Rafaqat Ali Notes PDF

RAFAQAT ALI ORAL ( OOW )
International safety management code (ISM) ( MGN 40 )

The international management code is for safe operations of ships and for pollution prevention
was made mandatory in 1994 by the adoption of chapter 9 solas.
Provide international standard for the safe management and operation of ship and requires
companies to document and implement clear procedures ,standards and instructions for safety
management ashore and afloat.
KEY POINTS.
- PROVIDES INTERNATIONAL STANDARDS FOR SAFE MANAGEMENT AND

OPERATIONS TO SHIPS AND POLLUTION PREVENTION.
- PROVIDES SAFEGUARDS TO IDENTIFICABLE RISKS.
- IMPROVES SAFETY MANAGEMENT SKILLS.
- ENSURES COMPLIANCE WITH RULES AND REGULATION IS DONE
FUNCTIONAL REQUIREMENTS
- SAFETY AND ENVIROMENT POLICY MUST BE IN PLACE.

- PLANNED LEVEL OF AUTHORITY.
- PROCEDURE AND INSTRUCTION FOR SAFE OPERATION OF SHIPS.
- PROCEDURE FOR REPORTING ACCIDENTS AND NON-CONFORMITY.
SHIP OPERATIONS
- ADEQUATE PERSONAL SHOULD BE ONBOARD AND SEAFERERS SHOULD BE

QUALIFIED AND MEDICALLY FIT.
- PROCEDURES FOR SHIP FAMILARISATION AND IDENTIFYING TRANING
DEFICIENCY.
- SHIP PROCEDURES MUST BE WRITTEN DOWN.
- CHECKLISTS FOR SAFETY OF SHIP AND POLLUTION PREVENTION.
- PLANNED MAINTENANCE MUST BE IN PLACE.
- REPORTING SYSTEM IN PLACE FOR EMERGENCY AND NON CONFORMITY.
- PROCEDURES TO CONTROLS DOCUMENTS AND DATA RELATED TO SMS MUST BE
IN PLACE.
OBJECTIVES
 To ensure safety at sea.

 Prevention of human injury or loss of life .
 Avoidance of damage to the environment. In particular to the marine
environment and to the property.
PURPOSE
 Safe working practise.

 Safety of personals.
 Safety of ship.
 Safety of environment.
 Training of onboard personals for emergencies.
 Complies with mandatory rules and regulation.
 Guidance and standard recommended by organisation.
 Seek to improve safety management skills
 Establish safeguard to unidentifiable risks.
COMPANY
Company appoint the Designated Person Ashore (DPA)
C q43Designated Person Ashore (DPA)
Mca consider dpa role highly important and expect companies to

provide necessary responsibility ,authority and resources to dpa. He has the link between the
company and ship crew, And direct asses between the company`s highest management level and
ship`s if there is any emergency. We must report to DPA.he has responsibility for monitoring the
safety and pollution prevention aspects of the ship operations.
MASTER
Master responsible for the implementation of the safety and

environmental policy. Motivates the crew to observe the policy. Reviews safety management
system (SMS) and reports any deficiencies.
ISM Code.
Part A – IMPLEMENTATION
 Safety Management System (SMS)

Structured and documented system enabling personal to implement policies.
 Document of compliance (DOC)
Issued to the company.minimum 5 years validity .
 Safety Management Certificate (SMC)

After on board audit to ship certificate will Issue to the ship..validity 5 years.
Part B – CERTIFICATION AND VERIFICATION
Document of compliance (DOC)
Issued by flag state it is evidence that the company complies with

ISM Code.
It is valid only for the ship types that it lists.
If it is withdrawn the safety management certificate will also be withdrawn.
Audited annually by flag state.
A copy is held onboard the vessel.
Safety Management Certificate (SMC)
Issued to each individual ship after a onboard audit of SMS.
It is valid for 5 year.
Audit done in between 2nd and 3rd year.
Interim Document of compliance (DOC)
Valid for 12 months and issued to a newly established company.
Interim Safety Management Certificate (SMC)
Issued when a company takes on a new ship.
Issued when a ship changes flag.
Valid not more then 6 months.

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

1. Abandoning ship drill
2. man overboard drill
3. stranding or grounding drill
4. Fire drill
5. flooding drill
6. Main engine or emergency steering failure drill
7. collision drill
8. search and rescue drill
9. Rescue boat drill
10. Anti pollution drill
11. Security drill
HOW WOULD YOU TRAIN YOUR CREW ACCORDING TO ISM?
Ans: they should be Responsible for the implementation of the safety and environmental
policy and Motivate the crew to observe the policy reviews of safety management
system (SMS) and reports any deficiencies.
SAFETY OFFICIALS
EVERY SHIP MORE THAN 5 WORKERS SHOULD HAVE SAFETY

OFFICER,SHOULD HAVE SAFETY REPRESENTATIVE,SAFETY
COMMITTEE.
DUTIES OF SAFETY COMMITTEE
ENSURES THE CODE OF SAFE WORKING PRACTICES IS COMPLIED

WITH,SEEK TO IMPROVE THE STANDARD AND SAFETY AWARENESS
AMONG THE CREW,THE COMMITTEE MAY MAKE REPRESENTATIONS
TO THE EMPLOYER ON ISSUES REGARDING POTENTIAL HAZARDS AND
DANGEROUS OCCURANCE ONBOARD THE VESSEL,THE COMMITTEE
CAN REQUEST THE SAFETY OFFICER TO CARRY OUT INVESTIGATIONS
ON WORK PLACE HEALTH AND SAFETY MATTERS,THE COMMITTEE
CAN INSPECT THE SAFETY OFFICERS RECORDS,RECORDS OF ALL
SAFETY COMMITTEE MEETING SHOULD BE KEPT.
DUTIES OF SAFETY OFFICER
ENSURE CODE OF SAFE WORKING PRACTICES AND COMPANY HEALTH

AND SAFETY POLICIES COMPLIED WITH,SEEK TO IMPROVE THE
SAFETY AWARENESS AMONG THE CREW,INVESTIGATE
ACCIDENTS,DANGEROUS OCCURANCE,AND POTENTIAL
HAZARDS,INVESTIGATES HEALTH AND SAFETY CREW
COMPLAINTS,CONDUCT HEALTH AND SAFETY INSPECTIONS AT LEAST
3 MONTHS,KEEP THE RECORD BOOK OF ACCIDENTS AND DANGEROUS
OCCURANCE,STOP ANY WORK WHICH MAYBE DANGEROUS.
DUTIES OF SAFETY REPRESENTATIVES
CAN PARTICIPATE IN INVESTIGATION,CONSULTS ON HEALTH AND

SAFETY MATTERS WITH THE MASTER.
INTERNATIONAL SHIP AND PORT FACILITY SECURITY CODE

(ISPS)(2004)
1. Adopted to SOLAS chapter 11 Special Measures to Enhance Maritime Security.

2. Objective is to clearly define roles and responsibilities of port facilities, ships,
shipping companies and governments in order to enhance security on ship`s and port
facilities.
3. Ship security is essential in reducing the risk of terrorism, stowaways, piracy of drug
smuggling,
4. It prevent un-authorized entry to the port and ship`s.
5. Ship must carry on international ship security certificate, valid 5 years.
6. Every ship must have ship security assessment, which identifies any potential
weaknesses in the vessel structure and procedures regarding security.
7. All ship`s must carry a ship security plan,
8. Levels of security introduced. It is divided into three level
LEVEL: 1 ( All ship maintain normally )which is included 20% of search(normal)
In my last ship I was follow the ship security plan. Visitor and gangway log to
be maintained. All visitor ID card to be checked or all restricted areas and unattended space
are locked on ship. Make a security round every hrs and maintained a petrol watch as per
security plan.
LEVEL: 2 ( Enhanced Security level ) which is included 50% of search(heightened)
In my last ship I was follow the ship security plan. Visitor and gangway log to
be maintained. All visitor ID card to be checked or all restricted areas and unattended space
are locked in port. Pay attention to the offshore side of the vessel. Where potential
stowaways may attempt to onboard. Gangway attended by a reliable crew member.
Increased the security onboard and maintained a petrol watch as per security plan. Stores or
spaces excess should be carefully checked.
LEVEL: 3 ( There is a specify threat to the ship or port facility ) which is included 100%
of search .(exceptional)
 Level 3 is imposed when the probability of security threat to ship or port

authorities are highest or imminent and specific protective measures are to
be maintained.
 In level 3 all ship and port operations are stopped and frequent security
rounds and duties are carried out by both ship staff and port authorities. Boat
petrol are done by port state on the water side.

 No personal is allowed to access the ship without the authorization of port
state official.
 Only one access point is maintained on board at all time.
 Preparing a full search operation of ship or under water hull search operation
with port facility.
 Preparation for evacuation of ship by its staff.
 A declaration of security is undertaken between port state and ships
administration.
In this level stop all operation nobody can enter the ship or port heave up the
vessel gangway and follow the SSO or master instructions.
DECLARATION OF SECURITY
Establish contact between the port and ship.Detailing the specific security duties and
expectation of each port for the duration of the port call.
A security drill must be carried out at least every 3 month. If following a crew change more
than 25% of the crew.
Ship Security Officer ( SSO )
 Must have completed an approved ship security officer course (SSO).

 Undertakes regular security inspection of the vessel.
 Responsible for implementing the ship security plan and proposing any
modifications.
 Reports to the company security officer (CSO).
 Responsible for ensuring that all crews with specific security duties are trained.
 RESPONSIBLE FOR INCREASING THE CREW SECURITY AWARENESS,EACH CREW
MEMBER SHOULD KNOW EXACTLY WHAT SECURITY LEVEL THE SHIP IS
OPERATING ON AND WHAT TASKS THAT INVOLVES.
 RESPONSIBLE FOR RECORD KEEPING AND REPORTING ANY BREACHES OF
SECURITY OR NON-CONFORMITIES WITH SECURITY PLAN TO CSO.
COMPANY SECURITY OFFICER
-WILL ADVISE THE SSO ON THE LEVEL OF THREAT AT THE NEXT PORT.
-ENSURES ANY DEFICIENCIES OR NON CONFORMITIES REGARDING THE SHIP
SECURITY PLAN ARE DEALT WITH.
- PROVIDES SUPPORT TO THE SSO TO ENABLE HIM/HER TO CARRY OUT THEIR

DUTIES.
PORT FACILITIES SECURITY OFFICER(PFSO)

-ENSURES PORT FACILITIES SECURITY PLAN IS IMPLEMENTED.
-RESPONSIBLE FOR ENHANCING SECURITY AWARENESS WITHING THE PORT.

- LIASES WITH CSO AND SSO REGARDING THE LEVEL OF THREAT IN THE PORT.
MASTER
- ULTIMATELY RESPONSIBLE FOR THE SECURITY OF THE VESSEL.

