO regulations.

5. Having anchors cleared and ready for letting go in case of emergency.
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6. Ensure Master-Pilot information card is completed.

7. Posting an officer at the Pilot ladder with a radio.
8. Making radio contact with the Pilot boat and VTS as appropriate.
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 When all the activities are being conducted, the vessel must be slowed
down and manoeuvred, making a lee for the Pilot boat. With many activities
going on at the same time, the Bridge Team must not forget their primary
duty of manoeuvring the vessel for collision avoidance as per COLREGS.
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 Radio contact with the pilot boat is important. The operator of the Pilot
boat is usually very experienced and can give advice on manoeuvring the
ship to provide the best lee or make requests for alteration of course and/or
speed.
 The standard approach is to steer a steady course to the Pilot boarding
point at the required speed with the Pilot ladder rigged on the Lee side.
 When the sea is rough or there are confused seas, the best way to provide
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smooth water for pilot boarding is by swinging the ship just before the pilot
boards such that the ship’s quarter is swinging away from the pilot boat.
The common term for this manoeuver is ‘sweeping a lee’.
 If the vessel is unable to create a lee in extremely bad weather, it may be
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necessary to wait for the weather conditions to improve. Many ports that
are prone to bad weather have alternate pilot boarding areas. Transit to
such areas must be included in the passage plan as a contingency.
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PICKING UP PILOT WITH CURRENT AND TIDE:
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It is very important for a ship handler to consider the effect of tide and current on
the ship. The effects are felt in restricted waters where there is little room for
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error when manoeuvring a vessel. Predictions of their effects should be made
during the passage planning stage and again during the manoeuvers such as
berthing, anchoring, etc.
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 Current – Information regarding the currents in a particular area must be

obtained by referring to the appropriate current tables (tidal stream
atlases), charts or Pilot Books. Information includes the direction and
velocity at any given time, times of maximum and minimum current, etc.
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Sometimes, this information can also be obtained from VTS. The set and
drift once known can be applied to get the course to steer at different
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engine speeds. When handling a ship in a current, due allowance must be

made for the downstream drift of the ship, the amount of which will
depend on the strength of the steam and the period of exposure. Great care
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is necessary handling a ship running downstream. It is always better to stem

the stream so as to have easy control due to the braking effect of the
current.
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 Tide - The ship handler must take into consideration the height of tide and
depth of water available when planning a passage. This information can be
obtained from Tide tables or local hydrographic offices. The height of tide is
needed to establish no go areas and to mark out places with acceptable
UKC, etc. Also, many manoeuvers such as turning the ship, slowing down or
stopping, etc depend on the available depth of water.
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SAFETY & EMERGENCY SHIP HANDLING 1 – Shallow Water Effects & Interaction
SHIP HANDLING (PART 1)

SHALLOW WATER EFFECTS:
When ships make a landfall from a deep sea position, they may experience a form
of interaction with the sea bed, known as ‘Shallow Water Effect’. It is especially
noticeable where the shoals and the change in depth becomes abrupt and may
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cause the ship’s steering to be affected, the bows being pushed off course to
either port or starboard as the vessel experiences a sharp change in UKC.
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When a vessel enters shallow water, she experiences a restricted flow of water
under the keel, which causes an apparent increase in the velocity of water around
the vessel relative to the ship’s speed, increasing the frictional resistance from the
ship’s hull. A reduction of pressure under the hull will be experienced, causing the
ship to settle deeper in the water. This is also known as the ‘Squat Effect’.
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The squat effect is the hydrodynamic phenomenon by which a vessel moving

quickly through shallow water creates an area of lowered pressure that causes
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the ship to be closer to the seabed than would otherwise be expected.
When a ship is nearing an extremely shallow depth of water, such as a shoal, she is
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likely to take a sudden sheer, first towards it and then violently away. This is called
‘smelling the ground’. The increase in the frictional resistance of the vessel,
together with the reduction of pressure, results in the ship ‘smelling the bottom’.
When this happens, the movements of a sluggish ship may suddenly come
astonishingly lively.
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Vessel in shallow waters displaces water which is not so easily replaced. Hence,
the rudder and propeller are working in kind of a partial vacuum. Due to this, the
vessel takes longer to answer her helm, and response to engine movements
become sluggish. In these circumstances, vibrations are set up and it will become
extremely difficult to quickly correct a yaw or sheer.
Due to the fact that the water displaced by the ship is not easily replaced, the bow
wave and stern wave of the vessel will increase in height. Further, the trough
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which normally exists under the quarter becomes deeper and the after part of the
vessel is drawn downwards towards the bottom. By reducing speed, the wave
heights and trough depth can be diminished and the vessel will not close the
bottom, or squat. The reduction of speed should not be sudden, otherwise the
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stern wave will overtake the vessel and cause her to sheer, which in a narrow
channel could be dangerous.
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Where shallow water is encountered in
confined waters, e.g. channels and canals, a
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‘blockage factor’ must be taken into account.
Ships may sink lower in the water when the
blockage factor lies between 0.1 and 0.3. This,
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combined with a change of trim from the
shallow water effect, is generally expressed as
‘squat’. The result of a vessel squatting will be
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a loss of UKC, making steering and handling

difficult.
NOTE: When a vessel is in very shallow water, she drags a volume of water which
can be as much as 40% of her displacement. When the vessel stops, this entrained
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water continues moving and causes the ship to carry her way longer than in deep
waters, as this ‘Drag Effect’ is not experienced in deep waters.
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SQUAT EFFECT
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 The squat effect is the hydrodynamic phenomenon by which a vessel

moving quickly through shallow water creates an area of lowered pressure
that causes the ship to be closer to the seabed than would otherwise be
expected.
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 This phenomenon is caused when water that should normally flow under
the hull encounters resistance due to the close proximity of the hull to the
seabed. This causes an increase in velocity of water passing under the hull
and a low-pressure area is created under the hull (Bernoulli’s Principle)
which pulls the ship down.
 The squat effect results from a combination of vertical sinkage and a change
of trim that may cause the vessel to dip towards the stern or towards bow.
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 The restricted water flow past the stern reduces the propeller efficiency,
which tends to reduce the speed.
 Squat is approximately proportional to the square of the ship’s speed. So if
the speed is reduced, there will be a considerable reduction in squat.
 Squat effect is usually felt more when the depth/draft ratio is less than
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four or when sailing close to a bank. It can lead to unexpected groundings
and handling difficulties.
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 Sinkage due to squat can be calculated using the following formulae:
FOR OPEN WATERS

𝐶𝑏 𝑥 𝑉 2
'S FOR CONFINED WATERS
2 𝑥 𝐶𝑏 𝑥 𝑉 2
𝑆𝑞𝑢𝑎𝑡 (𝑚) = 𝑆𝑞𝑢𝑎𝑡 (𝑚) =
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100 100
Therefore, we see that squat in confined waters is twice the squat in open
waters. Also, squat is directly proportional to the Speed2 (V) and block
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coefficient (Cb) and inversely proportional to the UKC or depth.

 Squat must be calculated and allowance must be made in the UKC to
prevent unexpected groundings.
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In short, following are the factors that influence Squat:

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1. Squat is directly proportional to the square of ship’s speed through water.

2. Squat is directly proportional to ship’s Block co-efficient & Blockage factor.
3. Squat is inversely proportional to UKC and depth (or depth/draft ratio)
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4. Squat is inversely proportional to the confines of the channel.

5. Squat is experienced more for a vessel trimmed by head than by stern.
6. Passing ships in close proximity can increase squat.
7. Squat may increase with the rate of acceleration of the ship’s speed.
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EFFECT OF ROLLING AND PITCHING ON UKC:

 Vessels will roll, pitch and heave in a seaway. All three motions will increase
the vessel’s dynamic draft and reduce the UKC.
 In confined waters that are relatively calm, the heave and pitch motion are
smaller than in open sea.
 The rolling (heeling) motion of a vessel can however limit the UKC and is an
important factor to be taken into consideration. The heel caused by the
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rolling causes the ship’s bilge corner to come closer to the bottom thus
reducing the dynamic UKC.
 The amount of heel caused by a turning vessel is minimal for full bodied
ships (like bulk carriers) and ships with large GM (like tankers). However,
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the amount of heel may be significant for fine bodied vessels (like
containers) and vessels with a small GM.
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 The increase in draft can be calculated roughly using a simple formula.
Increase in draft (m) = (tanϴ x B/2)

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where ϴ is the list in degrees and B is the ship’s beam in metres.
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SHIP HANDLING IN NARROW & RESTRICTED CHANNELS:
BANK EFFECT: When navigating in narrow or restricted channels, all the effects of
shallow waters are present, together with others. The water displaced by a vessel
moving ahead is restricted in movement by the proximity of the banks. The
general effect is a build-up in the water level ahead of the ship and a lowering in
the level astern of her. It produces a surging effect which can part the mooring
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hawser of a nearby moored ship.
In addition, the moving vessel’s bow wave and stern wave and trough increase in
amplitude. For this reason, a vessel must proceed at slow speed in such areas.
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As the vessel moves through the
restricted channel, it is possible
that she may be close to one bank
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resulting in ‘venturi effect’ due to
the restricted flow of water on 'S
that side. This causes increase in
the velocity of water on that side
together with a loss of pressure,
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resulting in drop in the water level
at the nearest bank and a thrust is
set up towards it. Also, the vessel
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heels towards the bank so as to

displace constant volume.
Inequalities of the bottom of the
channel can cause these forces to
come into play even if the ship is
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equidistant from both the bank.

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The greater fullness of the after

body of the ship increases the thrust on the aft part and thus appears more
strongly at the stern than at the bow. The stern moves towards the bank and the
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bow moves away from the bank. This is called ‘Bank suction’ and ‘Bank cushion’
respectively.
A sheer should be instantly corrected by ordering bold correcting helm. In
emergency, the anchor on the side towards which the vessel is sheering should be
‘let go’ and held at short stay.
Page 78 of 271
Countering Bank Effect:

 Vessel should proceed at slow speed as the canal effect (bank effect) and
shallow water effect is directly proportional to the square of ship’s speed.
 So a small change in speed will produce a large change in the canal effect.
 Navigators using correcting helm when experiencing canal effect, should be
extremely alert to reduce this helm when slowing the ship.
 As far a possible, the vessel should be kept in the true centre of the channel.
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NAVIGATING BENDS IN A NARROW CHANNEL:
A ship wishing to make a starboard turn in a river bend, can keep well close to the
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port side bank and use the bank cushion effect forward to assist her turn. If the
cushioning becomes excessive, port helm may be given in spite of the fact that
the turn is to stbd. Similarly, a vessel wishing to make a port turn in a river bend,
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can keep well close to the stbd side of the bank. Let us see how the bank effect
can be used to advantage when navigating bends with wind and current.
With wind:
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 When a cross wind is causing the vessel to swing her bow downwind, by
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keeping further towards the leeway bank, the Bank cushion effect may be
used to correct this tendency.
 If continuously swinging upwind, in case of a deeply laden vessel, by
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keeping closer to the weather bank, the bank effect will make her steady.
With current:
In narrow channels, the strength of the stream varies greatly. The water usually
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runs fastest in the middle of a straight bank and in the concave bank of a bend.
Off the convex bank (point), slack water or even reverse currents may be found.
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Below figure (A) shows a rounding a bend to port against the stream. As the
vessel leaves the straight reach and enters the bend, the current is flowing along
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her side aft and on the port bow as well. This will cause her to sheer to stbd unless
bold correcting helm is used. When heading upstream, it is therefore advisable to
keep within the bend, as far as possible from the ‘point’. Bank effect will then
assist in counteracting a sheer, if any.
Page 79 of 271
Figure (B) shows the vessel

rounding a bend to port
with the stream astern of
her. As she changes her
course and alters towards
port, the stream aft catches
her port quarter, causing
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her to sheer to port. When
heading downstream, it is
therefore advisable to keep
close to the point, so that
the bank effect will then
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assist in counteracting a
sheer, if any.
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NARROW ENTRANCES
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A vessel entering a dock or lock or any narrow entrance off the river, with a strong
current will need tugs to control her entry. A small ship can usually make the
entrance unassisted, under bold headway. A larger vessel generally does not have
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sufficient room in which to gather this headway.
As the bow comes under the lee of the
pierhead, her fore body is in slack water
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while her stern is still under the influence of

the stream. She will therefore tend to sheer
toward this pierhead and a careful watch
must be kept for the first sign of a cant.
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Bold correcting helm and a surge ahead on

the engines will be necessary to counteract
this sheer.
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Since the approach may be made at right

angles to the stream, due allowance must
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be made for the downstream drift of the

vessel.
Fenders should be rigged at the upstream
bow and downstream quarter.
Page 80 of 271
TURNING SHORT ROUND IN A NARROW CHANNEL:
Upstream:
 The vessel is run close to the port-hand bank into
slacker water and the bow given a cant into the
fast water. (See o1)
 The swing develops. The stern must be kept as
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close to the port-hand bank as is prudent with stbd
helm to assist the turn if required. (See 02)
 The engines must now be reversed fully (See 03)
to prevent bodily downstream drift and the port
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helm must be used to complete the swing.
 In making the turn at the port bank, the transverse
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thrust is favourable throughout.
Downstream:
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 The vessel is run close to the stbd side bank into
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slacker water and the engine is reversed (01).
The helm is hard over to stbd to cant inshore and
is about to be placed to midship. The reversed
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engine produces a favourable transverse thrust

and also prevents excessive lee drift.
 In (2) the upstream anchor is let go and held at
short stay. This rapidly takes the bow to (3) by
which time the engines must be worked ahead,
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under stbd helm to complete the swing to (4).

 The anchor is held at short stay so that excessive
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stress on the cable may cause it to dredge rather

than be strained.
 The vessel seemed to have drifted further at (4)
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but in reality the vessel swings very nearly in her

own length at (3).
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INTERACTION:
 Interaction occurs when a ship comes too close to another ship or too close
to a river or canal bank. As ships have increased in size (especially in
breadth) interaction has become very important to consider.
 Most vessels will at one time or another experience some form of
interaction with another vessel, perhaps when navigating in shallow water
or passing too close to an obstruction. Interaction is the reaction of the
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ship’s hull to pressure exerted on its underwater volume.
 Interaction can result in one or more of the following characteristics:
1. If two ships are on a passing or overtaking situation in a river, squats of
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both vessels could be doubled when both amidships are directly in line.
2. When they are directly in line each ship will develop an angle of heel and
the smaller ship will be drawn bodily towards the larger vessel.
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3. Both ships could lose steerage efficiency and alter course without
change in rudder helm.
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4. The smaller ship may suddenly veer off course and head into the adjacent
river bank.
5. The smaller ship could veer into the side of the larger ship or worse still
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be drawn across the bows of the larger ship, bowled over and capsized.
 In other words there is:
1. a ship to ground Interaction,
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2. a ship to ship Interaction,

3. a ship to shore Interaction.
 The cause of the interaction is pressure bulbs that exist around the hull form
of a moving ship.
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Page 82 of 271
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 As soon as a vessel moves from rest, hydrodynamics produce the shown
positive and negative pressure bulbs. For ships with greater parallel body
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such as Oil Tankers, these negative bulbs will be comparatively longer in
length. When ship is stationary in water with no current, these bulbs
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disappear.
 The domain that encloses the vessel and these pressure bulbs is very
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important. When the domain of one vessel interfaces with the domain of
another vessel, then interaction effects will occur. Effects of Interaction are
increased when ships are operating in shallow waters.
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Interaction in Narrow Channels
Ship to Ship: When passing another vessel that is moored fore and aft, interaction
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between the vessels will often cause the moored ship to ‘range on her moorings’.
Also, interaction between ships is experienced when they come very close to one
another especially in shallow waters, in a passing or overtaking situation.
Ship to Shore: In a narrow channel such as a canal, when a vessel is navigating
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close to the bank, the interaction is experienced between the hull of the ship and
sides of the bank. The vessel may experience the Bank Cushion effect at the bow
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and Bank suction effect at her stern.

Ship to ground: In shallow waters, an increase in squat may be experienced
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because of the loss of water under the vessel’s keel leading to an interaction
between the ship’s bottom and the seabed. This may even bring about the vessel
grounding. When a ship is nearing an extremely shallow depth of water, such as a
shoal, she is likely to take a sudden sheer, first towards it and then violently away.
This is called ‘smelling the ground’. This is also a form of interaction between the
ship and ground.
Page 83 of 271
INTERACTION BETWEEN TWO SHIPS

(A) On reciprocal courses, meeting end-on:
 The period of time in which interaction is
allowed to affect both vessels is limited
because the effect will last only during the
period of passing. When vessels are on
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reciprocal courses, the length of time that the
vessels are actually abeam of each other is
short (as opposed to an overtaking situation).
 No problems arise when both vessels have
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ample sea room. However, in narrow
channels there is the danger of grounding or
collision as bows are repelled and sterns
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pulled towards each other.
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 When navigating in narrow channels,
the limits for vessels passing can often
be extremely fine. Both vessels must
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reduce speed in ample time in order to
minimise the interaction between ship
and ship and ship and bank. Provided a
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sensible speed is adopted, it should

prove unnecessary to alter the engine
speed while passing, thus keeping
disturbance and changing pressures to
the minimum as the vessels draw
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abeam.
 In normal circumstances each vessel
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would keep to her own starboard side of

the channel. Good communications
should be established before the
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approach to ascertain exactly when the

manoeuvre will start. Efficient port /
harbour control can very often ease
situations like this simply by applying
forward planning to shipping movements.
Page 84 of 271
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(B) When overtaking another vessel
 When two vessels are passing too close to each other on parallel courses,
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such as in an overtaking situation, interaction may occur when the vessels
are abeam, resulting in deflection of the bows and attraction of stern
quarters, with dangerous consequences.
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Page 85 of 271
 Overtaking in a narrow channel must naturally be

performed at close quarters and hence, it should be
avoided as far as possible. If it is executed, it is
important that those in charge of both the ships pay
careful attention to what is happening and carry out
the correct and necessary manoeuvers on the rudder
in good time. These manoeuvres may be extremely
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dangerous, as the overtaken vessel may go out of
control on account of her reduced speed and
consequent lesser effective rudder.
 The ship being overtaken should reduce her speed as
much as possible while still maintaining steerage way.
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This will reduce the time required to complete the
overtaking manoeuver, reducing the time the
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overtaking vessel will be abeam and thereby reducing
the chances of her becoming unmanageable.
 The effect is more when there is a large difference in
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size and displacement of the two vessels.
 Most dangerous situation is when a large vessel
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overtakes a smaller vessel. The positive pressure at the
bow of the larger vessel acting on the quarter of the
smaller vessel being overtaken may cause that vessel
to sheer towards or in front of the overtaking vessel.
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(C) When working with TUGS:
 In some localities, the assistance of tug is essential, particularly in conditions

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of strong wind and current. The use of tugs will greatly add to the speed
and safety of the manoeuvre. In very restricted waters, the tugs have
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almost complete control over the ship, the main engines being used to
assist the vessel in gathering way or completing a swing. Where there is
plenty of manoeuvring room, the ship is handled in the usual way, using the
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tugs to push or tow as required.

 When the tug is used to push, the force should be applied to the position of
the COG of the vessel. If this is done, the vessel will move bodily. But if the
tugs stem is a few metres out of position, one end of the ship will swing
rapidly which the other remains practically stationary.
Page 86 of 271
 When a strong wind is blowing on the other side of the ship, the tug’s stem
must be a little forward of the COG to correct for the swing of the ship’s
bow downwind.
 When a tug is used to swing a ship, a pushing force is more effective than a
pulling force. The tug should position herself just abaft the ship’s stem and
at right angles to the hull plating. The tug’s fore-and-aft-line will then make
an angle of roughly 700 with the ship’s fore-and-aft-line. The effect of the
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tugs headway will then be partly to turn the ship and partly to push it
astern. The astern push can be counteracted by working the engines slow
ahead, with helm over to the side of turning to assist the turn. This way a
turn is often achieved in the vessel’s own length. In this case, the tug is not
positioned aft as it cannot get sufficiently close to the stern.
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 When using two tugs, one forward and one aft, the effectiveness of each
will depend on the location of the pivot point. When ship is stationary, the
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pivot point is amidships and the lever arm created both sides is equal. When
ship is moving ahead, the pivot point moves forward. The lever arm forward
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becomes less than the lever aft, making the aft tug more effective. When
the ship is moving aft, the pivot point moves aft. The lever aft is less than
the lever forward making the forward tug more effective.
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 The main engines must not be used with the tugs sufficiently close to the
propellers. Even if it is clear to use them, the tug may be unable to maintain
its position. When employing tugs, it should be borne in mind that a tug will
have considerable difficulty in correcting a violent sheer. For this reason, the
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amount of way gathered should never be excessive.
Girting or Girding
 It is not practical to secure a towline
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to a tug by its stern-rail. It is usually

secured very close the COF and for
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this reason, the tug may be girted or

girded. It happens only when towline
is secured around midship and is
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leading off abeam.

 It occurs when a towline under
stress is allowed to lead directly
abeam from the tug. In such a
condition, the tug is unable to turn.
Page 87 of 271
 The situation could be extremely dangerous if the tug’s gunwales are dragged
under by the force acting on the towline causing her to list rapidly and even
capsize with loss of life.
 The list may be so rapid that the crew may not be able to slip the hook. The
men standing by the towline onboard the vessel being towed should therefore
be instantly ready, at all times, to let go the line.
 In the figure above, the ship has been towed broadside off the quay from (1) to
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(2). Without warning to the tug, the ship moves ahead or astern to (3). Her
motion takes the tug master by surprise and before he can swing in line with
the towrope, the towrope leads abeam and his craft is girded. To avoid this,
ample warning must be given to the tug if the ship is required to suddenly
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move ahead or astern.
 To reduce the dangers of girding, the towing point must be shifted aft by using
a Gob Wire or rope. By shifting the tow point to the stern, stability can be
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improved on conventional tugs. A gob wire or rope sometimes referred to as
guest rope or bridle is a short wire or rope made fast to the tow line at the
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after end of the tug. This gives the tug Master greater control and allows more
manoeuvrability to prevent girding.
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Page 88 of 271
(D) When passing a Moored Vessel:
 Interaction between a Moored vessel and a passing

vessel will be such that the moored vessel will surge to
and fro in the wash of the passing ship.
 The speed of the passing ship therefore must be reduced
whenever she intends to pass close by say, a river berth.
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 The surging is due to the cushioning and suction effects
existing at a passing ship’s bow and stern. The fore-and-
aft flow of water down her side must also be considered.
 Due to the speed of the travelling ship, the moored
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vessel cannot be considered a fixed object as it will
attract or repel the bow or stern of the passing ship.
 On the contrary, the moored vessel is regarded as a
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floating object which is subjected to sheering forces.
 The figures alongside show the movements to which a
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moored ship will be subjected. In (1) we see that Ship
A’s stern is repelled by Ship B’s bow. By the time Ship B
reaches (2), Ship A’s starts surging astern. When both
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the ships are abeam as in (3), the sterns are attracted
and bows are repelled. As the ship B proceeds to (4),
the bow of Ship B is attracted to the side of Ship B and
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she surges ahead.

 Ship A must have her lines tended during the passage
of ship B. Ship B must proceed as slowly as possible in
order to keep her wave making to a minimum. She
must also keep well clear of the other bank so that she
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does not take a violent sheer into Ship A.

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EFFECT OF WIND ON SHIP HANDLING:
 When a vessel is light, a gentle breeze can have the same effect upon her as
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a gale would have on a deeply laden ship. In general, a wind is of great

assistance provided it is not too strong for the condition of loading.
 When a vessel is stopped, she adopts a position such that the wind is
roughly on her beam.
Page 89 of 271
 When a vessel is under sternway, her pivot point moves right aft, all her
windage area is forward of this point and she rapidly runs her stern up into
the wind’s eye. This is a general rule, and if she has enough sternway, she
will do this even under full opposing helm.
 When a vessel is under headway, a vessel’s movements in a wind are very
much dependent upon the amount of windage area forward or abaft her
pivot point, and relative direction of the wind. Provided a vessel is trimmed
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by stern, her greatest windage will be forward and under headway with
wind on her bow, she will turn to leeward i.e. run across the wind. The
exceptions to this are vessels trimmed by head and deeply laden tankers
with big superstructure and funnel aft.
 We must therefore take note of the average vessel’s 3 tendencies in a wind:
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1. To lie across it when stopped.
2. To run across it when under headway.
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3. To sternbore into it when under sternway.
 Let us consider a vessel under headway with wind in all relative directions.
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(See figures 1-5)
1) Wind from right ahead - Easily steered

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and stopped. Difficult to bring back. Tries
to cross wind.
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2) Wind from right aft - Easily steered, but

difficult to stop due to leeway direction.
Difficult to bring back. Tries to cross wind.
3) Wind from the bow –Needs constant

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weather helm. Resulting skid adds to the

leeway. Full speed needed to swing
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upwind. Tries to cross wind.
4) Wind abeam – Maximum leeway. Little

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effect on steering.
5) Wind on the quarter – Quarter blows

downwind and vessel tries to cross wind.
Lee helm is required.
Page 90 of 271
In this example alongside, a vessel with

wind on her port quarter is under headway
At (1) her engines are stopped and at (2) she
has lost all way. As she loses all headway,
she runs across the wind to (2) and then,
her engines are reversed. As she gathers
sternway, her bow develops a reverse
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swing to starboard and she bores her stern
into the wind’s eye. She will of course not
reach her original position (1) due to the
leeway which she is continually
experiencing.
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EFFECT OF CURRENT ON SHIP HANDLING:
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 Currents which are known, and not too strong, may be used to advantage.
They do not affect a ship’s handling qualities and affect all ships equally,
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regardless of trim or loading condition.
 When handling a vessel in a current, due allowance must be made for the
downstream drift of the ship, the amount of which depends on the strength
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of the stream and the period of time the ship is under its influence.
 When anchored or berthed in a current, the rudder is effective due to the
continual flow of water past it.
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 A vessel stemming the stream

at slow speed and turning
may complete the first part of
her turning circle almost
within her own length, as the
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stream runs against the

vessel’s broadside. The same
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vessel when running

downstream and turning will
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make a wider swing as the

downstream drift will cause
the turn radius to be greater.
 Great care is necessary when
handing a ship running
downstream.
Page 91 of 271
 When berthing, the vessel should stem the stream and will be under easy
control due to the braking effect of the current.
 When leaving the berth, the uptide end has its mooring slackened, and the
water running between the quay and ship’s side forces the other end of the
vessel clear of the quay.
 If the vessel is moored heading upstream, the engines will have to be
worked ahead as soon as the bow is cast off across the stream, in order to
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prevent the stern from hitting the jetty. When moored heading
downstream, this situation does not arise.
NOTE:
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Example of interaction between a tug and a parent vessel:
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In the following example, a tug is to engage with a parent vessel on the starboard
bow. Interaction between the smaller and larger vessels could generate a collision
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scenario. Prudent use of the helm and speed by the tug master is crucial in
collision avoidance.
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SAFETY & EMERGENCY SHIP HANDLING (PART 2) – ANCHORING & MOORING
SHIP HANDLING (PART 2)

ANCHORING & MOORING
ANCHORING
Anchoring a vessel and getting underway from an anchorage is a shiphandling
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manoeuver that ship Masters are commonly required to do.
Planning:
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 As with any other shiphandling operation, a proper plan should be
developed prior to anchoring. The planning involves careful scrutiny of the
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chart of the area the vessel is proposing to anchor. Items that need to be
considered are:
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1. Local customs and practice such as any port regulations that designate
anchorage areas for the type and size of ship.
2. Direction and strength of wind and current
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3. Depth of water.
4. Manoeuvring room for the approach.
5. Swinging room at the anchorage.
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6. Type of bottom (holding ground, good or bad)

7. Location of navigational hazards and distance from the lee shore.
8. Conditions affecting visibility, weather and currents.
9. Length of time the vessel intends to stay at anchor.
10. If possible, the number and location of other ships at anchor. As the ship
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approaches the anchorage, this will become apparent and may require
the approach plan to be altered. Hence, plan must remain flexible.
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 These factors will play a great role in determining the ‘scope’ of the cable.
‘Scope’ is the name given to the amount of anchor cable paid out from the
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hawse pipe to the anchor crown ‘D’ shackle. It will vary with each case and
previous experience; however, as a general rule, four times the depth of
water may be taken as a working minimum. This would change, say, if the
holding ground was bad, the weather deteriorating, and you were expected
to remain at anchor for a long period of time.
Page 94 of 271
 Observation of other ships at anchor will give the shiphandler a good idea of
how the wind and current are affecting the ships. It will also give an
indication if there are any ships that are underway at the anchorage.
 The direction of wind and current will determine the preferred approach
direction and the final heading after anchoring. The shiphandler should try
and approach the anchorage at a steady heading while slowing down. As
the ship slows down, the effect of set and drift will increase. It may be
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required to pass downstream and to leeward of other anchored ships and
then round up to get on the desired heading. When approaching an
anchorage, the shiphandler should never pass upstream or to windward of
other ships.
 In addition, the shiphandler must be aware of the effects of depth of water
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on the manoeuvring characteristics of the vessel.
 The type of bottom will determine the holding capability of the anchor. Mud
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and clay can be considered to be average or good, sand is average whereas
gravel, stones, pebbles and rocky are very poor.
Briefing:
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 The Master must brief the Anchoring crew (Anchor Party) on the anchoring
plan prior to approaching the anchorage. The brief should include:
1. Which anchor will be used.

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2. If the anchor will be walked back or let go, or combination of the two.
3. How much chain will be initially paid out
4. Final amount of cable to be paid out.
5. Any other unusual items in the plan or any backup, if applicable.
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Procedures for clearing anchors

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 Clearing of anchors means the removal of all lashings, covers and other
fittings that may come in the way of dropping the anchors, except the Bow
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Stoppers. This is done whenever the ship is approaching harbour, or an

anchorage, or when approaching fog or other dangers, etc. in shallow
waters, when it may be necessary to drop the anchor at short notice.
Page 95 of 271
 The procedure involves:
1. Clearing of the covers of the hawse pipes.

2. The removal of devil’s claw or other lashings of the anchor cable.
3. Removal of covers of the spurling pipes. (also cement if used to seal the
spurling pipe)
4. Checking that the windlass brakes of both anchors are as tight as
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reasonably possible.
5. Ensuring that there is no tension on the bow stoppers.
6. Trying out the bow stopper mechanism to ensure that it operates freely,
but returning it back to the active position.
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 Clearing away is done well in advance of the required anchoring time. It is
not safe to keep the anchor up in place only by the brake. Brake slipping
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while ship is underway at full speed could end up with disastrous results.
Hence, bow stoppers are not released at this stage.
Preparing Anchor For ‘Letting Go’

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 Once power has been obtained on deck, and the windlass has been oiled
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and checked, the anchors must be made ready to ‘let go’. This operation
must be carried out carefully and systematically to ensure that the ‘letting
go’ operation will run smoothly. The following operations are carried out:
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1. Ensure that windlass brake is on and holding and put windlass in gear.
2. Remove the hawse pipe covers, devil’s claw and any additional lashings.
3. Remove the bow stopper, guillotine or compressor.
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4. Take off the brake and walk the cable back a short distance. This will also
break the cement seal on the spurling pipe, if any.
5. Walk back on the cable until the anchor is out, clear of the hawse pipe
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and above the water surface.

6. Screw the brake on hard and check that the brake is holding.
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7. Take the windlass out of gear, leaving the anchor holding on the brake.
8. Confirm that it is out of gear by turning the windlass on power briefly.
9. Report to the Bridge that the anchor is on brake and ready for letting go.
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 As the vessel is approaching anchorage, the following items should be done

by the Master:
1. Ensure that the largest scale of chart is used and thoroughly checked to
confirm that the anchorage position is clear of any cables, pipeline,
wrecks or other obstructions.
2. Ensure that the bow is properly manned with a mate and properly
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trained crew members familiar with the proper operation of the anchor
windlass.
3. Check that the E/R is notified, well manned and ready for manoeuvring.
4. Engines must be tested well in advance and the speed of the vessel
should be under control, so as to not overshoot or undershoot the
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anchorage position. If Master feels the ship’s speed is more than
required, he should exercise zig-zag maneuver (rudder cycling) to reduce
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the speed.
5. Ensure that there is power on deck and the anchors are cleared away.
6. Ensure that the anchor is lowered upto the water level and on brakes,
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ready for letting go. If the sea is rough, it might be necessary to wait to
get to sheltered waters before lowering the anchor in order to prevent
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the swinging and hitting the side of the ship. If the depth of water is
more, it is better to walk back the anchor rather than letting go.
7. Ensure ship’s position is monitored closely using visual fixes, GPS, ECDIS
and parallel indexing in order to monitor the vessel’s track during the
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approach.
8. Keep the anchor party stationed at the bow, well-informed on how far to
go before letting go and give them a stand-by warning.
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Letting-Go Anchor:
 When the ship reaches the anchorage position, it should be stopped or have
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a slight sternway, with ships engines run astern. This will cause the bow to
fall off to starboard, for a vessel with right-handed propeller. If port anchor
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is being used, this would be helpful as it will ensure the cable is clear of the
vessel. But if starboard anchor is used, there is a chance of anchor chain
going under the bow or crossing the bow. In this case, before stern
movement is given, rudder is put to hard port to get some port swing.
Page 97 of 271
 The ship can be determined to be dead in the water by observing the GPS or
Doppler or the stern wash coming up the ship’s side. When the propeller
wash reaches abeam of the bridge, the Master uses that as a guide to
confirm that the ship has lost way.
 The shiphandler must let the ship gain slight sternway before dropping the
anchor. The engines are then kept going dead slow astern as the anchor is
let go. Engines are stopped almost immediately and the vessel drifts astern
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laying out her cable which grows continually ahead.
 Just before the required scope is out, the engines are touched ahead so that
the vessel gets to her cable as gently as possible. This method ensures that
the cable is clear of the hull plating at all times.
 The mate on the bow must keep the Master informed as to the chain’s lead
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and strain. It may be necessary to go astern to stretch out the chain or come
ahead on the engines to ease the strain.
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 The anchor is said to be fetched up (or brought up) when the chain takes a
moderate to heavy strain and then eases off. The engines must not be
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secured and the anchor party must not be dismissed until it is confirmed
that the anchor is fetched up.
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ANCHORING IN DIFFERENT CONDITIONS:
(1) In waters upto 20 metres deep,

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 The anchor and cable should be ‘let go’ on the run, allowing the length of
cable about twice the depth of water to run before checking it on brake.
 As soon as the anchor touches the bottom, the weight of the anchor is off
the cable. Because of this, it may sometimes happen that the cable will not
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render itself even when the brake is open. If the cable is snubbed (stops
running) as soon as the anchor touches the bottom, the anchor will be
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dragged along the sea-bed and will be unable to grip.

 This happens when there is a heavy weight of cable abaft the gypsy, leading
down into the locker, and when the gypsy is in need of lubrication.
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Page 98 of 271
(2) In waters of over 20 metres deep,

 The anchor should be first be “walked back” to within say 4 or 5 metres
from the sea-bed, and then let go from there.
 This ensures that the anchor will not damage itself falling a considerable
distance on to a hard bottom, and also that the cable will not take charge
and run out so rapidly that it becomes extremely difficult to hold it on the
brake. This practice therefore considerably increases the life of the brake
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linings.
(3) In very deep anchoring depths, 100m and over,

 The entire operation of anchoring should be done under power.
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 The gypsy should not be taken out of gear at all, because the heavy weight
of the cable between sea-bed and hawse pipe will undoubtedly take charge.
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(4) With wind,
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 It is better to approach the anchorage heading upwind. This way, the ship is
more easily controlled and will make little leeway.
 If the wind cannot be brought ahead, the ship can let go the anchor in the
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usual way and, using her engines to relieve stresses on the cable, swing her
head into the wind as she is brought up to.
 In very strong winds, lay out as much chain as possible, keeping in mind the
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proximity of other vessels / obstructions.

 If the vessel is heading dead into the wind’s eye she should have her head
cast off one way or the other before letting go the weather anchor. The cast
should not be excessive, because the ship will rapidly seek to lie across the
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wind and develop a sharp swing to leeward. Correcting helm and bold use
of engines should be used if a sharp swing is experienced.
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(5) With current,

 The vessel should try to head upstream and anchor normally as she would.
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 Her helm will be of use even when she is making no way over the ground
due the stream running past her.
 If the stream cannot be stemmed, the cable should be rapidly laid out across
the axis of the stream. By doing so, the bight dragging across the sea-bed
will bring her up to her anchor very gently.
Page 99 of 271
DUTIES OF THE CABLE OFFICER:

 The cable officer must ensure that both the anchors are cleared away and
the selected anchor is cock-a-billed by putting the appropriate gypsy in gear
and walking the anchor back, clear of the hawse pipe.
 If the water is over 20 m deep, then the anchor is walked back close to the
sea bed or walked back under power all the way, as per Master’s orders.
 After walking back upto the required depth, the brake is now screwed and
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the windlass taken out of gear ready for letting go.
 He must ensure that all persons are wearing appropriate PPE required for
the operation.
 The anchor should not be let go until the officer has made sure that it is all
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clear below and only after Master has given the ‘Let go’ order.
 At the order of let go, the brake is released and the cable is surged. It should
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be snubbed when twice the depth has run out. The brake is then slackened
and the cable allowed to render.
 He must inform the bridge of the number of shackles that have run out.
'S
 He must indicate to the Bridge how the cable is growing, particularly if it
becomes nipped. If this happens, the brake is tightened and the bow is
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allowed to swing towards the cable so that it grows clear.
 When the desired amount of cable is laid out, the order will be given to
screw up tight. The brake is then screwed tight. The cable is then secured by
placing the bow stopper. The bow stopper relieves the windlass of much
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stress while at anchor.

 Having secured the cable, it must now be carefully watched over-side. It will
grow to long stay as the ship is brought up to her anchor and then slowly
slack down if the anchor is holding. Once confirmed, the Office must inform
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the Bridge that the anchor is brought up. A regular cycle of coming to long
stay, then slacking, then coming to long stay again, and so on, often
indicates that a ship is dragging her anchor. Cross bearings or beam transit
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bearings are most reliable to determine vessel dragging anchor.

 The anchor ball should be hoisted during the day and anchor lights and deck
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lights should be switched on during the night.

