SOLAS – The International convention for the Safety of life at Sea , 1974.

MARPOL – International Convention for the prevention of marine

pollution from ships , 1973/1978.

STCW- Int Con on Standards of Training , Certification & watch keeping

for seafarers 1978.

IMO- Int aritime Organization.

COSWP –Code of safe working practices for merchant seafarers .

MLC 2006- MMaritime Labour Convention .

BMSO- Bangladesh Merchant Shipping Ordinance..

GMDSS- Global Maritime Distress & Safety System.

RADAR – Radio Detection & Ranging system .

3. B) burning period minimum 40 Second/ minimum height it will reach

300 m

C. Burning Period of hand flare minimum 60 S

D. Burning period for orange smoke signal – min 3 mins .

E. MOB Marker orange smoke signal – Min 15 mins

F. Lifejacket Light Minimum Working Period – 8 Hrs

G. Lifebuoy light – Min 2 Hrs

H. I. J . 2 Smoke signals / 4 Rocket parachute flare / 6 Red Hand Flares .

8. BS – Breaking Strength : The Greatest stress especially in tension that a

material is capable of withstanding without rupture .

SWL Safe working Load – It is the mass of force that a piece of lifting
equipment , lifting device or accessory can safely utilize to lift , suspend or
lower a mass without concern of breaking .

8C. Marline / Marline rope made of two strands used for binding larger
ropes .

Hand Lead line – It is of about 25 fathoms , it is used in shallow water to

measure the depths of sea.

Lead line- Made of high grade cable laid hemp for hand lead lines .

9. Melting point of polyester rope between 240 – 260 Deg Cel.

13. TEU- Twenty Equivalent Unit.

It is used to measure the carrying capacity of a container ship.

The dimension of one TEU is equivalent to a standard 20 feet shipping

container ( 20 feet long & 8 feet tall).

a. Base Twist Lock.

b. Lashing Rod
c. Turn buckle .

16.

Engine Room Machinery –

1. Main Engine.
2. Auxiliary Engine / Generator
3. Boiler
4. Purifier
5. Air Compressor
6. Fresh water generator .
 7. Incinerator.
8. Steering Gear.
etc

The International Convention for the Safety of Life at Sea

(SOLAS) is an international maritime treaty which sets
minimum safety standards in the construction, equipment
and operation of merchant ship.
The international Convention for the Prevention of
Pollution from Ships, 1973 as modified by the Protocol of
1978
International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW), 1978
sets minimum qualification standards for masters, officers
and watch personnel on seagoing merchant ships and
large yachts
A propeller is a device with a rotating hub and radiating
blades that are set at a pitch to form a helical spiral, that
when rotated performs an action which is similar to
Archimedes' screw. It transforms rotational power into
linear thrust by acting upon a working fluid such as water
or air
The  action of measuring the depth of a body of water.
A  stowaway is a person who hides in a ship, aeroplane, or
other vehicle in order to make a journey secretly or without
paying.
A pipe or tube through which an anchor chain passes to
the chain locker below the deck of a ship
 The  the part of the ship that emerges from the deck &
extends upwards .
Weather deck - A ship's deck which has no overhead
protection, which is open to the weather; a ship's
uppermost deck.

A tiller -A tiller or till is a lever used to steer a vehicle. The

mechanism is primarily used in watercraft, where it is
attached to a rudder post or stock to provide leverage in
the form of torque for the helmsman to turn the rudder.
A turnbuckle, stretching screw or bottlescrew is a device
for adjusting the tension or length of ropes, cables, tie
rods, and other tensioning systems. It normally consists of
two threaded eye bolts, one screwed into each end of a
small metal frame, one with a left-hand thread and the
other with a right-hand thread.
Up and Down refers to Cable perpindicular to ship side or
the cable is straight downward .

(i) The word "underway" means that a vessel is

not at anchor, or made fast to the shore, or
aground.

A wheelhouse is a structure that encloses a ship's

navigation area,
Polyester rope 24o -260 Deg Celsius
1.
A waypoint is an intermediate point or place on a route or
line of travel, a stopping point or point at which course is
changed

Marline rope  made of two strands, used for binding larger

ropes.

A sea anchor (also known as a drift anchor, drift sock, para-

anchor or boat brake) is a device that is streamed from a
boat in heavy weather. Its purpose is to stabilize the vessel
and to limit progress through the water

Scupper-Scupper -a hole in a ship's side to carry water

overboard from the deck.

Seachest- a fitting in a hull below the water line, for

admitting or discharging water

Poopdeck-The aftermost and highest deck of a ship,

especially in a sailing ship where it typically forms the roof
of a cabin in the stern.

RADAR stands for Radio Detection and Ranging System. It

is basically an electromagnetic system used to detect the
location and distance of an object from the point where
the RADAR is placed. It works by radiating energy into
space and monitoring the echo or reflected signal from the
objects.
TEU - TEU stands for Twenty-Foot Equivalent Unit which
can be used to measure a ship's cargo carrying capacity.
The dimensions of one TEU are equal to that of a standard
20′ shipping container. 20 feet long, 8 feet tall.

MBL- The minimum breaking load describes the

maximum force under straight pull a free length of rope
can be exposed to until it breaks .

Breaking strength. : the greatest stress especially in

tension that a material is capable of withstanding without
rupture

Safe Working Load (SWL) is the mass or force that a

piece of lifting equipment, lifting device or accessory can
safely utilize to lift, suspend, or lower a mass without fear
of breaking

Rocket 300 m 40 s/ Hand flare 60 s / Smoke 3 Mins

Lifebuoy Light - 2 cd minimum 2 hrs
lifejacket light intensity of 0.75 cd for at least 8 hour

17 Sart

The SART (Search and Rescue [Radar] Transponder) is a

portable device, which is used as a complimentary distress
alerting system. The SART enables any ship/airplane/helicopter
in the area to locate survivors easily by just the use of their
proper radar system.
The SART is carried to the life raft when abandoning the ship in
distress situation. It should be deployed at a height of at least 1 m
above sea level and switched on immediately into its Standby
Mode. This will allow the SART to respond to transmissions from
a vessels/helicopters/planes X-band radar in SAR operations.

A SART is basically an electronic device that automatically reacts

to the emission or interrogation by radar. This enhances the
visibility of the party in need of assistance on the radar display
(PPI). They operate on the 9 GHz band and only transmit, when
they are switched on, when interrogated by a radar.

EPIRB stands for Emergency Position Indicating Radio Beacon.

It is a portable battery powered radio transmitter used in

emergencies to locate airplanes, vessels, and persons in distress
and in need of immediate rescue, such as the ship sinking or an
airplane crash, the transmitter is activated and begins
transmitting a continuous radio signal which is used by search
and rescue teams to quickly locate the emergency and render aid.
The signal is detected by satellites .

18. To act as the administrative machinery for controlling,

supervising and coordinating the welfare affairs of seamen at
home and abroad. To secure necessary grants of money from the
Government and the Seamen's Welfare Fund for the welfare of
the seamen.

19. Deck Machineries

Winch

Windlass

Deck Cranes

Mechanically operated Hatch covers

Lifeboat davit winch

Accommodation ladder winching motor .