- SHOULD COOPERATE WITH SSO.
- MUST HAVE DETAILED AWARENESS OF THE SHIP SECURITY
Assessment AND SHIP SECURITY PLAN.
CONTENT AND USE OF IAMSAR MANUAL
Purpose of iamsar
.
Search and rescue in uk
Coast guard are responsible for sar operations in u.k.
-They are split in 3 regions.each region has maritime rescue co
ordination centres.(mrcc)
- foreign search and rescue regions (srr)have a u.k liaision station.
- details of worldwide search and rescue regions contained in ALRS
VOLUME(5).
-once a distress has been initialised the mrcc will act as the search and
rescue mission coordinator (smc)whose duties will be.
1.responsible for the search and rescue.
2.responsible for allocating resources
3.SMC will appoint on scene coordinator.(mission coordinator)
4.SMC gathers all current and future weather information.
5. initiate broadcasts through vhf,mf,hf,navtex,satcom as appropriate.
6. ensure good communications throughout.
7.liase with media.
If more than one unit is being used in rescue the smc will normally
appoint an on scene coordinator..the osc will be marine unit with
excellent communications such as passengers vessel. Their duties will
include.
1. Receiving instruction from the smc.
2. Co ordinate the units involved in the search and issue them
instructions.
3. Informing the smc of any modification to the search plan if
appropriate,’
4. Inform the smc when arrive or leave the search and whether any
additional units are required.
IAMSAR ( International Aeronautical and Maritime Search and Rescue Manual)
It is published jointly by IMO (International Maritime Origination ) and International

Civil Aviation Organization ( ICAO)
There are three volumes of the IAMSAR Manual and they provide guidelines for the co-
ordination and organization of marine and air facilities in a search and rescue scenario.
VOLUME-1: Organization and Management
Not use onboard
VOLUME-2: Mission Co-ordination
Not use onboard
VOLUME-3: Mobile Facilities
Mobile Facilities
Carried onboard aircraft and ship.
Mandatory for carriage onboard ship.
Provides assistance in helping perform a search and rescue.
Provides information on the role of on-scene co-ordinator.
In mobile facilities there are 4 section and additional appendices.
SECTION-1: Overview
It provides guidance to who operate aircraft,vessels of other craft and

who may be called upon to use the facility to support sar operations.
-May need to perform on scene coordinator functions for multiple
facilities in the vicinity of distress situation.
- -Experience actual or potential emergencies and may require
searce and rescue assistance.
o Responsibilities and obligations(duty)
Responsibility to render assistance to a distress vessel or aircraft
are based on humanitarian consideration and established
international practice. Specific obligation can be found in several
conventions.
1.annex 12 i.c.a.o
2. regulation v/33 of the solas.
o SAR COORDINATION(3 levels)
1.ON SCENE COORDINATOR (o.s.c)
When one or more sar facilities are working together on the same
mission ,one person need to coordinate the activities.mission
coordinators designates osc who will be incharge of search and
rescue unit(s.r.u),nearby to handle osc duties.
2.SAR MISSION COORDINATOR(s.m.c)

Sar operations is carried out under guidance of s.m.c. smc may
have staff and his duties is to obtain and evaluate all data on
emergency ,plot areas to search and decide on methods and
facilities to be used.,issue progress reports ,makes final reports etc.
3. SAR COORDINATOR.(sc)
Top level of sar managers and have responsibility for staff,euip and
manage the sar system,developing sar policies and coordinating
sar training.
- NATIONAL AND REGIONAL SAR SYSTEM ORGANIZATION
This helps to define who is responsible for coordinating responses to distress situations
in every area of the world.(search and rescue regions)
-Ship Reporting System and vessel tracking

It enables smc to quickly identify vessel in vicinity of a distress
situation ,knows how to contact the vessel,reduce the response
time to provide assistance.
-AMVER Automated Mutual Assistance Vessel Rescue System
No charge to use amver,it is world wide system operated to

support sar and make info availableto all rcc.(rescue
coordination centre)
- AIRCRAFT REPORTING SYSTEM

Rely on ats(aircraft traffic services)
- UNDERWATER SEARCH AND RESCUE.
SECTION-2: Rendering assistance
 Initial action by assisting craft

Vessels assisting a distress call or signal from another vessel at sea
,distress call from aircraft.
Immediate action should be acknowledge receipt of message (dsc)
Information gather such as(position,identity ,call sign and
name,person onboard nature of distress type of assistance victims
etc.
Watch on frequencies (2182khz ,156.8 mhz fm(ch.16) for vessel
distress,121.5 mhz for aircraft distress
Ships must have gmdss, dsc radios,navtex ,safety nets vhf hand
held,epirb,sart etc.
Use all means to know the location of aircraft (call sign, name etc)
Such as radar plotting, ais,gnss etc.,
When proceeding area of distress establish communication on area
of distress,estimate eta to the distress site .
=Onboard preparations
The vessel who is going to assist on scene should have equipment
ready such as life saving and rescue equipment,signalling
equipment etc,vessles who are not assisting should make entry on
log book,report to sar that they are not proceeding to assist.
Aircraft assisting may receive distress signal from epirb etc ,there
action should relay on mayday to give assistance to person airraft
etc.when proceding to area of distress prepare to assist the distress
craft such as navigation equipments,communication etc.
Sart and mob display 12 dots on x band radar.
 SEARCH FUNCTIONS
Mission coordinator have search action plan,own search planning
search pattern on scene radio communication ,visual
communication.
 RESCUE FUNCTIONS
Plan prepared by mission coordinator and should consider
situation,rescue area,execution,coordination communication and
reports.
Plan of rescue should have time ,day,sea conditions,no. Of
survivors,etc.for rescue helicopters uses rescue slings double lift
method,basket etc. Helicopters ,aircrafts used.in short(care of
survivors should be done with deceased persons.
--other assistance(the purpose of escort service is to min. Delay in

reaching of distress
-- training
SECTION -3: On-board coordination
 Co- ordination of search and rescue operation

 Communication
 Planning and conducting the search
 Conclusion of search
SECTION-4: On – board emergencies
 Distress ALERT NOTIFICATION

 Medical Evacuation
 MAN overboard
 Ship emergencies at sea
 Aircraft emergencies
SECTION 5 MULTIPLE AIRCRAFT SAR OPERATIONS
APPENDIx- A: Regulation v/33 of the international convention for the safety of life at
1974, as amended.
APPENDIx-B: search action message
APPENDIx-C: factors affecting observer effectiveness
APPENDIx-D: standard format for seach and rescue situation report (SITREP)
APPENDIx-E: SAR briefing and debriefing form.
APPENDIX-F OWN EMERGENCY
APPENDIX-G RENDERING ASSISTANCE
APPENDIX H MULTIPLE AIRCRAFT SAR OPERATIONS
WHAT ARE THE DIFFERENT SEARCH PATTERNS

Ans: There are many searches including
Establishing the datum,
__Last reported position and time of distress.
__time interval between the last report and the sar facilities
__ an estimate how the distress crafrt will move over the water surface this is known as drift and there
are two items to be considered that is 1. Leeway (the craft will move downward dependent on the
wind speed) 2. Total water current,an estimate of the set and drift at the scene.
 The datum position is found by plotting the last known position and applying the
direction of the drift and speed of drift.
(i) An Expanding Square Search(search will be in small area and conducted by one vessel
from datum.)
When location of search object is known within close limits,starts from datum position and of
search is in 2miles)
(ii) A sector Search(best when search area is small and datum is accurate)marker may be
dropped at the datum to use as a reference.
Used to search in circular area centred on a datum point,carried by one vessel.
(iii) (track line)
It is used when aircraft or vessel without a tracealong a known route,search may be along
intended track once on each side ,do not return.
(iv) A Parallel search with one or more vessels
Used to search large area when survivor loacation is uncertain,it is usally used when a
large search area must be divided into search facilities.,search legs are parallel to each
other and to long sides of sub area.
(v) A 90o parallel search with one vessel (Used by oilrig’s and is very effective)
(vi) Contour search
Used area around mountains and valleys,started from high peak to low,altitude 150 to
300m.
And creeping line search,
STCW-95
( Standard of Training Certification and Watch Keeping for Seafarers )
It is IMO Convention also published by the MCA and implement in Training and certification
regulation.
Person who has a STCW-95 Course certification he has to proof of compliance of IMO that
means I am a white list.
Five main area where STCW-95 affects the ship.
1. Shipboard familiarization
.seafarers must be familarised with their specific duties and the shipboard
arrangements.the ship familarisation tour is carried out as soon as practical after a
seafarer has joined the vessel.among the areas covered are ,location of muster
stations and emergency equipment,procedures for routine and emergency
drills,name of the safety officials onboard,procedures for accident reporting.
2. Hours of work
Watch keepers must have a minimum of 10 hours rest in a 24 hour period and 77
hours in any 7 day period. Rest hours divided into 2 periods one at least 6 hours long
between two periods and other should not exceed not more than 14 hours. At time
of emergency hours can be extended and all the worked hours should be recorded
on log book and keep inspection for port stat control.
3. Training
Under stcw 95 training for bridge watchkeepers in the use of arpa,ecdis,ais and in
bridge simulators is mandatory.
4. Medical
Medical standards were implemented under stcw 95 and modified in2011.every
seafarer must hold an eng 1 medical certificate and are valid for 2 years.
The mca publishes a list of approved practitioners who can issue the eng 1.
5. Certificates
Stcw 95 also stated the classes and restriction on certicates issue by an authority.
RISK ASSESSMENT
Risk assessment is an examination of the potential sources of harm in an operation and
minimize or eliminate these potential sources.
Hazard- a source of potential harm or damage . a situation with potential for harm or
damage.
Risk- the likehood of hazard occurring and what the concequencies of this would be.
When there is no existing risk assessment in place for task then an assessment should be
carried out prior to the work commencing.all risk assessment should be reviewed
periodically to take account of any change of procedure or equipment.
The aim of risk assessment is to reduce accidents.
Assessment should be carried out for all work activities onboard the ship.
Assessment should cover activities where there is foreseeable element of risk attached.
The company is responsible to ensure that risk assessment has taken place.
A responsible person with suitable experience should carry out the assessment.
Risk assessment there are 4 processes to go through.
1. Classify work activities

Work activities should be grouped in a logical order and information gathered about
them eg. Working over ship side.what deparment is responsible for?where exactly
work be carried out)what activity will take place.
2. Identify the hazards
Is there a source of harm ?who could be harmed ?how could harm happen?
3. Determine the risk

How severe the result of any harm be?how likely is it will happen?
4. Decide if the risk is tolerable
Risk are estimated on the consequences of the harm occurring and the likelihood of
it happening.
Where you find risk assessment?
Sir find the risk assessment in Code of safe work procedure ( COSWP ) SECTION: 1 Safety
Responsibility and shipboard management ( chapter 1) and MGN 20
International Maritime Danger Goods ( IMDG )
It is mandatory after 1st of July 2004.
Purpose of IMDG is to protect crew members and to prevent marine pollution in the safe
transportation of hazardous materials by vessel.
Principal of IMDG
The IMDG code lays down basic principles for the stowage, segregation
and caring of dangerous substances in sea. It also lays down recommendation for
emergency response during incidents involving dangerous goods.
IMDG code consist of two volumes and with a supplementary volume
Segregation terms----away from(3 metre horizontally),seprated from(6 metre

horizontally),seprated complete compartment(12 metre),seprated longitudinally(24
metre)
VOLUME 1
 General provision
 Classification
 Packing and tank provision
 Consignment procedure
 Construction and testing of packing
 Transfer operation
The carriage of d.g in packaged form shall comply with the relevant provisions of imdg
code,each ships carrying d.g in packaged form shall have a special list,manifest,or
stowage plan setting in acc. With the relevant provisions of the imdg code.when an
accident takes place involving the loss overboard of d.g in packaged form in the sea the
master or ther person having the charge of the ship shall report the particulars of such
incident without delay and to the fullest extent to the nearest coastal state.
VOLUME 2
 Dangerous goods list in tabular form

 Limit quantities exception
 The index
 Appendices
SUPPLEMENTARY VOLUME
EMS Guide ( Emergency procedure guide )

MFAG ( Medical first aid guide)
Reporting procedure
Safe use of pesticide
INF Code
CERTIFICATES
 Dangerous goods manifest.