 Before leaving the forecastle head, the officer should check the bow
stopper and windlass brake and put off the windlass power. The hawse pipe
cover may be put if the anchorage is known for incidents of robbery or
piracy. The anchor wash may be kept on for the same purpose.
Page 100 of 271

DRAGGING ANCHOR:
 A vessel dragging anchor is a threat to its own and also to other vessels in
the vicinity, often leading to an emergency situation such as collision,
grounding or stranding, etc.
 In such situations, a quick assessment of the situation can only be achieved
by a vigilant bridge watch, contingency plan to tackle any emergency, quick
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response and good judgment.
Assessing:
 When the ship is secure at anchor, vessel’s swing radius must be calculated
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and the ‘swinging circle’ must be drawn on the chart or entered in the
ECDIS display. The swinging circle’s radius is approximately equal to the sum
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of the ship’s length and the length of the cable from the hawse pipe to the
anchor.
 It is also prudent to calculate and plot on the chart the ‘drag circle’. It is
'S
drawn with a radius that is found by substituting the ship’s length by the
length between the bow and bridge in the above formula. Any bearing
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taken to check on the position of the ship should, if the anchor is holding,
fall within the drag circle. If a fix falls outside the drag circle, then the
anchor is dragging.
 The OOW must check the position frequently using all available means (GPS,
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Radar, ECDIS, etc) to confirm that the vessel is remaining inside the swing /
drag circle at all times. If it is not, it is likely that the anchor is dragging.
 Check the anchor chains for slipping. A small pole with a cloth as flag like
arrangement can be tied to the links to understand the slipping of anchor
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chains.
 In such a case, the bow of the ship cannot stand against the wind and the
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ship starts to go abeam to the wind. There is extra vibration and strain on
the anchor chain. The anchor will alternatively shift from long stay to short
stay, back and forth.
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 Ship’s speed over ground and direction of movement will also indicate that
the ship is moving and the anchor is dragging.
 Also, monitor the position and distance of vessels nearby. In case if they are
dragging, counter measures to be taken to safe guard own vessel.
Page 101 of 271

Action to take:
 Once an anchor starts to drag, the vessel gathers sternway, and this may
become excessive. Prompt action is necessary in such a situation.
 If the OOW suspects that the anchor is dragging, the Master, anchor party
and E/R must be immediately informed. The engines must be made ready
for manoeuvring and power must be given to the windlass. If the weather is
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bad or if the holding ground is poor, the engines must be kept on standby
for the entire duration of the anchorage.
 All other operations must be stopped and all crafts that are made fast
alongside must be cast off. Anchor party must be immediately sent forward.
 There are a number of options that could be used depending on the
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situation:
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1. Pay out more anchor chain. The extra weight of the chain and the
additional scope allows the shank of the anchor to lie horizontally on the
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seabed causing the flukes to dig in.
2. Drop a second anchor to give extra holding power. This must be done
when the ship has sheered away from the first anchor.
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3. Heave up anchor and get underway with the possibility of re-anchoring
in another location. Port control or VTS must be notified in any case.
4. In some cases, the safest thing to do is to proceed to open sea rather
than trying to re-anchor the vessel, especially in bad weather conditions.
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5. Call for tug assistance if required. This is possible only if weather permits.
 Make a Securite call on VHF notifying other ships in the vicinity giving
direction and speed of own vessel for them to assess the danger and
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possibly take actions to mitigate the situation.

 Increase the efficiency of Bridge team by adding an extra lookout if needed.
 If it is not possible to heave up the anchor, it might be possible to
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manoeuver the ship. However, this will put tremendous strain on the anchor
chain and it may part or slip to the bitter end. Use bow thrusters for
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stemming the wind.

 The anchor can be let go completely by releasing the bitter end, when
weighing of anchor is not possible. A ship without minimum of two anchors
is not considered to be sea worthy, a careful assessment is to be made prior
making this decision
Page 102 of 271

 Most accidents that happen while the vessel is at anchor are mainly because
of the delay in prediction of anchor dragging. Time plays a vital role in area
of high vessel density and this time lapse results in difficulty in restoring the
manoeuvrability of the vessel. Hence, one must ensure that a proper and
effective watch is kept while at anchor and that proper contingency plan is
set in place to deal with situations such as dragging anchor.
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SLIPPING A CABLE:
It is an emergency procedure where by the cable is detached at its inner end and
both, the anchor and the cable are cast off into the sea. It is generally intended
that they are to be recovered at a subsequent time. It is mainly done when it is
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practically impossible to heave up the anchor. Slipping the cable from the deck by
opening one of the intermediate shackles is unsafe and hence, slipping is always
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done from the bitter end.
(1) Slipping from Bitter end 'S

 By this method, the entire cable will run out.
 The chain end (bitter end) is secured to a strong point in the chain locker in
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one of many ways. It has an arrangement that incorporates means for
emergency release, which can be released from the forepeak store without
requiring any person to enter the chain locker.
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 This is usually accessible from the forecastle store and a sledge hammer is
provided for the bitter end pin to be taken out. It will be marked as ‘Bitter
end release’ and whether port or stbd anchor.
 As the bitter end pin is removed, the chain end is no more secured to the
vessel and once the brakes are released, the chain will run out fully under its
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own weight.
 The cable should be buoyed in order to effect later recovery.
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(2) Slipping from the deck

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 Lower or heave the cable until a shackle is situated near the hawse pipe
upper lip. A 20-24mm wire rope is passed through the cable forward of the
shackle and both ends hove taut and made fast preferably on separate bitts.
 The cable is now eased to the wire hawser and then broken. This is time
consuming process and hence, slipping is always done from the bitter end.
Page 103 of 271

 The problem now arises as to how to slip the wire. First, the engines should
be worked ahead so that the cable is up and down and bearing the
minimum of stress, only its own weight in fact.
 Then, the wire can then be surged off one set of bitts until it runs free or the
wire can be cut at the hawse pipe lip using a fire axe. While doing the latter,
the inbound end of the wire will leap aft when it is cut through, and to avoid
injury, chain stoppers must be used on each part of the wire.
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 The end of the cable should be buoyed to effect later recovery.
FOUL ANCHOR:
Foul anchor is an anchor which is caught in an underwater cable, or which has
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brought old hawsers to the surface with it, or which is fouled by its own cable.
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When Fouled By Under Water Obstruction.
 Vessel is moved ahead under engines, paying out cable until it grows well
'S
astern. When the vessel is brought upto with the cable growing astern and
the cable is taut, work the engines ahead slowly and see if the cable breaks
out slowly.
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 In case it does not break out then steer the vessel slowly in an arc towards
the anchor and try to rotate the anchor and break it out by constant
movement.
 If still unsuccessful, then try the above procedures using astern movements.
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 If still not successful, then rig up an anchor buoy and slip cable for later
recovery.
When Fouled With Wire Cable, etc

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 Anchor and the fouling must be hove well up into the hawse pipe.
 A fiber rope must be passed around the obstruction and both ends of the
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rope must be heaved taut and made fast on the forecastle deck.
 The anchor must now be walked back until it is clear of the obstruction.
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 The anchor must then be heaved into the hawse pipe.

 The obstruction which is now clear of the anchor can be released by slipping
the fiber rope.
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In case of Foul Hawse

 Foul hawse is when both anchors are out and the cables are entwined or
crossed.
 The object of this operation is to remove the foul turns in the two anchor
cables caused by the vessel turning with the tide change continually in the
same direction. It is a lengthy operation & should be started as soon as the
vessel has swung and is riding at her new position. This will provide a 6-hour
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interval before the tide turns again & the vessel assumes another position.
 To this end, all preparatory work should be carried out before the vessel
swings. That means the gear necessary for this operation should be made
ready at slack water.
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 Gears will include 20-25mm slack wires, a smaller wire about 10mm or fiber
rope, a boatswain's chair and equipments for breaking joining shackles.
 The foul hawse is cleared by unshackling the sleeping cable and passing the
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end round the riding cable.
Procedure:
1. Heave on both cables to bring the
'S
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foul turns above water and lash
both cables together below the
turns with a natural fibre lashing
that can be easily cut later.
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2. Pass a wire preventer (25mm wire)

around the sleeping cable down
from the turns. This will reduce the
weight on the turns and help to
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secure the sleeping cable if at all

the end is lost.
3. Walk back on the sleeping cable to
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bring the next joining shackle

forward of the windlass. Rig a
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temporary easing wire (25mm

wire) at a point forward of the
joining shackle so that it can take
the weight of the sleeping cable
when the joining shackle is broken.
Page 105 of 271

4. Sleeping cable is then unshackled on the deck.

5. A wire messenger (25mm wire) is then passed down through the hawse pipe,
dipped around the riding cable, and returned to the forecastle deck. One
inboard end is secured to the end of the sleeping cable and the other end to
the wrapping drum.
6. The messenger is hove and the easing wire is eased simultaneously, thus
removing a half turn from the fouled cables. The same procedure must be
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followed to remove the remaining turns.
7. When the cables are cleared, heave up the end of the sleeping cable & re-join it.
8. The preventer wire should be slipped and cleared and the fiber rope lashing
should be cut or burnt away.
9. Both cables must then be heaved picking up on any slack.
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 Prior to breaking and dipping cable end to clear a foul hawse, masters should
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attempt to steam around cables or employ a tug to push the vessel around in
opposition to the foul turns in the cables.
SAFETY MEASURES FOR ANCHOR PARTY

'S
 The windlass operator should be wearing goggles, preferably a visor to protect
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the full face.
 All members of the Anchor party must be wearing safety gear including safety
shoes, safety helmets, safety goggles, etc.
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 The anchor should not be let go until the Officer has made sure that it is all
clear and safe to do so.
 Cable stowed in the locker has pebbles and dust frequently projecting at high
speed as the cable runs over the windlass. Hence, one must not stand forward
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of the gypsy as the cable pays out.

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VARIOUS MOORS
(1) OPEN MOOR
 When a vessel is anchored with both anchors leading ahead, she is said to be
on ‘Open Moor’.
 The open moor is used extensively when additional holding power is required.
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It would be employed when a single anchor would not provide enough weight
to hold the vessel and prevent the ship from dragging.
 The procedure is as follows:
1. Approach the anchorage with wind or current on one bow.
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2. The weather anchor (or upstream anchor) is let go on the run (1) and
headway is continued for roughly 1/3RD of the final length of the cable.
3. The second anchor is let go (2) and first anchor is snubbed (stopped
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running) at the gypsy.
4. As the vessel brings-to on her weather cable, it gradually grows taut to
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windward. The second cable is checked as soon as the anchor is let go.
Engines can be worked ahead and weather helm can be used to keep the
cables taut. In doing so, the bow will develop a rapid swing into the stream
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or wind.
5. By keeping a little ahead of her anchors, so that the cables grow slightly aft,
the manoeuvre is hastened.
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6. Now when heading into the wind or

stream, both the cables are veered
so as to reach the final position (4).
7. By laying out 1/3RD of the length
between the anchors, each anchor
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finally lies a point on the bow.

 Masters should bear in mind that with
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this method, the first anchor may be

turned out of the holding ground
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when the vessel gathers sternway

after the second anchor has been
released. Hence, it is important to
check both cables prior to coming to
rest, so ensuring that both anchors are
bedded in and holding.
Page 107 of 271

(2) RUNNING MOOR

 Let us say the vessel is required to moor with bridge along the Line AB. The
stream is from ahead and we require five shackles on the Port anchor and four
shackles on the starboard anchor. The procedure is as follows:
1. The vessel is headed into the stream or wind. When both of them are
present, vessel must be headed to the one that has a stronger effect.
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2. The starboard anchor is let go on the run (with headway), when the vessel is
roughly 4 shackles minus half of ship's length away from Line AB.
3. The cable is paid out as the vessel moves upstream or upwind. It is paid out
(veered) to a length of nine shackles, the sum of two lengths. The cable is
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not allowed to tighten, or else the bow will cant to starboard.
4. When the vessel moves to position 2, she then falls astern with the tide. The
port anchor is then ‘let go’.
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5. Five shackles are veered on this riding cable (port anchor) and five shackles
are weighed on the starboard cable.
'S
6. The vessel is then brought up on her riding cable at position 3.
 This manoeuvre offers more control of the vessel. It also restricts the swinging
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room and reduces the load on windlass.
 In a cross wind, the weather anchor is first let go. If the lee anchor is let go first
then the vessel will drift across her cable & the cable will grow under the ship.
 In calm weather, the port anchor is better to be dropped at Position 2 as any
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astern movement to reduce

headway will cant the stem
away from the anchor.
 There is always a risk for foul
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hawse. Hence, a constant

watch must be maintained to
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prevent foul hawse. The foul

arc & clear arc must be
determined. Vessel must
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always swing to clear arc on

each tidal change. Engines
may be used to give vessel
necessary sheer.
Page 108 of 271

(3) STANDING MOOR (or Straight Moor)

 Let us say the vessel is required to moor with bridge along the Line AB. The
stream is from ahead and we require five shackles on the Port anchor and four
shackles on the starboard anchor. The procedure is as follows:
1. The vessel is headed into the stream or wind. When both of them are present,
the vessel must be headed to the one that has a stronger effect.
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2. With sufficient headway, the vessel is taken to Position 1, which is roughly 5
shackles plus half ship's length beyond line AB.
3. At Position 1, the port (lee) anchor is ‘let go’. As the vessel drifts downstream,
the port cable is veered upto 9 shackles, the sum of two lengths.
4. When she is brought up gently on her port cable, at Position 2, the starboard
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(weather) anchor is ‘let go’. Before doing this, engines can be used to take
sternway off the vessel, if any. The helm can be ordered away from the
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released anchor.
5. Vessel then moves to the required Position 3 by veering the starboard cable
upto 4 shackles and heaving in four shackles on the riding cable (port anchor)
'S
 During the middling of the vessel to the required position, the engines may be
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used ahead or astern to reduce stress on the windlass.
 In calm weather, it is better to
drop the Port anchor first at
Position 1, as any astern
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movement to reduce headway

will cant the stem away from
the anchor.
 Standing moor is
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comparatively safer as the

anchor is let go after the
vessel has stopped. This
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reduces the possibility of

damage to the anchor which is
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higher when anchored under

headway (as in the case of
Running Moor). It can also be
performed without use of the
engine.
Page 109 of 271

 A standing moor is sometimes preferred over a running moor when the tidal
stream is very strong.
 There is always a risk for foul hawse. Hence, a constant watch must be
maintained to prevent foul hawse. The foul arc and clear arc must be
determined. Vessel should always swing to clear arc on each tidal change.
Engines may be used to give vessel necessary sheer.
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Mooring is usually taken to
mean securing the ship with
two anchors, one ahead and
one lying astern – a cable
each way, as it was once
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called. The upwind or
upstream anchor is known
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as the riding anchor and
cable, the other being called
the sleeping or lee anchor
and cable.
'S
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(4) MEDITERRANEAN MOOR
 This moor is carried out usually for one of two reasons – either quay space
is restricted and several vessels are required to secure or a stern loading/
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discharge is required. (As for a tanker.)

 The object of the manoeuvre is to position the vessel stern to the quay with
both anchors out in the form of an open moor. The stern of the vessel is
secured by hawsers from the ship’s quarters to the quay.
 The manoeuvre greatly depends on the prevailing wind but let us assume calm
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weather with no current or wind.

1. The approach should preferably be made with the berth on port side, as
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parallel to the quay as possible. Let go the offshore (stbd) anchor. Main
engines should be ahead and dead slow. The bow may be initially made to
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cant towards the berth while letting go the offshore anchor.

2. The vessel continues to move ahead. Starboard helm is now applied as the
starboard cable is veered.
3. Once the vessel begins to swing to stbd, the engines are stopped. On reaching
position 3, the engines are put astern and the port anchor is let go.
Page 110 of 271

4. As the vessel comes astern, transverse thrust swings the stern to port
towards the berth and the port side cable is veered, with any slack cable on
the offshore anchor heaved.
5. The vessel is then manoeuvred using
engines & cable operation until she is
at within heaving line distance of the
quay. Once she is within heaving line
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distance, stern lines are sent away.
 The disadvantage is that the vessel is

not a favourable position in bad
weather. Also, there is a possibility of
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fouling anchor cables, especially when
other vessels are moored in a similar
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manner close by. It is also not practical
in deep water or places with large tides.
 Modern vessels equipped with twin

propellers and bow thrusters make the
'S
Mediterranean Moor look quite simple.
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 The approach can be from either side of the quay. (Port or Stbd).
 Once the centre position of the intended berth is reached, all way should be
taken off the ship, prior to commencing a turn in the offshore direction.
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 The inshore engine should be placed ahead, with the offshore engine placed
astern and maximum bow thrust should be given in order to turn the vessel
about the midship point. Once the stern is facing towards the quay, both
anchors are simultaneously let
go at position 2 and both
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engines are placed on dead slow

astern.
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 Vessel must then be

manoeuvred to position 3 using
engines & cables so that stern
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lines can be passed. Tension on

the moorings is achieved by
putting weight on to the cables
once the moorings have been
secured on bitts.
Page 111 of 271

(5) BALTIC MOOR

 This moor is employed alongside a quay where strong onshore winds are
experienced and when construction of the berth is not sufficiently strong to
withstand ranging of vessel in bad weather.
 The vessel should approach the berth with the wind on the beam or slightly
abaft the beam. The procedure is as follows:
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1. Before the approach has begun, a stern mooring wire is passed from the
after ends on the poop, along the offshore side, outside and clear of
everything. The wire is secured with ship's rail in bights using light seizings.
2. The offshore anchor is cock-a-billed and a man is sent overside on a chair to
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secure the wire with the anchor, preferably at the shackle. The aft end of
the wire is sent to a warping drum, ready for heaving up slack wire.
3. The vessel is manoeuvred to a distance off the berth of 2 or 3 shackles of
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cable. This distance will vary with wind force & weather conditions.
4. When the stem is about the middle of the final position, and vessel has lost
'S
headway, the offshore (stbd) anchor is let go with the bow slightly canting
inshore (to port) . The weight of the anchor and cable will cause the light
seizings to part and as the cable pays out, so will the stern mooring wire.
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5. The wind will push the vessel
alongside, while the cable
and the stern wire are paid
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out evenly together.

6. Ship’s fenders must be used
along the inshore side.
7. Head lines and stern lines
must be passed as soon as
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practical and secured on the

bitts before taking the
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weight on the anchor cable

and the stern mooring wire.
8. Once the inshore (port)
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moorings are made fast, the

anchor cable and the stern
mooring wire can be
tightened so as to harden up
the inshore (port) moorings.
Page 112 of 271

 When the vessel has to depart the port, unless she is fitted with bow thrusters,
the Master may encounter difficulties in clearing the berth. However, heaving
on the anchor cable and on the stern mooring will allow the vessel to be bodily
drawn off the quay. Once clear of the berth, full use of engines and helm can
be made to get under way.
 It is very important to let go the offshore anchor at the best possible position.
For if the anchor is let go too far off the quay, the stern wire will be of
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insufficient length and the ship will fail to reach the berth. If this happens, the
anchor must be weighed and the manoeuvre repeated.
 Also, if there is no wind at the time of berthing, the cable and wire are kept
slack and the vessel is manoeuvred to the berth under engine power and helm
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DREDGING DOWN
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 A vessel is said to be ‘dredging down’ when she is moving under the
influence of the tidal stream, with an anchor just on the bottom. The
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amount of cable out is limited to the minimum required to drag the anchor
along the bottom.
 Her speed over ground is therefore retarded and the vessel does not move
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as fast as the current. This makes the rudder effective and allows the ship to
manoeuvre.
 This is often employed for berthing operations and when used in
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conjunction with bold helm, the direction of the ship’s head can be
appreciably changed. However, it must be noted that for the rudder to be
sensitive, a strong tidal stream is necessary.
DROPPING DOWN
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 A vessel is said to ‘drop down’ when she drifts with the tidal stream.
 A vessel at anchor wishing to do this will heave up the anchor just clear off
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the seabed.
 Her speed through water will be NIL, but her speed over ground will be
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equal to that of the stream.

 Her rudder will have no effect as there is no water flowing past it. She
cannot be controlled except by means of her engines or her anchors.
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ANCHORING IN AN EMERGENCY
A vessel is approaching a channel in reduced visibility, speed 5 knots. The OOW

receives a VHF communication that the channel is blocked by a collision at the
main entrance. What would be a recommended course of action if the vessel was 1
mile from the obstructed channel, with a flood tide of 4 knots running astern?
 Best action is to do a short round turn using the anchor (snubbing round).
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Assuming the vessel has a right-hand fixed propeller, put the rudder to hard
starboard and stop engines. The vessel would respond by turning to starboard.
 The anchor party should be already stand-by forward to let go anchors in case
of emergency. They must ‘let go’ the starboard anchor.
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 Once the anchor is ‘let go’, engines must be put to ‘Full astern’ to reduce head
reach. Letting go the anchor would check the headway of the vessel and act to
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snub the vessel round.
 As the ships swings, stop
engines. 'S
 Put engines on ‘Full ahead’,
with rudder still hard to
starboard.
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 Ease and check the cable as
weight comes on the anchor.
Once the vessel has stopped
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over the ground, go ‘half

ahead’ on main engines,
allowing the vessel to come
up towards the anchor and so
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relieve the strain on the cable.

 Once headway is gathered
and clear of the danger, heave
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away on the cable and bring

the anchor home.
 Clear the area & investigate a
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safe anchorage or alternative

port until channel obstruction
is cleared.
Page 114 of 271

ANCHORING AT HIGH SPEED:

 In case of emergency, both anchors should be let go and allowed to run out
their cable until sufficient is out to enable the anchors to hold. They are then
snubbed and perhaps alternately veered and snubbed so that the ship
gradually loses her way. Both cables will be growing astern throughout the
operation, and both will be subject to bad nips.
 It must be noted that the hawse pipe lips are relieving the windlass of much
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stress and the cables are taking an equal share.
 A ship with quite considerable headway may be brought up quite rapidly
with two anchors used in this fashion. Afterwards, the anchors, cables,
hawse pipe and windlass should be surveyed. Large tankers may well part
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their cables when anchoring at speeds above 1 knot.
 If the ship uses only one anchor, she is likely to part the cable quickly and
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then forge ahead into danger, with the second anchor idle in the pipe.
 If there is insufficient room to pay out a sufficient scope, the cables must be
snubbed sufficiently enough to have the anchors dragged along the bottom
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to reduce headway. This is highly dangerous in harbours or places where
there are submarine cables.
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WEIGHING ANCHOR
 If during heaving, the cable is subjected to bad nip, the windlass brakes
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should be applied and the bows should be allowed to swing so that the
cable grows clear. If there is too much stress on the cable, the Bridge must
be informed. Engines movements can be used to relieve the stress.
 The cable should be well washed while heaving and well stowed. If the
anchor wash from the hawse pipe itself is not enough, a hose can be rigged
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to jet-mode to clean the cable as it comes up. If the anchor is fouled with
sea-bed material, it can be towed awash for a short distance at slow speed.
 The Bridge must be informed about the number of shackles as they come up
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the water surface and finally when the anchor is aweigh, sighted and clear.
 Once the anchor is aweigh, the anchor ball must be lowered or deck lights
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and anchor lights switched off and navigation lights must be switched on.
 The anchors should be fully secured if deemed no longer necessary for
immediate use.
Page 115 of 271

MOORING TO A BUOY:
(a) Approaching a Buoy from Windward:
 When approaching a buoy from windward, the wind must be

kept on the bow and vessel must be allowed to drift bodily
downwind, using occasional ahead movement on the engine
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with weather helm as required to stay clear from the buoy.
 The vessel is stopped at the position (1) from where she will drift
bodily downwind to position (2).
 Before the vessel has reached position (2), a head line is run away
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to leeward & the vessel is swung head to wind on this line.
 When the engine is worked ahead under these conditions, it will
have to be used boldly, because little headway will cause the ship
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to run beam-on to the wind.
(b) Approaching a Buoy with Wind ahead:

'S
 As soon as the headway is lost, the bows will tend to pay off to
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one side, even though the wind is right ahead.
 In position (1) the ship is kept slightly canted to port and the
headline is secured as she drifts downwind to the buoy.
 In the figure, the starboard anchor is let go at position (1) and the
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cable is veered away to assist the ship in keeping head to wind. If

anchor is used, it must be let go well clear of the buoy moorings.
H
O
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Page 116 of 271

SAFETY & EMERGENCY SHIP HANDLING (PART 3) – BERTHING & UNBERTHING
SHIP HANDLING (PART 3) – BERTHING & UNBERTHING
INTRODUCTION:
 Masters and Chief Mates must be familiar with and be able to dock and
undock their ship. Too often these manoeuvres are accomplished by the
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Pilot or the Docking Master and the ship’s Captain gets very little practice
executing them.
 It is the Master’s responsibility to monitor the pilot or docking Master and
step in to take over when necessary. A detailed knowledge of ship handling
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is necessary for berthing and unberthing.
RUDDERS:
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 The type of rudder that would suit a particular ship is a decision that needs
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to be based on various factors like hull form, speed, propeller design,
structural arrangement of the stern, clearance between the propeller and
the stern, and also a few hydrodynamic factors that dictate the flow of
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water aft of the propeller.
 The selection of the proper type of rudder is as important as the location of
the rudder behind the propeller. The location of the rudder should be such
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that it is properly oriented within the propeller’s outflow, so as to produce

the required turning moment on the ship.
 Let us discuss a few different types of rudders in brief:
(1) Unbalanced Rudder

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 These rudders have their stocks attached at the

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forward most point of their span, and runs from the

top end to the bottom end of the rudder.
 The rudder is defined as ‘unbalanced’ because the
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whole of the surface area is aft of the turning axis.

 The rudder stock and all pivot points (pintles and
gudgeons), including the bearing pintle lie on a
straight line.
Page 117 of 271

 It is no longer used for large constructions because of alignment problems

but is occasionally seen on smaller vessels and coastal barges.
 Torque required to turn the rudder is way higher than what is required for a
corresponding balanced rudder.
(2) Semi-balanced Rudder
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 The name ‘semi-balanced’ itself implies that the rudder
is partly balanced, and partly unbalanced. It also refers
to the amount of surface area forward of the turning
axis which is in between that of a balanced and
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unbalanced rudder.
 If the proportion of surface area is less than 20 %
forward of the axis, then the rudder is said to be semi-
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balanced.
 This is a very popular rudder for modern ships,
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especially for the container type vessel and twin-screw
vessels.
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(3) Balanced Rudder
 The surface area of the rudder is proportioned either

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side of the ‘bolt axle’. The amount of surface area

will vary between 25-30% but does not exceed 40 per
cent forward of the axle.
 The advantage of a balanced rudder is that a smaller
force is required to turn it, so that smaller steering
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gear may be installed at lower running cost. This is

because the COG of the rudder will lie somewhere
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close to 40% of its length from its forward end, thus

requiring less torque to rotate the rudder if the axle
is fitted in this position.
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 Balanced rudders are of streamlined construction, which reduce drag.
Page 118 of 271

(4) Balanced Spade Rudder:

 A spade rudder is basically a rudder plate that is fixed to the
rudder stock only at the top of the rudder. In other words, the
rudder stock (or the axis of the rudder) does not run down
along the span of the rudder.
 It is very widely used rudder, especially in vessels engaged on
short voyages, such as ferries and Roll on–Roll off ships. It is,
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however, not common in other types of vessel.
 The main disadvantage is that the total weight of the rudder is
borne by the rudder bearing inside the hull of the vessel.
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(5) Flap Rudder
 A Flap rudder is a high-lift rudder that
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produces more side force than a classic
rudder of equivalent size.
 A flap rudder may be used to reduce the
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overall area of a rudder while maintaining
the same rudder force or used whenever
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there is a requirement for high
manoeuvrability.
 It consists of a blade with a trailing edge
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flap activated by a mechanical or

hydraulic system, thus producing a
variable flap angle as a function of the
rudder angle.
 The rudders can also be optimized for
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higher speeds and the leading edge of the

rudder can be twisted to improve efficiency.
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(6) Schilling Rudder (fishtail rudder)

 In the Schilling-type rudder, there is no flap,
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but the trailing edge is formed in a fishtail

shape that accelerates the flow and
recovers the lift over the aft section of the
rudder. Hence, it is also called fishtail
rudder.
Page 119 of 271

 The rudder angle, at the full helm position is 70°–75°,

providing the vessel with great manoeuvrability to
turn on its own axis.
 The hydrodynamic shape of the rudder helps to
extract the slipstream from the propeller at right
angles, when at the maximum helm position. This
capability, which employs the main engine power,
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virtually acts as a stern thruster providing an effective
sideways berthing facility.
 The build of the rudder is quite robust and with no
moving parts it is relatively maintenance free, if
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compared to the rotor or flap types.
 The ‘trailing wedge’ reduces the yaw of the vessel
providing course stability with the minimum of helm
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movements necessary.
PROPELLERS
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 A propeller is a rotating fan like structure which is used to propel the ship by
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using the power generated and transmitted by the main engine of the ship.
The transmitted power is converted from rotational motion to generate a
thrust which imparts momentum to the water, resulting in a force that acts
on the ship and pushes it forward.
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 A ship propels on the basis of Bernoulli’s principle and Newton’s third law. A
pressure difference is created on the forward and aft side of the blade and
water is accelerated behind the blades.
 A ship can be fitted with one, two and rarely three propellers depending
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upon the speed and maneuvering requirements of the vessel.

 Propellers can be classified in a number of ways depending on the number
of blades, pitch of the blade and other design aspects.
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A) Classification by Number of Blades:

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 Propeller blades may vary from 3 blades to even 6-blade propellers.

However, the most commonly used are 3-blade and 4-blade propellers.
Large container ships are mainly fitted with 5 or 6-bladed propellers.
 The propeller efficiency will be highest for propeller with minimum number
of blades.
Page 120 of 271

 A 3-blade propeller has lower manufacturing cost and gives better

acceleration and good high speed performance.
 A 4-blade propeller has comparatively higher manufacturing cost, but better
strength and durability. They have better holding power in rough seas and
provide a better fuel economy than all the other types.
 In general, more the number of blades, more is the cost of manufacturing
and better is the holding power in rough seas. Also, more the number of
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blades less are the vibration.
(B) Classification by the Pitch of the blade:

Pitch of a propeller can be defined as the displacement that a propeller makes
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for every full revolution of 360 .̊ The classification of the propellers on the
basis of pitch is as follows:
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1. Fixed Pitch Propellers:
 The blades in fixed pitch propeller are permanently attached to the hub,
'S
such that the position of the blades and hence the position of the pitch is
permanently fixed and cannot be changed during the operation.
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 They are normally made from copper alloy.
 Fixed pitch propellers are robust and reliable as the system does not
incorporate any mechanical and hydraulic connection as in CPP.
 The manufacturing, installation and operational costs are lower than the
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CPP type. However, the manoeuvrability of fixed pitch propeller is not as

good as CPP. Hence, they are fitted in ships which do not have high
maneuverability requirement.
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2. Controllable or Variable Pitch Propeller (CPP)

 Vessel’s fitted with Controllable Pitch Propeller (CPP) have the engines
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running in one direction (usually clockwise or right hand). The vessel’s

speed is controlled by varying or reversing the pitch of the propeller.
 In CPP, it is possible to alter the pitch by rotating the blade about its vertical
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axis by means of mechanical and hydraulic arrangement. This helps in

driving the propulsion machinery at constant load with no reversing
mechanism required as the pitch can be altered to match the required
operating condition. In other words, the vessel’s engines do not have to be
stopped & reversed to go astern, giving the user infinite choice of speeds.
Page 121 of 271

 Thus, the manoeuvrability improves and the engine efficiency also

increases, reducing fuel consumption. However, it is a complex and
expensive system from both installation and operational point.
 Should the propeller be damaged, spare propeller blades are carried
and can be relatively easily fitted. Should only one blade be damaged,
then the pitch of the propeller can be increased in order to return to
port under the vessel’s own power, though at a reduced speed.
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 A distinct ship-handling advantage is obtained by being able to stop
in the water without having to stop main engines. The watch officer gains
more direct control over the vessel’s speed for anti-collision purposes.
 The drawback however, is the possibility of oil pollution as the hydraulic oil
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in the boss which is used for controlling the pitch may leak out. Also, the
pitch can get stuck in one position, making it difficult to manoeuvre the
engine. They are not very commonly fitted due to the high costs involved.
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 When the pitch is reversed, the propeller is still turning in the same
clockwise direction, but the shiphandling characteristics will be the same as
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conventional left handed fixed propeller.
 The CPP is always turning even in stop position with zero pitch. Therefore,
great care must be taken when working with stern lines as they could be
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fouled in the propeller.
EFFECTS OF RIGHT HANDED & LEFT HANDED PROPELLERS

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 A right handed propeller is the one that rotates clockwise when viewed
from astern. It will cause the ship’s bow to cant to starboard and the stern
to port when the engines are going astern. A
left handed propeller is the one that rotates
anti-clockwise when viewed from astern. It
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will cause the bow to cant to port & stern to

starboard when engines are going astern.
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This is due to transverse thrust. (See fig.)

 It also determines the angle of approach to
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the berth.
 Astern movements may be required when
berthing. Hence, it is important to know the
vessel’s behaviour when engines are put
astern. Most of the single screw vessels are
fitted with right handed propellers.
Page 122 of 271

TWIN SCREW VESSELS
 Twin-screw vessels are normally designed with their propellers equidistant

from the fore and aft line. Usually both are outward turning, the starboard
propeller being right-hand-fixed and the port-propeller left-hand fixed.
 Many modern vessels are now constructed with twin controllable pitch
propellers, especially fast ferries and similar type vessels.
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 The twin-screw vessel is usually easier and simpler to handle than the
conventional single-screw vessel.
 The transverse thrust on a single screw vessel strongly affects the steering
capability, but with twin screws the forces tend to counteract each other,
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preventing the steering problems experienced by the single screw vessel.
 A distinct advantage of twin screws, apart from the increased speed
created, is that if the steering gear breaks down, the vessel can still be
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steered by adjusting the engine revolutions on one or both the propellers.
 For turning the vessel, say to starboard, port propeller can go ahead while
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the stbd one can go astern. Adjusting the speeds of the two engines to
prevent headway or sternway, the vessel can be nearly turned within her
own length.
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 When docking, the twin screw vessels can be moved laterally by working
one engine ahead and other
one astern to move the stern in
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the desired direction and the

Bow thruster or assist tug to
move the bow in the same
direction.
 The greater handling and
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manoeuvrability of twin screw

vessels will depend on the type
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of propulsion and the number

and location of the rudder (s).
Diesel powered twin screw
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vessels with propeller shafts

well separated and high
efficient rudders placed
directly behind the propellers
are highly manoeuvrable.
Page 123 of 271

POD PROPULSION UNITS
 These systems are used mainly on cruise ships or passenger ferries due to
the numerous benefits that it provides to the ship handlers, operators and
passengers. They are also used for tugboats, supply ships, DP vessels and
military ships.
 Some of the possible advantages from this system would be:
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1. Low noise levels and low vibration within the vessel.
2. Fuel efficiency with reduced emissions.
3. Good manoeuvring characteristics and tighter turning circles
4. Reduced space occupied by bulky machinery making increased
availability for additional freight or passenger accommodation.
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5. Simpler maintenance operations for service or malfunction as pods are
easy to remove and replace.
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 Machinery pods are usually fitted to the hull form via an installation block,
each vessel having customized units to satisfy the hydrodynamics and the
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propulsion requirements.
 An ‘azimuth thruster’ is nothing but propellers placed in pods that can be
rotated to any horizontal angle (in azimuth), making a rudder unnecessary.
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This provides the ship with better maneuverability than a conventional fixed
propeller and rudder system.
 They can be either mechanical or electric based on the location of the
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motor. Mechanical transmission has the motor inside the ship connected to
the outboard unit and electric transmission has an electric motor fitted in
the pod itself. They may have fixed or controllable pitch propellers.
 A typical twin propeller azipod configuration would consist of 3 main diesel
generators driving an electric motor to each propeller, with full bridge
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control.
 It is reported that ship handling is easier, turning circles are comparatively
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tighter than vessels fitted with conventional rudders and example speeds of
25 knots ahead, 17 knots astern and 5 knots sideways provides excellent
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harbour manoeuvring. Ships with azimuth thrusters do not need tugs to

dock, though they still require tugs to maneuver in difficult places.
 Varieties of pod designs are rapidly entering the commercial market
supported by associated new ideas to improve fuel efficiency and provide
better performance.
Page 124 of 271

LATERAL THRUSTERS
 Lateral thruster also known as Manoeuvring thruster (bow thruster or stern
thruster) is a transversal propulsion device built into, or mounted to, either
the bow or stern of a vessel, to make it more maneuverable. They are
located at the extreme end of the vessel for maximum effectiveness.
 They are particularly useful when manoeuvring at slow speeds such as
during berthing or unberthing. They make docking easier as the vessel can
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be turned to port or starboard side, without using the main steering gear
which requires some forward motion for turning.
 They can also be used to hold a vessel alongside a jetty while lines are being
passed. In some cases, they can be used to eliminate the use of tug or tugs.
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 Lateral thrusters can be used to turn the ship in its own length without
using main engines and/or rudder.
 Lateral thrusters can be of the tunnel type where the propeller is mounted
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athwartships or the azimuth type where the propellers are mounted on a
frame that can be rotated through 360 degrees.
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 Large vessels usually have one or more tunnel thrusters built into the bow,
below the waterline. An impeller in the tunnel can create thrust in either
direction which makes the ship turn. Most tunnel thrusters are driven by
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electric motors, but some are hydraulically powered. Fouling of the tunnel
and impeller must be prevented by using a protective grate & by cleaning.
 Instead of a tunnel thruster, smaller vessels or boats may have an externally
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mounted bow thruster where installing a tunnel thruster is not practical.

 Bow thrusters can also be of the water-jet type that uses a pumping device
instead of a propeller. The water is discharged through specially designed
nozzles which increase the velocity of the exiting jet and provide the
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required thrust. They require smaller hull penetration and also increase the
relative efficiency. They can also be configured to provide forward and aft
auxiliary propulsion, or even full 360 degree thrust.
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 Remote control of thruster unit is provided at the main bridge control

panel. Additional bridge wing control panels may be fitted as required.
 Ships equipped with thrusters are marked above the waterline over each
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thruster on both sides, with a big cross inside a circle.