Mechanical Pilot Hoist

Provision Crane ,

Emergency Towing Arrangement for tankers .

Bridge equipment –

RADAR & ARPA

ECDIS

VHF
Gyro Compass

Magnetic Compass

AIS

LRIT
 Echo sounder

Speed Log

VDR

RAI

ROT

GPS

Nav Lights

Whistle

Daylight Signalling Lamp

PA System

 Container Vessels. Container ships emerged during the

1960s when the idea of combining land routes with sea routes
came about. ...
 Bulk Vessels. Bulk vessels have a design perfect for carrying
dry cargo. ...
 Break Bulk Vessels. ...
 Reefer Vessels. ...
 Barge Vessels. ...
 Tanker Vessels. ...
 Multi-Purpose Vessels. ...
 Ro-Ro Vessels
s, eye protection, high-visibility clothing, safety footwear
and safety harnesses.

Control Measures to be taken while working Aloft or Overside

1. Proper PPE shall be donned at all times.

2. All equipment and ropes to be used for the job shall be
thoroughly inspected.( Stages, Ropes used for fixing staging,
ropes used as lifelines, Safety Harness, Work Vests, Lines
used for securing tools and the Ladder).
3. Adequate non-skid shoes to be worn.
4. Ensure area is clear of any slipping hazard.
5. Harness and lifeline to be used at all times.
6. Lifebuoy to be kept ready.
7. Rescue boat shall be ready for immediate deployment.
8. All concerned personnel to be informed.
9.

Safety Line connected to the safety harness must have only

sufficient slack to allow for free movement of the personnel.

1. Weather / Vessels condition should be suitable for work.

2. Safety nets to be rigged were applicable.
3. Company-specific Working Aloft checklist to be complied
with.
4. Follow safe practices as per COSWP.
5. Electrical connections shall be isolated prior to commencing
work on electrical components and EIC to be issued.
6. Display notices/ placards prohibiting the operation shall be
placed at all controls of Ships whistle, Radars, MH/HF
device as applicable.
7. Sufficient personnel to attend the person working aloft at all
times.
8. Whilst lowering any objects, safety lines/ buckets to be used.
9. Prior lowering any objects, ensure that all personnel in
space are clear underneath.
 10. If Painting is to be carried out within the jurisdiction of
any port, approval must first be sought from the port
Authorities.

Cargo Handling Equipment -

Equipment used for loading/discharging operations:
e.g. cargo cranes, derricks , side-loading system with conveyors,
belt conveyors, ro-ro cargo handling gear
and cargo pumping systems in case of tankers . 
Cargo handling equipment varies depending upon the type of
vessel & cargo .

Pilot Ladder –
A pilot ladder is a highly specialised form of rope ladder, typically
used on board cargo vessels for the purposes of embarking and
disembarking maritime pilots. The design and construction of
the ladders is tightly specified by international regulation under
the SOLAS regime.

Dock - An enclosed area of water in a port for the loading,

unloading, and repair of ships.

Drydock –A dry dock is a narrow basin or vessel that can

be flooded to allow a load to be floated in, then drained to
allow that load to come to rest on a dry platform. Dry
docks are used for the construction, maintenance, and
repair of ships, boats, and other watercraft .

Lead Line - It was probably the earliest device used by

coastal navigators to facilitate safe navigation, especially
in thick or hazy weather. It comprised a hemp line to
which was attached, by means of a leather becket or a
rope strop, a lead weight, or plummet, of about 3
kilograms (7 lb). The lower end of the weight was cup
shaped, into which a lump of tallow could be pressed, an
action known as arming the lead. From the material that
adhered to the tallow it was often possible for those
aboard to identify what type of sea bottom the ship had
beneath it. When the tallow came up clean, it indicated
the bottom was rock.
A lead line of about 25 fathoms (150 ft/45.7 m) was used
in shallow water and an experienced and skilful
leadsman could measure depths of as much as 20
fathoms (120 ft/36.5 m), with a ship making moderate
headway of about 10 knots, by heaving the lead ahead of
the ship so that when it reached the bottom it would be
vertically beneath him. Traditionally, the line was marked
with materials which could be easily distinguished by
texture when taking a sounding in the dark. There were
pieces of leather at 2 (two strips), 3 (three strips), and 10
(a square piece with a hole in it) fathoms; white duck
(strong cotton fabric) at 5 and 15 fathoms; red bunting at
7 and 17; and blue serge (durable worsted) at 13 fathoms.
The mark at 20 fathoms was a piece of cord with two
knots in it, also easily distinguishable in the dark.
The fathoms on a longer lead line were marked with a
piece of cord with one knot in it at each 5 fathoms and
with three, four, five knots at 30, 40, and 50 fathoms (180,
240, 300 ft/55, 73.2, 91.5 m). When a seaman took a
sounding with the lead line he called out the depth of
water according to the mark on the line that was on or
very near the surface of the sea when the lead reached
the bottom beneath him. For example, if he saw that the
first piece of red bunting was on the surface after his
cast, he called out ‘By the mark, seven’.
If, after heaving the lead, there was no distinguishing
mark level with the sea, the leadsman had to estimate the
depth of water by the nearest mark he could see above
the sea. This was known as a deep, and the leadsman
would call the depth of water with the words ‘Deep —’.
The navigator would then know that he had only got an
approximate depth.For England when, with favouring
gale, Our gallant ship up Channel steered,And,
scudding under every sail, The high blue western land
appearedTo heave the lead the seaman sprungAnd to the
pilot cheerly sung, ‘By the deep, nine’.(W.
Pearce, c.1793)For measuring depths greater than was
possible with a hand lead line, the deep-sea lead line,
which could measure depths of up to about 100 fathoms
(600 ft/183 m), was used. In this case, the lead was about
double the weight of a hand lead and the line was marked
at each multiple of 10 fathoms with cord having a number
of knots equal to the number of tens of fathoms. Each
intermediate fifth fathom was marked with a piece of cord
having a single knot. The lead was always cast from the
weather side of the ship, in the case of the hand lead
from a platform called the chains, with the depths being
reported to the navigator or officer of the watch by
singing them out loudly in a traditional manner.
Admiralty Anchor
An Admiralty Pattern anchor; when deployed on the
seafloor the stock forces one of its flukes into the bottom
The Admiralty Pattern anchor, or simply "Admiralty", also
known as a "Fisherman", consists of a central shank with a
ring or shackle for attaching the rode (the rope, chain, or
cable connecting the ship and the anchor). At the other
end of the shank there are two arms, carrying the flukes,
while the stock is mounted to the shackle end, at ninety
degrees to the arms. When the anchor lands on the
bottom, it will generally fall over with the arms parallel to
the seabed. As a strain comes onto the rode, the stock will
dig into the bottom, canting the anchor until one of the
flukes catches and digs into the bottom.
The Admiralty Anchor is a reinvention of a classical
design, as seen in one of the Nemi ship anchors. This
basic design remained unchanged for centuries, with the
most significant changes being to the overall proportions,
and a move from stocks made of wood to iron stocks in
the late 1830s and early 1840s.
Since one fluke always protrudes up from the set anchor,
there is a great tendency of the rode to foul the anchor as
the vessel swings due to wind or current shifts. When this
happens, the anchor may be pulled out of the bottom, and
in some cases may need to be hauled up to be re-set. In
the mid-19th century, numerous modifications were
attempted to alleviate these problems, as well as improve
holding power, including one-armed mooring anchors. The
most successful of these patent anchors, the Trotman
Anchor, introduced a pivot where the arms join the shank,
allowing the "idle" arm to fold against the shank.
Handling and storage of these anchors requires special
equipment and procedures. Once the anchor is hauled up
to the hawsepipe, the ring end is hoisted up to the end of a
timber projecting from the bow known as the cathead. The
crown of the anchor is then hauled up with a heavy tackle
until one fluke can be hooked over the rail. This is known
as "catting and fishing" the anchor. Before dropping the
anchor, the fishing process is reversed, and the anchor is
dropped from the end of the cathead.