 Hazardous waste manifest.
 Emergency response information.
 Documents of compliance.
The proper shipping name of the material carried.
 The UN number
 Hazard class
 Packing group
 Subsidy risk
 Marine pollutant
 Number of packages
 Flash point
 IMDG Code or other local regulations.
Classes of dangerous cargo:
Class 1 : explosives
Class 2 : gases compressed, liquefied or dissolved under pressure.
Class 3 : inflammable liquids.
Class 4.1 : inflammable solids.
Class 4.2 : inflammable solids or substances liable to spontaneous combustion.
Class 4.3 : inflammable solids or substances which when in contact with water emit
flammable gases.
Class 5.1 : oxidising substances.
Class 5.2 : organic peroxides.
Class 6.1 : poisonous toxic substances.
Class 6.2 : infectious substances.
Class 7 : radio active substances.
Class 8 : corrosives.
Class 9 : miscellaneous dangerous cargo which presto a danger not covered by other
classes
Documents consulted stowage location and securing
Imdg code,doc,dangerous goods declaration,cargo securing

manual,cargo stowage and securing code.
---duties of oow when pallets of d.g are being loaded
Ensure d.g declaration is on board,ensure packing certificates are

onboard,proposed stowage in acc. With imdg sepration and
segregation,dg have correct labels and placards,cargo securing
manuals req. Met,d.g manifest details correct,ems info.
Available,bayplan updated to show location of dg,correct signals
displayed.
Responsibility when carrying d.g on board ships
Ship should have valid document of compliance,no. D.g cargo loaded

unless correctly packaged and labelled,no d.g goods loaded until
documentation giving full details of the cargo has received on
board,all dg cargo to be stowed and segregated in acc. With the req. Of
imdg, a d.g manifest/stowage paln must be complied onboard and
updated at each port,sufficient emergency equipment,protective
clothing and medical stores must be carried on board to deal with any
incident relating to the d.g carried.,all officers onboard must be aware
of ems and mfag relating to dg carried,there should be approved cargo
securing manual.
Code of Safe Working Practice (COSWP)

(These regulation shall apply to all UK ship)(2015)
Coswop is published by (m.c.a) to improve health and safety onboard and addressed to
everyone on a ship regardless of rank or rating and those ashore responsibility for
safety .guidance statutory obligations should be fulfilled.the code provides guidance on
safe working practices for many situations that commonly arise on ships,and the basic
principles can be applied to many other work situations that are not specifically
covered.it should be considered guide to safety and to reduce number of accidents.
Appendix 1—regulations,marine notices,guidance by mca
Appendix 2—other sources of information
Appendix 3—standards and specification referred in this code
Appendix 4—acknowledgement.
Coppies of the current edition must be carried on all UK ships other then F. V/L and
pleasure craft coppice made available to any seaman in ship.
In accordance with merchant shipping (COSWP) regulations 1998, there should be

always be an adequate number of copies, for master, safety officer and any number of
safety committee to have this own,(coswop is not a law but gives advice on compying
with the law and some law require its use.
33, chapters(chapter 1—managing occupational health and safety(risk

assessment),chapter2—safety induction,chapter 3---living onboard,chapter 4---
emergency drills and procedure,chapter 5—fire precautions,chapter 6---security
onboard,chapter 7----health surveillance,chapter8—personal protective
equipment,chapter 9---safety signs and their use,chapter 10—manual
handling,chapter11---safe movement onboard ship,chapter12---noise,vibrations
and other physical agents,chapter 13---safety officials,chapter14---permit to work
systems,chapter 15---entering dangerous(enclosed space),chapter 16—hatch covers
and access lids,chapter 17---work at height,chapter 18—provision ,care and use of
work equipment,chapter 19---lifting plant and operations,chapter 20—work on
machinery and ,power systems,chapter 21---hazardous substances and
mixtures,chapter 22---boarding arrangements,chapter 23---food preparations and
handling in the catering department,chapter 24—hot work,chapter 25---
painting,chapter 26—anchoring ,mooring and towing operations,chapter27---roll
on/roll off ferries,chapter 28—dry cargo,chapter 29—tankers and other ships
carring bulk liquid cargoes,chapter 30—port towage industry,chapter31—ships
serving offshore oil and gas installations,chapter 32---ship serving offshore
renewable,chapter 33--ergonomics
MARPOL
International convention for prevention of pollution from ship
Marpol was signed in 1973.MARPOL 73/78 is the International Convention for the Prevention of Pollution from Ships,
1973 as modified by the Protocol of 1978. ("MARPOL" is short for marine pollution and 73/78 short for the years 1973 and
1978.)
. MARPOL 73/78 is one of the most important international marine environmental

conventions. It was developed by the International Maritime Organization in an effort
to minimize pollution of the oceans and seas, including dumping, oil and air pollution.
The objective of this convention is to preserve the marine environment in an attempt
to completely eliminate pollution by oil and other harmful substances and to minimize
accidental spillage of such substances.
There are 6 Annexes in MARPOL.
ANNEX: 1 Regulation for the control of pollution by oil.
Chapter 1-general,chapter 2-survey and certification,chapter3-requirements for machinery

spaces of all ships,chapter 4-requirements for the cargo area of oil tankers,chapter 5-
prevention of pollution arising an oil pollution incident.,chapter 6—reception
facilities,chapter 7-special requirements for the fixed or floating platforms,chapter8-
prevention of pollution during transfer of oil cargo between oil tankers at sea.,chapter 9---
special req. for the use or carriage of oils in the antartic area.
ANNEX: 2 Regulation for the control of pollution by Noxious Liquid substances.
Chapter1—general,chapter2—category of noxious substances,chapter3—surveys and

certifications,chapter4—design,construction,arrangement and equipment.,chapter5—
operational discharges of residues of noxious liquid substances.,chapter6—measure of
control by port states,chapter7—prevention of pollution arising from an incident involving
noxious liquid substances.,chapter8---reception facilities.
ANNEX: 3 Regulation for the prevention of pollution by Harmful substances carried by

sea in packaged form.
There are 8 regulations in annex 3 with appendix.
ANNEX: 4 Regulation for the prevention of pollution by Sewage from ship.
Chapter1—general,chapter2—surveys and certifications,chapter3---equipment and control

of discharge,chapter4---reception facilities,chapter5—port state control.
ANNEX: 5 Regulation for the prevention of pollution by Garbage from ship.
There are 9 regulations with appendix.
ANNEX: 6 Regulation for the prevention of Air pollution from ship.
Chapter 1—general,chapter2—survey,certification and means of control,chapter3—

requirements for control of emission from ships.
For vessel other then tanker.
o Proceeding on voyage.
o Ship outside a special area.
o Oil content not to exceed 15ppm
o Oil discharge filtering and monitoring system fitted.
For tanker.
 Tanker proceeding on voyage.

 Tanker outside special area.
 More than 50 miles from nearest land.
 Oil content less the 30 liters per mile.
 Total quantity discharged is less than 1/30000 of previous cargo.
Oil special areas
 Antarctic Area
 Baltic Sea
 Black Sea
 Mediterranean Sea
 Red Sea
 Gulf Area
 Gulf of Aden Area
 Gulf of Oman
 Southern South Africa Area
Garbage special areas
 Antarctic Area
 North Sea
 Wider Caribbean
 Baltic Sea
 Black Sea
 Mediterranean Sea
 Red Sea
 Gulf of Aden Area
Noxious liquid special areas
 Antarctic Sea
Air pollution special areas
o North Sea(sox)
o Baltic Sea (sox)
o North America(sox and pm)
o Us caribean sea(sox and pm)
Entries made in Oil record book Part 1 and Part 2?
(As per Regulation for the control of pollution by oil.)
Ans: ENTRIES IN OIL RECORD BOOK PART 1(ONE) MACHINERY SPACE OPERATION
ALL SHIP:
i) Ballasting or cleaning of fuel oil tanks.

ii) Discharging of dirty ballast or cleaning water from fuel oil tanks.
iii) Collection and disposal of oil sludge.
iv) Discharging overboard bilge water.
v) Condition of oil discharge monitoring and control system.
vi) Bunkering fuel or lubricating oil in bulk.
vii) Accidental or other exceptional discharge
viii) Procedure ad remarks
OIL RECORD BOOK PART II(two) cargo/ ballast operation tankers:
i) Loading of oil cargo.

ii) Internal transfer of oil cargo
iii) Ballasting of cargo tanks.
iv) Ballasting of dedicated clean ballast tank.(CBT tankers only)
v) Cleaning of cargo tanks including crude oil washing.
vi) Disposal of residues
vii) Discharge of ballast from cargo tanks.
viii) Discharge of ballast from clean ballast tank(CBT tankers only)
ix) Accidental or other exceptional discharge of oil.
------------------------------------------------------------------------------------
Reference:
Annex 1 MARPOL 73/78 regulation 26
MGN 11O
WHAT ARE THE CONTENTS OF S.O.P.E.P MANUAL?
Ans: SOPEP ( ship board oil pollution emergency plan):
i) Ship (tanker 150 GRT or other cargo 400 GRT) must have SPOEP.
ii) Ship carry MARPOL annex II (noxious liquid sunstone) combines in one
document ship board marine pollution emergency plan (SMPEP)
Plan should be simple consisting of a series of checklists and flowcharts.
The plan should guide the master through the decisions and action required in
responding to an incident.
The plan should assist the crew in taking steps to minimize any discharge of oil.
Mandatory content :
 The procedure to be followed by the master in the event of

an oil pollution incident.
 A list of authorities and persons to contact in the event of an oil pollution
incident.
 Detailed procedure of action to be taken by the ship crew in order to reduce and
stop the flow of oil from an incident.
 The procedures and contact details of the command centre on the bridge for co-
ordinating national and local pollution control centres.
Non- Mandatory content.
 Plan and diagrams of the ship.

 Oil spill response equipment carried on the vessel.
 Procedure for dealing with the media.
 Procedure for record keeping.
 Details of drills.
SOPEP EQUIPMENT?
Ans:. PLASTIC DRUM. SHAVEL, SAW DUST, FIRE EXTINGUISHER. RUBBER BOOT,
ABSORBING PAD, HELMET, BROOM, WINDLASS PUMP,
-------------------------------------------------------------------------------
GARBAGE MANAGEMENT PLAN

(As per Regulation for the prevention of pollution by Garbage from ship.)
 Every ship of 400 GRT and above and every ship certified to carry 15 person and
above shall have a garbage management plan.
 Plan shall provide procedures for collection, storage, processing and disposing of
garbage. Including the use of equipment on board.
 It also designate the person in charge of carrying out the plan.
 Shall be written in working language of crew.
 Shall be prepared in accordance with requirement of merchant shipping regulation
and IMO ( MARPOL, Annex 5 ).
GARBAGE
Garbage includes all kind of food domestic and operational waste.
 Plastic ( No discharge anywhere )

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

Entries in Garbage Record Book, shall be made on each of the following occasion.
1. When Garbage discharged into the sea.