 The disadvantage is that lateral thrusters become less effective as speed
increases. They are not effective with speed over 2-5 knots and most
effective when ship is stopped. Also, they are ineffective at very light drafts.
Page 125 of 271

(A) Bow Thruster

 Bow thrusters are more common than stern thrusters and are used to
eliminate the use of bow tug during berthing and unberthing.
 Their effectiveness depends on:
1. Distance from the vessel’s pivot point
2. Speed of the vessel
3. Forward draft of the vessel
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4. Power of the propulsion unit
 When ship is stopped the pivot point is normally about the centre and the
B/T will have a good effect.
 When ship has headway, the pivot point is forward and the distance
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between the thruster and the pivot point becomes less. Therefore, the B/T
will be less effective.
 When ship has sternway, the pivot point is aft and the distance between the
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thruster and the pivot point increases. Therefore, the B/T is more effective.
 B/T can therefore act as a rudder & be used to steer the ship at slow speeds.
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(B) Stern Thruster
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 Fewer commercial vessels are fitted with stern thrusters.
 If the stern thruster is powerful enough and fitted along with a bow
thruster, it may completely eliminate the use of tugs for docking.
 As with the bow thruster, the stern thruster is also most effective when the
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vessel is stopped.
 Vessels fitted with both bow and stern thrusters can obtain a pure rotation
by having bow and stern thruster opposing each other.
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APPROACH TO BERTH
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 Successful docking begins prior to the ship coming alongside the dock.
Proper forethought and planning must take place.
 Before approaching the berth, following must be ascertained:
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1. Engines are ready for manoeuvring and have been tested astern.
2. Ship’s crew and deck machinery is prepared and ready for docking.
3. Speed of approach
4. Wind strength and relative direction.
5. Set and drift of the current.
Page 126 of 271

6. Depth of the water alongside the berth and in approach channels.

7. Ships draft and freeboard.
8. Physical configuration of the berth.
9. Availability of tug assistance.
10. Availability of lateral thrusters.
11. Pattern of mooring, number of lines to be used, which lines go first, etc.
12. Presence of other vessels at the berth or adjacent to the berth.
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 Speed of approach to a berth is one of the most crucial aspects of docking.
When beginning an approach to a berth, speed should be reduced to bare
steerage way. This should be done early as when the engines are put astern
to reduce headway the ship is less controllable.
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 Kicking the engines ahead at short intervals using hard rudder is a good way
to control the heading of the vessel when a bare steerage way without
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increasing the speed of the vessel.
 The actual angle of approach will depend upon the type of propulsion the
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ship is equipped with, state of wind and tide, availability of bow thrusters or
tugs, which side the ship has to go alongside, etc.
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USE OF ANCHOR FOR BERTHING
 Anchors can be used to assist in berthing and unberthing. For this, it is

essential that the Anchor party at the bow is thoroughly familiar with the
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operation of the anchor windlass. They must be always briefed on what is

expected during the procedure.
 The main use of anchor when berthing is not to stop the ship and hold it to
the ground but to work as a brake and slow down the ship. The anchor
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should not hold, but be dredged to slow down the vessel’s approach.
 The offshore anchor must be ‘let go’ and the vessel’s engine and rudder
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must be used to manoeuvre her to the pier veering out cable as necessary.
 After berthing, the anchor can be slacked down and left in the water to be
later used to heave the vessel off the pier when unberthing.
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 Anchors can be also used in many berthing scenarios where tugs or lateral
thrusters are not available or used. Some of them are discussed below.
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BERTHING OPERATIONS
Let us discuss a few berthing scenarios for a right handed fixed propeller vessel
without use of tugs or lateral thrusters.
(A) Berthing with onshore beam wind and no current
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1. Stop the vessel over the ground in a position
with the ship’s bow roughly in line with the
middle of the berth. Let go offshore anchor.
2. The onshore wind will push the vessel
towards the berth. Control the rate of
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approach towards the berth by ahead
movements on main engines, checking and
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easing out anchor cable as required. Try and
keep the vessel parallel to the berth.
3. Check cable within heaving line distance of
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the berth. Make fast fore and aft. Slack
down cable when alongside.
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(B) Berthing with onshore bow wind and no current
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1. The vessel is headed for the stem of the berth at a

very broad angle. The anchor is let go at position 1
and sufficient scope is allowed as the vessel slowly
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moves ahead.
2. At position 2, she is brought up to her cable gently
and the wind drifts her stern alongside. The cable is
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kept taut by slow engine revolutions and weather

helm.
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3. As the stern swings in, the chain is slacked out slowly.

Once the bow in nearly on the quay, the cable is
checked. It is finally slacked down quickly when the
ship parallels the berth. (Cable at Position 3 not
shown)
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(C) Berthing with offshore beam wind and no current
1. Approach berth at a wide angle to reduce

wind effect and prevent the bow from
paying off. Slowly approach berth and
maintain position over ground using
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engines and rudder.
2. Pass head line and stern line together
from the bow area.
3. Stay dead slow astern on main engines,
ease head line and at the same time take
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up weight and any slack on the stern line.
4. Draw the vessel alongside and secure the
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lines and pass additional lines as
required.
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(D) Berthing with Current from ahead (upstream)
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1. When berthing with current, the vessel must
always stem the current. By doing so, there is
no danger of over-running the berth.
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2. The ship is turned under slow headway with use

of helm having perfect control of the turn as
the stream sets the ship down.
3. A broad angle of approach is permissible, but
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the quay should form a tangent to the turning

circle. In position 1, the angle of approach is just
adequate to this effect. If the angle is larger
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than this, the ship will foul the quay on the turn.
4. Spring lines should be secured as soon as
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possible to prevent vessel drifting downstream.

5. The rudder will still be effective under
conditions of no headway because of the
stream running past it.
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(E) Berthing Port Side in Calm Weather
1. The vessel is headed at an angle of about 1.5 points with the

quay, under slow headway and with steady head.
2. As the engines are reversed, the vessel will swing to
starboard and the vessel will arrive abreast of her berth with
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no way upon her and parallel to it.
3. She will, however, be slowly swinging to stbd, and this can be
checked with the headline.
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(F) Berthing Stbd Side in Calm Weather
1. The vessel is headed in at a fine angle to the quay with

minimum headway.
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2. Since there will be a starboard swing when engines are

reversed, the helm is put hard over to port at position 1.
This starts a port swing.
3. When the engines are reversed at position 2, the port
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swing is checked by the transverse thrust and the vessel

loses her headway lying close to her berth (position 3).
4. The stern lines may be used to check the starboard
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swing which may cause the stern to come out.

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(G) Berthing Port Side using Offshore anchor in Calm Weather
1. The ship is headed to almost right angle to the

berth and the offshore anchor is let go when the
stem is abreast the final position at the berth. The
scope should be sufficient enough so that the
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anchor does not drag when hove on.
2. The cable is surged (let go) and the ship is
rounded under full stbd helm and slow engine
revolutions.
3. In position 2, before the ship parallels the quay,
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the engine is reversed and this causes the ship to
swing to stbd and come astern to position 3.
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4. At position 2, a headline is passed and secured
which is then used to check an excessive swing to
stbd under the astern movement. 'S
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(H) Berthing Stbd Side using Offshore anchor in Calm Weather
1. The ship is headed to almost right angle to the

berth and the offshore anchor is let go when
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the stem is abreast the final position at the

berth. The scope should be sufficient enough
so that the anchor does not drag when hove
on.
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2. The cable is surged (let go) and the ship is

rounded under full port helm and slow engine
revolutions.
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3. At position 2 when the ship has swung past the

line parallel to the quay, the engine is reversed
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and the transverse thrust causes the ship to

swing parallel while falling astern to position 3.
4. A stern line is passed and secured at position 2
and can be used to check the excessive stbd
swing while falling astern, which can cause the stern to come out.
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(I) Clearing a berth, with wind and tide astern
1. The vessel must single up to stern line and forward spring.

2. The stern line must be eased out and engines put astern.
The stern will now become well clear of the quay. At this
point, the stern line can be let go and the forward spring
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slackened so that the bow can come out as well.
3. Stop main engine and when bow is also clear of quay, let
go forward spring, and go ahead on main engine with
rudder to port.
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(J) Clearing a berth, with wind and tide ahead
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1. The vessel must single up to a head line and aft spring.
2. The head line must be eased first and rudder must be put to
starboard. With the tidal effect between the bow and the
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quayside the ship’s bow should pay off.
3. Now the aft spring should be eased slowly as the vessel’s
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stern moves away from the quay.
4. As the vessel is moving away from the quay, engines must be
put on slow ahead and head line must be taken in. Thereafter,
the aft spring must be taken in as well, using engines and
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rudder as appropriate.
(K) Clearing a berth, with offshore beam wind & no current

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1. The vessel must single up to a head line and stern line.

2. The vessel must be then blown off the quay by checking and
controlling lines forward and aft, while keeping her parallel to
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the quay.
3. When clear of the quay, the fore and aft lines must be let go
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and engines must be put ahead and rudder applied as

appropriate.
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(L) Clearing a berth in Calm Weather
1. The vessel must single up forward to an offshore

head line and forward spring.
2. Keeping the weight on the forward spring, the
head line must be heaved in order to cant the stern
away from the quay to come to position 2. Engine
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must be put to dead slow ahead and the rudder put
hard to port to assist the swing. Care should be
taken to avoid hitting the stem against the quay.
3. In position 2, let go the forward lines and put main
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engines astern and allow the vessel to gather
sternway to clear berth and come to position 3.
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USE OF TUGS FOR BERTHING
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 Most large vessels will employ tugs for berthing and unberthing. The
number of tugs, the location and time that the ship will meet them must be
ascertained as early as possible. The ship’s crew must be ready to make fast
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the tug when they arrive & when communication with the tug is established.
 In many cases the tugs will use their own lines. However, there are cases
where the ship is required to use their own lines. In this case, the ship must
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know in advance and prepare the suitable lines accordingly.

 If a pilot or docking master is berthing the ship, he must inform the Master
about where & how the tugs will be made fast & how they will be used.
 When tugs are used for berthing or unberthing, the tugs assist in the
approach and turning towards the berth or jetty, thereafter bringing the
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ship alongside for berthing. They also are useful in controlling the ship’s
movement in strong wind and current or during emergencies.
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 There are different types of tugs, each having their own advantages and
disadvantages. The choice of tugs is usually limited based on port facilities
and local practices. Usually the Pilot or docking Master will decide on the
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number and type of tugs required. Following factors are taken into account:
1. Ship’s type, size, draft, loading condition, windage and manoeuvrability.
2. Type and size of berth and its alignment to the channel.
3. Prevailing wind and current at the time.
4. Water depth in the channel & at berth and manoeuvring room available.
Page 133 of 271

TYPES OF TUGS
There are two basic types of tugs being used for ship work today. It is important
for the shiphandler to realize that tugs with different design features have
different handling characteristics that will determine how the tug is used when
berthing and unberthing.
(1) Conventional Tugs (Single Screw Tugs or Twin Screw Tugs)
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 Conventional Tugs can be of single screw or twin screw configuration.
 Some are fitted with kort nozzle and/or flanking rudders.
 The kort nozzle is a circular airfoil-shaped sleeve that covers the propeller.
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This increases the propeller thrust ahead as much as 40%.
 Flanking rudders are installed ahead of the ship’s propeller along with the
rudder aft of the propeller. They are used to direct the water flow when the
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tug is going astern permitting the tug to manoeuvre when going astern.
 The handling characteristics and manoeuvrability of these tugs can vary
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greatly depending on type of propeller and rudder and they are fitted.
However, the general characteristics of these tugs are:
1. Manoeuvrable and effective for most work (less than tractor tugs & ASD)
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2. Good steering ability especially as a forward pulling tug.
3. Good Bollard Pull to Power output.
4. Propulsion is aft and towing point about amidships or just abaft midship.
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5. There is increased risk of girding when towing.
(a) Single Screw Tugs (b) Twin Screw Tugs

These tugs are powerful especially These tugs are highly manoeuvrable
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when fitted with a Kort Nozzle. They, especially when fitted with flanking
however, have their own limitations as rudders. They can shift positions much
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they are not as manoeuvrable as twin quicker than a single screw tug & need
screw tugs. They are also slow in less room to do so. They are also able to
reacting to changes that require them maintain their 900 position to the ship’s
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to change positions. Also, under hull much easily than a single screw tug,
influence of strong currents or even even under the influence of a strong
otherwise, they may find it difficult to current where these tugs work one
hold their 900 operating position to the engine ahead and the other astern to
ship’s hull. maintain operating position.
Page 134 of 271

(2) Propeller Steered Tugs (Tractor Tugs or Azimuth Stern Drive)
Propeller steered tugs can be of two types – Tractor

tugs or Azimuth Stern Drive (ASD) tugs. Both either
use the Voith Schneider system of propulsion that
incorporates vertical blades that rotate individually
in a circle to provide thrust in a desired direction or
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an azimuthal drive system that incorporates two
propellers in Kort nozzles that can be rotated
through 3600.
Voith-Schneider Propeller (VSP)
a) Tractor Tugs
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 These have excellent manoeuvrability and full power thrust in any direction.
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These tugs are designed for pulling and are best used when pulling.
 The location of the propulsion unit forward allows the towing point to be
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situated further aft creating a better turning moment. It also reduces the
risk of girding.
 These tugs are versatile and can be used for alongside work as well. When
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pushing, these tugs usually push with stern first. They can also push against
the ship while lying alongside the ship, as the propellers can be turned
directing their force to the side. Their general characteristics are as follows:
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1. Full power in all directions and quick response to engine commands.

2. Very manoeuvrable especially in tight spaces.
3. Reduced risk of girding.
4. Reduced manoeuvrability when towing from forward at higher speed
5. Reduced directional stability especially in open waters.
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6. Reduced Bollard Pull to Power output.

7. Has a deeper draft than other tugs increasing risk of grounding.
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8. Requires special training for tug Masters.
b) Azimuth Stern Drive Tugs

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 These tugs have good manoeuvrability but are not as manoeuvrable as

tractor tugs. These tugs have two azimuth thrusters under the stern. They
are described as a pusher tug, but are also capable of pulling.
 They perform majority of towing operations over the bow, from a winch
mounted on the fore deck.
Page 135 of 271

 Their general characteristics are:

1. Relatively lower draft.
2. Good steering ability, except when going
astern at high speeds.
3. Towing point is just forward, but sometimes
just abaft amidships.
4. Underwater hull form improves the dynamic
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stability.
5. Manoeuvrable and able to pull effectively
over the stern or bow.
6. Risk of girding when towing over the stern.
Azimuth Stern Drive Tug
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7. Enhanced training needed for tug Masters.
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MAKING FAST TUGS
 The way a tug is made fast when berthing depends on several factors such as:
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1. The number and types of tug(s) used.
2. The location and configuration of the berth.
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3. Whether the ship will be making way or stationary.
4. The directions of any turns to be made and how the tug will be used.
5. Wind and current condition and local practice.
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 There may be occasions when a tug is working alongside and will be used only
to push. In such a case, it might be better to not fasten a line. This would
happen if the tug is pushing on the lee side of a vessel during high winds or
when a tug is positioned between the ship and the pier.
 Tugs can either be made up alongside with a head line, spring line or stern line
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or a combination of the three, depending on the situation or work on a single

towline or hawser. Both methods have their own advantages and
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disadvantages. The choice will usually depend on the local customs.

 Many tugs may be made fast with only one line from their bitts to the ship. For
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pushing or pulling the ship laterally with minimal current, this may be sufficient.
Tractor tugs prefer one line running from their aft bitt whereas Azimuth Stern
Drive tugs prefer one line running from their bow like conventional tugs.
 In the event a conventional tug is used and is not fitted with flanking rudders
or in difficult weather conditions, an additional line may be needed.
Page 136 of 271

 The shiphandler must make sure that the ship does not gain excessive headway
or sternway as this will put heavy strain on the line(s) and there is a danger that
it could part or even capsize the tug.
 It is important to pre-determine if the ship’s line is to be used or the tug’s line.
It is more desirable to use the tugs line. If the tug’s line is used, the ship’s crew
will pass a heaving line or a gant line through the desired chock down to the
tug. The tug crew will attach the heaving line to the towing hawser and the
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ship will heave it on board. If the ship’s hawser is to be used, the hawser may
either be directly lowered to the tug or if the tug cannot come so close, then a
heaving line may be used to pass the ship’s hawser to the tug.
 The shiphandler must be aware of the ship-tug interaction while the tug is
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being manoeuvred close to the ship’s bow or stern and slow the ship as much
as possible and not use the engines while the tug is near the stern.
 The hawser length is decided by the tugs captain based on his experience and
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various factors such as ship’s speed, manoeuvring room available, size and
deck height of the ship, wind and current conditions, etc.
 The length of the towline will affect the tugs ability to assist the ship. Longer
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the towline, more time it will take for the tug to shift pulling positions. Thus,
reaction time is faster for a shorter tow line, which means the ship will require
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less manoeuvring room.
 The negative effect of a short towline is to diminish its pulling power as the
tug’s propeller wash against the ship’s hull may work against the tug.
 When working a ship from the bow on a short towline, the distance between
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the ship and tug is less which gives less time for the tug’s captain to react to
unexpected movements of the ship which may put the tug in danger.
 When using two tugs, usually the stern tug is made up first. It is usually easier
and faster to make up the stern tug. This tug can then act as a brake to slow
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down the ship and will be able to assist if there is loss of steering or propulsion.
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SHIP-TUG INTERACTION
 There is considerable ship-tug interaction during tug assist operations. The
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causes are as described below:

1. Reduction in tugs pulling power due to tug’s propeller wash hitting the
ship’s hull. The effect is greater in shallow waters when UKC is small.
2. Effect of ship’s propeller wash, slipstream or ship’s wake. This effect also
increases in shallow and restricted waters.
Page 137 of 271

3. The pressures developed around the ship due to the water flow around the
ship, whether it is caused by ship’s movement through the water or a strong
current. Positive pressure area is created at the bow and stern and negative
pressure is created alongside the ship.
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 The interaction may affect the effectiveness of a tug but more importantly may
put the tug in danger. The shiphandler must take into consideration the ship’s
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speed and the effect of current as these pressures increase with increased
water flow. It is recommended that ship’s speed must be between 2 and 4
knots but never exceed 6 knots when tugs are working in the vicinity.
 A tug working in the bow area of a moving ship
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is in the danger of stemming. Stemming can

occur when the tug is being made fast at the
bow of a bigger ship. As the tug approaches the
larger vessel to collect the towline, its bow
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is repelled by the shoulder of the larger vessel.

The tug then applies counter helm to correct
the outward motion. As the tug moves ahead
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under the bow of the ship, it experiences an

attraction to the ship which is aggravated by
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the tug’s counter-helm still applied. Unless

prompt action is taken by the helmsman on the
tug, the two vessels could collide, with the tug
passing in front and under the ship’s bow.
Stemming of a tug
Page 138 of 271

 A tug working at the stern of a ship also experiences the high pressures
created at the stern of a moving ship. The tug can be pushed towards the
stern. The tug will also be affected by the ship’s slipstream and propeller wash.
The shiphandler must always stop the engines when making fast a stern tug or
when passing a line at the stern.
 Most tug accidents when working with ships is due to excess speed and lack of
proper communication between the ship and the tug. The ship (usually pilot)
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must be in constant communication with the tugs relaying his intentions.
Similarly, the tug Master must keep the shiphandler advised of the tug’s
actions and any problems that it may experience.
SAFE HANDLING OF TOWLINES
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 Seamen should never stand in the close vicinity of a towline when stress is seen
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to be in the line.
 Towlines should always be let go in a controlled manner (by use of rope tail
from wire eye) to ensure that the tug’s crew are not endangered.
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 Sharp angled leads and chafe on towlines should be avoided, especially over
long periods. Means of adjusting the length of the towline to avoid continual
wear & tear or in the event of bad weather should be provided.
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 It is not considered good seamanlike practice to secure the eye of a tug’s wire
over the vessel’s bitts. By doing so, the control is passed to the tug, and the
ship becomes dependent on the tug to ease the weight on the towline for
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ship’s personnel to slip it. In an emergency, if the eye is secured over the bitts,
ship’s personnel will not be able to release the tow line.
 When a ship’s towrope is released from a stern tug, engines must be turning
ahead. The propeller wash will push the towline astern & clear of the propeller.
 After any towline has been secured by turns aboard the vessel, weight must be
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taken to test the securing first before starting the actual operations.
 Efficient communications should be established between the bridge, the tug,
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and the officer on station, before starting any operation.

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PIVOT POINT WHEN USING TUGS

 The location of ship’s pivot point will affect the effectiveness of the tugs.
 When the ship is stationary, the pivot point is about midship. Hence, the lever
arm created when tugs pull or push the bow is equal to that at the stern.
Page 139 of 271

 When the ship is moving ahead, the pivot point is forward of midship. Hence,
the lever arm forward becomes small. Therefore, the tug pushing or pulling
from aft will have a greater effect.
 When the ship is moving astern, the pivot point is abaft the midship. Hence, the
lever arm aft becomes small. Therefore, the tug pushing or pulling from fwd
will have a greater effect.
 The shiphandler must be aware of this when giving orders for tugs to pull/push.
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GIRDING OF TUGS
 This is a term used to describe a tug being towed
sideways by the vessel she is supposed to be towing
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i.e. when the tow line is leading almost abeam to the
tug’s centre line. The danger arises when the towing
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hook is close to midship.
 The height of the towing hook is an important factor,
as are the speed & rate of swing of the towed vessel.
'S
 This situation could be extremely dangerous if the tug’s gunwales are dragged
under by the force acting on the towline, especially if the weather deck of the
tug has open hatchways which can cause the tug to capsize.
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 If in an emergency the tug’s stern cannot be brought under the towline very
quickly, the tow line should be slipped.
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OTHER USES OF TUGS:

 Towing – moving vessels that cannot move by themselves. (eg. barges, oil
platforms, disabled ships, log rafts, etc)
 Escort tug – a fast tug that runs with Tankers at speeds of upto 14 kts to
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provide steering & braking capability in case of emergency.

 Salvage tug – An ocean-going tug having specific equipment for salvage.
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 Ice-breakers – Specially designed tugs used for ice-breaking.

 Standby tug – A vessel which is stationed at a specific location with the primary
purpose of preventing a ship in trouble from becoming a major casualty.
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 Fire fighting and clean up operations – Tugs are equipped with FFA to fight
fires on board other vessels. They also carry out clean up operations post a
pollution incident.
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Page 140 of 271

SAFETY & EMERGENCY IAMSAR & MOB
INTERNATIONAL AERONAUTICAL AND MARITIME SEARCH

AND RESCUE (IAMSAR) MANUAL
Introduction
 The first edition of IAMSAR manual was published in 1998. It replaces the
old Merchant Ship Search and Rescue (MERSAR) and also the International
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Maritime Organization Search and Rescue (IMOSAR) Manual.
 IAMSAR manual is divided into three volumes that provide guidelines for a
common aviation and maritime approach to organizing and providing SAR
services.
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 The primary purpose of IAMSAR is to assist member States in meeting their
own search and rescue (SAR) needs.
 Each volume of the IAMSAR manual is written with specific SAR system
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duties in mind, and can be used as a stand-alone document, or, in
conjunction with the other two volumes, as a means to attain a full view of
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the SAR system. A new edition is published every 3 years.
IAMSAR Volumes:
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Volume 1 – Organisation and management volume
This discusses the global SAR system concept, establishment and improvement of
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national and regional SAR systems and co-operation with the neighboring states
to provide effective and economical SAR services.
Volume 2 – Mission co-ordination volume

This volume assists personnel who plan and co-ordinate SAR operations and
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exercises.
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Volume 3 – Mobile Facilities

This volume is intended to be carried aboard rescue units, aircrafts and vessels to
help in performance of search, rescue and on-scene coordinator function and with
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aspects of SAR that pertains to their own emergencies. This manual is jointly
published by International Civil Aviation Organisation (ICAO) and International
Maritime Organisation (IMO). The carriage of this volume onboard is mandatory
for all vessels. A good knowledge of this volume is essential for all watchkeeping
officers.
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Contents of IAMSAR Volume 3:

a) An overview of SAR concept.
b) Abbreviation, acronyms and glossary.
c) Responsibilities and rendering assistance.
d) On-scene co-ordination.
e) On-board emergencies.
f) Search patterns for both aircraft and ships and advice on preparation.
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g) Signals for responding to distress scenarios.
Roles and Duties of OSC, SMC and SC
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The SAR system has three general levels of co-ordination.
1. SC (SAR Co-ordinator) (National Level)
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2. SMC (SAR Mission co-ordinator)
3. OSC (On-scene co-ordinator) 'S
SAR Co-ordinator (SC):
 SCs are the top level SAR managers. Each State normally will have one or
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more persons or agencies as SAR co-ordinators.
 They have the overall responsibility for:
1. Establishing, staffing, equipping and managing the SAR system
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2. Establishing RCC’s and rescue sub-centers (RSCs)

3. Arranging SAR facilities.
4. Developing SAR policies.
5. Co-ordinating SAR training
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SAR Mission Co-ordinator (SMC):

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 Each SAR operation is carried out under the guidance of a SMC. This
function exists only for the duration of a specific SAR incident and is
normally performed by the Chief of the RCC (Rescue Co-ordination Centre).
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The SMC may have assisting staff.

 The SMC guides a SAR operation until a rescue has been carried out or it
becomes apparent that further efforts would be of no use.
 The SMC should be well trained in all SAR processes, be thoroughly familiar
with the applicable SAR plans.
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 SMC duties:
1) To obtain and evaluate all data on the emergency.
2) To ascertain type of emergency equipment carried by the distressed craft
3) To find information on prevailing environmental conditions
4) To ascertain movements and locations of vessels
5) To plot the areas to search and decide on methods and facilities to be used
6) To develop the search action plan and rescue action plan
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7) To co-ordinate with adjacent RCCs when appropriate
8) To arrange briefing and debriefing of SAR personnel
9) To evaluate all reports and modify search action plan as necessary
10) To arrange for refueling of aircraft and, for prolonged search, make
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arrangements for the accommodation of SAR personnel
11) To arrange for delivery of supplies to sustain survivors
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12) To maintain in order the sequence of events and timings
13) To issue progress reports and at the end, prepare a final report.
14) To determine when to suspend or terminate the search
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15) To release SAR facilities when assistance is no longer required
16)To notify accident investigation authorities.
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On- scene co-ordinator:
 The first facility (ship, aircraft, boat, yacht, etc) to arrive on the scene must
inform the SMC and start rescue operations within its capabilities
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 When two or more SAR facilities are working together on the same mission,
one person on-scene may be needed to co-ordinate the activities of all
participating facilities. This station is known as the on-scene coordinator.
 The SMC designates an OSC, who may be the person in charge of a search
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and rescue unit (SRU), ship, or aircraft participating in a search; or a nearby

facility in a position to handle OSC duties.
 The person in charge of the first facility to arrive at the scene of action will
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normally assume the OSC function until the SMC arranges for that person to
be relieved.
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 Factors considered while designating the OSC;

1) Communication facilities of a vessel
2) Qualified staff on board and experience of the Master
3) Training of the Master and staff of the vessel
4) Language of Master and officers
Page 143 of 271

5) Amount of time she can spend on scene

6) Endurance of the vessel and her location w.r.t. the SAR area.
 OSC Duties:
1) Co-ordinating all operations of all SAR facilities on-scene.

2) Receiving the search action plan or rescue action plan from SMC or planning
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it out if no plan is made available.
3) Accessing and modifying the above plans as per present situation, keeping
SMC informed.
4) Co-ordinating all on-scene communications
5) Monitoring the performance of other participating facilities.
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6) Ensuring operations are conducted safely
7) Making periodic situation reports (SITREPS) to the SMC including
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information on weather and sea conditions, results of search, actions taken
and future plans, etc.
8) Maintaining a detailed record of the operation including the timings of
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arrival and departure of SAR facilities, areas searched, actions taken and
results obtained.
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9) OSC must advise the SMC to release the facilities that are no longer
required.
10) They must report number and names of survivors to the SMC.
11) They must report to SMC about the survivor’s position in each facility.
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12) They must request additional assistance from SMC whenever necessary
(such as medical evacuation)
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ON RECEIVING A DISTRESS ALERT:
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 DO NOT SEND A DSC ACKNOWLEDGEMENT. It can be assumed the DSC call
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has been heard and acknowledged by a Coast Station whose transmissions
may be out of range of your own ship. If further DSC distress alerts are
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received from the same source and the ship in distress is, without a doubt,
in the vicinity, a DSC acknowledgement may then be sent to terminate the
call and a Rescue Co-ordination Center informed.
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 If it is clear the ship or persons in distress are not in the vicinity and/or other
craft are in a better position to assist, unnecessary communications, which
could interfere with SAR activities are to be avoided. Details should be
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recorded in the appropriate logbooks.
ACTION BY ASSISTING CRAFT
The following immediate action should be taken by any ship receiving a distress
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message:
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 Acknowledge receipt of message.

 Maintain a continuous watch on 2182 KHz, VHF Ch.16 and 121.5 MHz AM
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(radiotelephony for aircraft distress)

 Use of GMDSS equipments: GMDSS equipment such as Sat-C, VHF, MF/HF,
NAVTEX, portable VHF, EPIRB, SART, etc must be operational. They should
be used as required and must be prepared at all times to receive distress
alerts.
Page 145 of 271

 Communication: The vessel should maintain communication with the

distressed craft and gather the following information from the craft,
- distressed craft's position, identity, call sign, and name
- number of persons onboard
- nature of the distress or casualty
- type of assistance required
- distressed craft's details (course, speed, type, cargo carried, etc)
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- any other pertinent information that might facilitate the rescue
The following information should be communicated to the distressed craft:
- own vessel's identity, call sign, and name
- own vessel's position, speed and ETA to distressed craft site
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- distressed craft's true bearing and distance from ship.
The ship should contact the nearest CRS (Coast Radio Station) and establish
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communication with the SMC and pass on all available information,
updating as necessary.
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 If Not Assisting: The master deciding not to proceed to the scene of a
distress due to sailing time involved and/or in the knowledge that a rescue
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operation is already under way should make an appropriate entry in the
ship’s logbook. If the Master had previously acknowledged and responded
to the alert, he must report his decision of ‘not to proceed’ to the SAR
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service concerned. Such reporting is unnecessary if no contact has been

made with the SAR service. The Master must reconsider the decision of ‘not
to proceed’ when vessel in distress is far from land and in an area where
density of shipping is low.
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DATUM:
 The term datum refers to the most probable location of the distressed
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vessel, corrected for drift over a given time.

 In determining datum, following should be taken into account:
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1. Time of incident and reported position

2. Any bearing or sightings
3. Time interval between the incident and arrival of SAR facilities
4. Estimated surface movements of the distressed craft depending on
the drift. Drift depends on leeway and current.
Page 146 of 271

SEARCH AREA:
 Immediate: If search has to commence immediately, use search radius (R) as

10NM.
 Delayed: If time is available, calculate the radius using the formulae given in
the IAMSAR manual.
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To plot the search area:
1. Draw a circle centered on datum with radius R.

2. Using tangents to the circle to form a square as
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shown alongside.
3. If several facilities will be searching at the same
time, divide the square into sub-areas of the
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appropriate size and assign search facilities
accordingly.
VARIOUS SEARCH PATTERNS

'S
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Expanding Square Search:
 It is the most effective search pattern when

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the location of the search object is known

within relatively close limits.
 The commence search point is always the
datum position.
 It is often appropriate for vessels or small
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boats to use this pattern when searching

for persons in the water or other search
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objects with little or no leeway.

 Due to the small area involved, this
procedure must not be used simultaneously
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by multiple aircraft at similar altitudes or by

multiple vessels.
 Accurate navigation is required; the first leg is usually oriented directly into the
wind to minimize navigational errors.
 All course alterations are of 90o.
Page 147 of 271

 First two legs will be of same length which will depend upon the visibility and
the height of eye of the lookouts and the swell and sea height.
 All subsequent pair of legs will be of similar length more than the previous pair
thus forming an expanding square as shown in the diagram.
 This will continue till the entire search area is fully searched.
Sector Search:
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 It is most effective when the position of the search object is accurately known
and the search area is small.
 It is used to search a circular area centered on a datum point.
 Due to the small area involved, this procedure must not be used simultaneously
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by multiple aircraft at similar altitudes or by multiple vessels.
 An aircraft and a vessel may be used together to perform independent sector
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searches of the same area.
 Commence point of the search is where the ship or aircraft enters the area to
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be searched.
 A suitable marker may be
dropped at the datum position
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and used as a reference point.
 For aircraft, the search pattern
radius is usually between 5 NM
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and 20 NM.
 For vessels, the search pattern
radius is usually between 2 NM
and 5 NM.
 Each turn is 1200, normally
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turned to starboard.
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Parallel Sweep Search
 It is used to search a large area when survivor location is uncertain.

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 It is most effective over water or flat terrain.

 It is usually used when a large search area must be divided into sub-areas for
assignment to individual search facilities on-scene at the same time.
Page 148 of 271

 The commence search point

is in one corner of the sub-
area, one-half track space
inside the rectangle, from
the corner of that sub-area.
(See figure)
 Search legs are parallel to
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each other and to the sides
of the sub-area boundary
with 900 alterations.
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 Parallel sweep search pattern to be used by multiple ships in shown below:
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'S
D
AN
H
O
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Page 149 of 271

Co-ordinated Vessel-Aircraft Search Pattern
 Creeping line search, coordinated (CSC) is often used.

 The aircraft does most of the searching, while the ship steams along a
course at a speed as directed by the OSC so that the aircraft can use it as a
navigational checkpoint.
 The aircraft, as it passes over the ship, can easily make corrections to stay
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on the track of its search pattern.
 This search gives a higher probability of detection than can normally be
attained by an aircraft searching alone.
 Ships speed will depend upon the speed of the aircraft and the size of the
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area to be searched.
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'S
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AIRCRAFT ASSISTANCE IN SAR:

 Aircrafts are must faster compared to surface crafts and hence they can
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search larger areas in shorter time periods.

 Due to their altitude, they have a longer visible horizon. This will also aid in
searching larger areas in less time. This will also depend upon the visibility
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and size of the search object.

 Helicopters can carry out rescue operations once the search object is
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located. However, the number of persons to be lifted depends upon the

type and current capacity of the helicopter.
 Fixed wing aircrafts can drop supplies and messages to survivors and also
guide surface vessels to carry out the rescue.
Page 150 of 271

Cancellation of Distress Message

 Cancellation should occur as soon as the distressed craft has been
recovered or when the assistance of SAR facilities is no longer required.
 Any false alert, including by inadvertent human error, should be cancelled so
that SAR authorities do not needlessly respond.
Medical Evacuation (MEDEVAC) using Helicopter
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 If medical evacuations are being considered using helicopters, special
considerations must be given to the inherent dangers of such operations to
both the person needing assistance and to the rescue personnel.
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 When medical assistance is required, following information should be sent
to the RCC.
1. Name, call sign, position of the vessel,
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2. Port of destination, ETA, course and speed
3. Patient's name, age, gender, nationality, and language
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4. Patient's respiration, pulse rate, temperature, and blood pressure
5. Location of pain, nature of illness/injury, apparent cause & related history
6. Symptoms and all the medications given
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7. Ability of patient to eat, drink, walk or be moved.
8. Whether the vessel has a medicine chest, and whether a physician or
other medically trained person is aboard
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9. Whether a suitable clear area is available for helicopter winch operations

or landing
10. Name, address and phone number of vessel's agent
11. Communications and homing signal available
12. Any other relevant information.
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 The final decision about whether it is safe to conduct an evacuation remains

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ultimately with the person in command of the rescue facility conducting the
evacuation.
 A suitable rendezvous position must be decided as soon as possible if the
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vessel is beyond helicopter range and has to divert.

 The Master must immediately inform the rescue team of any changes in the
condition of the patient.
 The patient must be prepared before the helicopter arrives and be moved
as close to the helicopter pick up area as the patient’s condition permits.
Page 151 of 271

 Ensure that the patient is tagged to show details of any medication, which
has been administered.
 The patient's seaman's papers, passport, medical record, and other
necessary documents should be kept ready in a package to be transferred
with the patient.
 Ensure that deck crew is prepared as necessary to move the patient to the
special stretcher (lowered by the helicopter) as quickly as possible. The
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patient should be strapped in the stretcher face-up, in a lifejacket if
conditions permit.
RESCUE OF SURVIVORS:
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In calm sea- survivors on board a ship:
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 It can be done by rescue ship going alongside the vessel in distress and
effecting a rescue. Care to be taken to ensure that during the operation,
damage due to contact is minimized. Fenders should be used.
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 Since the sea is calm and wind does not exceed force 5, a rescue can be
affected by the use of a rescue boat as well.
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In rough weather, distress ship on fire, survivors on board the ship:
 The distressed ship must be approached on her windward side creating a
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lee. Then a line should be passed using LTA.

 A messenger line and then a heaving line should replace the small LTA line.
 The rescue will be effected using a life raft of the distressed ship. In case the
distressed ship’s life raft becomes unusable, the rescuing ships life raft
should be inflated and sent to the distressed ship using a heaving line.
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 Survivors should be transferred into the life raft and then brought alongside
the rescuing ship to effect a rescue.
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Survivors in Life Rafts – Fair weather:

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 Stop the ship with the lift rafts to windward and allow them to drift and
come alongside.
 Care should be taken when own ship is rolling.
 Rescue should be effected rapidly.
Page 152 of 271

Survivors in Life Rafts – Moderate to Rough weather:

 Approach the raft with the wind on one quarter of the rescuing ship and the
life raft on the opposite bow.
 In this case, a lee will be available for rescue and if the rafts drift away due
to the wind, the rescuing ship can easily catch up using her engine and
steering and then straighten up to get the rafts on the bow.
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Survivors in Life Rafts – In poor physical condition:
 One option is to lift the raft out of the water using the rescuing ship’s cargo
gear. Rafts that are davit launched can be lifted out of the water easily by
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attaching the hook to their lifting attachment.
 If the raft is not a davit launched one, a net can be passed underneath the
raft to lift it. To prevent collapse of the raft, spreaders must be inserted in
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the net before passing it below the raft. Wooden boards lashed to the net
can also be used.
 Atleast two crew members of the rescuing ship will have to enter the water
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to get the net below the life raft. These crew members must wear adequate
buoyancy material and must advise the survivors to sit at the sides of the
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raft and ensure all buoyancy chambers are fully inflated.
 If none of the above can be done, final option is to use a rescue boat.
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Survivors in a Life boat:

 The lifeboat must be approached on her windward side creating a lee.
 The lifeboat must be brought alongside and rescue must be effected.
 It is advised to keep the wind on the bow, instead of stopping the ship with
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the wind on the beam. This will have an advantage as rolling of own ship will
be reduced.
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Survivors in Water:
 Stop the ship to windward creating a lee.
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 Allow the survivors to climb using safety nets and ladders or launch a rescue
boat to effect a rescue.
 If survivors are in poor condition, crew members of the rescuing ship may
have to enter the water to carry out the rescue.
Page 153 of 271

Evacuation using Helicopter:

 Helicopters have a limited range. Hence, they can be used in coastal waters
upto about 250 NM from their base, without refueling.
 The best way to effect the rescue is to land the helicopter on the distressed
vessel and embark personnel. This requires a landing facility to be available
on the distressed vessel.
 There may be restrictions to a helicopter landing on a distressed vessel, such
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as fire, poor stability, weather, etc. If landing is not possible, rescue will be
effected through a winching operation.
 The winching area is usually marked on the deck. Where and how to
conduct the operation will be at the pilot’s discretion.
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 All the necessary safety checks must be carried out by a responsible officer
as per the Helicopter Operation Checklist. Loose objects and aerial, standing
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or running gear must be secured. Communication between deck and bridge
must be checked. Fire fighting appliances must be in readiness. Adequate
number of persons must form the deck party and they must be properly
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briefed. All persons to wear adequate PPE. Radars may be put on stand-by
just before the helicopter arrives. For tankers, all tanks openings must be
secured and tank pressures slightly positive.
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 The deck party must remain stationary and allow the helicopter to move to
them. Either a winch-man with an additional strop may be lowered or only a
strop may be lowered.
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 The survivor should put the strop under their arms and after indicating
readiness, should hold both arms against the side of the body.
 If condition of the survivor does not allow this, a stretcher may be lowered
along with a winch man. Ships stretched may not be used. The casualty is
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either strapped into the stretcher lowered or the casualty & ship’s stretcher
together may be attached to the helicopters stretcher and lifted up.
 If there are obstructions, helicopter pilot may resort to highline technique.
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This is done when winch-man cannot be lowered to the vessel. In such a

case, a rope extension of the winch wire is lowered to a ship’s crew on the
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vessel. This rope should be coiled on the deck but never be made fast. The
rope will be paid out till the strop comes to hand.
 An earthing wire or winch hook should be allowed to touch the deck before
handling the wire lowered by the helicopter. This is to disperse static
electricity.
Page 154 of 271

 The casualty will be secured in the strop and when ready, the helicopter will
ascent and hoist the winch wire. When this happens, the extension rope
should be taut until its end is reached. It should be cast clear of the ship
when no more evacuations are needed. For many casualties, two strops
may be lowered for faster operation.
 If ship’s deck has many obstructions, casualties can be transferred to the
ship’s boat and kept astern on a long painter. The helicopter then winches
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the persons from the boat.
Conclusion of Search
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(1) Search Unsuccessful:
 The OSC should continue the search until all reasonable hope of rescuing
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survivors has been lost.
 The OSC may need to decide whether to terminate an unsuccessful search,
in consultation with the SMC when practicable.
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 For this determination, factors to consider include the following:
1. probability that survivors might still be alive.
2. time remaining that search facilities can remain on-scene
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 The OSC, after consultation with other assisting craft and land-based
authorities, should take the following action:
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Ocean Incident - Terminate active search and advise assisting craft to

proceed on passage. Inform the land-based authority and send a message
to all ships in the area asking them to continue to keep a look-out.
Coastal Incident - Consult with land-based authorities about the termination
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of search.
(2) Search Successful:

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 Once the distressed craft or survivors have been sighted, the OSC should
assess the best method for the rescue and direct the most suitably
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equipped craft to the scene.