Stockless anchor
The stockless anchor's ease of stowage and handling saw
its widespread adoption in spite of not holding as well as
the Admiralty pattern it was derived from.
The stockless anchor, patented in England in 1821,
[4]
 represented the first significant departure in anchor
design in centuries. Though their holding-power-to-weight
ratio is significantly lower than admiralty pattern anchors,
their ease of handling and stowage aboard large ships led
to almost universal adoption. In contrast to the elaborate
stowage procedures for earlier anchors, stockless anchors
are simply hauled up until they rest with the shank inside
the hawsepipes, and the flukes against the hull (or inside a
recess in the hull).
While there are numerous variations, stockless anchors
consist of a set of heavy flukes connected by a pivot or
ball and socket joint to a shank. Cast into the crown of the
anchor is a set of tripping palms, projections that drag on
the bottom, forcing the main flukes to dig in.

Paint –
TO PREPARE ANY SURFACE :
 • ALL DEFECTIVE PAINT (FLAKING, CRACKING ETC)
HAS TO BE REMOVED.
• ALL CORROSION HAS TO BE REMOVED.
• ALL GREASE AND OIL HAS TO BE REMOVED.
• THE SURFACE MUST BE THOROUGHLY CLEANED
AND DRIED.
THE METHOD USED TO PREPARE A SURFACE
DIFFERS DEPENDING ON THE MATERIAL USED IN ITS
CONSTRUCTION.
THERE ARE NINE TYPES OF PAINTS:
1. SYNTHETIC RESIN PAINTS :
IT COMPOSED OF A SPECIAL PIGMENT WITH A
SYNTHETIC RESIN BINDER AND SOLVENT. THEY ARE
FIRES-RESISTING WHEN APPLIED AS A COATING. THEY
ARE GENERALLY USED IN THE WEATHER AND INTERIOR
WORK.
2. OIL PAINT :
THOSE WITH A BINDER AND SOLVENT OF OIL.
SINCE THEY ARE INFLAMMABLE THEY ARE NO LONGER
USED IN NAVY SHIP.
3. DISTEMPER OR WATER PAINT.
THOSE WITH A BINDER AND SOLVENT OF WATER
OR OIL EMULSION. THEY PROVIDE A MAT SURFACE,
AND THOUGH NOT SO DURABLE AS OTHER PAINTS.
THEY ARE USED FOR PAINTING THE LAGGING OF
STEAM PIPES AND THE INSULATING SURFACE.
4. LEAD PAINT:
whose pigments contain lead. They are not used in
confined spaces. Because they may cause lead poisoning.
5. VARNISH:
It consists mainly of resin dissolved in some form of
spirit. They are quick drying , expensive and highly
inflammable and are used in the glossy surface to the
woodwork.
6. ENAMEL PAINT:
It is provide a very hard and durable glossy surface
impervious to water, but liable to crack from maltreatment.
7. PLASTIC EMULSIONS PAINT:
It is used extensively now for internal decoration of
house, give no protection to steel surface so that not use
in ship. but they are sometime used for internal painting
of submarines.
8. CELLULOSE PAINT:
It is very quick drying and used chiefly on aircraft.
9. OUTER BOTTOM COMPOSITION:
Are special paint designed to give a protective coating
to the under water surface of the hull. They are of two quite
different types.
• a. ANTI CORROSIVE :
• The Anti corrosive composition is applied first, in two
or more coats, and protects steel against the
corrosive action of slot and other impurities in the
water.
• b. ANTI FOULING:
One coat of anti fouling composition is applied over the
anti corrosive composition.

Question 50 –What are the portable extinguishers usually found onboard ?

a)Water Type Extinguisher ( Capacity9 litres )-For fighting fires of Wood, paper, textiles and similar
materials.

b)Foam Type Extinguisher( Capacity 9 litres )- for fighting fires of Wood, paper, textiles and
flammable liquids .
 c)Dry Powder Extinguisher ( Capacity 5 kgs)- Flammable liquids, electrical equipment and flammable
gases

d)CO2 Extinguisher ( Capacity 5 kgs )- Electrical Fire , Flammable liquids

Extinguishing medium Recommended for use on fires involving

Water Water with additives Wood, paper, textiles and similar materials

Foam Wood, paper, textiles and flammable liquids

Dry powder/dry chemical (standard/Classes B, C) Flammable liquids, electrical equipment and

flammable gases

Dry powder/dry chemical (multiple or general purpose/classes A, B, C) Wood, paper, textiles,

flammable electrical equipment and flammable gases

Dry powder/dry chemical (metal) Combustible metals

Carbon dioxide Flammable liquids and electrical equipment

Wet chemical for Class F or K Cooking grease, fats or oil fires.

51. SCBA - SELF CONTAINED BREATHING APPARATUS

EEBD- EMERGENCY ESCAPE BREATHING DEVICE

EPIRB – EMERGENCY POSITION INDICATING RADIO BEACON

SART- SEARCH & RESCUE TRANSPONDER

VHF – VERY HIGH FREQUENCY

GPS – GLOBAL POSITIONING SYSTEM .

52. WHAT ARE THE PERSONAL SAFETY EQUIPMENTS ?

Personal Safety equipmentscan include:

 Overalls and protective aprons.
 Safety helmets,
 Safety boots or shoes.
 Safety glasses or goggles.
 Gloves.
 Respirators and masks.
 Earmuffs and earpieces.

Use of PPE
Key point: When hazards in the workplace can't be eliminated or reduced by other
risk controls, employers must provide personal protective equipment and clothing
(PPE).

Employees must be instructed in how to use PPE and clothing provided by the
employer. They should be told why the use of PPE is necessary before they start the
particular job for which it has been provided.

Where PPE is provided, you must use it as you have been instructed to do.

Employers should make sure that the PPE they purchase complies with the relevant
Standard.

They must make sure that PPE is stored in a clean and fully operational condition,
that it can be easily found when needed and that it is safe from interference and
damage.

PPE should be inspected regularly and before use to make sure it is in good working
order. Damaged or defective PPE must be reported at once. It must be tagged (to
prevent its use until it has been repaired), or thrown away and replaced.