 Date and Time of discharge
 Position of ship, lat and long
 Category of Garbage discharged
 Estimated amount discharged for each category in m3
 Signature of officer of the operation
2. When Garbage is discharged to shore or other ship.

 Port facility or name of receiving ship
 Category of Garbage discharged
3. When Garbage is incinerated.

 Position of ship, lat and long
4. Accidental or exceptional discharge of Garbage.

 Date and Time of occurrences
 Port or position of the ship at time of occurrence
-------------------------------------------------------------------------
AIR POLLUTION
AS PER MORPOL ANNEX 6
(Amendment in 01/07/10 for all ship)
It is set limits for emission of No2 and So2 from the ship exhaust. It’s set a maximum level of
3.5% of So2 content in the fuel oil used on ship and it set 1.0% of So2 content in the full oil of
the ship in special emission control areas Baltic sea and North sea. North sea in port limits
0.4%
International Maritime Organisation (IMO)
Purpose
To improve the safety of navigation in areas. When the density of traffic is more and in
restricted sea room. Also preventing or reducing the risk of pollution or other damage to the
environment.
IMO Conventions
1. International convention for safety of life at sea. ( 1984)
2. International convention for load line.(1966)
3. Convention of the international regulation for the prevention of collision at sea.(1972)
4. Convection of international standard of training and certification and watch keeping for
seafarers. (1978)
5. MARPOL (73/78)
6. Salvage operation
IMO Ship Routing Guide

PART: A General provisions
PART:B Traffic Separation Scheme (TSS)
PART:C Deep Water Routes
PART:D Areas to be avoided
PART:E Other Routeing Measures
PART:F Associated Rules And Recommendation
PART:G Mandatory Reporting System
PART:H Adoption designation and substitution

SHIP REPORTING SYSTEMS
UK ships must comply with IMO adopted reporting systems.
The purpose of ship reporting schemes is to regulate and monitor traffic in areas of particular
high density of shipping.
Also be adopted in areas particularly sensitive to the environment .
Help of safety. Efficiency of navigation. Protection of the environment.
UK ships must comply with mandatory ship reporting schemes adopted anywhere in the world.
Reports should be shore-based when entering or leaving the scheme.
Reasons for not reporting e.g. failure of radio communications equipment should be entered in
the ships logbook.
References:
SOLAS chapter 5 (safety of navigation ) regulation 11
Admiralty list of radio signals
Admiralty chart
MGN O58, MGN 128, MGN 153
IMO SHIP ROUTINE CHARTS

Routine chart divided in five ocean.
1. Indian Ocean
2. North Pacific Ocean
3. South Pacific Ocean
4. North Atlantic Ocean
5. South Atlantic Ocean
Every month 1 chart each ocean or every year 12 charts each ocean and total 60 routine charts
Information in routine chart .
 Barometric pressure
 Monthly weather information
 Wind rose
 Gale warning
 Ice information
 Recommended route and distant (not used for navigation )
 Load line zone information
 Sea currents
Contents of SOLAS(1974)
he International Convention for the Safety of Life at Sea (SOLAS) is an international maritime treaty which
requires Signatory flag states to ensure that ships flagged by them comply with minimum safety standards in construction,
equipment and operation
1. General Provision .
2. PART : 1 Construction ( subdivision and Stability, Machinery and Electrical
installations).
PART: 2 Construction ( Fire protection, Fire detection, and fire extinction ).
3. Life-saving Appliances and Arrangements.
4. Radio Communications.
5. Safety of Navigation.
6. Carriage of Cargoes.
7. Carriages of Dangerous Goods.
8. Nuclear Ships.
9. Management for the safe operation of ships.
10. Safety measures for High-speed Craft.
11. Special measures to enhance maritime safety.
12. Additional safety measures for bulk carriers.
Appendix certificates
Part 2 annex 1(certificates,documents required to be carried onboard ships)
Annex 2 (list of resolution adopted by the solas conferences)
SOLAS TRAINING MANUAL:
Shall be provided in each crewmess room ,recreation room and bridge
the following shall be explained in details
1. Donning of lifejacket, immersion suit and anti exposure suit.

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

Content of Cargo Securing Manual are as follows:
I) General
II) Principal of safe storage and securing of cargo
III) Standardize storage & securing
IV) semi Standardize storage & securing
V) Non Standardize storage & securing
VI) Action may be taken in heavy whether
VII) Action may be taken once cargo has been shifted.
(SOLAS requires ships of 500 tons over are required to carry cargo securing manual & to
have a “ship specific cargo securing manual” approved by FLAG state.)
Content of chain register?
Ans: CHAIN REGISTER: provides details of only Anchor Chain Certificates.
i) Length of cable, no of shackles

ii) Diameter of link
iii) Length of a shackle
iv) Certificates.
Ans: CHAIN REGISTER: provides details in chain register.
1. Test and thoroughly examination of lifting gear

2. Test and thoroughly examination of derricks used and union purchase
3. Test and thoroughly examination of wire rope
4. Test and thoroughly examination of lose lifting gear
CARGO RECORD BOOK
ANS: Every ships to which annex ii (regulation for the control of pollution by noxious
liquid substance in bulk) applies shall be provided by with cargo record book.
In which following shall be recorded:
 Loading of cargo
 Internal transfer of the cargo.
 Unloading of the cargo.
 Cleaning of cargo tank
 Discharging into the sea of tank cleaning
 Ballasting of cargo tank.
 Discharge of ballast from cargo tanks
 Accidental or other exceptional discharge
 Control by authorised surveyors
 Additional operational procedure and remarks
GRAIN REGULATIONS
ANS: GRAIN REGULATIONS (IMO 240 E) (MSN-1253)
GRAINS: Wheat, corn, rice, pulses, seeds, oats etc.
Minimum stability requirement:
1. No more than 12 degree list after assumed shift of grain. Full compartment-
grain shift-15 degree, partly filled compartment-25 degree grain shift.
2. Initial GM of 0.3 m.
3. Upright before sailing.
4. A minimum residual stability as specified
Angle of flooding 40 degree, 0.075 m radius.
Every ship intended to load grain should have:
1. Document of authorization.
2. Grain loading manual.
3. International code for the safe carriage of grain-IMO 240 E
WHAT INFORMATION YOU GET IN MARINERS HANDBOOK –NP100
The information found in the Mariner's Handbook are as follows :-
• World map of areas / list of volumes which are covered by the Sailing Directions.
• Preface, list of diagrams and abbreviations.
• Chapter 1 : Charts, books, system of names, IHO and IMO (navigational information, charts &
diagrams, supply of charts, navigational warnings, Admiralty Notices to Mariners, Upkeep of
chart outfit, books, system of names, IHO and IMO)
• Chapter 2 : The use of charts and other navigational aids (position fixing, lights, fog signals,
buoyage, echo soundings, squat and underkeel clearance)
• Chapter 3 : Operational information and regulations (Obligatory reports, Distress & rescue,
Tonnage & loadlines, National limits, Vessels requiring special consideration, Ship's routeing,
Vessel traffic management, Exercise areas, Minefields, Helicopter operations, Pilot ladders,
International port traffic signals, Offshore oil & gas operations, Submarine pipelines & cables,
Overhead power cables, Pollution of the sea, Conservation and Historic & dangerous wrecks)
• Chapter 4 : The sea (Tides, Tidal streams, Ocean currents, Waves, Underwater volcanoes &
earthquakes, Density/salinity/colour of the sea, Submarine springs, Coral, Sand waves and Local
magnetic anamolies)
• Chapter 5 : Meteorology (General maritime meteorology, Weather routeing of ships, Abnormal

refraction, Aurora, Magnetic and ionospheric storms)
• Chapter 6 : Ice (Sea ice, Icebergs and Ice glossary)
• Chapter 7 : Operation in polar regions and where ice is prevalent (Polar regions, Approaching
ice, The Master's duty regarding ice, Ice reports, Ice accumulation on ships, Operating in ice,
Icebreaker assistance and Exposure to cold)
• Chapter 8 : Observing and reporting (Hydrographic information and Rendering of information)
• Chapter 9 : IALA Maritime Buoyage System • Annexes, Glossary and Index.

List the titles of the main sections of the Weekly Notices to Mariners.
Section I : Explanatory notes,
Section II : Updates to standard navigational chart
Section III : Reprints of Radio Navigational Warnings.
Section IV : Corrections to Admiralty Sailing Directions.
Section V : Corrections to Admiralty List of Lights and Fog Signals.
Section VI : Corrections to Admiralty List of Radio Signals.
SECTION VII:AMENDMENTS TO OTHER NAUTICAL PUBLICATIONS.
SECTION VIII: AMENDMENTS TO DIGITAL PUBLICATION.
Admiralty List of Radio Signals
VOLUME: 1 Coast Radio Stations

(global marine comm..
systems(swisscom,globarstar,inmarsat,iridium.),(ship reporting
systems),(piracy and armed robbery reporting procedures),(list of shore
based mmsi number),(maritime public correspondence stations)
VOLUME: 2 Radio Aids to Navigation,satellite navigation system,legal
time,radio time signals,electronic position fixing systems
(list of al direction finding systems,list of all radar beacons,satellite system
explained,list of beacons transmitting dgps beacons,daylight saving times
and dates,time signal broadcast details,electronic position fixing systems
details),(list of ais stations),
VOLUME: 3 Maritime Safety information Services
(maritime weather services,maritime safety information
services,worldwide listing of navtex stations,submarine and gunnery
warning details)
VOLUME: 4 Meteorological Observation stations
Worldwide met. Observation stations listed
VOLUME: 5 Global Maritime Safety and Distress System (GMDSS)
(global comm.. req. For distress,solas complaintguide for,diagram showing
worldwide operational dsc ranges),(area showing via diagram radio nav.
Warnings),(vhf ,mf,hf,dsc list of coast stations for sea area),search and
rescue.
VOLUME: 6 Pilot Services
Detailed pilot information,global vessel traffic service,diagram showing
reporting points,pilot boarding areas and ports)
Cumulative Notice to Mariner
Cumulative notice to mariner comes every January and July. And it keeps recoded for
last tow year chart corrections and latest issue date for each chart.
Annual Summary Notice to Mariner
Annual Summary Notice to Mariner in force as of January 1st .

Published in the beginning of each year contains all admiralty temporary &
preliminary notices(more important) & correction s to admiralty to sailing
direction & also contains permanent information on radio message, navigational
warning & distress & rescue at sea & exercise area fire practice , ukc national
claims to maritime, TSS, US navigation safety regulation, information of carriage
of publications & charts
State the contents of Summary of Annual Notices to Mariners.