 This most suitable vessel is chosen only if the detecting vessel is unable to
effect the rescue or if there is a choice available. If there is no choice, the
detecting vessel will then have to effect the rescue anyhow. Most types of
seagoing merchant vessels should be able to effect a rescue.
Page 155 of 271

 It must be ensured that all survivors are accounted for.

 Survivors should be questioned about the ship or aircraft in distress,
number of persons on board and whether other survivors or survival craft
have been seen. This information should be promptly relayed to the SMC.
 When all rescuing action has been effected, the OSC should immediately
inform all search facilities that the search has been terminated. The OSC
should inform the SMC of the conclusion of the search and give the
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following details:
1. Names and destinations of ships with survivors, and identities and
numbers of survivors in each
2. Physical condition of survivors
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3. Whether medical aid is needed
4. The state of the distressed craft and whether it is a hazard to
navigation.
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Logbook Entries 'S
 Ships that are required to have GMDSS installation are also required to
maintain a GMDSS Log in which the following are recorded, together with
the time of their occurrence:
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1. A summary of communications relating to distress, urgency and safety
2. A reference to important service incidents
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3. If the ship rules permit, the position of the ship at least once a day.
4. A record of every distress signal observed or a distress message
received.
 All accidents should be entered in the Official Logbook (OLB) as required by
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the Regulations.
 Where a Master receives a distress signal at sea, but is unable or in special
circumstances of the case, considers it unreasonable or unnecessary to go
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for rescue, should make a statement of his reasons in the OLB for not going
to assist the ones in distress.
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Page 156 of 271

PERSON REPORTED MISSING AT SEA
If Missing At Sea -
 Master shall make a U-turn immediately to search the nearby waters for the
missing person.
 Send a DSC Distress alert followed by a Distress Message on R/T to inform
other ships in the area and to request assistance.
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 The Master shall notify the office of the following items:
1. The time and position of the vessel when discovered that a person was
missing and what was done immediately thereafter;
2. The state of search, weather and sea conditions;
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3. Any response to the Distress call received from other ships or RCC
4. The latest observed health condition of the missing person
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5. Any other information that may be of interest
 The final result of the search will depend on the weather and sea condition.
'S
 Discontinuation the search and return to the original route shall only take
place after consultation with the Company.
 The personal effects should be inventoried and along with documents
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returned to next-of-kin upon receiving instructions from Company.
 Consulate of the crew and the ships Flag administration to be informed.
 The Company shall notify the missing persons family with details about the
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situation. The information given shall be based on facts only and not contain
speculations of any kind.
If Missing in Port -
 It must not be assumed that any crew member who fails to rejoin the
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vessel prior departure is a deserter. The missing person’s cabin should be

searched for any indication that there was intent to desert.
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 Local agent, authorities, P&I Club correspondent & Company should be

informed immediately and vessel to await Immigration Clearance.
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 Documents and inventoried personal effects should be delivered to the

agent and receipt obtained.
 Master must ask agent to advise Consulate of the crew & the ships flag.
 The Company shall notify the missing persons’ family with details about
the situation.
Page 157 of 271

MANOVERBOARD PROCEDURES
 Depending on the prevailing situation and type of ship involved, different
MOB manoeuvres may be required. Following can be the situations:
1. Immediate action situation – when casualty is noticed on Bridge and
action is initiated immediately.
2. Delayed action situation – when casualty is reported by an eye-witness
and action is initiated with some delay.
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3. Person missing situation – when a person is reported to the Bridge as
‘missing’.
 When the possibility exists that a person has fallen overboard, the crew
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must attempt to recover the individual as soon as possible.
 Some factors that will affect the speed of recovery include:
1. Ship’s manoeuvring characteristics & capability of the engine plant
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2. Wind direction, sea state and visibility.
3. Crew’s experience and level of training.
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4. Location of the incident and possibility of other vessels assisting.
5. Recovery technique
 Three standard manoeuvres that are generally used when ship is making full
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speed ahead are:
1. Single Turn / One Turn / Anderson Turn
2. Williamson Turn
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3. Scharnov Turn
SINGLE TURN
 It is the fastest recovery method. However, it is
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difficult for a single screw vessel. It is good for

ships with considerable power and tight turning
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characteristics.
 In this method, the rudder is put in the hard over
position (in immediate action situation, always to
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the side of casualty). After deviation from the

original course by 2500, rudder is put to midship
position and stopping manoeuvre is initiated.
 It is advantageous in an immediate action situation
as it will take the ship back to the scene of casualty most quickly.
Page 158 of 271

WILLIAMSON TURN
 This turn will help the ship make good the

original track line.
 It is simple but slower procedure. It is most
appropriate at night time and in reduced
visibility or bad weather.
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 Only disadvantage is that it takes the ship
farther away from the scene of incident.
 In this method, the rudder is put in the hard
over position (in an immediate action
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situation, always to the side of casualty)
 After deviation from the original course by
600, the rudder is put hard over to the
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opposite side. When heading is 200 short of
the reciprocal course, the rudder is put to
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midship position and ship is brought to the
reciprocal course.
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SCHARNOV TURN
 This turn will take the vessel back into her

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wake. It saves time as less distance is

covered.
 It cannot be carried out effectively unless
the time elapsed between occurrence of the
incident and the commencement of the
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manoeuvre is known.
 This turn must not be used in an immediate
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action situation.
 In this method, the rudder is put hard over
and after deviation from the original course
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by 2400, the rudder is put hard over on the

opposite side.
 When heading is 200 short of the reciprocal
course, rudder is put to midship so that ship will be on the reciprocal course.
Page 159 of 271

NOTE:
 In an immediate action situation, single turn is best as it will take ship back
to scene of casualty most quickly. Williamson turn will take more time as it
temporarily takes ship away from the scene of casualty. Scharnow turn is
not appropriate.
 In delayed action situation, Williamson turn will bring ship to the scene of
casualty most surely. Scharnov turn will not be effective unless the time
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elapsed between occurrence of the incident and the commencement of the
manoeuvre is known.
 In person missing situation, Williamson turn and Scharnov turn will bring the
vessel back into her wake. Scharnov turn is faster as it covers less distance.
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DOUBLE TURN
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 The double turn is the most appropriate turn when the man is visible in the
water or the MOB marker remains clearly visible.
'S
 It is used only in an
immediate action situation
where the rudder is put
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hard over on the side of
the casualty. The ship is
then steadied on the
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reverse course.
 When the man or the
marker is 300 abaft the
beam, the wheel is put
hard over once again and
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the ship is brought back on

the original course.
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 Speed must be reduced

further and the ship brought to windward of the man to provide a lee for
the rescue boat. It must be made sure that the ship has lost all headway
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when the man is well forward of the propeller.
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Page 160 of 271

SAFETY & EMERGENCY HEAVY WEATHER, BOW WAVE & STERN WAVE
HEAVY WEATHER, BOW WAVE & STERN WAVE

Introduction:
 The Master should remain well informed about the expected changes in
weather. When there are predictions of heavy weather along the planned
passage, it might be best to alter the route to avoid the encounter. In some
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cases, extreme weather can occur suddenly without warning and it is
impossible to avoid it.
 There are six motions that a ship experiences in heavy weather. These are
roll, pitch, heave, yaw, surge and sway. The motions that are felt by the
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crew and the cargo are roll, pitch and heave.
 Heavy weather presents additional challenges to the shiphandler. Seas may
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become so large and violent as to make it necessary to alter the course,
reduce speed and heave to. The ship may be subject to excessive pounding,
extreme pitching, violent rolling, broaching, pooping and shipping large
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quantities of water on the deck. The ship could be severely damaged
structurally, take on water and lose stability.
 The sea-keeping ability of a ship will depend on ship size, power of the ship,
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ship type, hull shape, freeboard and stability condition (tender or stiff). The
Master should be familiar with the sea-keeping abilities of his/her vessel and
know the factors that affect the stability of the ship when deciding on what
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course of action to take when encountering heavy weather.
EFFECTS OF WAVE MOTION ON A SHIP
 All ships have a natural period of roll and pitch according to their
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dimensions and conditions of loading. The period of roll is the time a ship
takes to roll from one side to the other and back again. The period of pitch is
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the time the bows of a ship take to rise from the horizontal, fall below the
horizontal, and return to it. The period of encounter is the time interval
between the passage of two successive wave crests past a given point in
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the ship.
 The movement of a ship in roll or pitch depends on the size of the waves
and the relation between the period of encounter and the ship’s period of
roll or pitch, the greatest movement developing when there is
synchronization.
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 The period of encounter depends on the wave length which governs the
wave speed and also on the course and speed of the ship relative to the
waves. Thus the period of encounter can be varied by alteration of the
ship’s course and speed.
A) When the period of the ship is small in comparison with the period of
encounter, she will tend to ride the waves, keeping her deck parallel to their
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slope. In a beam sea, this will result in rapid, heavy rolling. In a head sea, a
small period of pitch should result in an easy motion, without much water
being shipped.
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B) When the period of the ship is large in comparison with the period of
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encounter, she will roll or pitch independently of the waves. In a beam
sea, this should mean a comparatively easy motion, though waves slapping
against the weather side may make her wet. In a head sea, a comparatively
long period of pitch may result in occasional burying of the bows and
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exposure of propellers and rudders.

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O
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C) When the period of encounter approaches synchronization with the period

of roll or pitch, the ship’s motion will be violent. In a beam sea, this may
result in dangerously heavy rolling, while in a head sea, the severe and
rapid pitching movement may cause frequent racing of propellers and unfair
hogging and sagging strains.
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POOPING:
 Pooping occurs when a vessel

is in a large following sea and
the speed of the waves is
greater than the speed of the
ship. The large waves may
come onboard the vessel
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forcing her stern down.
 Pooping occurs when a vessel falls into the trough of a wave and does not
rise with the wave, or if the vessel falls as the wave is rising and allows the
wave to break over her stern or poop deck area. Hence the name ‘pooping’.
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 Vessels with a low freeboard are more exposed to the risk of ‘pooping’.
 Pooping may cause considerable damage in the stern area and damage to
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propeller and rudder due to severe buffeting. Also, engine room can be
flooded if the openings which face aft are not properly secured.
 Corrective action would be to alter course and head seas or heave to.
'S
BROACHING TO:
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AN
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 Broaching occurs when a vessel is in a large following sea and the speed of the
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ship is same as the wave speed. The ship will begin to ‘surf’ and become
directionally unstable as there is no effective water running across the rudder.
 Broaching occurs when the ship’s bow buries itself deep into the trough and
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the stern is swung round until the ship lies broadside to the waves.
 The ship once turned beam to the sea, begins to roll heavily, and if a following
wave breaks upon her in such a way as to reinforce her roll to leeward, she may
be heeled further over and capsize.
 Corrective action would be to reduce speed or to alter course and head seas.
Page 163 of 271

SYNCHRONOUS ROLLING
 Synchronous rolling occurs when the natural rolling period of the ship
coincides with the wave encountered period.
 If the ship’s natural rolling period and the period of encounter are the same,
or nearly the same, the ship will begin to take large rolls some of which can
be as large as 500.
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 This can happen regardless of the direction of the sea w.r.t. the ship’s
heading. But it is most likely to happen when the natural rolling period of
the ship is short or when sailing in high beam or quartering seas.
 The ship’s forward motion will affect the relationship between the period of
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encounter and the wave period. For beam seas, the period of encounter is
the same as the wave period. For head seas, the period of encounter is
shorter than the wave period. For following seas, the period of encounter is
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longer than the wave period.
 The dangers associated with synchronous rolling are:
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1. The rolling may become so great that the ship cannot recover from the
large angle of heel created and the ship may capsize.
2. The rolling may cause a cargo shift resulting in loss of stability and the
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ship may capsize.
3. Cargo lashings may give way because of the excessive rolling and cause
damage to the cargo and in some cases, structural damage to the ship.
 A vessel which has suffered engine failure is most vulnerable to
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synchronized rolling and efforts to bring the vessel’s head into the wind
should be made while she still has headway.
 Corrective Actions: It is imperative that the watch officer recognizes the
condition the synchronization immediately, especially in a small vessel, or
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when the range of stability is small. An immediate alteration of the vessel’s

course will effectively change the period of encounter and eliminate the
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condition.
SYNCHRONOUS PITCHING:
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 Synchronous pitching occurs when the period of encounter is similar to the

vessel’s period of pitch.
 This situation can be improved by an alteration of speed, preferably a
reduction, as an increase may cause the vessel to ‘pound’.
Page 164 of 271

PARAMETRIC ROLLING:
 Parametric rolling occurs only when the large sea condition is in head / stern
or anywhere near to them. The period of wave encounter is half the natural
rolling period of the ship which coincides when ship’s bow in pitching down.
 It is caused due to the combination of various factors such as low initial
stability, large flare around the water line, waves as long as ship’s length,
sufficiently large wave amplitudes, period of encounter half the rolling
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period and low hydrodynamic roll damping.
 Parametric rolling is most likely to affect large container ships which have a
large flare forward and a flat after ship. It can happen quickly and large
rolling angles of more than 350 can be reached.
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 This generates extremely high loads on the lashings and containers. It can
even result in the breaking load of the container lashings to be exceeded. As
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a result, the cargo and vessel could be damaged, or containers could be lost.
 Parametric rolling causes heavy stresses in the ship’s structure especially
fore and aft parts. It also causes variation in the load of ship’s main engines.
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If not tackled quickly, it can also reduce in the capsizing of the vessel.
 Corrective Action is to slow down and to alter to a more favourable course
to ease the vessel's motion by breaking the resonance (between period of
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encounter and rolling period).
OPTION AVAILABLE IN HEAVY WEATHER:

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The options available to a vessel running into heavy weather can be restricted to
five main categories:
1. Head to sea, or with wind & sea fine on the bow, running at reduced speed.
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2. Stern to sea, at reduced speed, running before the wind.

3. Heaving to, preferably in the lee of a land mass, to allow weather to pass.
4. Anchoring, depending on depth of water and shelter provided.
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5. Altering course in plenty of time to take evasive action away from adverse
weather conditions.
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It has been pointed out that the successful handling of any ship will be
dependent on the circumstances at the time and the characteristics of the
ship in question. Draught, state of loading, superstructure, turning circles etc.
will all influence decisions taken for the safety of the vessel.
Page 165 of 271

1. Head to Sea (or with wind and sea fine on the bow)
 This is probably the most favoured position for a deep-drafted vessel. Leeward
drift is minimized, but the vessel is liable to sustain considerable punishment,
owing to continual pounding.
 The object is to head the vessel into the weather, with the idea of letting
the weather pass over her. To this end, the speed of the vessel is considerably
reduced, which will affect the period of encounter of the on-coming wave
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formations and subsequently reduce any pounding that the vessel is
experiencing.
 It may become necessary to stop the engines on the approach of extremely
heavy seas, effectively reducing headway. Courses & speed must be altered to
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remove possibility of hogging or sagging, and prevent synchronism.
 It can lead to the most uncomfortable situation with the vessel pitching
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violently at times. Violent pitching may result in racing of the propellers, which
in turn puts excessive stress on engines. As a rule of thumb, power should be
reduced to the minimum necessary to maintain steerage way and avoid undue
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stress on machinery. Two steering motors should be operational, if fitted, and
any zone of critical revolutions should be avoided.
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2. Stern to Sea
 Bad weather may often overtake the vessel at sea and she will effectively find
herself running before the wind. It is usual to take up a course with the wind on
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the quarter rather than dead astern, this action tending to make things more
comfortable on board for all concerned.
 If the wind and sea are acting directly from astern, then a vessel will run the
risk of a surf effect, as waves build up under the stern. In addition, vessels with
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a low freeboard will run the risk of ‘pooping’, which may cause considerable
damage in the stern area.
 The mariner should consider the speed of the vessel in all conditions of heavy
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weather, and the effects of an increase or decrease on the periods of

encounter and the effective wave impact. Generally, vessel’s speed should be
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eased down until she is handling comfortably.

 A vessel with following sea will not move as violently as a vessel head to sea.
Trial and error will determine an optimum speed & minimise adverse motions
of the ship. Speed adjustment, together with long period of encounter, will
probably reduce wave impact without great delay to a ship’s schedule.
Page 166 of 271

 The main concern for a vessel with the wind and sea abaft the beam arises
if and when the vessel is required to turn. A distinct danger of attempting to
turn across the wave front is that the vessel may ‘broach to’ and capsize.
3. Heaving to
 The method of heaving to is lying with the sea on the bow and steaming
ahead at the minimum speed consistent with steerage way.
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 Heaving to is an easy option but a Master may encounter problems
associated with crew fatigue or the spoiling of cargo through heaving to for
a lengthy period of time.
 In coastal areas, it may be possible to take advantage of a lee caused by
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some land mass. But when away from coastlines, the action to be taken will
depend on the type & form of the vessel and prevailing weather conditions.
 A reduction of speed will probably be one of the early actions to reduce the
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motions of the vessel and eliminate the possibility of cargo shift. Such
reductions in the vessel’s speed should be limited, to permit correct
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steerage under the adverse weather conditions.
 Power should not be reduced to such an extent that stalling of the main
machinery occurs, nor should revolutions be allowed to oscillate about any
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critical zone of revolutions for that type of main engine.
 Another alternative under the heading of heaving to, is when it is decided
to stop main engines altogether. This action could result in considerable
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drifting of the ship and sufficient sea room should be available before the
operation is begun. Heavy rolling can be expected, with the ever present
risk of synchronism and the real problem of shifting cargoes. For this
alternative to be successful, a vessel needs to have good watertight
integrity, together with an adequate GM.
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4. Use of Anchors
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 One of the greatest fears of any Master is that of being blown down on to
a lee shore. If the vessel is in shallow water, consideration should be given
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to the use of two anchors, and the expected strain on cable(s). The process
of anchoring with or without engine power will reduce the rate of the
vessel’s drift to leeward. In an emergency walking back on the ship’s bow
anchors, to just below the surface may have the desired effect of keeping
the vessel head to sea.
Page 167 of 271

ROLLING PERIOD FORMULA:
2𝜋𝐾
𝑅𝑜𝑙𝑙𝑖𝑛𝑔 𝑃𝑒𝑟𝑖𝑜𝑑 𝑇 =
𝑔. 𝐺𝑀
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In order to derive the above equation, we will assume that the amplitude of the
roll is small and that the ship has a positive initial GM. Under these conditions,
rolling of a ship is considered to be a simple harmonic motion. Hence, it is
necessary to first consider briefly the principle of such motion.
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Let XOY be a diameter of the circle whose
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radius is ‘r’ and let OA be a radius vector which
rotates about O from position OY, at a
constant angular velocity of ‘w’ radians per'S
second.
Let P be the projection of the point A on to

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the diameter XOY. Then, as the radius vector
rotates, the point P will oscillate backwards
and forwards between Y and X. The motion of
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the point P is called `Simple Harmonic'.
Let the radius vector rotate from OY to OA in ‘t’ seconds, then angle AOY is equal
to ‘wt’. Let the time taken for the radius vector to rotate through one complete
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revolution (2 π radians) be equal to ‘T’ seconds, then;

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2𝜋
2 π = wT or T=
𝑤
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Let OP = x
Then, x = r. cos(wt)
𝑑𝑥
∴ = −𝑟𝑤. sin 𝑤𝑡
𝑑𝑡
Page 168 of 271

𝑑 2𝑥
∴ = −𝑟𝑤 2 cos⁡
(𝑤𝑡)
𝑑𝑡2
But, r.cos (wt) = x
𝑑 2𝑥
∴ = −𝑤 2 x
𝑑𝑡2
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𝑑 2𝑥
∴ + 𝑤2x = 0
𝑑𝑡2
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This is the type of differential equation for simple harmonic motion.
Since T = (2 𝜋 / w) and w is the square root of the co-efficient of x in the above
equation, we can write,
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2𝜋
𝑇= 'S
𝑐𝑜. 𝑒𝑓𝑓 𝑜𝑓 𝑥
When a ship rolls, the axis about which the oscillation takes place cannot be
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accurately determined but it would appear to be near to the longitudinal axis
through the ship’s COG. Hence, the ship rotates or rolls about her ‘G’.
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The mass moment of inertia (I) of the ship about this axis is given by:
𝐼 = 𝑀. 𝐾 2 where M = ship’s mass and

K = radius of gyration about this axis.
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But, 𝑀 = 𝑊/𝑔 where W = ship’s weight and

g = acceleration due to gravity.
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𝑊
∴ 𝐼= 𝐾2
𝑔
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When a ship is inclined to a small angle of heel (ϴ),
Righting Moment = W x GZ where W = ship’s weight and

GZ = righting lever
Page 169 of 271

Also, for small angles of heel (ϴ),
GZ = GM.sin ϴ
∴ 𝑅𝑖𝑔𝑕𝑡𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 = 𝑊 𝑥 𝐺𝑀 𝑠𝑖𝑛𝛳
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And since ϴ is a small angle, then:
𝑅𝑖𝑔𝑕𝑡𝑖𝑛𝑔 𝑀𝑜𝑚𝑒𝑛𝑡 = 𝑊 𝑥 𝐺𝑀 𝑥 𝛳
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𝑑 2𝛳
Angular acceleration =
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𝑑𝑡 2
𝑑 2𝛳
∴ 𝐼𝑥 = −𝑊 𝑥 𝐺𝑀 𝑥 𝛳 'S
𝑑𝑡 2
𝑊 𝑑2𝛳
∴ 𝐾2 𝑥 = −𝑊 𝑥 𝐺𝑀 𝑥 𝛳
𝑑𝑡 2
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𝑔
𝑑2𝛳 𝑔 𝑥 𝐺𝑀 𝑥 𝛳 𝑊
∴ + =0 (𝑑𝑖𝑣𝑖𝑛𝑔 𝑏𝑦 𝐾 2 𝑜𝑛 𝑏𝑜𝑡𝑕 𝑠𝑖𝑑𝑒𝑠)
𝑑𝑡 2 𝐾2 𝑔
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This is the equation for a simple harmonic motion and when having a period (T),
the equation will be given by:
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2𝜋
𝑇=
𝑐𝑜 .𝑒𝑓𝑓 𝑜𝑓 𝛳
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2𝜋𝐾 2𝐾
∴ 𝑇= ≈ ∗(𝑎𝑠 𝑣𝑎𝑙𝑢𝑒 𝑜𝑓 𝜋 ≈ 𝑔 )
𝑔.𝐺𝑀 𝐺𝑀
Page 170 of 271

From the above it can be seen that:

 The time period of roll is completely independent of the actual amplitude
of the roll so long as it is a small angle.
 The time period of roll varies directly as K, the radius of gyration. Hence
if the radius of gyration is increased, then the time period is also
increased. K may be increased by moving weights away from the axis
of oscillation. Average K value is about (0.35 x Moulded Breadth).
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 The time period of roll varies inversely as the square root of the initial
metacentric height. Therefore, ships with a large GM (stiff ship) will have a
short period and those with a small GM (tender ship) will have a long period.
 The time period of roll will change when weights are loaded, discharged,
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or shifted within a ship, as this usually affects both the radius of gyration
and the initial metacentric height.
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BOW WAVE AND STERN WAVE:
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 When a ship is moving ahead, it causes a wave on each side of the bow
called the bow wave and a wave on each quarter called the stern wave. It
also causes a cavity in the space being vacated by the underwater part of
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the hull. The amount of disturbance caused depends majorly on the
following factors:
1. Ship’s Displacement – Greater the displacement, greater the disturbance.
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2. Ship’s speed – Greater the speed, greater the disturbance.

3. Width of the channel – Narrower the channel, greater is the disturbance.
4. Depth of the channel – Shallower the channel, greater is the disturbance.
 Of the above, the only factor that the Master has control over is the speed
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of the speed. Utmost caution must be exercised. At times even going dead
slow ahead may be too fast. Ship’s speed over ground is what matters.
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 The bow and stern wave can cause the following problems:
1. Ship’s tied up alongside: They would surge (move parallel to the wharf),
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heave (move physically up and down) and sway (move athwartship

bumping the wharf). If the effect of the bow and stern wave is severe,
their moorings can part, and they can come free off the wharf. It can also
result in claims. The moored vessels must attend to their moorings
frequently to keep them taut especially when other ship is passing close.
Page 171 of 271

2. Shore facilities: The disturbance caused by the bow and stern wave
could damage shore facilities that are not designed to absorb strong
waves. In some ports, the canal passes between buildings where waves
can cause flooding of the lowest floors or damage their walls. The bow
and stern wave is also a risk to smaller boats found in the harbour.
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3. Erosion of the banks: If the sides of a canal are made of sand (such as
Suez Canal), the bow and stern wave can cause the sides to erode very
quickly and easily.
 The bow wave carries energy away from the ship at the expense of its
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kinetic energy i.e. it slows the ship. A major goal of naval architecture is
therefore to reduce the size of the bow wave and drag and to improve the
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ship's speed and fuel economy.
 Modern ships are commonly fitted with a bulbous bow to achieve this. The
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bulb modifies the way the water flows around the hull, reducing drag and
thus increasing speed, fuel efficiency and stability. Large ships with bulbous
bows generally have 12-15% better fuel efficiency than similar vessels without
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them. A bulbous bow also increases the buoyancy of the forward part and
hence reduces the pitching of the ship to a small degree.
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Page 172 of 271

SAFETY & EMERGENCY LIGHTERAGE & STS TRANSFER
LIGHTERAGE & SHIP-TO-SHIP TRANSFER

 Lightering (also called lighterage) is the process of transferring cargo
between vessels of different sizes, usually between a barge and
a bulker or oil tanker. The process is usually undertaken, so as to reduce the
draught of the vessel for entering the inland waterways of the port which
cannot accept very large ocean-going vessels. Some ports have the process
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as a part of their routine operations and even have set procedures laid
down in their regulations, guidelines & manuals.
 It can also refer to the process of removing oil or other hazardous chemicals
from a compromised vessel to another vessel to prevent oil from spilling
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into the surrounding waters.
 Lightering at sea involves a STS transfer of cargo, usually petroleum, from a
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larger vessel to a smaller vessel. The receiving ship is called the daughter
vessel and the delivering vessel is called STBL (Ship to be lightered) or
Mother vessel. The lighterage consists of manoeuvring the daughter vessel
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(smaller ship) alongside the STBL (larger ship).
 Mooring alongside at sea requires special degree of competence and
experts are normally employed to assist Masters during the operation. The
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operation will be under an advisory control of a Person in Overall Advisory
Control (POAC). The POAC will be either one of the Masters of the vessels
concerned or an STS Superintendent, Lightering Co-ordinator or Mooring
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Master. The POAC does not in any way relieve the ships Masters of any of
their duties and responsibilities. The Master remains responsible for the
safety of the ship, crew, cargo and the environment.
 Wet bulk: Lightering for tankers typically occurs in the EEZ, generally
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between 20 to 60 NM from the shore, and can be performed while the ships
are at anchor, drifting, or underway. The product is transferred using
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specialized hoses from the larger vessel to the smaller. Fenders are used to
separate the two ships moored to each other to prevent contact damage.
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 Dry bulk: In many developing nations, dry bulk vessels often lighter in order
to meet draft restrictions at ports that do not have sufficient depth at berth
or in approach channel. If the vessel to be lightered is geared, then it can
discharge cargo to smaller, gearless vessels (typically barges). If the vessel
to be lightered is gearless, then floating cranes are often used.
Page 173 of 271

REASONS FOR STS TRANSFER:

 Lightening a vessel prior to harbour entering or for re-floating
 Bunkering operations
 Earning time in a very tight schedule
 Commercial reasons i.e. the cargo changes ownership while the carrying
vessel is at sea.
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REGULATIONS FOR STS OPERATIONS:
STS Operations are part of vessel's operation. Until 2009 there were no
international regulations that explicitly prescribe how these operations should
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take place. These operations are carried out in accordance with guidelines set out
by the latest Oil Companies International Marine Forum (OCIMF) & the
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International Chamber of Shipping (ICS), with strictest adherence to safety
regulations. These are the industry guidelines which are part of the contractual
commitment between the ship owner and the STS Organizer (Charterer, Cargo
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owner, Oil Major, etc.)
The new regulations concerning STS operations have been added to MARPOL
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Annex 1 and made mandatory by the IMO.
Application
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 The regulations apply to oil tankers of 150 GT and above engaged in the
transfer of oil cargo between oil tankers at sea (STS operations)
 They shall not apply to oil transfer operations associated with fixed or
floating platforms including drilling rigs, FPSO’s (floating production storage
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and offloading facilities) and FSU’s (floating storage units).

 They shall not apply to bunkering operations.
 They shall not apply to STS operations necessary for the purpose of securing
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the safety of a ship or saving life at sea, or for combating specific pollution
incidents.
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 They shall not apply to STS operations where either of the ships involved is a
warship, naval auxiliary or government owned ship used for non-
commercial service.
Page 174 of 271

STS Operations Plan

 Any oil tanker involved in STS operations shall carry on board a Plan (STS
operations Plan) prescribing how to conduct STS operations, which shall be
approved by the Administration & written in working language of the ship.
 The STS operations Plan shall be developed taking into account the
information contained in the best practice guidelines for STS operations
identified by the Organization.
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 The STS operations Plan may be incorporated into an existing Safety
Management System (SMS) as required by the ISM Code.
 Any oil tanker engaged in STS operations shall comply with its ship specific
STS operations Plan.
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Record Keeping
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 Records of STS operations shall be retained on board for three years and be
readily available for inspection by a Party to the present Convention.
Notification
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 Each oil tanker that plans STS operations within the territorial sea, or the
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exclusive economic zone of a Party to the present Convention shall notify
that Party atleast 48 hours in advance of the scheduled STS operations.
 Where all of the information required is not available in time, the oil tanker
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discharging the oil cargo shall notify the Party to the present Convention,
atleast 48 hours in advance that an STS operation will occur and that the
required information shall be provided at the earliest opportunity.
 The notification shall include at least the following:
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1. Name, Flag, Call Sign, IMO Number & ETA of all oil tankers involved in the
STS operations
2. Date, time and geographical location of the commencement of the
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planned STS operations.

3. Whether STS operations are to be conducted at anchor or underway;.
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4. Oil type and quantity.

5. Planned duration of the STS operations.
6. Identification of STS operations service provider or POAC & contact
information.
7. Confirmation that the oil tanker has on board STS Plan as required.
Page 175 of 271

 If the ETA of an oil tanker changes by more than six hours, the master,
owner or agent of that oil tanker shall provide a revised ETA to the Party to
the present Convention.
SHIP TO SHIP TRANSFER GUIDE
 “Ship to Ship Transfer Guide for Petroleum, Chemicals and Liquefied Gases”
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is an industry guide that provides recommendations on safety, minimum
equipment levels and good operating practices for STS Transfer operations.
 The Guide provides advice for Masters, Marine Superintendents and others,
such as STS Service providers, involved in the planning and execution of STS
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operations. Particular attention is given to the effective planning of
operations and aspects including risk assessment, ship compatibility, and
the management of workloads to minimise fatigue.
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 This guide is jointly published by OCIMF, ICS, CDI & SIGTTO and is a required
publication as per SIRE Vessel Inspection Questionnaire for all tankers.
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 The latest edition is the 2013 edition that supersedes all previous editions.
Contents Of The STS Transfer Guide:

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Section 1: General Principles
(Introduction, background, Scope, Risk assessments, Control of operations,
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Manning for STS operations and prevention of fatigue, Role of a STS

Superintendent, POAC, Training and familiarization of ship’s personnel, Security)
Section 2: Conditions and Requirements

(Ship to ship compatibility, Notification, Transfer area, Environmental conditions,
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Quality assurance of STS Service providers)
Section 3: Safety
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(General, Risk assessment, PPE & LSA, Use of checklists, MSDS, Gas accumulation
on open decks, Action in case of infringement of safety, Action in case of cargo
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leakage, helicopter operations, Safety during cargo transfer)
Section 4: Communications
(General communications, Language, Pre-arrival communications,
Communications during approach, mooring and unmooring, Communications
during cargo transfer operations, Procedures for communication failure)
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Section 5: Operational Preparations

(General, Joint plan of operation, Preparation of ships, Lightering support vessels,
Navigational signals)
Section 6: Manoeuvring and Mooring

(Basic principles, manoeuvring alongside at sea with two ships under power,
Manoeuvres with one ship at anchor, Manoeuvring for in port operations,
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Manoeuvring with one ship alongside a terminal, Mooring operations)
Section 7: Procedures Alongside

(Pre-transfer procedures, Responsibility for cargo operations, Planning for cargo
transfer, Cargo transfer – general guidance, Operations after completion of cargo
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transfer, Bunkering and storing)
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Section 8: Unmooring
(Preparations for unmooring, Unmooring procedure)
Section 9: Equipment
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(Fenders, Cargo transfer hoses, Mooring equipment, Personnel transfers – at sea
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operations, Personnel transfers – in port operations, Lighting, Ancillary
equipment, Equipment noise levels)
Section 10: Emergencies

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(Contingency planning and emergency response procedures, Emergency signal,

Emergency situations, Examples of potential emergencies, SOPEP / SMPEP / VRP,
State of readiness for an emergency, Cessation of transfer operations as a
precautionary measure)
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Appendices:
(Additional considerations for STS transfers involving MARPOL Annex I, II cargoes
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& LPG & LNG Cargoes, Operational/safety checklists, Example checklist for
personnel transfers by crane, Checklist for transfers involving vapour balancing,
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Fender selection calculation, Considerations applicable to reverse lightering

operations, Guidance on risk assessment processes.)
Page 177 of 271

SHIP SPECIFIC STS OPERATION PLAN
 The main purpose of this ship-specific STS Plan is to provide guidance to the
Master and officers who are directly involved in ship-to-ship transfer
operations with respect to the steps, procedures and good operating
practices for the planning and conduct of a safe transfer operation without
risk to the environment. STS Service providers and other parties such as ship
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charterers may also benefit from the guidelines included in the plan.
 A copy of the STS operations Plan should be available at the bridge, CCR and
the engine room of every oil tanker for whom it is applicable.
 The STS operations plan should contain the following information:
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1. A step-by-step description of the entire STS operation.
2. A description of the mooring and unmooring procedures and
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arrangements with diagrams where necessary, including procedures for
tending the oil tanker’s moorings during the transfer of cargo.
3. A description of the cargo and ballast transfer procedures including
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connecting, disconnecting and testing the integrity of cargo hoses.
4. Titles, locations and duties of all persons involved in the STS operation.
5. Procedures for operating the emergency shutdown and system for rapid
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breakaway.
6. A description of the drip trays and procedures for emptying them.
7. Procedures for reporting spillages of oil into the water.
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8. An approved contingency plan, a cargo and ballast plan, piping plan,

manifold arrangement plan and other relevant plans of the ship.
 The Master of each oil tanker should ensure that the STS operations plan
on board is current and that all personnel on board follow the procedures
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in the Plan. Records of STS operations shall be retained on board for three
years and be readily available for inspection.
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PREPARATION PRIOR TRANSFER:

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(1) Preparations before maneuvers

Prior to the STS operation, the Masters of both oil tankers and, if appointed, the
STS Superintendent, should make the following preparations before maneuvers
begin:
Page 178 of 271

 Carefully study the operational guidelines in the STS Transfer guide and
STS operation plan, as well as any additional guidelines provided by the
shipowner and cargo owner.
 Ensure that the crew is fully briefed on procedures and hazards, with
particular reference to mooring and unmooring.
 Ensure that the oil tanker conforms to relevant guidelines, is upright and
at a suitable trim.
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 Confirm that the steering gear and all navigation and communications
equipment are in satisfactory working order.
 Confirm that engine have been tested ahead and astern.
 Confirm that all essential cargo and safety equipment are in good working
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order and tested.
 Confirm that mooring equipment is prepared as per the mooring plan.
 Ensure fenders and transfer hoses are correctly positioned, connected and
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secured.
 Ensure cargo manifolds and hose handling equipment are prepared.
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 Obtain a weather forecast for the STS transfer area for the anticipated
period of the operation.
 Confirm completion of relevant pre-operational checklists as per STS plan.
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(2) Communication
 Communications with the master of the other oil tanker should be
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established at an early stage to co-ordinate the rendezvous and the

method and system of approach, mooring and unmooring, etc.
 Good and clear communication between the vessels is crucial for efficient
cargo transfer operations. Agreeing upon a common mode of
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communication (VHF / UHF) and using a common language is essential.