53. WHATS THE MINIMUM PERCENTAGE OF OXYGEN REQUIRED TO ENTER ENCLOSED SPACE ?

The acceptable range of oxygen (O2) within an enclosed space is between 19.5% and
23.5%. Normal air contains 20.9% oxygen.

A person can survive for only three minutes without oxygen.

The acceptable range of oxygen (O2) within an enclosed space is between 19.5% and
23.5%. Normal air contains 20.9% oxygen. A person can survive for only three minutes
without oxygen.

>23.5 Disorientation, breathing/vision difficulties. 19.5 Absolute minimum O2 level. 15–19 Impaired
co-ordination, decreased ability to work effectivelyThere are four main hazards:
1. Hazardous atmosphere may include the following: • oxygen depleted or oxygen enriched •
presence of toxic gases, vapours or liquids • flammable atmosphere • presence of considerable dust
• temperature extremes • absence of proper ventilation

2. Physical or configuration hazard The physical configuration of the enclosed space can present
hazards which are determined by the structure of the space, the apparatus and the equipment
connected to it. This will include the pipelines and ventilation trunking running into and through the
space, lack of lighting, location of ladders, absence of railings and the presence of openings in floors.
Many of these present trip and fall hazards. Strengthening frame work and box structures within the
space may create areas where air exchange does not occur effectively when ventilated or sitting
water

3. Changing and hazardous conditions Changing conditions within an enclosed space such as water
ingress, oxygen-depleting work (burning, welding), ventilation failure and vapours from paint or
cleaning materials must be monitored.

4. Engulfment hazard Engulfment can occur when a person entering an enclosed space is drowned,
suffocated or trapped by falling material.

54. WHEN ORS IS REQUIRED ( ORAL REHYDRATION SALT) ?

ORS is a solution of glucose-based salt  used in oral rehydration therapy. It is

used to treat or prevent dehydration from diarrhoea from any cause, including
cholera, and in individuals of any age.

How do you make oral rehydration salt?

Ingredients: Six (6) level teaspoons of Sugar. Half (1/2) level teaspoon of Salt. One
Litre of clean drinking or boiled water and then cooled - 5 cupfuls (each cup about
200 ml.)

55. WHAT ARE THE RESTRICTED AREAS ONBOARD SHIPS ?

Restricted Areas
The SSP ( Ship security plan) must identify areas that are restricted which is to be
established on board. The purpose of such areas is to restrict access, protect the
personnel onboard, protect the cargo from pilferage or tampering etc. The restricted
areas may include the navigation bridge, machinery spaces, spaces with security
related equipment, ventilation spaces, spaces containing IMDG cargo(International
Maritime Dangerous Goods), accommodation, any other areas specified as per the
SSP ( Ship security plan) .
ISPS CODE - International Ship & Port Facility Security Code .

56. WHAT ARE THE PREPARATION & PRECAUTION TAKEN DURING

ANCHORING & AT ANCHOR ?

Following preparation & precautions to be taken prior anchoring & at anchor -

57. Manoverboard action –

The following actions must be taken by the crew:

   The words “Man overboard” should be shouted along the side of the
ship i.e. port or starboard side until someone informs the bridge and
raises an alarm.
 It is crucial to locate the person and keep a constant visual on them.
 When a man falls overboard, the ship internal alarm bell sounds 3
long rings and ship whistle will blow 3 long blasts to notify the crew
on board and the other ships in nearby vicinity.
 The ‘O’ flag must be raised to inform other ships in the vicinity.
 Throw a lifebuoy with smoke float, light (and SART if available) near
to the fallen person.
 The ship’s engine must be slowed down and the ship should be
turned toward the fallen crew for the recovery manoeuvre. Engine is
to be on stand by all the time.
 Care must be taken to manoeuvre the ship carefully as not to hit the
fallen crew with ship. The rescue boat and the rescue team must be
ready.
 Rescue the man overboard and put the person in Thermal protective
Aid (TPA) to avoid extra body heat loss. First Aid must be
administered according to requirement.
 Every effort must be made to succeed in the first attempt as even a
little delay can cost a human life.

RECOGNISED RECOVERY TECHNIQUES

 
IAMSAR (International Aeronautical and Maritime Search and Rescue Manual)
Volume III lists three primary techniques for the recovery of a man overboard. These
are the Williamson Turn, The Anderson Turn/One Turn and finally the Scharnov
Turn. Each of these techniques has its own advantages and disadvantages which
should be carefully considered before use.

Williamson Turn
Starting with the Williamson Turn this is suitable for an immediate action situation
where the individual has just fallen over the side. You place the rudder hard over to
the side of the MOB. After you have deviated from course by 60 degrees you place
the rudder hard over to the opposite side and finally when you are 20 degrees short
of the opposite course you put the rudder to the midship position.
The key positive features of this technique are as follows; it makes good the original
track; works well in reduced visibility; it’s simple. On the negative side it takes the
vessel further away from the MOB and it’s a slow procedure.
Anderson/One Turn

 
Again this is suitable for an immediate action situation, for this technique you place
the rudder hard over to the side of the MOB and once you have deviated from your
original course by 250 degrees you bring your rudder midship and perform a
stopping manoeuvre.
On the positive side it’s the fast recovery method and it works well for ships with tight
turning characteristics however it’s difficult to approach the MOB because you are
not on a straight course.
 

Scharnov Turn 
 
This technique is not suitable for use in an immediate action situation where the
individual has just fallen overboard. You place the rudder hard over and when you
have deviated by 240 degrees from you original course you place the rudder hard
over to the other side. When only 20 degrees from opposite course the rudder
should be placed into the midship position.
Like this:

58. WHAT ACTIONS TO BE TAKEN BY YOU WHEN A PERSON ENTERS THE

SHIP WHILE YOU ARE ON DUTY ?

1. IDs to be checked at the Entrance. 2. Duty officer to be informed 3.Baggage

/belongings to be checked for any contraband items . 4. Shipboard ID card to be
issued .5. Visitor name/other details to be recorded in the visitor Log book .6. Safety
briefings to be given ( Action in case of any emergency) .

7.Visitors to be escorted if they seek access to any restricted area namely

accommodation , machinery space etc .
59. WHAT ARE THE SECURITY LEVELS, HOW TO ASSESS THE LEVELS &
WHAT ACTIONS TO BE TAKEN IN EACH LEVEL .

There are 3 Security Levels – Level 1 , Level 2 , level 3

The security levels under the ISPS code describe the current scenario related to the
security threat to the country and its coastal region including the ships visiting that
country. The security levels are decided by the cooperation of ship and port
authority, keeping the current condition of national and international security. The
local government sets the security level and ensures to inform port state and ships
prior to entering the port, or when berthed in the port.

SSP – SHIP SECURITY PLAN .

SSO – SHIP SECURITY OFFICER .

CSO – COMPANY SECURITY OFFICER .

DPA – DESIGNATED PERSON ASHORE .

MARSEC (Maritime Security )Level 1

The normal level that the ship or port facility operates on a daily basis. Level 1
ensures that security personnel maintains minimum appropriate security 24/7.

In this, all those liable to board must be searched. The frequency of the same should
be specified in the SSP.