1. Admiralty tide tables - Addenda and corrigenda.
2. Suppliers of Admiralty chart and publications.
3A. Official messages to British flagged Merchant ships - GBMS.
3B. Official radio messages to Merchant ships - The allied MERCOMMS
System.
4. Distress and rescue at sea - Ships and Aircrafts.
4A. Distress and rescue - ships position and reporting system.
4B. AMVER
5. Firing practice and exercise areas.
6. Former Mine Danger areas, swept routes.
7. UK and USSR (former) - Mutual safety procedures for Military units.
8. Submarine information.
10. Minelaying and mine counter measures exercises.
11. North Atlantic Ocean weather ships.
12. National claims to Maritime Jurisdiction.
13. World-Wide Navigation Warning Service and World Meteo Organisation.
14. Availability of Notices to Mariners.
15. UK allowance.
15A. Negative storm surge.
16. Protection of Historic and Dangerous wrecks.
17. Traffic Separation Schemes.
17A. Ship reporting system - (AIRS) Automatic Ship Identification and
Reporting System.
18. Carriage of Nautical Publications.
19. Satellite Navigation system Position and BA charts.
20. Protection of Offshore installations.

21. Canadian Charts and publication regulations.
22. US Navigation safety regulations relating to Navigation charts and publications
SAILING DIRECTIONS
1. Details of coast
2. Off lying features
3. Tidal streams
4. Information about channel and harbours
5. Buoyage systems
6. Navigation hazards
7. Pilotage
8. Port facilities
9. Seasonal currents
10. Local weather information
NAUTICAL ALMANAC
1. Altitude correction tables for Sun Stars and planets
2. Altitude correction tables additional corrections
3. Planet notes and diagram
4. Daily pages, Ephemerides of Sun, Moon, Aries, and planets, sunrise, unset,
twilight, moonrise, moonset,
5. Standard times
6. Star chart
7. Star: ghA and Dec.
8. Polaris (pole star) table
9. Conversion of arc to time
10. Increments (sun, planets, moon, aeries)
CODING AND DECODING
Coding and decoding as per International of Signals
1. Distress Emergency
 Assistance
 Disabled
 Distress
 Search and rescue
2. Casualties Damage
 Collision
 Damages
 Fire
 Towing
3. Aids to Navigation
 Bearing
 Dangers to Navigation
4. Maneuvers
 Ahead – astern
 Alongside
 Anchoring
5. Miscellaneous
 Cargo – Ballast
 Crew
6. Meteorology – weather
 Clouds
 Gale – Storm – tropical storm
 Wind
7. Routing of ship
8. Communications
 Acknowledge
 Calling
9. International sanitary regulations
 Practical messages
What is Port State Control & Flag State Control?
PORT STATE CONTROL:
It is a authority which has right to visit foreign vessel visiting

their port, anchorage, offshore installations regarding upkeep of
certificates & documents LSA/FFA, general condition of ship & has power
to detain the ship if requirement is not meet and they can hold the V/L
until requirement is not meet.
A vessel needs to belong to a certain country .this is known as nationality of the vessel .the
vessel is generally registered to a certain port of that country . this is known as port of registry.
FLAG STATE CONTROL:
Is a authority to which the general requirements relating to the

ship has to be maintained as per flag state control. If she detained due to
any reason by port state control flag state control has to be informed of
that
WHAT ARE THE DAILY, WEEKLY, MONTHLY TEST OF GMDSS
DAILY CHECKS:
i) Internal DSC test
ii)Battery on/off load voltage check.
iii)Printers & adequate supply of paper available.
WEEKLY CHECKS:
i) External MF DSC test call.
ii) Check of reserve power supply.
MONTHLY TEST:
i) EPIRB/ SART internal test. Inspect mounting and for any signs of
damage.
ii) Check condition antennae systems.
iii) Survival craft portable VHF test.
SQUAT& INTERACTION
SQUAT
AS VESSEL MOVES THROUGH THE WATER ,THE GREATEST RESISTANCE IS EXPERIENCED AT

THE BOW.AS THE WATER IS DISPLACED,IT MOVES FASTER UNDER THE BOW OF THE
VESSEL.THIS CAUSES AN AREA OF LOW PRESSURE AT THE BOW AND THE REDUCTION OF
BUOYANCY CAUSES THE BOW TO DIP.THE FLOW OF WATER AROUND THE VESSEL WILL ALSO
INCREASE IN SPEED.THE INCREASE IN WATER FLOW CAUSES A REDUCTION IN WATER IN
THE VICINITY OF THE VESSEL,THIS FALL IN WATER LEVEL RESULTS IN A LOSS OF U.K.C
KNOWN AS SQUAT.
FACTORS AFFECTING SQUAT 1. SPEED,TYPE OF BOW,POSITION OF L.C.B(IF L.C.B IS AFT OF
AMIDSHIP,SQUAT BY THR STERN SHOULD BE EXP.,IF LCB IS FORWARD OF AMIDSHIP,SQUAT
BY THE HEAD SHOULD BE EXPECTED.
INTERACTION
Interaction is the reaction of the ship’s hull to pressure exerted on its under water volume.
Interaction occurs in following cases:
1. Overtaking.
2. Between two vessels on reciprocal courses.
3. Between a bank and the vessel.
4. Between vessel’s hull and sea bed in shallow waters.
5. In narrow channel- between a moored vessel and passing vessel.
WHAT IS IG AND WHY IS IT NECESSARY TO INERT TANKS?
Inert gas systems are a key component of the cargo handing process on tankers.
Inert gas defined as a gas or a mixture of gases, such as flue gas, that contain insufficient oxygen
to support the gases , such as flue gas that purpose of inert gas, in items of cargo operations on
tankers, is to prevent the formation of flammable atmosphere in the cargo tanks. As can be seen
in the chapter on hazard of petroleum cargoes. The three components required for ignition are
fuel heat and oxygen.
WHAT ARE THE ALARMS ON AN IG PANEL?
SAFETY FEATURES AND ALARMS FOR INERT GAS SYSTEMS:
1) low water pressure / flow to the scrubber.

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

2) 02 content >5% by volume
3) low water level in the deck water seal
4) low I.G pressure <100mmW.G.
5) High I.G pressure.
STIFF AND TENDER VESSEL?
STIFF V/L:
Large positive GM.
Large positive Righting levers
Large righting moments.
Short rolling period with a very abrupt return.
TENDER V/L:
when a v/l has a small GM she is said to be tender
Small positive GM
Small positive righting levers(GZ)
Small positive righting moments
Long rolling period with a smooth return.
Will roll even in calm water.
HOW WILL YOU GET MEDICAL ASSISTANCE ON BOARD?
GMDSS,
CAP. FIRST AID GUIDE,
MEDICAL FIRST AID GUIDE.
Nearest coast station
WHAT YOU GET FORM WEATHER CHART INFORMATION?

Low pressure area
high pressure area
isobars
Warm fronts
cold fronts
WHERE YOU GET WEATHER INFORMATION?
Weather chart
IMO Ship routine chart
Synoptic Charts
Shore-based station (coast station)
NAVTEX
From GMDSS
RIGGING PLAN
position and size of deck eye plates
ii) position of inboard and out board booms

iii) maximum head booms
iv) maximum angle between runners
v) side and SWL of all blocks and their position
vi) length size and SWL of all runners topping lifts, gys and
provender’s
vii) SWL of all shackles
viii) Position of the all derricks producing maximum forces
ix) Guidance and maintenance of the derricks
x) Combined load diagram’s showing force of load
SWL( safe working load)
Where you find Safe working load ?
 Rigging plan
 Chain register
 General arrangement plan
 By calculation
 On place (from equipment)
ACTION ON DISTRESS MESSAGE RECEIVED
(i) Take a Compass Bearing of the flare and note it down (Convert this to a True Bearing)
(ii) Take the Lat/Long of the ships position
(iii) Sound the General alarm of 7 short blasts followed 1 prolonged blast on the ships whistle
(iv) Alter course Towards the flare
(v) Inform the Skipper/Captain and relate all the information to him
(vi) Make sure all your radios are on the distress frequencies (they should always be left on
distress frequencies)
(vii) If no Mayday then it’s up to you to Relay a Mayday (Mayday Relay - Mayday Relay - Mayday
relay)
(viii) Inform the crew at the muster station to get all lifesaving/fire-fighting and portable pumps
made ready
(ix) Post look-outs around the vessel
(x) The mate should now observe the radar looking for a target
CONTENT OF MUSTER LIST

MUSTER LIST CONTENTS
1. Name and rank of crew member.

2. Duties assigned: (state separately for different emergencies)
3. Muster points (for respective emergencies)
4. Alternative muster points.
5. Boat station (no.1 / no.2)
6. Person responsible (for maintenance of equipments)
Name/Rank of responsible person or incharge of respective parties
MSN. MIN, MGN WHAT IS IT, AND WHAT INFORMATION THEY CONVEY
MGN(marine guidance notes)
- will provide
1. Advice
2. Guidance
- in order to improve
1. safety of shipping
2. safety of life at sea
3. prevent or minimize pollution
 numbered in sequence from MGN 1
MIN
- info for a more limited audience

e.g. info on training establishments, dates of mca examination
Or equipment manufacturers
Or which will be of use for a short period of time
 numbered in sequence from MIN 1

 cancellation date typically 12 months
MSN
- mandatory info which must be complied with under UK legislation

- these will relate to SI’s and contain technical detail of such regulations
(Merchant Shipping Notices are used to convey mandatory information that must
be complied with under UK legislation. These MSNs relate to Statutory
Instruments and contain the technical detail of such regulations. )
 numbered in sequence continuing the present numbers but using the initial letters MSN
Three complimentary series

 Safety
 Pollution prevention
 Other info of relevance to shipping and fish industries
PILOT CARD
SHIP PARTICULARS
Name, call sign, displacement, deadweight, year built, length overall,

breadth, bulbous bow, draught fwd, draught aft, draught amidships, port anchor stbd anchor,
ENGINE
Type of engine, maximum power, rpm/pitch, loaded speed, ballast speed, engine critical
rpm, maximum number of consecutive starts, time full ahead to full astern, time limit astern,
STEERING particulars
Rudders, time hard-over to hard-over, max. Angle, controllable pitch, thrusters,

bow power, stern power, steering idiosyncrasies.
EQUIPMENT CHECKED AND READY FOR USE
Anchors , whistle, flags, X-band radar, S-band radar, speed log, echo sounder, electronic
position-fixing, compass system, steering gear, rudder, VHF, mooring winches and line,
EQUIPMENT OPERATION DEFECTS
OTHER IMPORTANT DETAILS
MASTER NAME
DATE
WHEEL HOUSE POSTER

1. Ship particulars: Name, C.S., GRT, NRT, Max Displ. DWT, Cw, at summer, full load
Draft,
2. Draft: at which the manoeuvring data were observed, loaded, ballast,
3. Steering particulars.
4. Population particulars.
5. Anchor chain.
6. Thrusters effect at trail conditions.
7. Draft increase
8. Turning circles
9. Man overboard rescue manoeuvre
10. Deviation card
11. Muster list
12. Time zone chart
13. Load line zone
14. ME correction
SHIP POSTERS
1. Ship particulars
2. Wheel house poster
3. DF calibration card
4. Deviation card
5. SOLAS card
6. Muster list
7. GA plan
8. Fire plan
9. Emergency steering failure procedure
10. LSA, FFA, placard
11. ISM checklist
12. Garbage poster
13. Emergency contact no
14. Master standing order
15. Pilot ladder rigging arrangement
16. Load line zone chart
17. Sea state card
18. VHF dsc alert sending procedure
19. MF/HF dsc alert sending procedure
When engaged in coastal navigation, would you use the

Admiralty List of Lights and Fog Signals? And if so, how would you use it?
Answer: Yes, I would use the light list in conjunction with the navigation
chart. The lights are listed ‘geographically’ and it would act as an
additional checking operation to match the coastal light order as presented
by the chart.
The light list also contains more information about individual lights,
than is normally contained on the chart, and this fact would further
enhance the safe navigation practice of the vessel.
Content of fire wallet
 Up to date stability information.
 Up to date crew list.
 Plans of the vessel, general arrangement, life saving appliances,
ventilation,
 Copy of ship contingency plans.
 Copy of emergency contact details.
 Copy of ventilation fire flap shut off points.
 Cargo plan and dangerous goods plan.
Information to hand over to fire crew

+
 Location of fire and how to get access it.