 Communications should be kept brief, clear, and concise and be well
established for the operations. Communications should include:
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a) Initial Contact prior approaching for operations

b) Mutually agreed contacting / communicating channels
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c) Emergency contact points (Port, Company and National Spill Response)

d) Emergency signals and ‘Abort’ instructions
e) Relevant international Sound and Day / Night Signals
f) Safety messages transmitted via VHF during the operation
g) Weather messages
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(3) Manoeuvring & Mooring
 It is not easy to close two moving objects smoothly and safely. One should
account prevailing weather conditions and most important the interaction
forces exerted during approaching.
 The situations are different when both vessels are underway and when one
vessel is at anchor (or alongside a terminal) and the other vessel has to
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manoeuvre.
 When a vessel with a high maneuverability approaches a big vessel, she can
have a good speed on her while the mother vessel can maintain her course
and slightly decrease her speed to reduce her bow-wave. The small vessel
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will approach from one quarter to finally get on a parallel track.
 When the maneuverability of the berthing vessel is not really high, it is often
safer for her to approach a vessel stopped in the water so that one side will
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be protected from the waves and wind and there will also not be any bow
wave. The manoeuvring vessel approaches on the quarter of the mother
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ship and gets on a parallel heading at slow speed.
 When both vessels are making way, the mother vessel will maintain a steady
course at maneuvering speed. The daughter ship will come closer in the
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same direction but a bit faster. When the vessels are navigating side to side,
they can be moored. First, the spring lines will be tensioned to maintain the
vessels at the same speed. Then the breast lines will keep the vessels as
close as possible. Head and stern lines, if required, will prevent any
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longitudinal motion.
 Appropriately sized tyre fenders namely the Yokohama ones should be
deployed either by the mother vessel or the lighter vessel. This will help in
preventing structural damages during ship to ship contact and also prevent
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any accumulation of static charge between the two vessels during the STS
transfer process, as the fenders are made of rubber. Fenders also help in
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keeping safe distance between the two vessels once they are tied up.
 Mooring lines used for berthing should be of good construction, material
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and be resilient enough to absorb all the forces generated during the
operation.
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(4) Joint Plan of Operation

 A joint plan of operation in alignment with the STS plan must be established
for each ship. It should be developed on the basis of information exchanged
between the two oil tankers and must include the following:
a) Arrangements and plans for mooring, the sequence of running lines,
including the use of any specialist mooring equipment.
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b) Rendezvous location and designated lightering area details with the
relevant risk assessment(s)
c) Quantities and characteristics of the cargo transferred and identification
of any toxic components in the cargo.
d) Sequence of loading (discharging) of tanks, details of cargo transfer
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system, number of pumps and maximum permissible pressure, rate of oil
transfer during operations (initial, maximum and topping-off).
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e) Time required by the discharging oil tanker for starting, stopping and
changing rate of delivery during topping-off.
f) Normal stopping and emergency shutdown procedures.
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g) Details of proposed method of venting or inerting cargo tanks.
h) Details of crude oil washing, if applicable
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i) Protocols for communication and requirements for security.
j) Personnel transfers and associated procedures
k) Fender configuration and rigging arrangements.
l) Maximum & minimum draft & freeboard anticipated during operations.
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m) Emergency and oil spill containment procedures, and sequence of

actions in case of spillage of oil.
n) Identified critical stages of the operation
o) Watch arrangements
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p) Environmental and operational limits that would trigger suspension of

the transfer operation, disconnection and unmooring of the tankers.
q) Local or government rules that apply to the transfer,
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r) Plans for cargo hose connection, monitoring, draining and disconnection

s) Unmooring plan
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(5) Alignment of cargo manifolds

 The cargo manifolds of the two oil tankers should be correctly aligned.
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(6) Responsible person(s) duties

 Before commencing the cargo transfer operation, the responsible person(s)
on the oil tankers should ensure:
a) Proper mooring of the oil tanker.
b) Noting the information provided in the Ship-to-ship transfer guide.
c) Availability of safe and convenient access between the oil tankers.
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d) Availability of reliable communication between the two oil tankers.
e) Emergency signals and shutdown signals are agreed.
f) Proper connection and securing of hoses to the oil tanker’s manifolds.
g) Proper condition and position of hoses, hose saddles and supports.
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h) Proper blanking of unused cargo and bunker connections.
i) Tools required for rapid hose disconnection are located at the manifold.
j) Any valve through which oil could be discharged to the sea is closed and
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inspected and, if not used, is sealed to prevent inadvertently opening.
k) Deck scuppers are properly plugged.
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l) Availability of empty manifold drip trays and means for their drainage.
m) Availability of materials for on-deck clean-up in case of spillage.
n) Fire axes or other cutting equipment is available at the mooring stations.
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o) Engine room watch will be maintained throughout the transfer and the
M/E will be ready for immediate use.
p) A bridge watch and/or an anchor watch will be established.
q) Officers in charge of the cargo transfer are identified and details posted.
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r) A deck watch is established to attend to moorings, fenders, manifold, etc

s) Completion of relevant pre-transfer checklists.
 The transfer operation may be started only after the responsible person(s)
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on both oil tankers have agreed to do so, either verbally or in writing.

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DURING THE OPERATION:
1. Immediate checks on start of operation - The operation should be started

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at a slow rate in order to ensure that all connections and hoses are tight, the
oil is being directed into intended pipelines and tanks, no excessive pressure
is building up in the hoses and pipelines, and there is no evidence of oil
leakage in any way.
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2. Confirmation of normality and permissibility to continue transfer - Only

after being satisfied that there is no leakage, the oil is being transferred into
the intended pipelines and tanks, and if there is no excessive pressure, may
the rate of transfer be increased up to the maximum indicated in the Joint
plan of operation.
3. Periodical checks - The responsible persons on both oil tankers should
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periodically check the following and, if necessary, take appropriate remedial
action:
a) Any leakage from the equipment and system, or through ship’s plating.
b) Any leakage into pump rooms, ballast or void spaces or cargo tanks not
scheduled to be loaded
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c) If there is any excessive pressure in piping and hoses.
d) The mooring arrangements.
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e) The condition of hoses and their support arrangements.
f) Tank ullages and quantities transferred.
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4. Caution to avoid surge pressures – Care should be taken to prevent surge
pressures when changing over tanks on the oil tanker being loaded. The
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filling valves of the next tanks in sequence should be opened before the
valves on the tank being filled are closed.
5. Exchange of Information - Information on quantities transferred should be

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routinely and regularly exchanged between the two oil tankers. Any
significant discrepancies between the quantity discharged and the quantity
received should be promptly investigated.
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6. Vapor Emission - Cargo operations should be conducted under closed

conditions with ullage, sounding and sampling ports securely closed. Due
regard must be given to any local regulations that may require the adoption
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of vapour balancing procedures.

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7. Ballast Operations - During the cargo transfer, appropriate ballast

operations should be performed in order to minimize the differences in
freeboard between the two oil tankers and to avoid excessive trims by the
stern. Excessive trim and list should be avoided, except as may be required
by the discharging oil tanker to facilitate tank draining.
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8. Attention to mooring lines - Constant attention should be paid to mooring

lines and to avoid chafing and undue stress, particularly that caused by
changes in relative freeboard. If at any time mooring lines need to be
repositioned or adjusted, this should only be done under strictly controlled
conditions.
9. Adequate ullage space - It should be ensured that adequate ullage space is
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left in each tank being filled. When it is required to stop cargo transfer
operations, the responsible person should advise the pumping oil tanker in
ample time.
AFTER COMPLETION OF THE TRANSFER:
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1. Closure of valves and drainage of hoses - Upon completion of the oil
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transfer, the oil tanker with the greatest freeboard should close the valve at
the manifold and drain the oil contained in the hoses into the tank of the
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other oil tanker. Any remaining oil in the hoses should be drained, after
which the hoses should be disconnected and securely blanked. The cargo
manifolds should also be securely blanked.
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2. Coordination of unmooring plan - Following completion of any relevant
checklists, the Masters should co-ordinate the unmooring plan, taking into
account weather and sea conditions prevailing in the area.
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3. Confirmation of items before unmooring - As soon as practicable after the

transfer operation has been completed, and before unmooring, the
responsible person on each oil tanker should ensure that all valves in their
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system are closed and cargo tank openings are closed and secured for sea.
4. Completion of documentation & unmooring - The oil transfer documents
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should be completed, communications checked and the readiness of both

oil tankers established, whereupon the ships should unmoor in accordance
with the plan.
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GUIDANCE ON MANOUEVRING
(A) Two STS Ships Under Power Maneuvering Alongside at Sea
 Normally the larger of the ships maintains steerage way at a slow speed of
4-5 knots and a steady course heading. The appropriate heading will be
determined based on the prevailing environmental conditions and past
knowledge & experience at the transfer area.
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 As the larger vessel maintains her course and speed, the maneuvering ship
then maneuvers alongside. If the maneuvering ship is installed with a right
handed propeller, she will usually approach the other ship so as to keep the
other ship on her port side. The manoeuvring ship then moves slowly closer
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to the STBL until it matches her course and speed.
 The approach angle must be slowly decreased as the distance between the
two vessels decrease. When the distance is about 150m, approach angle
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should not exceed 3-5 degrees.
 The speed must be adjusted so as to optimize the manoeuvrability of both
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vessels. However, these adjustments should be kept very small.
 Most common is for the maneuvering ship to approach the constant
heading ship from the quarter on the side of berthing and then slowly come
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parallel reducing the approach angle.
 Due attention must be given to the prevailing conditions on approaching
the STBL and the maneuvering ship must align its manifold position with
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that of the STBL, keeping a safe distance. As the two vessels come near
together, they should be as close to parallel as possible so that all four
fenders simultaneously share the load of the impact. At this point both ships
must be proceeding at the same speed through the water.
 Following are the other items to be considered when maneuvering
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alongside another the vessel

a) If the safety of the maneuvering is in question, the Masters or the STS
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Superintendent must immediately abort the berthing operation.

b) The maintenance of a proper lookout is the responsibility of each ship.
c) Optimum approach will depend on the maneuvering characteristic of
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each ship. However, angle of approach should not be excessive.

d) Ensure that the STBL maintains or adjust its speed as required by STS
Superintendent or the Master of the maneuvering ship.
e) The effect of ship interaction should be anticipated when maneuvering.
f) Speed of the ships must be 5 knots or less for underway operations.
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(B) Maneuvers with One Ship Already at Anchor

 The ship that anchors must take in to account that both the ships will be
held by one anchor, dropped on the side opposite to the mooring side.
 Other items to be considered are water depth, holding ground, winds,
currents and UKC.
 Only after a steady heading is reached with the anchoring ship being
brought up to her anchor with the prevailing current and wind conditions,
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should a berthing operation be considered.
 Berthing should not be attempted when tidal stream is expected to change.
 If the anchored ship has a tendency to yaw excessively, a tug should be
called in to steady the anchored ship. If a tug is not available the operation is
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to be aborted and continued only after steady conditions prevail.
 If the current and wind are not from the same direction, the anchored ship
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may experience yaw, which would necessitate the use of tugs to hold the
anchored ship heading during berthing steady.
 For complex berthing operations, the use of experienced STS
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Superintendents may be required.
 Local port regulations for operations in port may require the use of line
handlers, tugs and pilots.
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 Approaches during hours of darkness may require the stationary vessel to
adjust its deck and other background lighting on advice from the
approaching ship.
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GUIDANCE ON UNMOORING
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Prior Unmooring Preparations

 The respective teams on bridge and the officers on the mooring stations on
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both the vessels must clearly understand the sequence to be followed and
the methodology of line releasing.
 Where applicable, a broadcast is to be made on the appropriate VHF
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channel(s) alerting all vessels in the vicinity, requesting a wide berth during
the duration of unmooring maneuvers.
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Unmooring after Underway Transfer

 The combination of the two ship system must positioned so that the ship
with the highest freeboard is on the downwind side.
 For conditions where there is negligible wind, the combination of the two
ship system must be positioned so that the swell is ahead to assist with the
separation of the bows.
 Speeds must be maintained at a minimum.
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 The sequence of mooring line release for each individual mooring operation
must be carefully planned. Moorings are to remain on the winch brake until
such time the Master instructs the crew to place the winch in gear.
 The sequence of unmooring is to ensure that the propellers are kept clear.
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 Throughout the duration of unmooring, the tension in the mooring lines and
the compression of individual fenders should be monitored.
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 As the bows open up, the proximity of the aft ends of both vessels and
compression on the aftermost fender should be monitored closely.
 The maneuvering ship should avoid crossing close ahead of the other ship.
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 Until the maneuvering ship advises the constant heading ship that it is clear,
the constant heading ship should not independently carry out maneuvers.
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Unmooring with one Ship at Anchor
 During a change in the tide and/or yawing, unmooring should not be carried
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out when one ship is at anchor.

 Unmooring when one ship is anchored should only be carried out by highly
experienced personnel in STS operations.
 Where the ship is not fitted with thrusters and where yawing of the
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anchored ship is anticipated, either tug support is to be requested or the

unmooring operations are to be suspended
 Alternatively, and if possible the anchor should be weighed and unmooring
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carried out while making way

 On completion of singling-up, appropriate controlled slackening of the head
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and stern lines may allow the vessel to part from the anchored ship
 Main engine, thrusters and rudder movements should be used cautiously
taking in to consideration the effect on the heading of the anchored ship
and avoiding any initiation to cause yaw.
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INCASE OF CARGO LEAKAGE:

 In the event of a cargo leak observed on either vessel, the cargo transfer
operations should be immediately suspended and following actions taken:
a) The leak should be isolated and appropriately repaired.
b) The vessel operators and/or local authorities should be notified.
c) The spilled product should be appropriately cleaned up or contained.
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d) Vapour associated with the leak should be dispersed and safe
atmospheric conditions ensured.
 After due considerations have been given to any hazardous properties of
the cargo or vapor released and the potential dangers to responding
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personnel, cargo operations should only resume, with the agreement of
both Masters.
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USE OF CHECKLISTS:
 Checklists are used as a tool for managing risks. The use of checklists assists
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in ensuring that operations are conducted in a safe and timely manner.
 In addition to the use of checklists that are essentially reminders of the
principal safety factors to be considered, it is imperative that a continuous
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vigilance throughout the whole STS transfer operation is to be maintained.
 Following are the checklists that are usually found in the STS plan:
a) Checklist 1 – Prior Fixture (Used by organizers planning an STS Operation)
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b) Checklist 2 - Prior commencement of operations

c) Checklist 3 – Prior running-in and mooring
d) Checklist 4 – Prior commencement of cargo operation (+ SSSCL)
e) Checklist 5 – Prior commencing unmooring
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REVERSE LIGHTERING OPERATIONS

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 Reverse Lightering, sometimes referred to as ‘topping-off’, is a STS transfer

operation in which a laden tanker, typically of Suezmax or Aframax size, is
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manoeuvred alongside a partially laden VLCC or ULCC in order to transfer

cargo to the larger vessel. This differentiates it from conventional STS
activities where the smaller ship is usually in ballast condition.
 With two nearly fully loaded vessels manoeuvring alongside under way, the
issue of fender selection is critical and hence further guidelines are given by
OCIMF for reverse lighterage.
Page 188 of 271

 The guidelines describe Fender Selection Procedures, Fender Energy

Absorption Characteristics, Approach Velocities, Stand-off Distances,
Equipment Availability, etc.
 The following summarizes the key recommendations given:
a) Before committing to a reverse lightering operation, the parties involved
should carry out a risk assessment as outlined in the STS Guide.
b) When considering a reverse lightering operation, berthing energy should
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be calculated using the formulae given in the Guide in order to determine
the required fender absorption capability.
c) Due account must be taken of the effect of approach velocities on the
berthing energy absorption characteristics of the fender system.
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d) Weather, sea and swell conditions will influence the ability of the loaded
vessel to manoeuvre during the berthing approach and should be
considered as a limiting factor.
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e) If fenders of a larger size than required through calculation are available,
they should be employed for reverse lightering operations.
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f) If the size of available fenders poses limits on acceptable berthing
velocities, then these berthing velocities should not be exceeded.
Consideration must be made for the use of tugs to assist in berthing.
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g) When planning a reverse lightering operation, due consideration needs
to be given to the availability of fenders of a required type and size and
of equipment, such as service vessels, capable of safely handling them.
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h) STS berthing simulation tools may be used to calculate berthing forces

and stand-off distances in varying environmental conditions to identify a
weather window for operation.
IN A NUTSHELL:
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(A) PRIOR TRANSFER OPERATIONS

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 Carefully study guidelines given in STS Guide and STS Plan.

 Brief crew on procedures for mooring, unmooring & cargo operations.

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Ensure vessel has suitable trim and no list.

 Confirm all bridge equipments, engines & steering tested & working.
 Confirm all cargo transfer equipments & mooring equipments are checked.
 Ensure fenders are rigged & cargo transfer arrangements at m’fold are made.
 Establish initial communication & exchange relevant information.
Page 189 of 271

 Ensure Pre-operational checklist (1) and (2) have been completed.

 Establish communication on VHF/UHF as per pre-agreed frequency & language.
 Ensure Checklist (3) has been completed prior running in and mooring.
 Manoeuvre the ship so as to correctly align the manifolds.
 Carry out mooring operation as per the mooring plan.
 Ensure personnel transfer is done safely & as per guidelines given in the plan.
 Prepare a Joint Operation plan (JPO) discussing all relevant aspects related to
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safety, cargo transfer, emergency procedures, security, unmooring plan, etc.
 Ensure ship shore safety checklist is filled & relevant checks are carried out.
 Ensure Checklist (4) is filled prior to commencement of cargo operations.
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(B) DURING THE TRANSFER
 Start transfer at slow rate and monitor for any leaks.
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 Once confirmed that there are no leaks, increase rate slowly to maximum.
 Maintain communication with the smaller ship when increasing rates.
 Carry out cargo transfer and ballast operations as per the Cargo operation plan.
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 Ensure there is no excessive pressure in the tanks / pipelines / hoses, etc.
 Periodically check for leaks, excessive pressures, moorings, tank ullages,
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manifold area, pump rooms, etc. Care must be taken to avoid surge pressures.
 Exchange info. on quantities transferred & compare with quantities received.
 Ensure vapour emission is controlled as per requirement.

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Reduce rate to topping off rate keeping the other ship informed.
 Carry out other repeated checks as required by Ship shore safety checklist.
(C) AFTER COMPLETION OF TRANSFER


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Close all valves and drain the hoses from the higher ship to the lower ship.
 Blank all manifolds and hoses and secure them for sea.
 Inform all concerned parties regarding the completion of transfer.
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 Ullaging, calculation and documentation, etc. to be completed.

 Co-ordinate unmooring plan with the other vessel.
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 Unmoor the vessel with caution and as per plan.

 Manoeuvre vessel away from other vessel and proceed.
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Page 190 of 271

SAFETY & EMERGENCY EMERGENCY TOWING
EMERGENCY TOWING
SOLAS REQUIREMENTS:
SOLAS II-1 / Reg. 3-4 states the requirements on Emergency towing arrangements
and procedures. They are as follows:
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1. Emergency towing arrangements on tankers:
 Emergency towing arrangements shall be fitted at both ends on board every

tanker of not less than 20,000 tonnes deadweight.
 For tankers constructed on or after 1st July 2002, the arrangements shall, at all
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times, be capable of rapid deployment in the absence of the main power on
the ship to be towed and easy connection to the towing ship. The
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arrangements shall be of adequate strength taking into account the size and
deadweight of the ship and the expected forces during bad weather
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conditions. The design and construction and prototype testing of emergency
towing arrangements shall be approved by the Administration, based on the
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guidelines developed by the Organisation.
2. Emergency towing procedures on ships:

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 All ships shall be provided with a ship-specific emergency towing procedure.

Such a procedure shall be carried aboard the ship for use in emergency
situations and shall be based on existing arrangements and equipments
available on board the ship.
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 The procedure shall include

- Drawing of F&A deck showing possible emergency towing arrangements
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- Inventory of equipment onboard that can be used for emergency towing

- Means and methods of communications
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- Sample procedures to facilitate preparation & conducting of the operation.
CONTENTS OF A EMERGENCY TOWING BOOKLET:
1. General information and introduction.

2. Periodic review, maintenance and training.
Page 191 of 271

3. Ship’s particulars including Main particulars, list of communication

equipments, steering gear details, anchor, chain cables and mooring ropes
details, arrangement of deck facilities in the F&A stations, list of deck tools
& other gears
4. Organisation of personnel including list of tasks & necessary equipments
with notes on towing operations
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5. Towing Patterns (1F, 1A, 2F, 2A, 3F and 3A as applicable)
6. Examples of procedures for connecting towing lines using the above
patterns
7. Decision Matrix for towing patterns
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8. Forms and IMO Circulars.
While preparing the Emergency Towing Booklet:
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 When preparing the procedures, the owner/operator should ensure that the
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ship is inspected and its capability to be towed under emergency situations
is evaluated. Items that need to be inspected are
1. the ability of the ship to be towed from bow and stern
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2. line handling procedures (passing and receiving messenger lines,
towlines, bridles)
3. layout, structural adequacy and safe working loads of connection points
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(fairleads chocks, winches, bitts, bollards), etc.

 The on-board tools and equipment available for assembling the towing gear
and their locations should be identified. These include chains, cables,
shackles, stoppers, LTA, other tools, etc.
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 The availability and characteristics of radio equipment on board should be

identified, in order to enable communication between deck crew, bridge
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and the towing/salvage ship.

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EMERGENCY TOWING BOOKLET:
 Every vessel must be provided with an Emergency Towing Procedure as

required by SOLAS. This procedure shall be developed based on the
Guidelines provided in MSC.1/Circ 1255.
Page 192 of 271

 The Emergency Towing Booklet (ETB) should be ship specific & presented in
a clear, concise and ready-to-use format (booklet, plan, poster, etc.)
 These procedures should be considered as part of the emergency
preparedness required by paragraph 8 of part A of the ISM Code.
 Ship-specific data should include but not be limited to:
1. Ship’s name, call sign & IMO number
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2. Anchor details (shackle, connection details, weight, type, etc.)
3. Cable and chain details (lengths, connection details, proof load, etc.)
4. Height of mooring deck(s) above base
5. Draft range and displacement range
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 Comprehensive diagrams and sketches should be available and include the
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following:
1. Assembly and rigging diagrams
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2. Towing equipment and strong point locations
3. Equipment and strong point capacities and safe working loads (SWLs).
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 As emergency can occur anytime without warning, the procedures laid
down in the ETB should be practiced beforehand. Crew should have good
knowledge of equipment stowage location and accessibility. Crew dealing
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with an emergency situation should be aware of power availability required

for winches and tools, as well as for deck lighting (for bad/low visibility and
night time situations).
 The towing procedures should be maintained on board the ship for ready
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use by the ship’s crew in preparing the ship for towage in an emergency.
 A minimum of three copies of the plan should be kept on board and located
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on the bridge, forecastle space and ship’s office or CCR.

 A copy should be kept at hand by the owners/operators in order to facilitate
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the passing on of information to the towage company as early as possible in

the emergency. A copy should also be kept in a common electronic file
format, which will allow faster distribution to the concerned parties.
Page 193 of 271

 Ship-specific procedures that should be identified during the ship’s

evaluation and entered in the ETB include the following as a minimum:
1. A quick-reference decision matrix that summarizes options under various
emergency scenarios, such as weather conditions, availability of
shipboard power, imminent danger of grounding, etc.
2. Organization of deck crew (personnel distribution, equipment
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distribution, including radios, safety equipment, etc.)
3. Organization of tasks (what needs to be done, how it should be done,
what is needed for each task, etc.)
4. Diagrams for assembling and rigging bridles, tow lines, etc, diagrams
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showing possible emergency towing arrangements for both fore and aft.
5. Power shortages and dead ship situations, which must be taken into
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account, especially for the heaving across of heavy towing lines.
6. A communications plan for contacting the salvage/towing ship, including
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all the information that the ship’s master needs to communicate to the
salvage/towing ship.
7. Inventory and location of equipment on board that can be used during
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an emergency towing situation.
8. Other preparations (locking rudder & propeller shaft, ballast & trim, etc.)
9. Other relevant information (limiting sea states, towing speeds, etc.)
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PERIODIC REVIEW, MAINTENANCE & TRAINING
Periodic Review: The ETB must be reviewed periodically (usually annually) by the
Master to ensure that the plan remains current. The plan should also be reviewed
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whenever any change or modification to the vessel’s towing equipment have

been made or post incident where the plan has been put in use.
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Maintenance: All gear listed as part of the Emergency towing equipment must be
maintained in a continuous state of readiness so as to be readily available for use
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should the need arise. This includes mooring equipment, power supply
equipment, communication equipment and deck tools for towing, etc. It must be
part of the vessel’s PMS and inspection interval should be not greater than 6
months. (or as specified in the SMS)
Page 194 of 271

Training: It is extremely important that all crew have a good knowledge of

equipment stowage location and accessibility as well as the various towage
patterns listed in the ETB. For this, the procedures have to be practiced
beforehand and regular drills and training sessions must be held on board. All
officers should familiarize themselves with the contents of the ETB. It is
recommended that at least one training session on emergency towing procedures
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is held every 3 months. Training sessions should include various scenarios such as
availability of power, deck lighting, bow and stern towage, etc.
NOTES FOR TOWING OPERATIONS
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(1) During the connecting operation
 All the crews should be well informed of the work procedures and
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personnel distribution.
 The person in charge of the work (C/Off) on Forecastle deck (or Poop deck)
'S
should always contact the captain, and finish the work as fast as possible.
 The person in charge of the work should watch the movement of towing
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ship carefully. When the towing line is strained, he should evacuate crew to
safe places.
(2) During towing operation

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 It is necessary to grease up continuously in order to prevent wear of ropes

in Panama chock when wire ropes are used as towing lines.
 Wear-out condition in Panama chock should be constantly checked.
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 Rudder should be operated to improve the ship's movement and aid in

following the towing ship, if necessary.
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 It is necessary to determine in advance how to lock the propeller shaft.

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Page 195 of 271

TOWING PATTERNS:
These are mentioned in the ship-specific ETB. The pattern is determined by the
captain or the headquarters in consultation with the towing company, taking into
account the ship status and the surrounding conditions.
For a cargo ship, it is usually the following 6 towing patterns:
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 Pattern 1-F (towing from bow): Use a hawser or a wire rope and a bollard
 Pattern 1-A (towing from stern): Use a hawser or a wire rope and a bollard
 Pattern 2-F (towing from bow): Use wire ropes or chains and two bollards in
order to distribute the towing force
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 Pattern 2-A (towing from stern): Use wire ropes or chains and two bollards
in order to distribute the towing force.
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 Pattern3-F (towing from bow): Use hawsers of the ship (usually 2 hawsers)
 Pattern3-A (towing from stern): Use hawsers of the ship (usually 2 hawsers)
'S
For a tanker of 20,000 T deadweight and above, usually 2 patterns are
available:
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 Pattern 1-F (towing from the bow): Use ETS chain towing connected to
the tug’s towing wire.
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 Pattern 1-A (towing from the stern): Use aft ETS wire rope.
DECISION MATRIX FOR DETERMINING TOWING PATTERNS
 The towing pattern would normally be decided by the Master of the

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ship in consultation with the Master of the towing ship. Reference shall
be made to the Decision matrix as given in the ETB. In considering the
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towing pattern, the ship status and the surrounding conditions (e.g.
weather conditions, availability of the propulsion system and of power
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supply for deck machinery and imminent danger of grounding) should

be taken into account.
 The primary towing patterns should be to tow from the bow. If it is not
possible to tow from the bow for some reasons such as collision,
towing from the stern may be selected as an alternative.
Page 196 of 271

Condition Pattern Remark

In case of imminent 1-F or 1-A If the towing ship has sufficient
danger such as towing force, 2F or 2A may be
grounding with less used if time permits or may be
than an hour in hand used later on during the towage.
In case the weather is 1-F or 1-A If the towing ship has sufficient
bad when connecting towing force, 2F or 2A may be
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the towing lines used to distribute forces, if
weather allows or may be used
later on during the towage when
weather has improved.
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In case there is no 1-F or 1-A Pattern 2F or 2A may be used to
power supply for distribute the forces. When there
deck machinery to is no choice but to take the
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handle the towing pattern 1 for unavoidable reasons,
lines the towing force should be
'Scontrolled not to exceed the
strength of deck fittings
In case the duration 2-F or 2-A If possible, chain should be used.
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of being towed is
long; more than 1 day
for instance.
In case towing 3-F or 3-A The mooring hawser or other
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apparatus is not towing lines of the ship should be

supplied from the passed to the towing ship.
towing ship
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For tankers of 20,000 T deadweight and above,

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 Imminent danger (less than an hour) – Pattern 1-A (deployable in 15mins)

 Weather is bad while connecting – Pattern 1-A (easier to deploy than fwd)
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 No deck power– Pattern 1-A (easier to deploy in dead ship condition)

 Towage longer than a day – Pattern 1-F (if not possible, then Pattern 1-A)
 In Fair weather conditions – Patter 1-F (if not possible, then Pattern 1-A)
Page 197 of 271

SAFE OCEAN TOWING:
 There are guidelines given by IMO that are applicable to International

Ocean Towing operations from one state to another state. They apply
only to commercial towage operation, which is not in nature of salvage.
 Ocean towing is defined as ‘Towing operations where the distance
between designated ports of refuge or safe anchoring along the route
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is more than 24 hours, taken into account weather conditions.’
 Organizational command lines should be established & responsibilities
and duties clearly defined before a towage commences. The towing
operation should be in charge of a competent towing master, normally
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being either the master of the towing vessel or the master of the
leading towing vessel, in case the towed object is towed by more than
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one towing vessel. In simple words, the towing master is responsible
for the towing operation. 'S
 Manning of the towing vessel shall be such that it can operate on a 24
hour basis in accordance with the STCW Code. The manning should be
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sufficient to establish a new towing connection and board the
unmanned towed vessel when required.
 Planning - All aspects of the towage should be planned in advance,
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taking into account such factors as

1. Environmental conditions including tidal streams, current & water
depths (Weather routeing advice to be obtained where required)
2. Size, windage area, displacement and draft of the tow.
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3. Cargo and cargo securing arrangements on board the towed object

4. Bollard pull of the towing vessel(s) to be employed
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5. The towing arrangements and procedures to be used

6. Contingency plan on board the towing vessel, experience and
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familiarization of personnel to deal with the situation.

 A spare towline satisfying all requirements for the main towline should
be kept on board the towing vessel.
Page 198 of 271

 Every towed object, whether manned or not, should be assessed and

provided with a confirmation of ‘fitness to be towed’, when it has
satisfied below requirements
1. Adequate intact stability throughout the voyage.
2. Compliance with any applicable damage stability criteria
3. Watertight and weathertight integrity is confirmed by an inspection
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of the closing arrangements
4. Suitable draught and suitable trim for the intended voyage.
5. Adequate structural integrity in relation to the cargo loads, etc.
6. Adequate cargo securing arrangements and weather protection.
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 Where applicable, a bridle should normally be used for connection of
the main towing wire rope to the towed object. Chains should be used
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in way of chafing areas such as fairleads.
 The ultimate strength of any towline attachment should be atleast 1.3 times
'S
the minimum breaking load of the towing arrangement to be attached.
 Fairleads should be designed to accommodate the chafing chain and should
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be shaped so as to prevent excessive bending stress in the chain links.
 Towed objects should exhibit the navigation lights, shapes and, if manned,
make the sound signals required by COLREGS.
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 Boarding facilities should be rigged on each side of the towed object.

 When appropriate, the rudder should be secured in the amidships position
and measures taken to prevent the propeller shaft from turning.
BOLLARD PULL OF A TUG

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 The Bollard Pull of a tug is the force it exerts at zero forward speed, in calm
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water conditions, with the engine working at its full power (100% MCR). It is
expressed in metric tonnes (T) or kN. This figure is not accurately
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determinable by mathematical methods; therefore it must be evaluated for

each tug by a “Bollard Pull – Test”.
 Bollard pull (BP) is primarily dependent on the tug’s engine output usually
expressed in BHP (Break Horse Power). Some other factors that affect the
BP are propeller type, shape of hulls submerged part, draft, trim, etc.
Page 199 of 271

 In general, the Bollard Pull - Test is carried out by steaming into a towrope
which is fixed ashore and connected to a measuring device, successively
with three different performance-level (80%, 100% and overload = 110%).
 The location of test is very important for the performance of the Bollard Pull
– Test. A sufficient sized tide-less sheet of water with a depth of not less
than 20m is needed. The length of the towrope is also essential because the
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propeller stream has to develop without interference by reflection at the
quay wall.
 The “Static Bollard Pull” also called “Maximum Bollard Pull” is achieved
shortly after the commencement of the Test, when the Propeller is working
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in still water and full power is achievable. Once the water is streaming
through the propeller the performance decreases due to cavitation and
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propeller slip. The remaining traction force is named “Continuous Bollard
Pull” or “Steady Bollard Pull” and is measured for about 10 minutes.
 In other words, Continuous Bollard Pull (CBP) is the average bollard pull
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measured at a length of time (say 10 minutes), while Maximum Bollard Pull
is the highest bollard pull measured during the test.
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 The result of the achieved traction force of the tug at different
performance-levels of propulsion will be certified and a “Bollard Pull
certificate” will be issued. In general the testing institution is the
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classification society of the vessel.
CALCULATION OF REQUIRED BOLLARD PULL

 Bollard Pull calculation is one of the most frequent calculations performed in
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marine towing operations.

 A bigger vessel will require higher force for towing. The harsher the
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environment, the more will be the towing force required. The efficiency of the
tug deployed for towing will also affect the towing operation.
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 For safe towing operations, we need to determine how big a tug to be selected
and maximum speed that can be achieved on deploying that tug.
 The efficiency of a tug when towing the vessel in sea depends on the
environment of the tow and on size of the vessel towed.
Page 200 of 271

 If the bollard pull of a tug is denoted by BP, and its towing efficiency is denoted
by ƞ, then the total available pulling force from the tug will be given by:
Available Pulling force of the tug = BP x ƞ
 The vessel being towed will experience environmental forces of wind, wave
and current in the sea. Together, these forces constitute the ‘Towing force’
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denoted by FT. This is the required force for HOLDING the vessel and not for
towing it.
 For the tug to be able to pull the vessel, the available pulling force of the Tug
must be greater than the total force on the vessel. Therefore,
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BP x ƞ > FT OR BP > FT/ ƞ
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Thus, the Bollard Pull of the tug should be more than FT/ ƞ. This is called the
Required Bollard Pull, which needs to be calculated using the following steps:
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1. Determine the environmental parameters (Open Ocean if expected
wave height more than 2m or Benign if less than 2m)
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2. Calculate the Wind, Wave and Current forces on the vessel using
standard formulas and tables available onboard.
3. Add up the above three forces to find the total force on the vessel, FT
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4. Get the towing efficiency of the tug, ƞ (a table provides values for ƞ, for
different values of Continuous Bollard Pull of a tug)
5. Calculate the minimum required Bollard Pull (BP) using the formula
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Minimum Required BP > FT/ƞ
 The continuous bollard pull of tug must be higher than the calculated ‘Required
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BP’ in order for the tug to be suitable for towing.

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Page 201 of 271

FORMULAE FOR ROUGH CALCULATION OF BOLLARD PULL:
1. Rough calculation of required Bollard Pull in case of ship-shaped tows:
2.5 (𝑅1 + 𝑅2 + 𝑅3)

𝑅=
2240
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R1 = FSV² {where R1 = co-efficient of resistance of vessel being towed,
F = 0.01, S = wetted u/w area in ft2, V = towing speed in kts}
R2 = D²V²N {where R2 = co-efficient of resistance of towing vessel,
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D = propeller diameter of the tow in mtrs, N = no. of propellers}
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R3 = 0.1 R2 {where R3 = Coefficient for resistance of towing gear}
S = 1.025 x LBP (Cb x B + 1.7D) (m²)

'S {where D= Draft (m), B = Width (m)
Cb = Block-Coefficient, (x 10.76 = ft2)}
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Using the formula, we get a Bollard Pull value corresponding with the
hydrodynamic resistance of the ship in calm waters. It however disregards other
factors like roughness of the submerged area, yawing of the tow, weather and sea
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state, etc. A factor of 2 - 3, depending to the circumstances, seems adequate.
2. Rough Calculation of BHP of the tug:

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0.66 𝐷
𝐵𝐻𝑃 = 𝑥 𝑉2
120
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Where D = Displacement of the tow (t) and v = towing speed in knots

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BHP calculated by using the above formula can be divided by 100 and multiplied by
1.4 to obtain the required Bollard Pull in tonnes for a tug with controllable pitch
propellers in Kort nozzles. In case of non-shipshape tows, it might be necessary to
double the determined values.
Page 202 of 271

Above two formulae can be used to estimate the towing speed (V) knowing the
Bollard Pull or BHP of the tug. Usually, the towing speed is set first and the BP is
calculated and tug(s) of the required Bollard Pull are deployed.
3. Another formula to roughly determine required Bollard Pull, considering

aerodynamic resistance and Seas state:
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2
𝐷3 𝑥 𝑉 3
𝐵𝑃 (𝑡) = + 𝐹𝐶𝑚𝑤 𝐵 𝑥 𝐾
7200
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Where D = displacement of the tow (t), V = towing speed in knots, F = freeboard
including height of deck cargo (m), Cmw = coefficient for mean wind speed, B =
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width of the tow (m) and K = factor 3 – 8 depending on circumstances.
'S
This formula should only be used during following two situations:
 Ordinary towing conditions (Beaufort 4) – where V = 6 kts, Cmw = 0.0025, K ≥ 3

 During heavy weather (Beaufort 10/11) – where V = 3 knots, Cmw = 0.015, K = 8)
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4. A simplified formula for the rough calculation of required Bollard Pull reads
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as follow:
𝐷𝑖𝑠𝑝𝑙𝑎𝑐𝑒𝑚𝑒𝑛𝑡 𝑡 𝑥 60
𝐵𝑃 𝑡 = + 40
100,000
H
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In this case the minimum Bollard Pull is ascertained by the summand 40, therefore
for smaller tows requiring less than 40T of Bollard Pull, this formula is not
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applicable.
------------XXXXXXXX----------------
Page 203 of 271

SAFETY & EMERGENCY ICE NAVIGATION
ICE NAVIGATION
INTRODUCTION:
 Ice at sea mainly refers to the floating ice encountered at sea and is of two
types:
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1. Sea – ice: formed by the freezing of the sea water
2. Ice-bergs: which are huge masses of floating ice.
DEFINITIONS:
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1. Icebergs - A large mass of floating ice, having a height of atleast 5 metres
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above the sea level. Ice-bergs can be of glacier origin (most common in the
Northern Hemisphere) or of the ice-shelf origin (most common in the
Southern Hemisphere). 'S
2. Brash Ice: Small pieces of floating ice, less than 2 m in length, broken off
from larger pieces.
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3. Floe: or Ice-floe is the name given to each single piece of floating sea-ice,
regardless of its size. Small floes may be as small as ten metres long, while a
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huge floe may be a few miles across.
4. Fast-Ice: A large ice-field which remains stationary, being stuck to the shore,
rock, shoals or other obstruction. It is called fast ice and it is stuck fast.
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5. Drift-Ice: It is any ice other than fast ice. It is usually old sea-ice, frozen sea
water that is a year old or more, which froze and formed elsewhere and
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later floated off (drifted) with the winds and currents.