Such searches are to be carried out in coordination with the port facility. It is
important to remember the human rights angle of the individual being searched and
the search should not violate their dignity.

 Minimum security measures are always maintained on board and in port

 Ship and port operation is carried out as per ship and port facility security plan
 Port facility ensures to keep the ‘no access’ areas under surveillance at all
times
  Ship and port authority mutually supervise loading and unloading operation of
cargo and stores, ensuring access control and other minimum security criteria.
 Minimum access in the ship is maintained at all times.

MARSEC Level 2
A heightened level for a time period during a security risk that has become visible to
security personnel. Appropriate additional measures will be conducted at this
security level.

At this level, the SSP should establish the measures to be applied to protect against
the heightened risk. Higher vigilance and tighter control with regard to the security of
the ship is in play here.

 Assigning additional personnel for patrolling the access areas

 Deterring waterside access to the ship
 Establishing a restricted area on the shore side of the ship
 Increasing the search frequency and detail of the persons due to board or
disembark
 Escorting all visitors onboard
 Additional security briefings to the ship’s personnel to with emphasis in
relation to the security level
 Carrying out a full or partial search of the ship

MARSEC Level 3
Will include additional security measures for an incident that is forthcoming or has
already occurred that must be maintained for a limited time frame. The security
measure must be attended to although there might not be a specific target that has
yet been identified.
The security levels under the ISPS code describe the current scenario related to the
security threat to the country and its coastal region including the ships visiting that
country. The security levels are decided by the cooperation of ship and port
authority, keeping the current condition of national and international security. The
local government sets the security level and ensures to inform port state and ships
prior to entering the port, or when berthed in the port.

All personnel on board ships and port state staffs are assigned with security duties,
which are different for people of different levels. Moreover, frequent security drills are
also carried out on board ships.

 any of the security levels, the following are the general points to be  kept in mind:

 Checking the identity of all persons boarding/wanting to board the vessel

 Designated secure areas are established in liaison with the PFSO
 Segregate checked persons from those unchecked for ease of operation
 Segregating embarkation and disembarkation
 Identification of access points to be secured against unauthorised access
 Securing of areas that provide access to personnel
 Providing security briefings to all ship personnel on possible threats and the
levels associated with the port
 Compliance with the SSP at all times

the SSP should be adhered to and with strong liaison with the port facility. The
following measures should be put in place with the highest degree of vigilance and
detail:

 Limiting access to a single, controlled access point

 Granting access strictly to authorised personnel or those responding to any
security incident
 Suspension of embarkation and disembarkation
 Suspension of cargo operations and stores etc
 If needed, the evacuation of the ship
 Close monitoring of the movement of the people on board

Preparing for a full or partial search of the ship

ith regard to the restricted areas, the measures to be applied on them are as follows:
MARSEC Level 1

 Locking/securing access points

 Using surveillance equipment to monitor areas
 Thorough patrolling
 Using alarm system to alert the ship’s personnel in case of unwanted entry

MARSEC Level 2

 Establishing restricted areas in the vicinity of the access points

 Continuously monitoring surveillance equipment
 Additional personnel for patrolling said areas

MARSEC Level 3

 Setup of restricted areas near the access points at the highest level of stringency
 Searching for restricted areas as part of the ship search

Cargo Handling
Security measures are in place vis a vis cargo operations to prevent tampering as
well as to prevent the carriage of any cargo that has not been authorised or
established to be carried onboard. The following measures can be used as a
reference:

MARSEC Level 1

 Routine checks on cargo, transport units, cargo spaces

 Matching cargo with the documentation
 Loading vehicles subjected to search in liaison with the PFSO
 Checking seals to prevent tampering

MARSEC Level 2

 Detailed checking of cargo, transport units, cargo spaces

 Intense checks to ensure only intended cargo is loaded
 Intense check on loading vehicles
 Increased frequency of checking seals

MARSEC Level 3

 Suspension of loading or discharging

 Verify inventory of DG and hazardous substances onboard

Delivery Of Ships Stores

Stores should be checked for packing integrity including random checks on samples.
Nop stores should be accepted without inspection; check if tampered with if
accepted. Unless ordered, stores should not be accepted. Double check with
documentary evidence about what has been ordered and what has not. Following
measures may be used as reference:

MARSEC Level 1

 Match orders with documents prior to loading

 Stow the stores securely

MARSEC Level 2

 Thorough checks prior to loading stores and intensifying inspections of the same

MARSEC Level 3

 Delivery of stores to be taken only in case of emergency

Handling of unaccompanied baggage

Baggage must be screened before taking on board; use advanced methods such as
X ray if needed.

MARSEC Level 1

 Baggage screened and search

MARSEC Level 2

 Full screening including

MARSEC Level 3

 Suspension of baggage handling

 Refusal to accept any unaccompanied pieces of baggage

Monitoring the security of the ship

The aspect of monitoring must cover lighting, watch keepers including security
guards for patrolling, intrusion detection devices. These intrusion devices must be
capable of setting off an alarm.
 The ship’s deck and access points should be illuminated in darkness as well as the
vicinity of the ship depending on the extent of security threat that is at stake. In ports
prone to contraband smuggling, an underwater hill check must also be carried out.

The security of the ship and the port are complementary to each other.  One cannot
be safe without the help of the other. The SSO and PFSO’s

Ship security officer

ISPS code requires company to appoint a ship security

officer. The crew member appointed as SSO must have done
the security training required as per STCW.
The main duties of ship security officer isto implement and
maintain all the elements of ship security plan and
 to liase with the company security officer and port
facility security officer (PFSO) for all security related
activities

It is quite obvious that to implement SSP on board, SSO

must himself know about what SSP requires from SSO and
ship’s crew.

For this reason, SSO must read the SSP thoroughly and
preferably make notes of key points specific to SSP of the
ship he must know at all times.

For example SSO must know

 percentage of baggage gangway watch need to check at

each security level
 Procedure to followif any unaccompanied baggage is found
on board

 Restricted areas as per SSP

 Security equipments on board and what maintenance is

required for these

 Procedure and required interval for testing of ship

security alert system

One of the important duty of SSO is to review the ship

security plan. The idea for review is to make the SSP robust
over the time. SSO has to look for shortcomings in the SSP
and point these out in the SSP review.

Some companies may have a quick checklist for review of

ship security plan. Even if there is no checklist, SSO can
review the SSP to best of his capacity.
For example, SSO may find that an access which should be a
restricted area is not designated as restricted area in the
SSP.

He may find that there are no clear instructions if the port

security personnel with weapons can be allowed on board or
not.

Whatever the SSO feel should include in the SSP which isn’t
included, he can mention that in his SSP review.
 4. Company Security Officer

ISPS code also requires company to appoint a company

security officer. The main duties of the company security
officer is to

 Carry out ship security assessment

 Develop ship security plan and submit it for approval

 ensure efficient implementation of SSP on board

One of the important duty of CSO is to share regular security

information to the SSO and ship.

All personnel on board ships and port state staffs are assigned with security duties,
which are different for people of different levels. Moreover, frequent security drills are
also carried out on board ships

60.