 Briefing of spaces in the vicinity of fire, contents and risks involved.
 Any action that has already been taken ventilation shut down. Machinery isolated. Boundary
cooling in operation.
 Any persons unaccounted for.
 Establish communications system.
 Current stability information and status of fuel. Ballast and fresh water tanks.
Pressure chart symbols
Cold front Warm front
The leading edge of an advancing colder air mass. The leading edge of an advancing warmer air
Its passage is usually marked by cloud and mass, the passage of which commonly brings cloud
precipitation, followed by a drop in temperature and precipitation followed by increasing
and/or humidity. temperature and/or humidity.
Occluded front (or 'occlusion')
Developing cold/warm front (frontogenesis)

Occlusions form when the cold front of a depression
catches up with the warm front, lifting the warm air

Represents a front that is forming due to increase
between the fronts into a narrow wedge above the
in temperature gradient at the surface.
surface. Occluded fronts bring cloud and
precipitation.
Upper cold/warm front
Weakening cold/warm front (frontolysis)

Upper fronts represent the boundaries between air
Represents a front that is losing its identity, usually masses at levels above the surface. For instance,
due to rising pressure. Cloud and precipitation the passage of an upper warm front may bring
becomes increasingly fragmented(break). warmer air at an altitude of 10,000 ft, without
bringing a change of air mass at the surface.
Isobars
Quasi-stationary front
Contours of equal mean sea-level pressure (MSLP),
A stationary or slow-moving boundary between two measured in hectopascals (hPa). MSLP maxima
air masses. Cloud and precipitation are usually (anticyclones) and minima (depressions) are
associated. marked by the letters H (High) and L (Low) on
weather charts.
Trough
An elongated area of relatively low surface
pressure. The troughs marked on weather charts
Thickness lines may also represent an area of low thickness
(thickness trough), or a perturbation in the upper

Pressure decreases with altitude, and thickness
troposphere (upper trough). All are associated with
measures the difference in height between two
increasing cloud and risk of precipitation.
standard pressure levels in the atmosphere. It is
proportional to the mean temperature of this layer of
air, so is a useful way of describing the temperature

Convergence line
of an airmass.
A slow-moving trough, which is parallel to the

Weather charts commonly show contour lines of
isobars and tends to be persistent over many hours
1,000-500 hPa thickness, which represent the depth
or days. They are quite common in cold northerly
(in decametres, where 1 dam = 10 m) of the layer
outbreaks down the Irish Sea, affecting west
between the 1,000 hPa and 500 hPa pressure levels.
Wales, Devon and Cornwall in particular, but can
Cold, polar air has low thickness, and values of
be found in other areas also. This convergence line
528 dam or less frequently bring snow to the UK.
can gives hours of persistent precipitation over
Conversely, warm, tropical air has high thickness,
very localised areas, whilst a few miles down the
and values in excess of 564 dam across the UK often
road it is relatively dry, leading to some heavy
indicate a heatwave.
snowfall/rainfall. In summer the convergence lines
are not as easy to forecast, but then can still occur
due to sea-breeze convergence, and are over the
land, whilst in winter they are over the sea.

storms, the message contains the following :-
(1). Position of the storm so far as it can be ascertained.
(2). Date and GMT when it was encountered.
(3). Position, true course and speed of vessel when observation was made.
(4). Barometric pressure at mean sea level (not corrected for diurnal variation).
(5) Change in barometric pressure during the previous 3 hours.
(6). The true direction and force of wind. (7). The state of sea.
(8). The height of the swell and the direction from which it comes.
(9). The period or length of swell.

CHARACTERISTICS OF A TROPICAL REVOLVING STORM
Storms usually from between latitude 8 to 20 degrees north and south of the equator.
TRS may be developing if barometer is 3mb below mean reading. Mean readings found in Admiralty
Sailing Directions.
If there is significant change in the direction or strength of the wind. Wind speed about 10 knots.
A long low (smoothly) swell is observed from the approximate center of the storm approaches
followed by broken Cumulus and nimbostratus cloud.
Squall heavy rainfall in vicinity of TRS.
When storm recourses speed increases to 20 to 25 knots.
Storm can be expected to decay in lat. 35 degree north or south.
Location…north atlantic,west indies,north east pacific,north west pacific,bay of Bengal,Arabian

sea,south Indian ocean,Australia,Fiji,Samoa,new Zealand
Veering ( wind observation) clock wise direction

Northern hemisphere.
Vessel located in dangerous semi-circle.
Southern hemisphere.
Vessel located in navigable semi-circle.
Backing ( wind observation)

Northern hemisphere.
Vessel located in navigable semi-circle.
Southern hemisphere.
Vessel located in dangerous semi-circle.
Steady ( wind observation)

If pressure is falling, vessel is located in the path of the storm.
Buys-Ballots law together with the angle of indraft is used to establish the direction of the centre of
the storm.
Face the wind.

Low pressure lies on the right in the Northern Hemisphere and on the left in the Southern
Hemisphere.
The direction is 90° + Angle of Indraft from the wind direction.
Vertex Advance Trough Line Rear
Right Dangerous
Path Vortex Track
Left
Tropical Revolving Storm

Navigable Semicircle
Northern Hemisphere
Northern Hemisphere
Dangerous Quadrant
Steer a course with the wind ahead or on the starboard bow and proceed at maximum practicable
speed.
Alter course as the wind veers.
(From a position close to the Path it may be practicable to cross the path into the Navigable
Semicircle as below.)
In the Path
Steer a course with the wind on the starboard quarter and proceed with maximum practicable speed
into the navigable semicircle.
Steer a course with the wind on the starboard quarter and proceed with maximum practicable speed
away from the path. Alter course as the wind backs.
Rear
Heave to with the wind on the starboard bow and allow the storm to move clear of the intended
course.
Tropical Revolving Storm
Southern Hemisphere
Right
Path Vortex Track
Left Dangerous
Vertex Advance
Trough Line Rear
Southern Hemisphere
Dangerous Quadrant
Steer a course with the wind ahead or on the port bow and proceed at maximum practicable speed.
Alter course as the wind backs.
(From a position close to the Path it may be practicable to cross the path into the Navigable
Semicircle as below.)
In the Path
Steer a course with the wind on the port quarter and proceed with maximum practicable speed into
the navigable semicircle.
Steer a course with the wind on the port quarter and proceed with maximum practicable speed away
from the path.
Alter course as the wind veers.
Rear
Heave to with the wind on the port bow and allow the storm to move clear of the intended course.
RAFAQAT ALI
MAGNETIC COMPASS
Purpose
It is very important instrument for us and for safe navigation. In my last ship it was fitted on
monkey island fore and aft centreline of the ship. It is all the time cover with canvas.
Used
It is used onboard ship for steer the ship also taking the celestial and terrestrial object
bearing and Also for collision avoidance and transit bearing and also we can see on bridge
by periscope.
Precaution
Before taking bearing first of all i will make sure that no any metal with my body and also i
will consult with chart that i am not in a magnetic area. after i will check the azimuth ring is
freely rotating and prism of magnified glass is clean. while taking celestial object bearing i
will put the arrow upward side. when taking terrestrial object bearing i will put the arrow
downward side. check the gimbals ring is freely moving. compass card is freely floating.
Before taking a reading i will make sure the bubble is at centreline. Inside there is a mixture
of Ethayl alcohol and distilled water. I will make sure inside no any bubble if there is any
bubble the i will remove by filling distilled water. I will make sure there is no any leakage.
After taking compass bearing . i will not directly plot on chart so there are two types of error
variation and deviation
Variation
It is due to earth magnetism difference between true north and magnetic north
Deviation
It is due to ship magnetism difference between magnetic north and compass north
After applying .i will find the true then apply on chart.
C = 245®(C) T = 127®(T)
D =04® (E) V =04® (E)

M =249®(M) M =123®(M)
V =02®(W) D =02®(W)
T =247®(T) C =125®(C)
How often do you take compass error ?
1. The difference between the compass north and the true north is the compass error.
Like compass name is east or west .
2. Azimuth: true bearing of the heavenly body calculated at a given time in GMT.
3. Amplitude: true bearing of the heavenly body calculated at a given time in GMT
made when body is on the above half of the horizon. Rising or Setting
4. Transit : take the bearing is one in which two conspicuous terrestrial object are in a
line one in front of the other.
5. Leading light: first of all i will take the bearing of leading light after i will move the
ship head in a line of leading light than take bearing and compare both bearing if
there any difference or not
When find the compass error ?

1. Large alteration
2. Every wat ch
3. Arrival and departure of port
4. After dry -dock
5. When loaded the metal cargo
6. Near the compass electrical installation
7. Constructional changes
GYRO REPEATOR
Purpose
It is very important instrument for us and for safe navigation. In my last ship it was fitted on
bridge wings port and stbd side
Used
It is used onboard ship for steer the ship also taking the celestial and terrestrial object
bearing and Also for collision avoidance and transit bearing .
Precaution
Before taking bearing first of all i will check the power supply system. By night i will check
the dimmer light. after i will check the azimuth ring is freely rotating and prism of magnified
glass is clean. while taking celestial object bearing i will put the arrow upward side. when
taking terrestrial object bearing i will put the arrow downward side. check the gimbals ring is
freely moving. compass card is freely floating. Before taking a reading i will make sure the
bubble is at centreline.
Marine Hydrometer
Purpose
Sir, this is marine hydrometer. Its gives the density of liquids. A hydrometer is an instrument that
measures (relative density) of liquids—the ratio of the density of the liquid to the density of water.
A hydrometer is usually made of glass, and consists of a cylindrical stem and a bulb weighted with mercury or lead shot to
make it float upright. The liquid to test is poured into a tall container, often a graduated cylinder, and the hydrometer is gently
lowered into the liquid until it floats freely. The point at which the surface of the liquid touches the stem of the hydrometer
correlates to density.. Hydrometers usually contain a scale inside the stem.
Used
In my last ship chief officer give me order. He told me collect a full bucket of clean dock
water away from engine room discharges and from a depth about half the draught.
After he putted hydrometer in the bucket of dock water and push down lightly and spin
slowly.
 Make sure the hydrometer is not resting on the bottom of the bucket.
 Break the surface tension of the water.
When the stopped spinning read the density of the dock water.
Q Why we required density?
A Because ship move from dock water to salt water or salt water to dock water. The
density of water is changing and so the draft of the vessel also change.
( Is less the SW density so we have load more cargo in DW when we will go open sea
it will come to the appropriate load line)
Q if you move from dock water to salt water when will happen with draft?
A Vessel move from dock water to salt water draft will be decreasing .
Like dock water draft 7.5m vessel will be going to salt water draft will be decreased
5.3m means vessel will be rising 2.2m.
Q if you move from salt water to dock water when will happen with draft?
A Vessel move to salt water to dock water draft will be increasing .
Like salt water draft 5.3m vessel will be going to dock water draft will be increased
7.5m means vessel will be sinking 2.2m.
Q if your vessel FWA = 200mm, and density of water is same. What will be the DWA?
Sir, I will calculate the DWA by formula.
DWA=1025 – density of dock water/25 x FWA
DWA=1025 – 1005 / 25 x 200
Dock water Allowance = 160mm
Q What is FWA?
A The amount by which the appropriate load line can be submerged. When loading in
freshwater of relative density 1.000.
Formula of FWA= SUMMER DISPLACEMENT / 4 x TPC
Q What is DWA?
A The amount by which the appropriate load line can be submerged. When loading in
water of density between 1000 and 1025 kg m³.(The Dock Water Allowance
(DWA) of a ship is the number of millimetres by which the mean draught
changes when a ship passes from salt water to dock water, or vice-versa, when
the ship is loaded to the Summer displacement. )
Where you find FW allowance.
1. Load line certificate