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6. Pack Ice: A general term to include areas of sea ice, it does not include ‘fast
ice’.
7. Growler: This piece of ice shows less than 1 m above the surface of the
water. Its volume is less than that of a ‘bergy bit’. As a growler makes a very
poor radar target, it is often very dangerous to navigation.
Page 204 of 271

8. Soft Ice: The initial formation of ice is soft ice referred to as new ice or nilas
and further broken down into the following categories:
a) Frazil ice- fine spicules or plates of ice suspended in the water.

b) Grease ice – a later stage of Frazil ice when the crystals have coagulated
to form a soupy layer on the sea surface of upto 2.5cm thick. It has
greasy of matt appearance.
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c) Slush ice – the snow which is saturated with water on the ice surface, or
as a viscous floating mass in the water after a heavy snow fall.
d) Shuga ice – The Frazil ice, or the Grease ice may sometimes break up
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under the action of wind and waves to form Shuga ice.
e) Pancake-ice: it is newly formed ice of circular pieces of diameters
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between 0.3 to 3 m. The edges of their pieces may be raised due to
collision with adjacent pieces.
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9. Solid Ice: It is the ice which is in the second step of the freezing process. As
the soft ice continues to freeze, it becomes thicker and more solid. It is
broken down into the following categories:
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a) Young Ice: A crust of ice approximately 10-15 cm in thickness, which often
bends with the swell and wave motion on the surface and gains a
thickness of upto 30cm.
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b) First Year Ice: It is sea ice of not more than one winter growth
developing from young ice. It is further classified as thin, medium or thick
depending on its thickness. Thin ice is upto 70 cm, Medium ice is about
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70-120cm thick, and thick ice is about 2m thick.
c) Second Year Ice: Old Ice that has survived only one summers melt, it is
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designated as the second year ice at the onset of the next winter. It is
upto 2.5 m thick.
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d) Multi-year Ice: If the second year ice also survives the summer melting
season, the ice is called multi-year ice and over the years attains a
maximum thickness of 3.5m.
e) Old ice – It is ice that is more than one year old and has survived at least
one melt season.
Page 205 of 271

NAVIGATING IN ICE:
 In general, when a vessel has to advance through ice areas, the progress of
the ship will be dependent on:
1. The nature of the ice.
2. The qualities of the vessel, scantlings, ice breaker bow construction and
motive power of machinery.
3. Expertise and experience of the Master.
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4. Operational qualities of navigational instruments.
5. Assistance of tugs or ice breaker vessels or ice convoy facilities.
 The Master of any vessel coming up to or approaching dangerous ice is
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obliged by SOLAS to report any dangerous ice formation sighted on or near his
course. His ice report should contain the type of ice encountered, its position,
GMT and date of sighting the same. The Master is further obliged to proceed at
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a moderate speed or alter his course to pass clear of ice dangers.
 Ice reports are dispatched to the International Ice Patrol, operated by USCG
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throughout the ice season, usually beginning about February and ending about
June/July. The prime function of the Ice Patrol is to warn shipping of the extent
of sea ice and icebergs which may affect vessels on the main shipping routes.
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 Ice reports from shipping, together with weather reports from shipping,
assist the Ice Patrol to piece together any movement of ice, and allow the
construction of a facsimile chart of conditions for general broadcast to all
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shipping within the area. Reports are made by the Ice Patrol twice daily,
together with the dispatch of the facsimile chart.
 Additional reports of ice sightings are broadcast whenever considered
necessary. Transmitting stations, together with frequencies and channels, are
as described in the ALRS Volume 3, Part 2. Mariners should be aware that this
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service is provided for them and is greatly enhanced by their own co-operation.
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ACTIONS WHEN OPERATING IN ICE:

 Mariners entering ice regions should take early action to seek up-to-date
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ice reports from the Ice Patrol. Ice limits should then be marked on to the
navigational charts, and any particular hazards should be plotted.
 Course and speed of the vessel can then be adjusted accordingly,
circumstances dictating the safest route.
 A lookout is essential during daylight hours, even in so-called good visibility.
Page 206 of 271

 Vessels without operational radar should be prepared to stop during the hours
of darkness if the concentration of dangerous ice warrants such action, and
should at any time proceed only at a safe speed.
 Ice reports should be continually obtained and charts updated in accordance
with the vessel’s progress. A combination of fog and ice is not only a
dangerous combination but unfortunately a common occurrence.
 Vessels attempting to negotiate ice regions should be equipped with reliable
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engines and steering gear. It is an advantage if the ship is ice strengthened or
longitudinally framed, with an ice-breaker bow.
 It has been found by experience that ship-handling in ice can be achieved by
observing a few basic principles:
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1. The vessel must endeavour to keep moving into the ice and making
headway. Even if the movement is very slight, it must be maintained.
2. It is best for the vessel to move with the ice, not against it.
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3. Maintain freedom to move, bearing in mind that excessive speed can
cause ice damage. A great deal of patience will be required.
'S
 If the vessel gets trapped in the ice and held, her freedom of movement is lost
and she will then only move with the ice, wherever it takes her.
 If the forward motion of the vessel be impeded, a movement astern should be
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considered as an option, while searching for another ‘lead’ through the pack
ice or ice field. Continuous movement astern should be avoided because of the
very real danger to rudder and propeller.
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 Continuous plotting of the ship’s position in confined waters is essential at this

stage in order to keep the vessel clear of shoals and to prevent disorientation.
 Regular checks on compasses and prominent landmarks must be considered
essential. The alternatives open to the Master are limited in the event of his
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vessel becoming ‘ice bound’.

 Owners may decide to re-route the vessel to another port, but, failing this, one
or more of the following actions are advised:
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1. Assemble with other ships for movement in an ice convoy, usually

escorted by ice-breaker vessels or follow the track of an ice-breaker vessel,
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or ice-strengthened vessel towards destination.

2. If equipped with an ice-breaker bow and also ice-strengthened, attempt
passage independently.
3. Before leaving port, add ice strengthening to the forepart of your own
vessel.
Page 207 of 271

ICE DAMAGE:
 The extent of any damage will depend on the condition of the ice the vessel
is passing through. However, the mariner should be prepared to accept
some damage to the vessel, while limiting the amount as much as possible.
 Severe wear of the outer shell plating will be experienced at the waterline
level, and for some height and depth above this level, according to the
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thickness of the ice the ship is passing through.
 All paint work on superstructures can be expected to flake and bare
steelwork to get badly pitted, especially if the temperature is continuously
below freezing for any period.
 Denting of shell plates in the bow area must be anticipated. The stem will be
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stripped clean of all paint and protective covering.
 The rudder and propeller area is extremely susceptible to ice damage from
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large floes passing down the ship’s side and colliding with the upper area of
the rudder and the rudder securing to the stock.
'S
PRECAUTIONS AND PROCEDURES WHEN NAVIGATING IN ICE:
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 The shiphandler must always have the latest ice reports and if possible,
adjust the passage plan to avoid it. The Master is required by SOLAS to
proceed at a moderate speed at night when ice is reported on or near the
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vessel’s planned track or to alter course to pass well clear of the danger
zone. The Master must know the design capabilities of the vessel with
regards to the Polar Code Categories and not attempt to navigate through
ice that the ship is not designed for.
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1. Category A – Designed to operate in atleast first year medium ice which

may include old ice inclusions.
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2. Category B – A ship not included in Category A but designed to operate

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in atleast thin first year ice which may include old ice inclusions.
3. Category C – Designed to operate in open water or in ice less severe than

those mentioned in Categories A & B.
Page 208 of 271

Before Entering Ice:

1. For an unstrengthened ship, or for a ship whose structural capability does
not match the prevailing ice conditions, it is preferable and safer to take any
alternative open water route around the ice even if it is considerably longer.
2. The engine room must be informed and prepared. This includes deciding
which sea chest to use or cooling water intake to be put on recirculation,
shifting of main engines from heavy fuel to light fuel, setting load limits on
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the M/E as per ice conditions, checking air compressors are operate and
ready for use and ensuring both steering gear pumps are running.
3. The propeller and rudder are the most vulnerable parts when ship is
navigating in ice. The vessel should be ballasted as deeply as possible and
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trimmed properly. This provides best handling ability and helps to avoid ice
damage as the propeller and rudder will be below the surface ice. Bow
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thrusters must not be used while in ice to prevent any ice damage.
4. The route must be planned as per the route recommended by the Ice Patrol
or other ice reports provided by local services deployed for safety of
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navigation in ice. The route should be based on the latest available
information and courses should be adjusted accordingly if changes are
recommended during the passage.
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5. Extra lookouts must be placed to look for leads (navigable channel within an
ice field) through ice and for earlier detection of danger. Lookouts should
be posted forward or at higher ends. The bridge watch may be increased as
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well, depending on the visibility and prevailing conditions.

6. The vessel must be equipped with sufficient high-powered and reliable
searchlights for use during dark hours.
7. Speed should be reduced to a minimum to reduce the initial impact of the
ice. The vessel should be at right angles to the edge of the pack ice at entry
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to avoid glancing blows. The point of entering the ice must be chosen
carefully, preferably in an area of lower ice concentration.
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8. All lines on deck and other machinery on deck must be drained to avoid
freezing. All other cold weather precautions must be taken.
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9. Lagging on pipes should be regularly checked for expected deterioration.

10. As far as possible, navigating through ice should be avoided at nights. It is
preferred to “heave to” since the leads or lanes cannot be seen. The vessel
can be stopped and allowed to drift along with the pack, with her propeller
turning at low RPM to avoid seizure by ice. If it is attempted, speed must be
reduced and a good searchlight must be used with extra lookouts.
Page 209 of 271

After Entering the Ice
 Once the ice is entered, speed of the vessel should be increased slowly,
according to the prevailing ice conditions and the vulnerability of the ship.
 If visibility decreases while the vessel is in the ice, speed should be reduced
until the vessel can be stopped within the distance of visibility. If in doubt,
the vessel must stop until the visibility improves. The potential of damage
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by ice increases with less visibility.
 If the vessel is stopped, the propeller(s) should be kept turning at low
revolutions to prevent ice from building up around the stern.
 When navigating in ice, the general rule is to use the pack to its best
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advantage. One must follow open water patches and lighter ice areas even
if it involves a longer route.
 All forms of glacial ice must be given a wide berth. It is better to pass the
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icebergs keeping to the windward side as there are greater chances of
having growlers and bergy bits to leeward. However, in an ice-field, it is
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better to enter from leeward as the windward side will have more compact
ice.
 Vessel must be ready to come full astern whenever required. If the vessel is
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stopped by the ice, her engines must be kept running ahead for a period of
time to wash ice astern clear before backing. Rudder must always be placed
midship when backing in ice.
 Turning in heavy ice should be avoided. When alteration of course is
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essential, it must be done in lighter ice or open water pools.
MASTER’S OBLIGATION TO REPORT DANGEROUS ICE:

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With regards to navigation in ice, SOLAS has the following requirements:

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 The Master of every ship which meets with dangerous ice, a dangerous
derelict or any other direct danger to navigation, or a tropical storm, or
encounters sub-freezing air temperatures associated with gale force winds
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causing severe ice accretion on super structures, or winds of force 10 or

above on the Beaufort scale for which no storm warnings has been
received, is bound to communicate this information by all means at his
disposal to the ships in the vicinity and also to the competent authorities.
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 The form in which this information has to be sent is not obligatory. It can be
transmitted either in plain language, preferably English or by means of the
International Code of Signals.
 Each contracting government will take all steps necessary to ensure that
when any of these danger messages are received, it will be promptly
brought to the knowledge of those concerned and communicated to the
other interested Governments.
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 The transmission of these danger messages will be free of cost to the ships
concerned.
 All danger messages sent by means of radio messages issued shall be
preceded by the safety signal, using the procedures as prescribed by the
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Radio regulations.
 Following is the information required to be reported when met with
dangerous ice, derelict and other direct dangers to navigation.
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a) The kind of ice, derelict or danger involved.
b) The position of the ice, derelict or danger when last observed.
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c) The date and time (UTC) when the danger was last observed.
 When subfreezing air temperatures associated with gale force winds
cause severe ice accretion on super structures, following information must
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be reported:
a) Date and time
b) Air temperature
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c) Sea temperature
d) Wind force and direction
COLD WEATHER PRECAUTIONS:

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When a ship is going to be operated in freezing temperatures, the following

preparations should be made:
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1. Fire lines need to be drained completely of water. The after most hydrant
must be left open so that entire water of the line is drained.
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2. All other general service lines and fresh water lines should be drained. This
includes tank cleaning line, anchor wash, eye wash and shower, etc. Their
hydrants must be left open.
3. All cargo heat exchangers and associated piping must be drained of water.
If used during the freezing conditions, they should be drained immediately
after their use.
Page 211 of 271

4. Drains on the exposed air lines on deck should be kept open.

5. Steam lines on deck should be drained. Where deck winches are steam
driven, they must be kept in operation turning slowly during the duration of
the freezing conditions. Tankers fitted with heating coils for their cargo
tanks must ensure that these are well drained of any water.
6. Hydraulic systems must be used carefully as the cold hydraulic oil could
cause hoses to break. Before the deck machinery is to be actually used, the
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Hydraulic Pumps must be started at least 1 hour in advance and at least one
winch must be run idle at slow speed. This will keep the oil warm by
circulating. Vessels operating in freezing conditions frequently may have
these lines insulated.
7. At sea and in port, the radar scanners should be kept turning.
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8. The bridge window washer system must not be used unless antifreeze has
been added.
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9. Ship’s whistle must be drained if air or steam operated.
10. Water tanks in the lifeboats should be filled upto only 75% of their capacity
to avoid damage from expansion if the water freezes.
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11. All fresh water tanks and fuel oil tank levels must be kept below 90%.
Temperature in Fuel oil tank must be maintained and hot water may be
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recirculated in the fresh water tanks.
12. Important deck machinery such as the anchor windlass and winches must
be covered to prevent ice from forming on the equipment and to facilitate
easy removal of the ice. All control boxes of machinery must be covered.
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13. A greasing and lubrication routine should be carried out for open gears and
wires that are found dry. Low temperature grease must be used for this as it
will prevent water from entering the moving parts of the machinery.
14. Cranes must be tried out in order to confirm that all the pulleys are moving
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in sheaves. Lifeboat davits can also be tried out for the same reason.
15. The coolant of the Lifeboat engine must be checked to see that it has
sufficient concentration of anti freeze. The lifeboat engine must be tried out
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and fuel tank level checked. Batteries charging condition must be checked.
16. On tankers fitted with PV Breaker and deck seal, correct amount of
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antifreeze must be added to keep them operational. Additionally, fresh

water lines and sampling lines connected to ODME must be well drained.
17. If the tanker is carrying heated cargo, cargo temperatures must be recorded
atleast twice daily (unless there are greater requirements).
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18. If the tanker is fitted with FRAMO pumps for cargo, correct procedures for
recirculation and pre warming the oil must be followed.
19. There must be sufficient quantity of woolen parkas, gloves, innerwear, etc.
on board to avoid issues related to hypothermia.
20.All crew must take precautions against hypothermia and cold burn and their
exposure time to outside temperatures must be kept limited.
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FREEZING SPRAY AND ICE ACCUMULATION:
 Freezing spray and ice accumulation can be extremely dangerous as it adds
weight at higher levels aboard the ship. In some instances where the sea
and wind are abeam, the weight added can be asymmetric. Both conditions
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will affect the stability of the ship.
 The accumulation of ice can be caused by:
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1. Fog in freezing conditions
2. Freezing drizzle, rain or wet snow.
3. Spray or sea water breaking over the ship when air temperature is
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below the freezing point of the seawater which is about -20C.
 The first two may affect the ship operation but seldom endanger the ship. It
is the freezing spray that can cause large quantities of ice formation on the
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ship’s superstructure and higher parts of the ship causing a rise in the ship’s
COG and loss of stability as GM is reduced.
 Ships operating in areas where ice is prevalent must be provided with
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stability information that indicates the effect on stability of ice accretion on

exposed parts and deck cargo.
 The amount of ice accumulation depends on the wind force, wave height,
air temperature, sea water temperature, ship’s course and speed.
 Ice Nomograms can be used to estimate the rate of ice accumulation. Ice
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nomograms are diagrams drawn for different sea water temperatures

showing rate of ice accumulation as a function of wind speed and
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surrounding air temperature.

 The shiphandler must take all necessary precautions against freezing
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temperatures. Caution must be exercised when gale force winds are

expected and air temperature is below 20C.
 If unable to avoid these conditions, the shiphandler should slow down and
alter courses in order to reduce the spray to a minimum.
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PREVENTION OF ICE ACCUMULATION

1. Best option is to reduce speed and alter course in order to minimize the spray
which will minimize the ice accumulation.
2. If in harbour or near a land mass, it is better to seek immediate shelter where
the waves will be comparatively smaller thus minimizing sea spray.
3. Preventive coatings can be applied in order to repel water and prevent ice
build-up. Ice that does form over the coating is easier to remove. However,
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there are drawbacks such as reapplication of the coating is required every time
and it makes the deck slippery to walk on.
4. Ship’s crew can be organized to remove ice whenever it is safe to be on deck.
The ice must be removed before it reaches dangerous amounts.
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Usually physical removal is the most effective method. Use of baseball bats,
large wooden mallets, scrappers, shovels, spades, etc. is effective.
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5. Chemicals such as rock salt (sodium chloride), calcium chloride and urea can be
sprinkled on decks to supplement physical removal.
THE POLAR CODE:

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 International Code for Ships Operating In Polar Waters (POLAR Code) has been
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developed to increase the safety of ships' operation and for the protection of
the polar environment by addressing risks present in polar waters and not
adequately mitigated by other IMO instruments.
 The Code acknowledges that polar water operation may impose additional
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demands on ships, their systems and operation beyond the existing

requirements of SOLAS, MARPOL and other binding IMO instruments.
 This Code consists of Introduction, Parts I-A, Part 1-B, Part II-A and Part II-B.
 It applies to all ships operating in Polar Waters of Arctic & Antarctic regions.
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 Every ship to which this code applies must have onboard a valid Polar Ship
certificate, issued by the Administration or a recognized organization on its
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behalf. This certificate shall be issued after an initial survey and a renewal
survey after confirming that the ship complies with the requirements of the
code. The validity of the certificate shall not exceed 5 years.
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 For ships operating in low air temperature, a polar service temperature (PST)
shall be specified and shall be at least 100C below the lowest Mean daily low
temperature (MDLT) for the intended area and season of operation in polar
waters. All the systems and equipment required by the Code must be fully
functional at the polar service temperature.
Page 214 of 271

 A ship-specific Polar Water Operational Manual (PWOM) must be carried on

board to provide the Owner, Operator, Master & crew sufficient information
regarding the ship's operational capabilities and limitations in Polar waters.
 The Code in its first part specifies the functional requirements with regards to
ship structure, stability, watertight and weathertight integrity, machinery
installations, fire safety & protection, LSA & its arrangements, safety of
navigation, communication, voyage planning, manning and training.
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 The Code in its second part specifies operational requirements for prevention
of pollution by oil, NLS in bulk, harmful substances carried by sea in packaged
form, sewage and garbage from ships.
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CONTENTS OF THE POLAR CODE:
 Introduction
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Part 1-A Part II-A
(Safety Measures) 'S (Pollution Prevention Measures)
1. General 1. Prevention of pollution by Oil

2. Polar Water Operational Manual 2. Prevention of pollution by Noxious
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3. Ship Structure Liquid Substances in bulk
4. Subdivision and Stability 3. Prevention Of Pollution By Harmful
5. Watertight and weathertight Substances Carried By Sea In
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integrity Packaged Form

6. Machinery installations 4. Prevention of Pollution by sewage
7. Fire safety / protection from ships
8. L.S.A and arrangements 5. Prevention of Pollution by garbage
9. Safety of navigation from ships
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10. Communication
11. Voyage Planning
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12. Manning and Training

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Part 1-B (Additional Guidance on Part II-B

Introduction and Part 1-A) (Additional Guidance to Part II-A)
----------XXXXXX------------
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SAFETY & EMERGENCY DRY-DOCKING
DRY DOCKING
INTRODUCTION:
Dry dock is a structured area wherein construction, repairs and maintenance of

merchant vessels and boats are carried out. The unique construction allows the
water to be filled up in that area, also known as lock, so that vessels can be
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maneuvered in and out of the area. Once the vessel enters the dry dock, the gates
are closed and the seawater is drained out so that hull and other areas of the ship
which have been exposed to sea water for a long time are available for carrying
out maintenance and repair works.
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SOLAS requires cargo ships to carry out Bottom inspection twice in a five year
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period, with the interval between them not exceeding 3 years. One of these is
usually done at sea using an approved diving team, the other one being at the dry-
dock. One of the major reasons for dry-docking is for cleaning and painting the
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bottom with anti-fouling paint. In addition, many topside and engine repairs are
accomplished that cannot be carried out at sea or by the ship’s crew.
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TYPES OF DRY DOCK:
There are mainly two types of dry dock procedure:
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Graving dock: This type is normally constructed on a land near the coastal water
with a rectangular solid concrete construction with blocks, walls and gates. Vessel
is shifted inside the dock and after the ship is in required position, gate is closed
and water is removed.
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Floating dock: A floating dock is a “U” structure used in salvage, to carry ship
from mid sea, which has met with an accident and which is damaged and unable
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to sail further to go to a coastal dock. Several “U” type floating docks can be
joined to carry a large vessel. A valve is provided which can be opened to fill up
the chambers with water and which will make the dock immersed in water. The
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ship is brought in and the water is pumped out of the chamber which will allow
the dock to rise and lift the ship exposing the underwater area of the ship
for maintenance or carrying the ship to repair facility. After the repairs are done,
the chambers are again filled with water which will immerse the dock and allow
the ship to float again and leave the floating dock.
Page 216 of 271

STABILITY FOR DRY-DOCKING

Stability is the most important requirement for getting a ship safely into a dry
dock. The following three important parameters which must be ensured before
entering the dry dock:
1. Adequate Initial G.M: When the ship’s stern touches the blocks first, there is
a reaction at that point causing a virtual loss of GM. Hence, it is important to
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have a adequate initial GM so that the vessel has sufficient stability during
the critical period.
2. Vessel to be Upright: While entering the dock, the vessel should not be
listed to port or starboard. If there is a list when the ship touches the blocks,
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the point of contact will be outside the centre line of vessel, which may
force the vessel to tip over.
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3. Small or Moderate Trim by Stern: The slight trim allows the stern to take
the blocks first and thereafter the bow rather than both taking the blocks
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simultaneously. This will reduce the load and pressure on hull and the keel
of vessel. It also helps to align the keel with the blocks once the stern has
touched the blocks using fore breast-lines.
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When the ship enters a dry dock, she must have a positive GM and is usually
trimmed by stern. The floor of the dry dock is lined with keel blocks, which are so
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arranged such that they can bear the weight of the ship. When the ship enters the
dry dock, her centerline is first brought in line with the centerline of the keel
blocks by using a combination of plum lines and Leica theodolite.
The dock gates are then closed and the water is pumped out of the dock in stages.
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Since the ship has a trim by stern, the stern of the ship will first sit on the keel
blocks. The rate of pumping out water is reduced as the stern is almost about to
touch the keel blocks. It is because from this point onwards the stability of the
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ship starts getting critical. The interval of time from when the stern takes the
blocks to the moment when the entire ship’s weight is borne by the blocks is
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called Critical Period.

It is very important for the ship to remain stable during this critical period i.e. until
she takes the blocks along her entire length, for until this moment, the side shores
cannot be successfully rigged. Once the ship is laterally supported by shores, her
stability condition is of no practical consequence.
Page 217 of 271

When the ship’s stern just touches the keel blocks, part of the ship’s weight is
being borne by the keel blocks. The contact between the stern and the keel block
creates a normal reaction or upthrust. The magnitude of this upthrust (P)
increases as the water level in the dry dock reduces. It is this upthrust that creates
a virtual reduction in the GM of the ship. Hence it is very crucial to maintain
sufficient positive GM before docking, lacking which, the ship may heel over to
either side, or even slip off the keel blocks and capsize. Hence, the GM of the ship
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at different stages of docking must be calculated to ensure that it does not fall
below the safe limit.
PREPARATION PRIOR DRY-DOCKING
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1. Identify certificates and surveys that are required to be renewed.
2. Previous dry dock reports should be studied and previous clearance
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measures noted.
3. Make a repair and maintenance list, create or obtain a dry-dock handbook if
required, and assign responsible ship staff to their duties on the list. Divide
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staff into groups to oversee the work carried out by yard gangs. All spare
parts must be checked and repair items kept ready for use.
4. Clean engine room tank top and bilges.
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5. Prepare sewage treatment tanks, dirty oil tanks and bilge tanks.
6. Flushing of bilge lines is to be carried out prior to dry dock.
7. The oil-water separator filter element should be renewed and the system
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checked for satisfactory operation.

8. For tankers, all cargo tanks are cleaned and gas freed.
9. Minimum Fuel Oil, Fresh water and ballast carried.
10. All heavy weights secured prior to dry dock.
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11. Decks should be cleared and all loose items stowed properly.
12. All tanks and cofferdams must be sounded and recorded.
13. Firefighting plans and safety measures discussed before dry dock.
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14. Firefighting equipment on board should be checked and kept ready for use.
15. All valves and chests to be overhauled must be clearly marked.
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16. Shore connections for cooling water and fire line must be made ready.
17. Main engine, generators, and boiler are changed over to diesel oil.
18. CO2 total flooding systems are secured and locked before entry.
19. Ensure vessel is upright with the right amount of trim & GM as required.
20.Any protruding logs (speed logs) should be withdrawn into the hull.
21. Ensure all other requirements of dry-dock are met.
Page 218 of 271

DRY DOCK REPAIR LIST
Prior to dry-docking, a repair list is prepared by company representative with

major inputs from Master and Chief Engineer, including all the works to be carried
out at the dry-dock. Copies of the repair list are given to all interested parties such
as Ship Owner, ship’s Officers, repair manager, dock master, foreman, etc. In
dock, each item may be crossed off the list, as soon as the repair is accomplished
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to the satisfaction of the Officer or Surveyor in charge.
As a minimum, the following works must be includes in the repair list:
1. Bottom inspection, bottom preparation and painting.
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2. Anchor cables ranging and calibration, greasing & re-marking, etc.
3. Cleaning and painting of the chain locker.
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4. Building up of hawse pipe cast steel collars at both ends.
5. Cleaning of Echo sounder transducer and checking of W/T terminal boxes.
6. Work related to sacrificial anodes or Impressed Current Cathodic system.
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7. Cleaning and painting of Sea chests.
8. Overhaul and survey of sea suctions and discharge valves.
9. Overhaul of Sanitary storm valves and their survey.
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10. Damaged portions of the bilge keel to be renewed.
11. Rudder pintle clearances, rudder drop and jumping clearances checked.
12. Propeller drop, propeller condition and sealing of glands are checked.
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13. Any damage to rudder and propeller checked and repaired accordingly.
14. Inspection of tail shaft, CO2 system, W/T & fire doors, pumps, FFA, LSA, etc.
15. Works on M/E, A/E, steering gear, boilers and other machinery.
16. Works on Deck and Deck machinery including lifeboats, rescue boats,
fairleads and rollers, winches, windlass, hatch covers, packings, davits,
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cranes, deck painting, ship side rails, cat-walk, etc.

17. Works on Electronics including bridge equipments, galley equipments, etc.
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18. All surveys to be carried out and their associated work.

19. Painting of draft marks, load lines and other marks on the ship’s hull.
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20.Repair of steel, dents and cracks in steel structures, steel renewal, etc.
21. Inspection of ballast tanks, cargo tanks, cofferdams, void spaces, etc.
22. Thickness measurements and other structural inspection.
23. Small maintenance jobs in accommodation alleyways and cabins.
24. Works that will be accomplished by the Crew.
25. Supplementary repairs, stores and spares.
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HULL CLEANING AND PAINTING

 Painting is the first objective in dry docking which commences on the first
day and continues till almost to the last day in dry dock.
 Once the dock is pumped out, the hull will be cleaned. Cleaning is usually by
high pressure water blasting (least expensive). In some cases, it might be
necessary to spot sand blast to remove marine growth.
 As the cleaning is in progress, the hull is also inspected for damages such as
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dents or cracks so that they can be repaired before painting.
 Thereafter, painting will be carried out as per the paint scheme of the
vessel. Typically, two coats of primer paint and two coats of finish paint are
applied to the top side and boot top. The bottom part is painted with two
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coats of anti-corrosive primer paint, followed by a coat of Anti fouling paint.
 During the painting process, the paint supplier’s technical officer checks the
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coating thickness using a paint thickness gauge. The paint is applied by
airless spray nozzles. The Technical officer also inspects the blasted strakes
before the primer paint is applied.'S
STEEL RENEWALS:
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 During the inspection, it is possible to find damages or extensive corrosion /
wastage in the structural members of the ship. This will call of steel renewal
where the shell plating of the effected section needs to be cut out and
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replaced. Ultrasonic testing and thickness measurements are also used to

identify areas that require such steel renewal.
 In most cases, the inspections and requirements to replace the steel
sections will be made by Class surveyors.
 Detailed inspections of the ship’s internal structure and double bottoms can
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be made prior the dry dock in order to determine the extent of steel work
needed to be accomplished at the dry-dock.
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 An estimate can also be made on how much shell plating needs to be

replaced, if any, based on the ultrasonic records from previous dry-dock.
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Page 220 of 271

RUDDER AND PROPELLER

 Checking for rudder damage / leaks: The rudder bottom plug is opened out
in dry dock. If accumulated water comes out, it indicates the rudder plating
is cracked and hence sea water has found its way into the rudder making it
heavy causing the rudder movement sluggish. To find the exact location of
damage, the top plug is opened, the bottom plug refitted and rudder filled
up with water through top plug. The location of the damage will be found
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out by water seen leaking out from the hole/crack. Suitable repairs can now
be carried out and finally a hydrostatic test can be carried out to proves the
tightness of the repair.
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 Pintle Bush Clearance: The pintle bush clearance for top and bottom pintles
are measured using long feeler gauges. The allowable pintle bush clearance
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is 1.5 mm for pintle diameter up to 200 mm. For diameter exceeding 200
mm, the clearance is proportionately increased. If the clearances are
excessive, the bushes are to be renewed after dismantling the rudder. The
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clearances are taken at port, starboard, forward and aft and the maximum
of these is the clearance.
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 Rudder Drop: The top clearance at the steering gear cross-head should be
more than the jumping bar clearance so that when the rudder jumps, the
impact force is taken by the jumping bar and not the cross head. However,
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with time, the rudder carrier bearing will wear off due to continuous rudder
movements and the bottom clearance at the cross head will reduce. This is
called rudder drop allowance. It is adjusted at dry dock to a value such that
till next dry dock this clearance will reduce but not sufficiently to cause
weight of the rudder to come onto the cross head and subsequently on the
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ram cylinders.
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 Inspection of Propeller and tail-shaft: The tail-shaft inspection requires the

rudder and propeller to be removed so that the tail shaft can be pulled. The
bearings wear is measured and the fore and stern glands are renewed. Due
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to the weight of propeller and the clearance developed due to wear, the
shaft will come down by a certain amount. This drop in propeller shaft is
termed as propeller wear down or propeller drop. It is measured by ‘poker
gauge’ during dry dock. The propeller is examined for damage, distortion,
cracking and tip corrosion.
Page 221 of 271

FLOODING UP PROCEDURE:
 Immediately prior to flooding up, the Master, Chief Officer, Chief Engineer
and superintendent together with the Dock Master, Paint Manufacturer’s
inspector and Ship Repair manager will carry out a final dry-dock inspection
to ensure that all dock work has been completed and the vessel is in a fit
condition to float. The following checks have to be carried out:
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1. All bottom plugs, rudder plugs, sea chests & other openings are secured.
2. All scupper plugs have been removed.
3. Paintwork has been adequately cured.
4. Propeller/Thruster blade / Stern Tube(s) seals are free from leakage.
5. Propeller / Thruster blades are correctly secured.
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6. All contractor’s equipment, staging and loose objects have been
removed from the dock bottom.
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7. All tapes applied on anodes for paint protection have been cleared.
8. Covers for echo sounder, impressed current system have been secured.
9. Rudder test has been performed and propeller is free to turn.
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10. No other leakages are evident;
11. General inspection of hull to ensure readiness for flooding.
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12. The Chief Engineer is to confirm that all shipside sea valves and
associated pipe work have been closed up.
13. The Chief Mate is to confirm that all non-essential connections have been
removed & the ship is correctly moored to hold its position once afloat.
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14. Adequate persons are stand-by to check ship’s spaces for water ingress.
 During flooding up, the flooding is to be suspended one foot before the
vessel leaves the blocks and all sea valves are to be fully opened and closed
to the satisfaction of the Chief Engineer and superintendent.
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 The Second Engineer is responsible for the co-ordination of the transfer of

electrical power from shore to ship supply when flooding level is sufficient
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and generator sea water cooling systems have been proved tight.
 During flooding an effective communication system is to be maintained to
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ensure that in the event of lack of stability or untoward ingress of water

being detected, the flooding operation may be halted without delay.
 The Dock Master will inform the Master on completion of flooding. The
order to move out of the dock will be given by the Master once satisfied
with the ship’s stability and watertight integrity.
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COMPLETION OF DRY-DOCK
 Upon completion of the repair works the vessel is to sail from the yard in a
safe condition as soon as possible. However, appropriate function tests and
inspections must be carried out under the supervision of superintendent of
all safety systems and systems disturbed during the repair period.
 A ‘Critical Operations Checklist’ must be compiled in order to ensure that all
critical equipment, such as key navigational, propulsion, steering, cargo,
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ballast, fire and gas detection systems are tested. Also to be included is the
replacement of bottom plugs, anodes, sea chest valves correctly set and
ensuring echo sounder and Doppler transducers are cleared and
confirmation that all personnel are adequately rested before departure.
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 The Work Done Report of the contractor must be checked by the
superintendent with the assistance of the Shipboard Team and appropriate
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comments made regarding the quality and effectiveness of the works.
 The superintendent shall obtain from the contractor all calibrations,
drawings and calculations relating to the work carried out and also take
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back all ship’s property before departure.
 The quality of the work performed, seaworthiness and safety is finally
verified by the Class/Flag surveyor who will issue appropriate certificates.
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 It is the Master’s responsibility to ensure that he has all the correct
certificates and endorsements on board prior to sailing. Copies of all new
certificates or endorsements must be sent to the office.
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 Final cleaning of machinery spaces, accommodation and other areas where

repairs have been carried out is done as soon as possible after departure.
 The Master is to send a daily performance messages to the office for the
first 15 sailing days after a dry-docking or major repairs. This message must
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include the condition of stern tube & details of leakages from it, if any.
DOCKING PLANS:
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 A docking plan is a document that is prepared for every ship during its
preliminary design phase. All the information required to bring a ship to a
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dry dock are included in its docking plan.

 While most of the information is condensed into drawings, one must also
refer to the textual references and notes provided, because they also
inform about the type of dry dock that is being used, and technical
specifications of dry dock that should be met before the ship is docked.
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 The contents of a typical docking plan are as follows:

1. Table of Hydrostatic Particulars and Hydrostatic Curves:
2. Docking Drawing – Elevation View & Plan View
3. Cross Section at Propellers
4. Keel Profile
5. Bilge Keel Clearances
6. Load Distribution and Block Pressure
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 Docking plans are created for every ship taking into consideration the dry
dock where it is likely to be dry docked during most of its major repair and
refits. But there may arise situations where a vessel is to be dry-docked at a
different dock, where the docking plan is to be modified to suit the dry
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dock. There are a number of conditions that must be met in order to
prevent any structural failure in such cases. For example, the number of
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blocks may be different from the original docking plan and the floor of the
dock may not have the same strength limits, etc.
SAFETY MEASURES ADOPTED AT DRY-DOCK:

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 FFA ready at all times. Fire detectors & fire alarm in good working condition.
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 CO2 total flooding system door is locked to prevent accidental actuation.
 Safety gear worn while working- safety shoes, helmet, overalls, safety
goggles, ear mufflers, and gloves.
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 Escape routes should be clearly marked.

 Permit to work system in place. (Eg. Hot work, enclosed space entry, etc)
 Safety lamps are used - never use a naked lamp.
 Co-ordination of work, so no chemical cleaning and hot work around boiler
area is done at the same time.
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 No transfer of oil carried out in dry dock.

 Acetylene and oxygen bottles are properly stored and secured.
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 Fire officer at site of work and extinguishers available.