ACTIONS TAKEN IN CASE OF FIRE -

1) Shout ’ fire , fire ‘at the top of your voice to alert others
2) Raise/ ring fire alarm /Inform master.
 3) Try to extinguish with appropriate portable extinguisher if
it is a small fire .
4) Otherwise close the compartment’s ventilation to restrict
the fire.

5.All crew to be mustered- head count to be taken & Fire party to be

briefed .All crew to perform task as specified in Muster list which include but
not limited to -
Rigging of fires hoses.
Fighting fire by emergency squad using appropriate Extinguishers/ charged fire
hoses .
Starting of Emergency fire pump.
Isolation of Electric powers of concerned area .
Shutting Ventilations .
Boundary Cooling .
Bringing in additional SCBA refill bottles & portable extinguishers .
Preparing Lifeboat .
Providing assistance / first aid to injured personnel.

Preparing Back up Fire Fighting team .

Repetitive checks of fire/ hot spot after extinguishing fires

6. Urgency message to be broadcasted to inform other vessel’s in the vicinity & coastal authorities if
any .

7. DPA to be informed .

8. Appropriate signals to be hoisted & AIS status to be changed as Not under command .

9. All concerned parties to be informed once fire is extinguished & a detailed report to be made .

WHAT IS THE ACTION TO BE TAKEN BY YOU IN CASE OF FIRE –

On seeing a fire onboard the ship

1) Shout ’ fire , fire at the top of your voice to alert others

2) Raise/ ring fire alarm .
3) Try to extinguish with appropriate portable extinguisher if
it is a small fire .
 4) Otherwise close the compartment’s ventilation to restrict
the fire.
5) Muster in the emergency station .
6) Perform your tasks as specified in the muster list .

On hearing fire alarm or General Emergency alarm –

1) Put on your PPE & life jacket/ Immersion suit .
2) Rush to your muster station
3) Carry out tasks as specified in the muster list .

1. Raise the alarm.

2. Inform the master
3. Reduce the vessels speed & Engage manual steering.Display NUC ( NOT
UNDER COMMAND)  lights,Weather reports, open communication with
other vessels in the vicinity and send urgency signal.
4. Close all ventilation, fire and watertight doors.
5. Muster all crew- take a head count. Emergency fire p/p running.
6. Isolate all electrical units. Commence boundary cooling.
7. Fight fire by conventional means.
8. Main fire party to be properly equipped. Back up party ready at all
times.
9. C/O not to enter as he monitors progress and communication with the
bridge. Proper communication between bridge and engine room. Keep
bridge informed accordingly of sequence of events. 
10. At all times fire fighters to be well equipped with breathing apparatus
and fireman suit. Checks on apparatus must be carried out prior to
entering space. 

61. ENCLOSED SPACE : IT IS DEFINED AS A SPACE THAT HAS ONE OR MORE OF THE FOLLOWING
CHARACTERISTICS –

A) Unsafe Oxygen level , Presence of toxic gases or other vapour.

B) Limited openings for entry & exit.
C) Unfavourable natural ventilation.
D) Not designated for continuous occupancy .

Example – Water Ballast tank , Cargo Oil Tank, Bunker Tank , Fresh water storage
tank , Cargo Hold, Chain Locker etc

The following points need to be followed before entering an enclosed space:

  ŸRisk assessment to be carried out by a competent officer .
 The oxygen content should read atleast 20% by volume. Percentage less than that is
not acceptable and more time for ventilation should be given in such circumstances.
A proper permit to work has to be filled out and checklist to be checked & to be
signed my all relevant parties .

 ŸRisk assessment to be carried out by a competent officer .

 The oxygen content should read atleast 20% by volume. Percentage less than that is
not acceptable and more time for ventilation should be given in such circumstances.
 A proper permit to work has to be filled out and checklist to be checked so as to
prevent any accident which can endanger life. A confined space should only be
entered with an authorised and issued permit and by a trained and competent person.
Permit to work is to be valid only for a certain time period. If the time period expires
then again new permit is to be issued and the checklist is to be filled out.

 Permit to work has to be checked and signed by the Master of the ship in order to
work in confined space
 Proper signs and Men at work signboards should be provided at required places so
that person should not start any equipment, machinery or any operation in the
confined space endangering the life of the people working.
 Enough lighting and illumination should be present in the enclosed space before
entering.
 Duty officer has to be informed before entering the enclosed space.
 The checklist has to be signed by the person involved in entry and also by a
competent officer
 One person always has to be kept standby to communicate with the person inside
the space. Effective communication between the people inside the space and the
person standing by is vitally important. The communication system must be agreed
and tested. The standby person must, in turn, be able to communicate with the officer
of the watch
 The person may also carry a lifeline with him inside
 The person should carry oxygen analyzer with him inside the enclosed space
and it should be on all the time to monitor the oxygen content.  As soon as
level drops, the analyzer should sound alarmed and space should be
evacuated quickly without any delay
 ŸNo source of ignition has to be taken inside unless the Master or competent
officer is satisfied
 The number of persons entering should be constrained to the adequate
number of persons who are actually needed inside for work
 The rescue and resuscitation equipment are to be present outside the
confined space. Rescue equipment includes breathing air apparatus, spare
charge bottles, stretchers, means of hoisting an incapacitated person from the
space like a tripod, rescue harness, portable lighting, etc.
 After finishing the work and when the person is out of the enclosed space, the
after-work checklist has to be filled
 The permit to work has to be closed after this
The above-mentioned procedure is extremely important to enter an enclosed space.
These points are imperative to risk any crew member’s life while entering a confined
space.

It is of paramount importance that enclosed space entry drills are carried out on
board. Drills should be realistic and effective and must involve the active participation
of all crew members.

The acceptable range of oxygen (O2) within an enclosed space is between 19.5% and
23.5%. Normal air contains 20.9% oxygen. A person can survive for only three minutes
without oxygen.

>23.5 Disorientation, breathing/vision difficulties. 19.5 Absolute minimum O2 level. 15–19 Impaired
co-ordination, decreased ability to work effectivelyThere are four main hazards:

1. Hazardous atmosphere may include the following: • oxygen depleted or oxygen enriched •
presence of toxic gases, vapours or liquids • flammable atmosphere • presence of considerable dust
• temperature extremes • absence of proper ventilation

2. Physical or configuration hazard The physical configuration of the enclosed space can present
hazards which are determined by the structure of the space, the apparatus and the equipment
connected to it. This will include the pipelines and ventilation trunking running into and through the
space, lack of lighting, location of ladders, absence of railings and the presence of openings in floors.
Many of these present trip and fall hazards. Strengthening frame work and box structures within the
space may create areas where air exchange does not occur effectively when ventilated or sitting
water

3. Changing and hazardous conditions Changing conditions within an enclosed space such as water
ingress, oxygen-depleting work (burning, welding), ventilation failure and vapours from paint or
cleaning materials must be monitored.

4. Engulfment hazard Engulfment can occur when a person entering an enclosed space is drowned,
suffocated or trapped by falling material.


 Risk assessment is one of the core preparation tools for enclosed space entry. It is
designed to minimize the possibility of accidents by dealing with every aspect of the
entry, identifying the hazards, deciding the control measures and finding alternatives
or solutions or means to mitigate the risks. RA should be performed every time before
man entry

Related Read: How Deck Officers Should Do Risk Assessment On Ships?