2. Stability booklet
3. Ship particular
4. Hydrostatic table
5. By formula
ANEROID BAROMETER
Purpose
This is Aneroid Barometer. it is gives us atmospheric pressure at mean time. In my

last ship it was fitted on the bridge fore and aft centre line of the ship. It should be
kept away from the direct sunlight.
Used
Inside the instrument there is one aneroid capsule. When the pressure is increase
the capsule compress and when the pressure is decreases the capsule is expands,
When i am coming on the watch i will set the dummy needle on the present reading
and note down present reading. cause if there is any changes in between three (3)
hrs. Then i will come to know whether the pressure is increasing or decreasing. If the
pressure is increasing that means we are going to the high pressure area and we will
get the good weather. If the pressure is decreasing that means we are going to the
low pressure area and we will get the depression or bad weather.
Precaution
 Aneroid barometer should be sited at a height that is easy to read preferably on

the bridge fore and aft centre line of the ship.
 It should be kept away from the direct sunlight.
 Before take the reading i will tap the instruments gently because if the pointer is
liable to stick.
 Apply the index error correction stated on the card.
 Apply the height of eye correction form the card. ( always added)
 Note the reading as accurately as possible.
 Log the reading.
INDEX ERROR
Large index error can be removed from the instrument by adjustment of a screw
located at the back of the instrument. And note of this adjustment should be made in
the log book.
Small error should be noted on a card.
If there is defected or very large error i will be send the instrument port
meteorological officers or marine offices. (atmospheric pressure unit = 1 MB
(Millibar) universal unit = 1 hPa (hectopascal)1 MB (Millibar)= 1 hPa
(hectopascal).(THERE ARE TWO INDICATORS,BLACK AND GOLD......BLACK IS USED
TO INDICATE CURRENT ATMOSPHERIC PRESSURE AND GOLD TO MATCH THE
PREVIOUS READING.)THERE ARE 2 SCREWS IN BACK OF BAROMETRE,1 SCREW IS
USED TO SET THE BLACK NEEDLE OR CALIBRATION.
Inside barometre there is a pointer,chain,levers,spring and 1 pressure capsule.
The precision aneroid barometre is for selected ships and are more accurate
because there are 3 pressure capsules, a lever is kept in contact with the capsule by
a hairspring.A micrometre screw operates a counter and indicates the position of
the lever by the magic eye,the circuit is activated when a button switch is
pressed.parts are named as pressure capsules,lever, hair spring,crt display,pressure
display,gearing,thumbwheel,battery and button switch.
THE MASONS HYGROMETER

Sir, this is masons hygrometer. It is purpose to measuring the humidity of the
air.This is Stevenson’s screen and this is louvered side. It is used to protect the inside
instrument from direct sunlight and allow the free flow of air over the instrument.
Inside there ARE twO thermometers one is called dry bulb and other one called wet
bulb and this is muslin or wick over the bulb leading to a reservoir of pure water,the
water migrates up the wick and keep it wet. Dry bulb gives us temperature of the air
and wet bulb gives us humidity of the air.
Precaution
Before take the reading,
1. I will make sure that thermometers are clean.

2. Check that the thread of mercury is not broken in the thermometer.
3. Ensure that marine screen is hung to the windward side.
4. Ensure that the muslin(wick) is wet and not dry.
Taking a Reading
After taking the both reading ( dry and wet bulb reading ) and note down the both reading
and subtract the two reading. I will get the depression of wet bulb from metrological table.
Metrological Table,
Dry bulb Depression of Wet bulb
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6
5.0 5.0 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0
4.5 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0 0.5
4.0 4.0 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0.0
3.5 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0.0 -0.5
3.0 3.0 2.5 2.0 1.5 1.0 0.5 0.0 -0.5 -1.0
2.5
2.0
1.5
1.0
0.5
0.0
-0.5
Enter the table with dry bulb temperature down left hand column and depression of wet
bulb along the top.
Maintenance
1. Each week the muslin and wick should be change for a clean one.
2. Refill the reservoir with distilled water.
3. Clean the thermometers and screen.
4. Ensure the thermometer are not broken .
5. Enter the log book.
WET BULB READING DURING FROST
The hygrometer can still be used during freeing conditions
Sir. I will give the wet cloth and clean the wet bulb and dry bulb surface and wet the muslin
after few minutes i will drying the both bulb before taking the reading wait few minutes
when the wet bulb has fallen below the dry bulb and remain steady take the reading.
Q: WHAT IS DEW POINT.
A: ( is the temperature at which the air become saturated and they cannot hold more
vapours in the air.)
Q: WHAT IS RELATIVE HUMIDITY .
THE RATIO OF WATER VAPOUR PRESENT IN UNIT VOLUME OF AIR TO THE QUANTITY REQ.
TO SATURATE IT AT THE SAME TEMPERATURE.(%),IT IS INVERSELY PROPORTIONAL TO
TEMPERATURE.
A: Q: WHAT IT IS AND WHAT IT GIVES AND HOW TO FIND IT?
A: relative humidity and dew point also to check temp and know to ventilate the cargo
spaces when moving from warm ports to colder ports.
Q: IF BOTH ARE EQUAL LEVEL?
A: 100% humidity and fog can be expected or rain or TRS or muslin cloth may be dry.
MARINE SEXTANT
USED
Sextant is a precision instrument which we used at sea to measured altitude of

celestial body and VSA and HSA of terrestrial body.
Principal
When a ray of light is twice reflected by two mirrors in the same plane,
Parts of sextant
1. Pivot
2. Index mirror
3. Horizon mirror
4. Index shades
5. Horizon shades
6. Arc of sextant
7. Micrometer drum
8. Micrometer vernier
9. Clamp
10. Index mark
11. Index bar
12. Prismatic monocle
13. Sextant frame
SEXTANT ERROR
There are two type of error adjustable and Non adjustable.
ADJUSTABLE:
1. Perpendicularity error
2. Side error
3. Index error
NON ADJUSTABLE:
1. prismatic error
2. Worm and rack error
3. Graduation error
4. Shade error
5. Collimation error
6. Centring error
ADJUSTABLE THE PERPENDICULARITY ERROR
Perpendicularity error
Cause
Index mirror not perpendicular to the plane of the instrument.
To correct,
Sir, hold the sextant horizontally. Arc of instrument away from body. Set
index bar half of the arc of the instrument (60®). Look through index mirror true image and
reflected image of the arc. If both are in one line that mean error is not exist. If there is not
in a line that’s mean error exist.
How to correct,
I can adjust by the 1st adjustable screw which is behind of the index mirror.
Side error
Cause
Horizon mirror not perpendicular to the plane of the instrument.
To correct,
Sir, hold the sextant horizontally. Set index bar zero of the arc of the
instrument (0®). Look through by the telescope at the true image of horizon and reflected
image of horizon. If horizon is as one continuous line that mean error is not exist. If there is
not in a line that’s mean error exist.
How to correct,
I can adjust by the 2nd and 3rd adjustable screw which is behind of the horizon
mirror.
Index error
Cause
Index mirror and Horizon mirror not parallel to each other.
To correct,
Sir, hold the sextant vertical. Set index bar zero of the arc of the instrument
(0®). Look through by the telescope at horizon. Adjust the sextant reading If both are in one
line that mean index error is not exist. If there is not in a line that’s mean index error exist.
How to correct,
Adjust the sextant reading so both images of the horizon come into line. Then
read the index error reading. If the reading is on the arc it should be subtractive. If the
reading is off the arc it should be added the index error in the main reading.
Formula
Sextant angle (S A) = 15®34”
Index error (I E) = 1.5”(OFF THE ARC)
Observed altitude (OB A) = 15®35.5”
Height of eye (H I) = 0.5 (Always add)
Apparent altitude = 15®36”
Total correction = 0.3
True altitude = 15®36.3”

STEERING
AND
AUTOPILOT
RAFAQAT ALI
STEERING GEAR TEST PROCEDURE
Before 12hrs arrival or departure check and test .

Inform master and engine room
And one engineer will be in steering flat with communication
After i will send one person on the jetty with communication
First of all i will put the wheel on mid ship
Then i will put the one steering motor
And wheel on hard stbd side
Then hard stbd side to hard port take not more then 28 second
And wheel mid ship
Then i will put the 2nd steering motor
And wheel mid ship
Then i will put the both steering motor
Then i will check and compare the all time duration if there difference of more
than 8 second i will inform master
And i will check communication system of sound telephony
Keep a recorded in the log book.
CHECK
The main steering gear.
The auxiliary steering gear.
The remote steering control system.
The main steering position on the bridge.
The emergency power supply.
The rudder angle indicators in relation to actual rudder position.
The remote steering gear control system power failure alarms.
The steering gear power unit failure alarms.
What are the types of telemotor system in steering gear on ships ?
1. Hydraulic system
2. Electric system
What are the types of steering system ?
 Electro hydraulic system

a) Ram type system (2 ram or 4 ram)
b) Vane type system
 All electric system

a) Ward Leonard system
b) Single motor system
EMERGENCY STEERING DRILLS
Emergency steering drill must carried out at least every three months &
approaching of USA water training drill should held within 24 hours before
And also i will check the flow chat when conduct the last drill
First of all i will Inform master and engine room
And make sure the ship not in coastal area and no any vessel in the vicinity
Than raise the general alarm all persons reach on the muster point than responsible
officer just brief it about emergency steering drills
All crew reach the steering gear compartment
responsible officer told them about
telly motor Switch off
compare the gyro repeater
check the rudder indicator
Establish communication with bridge and steering compartment
Steering pumps and tall them everything about emergency steering procedures.
(TEST MANUAL STEERING AT SEA AT LEAST ONCE A DAY,AND BEFORE ENTERING RESTRICTED
WATERS,IF VESSEL IS IN REGULAR VOYAGE ONCE A WEEK.LOG ALL STEERING GEAR TESTS, CHECKS
AND DRILLS IN LOG BOOK AND IT SHOULD BE AVAILABLE FOR INSPECTION.)
AUTOPILOT
Rudder command signals to steer the ship are produced by electronic device.
The navigator will set the required course into the autopilot. the autopilot then
Compares the set course with information received from the gyrocompass.
If there is a difference. a rudder command signal causes the rudder to move and
Bring the ship back on course.
An autopilot has control to counteract the effects of:
1. Yaw
2. Trim
3. Draft
4. Weather
AUTOPILOT CONTROL
In my last ship a notice was posted that nobody touch the autopilot control steering
1. Yaw
2. Weather
3. Rudder
4. Rudder limit
5. Counter rudder
6. Open sea control
7. Costal control
8. Alarm
9. Manual
10. Electric
11. Follow up control
12. Non follow control
13. Auto
14. Dimmer
15. Fuse
Q: Where you will find the emergency steering procedure ?
A: BPG part c poster & details in steering gear compartment
Q: how to make sure rudder indicator having no any error and where you compare ?
A: I will compare with steering compartment rudder indicator if there is any difference that
means error exist . inform master
Q: how to understand the autopilot failure ?
A: In autopilot panel show the autopilot failure alarm and light
Q: Where you will not use autopilot ?
A: In areas of high traffic density
In areas of restricted visibility
In large alteration
In heavy weather
In harbour channel
Where ship manoeuvring is critical
EVENT OF STEERING GEAR FAILURE