 No unauthorized personnel or chemicals allowed on board.
 Ship properly grounded to shore earth.
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 Safety meetings should be carried out every morning before stating the
work in dry dock.
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SAFETY & EMERGENCY BMP4
BM4 4 - BEST MANAGEMENT PRACTICES FOR

PROTECTION AGAINST SOMALIA BASED PIRACY
CONTENTS
The Three Fundamental Requirements of BMP
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Section 1: Introduction
Section 2: Somali Pirate Activity – The High Risk Area
Section 3: Risk Assessment
Section 4: Typical Pirate Attacks
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Section 5: BMP Reporting Procedures
Section 6: Company Planning
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Section 7: Ship Master’s Planning
Section 8: Ship Protection Measures
Section 9: Pirate Attack 'S
Section 10: If the Pirates take Control
Section 11: In the Event of Military Action
Section 12: Post Incident Reporting
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Section 13: Updating Best Management Practices
ANNEXES: Useful Contact Details, UKMTO Vessel Position Reporting Forms, Piracy
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Definitions, Follow-up Report, MSCHOA Vessel Movement Registration Form,

Additional Guidance for Vessels Engaged In Fishing, Leisure Craft
Including Yachts, etc.
THREE FUNDAMENTAL REQUIREMENTS OF BMP:

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1. Register at MSCHOA: Ensure that a ‘Vessel Movement Registration Form’

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has been submitted to MSCHOA prior to entering the High Risk Area. This
may be done directly online by the Ship’s Operator, by fax, or by email. This
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has to be done even if the vessel is transiting as part of a National Convoy,

there is a security team onboard or if not transiting the Gulf of Aden.
2. Report to UKMTO: On entering the UKMTO Voluntary Reporting Area,

ensure that a UKMTO ‘Vessel Position Reporting Form - Initial Report’ is
sent. Vessels are strongly encouraged to report to UKMTO daily using the
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‘Daily Position Report’ via email at 0800 hours GMT whilst operating within
the High Risk Area. UKMTO acts as the primary point of contact for
merchant vessels and liaison with military forces in the region and it is the
primary point of contact during an attack. For this reason they should be
aware that the vessel is transiting the High Risk Area.
3. Implement SPMs: The Ship Protection Measures described in BMP are the
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most basic that are likely to be effective. Owners may take additional
measures and/or provide additional equipment and/or manpower as a
means of further reducing the risk of piracy attack.
INTRODUCTION:
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 The purpose of the Industry Best Management Practices (BMP) is to assist
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ships to avoid, deter or delay piracy attacks in the High Risk Area.
 Experience and data collected by Naval/Military forces, shows that the
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application of the recommendations can and will make a significant
difference in preventing a ship becoming a victim of piracy.
 The potential consequences of not following BMP can be severe. Pirates can
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subject their hostages to violence and other ill treatment. The average
length of a hijacking of vessel and her crew is over 7 months.
 For the purposes of the BMP the term ‘piracy’ includes all acts of violence
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against ships, her crew and cargo. This includes armed robbery and
attempts to board and take control of the ship, wherever this may take
place.
SOMALI PIRATE ACTIVITY – THE HIGH RISK AREA

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 The presence of Naval/Military forces in the Gulf of Aden, concentrated on

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the Internationally Recommended Transit Corridor (IRTC), has significantly

reduced the incidence of piracy attack in this area.
 With Naval/Military forces concentrated in this area, Somali pirate activity
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has been forced out into the Arabian Sea and beyond. It is important to
note, however, that there remains a serious and continuing threat from
piracy in the Gulf of Aden.
 Somali based pirate attacks have taken place throughout the Gulf of Aden,
Arabian Sea and Northern Indian Ocean, affecting all shipping in the region.
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 The recent increasing use of hijacked merchant ships, fishing vessels and
dhows as ‘Motherships’ enables pirates to operate at extreme range from
Somalia, carrying attack craft (skiffs) and weapons.
 The level of pirate activity varies within the HRA due to changing weather
conditions and activity by Naval/Military forces. Pirate activity generally
reduces in areas affected by the SW monsoon, and increases in the period
following the monsoon. North East monsoon generally has a lesser
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effect on piracy activity. When piracy activity is reduced in one area of the
HRA, it is likely to increase in another area.
 The High Risk Area is defined as an area bounded by Suez and the Strait of
Hormuz to the North, 10°S and 78°E. Attacks have taken place at most
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extremities of the HRA. Hence, a high state of readiness and vigilance
should be maintained even to the extreme limits of the HRA.
 It is important that the latest information on the location of where
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pirates are operating is used when planning routes through the HRA. This
information can be obtained from Nav. Warnings, UKMTO, NATO Shipping
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Centre, MSCHOA, etc. Weather can also constitute an obstacle to pirates
and can be considered a factor when planning a route through the HRA. It is
strongly recommended that BMP is applied throughout the HRA.
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RISK ASSESSMENT
 Prior to transiting the HRA, ship operators and Masters should carry out a
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thorough Risk Assessment to assess the likelihood and consequences of

piracy attacks to the vessel, based on the latest available information.
 The output of this Risk Assessment should identify measures for prevention,
mitigation and recovery, which will mean combining statutory regulations
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with supplementary measures to combat piracy. It is important that the Risk

Assessment is ship and voyage specific, and not generic.
 Factors to be considered in the Risk Assessment should include, but may not
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be limited to, the following:

1. Crew Safety – When trying to prevent pirate boarding, it must be ensured
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that crew members will not be trapped inside and should be able to escape
in the event of another type of emergency, such as, for example fire. A Safe
Muster Point or Citadel should be considered. Adequate ballistic protection
should be given to the crew who may be required to be on the bridge during
a pirate attack, as pirates fire at the Bridge to try to force the ship to stop.
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2. Freeboard: Pirates try to board the ship at the lowest point above the
waterline, making it easier for them to climb onboard. These points are
often on either quarter or at the vessel’s stern. Experience suggests that
vessels with a minimum freeboard greater than 8 metres have a much
greater chance of successfully escaping a piracy attempt than those with
less. This also depends on the construction of the ship. A large freeboard
alone may not be enough to deter a pirate attack.
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3. Speed: One of the most effective ways to defeat a pirate attack is
by using speed to try to outrun the attackers and/or make it difficult to
board. Ships are recommended to proceed at Full Sea Speed or maximum
safe speed throughout their transit of the HRA. If a vessel is part of a ‘Group
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Transit’ within the IRTC, speed may be required to be adjusted.
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4. Sea State: Pirates mount their attacks from very small craft (skiffs),
even where they are supported by ‘Motherships’, which tends to limit their
operations to moderate sea states. It is difficult to operate small craft
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effectively in sea state 3 and above.
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TYPICAL PIRATE ATTACKS
 Commonly, two small high speed (up to 25 knots) open boats or ‘skiffs’ with
outboard motors are used in attacks, often approaching from either quarter
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or the stern. A number of different boat configurations may be used but the
attack phase is carried out by skiffs. Pirate Action Group boat configurations
include:
1. Skiffs only – usually two.
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2. Open whalers carrying significant quantities of fuel often towing 2 or

more attack skiffs.
3. Motherships – can include largest of merchant ships, fishing vessels
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and dhows. Attack skiffs are often towed behind the Motherships.
 Increasingly, pirates use small arms fire and Rocket Propelled Grenades
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(RPGs) in an effort to intimidate Masters of ships to reduce speed and stop

to allow the pirates to board. The use of these weapons is generally focused
on the bridge and accommodation area. It is very important to maintain Full
Sea Speed, increasing speed where possible, and using careful manoeuvring
to resist the attack.
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 Somali pirates seek to place their skiffs alongside the ship and use
lightweight ladders, ropes or a long hooked pole with a knotted climbing
rope to enable one or more armed pirates to climb onboard. Once onboard
the pirate (or pirates) will generally make their way to the bridge to try to
take control of the vessel. Once on the bridge the pirate/pirates will demand
that the ship slows/stops to enable further pirates to board.
 Attacks have taken place at most times of the day. However, many pirate
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attacks have taken place early in the morning, at first light. Attacks have
occurred at night, particularly clear moonlit nights, but night time attacks
are less common.
 The majority of piracy attacks have been successfully dealt with by ship’s
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crew who have planned and trained in advance of the passage and applied
the BMPs.
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BMP REPORTING PROCEDURE
 An essential part of BMP that applies to all ships is liaison with Naval/Military
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forces. This is to ensure that Naval/Military forces are aware of the sea
passage that a ship is about to embark upon and how vulnerable that ship is
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to pirate attack.
 Once ships have commenced their passage it is important that they
continue to update the Naval/Military forces on progress.
 The two key organizations to contact are:
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1. UKMTO: The UK Maritime Trade Operations (UKMTO) office in Dubai is the

first point of contact for ships in the region. UKMTO interfaces between
Masters and Naval/Military forces. It talks to merchant ships and liaises
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directly with MSCHOA and Naval Commanders at sea and ashore. Merchant
vessels shall send regular reports to UKMTO. These reports comprise of
Initial Report on entering UKMTO Voluntary Reporting Area, Daily Position
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Reports & Final Report (when out of HRA or arrival in port)

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2. MSCHOA: The Maritime Security Centre – Horn of Africa (MSCHOA) is the

planning and coordination centre for EU Naval forces. MSCHOA encourages
Companies to register their vessels’ movements prior to entering the HRA
including the IRTC via their website (www.mschoa.org). It should be noted
that the EU Naval forces operational area does not extend East of 65°E.
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COMPANY PLANNING
 Prior to entering the HRA, the company must carry out the following:
1. Register ship with MSCHOA website – This is to be done prior to entering

the HRA. This is not the same as registering a ship’s movement.
2. Obtain latest information from MSCHOA and NATO Shipping Centre
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websites – This must be done for better planning and executing a voyage
through the HRA.
3. Review the SSA and SSP – SSA and SSP must be reviewed and the SSP must
be implemented as required by ISPS Code, to counter the piracy threat.
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4. Put SSP in place - The CSO is encouraged to ensure that a SSP is in place for
a passage through the HRA, and that this is exercised, briefed and discussed
with the Master and the Ship Security Officer (SSO).
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5. Monitor piracy related websites on specific threats - Ensure that ships are
aware of any specific threats within the HRA that have been promulgated
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on the MSCHOA and NATO Shipping Centre websites and as provided by
Nav. Warnings.
6. Offer guidance to Master with regard to the recommended route -
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Guidance should be provided on the available methods of transiting the
IRTC (eg, a Group Transit or National Convoys where these exist).
7. Plan and install Ship Protection Measures – SPM must be carefully planned
and installed as recommended in BMP4. This significantly increases the
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prospects of a ship resisting a pirate attack.

8. Conduct crew training - Conduct crew training sessions (including Citadel
Drills) prior to transits and debriefing sessions post transits.
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 Upon entering the HRA, the company must carry out the following:
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1. Submit ‘Vessel Movement Registration Form’ to MSCHOA - This may be

done directly online by the ship’s operator, by fax, or by email.
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SHIP MASTER’S PLANNING
Prior to entering the HRA, the Master must carry out the following:
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1. Brief crew and conduct drill – Prior entry into HRA, crew should be fully briefed
on the preparations and a drill conducted. The plan should be reviewed and all
personnel briefed on their duties, including familiarity with the alarm signifying
a piracy attack and the appropriate response. The drill should also include
checking of the Ship Protection Measures, all access points, review of the SSP,
etc.
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2. Prepare an Emergency Communication Plan- It shall include all essential
emergency contact numbers and prepared messages, which should be ready at
hand or permanently displayed near all external communications stations (eg
telephone numbers of the UKMTO, MSCHOA, Company Security Officer, etc)
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3. Define the ship’s AIS policy – Master may switch off the AIS for security
reasons but it is recommended that AIS is left on throughout the HRA in order
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to provide Military forces with tracking information.
4. ‘Vessel Movement Registration Form’ to MSCHOA - Ensure MSCHOA ‘Vessel

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Movement Registration Form’ has been completed and submitted by the
Company. If not, the Master should submit it by email / fax.
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Upon entering and within the HRA:
1. Upon entering submit ‘Initial Report’ to UKMTO - On entering the UKMTO

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Voluntary Reporting Area - an area bounded by Suez to the North, 10°S and
78°E ensure that UKMTO ‘Vessel Position Reporting Form’ - Initial Report is
sent.
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2. Reduce maintenance and engineering work to minimum - Any work outside

of the accommodation shall be strictly controlled and similarly access points
limited and controlled. All Engine Room essential equipment must be
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immediately available – no maintenance on essential equipment.

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3. Submit ‘Daily Position Report’ to UKMTO- Vessel must report daily to the
UKMTO by email preferably at 08:00 hours GMT when operating within the
HRA.
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4. Carefully review all warnings and information - The Master (and Company)
should appreciate that the voyage routeing may need to be reviewed in
light of updated information received from NAV WARNINGS, UKMTO,
MSCHOA, etc.
5. Use IRTC ‘Group Transit Scheme’ while transiting through Gulf of Aden - it
is strongly recommended that ships navigate within the IRTC, where
Naval/Military forces are concentrated. Naval/Military forces operate the
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‘Group Transit Scheme’ within the IRTC which is coordinated by MSCHOA.
This scheme groups vessels together by speed for maximum protection for
their transit through the IRTC. The warships might not be within visual
range of the ships in the ‘Group Transit Scheme’, but this does not lessen
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the protection offered.
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6. Make adjustments to passage plans to conform to MSCHOA advice -
adjustments to passage plans to be made to conform to MSCHOA advice.
Ships joining a Group Transit should carefully time their arrival to avoid a
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slow speed approach to Point A or B. Avoid waiting at Point A or B.
7. National Convoys - Some countries offer independent convoy escorts

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through the IRTC where merchant vessels are escorted by a warship. Details
of the convoy schedules and how to apply to be included are detailed on
MSCHOA website.
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SHIP PROTECTION MEASURES

1. Watch-keeping and Enhanced Vigilance: Plans to be made for watch keeping
the following in mind –
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 For each watch, provide additional lookouts that are fully briefed.
 Consider a shorter rotation of Watch period to maximize lookouts alertness.
 Ensure that there are sufficient binoculars for the enhanced Bridge Team.
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 Consider use of night vision optics & maintain a careful Radar Watch.
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2. Enhanced Bridge Protection - The Bridge is usually the focus for any pirate
attack, where they direct weapons to force the ship to stop and once onboard,
they usually try to make for the bridge in order to take control. The following
might be considered for protection:
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 Kevlar jackets and helmets available for the bridge team

 Bridge windows can be applied with security glass film, often called Blast
Resistant Film for protection against flying glass.
 Metal plates for the side and rear bridge windows and the bridge wing door.
 The after part of both bridge wings, (often open), can be protected by a
wall of sandbags.
 The sides and rear of the bridge can be protected with a double layer of
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chain link fence which can reduce the effect of an RPG round.
3. Control of Access to Bridge, Accommodation and Machinery Spaces: Prior to

entry to the HRA, following actions must be considered to deny the pirates
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access to the accommodation and the bridge.
 All doors and hatches providing access to the bridge, accommodation and
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machinery spaces should be properly secured against opening.
 Means of securing doors and hatches should be such that provides the ship
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the maximum protection possible.
 Where the door or hatch is located on an escape route, a seafarer trying to
exit by that route must be able to open it using a key that is made available,
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in a clearly visible position by the door or hatch.
 It is recommended that once doors and hatches are secured, a designated
and limited number are used for routine access when required, their use
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being strictly controlled by the Officer of the Watch.

 Block or lift external ladders on the accommodation block to prevent their
use, and to restrict external access to the bridge.
 Steel bars may be fitted on to Portholes to prevent access even if the
pirates manage to shatter the window.
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 Prior to entering the HRA, procedures for controlling access should be set
out and practiced.
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4. Physical Barriers: Pirates typically use long lightweight hooked ladders;

grappling hooks with rope attached and long hooked poles with a climbing
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rope attached to board vessels underway. Physical barriers should be used to

make it as difficult as possible to gain access to vessels by increasing the height
and difficulty of any climb for an attacking pirate.
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 Razor Wire (also known as barbed wire) creates an effective barrier but only
when carefully deployed. It should be of good quality and appropriate type.
It must be properly secured to the vessel to prevent pirates pulling off the
razor wire, with for example the hook of a boarding ladder.
 Electrified barriers are not recommended for hydrocarbon carrying vessels

but, following a full risk assessment, can be appropriate and effective for
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some other types of vessel. It is recommended that warning signs of the
electrified fence or barrier are displayed, inward facing in English and
outward facing in Somali. The use of such outward facing warning signs
might also be considered as a deterrent even if no part of the barrier is
actually electrified.
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5. Water Spray and Foam Monitors – This has been found to be effective in
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deterring or delaying pirates attempting to board a vessel. The use of water
can make it difficult for a pirate skiff to remain alongside and makes it
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significantly more difficult for a pirate to try to climb onboard. Options include:
 Fire hoses & foam monitors - fixed in position to cover likely access routes.
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 Water cannons – These are designed to deliver water in a vertical sweeping
arc thus protecting a greater part of the hull. Many of these have been
developed from tank cleaning machines.
 Ballast pumps – Where possible to do so, ships may utilize their ballast
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pumps to flood the deck with water.

 Steam – Hot water has also been found to be very effective.
 Water spray rails - spray rails using Glass Reinforced Plastic (GRP) water
main, with spray nozzles to produce a water curtain to cover larger areas.
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 Foam – if used, it must be in addition to a vessel’s standard Fire Fighting

Equipment (FFE) stock.
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6. Alarms: Sounding the ship’s alarms/whistle serves to inform the vessel’s crew
that a piracy attack has commenced. If approached, continuous sounding of
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the vessel’s foghorn/whistle distracts the pirates and lets them know that they
have been seen. It is important to ensure that:
 Piracy alarm is distinctive to avoid confusion with other alarms, potentially

leading to the crew mustering at wrong location outside accommodation.
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 Crew members are familiar with each alarm, including the signal warning of
an attack and an all clear, and the appropriate response to it.
 Exercises (drills) are carried out prior to entering the High Risk Area.
7. Manoeuvring Practice: Practicing manoeuvring the vessel prior to entry into

the HRA will be very beneficial and will ensure familiarity with the ship’s
handling characteristics and how to affect anti-piracy maneuvers whilst
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maintaining the best possible speed. A series of helm orders produce the most
difficult sea conditions for pirate skiffs trying to attack, without causing a
significant reduction in the ship’s speed.
8. Closed Circuit Television (CCTV): The use of CCTV coverage allows monitoring
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of the progress of the attack from a less exposed position. CCTV cameras
should cover vulnerable areas, particularly the poop deck. CCTV monitors
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should be placed at the rear of the bridge in a protected position. Further CCTV
monitors could be located at the Safe Muster Point/Citadel. Recorded CCTV
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footage may provide useful evidence after an attack.
9. Upper Deck Lighting: Weather deck lighting around the accommodation

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including rear facing lighting on the poop deck must be available and tested.
Search lights must be tested and available for immediate use. It is, however,
recommended that ships proceed with just their navigation lights illuminated,
with all other exterior lighting extinguished. Once pirates have been identified
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or an attack commences, illuminating the lighting described above

demonstrates to the pirates that they have been observed. Navigation lights
should not be switched off at night.
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10. Deny Use of Ship’s Tools and Equipment - Pirates generally board vessels with
less equipment. It is important to try to deny pirates the use of ship’s
tools/equipment that may be used to gain entry into the vessel.
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11. Protection of Equipment Stored on the Upper Deck - small arms and other
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weaponry are often directed at the vessel and are particularly concentrated on
the bridge, accommodation section and poop deck. Sandbags or Kevlar
blankets may be used to protect gas bottles or containers of flammable liquids
that are stored at such locations.
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12. Safe Muster Points / Citadels - establish a Safe Muster Point or secure Citadel.
 A Safe Muster Point is a designated area chosen to provide maximum

physical protection to the crew, preferably low down within the vessel. In
the event of a suspicious approach, crew members not required on Bridge
or E/R will muster here. It is a short-term safe haven, which will provide
ballistic protection should the pirates commence firing with small arms
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weaponry or RPGs.
 A Citadel is a designated pre-planned area built into the ship where, in the
event of imminent boarding by pirates, all crew will seek protection. It must
resist a pirate trying to gain entry. The whole concept of the Citadel
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approach is lost if any crew member is left outside before it is secured.
MSCHOA website gives guidance regarding the construction and operation
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of Citadels. It is important to note that Naval/Military forces can board (not
guaranteed) the ship to release those in a Citadel only if:
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- 100% of the crew is secured in the Citadel.
- Crew has independent, reliable, 2-way external communications
- The pirates are denied access to ship propulsion.
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13. Hiring Unarmed Private Maritime Security Contractors – it is for the individual
ship operators to decide following their own voyage risk assessment and
subject to the national laws of the Flag State.
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14. Armed Private Maritime Security Contractors – it is for the individual ship
operators to decide following their own voyage risk assessment and approval
of respective Flag States. If armed guards are to be used they must be as an
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additional layer of protection and not as an alternative to BMP. Their presence

onboard should be reported to UKMTO and MSCHOA. The IMO has produced
guidance for ship operators, Masters and Flag States on the use of Private
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Maritime Security Contractors on board ships in the HRA.

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PIRATE ATTACK
If the crew of a vessel suspects that it is coming under a pirate attack there are
specific actions that are recommended to be taken during the approach stage and
the attack stage. It should be noted that the pirates generally do not use
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weapons until they are within two cables of a vessel, therefore any period up until
this stage can be considered as ‘approach’, and gives a vessel valuable time in
which to activate her defenses and make it clear to pirates that they have been
seen and the vessel is prepared and will resist.
Approach Stage
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Increase to maximum speed possible to open the CPA.
 Try to steer a straight course to maintain a maximum speed.
 Initiate the ship’s pre-prepared emergency procedures.
 Activate the Emergency Communication Plan.

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Sound the emergency alarm & make ‘Pirate Attack’ announcement.
 Sound the ship’s whistle continuously to demonstrate to any potential
attacker that the ship is aware of the attack.
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 Report the attack immediately to UKMTO by call. Once established,
maintain communication with UKMTO.
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 Activate the Ship Security Alert System (SSAS), to alert CSO & Flag State.
 Make a ‘Mayday’ call on VHF Ch 16 & 08, which is monitored by naval units.
 Send a distress message via the DSC and Inmarsat-C, as applicable.
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 Ensure that the AIS is switched ON.
 All crew not required on Bridge or in E/R, should muster at the Safe Muster
Point or Citadel.
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 Where possible, alter course away from the approaching skiffs and/or
Motherships. When sea conditions allow, consider altering course to
increase an approaching skiff’s exposure to wind/waves.
 Activate water spray and other appropriate self-defensive measures.
 Ensure that all required doors are fully secured.
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Attack stage
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 Reconfirm that all ship’s personnel are in a position of safety.

 As the pirates close in on the vessel, Masters should commence small
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alterations of helm whilst maintaining speed to prevent skiffs from lying

alongside the vessel in preparation for a boarding attempt. Also, this will
create additional wash to impede the operation of the skiffs.
 Substantial amounts of helm are not recommended, as these are likely to
significantly reduce a vessel’s speed.
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IF THE PIRATES TAKE CONTROL

 Try to remain calm.
 Before the pirates gain access to the bridge, inform UKMTO.
 Ensure that the SSAS has been activated, and ensure that AIS is on.
 Offer no resistance to the pirates once they reach the bridge.
 Once on the bridge the pirates are likely to be aggressive, highly agitated,
and possibly under the influence of drugs, so remaining calm and cooperate
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fully to greatly reduce the risk of harm.
 If the bridge/engine room is to be evacuated, the main engine should be
stopped and all way taken off the vessel if possible (and if navigationally
safe to do so). All remaining crew members should proceed to the
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designated Safe Muster Point with their hands visible.
 Leave any CCTV running.
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IN THE EVENT OF MILITARY ACTION:
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 In the event that Naval/Military forces take action onboard the ship, all
personnel should keep low to the deck and cover their head with both
hands, with hands visible. On no account should personnel make
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movements which could be misinterpreted as being aggressive.
 Do not use flash photography.
 Be prepared to be challenged on your identity. Brief and prepare ship’s
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personnel to expect this and to cooperate fully during any Military action
onboard.
 Be aware that English is not the working language of all Military forces.
SOME DEFINITIONS:
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Piracy Attack: A piracy attack as opposed to an approach is where a vessel has

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been subjected to an aggressive approach by a pirate craft AND weapons have

been discharged. A piracy attack may include, (but is not limited to), actions such
as the following:
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 The use or attempt of violence against the ship or its personnel

 Attempt to board the vessel where Master suspects the persons are pirates.
 An actual boarding whether successful in gaining control of vessel or not.
 Attempts to overcome the Ship Protection Measures by the use of Ladders,
Grappling hooks or weapons.
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Hijack - A hijack is where pirates have boarded and taken control of a vessel
against the crew’s will.
Illegal Boarding - An illegal boarding is where pirates have boarded a vessel but
HAVE NOT taken control. Command remains with the Master. The most obvious
example of this is the Citadel scenario.
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Suspicious activity - Action taken by another craft may be deemed suspicious
if any of the following occurs: (list is non-exhaustive)
 A definite course alteration with a rapid increase in speed, which does not
seem normal.
 Small craft sailing on the same course and speed for an uncommon period
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and distance, not in keeping with normal fishing or other circumstances
prevailing in the area.
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 Sudden changes in course towards the vessel and aggressive behaviour.
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Moreover, following may be of assistance to determine the nature of a suspect
vessel: (list is non-exhaustive)
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 The number of crew on board relative to its size.
 The Closest Point of Approach (CPA).
 The existence of unusual equipment, e.g. ladders, grappling hooks, etc

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If the craft is armed or if weapons are fired in the air.

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SAFETY & EMERGENCY MISC. QUESTIONS
MISC. QUESTIONS
WATCHKEEPING
Explain the meaning of following in respect of COLREG 1972-

(a) Not to impede passage or safe passage of another vessel –Rule 8
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 The vessel directed ‘not to impede’ should keep clear of or navigate in such
a manner that the other vessel she is required to keep clear of will get a
clear and safe passage and not be hindered by this vessel .
 Large vessels are normally sluggish to manoeuvre effectively and
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experience great difficulty in keeping clear of vessels and are at a
substantial disadvantage in confined waters in comparison with smaller
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vessels. It appears that it is because of these factors that several rules
require other vessels to keep clear of the larger vessels.
 ‘Shall not impede’ applies even before any risk of collision actually exists
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and the vessel directed ‘not to impede’ is required to take early action to
avoid such a risk from even developing.
 The Rule also clearly states that a vessel required ‘not to impede’ shall retain
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her obligation to keep clear in case an encounter with another vessel is
leading to involve risk of collision. While taking actions to not impede the
safe passage of another vessel, she must take into account the expected
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action of the other vessel as per the Rules and not take any conflicting
actions which may further jeopardize the situation.
 If the vessel required ‘not to impede’ is not taking action to keep clear and a
risk of collision has developed, the vessel whose passage is not to be
impeded should now take action to avoid collision and while doing so, must
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fully comply with the Rules.

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(b) All dangers of navigation and collision – Rule 2

 ‘All dangers’ of navigation and collision could include dangers of stranding
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(grounding), presence of shallow water in the vicinity, the type and density
of traffic in the vicinity which may impose some restrictions on the actions
of other vessels in the near vicinity, and most importantly the weather
conditions, which are very much a part of ‘all dangers’.
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(c) Limitation of vessel – Rule 2

 ‘Limitation of vessel’ is a broad-spectrum phrase and has to be decided by
the navigators on a case-to-case basis. Factors to be considered could be
manoeuvring characteristics of the vessel w.r.t. her size, draft and UKC, the
available sea room, the prevailing weather, the vessels stability, the type
and amount of traffic, etc.
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(d) Vessel constrained by her draught – Rule 3
 The term ‘vessel constrained by her draught’ means a power—driven vessel
which because of her draught in relation to the available depth and width of
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navigable water, is severely restricted in her ability to deviate from the
course she is following.
 The Rules leave it to the professional judgement and discretion of the
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navigator when a vessel should be declared ‘constrained by her draught’.
Not just the UKC, but also the clearances from the sides of the channel in
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which a vessel can navigate have to be considered and applied as a
combined function.
 If the UKC is low but there is more than ample width of sea room available,
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then this alone will not justify a vessel to be considered ‘constrained by her
draught’.
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What is the difference between ‘not to impede’ and ‘give way’ vessels?
Discuss with examples.
 As per Rule 9, a vessel of less than 20 metres in length or a sailing vessel

shall not impede the passage of a vessel which can safely navigate only
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within a narrow channel or fairway. Also, a vessel engaged in fishing shall

not impede the passage of any other vessel navigating within a narrow
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channel or fairway.
 As per Rule 10, a vessel engaged in fishing shall not impede the passage of
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any vessel following a traffic lane. Also, a vessel of less than 20 metres in
length or a sailing vessel shall not impede the safe passage of a power-
driven vessel following a traffic lane.
 Therefore, the above mentioned vessels will not impede the passage or safe
passage of another vessel by complying with Rule 8 (F)
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 ‘Give way’ vessel is every vessel which is directed to keep out of the way of
another vessel. These give way vessels shall, so far as possible, take early
and substantial action to keep well clear.
 Give way vessel is applicable as per Rule 13 (where any vessel overtaking
another vessel shall keep out of the way of the vessel being overtaken),
Rule 15 (in a crossing situation where the vessel which has the other vessel
on her own starboard side will keep out of the way) and as per Rule 18.
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Example:
Consider two power driven vessels are crossing so
as to involve a risk of collision in good visibility and in A
sight of one another. Vessel A is navigating inside a
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narrow channel and can safely navigate only within
the channel. Vessel B is on the starboard side of
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Vessel A which makes her the former the stand on
vessel and the latter the give way vessel (as per Rule B
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15). Vessel B, though a stand-on vessel is required
‘not to impede’ the passage of Vessel A as per Rule
9. Therefore, vessel B must take action to allow safe passage of Vessel A and
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not allow a close quarter situation or a risk to collision to develop. However, if
the risk of collision does develops, then Vessel A is obliged to act as per the
Rules of Part B to avoid the collision. In this case, the best action by Vessel A
would be to reduce speed since she cannot alter course towards either side of
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the channel.
Thus, we see that a give way vessel must maintain his course and speed when
the other vessel is required not to impede her safe passage. But if there is risk
of collision, she must take action as per the applicable Rule (Rule 15 in this case)
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so as to avoid collision. The vessel required ‘not to impede’ must take early
action to avoid a risk of collision, but if such risk does exist, she must still take
action so as to not impede the passage of the other vessel keeping in mind the
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action expected by that vessel in accordance with the Rules of Part B.

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What are the duties and obligations of a Pilot?

 Marine pilots help in manoeuvring ships while arriving or departing a port.
 The duty of the pilot is to direct the navigation of the ship and ‘to conduct it’
so far as the course and speed of the ship is concerned.
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 The pilot only acts as the person who ‘advises’ the captain on the courses
and speeds. 'To conduct a ship' must not be confused with 'being in
command of a ship'. The first expression refers to action, to a personal
service being employed while the second one refers to a power.
 The Master remains in command of the vessel's navigation at all times with
only one exception: when transiting through the Panama Canal. Therefore,
it is always the duty of the Master and OOW to keep a situational awareness
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of all activities of the pilot.
 The pilot must liaise with the VTS, organize the use of tugs and advise on
the use of moorings and towing lines.
 The pilot being a local person must ensure that he is familiar with the local
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waters and thereby be able to guide the ship appropriately. The role of the
pilot increases even further when the ship is of a greater size since they are
quite heavy and difficult to manoeuvre.
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 Pilot must ensure that the ship is safely navigated and brought alongside
during arrival and safely unberthed and taken to clear waters during
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departure. They also have a duty towards protecting marine environment.
 Apart from very good local knowledge, pilots must have good knowledge of
ship handling and bridge resource management. They must know the
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manoeuvring characteristics and other relevant details of the ship when
carrying out the Master-Pilot information exchange.
 The pilot must work professionally alongside the master and officers to
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make up an efficient and safe Bridge Team. He must ensure proper and
effective communication with the Bridge Team. A common language
understood by all must be used, usually English. Any miscommunication
could lead to large scale disaster.
 If the pilot is to command tugs and/or personnel at a berth in a language
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that is foreign to the crew, the Master must demand that the pilot
communicates with the Master and/or OOW in a common language.
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Explain contents of the Wheel House poster.

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1. Ships particulars: Name, Call sign, Gross Tonnage, Net tonnage, Max
Displacement, DWT, Block Coefficient at Summer full load draft, etc.
2. Steering particulars – Type of rudder(s), maximum rudder angle, time hard-
over to hard-over with one and two power units, minimum speed to
maintain course when engine is stopped, etc.
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3. Propulsion particulars – Type of engine and power, type of propeller, RPM

and speeds in loaded and ballast condition for various engine orders, critical
RPM, time for full ahead to full astern, time for stop engine to full astern,
max. no. of consecutive starts, and astern power w.r.t. % of ahead power.
4. Anchor chain details i.e. number of shackles in port & stbd anchor and
maximum rate of heaving them (min/shackle)
5. Thruster effect at trial conditions – Bow or stern thruster as applicable, its
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power, speed above which it is not effective, turning rate at zero speed, etc.
6. Draft increase in loaded condition due to estimated squat and heel effect.
7. Drafts at which manoeuvring data observed in loaded and ballast condition.
8. Turning circles at maximum rudder angles in loaded condition for deep and
shallow waters, and turning circle at maximum rudder angles in ballast
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condition for deep waters.
9. Stopping distances and times in loaded and ballast condition.
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10. Emergency manoeuvre for rescue of man overboard.
Explain the common theme in Ship’s Routeing, Ship reporting system

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and VTS.
 The common theme in the Ship’s Routeing, Ship Reporting system and the
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Vessel Traffic services is that all of them are part of SOLAS Chapter V - Safety
of Navigation. Regulation 10 – Ship’s Routeing, Regulation 11 – Ship
Reporting Systems and Regulation 12 – Vessel Traffic Services.
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 All the three systems contribute to safety of life at sea, safety and efficiency
of navigation and/or protection of the marine environment.
 All the three systems are recommended for use by, and may be made
mandatory for, all ships, certain categories of ships or ships carrying certain
cargoes, as per guidelines and criteria developed by the Organization.
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 The IMO is recognized as the only international body for developing

guidelines, criteria & regulations on International level for above 3 systems.
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 Contracting Governments shall refer proposals for the adoption of ship

reporting systems and ship’s routeing systems to the Organization.
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However, VTS can be established by the Contracting Government where, in

their opinion, the volume of traffic or degree of risk justifies such services.
 The initiation of action for establishing of ship’s routeing or reporting
system is the responsibility of the Government or Governments concerned.
In developing such systems, the guidelines and criteria developed by the
Organization shall be taken into account.
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Describe the significance of ship reporting systems like INDSAR &

INSPIRES.
 Ship reporting systems are organizations like Automated Mutual Vessel
Reporting (AMVER), Australian Ship Reporting system (AUSREP), INSPIRES,
JASREP, etc. They can be voluntary position reporting schemes like AMVER
or compulsory reporting schemes like AUSREP.
 These systems allow the organization to monitor ship’s positions during the
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ocean voyage & provide mutual assistance in case of a marine emergency.
 They are formed by the Contracting Government in accordance with SOLAS
V/Regulation 11, as per the guidelines given by the Organisation.
 They are mainly formed for assisting in Search and Rescue and for use
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during emergencies. They also aid in providing security to vessel, weather
forecast, enhance safety of navigation and monitor incidents of pollution.
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 INDIAN Ship position and information reporting system (INSPIRES) is
formed by Indian Navy in co-ordination with DG of Shipping. The receiving
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stations are the Indian Naval communication centers (COMCENs) in Mumbai
& Vizag. All Indian vessels of 300 GT and above shall participate in this
reporting system. All vessels other than Indian ships of 100 GT and above
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are encouraged to participate.
 Indian ship reporting system (INDSAR) is formed by Indian coastguard as a
supplementary ship position reporting system mainly for providing and co-
ordinating search and rescue. It is operated and maintained by Indian
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coastguard through MRCC, Mumbai. It is mandatory for all Indian ships of

100 GT and above entering Indian SAR region (ISRR). All vessels other than
Indian ships of 300 GT and above are encouraged to participate.
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Enumerate the important features of IMO Ship Routeing Guide.

 Ship routeing is an international and mandatory systematic way for ships to
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follow predetermined routes to avoid navigational hazards, which includes,

but not limited to, risk of collision with traffic in areas of high transit
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volume, shallow water areas, and areas where certain ships have potential
to damage the marine environment. Ships Routeing seeks to establish
routeing systems that will avoid these navigation hazards.
 Ships' Routeing Guide is a mandatory publication providing comprehensive
details of all ships routeing measures adopted by IMO worldwide.
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 It is published by the IMO and must be always available onboard. An

electronic format is also available. It is an essential reference book for
seafarers, as well as Administrations. The 2017 edition is the latest edition
which supersedes all previous editions.
 The measures that are described or defined in parts A and H of this
publication are individually described in parts B (traffic separation schemes
and inshore traffic zones), C (deep-water routes), D (areas to be avoided), E
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(other routeing measures, such as recommended tracks, two-way routes
and recommended directions of traffic flow), F (the rules and
recommendations on navigation that are associated with particular traffic
areas and straits), G (mandatory ship reporting systems, mandatory
routeing systems and mandatory no anchoring areas) and H (archipelagic
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sea lanes).
 Important features of the ship routeing guide can be described as follows:
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1. Ship routeing is done with prime motive of traffic management. Taking
into account activity over a particular shipping route, appropriate traffic
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lanes need to be set to avoid accidents. All the key elements for ship
routeing are well defined. These elements include traffic lanes,
separation zones and roundabouts.
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2. “Traffic lanes” are provided only for purpose of one way traffic. Such
shipping routes are found mainly in congested regions so as to avoid
ships being stuck in a spot. “Separating zones” are given special
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importance as they help in maintaining different traffic lanes

simultaneously.
3. IMO defines “recommended routes” for vessels in a particular region or
on a particular voyage. These routes are generally the safest for travel.
4. “Deep water routes” are monitored and defined especially for
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underwater marine traffic. Such routes are surveyed for clearance of sea
bottom and are devoid of any submerged articles that could hinder the
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vessel’s journey.
5. “Precautionary areas” are especially defined by IMO as areas where
extra caution is advised. Traffic volume and flow direction is carefully
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regulated at all times on such maritime shipping routes.

6. IMO defines “Areas to be avoided” as the shipping routes which are
almost prohibited for ship navigation because of extreme danger they
pose. Such routes could be considered dangerous for a certain class or all
types of vessels.
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What is VTS? What are its main and auxiliary purposes? Describe its
parts, resources and functions in detail. What are the drawbacks and
limitations of the VTS?
 VTS: A vessel traffic service (VTS) is a marine traffic monitoring system

established by harbour or port authorities, similar to air traffic control for
aircraft.
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 Main purpose of the VTS is to improve safety and efficiency of navigation,
safety of life at sea and protection of marine environment, adjacent shore
area, offshore installation from possible adverse effects of maritime traffic.
 Auxiliary purposes of the VTS would be to expedite ship movements,
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increase transportation system efficiency, and improve all-weather
operating capability. They receive weather, tide and tidal current
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information from remote sensors within the operating area.
 Parts of the VTS can be described as the various zones in which a VTS area is
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usually divvied. Each zone has a unique identity and working VHF frequency.
 Resources of the VTS include systems such as radar, VHF radiotelephony,

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CCTV and AIS that help to keep track of vessel movements and provide
navigational safety in a limited geographical area. They also obtain
information from vessels in the form of reports and use Radio direction
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finder that helps to locate direction from which radio frequencies are
coming. This device particularly helps in acting like a vessel finder.
 Functions: Vessel traffic services are used for the sole purpose of making all
ship routes safer and more efficient. With trained personnel, this function
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becomes easier and makes marine routes safer. VTS helps in identification
and monitoring of vessels, strategic planning of vessel movements and
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provision of navigational information and assistance to other vessels. It can

also assist in prevention of pollution & co-ordination of pollution response.
VTS monitor all ships in their area and have a comprehensive overview of
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the traffic and communicate with the vessels within its area as and when
needed. The systems may also receive weather, tide and tidal current
information from remote sensors within the operating area. The precise
objectives of any VTS will depend upon the particular circumstances in the
VTS area and volume & character of maritime traffic.
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 Drawback and Limitations:

1. Limitation associated with the use of AIS in VTS operations - not every
vessel is required by the rules to carry AIS. Therefore, the AIS will not be
capable of providing the full picture of the maritime traffic in the VTS
area unless it is integrated with other surveillance systems. Also, the
validity of the information received by the AIS depends on the accuracy
of the information transmitted.
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2. Many VTS radar screens have the targets names moving with the targets.
These names often jump from one to another targets close by.
3. Communication with the VTS may lead to distraction and loss of
situational awareness of the Master or OOW.
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4. VTS may bring in complacency in the Bridge Team in areas where the VTS
provides good navigational assistance and warns vessels of developing
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close quarter situations.
5. VTS surveillance has a limited range, i.e. few nautical miles from the VTS
Centre. 'S
6. VTS operators may not be trained at sea, some may be radio operators.
They may not understand the ship behaviour or ship’s manoeuvring
capabilities and limitation.
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Enumerate the requirements of ISM code related to emergency
preparedness, drills / exercise and company’s response.
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 Following are the requirements of ISM code related to emergency

preparedness, drills/exercise and company’s response:
1. “The Company should establish procedures to identify, describe and
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respond to potential emergency shipboard situations.”