  A list of work to be done should be made for the ease of assessment for e.g. if
welding to be carried out or some pipe replacement etc. This helps in carrying out the
work quickly and easily
 Potential hazards are to be identified such as the presence of toxic gases
 Opening and securing has to be done and precaution should be taken to check if the
opening of enclosed space is pressurized or not
 All fire hazard possibilities should be minimized if hot work is to be carried out. This
can be done by emptying the fuel tank or chemical tank near the hot workplace
 The confined space has to be well ventilated before entering. Enough time should be
allowed to establish a ventilation system to ensure that air containing enough oxygen
to sustain life is introduced. Ventilation can either be natural or mechanical using
blowers.

 Space has to be checked for oxygen content and other gas content with the help of
oxygen analyzer and gas detector. Atmosphere testing instruments should be able to
measure the presence of carbon monoxide and hydrogen sulphide. Tests should be
carried out at different levels of the enclosed space, the top, middle and the bottom
and through as many openings as possible to obtain a representative sample of the
atmosphere in the space. Exposure to even 2 to 5 ppm hydrogen sulphide
atmosphere can cause headache, nausea and teary eyes.

METHANE – RISES TO THE TOP AS IT IS LIGHTER THAN AIR

CARBON MONOOXIDE– STAYS IN THE MIDDLE AS IT IS THE SAME WEIGHT AS AIR

CARBON DIOXIDE – SINKS TO THE BOTTOM AS IT IS HEAVIER THAN AIR

The permission to work in an enclosed space specifies:

– The location of the work
– The nature and limitations of the work
– Details of the working team and tools to be used
– Potential hazards
– Precautions are taken
– Protective equipment to be used
– Time of issue and its validity
– Agreed communication methods and intervals
– Signature of the person on issuing the permit and on completion of the work
– Signature of the person who is supposed to enter thus confirming he has been advised on
the hazards and the precautions to be observed.

62 Liferafts versus Lifeboats • Liferafts in general are collapsible and stored in a heavy-duty
fiberglass canister, and also contain some high-pressure gas (in commercial models, usually
compressed air) to allow automatic inflation to the operations size. • SOLAS regulations require
these to be sealed, never opened by the ship's crew; they are removed at a set periodicity
(annually on merchant vessels) and sent to a certified facility to open and inspect the liferaft and
contents. •

In contrast, a lifeboat is open, and regulations require a crew member to inspect it periodically
and ensure all required equipment is present. • Lifeboats have hulls and engines.

1. 4. THREE TYPES OF LIFERAFTS

2. 5. Coastal Life Raft • The coastal life raft is designed for short-term emergency use. They
typically cost less and take up less space than other types of life rafts. • They should be
used only near a coast. It would be dangerous to attempt returning to shore on a coastal
life raft from far out in the ocean. • Many coastal life rafts come equipped with canopies to
shield occupants from the elements. Coastal life rafts commonly have single layer floors
and four low-walled sides. •
3. 6. • The offshore life raft, designed for sustaining life in very demanding climates, is
equipped with two buoyancy tubes and a canopy shelter. • Since they are designed for
longer-term survival than coastal life rafts, they do not capsize easily. • An offshore life
raft will commonly have an inflatable floor with dual-wall air chambers. Some include
ballast bags, which further protect the raft from capsizing. While an offshore raft is more
expensive than the coastal life raft, it offers greater protection.
4. 7. Ocean Life Raft • The ocean life raft offers the most protection; it was designed to help
occupants survive a long period of time at sea. Ocean life rafts commonly come
equipped with plenty of survival gear, canopies to protect you from the elements and
ballast bags to prevent the rafts from capsizing. Ocean life rafts were designed for
vessels that travel long distances across vast oceans, with double-layered floors to help
keep occupants warm and safe. • Ocean-going rafts are designed for long-term survival
of at least 30 days, and are required equipment on most commercial vessels.
5. 8. • Liferafts can be inflatable-can be inflate or re-inflated by the occupants. • Rigid
liferaftmaybe entirely rigid hull with inflatable side.
6. 9. • Ship-launched lifeboats are lowered from davits on a ship's deck, and are unsinkable
in normal circumstances. • The cover serves as protection from sun, wind and rain, can
be used to collect rainwater, and is normally made of a reflective or fluorescent material
that is highly visible. • Lifeboats have oars, flares and mirrors for signaling, first aid
supplies, and food and water for several days. • Some lifeboats are more capably
equipped to permit self-rescue, with supplies such as a radio, an engine and sail, heater,
navigational equipment, solar water stills, rainwater catchments and fishing equipment.
7. 10. Life Raft Launching Method • This method of launching a liferaft causes inflatable
liferafts to automatically launch themselves if the ship sinks. (hydrostatic) • The system is
activated by the water pressure. • When the ship sinks, the increasing water releases the
liferaft canister from its cradle.
8. 11. • The davit launched life raft is to be connected to the davit then inflated at the deck
level, thus enabling the passengers to board the raft from the deck. • The raft is then
launched to the water. • The raft must be equipped with an automatic release gear, which
makes release the raft automatically under water if no time is left for the manual release.
• The throw overboard liferaft is released from the cradle and thrown overboard or slides
automatically when released.
9. 12. LIFEBOATS
10. 13. • A lifeboat is a small, rigid boat carried for emergency evacuation in the event of a
disaster aboard a ship. • The ship’s tender of cruise ships often double as lifeboats.
11. 14. • The International Convention for the Safety of Life at Sea (SOLAS) and the
International Life-Saving Appliance Code (LSA) requires certain emergency equipment
be carried on each lifeboat and liferaft used on international voyages. Modern lifeboats
carry an Emergency Position Indicating Radio Beacon (EPIRB) and either a radar
reflector or Search and rescue Transporder(SART).
12. 15. Open Lifeboat • Has no roof , no overhead protection. Open lifeboats are becoming
obsolete now because of stringent safety norms, but one may find them on older ship.
13. 16. • Closed lifeboats are the most popular lifeboats that are used on ships, for they are
enclosed which saves the crew from sea water, strong wind and rough weather. • Water
tight integrity is higher in this type of lifeboat and it can also get upright on its own if
toppled over by waves. • Are classified as – Partially (with foldable canopy)enclosed and
fully enclosed lifeboats.
14. 17. • Free fall lifeboat is similar to an enclosed lifeboat but the process of launching is
entirely different. The free fall life boat is located at the aft of the ship, which provides a
maximum clear area for free fall.
15. 18. LIFEBOAT LAUNCHING
16. 19. DAVITS AND FREE FALL
17. 20. Davits: Offload Mechanism • The off load mechanism releases the boat after the load
of the boat is transferred to water or the boat has been lowered fully into the sea. When
the boat touches the surface of water, the load on the fall and hence the hook releases
and due to its mechanism the hook detaches from the fall. If the detachment dose not
takes place, any of the crew members can remove the hook from the fall. Most of the
times the offload mechanism is manually disengaged in case of malfunction; however, in
case of fire, it is dangerous to go out and release the hook.
18. 21. Davit: on load Mechanism • On load mechanism can release the lifeboat from the
wire, with the ship above the water level and with all the crew members inside the boat.
The load will be still on the fall as the boat would not have touched the water. Normally
the height of about 1 m is kept for the on load release, so that the fall is smooth without
damaging the boat and harming the crew inside. A lever is provided inside the boat to
operate this mechanism. As the lever is operated from inside, it is safe to free the boat
without going of the out lifeboat, when there is a fire on ship.
19. 22. Free Fall • Doors, ventilators, ports, operly are properly closed before launching. •
Survivors are seated with their seatbelt properly adjusted. • Should ensure that is clear
below and give ample warning that he is about to let go the boat fall and allow sufficient
time for unready survivor to object, before actually launching the boat.
20. 23. Safe Launching of Lifeboat • The launch area onboard the ship • The side of the ship
• The drop zone
21. 24. Rescue Boat • Serve as a command center for survival craft once they are in the
water. • When ship is evacuated, the main job of rescue boat is to tow lifeboats and
liferafts to safety and tie them together.
22. 25. PERSONAL LIFE-SAVING APPLIANCES
23. 26. • Lifebuoy – Made from buoyant material, do not require inflation – They can float and
support the weight of a person in the water. – Practically evenly distributed on the ship
and one shall be placed in the vicinity of the stern.
24. 27. • Self igniting lights • Self activating smoke signal • Bouyant Lifelines (8mm, 5k N)
25. 28. • Immersion Suit – Keeps the wearer warm and dry. – Conserves body heat while
allowing freedom of movements – Covers the body except face – Some are designed to
wear without a lifejacket.
26. 29. • TPA ( Thermal Protective Aid) – Designed to keep survivors warm and protected
against rain, wind and cold. – Helps to preserve body heat. – Can accommodate a
mother and a child.
 27. 30. • Life Jacket – Of 5 types – (must be approved of Solas) • Solid Life jacket and Fully
automatic life jacket
28. 31. Type I - Offshore Lifejacket, Type II - Near Shore Buoyant Vest, Type III - Flotation
Aid, Type IV - Throwable Device, Type V - Special Use Device This PFD is designed for
extended survival in rough, open water. It usually will turn an unconscious person face up
and has over 22 pounds of buoyancy. This is the best PFD