This is achieved by putting in place clear instructions on roles and
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responsibilities of shore and ship personnel at the time of an emergency.

A list of names and contact numbers of all relevant parties is usually
made. The SMS details the procedures to be followed in response to
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varying emergency scenarios that helps to effectively deal with them. For
this purpose, checklists for various emergencies are provided.
2. “The Company should establish programmes for drills and exercises to

prepare for emergency actions.”
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The Company makes programmes for yearly drills and exercises to be

carried out onboard ships. During the ISM audits, there is evaluation and
verification of the drills and exercises to determine the effectiveness of
documented procedures and identify areas that need improvements.
3. “The safety management system should provide for measures ensuring

that the Company’s organization can respond at any time to hazards,
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accidents and emergency situations involving its ships.”
The Company ensures that responsible and well trained personnel are
employed ashore and are available for co-ordination of ship-shore
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activities during any emergency.
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Enumerate various methods of Ballast Water exchange procedures as
prescribed in the Ballast water management plan approved by the Flag
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administration as per IMO Res. 868(20). Also, list the advantages and
limitations of specified methods.
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Where practicable, ships should conduct ballast exchange in deep water, in Open
Ocean and as far as possible from shore, using one or more of the following
methods:
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1. Sequential Method: In this method the ballast tanks are emptied until the
ballast pumps lose suction and then the tanks are further stripped by educator
or stripping systems if possible. This is followed by taking fresh ballast into the
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tank.
Advantages:
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 It takes less time than the flow–through or dilution method.

 Other work can continue on deck as there should be no overflowing water.
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 It can be done in icing conditions as there is no fear of freezing of the deck

structures, scuppers or freeing ports.
 It does not compromise watertight opening on the deck as compared to the
flow-through method.
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Disadvantages:
 Emptying of certain tanks may lead to major reduction of stability and
higher stresses (SF, BM and torsional stresses).
 FSE will affect the stability and cause rolling due to sloshing in the tanks.
 For a transitory period, the criteria for propeller immersion, minimum
draught or bridge visibility may not be met.
 Extensive pre–planning is required to be carried out before each operation.
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2. Flow through method: In this method, water in pumped into the tank or hold
to allow it to overflow through the air vent or dedicated overflow vents. For
proper and efficient exchange, at least three times the tank volume should be
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pumped through the tank.
Advantages:
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 The original stability condition of the vessel is not altered during this
process.
 The vessel's draft, trim, propeller immersion, rudder immersion, bridge
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visibility and forward draft are not likely to be affected during this process.
 Sloshing and the effects of free surface on stability are eliminated.
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 This method can be used in adverse weather conditions without any
significant effect on the ships strength and stability
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Disadvantages:
 It takes more time to complete the exchange process.
 Increased stresses on the air pipes that can lead to damage.
 It may be necessary to have the tank manhole opened. This will affect the
watertight integrity and raise safety concerns for the crew.
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 It may not be useful in extreme cold conditions where water on deck may
begin to freeze.
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 There can be maintenance and corrosion concerns if the water is

overflowing on the deck.
 The overflowing water may not allow certain jobs to be safely carried out
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on deck. (e.g. painting)
Dilution Method: In this method the tank has two openings; water is pumped in
from one opening and flows out through the other. This is not mentioned in IMO
Res. 868(20).
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(If suitable treatment technologies are approved, these may substitute for the
above exchange methods. Such treatments could include thermal methods,
filtration, disinfection including ultraviolet light, and other such means acceptable
to the port State.)
Under STCW 2010, list the requirements for performing a deck watch.
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The requirements for performing a deck watch are as follows:
 On any ship safely moored or safely at anchor in port, the master shall
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arrange for an appropriate and effective watch to be maintained for the
purpose of safety.
 Arrangements for keeping a deck watch when the ship is in port shall at all
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times be adequate to:
1. ensure the safety of life, of the ship, the port and the environment, and
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the safe operation of all machinery related to cargo operation;
2. observe international, national and local rules; and
3. maintain order and the normal routine of the ship.
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 The master shall decide the composition and duration of the deck watch
depending on the conditions of mooring, type of the ship and character of
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duties.
 If the master considers it necessary, a qualified officer shall be in charge of
the deck watch.
 The necessary equipment shall be so arranged as to provide for efficient
watchkeeping.
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 Officers in charge of the deck watch shall not hand over the watch to their
relieving officer if they have any reason to believe that the latter is obviously
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not capable of carrying out watchkeeping duties effectively, in which case,

the Master shall be notified accordingly.
 Relieving officers of the deck watch shall ensure that all members of their
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watch are apparently fully capable of performing their duties effectively.

 If, at the moment of handing over the deck watch, an important operation is
being performed, it shall be concluded by the officer being relieved, except
when ordered otherwise by the Master.
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 Prior to taking over the deck watch, the relieving officer shall be informed
of the following by the officer in charge of the deck watch as to:
1. the depth of the water at the berth, the ship's draught, the level and
time of high and low waters;
2. the securing of the moorings, arrangement of anchors and the scope of
the anchor chain, and other mooring features important to ship’s safety
3. the state of main engines and their availability for emergency use;
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4. all work to be performed on board the ship;
5. the nature, amount and disposition of cargo loaded or remaining, and
any residue on board after unloading the ship;
6. the level of water in bilges and ballast tanks;
7. the signals or lights being exhibited or sounded;
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8. the number of crew members required to be on board and the presence
of any other persons on board;
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9. the state of fire-fighting appliances;
10. any special port regulations;
11. the master's standing and special orders;
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12. the lines of communication available between ship and shore personnel,
13. any other circumstances of importance to the safety of the ship, its crew,
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cargo or protection of the environment from pollution; and
 Relieving officers, before assuming charge of deck watch, shall verify that:
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1. the securing of moorings and anchor chain is adequate;

2. the appropriate signals or lights are properly exhibited or sounded;
3. safety measures and fire protection measures are being maintained;
4. they are aware of the nature of any hazardous or dangerous cargo being
loaded or discharged and the appropriate action to be taken in the event
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of any spillage or fire;

5. no external conditions or circumstances imperil the ship and that it does
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not imperil others.

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EMERGENCY & TOWING
Write short notes on ETA arrangements for non tankers
 Every cargo ship shall be provided with a ship-specific emergency towing

procedure. Such a procedure shall be carried onboard the ship for use in
emergency situation and shall be based on existing arrangements and
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equipment available onboard the ship.
 The procedure shall include:
1. drawings of fore and aft deck showing possible emergency towing
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arrangements;
2. inventory of equipment on board that can be used for emergency
towing;
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3. means and methods of communication; and
4. sample procedures to facilitate the preparation for and conducting of
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emergency towing operations.
Write short notes on Fire wallet and its contents

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 Fire Wallet is another name given to the duplicate set of Fire Control Plan as
required by SOLAS. This duplicate set of fire control plans or a booklet
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containing such plans must be permanently stored in a prominently- marked

weathertight enclosure outside the deckhouse for the assistance of shore-
side fire-fighting personnel.
 It must contain the following:
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1. General arrangement plan, shell expansion plan and ventilation plan.

2. Fire fighting equipment plan.
3. Position of all watertight doors.
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4. Stability information, cargo stowage plan, cargo manifest- if dangerous

goods carried and MSDS of cargo carried.
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5. Crew list.
6. Port Contact List
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DRY DOCK, STS and HEAVY WEATHER
Explain various emergencies which can take place while vessel is in

dry-dock.
Various emergencies that can take place in dry dock are:

 Fire –It is the most common and dangerous cause of accidents during dry
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dock. This is mainly because of the number of hot work jobs that are carried
out at dry docks. Oily rags, oil spill, flammable material etc. provide the right
environment for fire during hot works. Fire can also occur due to short
circuit of electrical connections.
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 Personnel Injury - Injury could be due to falling of Load, as a number of
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spare parts are lifted and moved from one place to another at dry docks.
Falling of load on crew members has lead to several deaths in the past and
thus wearing helmet is compulsory, even in the ship’s engine room. Another
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reason for personal injury could be due to falling/tripping of personnel as a
number of spare parts, tools, equipment etc. are lying around during dry
dock. This makes seafarers highly susceptible to trips and falls which can be
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extremely harmful in several cases. Also, lifting heavy loads can cause back
injuries.
 Enclosed Space Accidents - Enclosed spaces are dangerous areas to work
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because of presence of toxic and flammable gases or lack of oxygen. Proper

gas freeing must be done and atmosphere tested prior entry. Proper
enclosed space procedures must be followed.
 Flooding - When the dry dock is complete, the dock is filled with water to
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start sea trials of the ship. While doing so, close watch must be kept on all
the recently repaired parts, valves, and machinery systems for any kind of
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water leakage. All tanks and bilges must be sounded. Vessel’s list and trim
must be monitored. There have been cases of engine room flooding and
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loss of lives in the past because of such incidences.
Page 254 of 271

How will you prepare a repair specification for renewing a side shell
plate?
 Recommendations for renewal should be reasonable and practical. It means
sticking to what is actually necessary. It is not essential that the appearance
must be as original.
 To avoid combining the shrinkage stresses of several welds in close
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proximity, it is best to avoid too small insert plates as these are prone to
fracture.
 If possible, the full width of the plate must be renewed. If this is not
reasonable, then in any case, atleast 450mm width and atleast three frame
spaces in length must be renewed.
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 When there is a crack in the welded section of the side shell plate and a new
shell plate is to be welded in place, the seams and butts in the surrounding
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structure are cut back 300 to 375 mm from the opening.
 The replacement insert plate must not be more or less than about 2mm or
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10% of original thickness. This is to minimize stress concentration effect due
to abrupt change of section.
 To prepare the repair specification for renewing side shell plate, the
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damaged area must be inspected preferably in the presence of the Class
Surveyor. The measurements in ‘mm’ for the length and width of steel plate
along with original thickness of the side plate must be noted as per the Class
Surveyor’s recommendations and forwarded to the Yard Manager for
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quotation, pricing and further arrangements.
What factors will you consider before selecting a place for STS
Operations?
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 The STS transfer area should be specially selected for safe operations,
taking into account the following factors, particularly in the absence of any
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applicable national legislation:

1. The traffic density in the given area;
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2. The need for sufficient sea room and water depth required for
maneuvering during mooring and unmooring;
3. The availability of safe anchorage with good holding ground;
4. Present and forecasted weather conditions;
5. Availability of weather reports for the areas;
Page 255 of 271

6. Distance from shore logistical support;

7. Proximity to environmentally sensitive areas; and
8. Security threat.
Explain the precautions to be taken whilst maneuvering the ship to be

able to launch rescue boats in bad weather.
 For launching rescue boats in bad weather, the ship must be headed in a
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direction in which she will lie the steadiest (minimum roll or pitch)
 Vessel must create a good lee for launching the rescue boat. Wind must be
kept on the bow opposite to the side of the rescue boat.
 Bow thrusters if available must be used to maintain appropriate heading.
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 When approaching the action scene, the ship must manoeuvre slowly with
minimum speed so as to keep steerage way. The rescue boat can be
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launched when the ship is making way or when stopped, depending on the
ship’s behaviour in the present weather condition.
 The rescue boat must be lowered into the trough of a wave with her engine
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running. On the next rising crest, the hooks must be immediately and
simultaneously released. The on-load release mechanism must be used if the
waves are large and off-load release seems dangerous.
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 Once unhooked, the blocks should be taken up to avoid injuring the crews in
the rescue boat. The aft painter must be let go first so that the boat takes a
sheer using her rudder. Then, the forward painter must be released, and
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putting engines full ahead, the ship’s side must be cleared.
IAMSAR AND MOB

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What is Datum? How will you plot the search area?

 Datum is the geographic reference for the area to be searched and must be
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established considering the following factors:

1. Reported position and time of the SAR incident
2. Any supplementary information such as bearings or sightings
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3. Time interval between the incident and the arrival of SAR facilities
4. Estimated surface movements of the distressed craft or drift
 The datum position for the search is found by calculating the drift distance
and direction and by applying it to the incident position, or last computed
datum position and plotting the resulting position on a suitable chart.
Page 256 of 271

 To plot the search area, we need to compute the search Radius (R). If the
search must commence immediately, assume R = 10 NM. If time is available
for computation, then compute the area (A) a craft can cover at speed (V) in
a certain amount of time (T) by the formula: A = S x V x T.
 If there are several crafts involved in a search, then the total amount of area
(AT) which can be covered by several craft is the sum of the areas each craft
can cover: AT = A1 + A2 + A3 + ---
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 The search radius (R) of the circle is half of the square root of the search
area i.e. R = 𝐴 𝑇 2
 To plot the search area, a circle is drawn with datum as the centre and
radius R. Tangents are drawn to the circle to form a square. If several
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facilities will be searching at the same time, the square should be divided
into sub-areas of the appropriate size and search facilities should be
assigned accordingly.
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What is ‘Track Spacing’ and how is it determined?
'S
 Most search patterns consist of parallel tracks or sweeps covering a
rectangular area. The distance between adjacent tracks is called the track
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spacing.
 Recommended uncorrected track spacings (Su) for merchant vessels are
provided in a tabular form in the IAMSAR manual Volume 3. These are
recommended track spacings for all patterns described in the Volume
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except for sector search pattern. The table takes into account the type of
search object and the meteorological visibility. Other factors may also be
considered, including sea conditions, time of day, effectiveness of
observers, etc.
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 There is another table that provides the Correction factors based on

weather conditions and search object (fw).
 Multiplying the uncorrected track spacing (Su) by the appropriate weather
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correction factor (fw) gives the recommended track spacing (S). i.e.
S = Su x fw
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 Changes in the weather, number of assisting craft, etc., may occur, making it
prudent to alter the track spacing.
 The SMC must ensure that all searching ships and aircraft maintain safe
separations from one another and accurately follow their assigned search
patterns.
Page 257 of 271

List the various search patterns described in IAMSAR.
Following search patterns are described in IAMSAR:

1. Expanding Square Search (SS) - Most effective when the location of the
search object is known within relatively close limits.
2. Sector Search (VS) - Most effective when the position of the search
object is accurately known and the search area is small.
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3. Track Line Search (TS) - Normally used when an aircraft or vessel has
disappeared without a trace along a known route.
4. Parallel Sweep Search (PS) - Used to search a large area when survivor
location is uncertain.
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5. Contour Search (OS) - Used around mountains and in valleys when sharp
changes in elevation make other patterns not practical.
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6. Co-ordinated Vessel-Aircraft Search Pattern - Normally used only if there
is an OSC present to give direction and communicate with the
participating craft. Creeping line search, coordinated (CSC) is often used.
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Define ‘coverage’ and ‘tele-medical assistance services’ as per IAMSAR.
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 ‘Coverage’ is not clearly defined in IAMSAR but it has been used to describe
the part of the Search Area covered or searched by the SAR units.
 Maritime Tele-medical Assistance Services (TMAS), sometimes referred to
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as Medico services, because of its radio code, is a medical advice service for
seafarers that can provide distant assistance and support through marine
radio, e-mail, telephone or fax.
 In co-ordination with the local Maritime Rescue Coordination Center
(MRCC), TMAS organizations also arrange for Medevac to emergency
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treatment ashore and the dispatch of medical personnel to ships with ill
mariners.
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 TMAS are established independently by each country, either as independent

units or as a tie-up with a major hospital.
 TMAS services are made available because medical emergencies can occur
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while many days away from harbor and at large distances from SAR bases,
making immediate evacuation impractical or impossible.
 TMAS specialists diagnose cases using non-expert symptom descriptions
and advise untrained personnel about emergency treatment given the
available supplies and facilities.
Page 258 of 271

 The TMAS where provided must be available 24/7 to receive requests from
vessels at sea and/or the RCC for the provision of medical advice. They must
make prompt medical assessments of remote patients and provide prompt
advice to ships’ Masters in relation to medical treatment to be administered.
When the patient is to be evacuated, they must make appropriate
arrangements with the medical facility to receive the patient.
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With reference to IAMSAR, describe the ‘track line search’ pattern.
 ‘Track line search’ pattern (TS) is normally used when an aircraft or vessel
has disappeared without a trace along a known route.
 It is often used as an initial search effort due to ease of planning and
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implementation. It consists of a rapid and reasonably thorough search along
intended route of the distressed craft.
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 The search may be along one side of the track line and return in the
opposite direction on the other side of the track (TSR).
 The search may be along the intended track and once on each side, then
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search facility continues on its way and does not return (TSN).
 Aircrafts are frequently used for this search pattern due to their high speed.
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Aircraft search height usually 300 m to 600 m during daylight and 600 m to
900 m at night.
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H
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Page 259 of 271

Enumerate the role and the duties of MRCC (Maritime Rescue Co-
ordination centre), MRSC (Maritime Rescue Sub centre), INSRR (Indian
Search and Rescue regional authority).
 Maritime Rescue Co-ordination Centre (MRCC) is a unit responsible for

promoting efficient organization of SAR services at sea and coordinating the
conduct of maritime - SAR operations within a SRR (Search and Rescue
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Region)
 Maritime Rescue Sub-Centre (MRSC) is a unit subordinate to a MRCC
established to complement the MRCC according to particular provisions of
the responsible authorities.
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 Responsibilities of MRCC/MRSC are as follows:
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1. Receiving distress calls from ships in their area of responsibility.
2. In the case of alerts received by radio, the MRCC must acknowledge
receipt such that the calling ship and all other ships concerned know that
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the MRCC has actually received the distress call and is dealing with it.
3. Alerting and activating search and rescue facilities.
4. Planning and co-ordinating the SAR operations.
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5. Receiving information from (and transmitting information to) anybody or
person concerned, including in the form of maritime safety information.
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 Indian Search and Rescue regional authority is the regional authority

planning and coordinating SAR activities within a limited area of the Indian
Search and Rescue Region (INSRR). This can be a MRCC, MRSC or MRSCC.
The Indian Coast Guard is responsible for executing and coordinating SAR
missions in the INSRR. Director General Indian Coast Guard is the National
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Maritime SAR Coordinating Authority (NMSARCA). Under NMSARCA, the

INSRR is divided into three areas with MRCCs located at Mumbai, Chennai
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and Port Blair. There are 10 Maritime Rescue Sub Centres (MRSCs) and 03
Maritime Rescue Sub Sub Centres (MRSSCs) that operate under these
MRCCs. With the MRSC’s and MRSSC’s in place, MRCCs exercise direct and
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effective control over SAR facilities in an area within its SRR. The Indian
Coast Guard Stations located along the coast, deploys state of the art ships
and aircraft to provide SAR coverage in ISRR.
Page 260 of 271

MANOEUVRING AND SHIP HANDLING
Your vessel is to be moored between two buoys with a moderate

current from ahead and astern. Explain with suitable sketches the
procedure you will adopt for safe mooring.
Mooring between two buoys with current from ahead:
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 The vessel must approach the head buoy under slow
headway over the ground keeping the head buoy fine on
the port bow as shown in (1).
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 A head line must be then passed to the head buoy while
the engines are still working slowly ahead. With the buoy
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situated on the port bow, the effect of transverse thrust
is favourable.
 Once the head line is secured, the engines are stopped
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and the vessel is allowed to drop downstream so that the
stern buoy can be picked up.
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Mooring between two buoys with current from astern:
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 The vessel must approach keeping the head buoy on

the port bow. (or starboard bow)
 A head line is then passed and secured in position (1).
 Once the head line is taut, a slight cant to port will allow
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the current to carry her round to position (2) and (3),

after which the stern line can be passed and secured.
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 Once vessel is beam-on to the stream, her engines

should be worked slow ahead with port helm to relieve
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the stress on the headline.

 The same manoeuvre can be done by picking the head
buoy on the starboard bow.
Page 261 of 271

Discuss the behavior of a vessel in Deep and Shallow water w.r.t.

speed loss during turn.
 The effect of the drag of the rudder and the sideways drift of the ship will
result in a progressive loss of speed while turning, even though the engine
revolutions are maintained constant.
 For small alterations say up to 20 degrees, the reduction of speed may not
be very great, but for larger alterations and complete turning, the speed
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usually falls off rapidly.
 Usually for a medium sized vessel, after turning through 900, about 1/4th of
her original speed is lost and after turning through a total of 1800, about 1/3rd
of the original speed is lost. Thereafter, speed remains roughly constant.
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 The rate of deceleration during turn depends upon the initial speed of the
ship and angle of rudder applied. It varies between different types of ship.
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 Usually, higher the initial speed more will be the speed loss as sideways drift
will be more. Also, more the angle of rudder applied, more will be the speed
loss as drag of the rudder (and angle of attack) will be more.
'S
 If we consider a ship turning at a constant RPM with rudder hard over on
one side, her initial speed in deep water will be more than in the shallow
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water. Hence, the sideways drift or skid which has a marked effect in
reducing headway will be more. Therefore, speed loss while turning will be
more for the turn in the deep water than in the shallow water.
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Explain in brief, various types of moors.

 Open Moor - When a vessel is anchored with both anchors leading ahead,
she is said to be on ‘Open Moor’. The open moor is used extensively when
additional holding power is required. It would be employed when a single
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anchor would not provide enough weight to hold the vessel and prevent the
ship from dragging.
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 Running Moor – In this method, wind or current (whichever is stronger) is

headed and starboard anchor is let go on the run when ship is roughly 4
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shackles minus half of ship's length away from the required position. It is
paid out to a length of nine shackles. When she stops and begins to fall
astern with the tide/wind, the port anchor is ‘let go’. Five shackles are
veered on this riding cable (port anchor) and five shackles are weighed on
the starboard cable to bring the ship to the required position.
Page 262 of 271

 Standing Moor or Straight Moor – In this method, the stream/wind is

headed and vessel is stopped roughly 5 shackles plus half ship's length
beyond the required position. The port anchor is let go and as the vessel
drifts downstream, the port cable is veered upto 9 shackles. When she is
brought up gently on her port cable, the starboard anchor is ‘let go’. Vessel
then moves to the required position by veering the starboard cable upto 4
shackles and heaving in four shackles on the riding cable (port anchor).
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 Mediterranean Moor - This moor is carried out usually if quay space is
restricted and several vessels are required to be secured or a stern
loading/discharge is required (as for a tanker). The object of the manoeuvre
is to position the vessel stern to the quay with both anchors out in the form
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of an open moor. The stern of the vessel is secured by hawsers from the
ship’s quarters to the quay.
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 Baltic Moor - This moor is employed alongside a quay where strong onshore
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winds are experienced and when construction of the berth is not sufficiently
strong to withstand ranging of vessel in bad weather. This method requires
preparation prior beginning the manoeuvre. A stern wire rope is connected
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to the off-shore anchor and let go. The wind will push the vessel alongside,
while the cable and the stern wire are paid out evenly together.
State the advantages and disadvantages of Running moor & standing

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moor including the circumstances for such operations. Which one

would you prefer and why?
 Advantages of running moor and standing moor:

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1. Vessel occupies little swinging room.

2. Vessel turns almost to her length about stem.
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3. Scopes can be pre-adjusted for the prevailing strength of wind or stream.

4. Scope of each cable is estimated in the same way as single anchor.
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 Disadvantages of running moor and standing moor:

1. There is a risk of getting a foul hawse. To avoid this, the vessel must
always swing on the clear arc at each tidal change.
2. Lee anchor that lies astern has no value to ship if headwind increases or
if the vessel begins to drag.
Page 263 of 271

3. While leaving anchor, both anchors cannot be hove simultaneously since

one cable leads aft and other leads forward. Hence, it takes more time to
leave the anchorage.
 Running Moor & Standing Moor may be used in following circumstances:

1. When a vessel needs to be anchored & the wind / tidal stream are strong.
2. When a vessel needs to be anchored & swinging circle needs to be small.
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3. When a vessel needs to be moored close to a shoal or other danger. It is
hardly advisable but the occasion may arise. The vessel swings on the
clear arc and keeps clear of the danger on the other side.
 Preference: My preference would be the Standing moor because it is safer
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as the anchor is let go after the vessel has stopped. This reduces the
possibility of damage to the anchor which is higher when anchored under
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headway (as in the case of Running Moor). Also, a standing moor is
sometimes preferred over a running moor when the tidal stream is very
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strong. (However, this manoeuvre takes longer duration. If there is less time
in hand, running moor should be preferred.)
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Write short note on Anchoring in deep waters (60-100m)
 For deep water anchorage, say 60-100 m of depth or over, the anchor
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should not be let go in the normal manner, but walked back all the way to
the sea bed.
 The vessel must head the wind or current as it provides good control of the
ship’s heading. The ship’s astern speed must be reduced upto or less than
the speed of the windlass walk-back capacity. This is usually 0.3 knots of
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ship’s speed. The anchor must then be walked back all the way to the
seabed.
 The entire operation of anchoring should be done under power. The gypsy
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should not be taken out of gear at all. This will prevent damage to the
anchor by falling from a considerable height, and also prevent the heavy
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weight of the cable between sea-bed and hawse pipe to take charge and
run out so rapidly that it becomes extremely difficult to hold it on the brake.
This practice therefore considerably increases the life of the brake linings.
Page 264 of 271

 The anchor party should have an idea of the depth of the water, and be able
to estimate when the anchor is on the bottom. As the vessel drops astern
once the anchor begins to hold, the cable should be seen to grow slightly.
 However, because of the considerable weight of cable in the vertical up and
down position, it will be increasingly difficult to see the cable snatching or
growing to indicate that the vessel is brought up.
 The officer in charge of the anchor party should be aware of the total length
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of cable that the vessel is equipped with to each anchor. Bearing this in
mind, a close watch should be kept on the amount of cable being veered.
Many vessels have the joining shackle of the last length (shackle) of cable
painted a distinctive colour for this reason.
 The anchor must be lowered slowly and under no circumstances should the
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anchor cable be allowed to run out from the brake. Control could be lost
with the excessive weight of cable in use, resulting in possible loss of anchor
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and cable, together with serious damage and possible injury.
'S
Describe the behaviour of a vessel in heavy weather and the
precautions required to be taken while turning a vessel in heavy
weather and when encountering parametric rolling.
D
Behaviour of a vessel in heavy weather:
 The ship will be subject to pitching, rolling, surging, heaving, yawing and
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swaying. If the weather is very rough, the ship may be subject to excessive
pounding, extreme pitching, violent rolling, broaching, pooping and
shipping large quantities of water on the deck.
 In heavy weather the ship is subject to heavy strain and stresses. She could
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be severely damaged structurally, take on water and lose stability.

 Due to heavy weather, ship’s speed and sea-keeping ability will be affected.
 In bad weather, propeller will come in and out of water and will fluctuate
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the main engine load. Hence RPM is to be reduced or main engine control
setting is to be put on rough weather mode.
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 Steering on autopilot becomes difficult and rudder becomes less effective.

It is advisable to change over to hand or manual control to avoid excessive
hunting of the rudder.
 If cargo is not lashed adequately and if there is a cargo shift, the ship can be
in the danger of capsizing.
Page 265 of 271

Precautions to be taken when turning ship in heavy weather:

 There may be considerable risk in attempting to turn a ship about in a heavy
sea. Hence, one must have the utmost accuracy of judgement and good
knowledge of the ship’s characteristics in answering helm and engine
movements.
 Selecting the most suitable moment to start the turn is very crucial. When
heading into the sea and wishing to turn and run before it, the risk of
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damage will be greatest probably half-way through the turn, when the sea
comes abeam. Vessel must be prepared for heavy rolling.
 The best time to try to get the ship round so that she is beam on to the sea
is during one of the calmer periods. Before turning, a study must be made of
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the wave development cycles.
 Speed must be reduced before turning and bold helm must be used.
 The turns must be carried out with minimum of headway and the rudder
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must be kept operational by using short burst of full ahead revolutions.
 When turning downwind away from a head sea, the first part of the turn
'S
must be carried out in a relatively calm period with minimum headway. The
last part of the turn should be completed as rapidly as possible.
 If due to misjudgment the vessel encounters heavy sea at the start of the
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turn, it is better to resume the original course and make a second attempt.
 Before attempting to turn the ship in heavy weather, all ship’s crew must be
informed and warned about heavy rolling that will be experienced and all
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decks must be cleared of men.
Precautions when encountering parametric rolling:

 When encountering parametric rolling, vessel’s speed must be reduced.
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 Vessel’s course must be altered to a more favourable course to ease the

vessel’s motion by breaking the resonance (between period of wave
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encounter and ship’s natural rolling period)

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Page 266 of 271

Why does the vessel heel during turning? Also derive the formula to
calculate the angle of heel due to turn.
 The initial heel when the wheel is put over is inwards, because the rudder
force is acting at a point below the centre of gravity of the ship.
 As the ship begins to turn, the combined effect of the centripetal force and
centrifugal force causes the ship to heel.
 As the vessel is turning, an outward centripetal force is generated on the
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ship’s hull that lies away from the centre of the turn. This force acts towards
the centre of the turn through the COB. This is balanced by centrifugal force
that acts away from the centre of turn through the COG.
 For example, when a ship's rudder is put over to port, the forces on the
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rudder itself will cause the ship to develop a small angle of heel initially to
port, say α1. However, the underwater form of the ship and centrifugal
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force on it will cause the ship to heel to starboard, say α2. The outward heel
(α2) will always be greater than the inward heel (α1).
 Therefore, for port helm the final angle of heel due to turning will be to
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starboard and vice versa. This outward heel is very noticeable when turning
at good speed.
 If the wheel is eased quickly, the angle of outward heel will increase,
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because the counteractive rudder force is removed while the centripetal
and centrifugal forces remain, until the rate of turning decreases.
 Should an alarming heel develop, speed should be reduced instantly.
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DERIVATION OF THE FORMULA:
 When a body moves in a circular path, there is an acceleration towards the

centre equal to v2/r where ‘v’ represents the velocity of the body and ‘r’
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represents the radius of the circular path.

 The force required to produce this acceleration, called a ‘Centripetal’ force,
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is equal to Mv2/r, where M is the mass of the body.

 In the case of a ship turning in a circle, the centripetal force is produced by
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the water acting on the side of the ship away from the centre of the turn.
The force is considered to act at centroid of the underwater area of the
ship's side away from the centre of the turn. The centroid of this area is
considered to be at the level of the centre of buoyancy.
 For equilibrium there must be an equal and opposite force, called the
‘Centrifugal’ force. This force is considered to act at the centre of mass (G).
Page 267 of 271

 These two forces produce a couple which tends to heel the ship outwards
i.e. away from the centre of the turn.
𝑀𝑣 2
𝐻𝑒𝑒𝑙𝑖𝑛𝑔 𝐶𝑜𝑢𝑝𝑙𝑒 = 𝑥 𝐵1 𝑍
𝑟
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O
'S
View from aft – Ship turning to Port
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 Equilibrium is produced by a righting couple equal to W x GZ, where W is the
weight of the ship, where W = Mass (M) x Acceleration due to gravity (g).
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𝑀𝑣 2
∴ 𝑀. 𝑔 𝑥 𝐺𝑍 = 𝑥 𝐵1 𝑍
𝑟
𝑣2
∴ 𝐺𝑍 = 𝑥 𝐵1 𝑍
H
𝑟. 𝑔
At small angles, GZ = GM sin ϴ

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For the diagram, B1Z = BG cos ϴ
𝑣2
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∴ 𝐺𝑀 sin 𝛳 = 𝑥 𝐵𝐺 cos 𝛳
𝑟. 𝑔
𝒗𝟐 𝒙 𝑩𝑮
∴ 𝒕𝒂𝒏 𝜭 =
𝒓. 𝒈. 𝑮𝑴
Page 268 of 271

By this formula we can calculate the angle of heel due to turn. However, this is the
heel caused by the centrifugal force and the value obtained will be slightly higher
than the actual heel. This is because a slight heel is produced by the rudder force
in the opposite direction to the heel produced by the centrifugal force.
With respect to the turning circle of a ship, describe with a neat sketch
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the angle of attack at the rudder post and the Pivot Point.
Angle of Attack at the Rudder post:
 Angle of attack is the angle made
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by the direction of incoming fluid
and the plane of the rudder as
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shown in the figure by ‘δ’.
 Critical angle of attack is the 'S
angle of attack at which the fluid
flow is such that the formation of
eddies behind the face of rudder
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increase to such an extent that
instead of guiding the fluid flow,
the rudder tends to stop the fluid
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flow.
 For marine rudders, the critical
angle happens to be around 35°.
As the rudder reaches its critical
angle of 35°, instead of changing
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direction of the vessel, it will slow down the vessel, which is undesirable.
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Pivot Point:
 As the ship turns, she tends to move about some fixed point. This fixed point
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about which the ship appears to be rotating even when it is revolving is called
the Pivot Point. It is an imaginary point on the centerline of the vessel.
 This Pivot Point is a subject of special interest as it is the point at which the drift
angle is zero.
 When the ship is turning, her head and pivot point will always be slightly inside
the path traced by the COG.
Page 269 of 271

A pilot boat is unable to push away from the vessel. What could be the
cause and your action?
 Due to the interaction between the pilot boat and the vessel, there is a
possibility that the pilot boat is unable to push away from the vessel.
 Should the pilot boat have difficulty leaving the side of a ship, the coxswain
of the pilot boat will communicate the problem to the Master of the ship
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and request appropriate action be taken by way of helm and/or engine
movements.
 Reducing speed will effectively reduce the effect of the interaction between
the boat and the vessel and the pilot boat may be able to leave the side of
U
the vessel. Helm movements from both the boat and the vessel may also
assist this further.
 During Pilot transfer, the responsible officer at the pilot embarkation /
O
disembarkation point should be in direct contact with the bridge.
 It must be also remember that during the transfer, the ship should maintain
'S
adequate steerage at the speed requested by the pilot boat coxswain. Also,
a ship should not be stopped in the water, or her engines put astern, except
in an emergency or when requested by the pilot boat coxswain.
D
Write short note on Pleuger Rudder.
AN
 The Pleuger rudder (also known as a Dutch rudder) is a power assisted

ship's rudder with a ducted propeller fixed to it as an integral part. This
auxiliary propeller is powered by an auxiliary electric motor and creates a
flow of water in the direction the rudder points. This aids maneuverability at
low speeds greatly, since it operates on a similar principle to a thruster. The
H
duct is a Kort nozzle and enables the propeller to develop more thrust than
an unducted propeller.
O
 At normal speeds, such a rudder can be used, without operating the

Pleuger. If the Pleuger and the main engine are run at the same time, the
Pleuger can often be torn away.
R
 The thrust produced by the Pleuger rudder is sufficient to power the ship in
slow speed maneuvers when the force required to move the vessel is
relatively small. Hence, it assists in fast maneuverability of ships, in tight
harbor operations.
Page 270 of 271

 Thus, it is only an improvement of rudder by controlling the water flow

pattern passing a rudder and thus giving it an artificial flow and thus an
extra power to steer even in slow engine RPM. It is not a substitute for the
main propeller.
ZA
U
O
'S
D
AN
H
O
R
--------XXXXX---------
Page 271 of 271

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SAFETY & EMERGENCY INDEX

BRIDGE WATCHKEEPING, SHIP HANDLING AND

Sr. No CONTENTS Page

COMPILED BY: ROHAN D’SOUZA (i)

Officer of the Watch:

When on navigational watch, an OOW is the Master’s representative and is

COMPILED BY: ROHAN D’SOUZA 1

Some basic tasks of the OOW are as follows:

COMPILED BY: ROHAN D’SOUZA 2

COMPILED BY: ROHAN D’SOUZA 3

Navigational Watchkeeping arrangements & Composition of the Watch:

Composition of a Navigational Watch shall be such that a sufficient number of

 UMS controls, alarms and indicators provided on the bridge, etc

COMPILED BY: ROHAN D’SOUZA 4

Watch keeping Level Composition Conditions

periodically unmanned engine room, there must be an engineer assigned to man

present in the machinery space during their periods of responsibility.”

the composition of the Engine Room watch,

COMPILED BY: ROHAN D’SOUZA 5

Communication between the Master and the Chief Engineer:

machinery on board. This is especially necessary if it is going to affect the

COMPILED BY: ROHAN D’SOUZA 6

Rest Hours for Watch Keepers:

 Minimum 10 hours rest in any 24 hour period.

seafarers shall receive a copy of the records endorsed by master or a person

COMPILED BY: ROHAN D’SOUZA 7

 Relieving officers shall personally satisfy themselves regarding the standing

COMPILED BY: ROHAN D’SOUZA 8

 Handing over should not be done when a manoeuvre or other action to

Performing the navigational watch

engine speed shall be given where possible.

activities relating to the navigation of the ship.

ensure that it is safe to do so.

COMPILED BY: ROHAN D’SOUZA 9

Calling the Master:

 If restricted visibility is encountered or expected.

 If difficulty is experienced in maintaining course.

COMPILED BY: ROHAN D’SOUZA 10

 If the radio equipment malfunctions.

Watchkeeping under different conditions and in different areas

of OOW is to comply with relevant rules of COLREGS with particular regard

work generates noise.

3. Coastal and congested / restricted waters

 The bridge should be suitably manned as per the prevailing situation.

COMPILED BY: ROHAN D’SOUZA 11

complete the Anchor log and Deck Log every watch.

Anchor party and Engine Room immediately.

COMPILED BY: ROHAN D’SOUZA 12

5. Navigation with pilot on board

encountering rough weather. A heavy weather checklist may be used.

 Adjust the anti-sea clutter settings on the radar as required.

 Ensure watertight doors, skylights and other openings on deck such as

bow stopper well secured in place. Use extra lashings if necessary.

COMPILED BY: ROHAN D’SOUZA 13

Vessel Traffic Services (VTS)

cameras, etc. Communication is by VHF on assigned frequencies.

give timely warnings of such dangers to concerned vessels.

1. The Information service is provided by broadcasting information at fixed

COMPILED BY: ROHAN D’SOUZA 14

2. The Navigational assistance is especially important in difficult

Manouevring in and Near VTS areas:

safe operation of the vessels operating in the VTS area.

common language other than English. To avoid misunderstanding, one must

CANCEL MY INMARSAT-C DISTRESS ALERT OF DATE: _TIME: UTC