63.
Lifejacket , Immersion suit .

64. Forward masthead light , Aft masthead light , side lights , Stern light .

65. Galley fire -

On seeing a fire in the galley -

1) Shout ’ fire , fire at the top of your voice to alert others

2) Raise/ ring fire alarm .
3) Try to extinguish with appropriate portable extinguisher if
it is a small fire .
4) Otherwise close the compartment’s ventilation to restrict
the fire.
5) Muster in the emergency station .
6) Perform your tasks as specified in the muster list .

66. On hearing fire alarm or General Emergency alarm –

1) Put on your PPE & life jacket/ Immersion suit .
2) Rush to your muster station
3) Carry out tasks as specified in the muster list .

67. Following extinguishers are kept in Galley -

CO2 Type Extinguishers .

Dry Powder Extinguishers.
Wet Chemical
Fire Blanket

68.

c)Dry Powder Extinguisher - Flammable liquids, electrical equipment and flammable gases

d)CO2 Extinguisher - Electrical Fire , Flammable liquids

69.Fire Blanket
 Remove the fire blanket by pulling down sharply on the tabs hanging from the bottom
of the package.

Protect your hands.

Place the blanket over the fire. 

Turn off any heat source, such as a stove burner.

Leave the blanket in place for at least 15 minutes. 

 Fire blankets are generally stored in small bags with two white tabs hanging down. Pulling
on the tabs will quickly release the blanket, allowing for quick access in the event of an
emergency.

Protect your hands. You do not want any flame or smoke to hurt your hands. Roll the
corners of the blanket over your hands to protect them. You can also use flame retardant
gloves if you can get them on time to deal with the situation promptly.

Place the blanket over the fire. Once you have the blanket secured over your hands, place
it over the flames. Do not throw it, but lay it down gently. Start with the nearside of the flames
and move in. Throwing the bottom of the blanket on the far side first can cause flames to
creep up over the blanket, worsening the situation.

Turn off any heat source, such as a stove burner.

 If the flame was started by any heat source, such as an oven, stove burner, or
space heater, turn the heat source off. This will decrease the amount of time it takes
for the fire to suffocate.
 Expect some smoke to run through the blanket. This is normal. It is not a sign
the blanket itself is on fire or not working properly.

5
Leave the blanket in place for at least 15 minutes. Leave the blanket at the heat
source until flame is suffocated. This should take about 15 minutes. Do not attempt
to move or touch the blanket until it's cool again.
Call the fire department. Call the fire department. If you can't get the fire out yourself, you
need emergency assistance. Even if you do get the fire out, you need to contact the fire
department to make sure the flame is fully extinguished and there's no chance lingering
embers or heat could cause another fire .

70.
Chipping Hammer, Jet Chisel . Wire Brush

Angle Grinder with disc

Angle grinder with wire wheel Cup brush .

71. How to take sounding -

Onboard tanks – Sounding tape & water finding paste to be used to take sounding of the tanks .

In the sea – Hand lead line to be used to check the sounding in the sea .

72. Hand tool - a tool held in the hand and operated without electricity or other Power .

Machine tool - a tool operated with electricity or other power .

73. Garbage is disposed as per The Garbage Management Plan . It provides complete
guidelines for collecting, storing, processing, and disposing of garbage generated
onboard ship as per regulations provided in Annex V of MARPOL.

Disposal depends on type of garbage, Type of ship , distance from land etc .

74. Garbage disposal containers are coloured as per GARBAGE MANAGEMENT PLAN .

Normally following colour codes are used –

Plastic - Red

Food waste – Blue

Paper/ Can / Glass/ Dunnage – Yellow

Cooking Oil – Black

E waste ( Electronic waste) – Grey .

75. Following garbage can be disposed at sea subject to certain regulations –

Food waste

Cargo residues

Cleaning agents and additives.

Animal Carcass.
76.

Hot work permit & Risk Assessment prior performing any Hot work outside Workshop .

Enclosed space entry permit & Risk assessment prior entering any enclosed space .

 77.A basic first aid kit may contain:

 Plasters of different sizes and shape

 Sterile gauze dressings
 Sterile eye dressings
 Triangular bandages
 Crêpe rolled bandages
 Safety pins
 Disposable sterile gloves
 tweezers
 scissors
 Alcohol-free cleansing wipes
 Sticky tape
 thermometer
 skin rash cream, such as hydrocortisone or calendula
 cream or spray to relieve insect bites and stings
 antiseptic cream
 painkillers such as paracetamol , aspirin or ibuprofen
 cough medicine
 antihistamine cream or tablets
 distilled water for cleaning wounds
 eye wash.

It may also be useful to keep a basic first aid manual or instruction booklet
with your first aid kit.
Medicines should be checked regularly to make sure they're not expired .

Stretcher - a framework of two poles with a long piece of canvas slung between them, used
for carrying sick, injured, or dead people.