Inform master and engine room
Commence sound signalling
Exhibit not under command light and shapes
Broadcast urgency message to ships in the vicinity
Engage emergency steering
Take all way off the ship
Prepare engine for manoeuvring
Check both steering pumps
Check manual steering
Check NFU control
OR
Steering Gear Failure
• Immediately engage alternative emergency steering gear.
• Inform Master and E/R.
• Display NUC signals, lights and shapes, as appropriate.
• Sound appropriate sound signal to warn other traffic eg "D" or "U".
• Advise vessels in the vicinity. • Obtain updated weather report.
• If in restricted visibility, sound appropriate fog signal.
• Post lookouts.
• Stop the vessel in the event of both emergency and auxiliary steering systems failure.
NB : If the vessel is stopped in the event of both emergency and auxiliary systems failure, a
warning report may become necessary, depending on the vessel's position eg. English Channel
TSS.
Q: Change over procedure from hand to auto steering?
A: Changeover to be supervised by responsible officer
Set the course with gyro compass & synchronised
Rudder is at mid ship

Ship heading steering check the rudder responding to autopilot
Q: Change over procedure from auto to hand steering?
Changeover to be supervised by responsible officer
A qualified helmsmen should standby ready to take wheel
Test manual steering at regular interval before entering the critical areas & every watch
DOPPLER LOG
DOPPLER LOG EFFECT USED TO PROVIDE AN ACCURATE SPEED,TRANSDUCER FITTED IN SHIPS HULL
TRANSMIT AN ULTRASONIC WAVE OF PRECISELY KNOWN FREQUENCY IN FORWARD AND
DOWNWARD DIRECTION IT MEASURES THE FREQUENCY OF THE ECHO WHICH RETURNS FROM THE
SEA BED,THE DIFFERENCE IN FREQUENCY BETWEEN THE TRANSMITTED AND RECEIVED SIGNALS IS A
FUNCTION OF THE SHIPS FORE AND AFT SPEED.INCREASE IN FREQUENCY GIVES AHEAD SPEED AND
DECREASE IN FREQUENCY ASTERN MOVEMENT,TRANSMITTING SIGNALS IN ATHWRTSHIPS
DIRECTION WILL GIVE MOVEMENT OF PORT AND STARBOARD.DOPPLER LOG TRANSMIT
ULTRASONIC WAVES IN ANGLE 60 DEGREE,AND TO REDUCE ERRORS BECAUSE OF TRIM AND PITCH
JANUS CONFIGURATION IS USED IN WHICH WAVES ARE TRANSMITTED IN FORE AND AFT
DIRECTION.IT WILL REDUCE ERRORS IN TRANSVERSE MOVEMENT. • Rolling & pitching error is most
noticeable.
– Ship can roll & pitch during Tx+Rx of a cycle.
– Returned signal amplitude is affected by rolling
and pitching.
• Janus configuration reduces these errors.
• Periodic loss of signal is caused by heavy seas.
To overcome motion errors of the ship, a 2nd
transducer is introduced which aims a beam in
the astern direction.
• This will cancel out any errors as the Doppler
shift will be same for both beams.

• Speed error reduced from 5% to 0.2%
DOPPLER LOG WILL INDICATE BOTH GROUND AND WATER SPEED.IN SHALLOW WATER GROUND
SPEED AND IN DEEP WATER WATER SPEED.
ARPA
AUTOMATIC RADAR PLOTTING AID
STANDARDS---MIN. SCREEN 340 *340MM,TRUE AND RELATIVE VECTORS,PAST TRACK

HISTORY,MIN TARGET AQUIRE 40 TARGETS,SLEEPING TARGET 200,TRAIL MANOEVRE FOR
SHIPS MORE THAN 10000GRT,SLEEPING TARGETS 40,AFTER 3 MINS WE CAN GET THE
TARGETS SPEED,COURSE,CPA,TCPA AT A TARGET UPTO 12 MILES.FOR 1 MIN. TRACK
ACCURACY 1MILE AND FOR 3 MIN TRACK 0.1 MILE.
ACQUISTON AND STORAGE
TRACKS ARE GENERATED FROM RANGE AND BEARING MATRIX.ONCE FOUND RANGE AND BEARING
INFORMATION AUTOMATICALLY FORMED.IN INFORMATION SUCH AS
CPA,TCPA,RANGE,BEARING.NORMALLY TARGET GET HIT IN PULSE FROM 5 TO 10 RETURNS,TO
APPEAR IN RANGE AND BEARING CELL TARGET TO PASS FROM DATA THRESHOLD LIMIT.WHEN THE
TARGET IS AQUIRED A WINDOW IS APPERED.IF THE TARGET APPEARS IN THE WINDOW AND 5 TO 10
PULSES APPEARED THEN TRACK IS GENERATED AND IF 15 PULSES THEN A VECTOR IS GENERATED.
IN MANUAL ACUISTION TRACKING WINDOW IS BUILD UP OVER THE TARGET AND IT GETS SMALLER
AS WHEN THE DATA IS EXTRACTED.
TARGET HISTORY IS USED TO ASSIST THE NAVIGATORS TO KNOW THE RECENT MANOEVRES OF THE
TARGET AND TARGET TRIAL TELLS PAST POSITION OF THE VESSEL.TARGET ACCURACY DEPENDS
UPON:RANGE,ECHO CHARACTERISTICS,TRACKING PERIOD,MAN. OF TARGET.
ERRORS IN ARPA..
TARGET GLINT,ANTENNA BACKFLASH,UNSTABLE PLATFORM,SQUINT,ALIGHNMENT ERROR ETC.
Global Positioning System ( GPS )

It gives the position of the receiver antenna.
It works on two frequencies 1575.42 MHZ for civilian user and 1227.6 MHZ for us coast
guard.
GPS required four satellites to fix three dimention which we used on ship. ( lat and long )
It gives course over ground , speed over ground and XTE (cross track error ).
Can be used for passage planning by feeding all the way point in it.
Around the earth in 6 orbits and about 24 satellites worked on orbiting .
GPS error
Ionosphere and atmosphere
Satellites error
Multipath error
Dilation of precision
Selective availability
NAVTEX(navigational telex)
Its provides maritime safety information
Navigation warnings.
Metrological forecasts and warnings.
Search and rescue information.
Pilot messages.
It used frequency 518 Khz and 490 khz
Divided in NAV areas find in ALRS volume and posted on bridge.
Set the NAV area in which the vessel is.
Check the printer paper every watch.
47 (a). State the advantages to the navigating officer of having Navtex Receiver on Bridge.
Following are the advantages of Navtex Receiver to O.O.W. on Bridge :-
• All latest and updated navigational warnings are received.
• Latest update on weather forecast is available.
• Any distress warning in the vicinity can be attended to.
• Any pilot service messages for the area.
• In high latitudes, ice reports can be received.
• Gale warning forecast on the intended track received.
• Movement of rigs in the offshore region can be obtained and position charted.
• An update on navigational instruments can be obtained (eg. Decca, Loran-C, Omega and
Satnav)
• With the information received from the Navtex Receiver, passage plan can be amended as
required for the safety of the vessel.
• It is quick and easy to receive unlike the morse code signal received by the Radio Officer.
• Unwanted or irrelevant messages not set into receiver will not be printed.
(b). State the type of messages that are broadcast over this system.
• A - Navigational warnings • B - Meteorological warnings
• C - Ice reports • D - Search and rescue information
• E - Meteorological forecast • F - Pilot service messages
• G - Decca messages • H - Loran messages
• I - Omega messages • J - Satnav messages
• K - Other electronic navigation aid messages • L - Additional navigation warnings
• "V" • V - Special services
• W - Special services • X - Special services
• Y - Special services • Z - No message on hand
NB : Subject indicators "A", "B" and "D" cannot be rejected by a NAVTEX operator.
ECHO SOUNDER
ECHO SOUNDER SHOWS THE DEPTH OF WATER,AND THE WORKING OF ECHO SOUNDER CAN
BE DERIVED FROM
DISTANCE =SPEED *TIME/2. THE WORKING OF ECHO SOUNDER DEPENDS ON PULSE

GENERATOR,TRANSMITTING TRANSDUCER AND RECIEVING TRANSDUCER, AMPLIFIER.THE
PULSE GENERATOR SENDS ELECTRICAL OSCILATION WHICH IS CONVERTED IN MECHANICAL
VIBRATIONS BEFORE SENDING IT TO TRANSMITTING TRANSDUCER.THE VIBRATION IS
CAUSED FROM THE TRANSMITTING TRANSDUCER ULTRASONIC WAVES REFLECTS AND
RECIEVED FROM RECIEVING TRANSDUCER CONVERTS THE MECHANICAL VIBRATIONS TO
ELECTRICAL OSCILATIONS FROM THE AMPLIFIER AND DEPTH IS KNOWN.
THE TRANSMITTING FREQUENCY IS 10-55KHZ,AND MAX. PULSE GENERATED BETWEEN 10

TO 600 PULSE PER MINUTE.ACCURACY DEPENDS UPON THE TYPE OF SEA BEAD IF IT IS
SMOOTH AND PLAIN THEN SPECULAR REFLECTION HAPPENS (MAX. ERRORS) AND IF
IRREGULAR SEABED THEN DIFFUSED REFLECTION (MIN. CHANCES FOR ERROR).SHORT
WAVELENGHT AND LOW FREQUENCY SHOULD BE USED FOR BEST RESULTS.
THERE ARE TWO TYPES OF ECHO SOUNDERS. 1, MAGNOSTRICTIVE(HAVING A
FERROMAGNETIC COMPONENT LIKE NICKEL..IT IS MOLDED IN A COIL SO THAT IT CAN
VIBRATE DOUBLE THAN ITS PROPERTY,WAVES SENDED AND RECIEVED FROM A LAMINATED
NICKEL BLOCK INDUCES CURRENT IN COIL,PULSE IS AMPLIFIED AND FED TO RECORDERS.
2.ELECTROSTRICTIVE TRANSDUCER
IT WORKS IN BASIS OF CRYSTALS ,MECHANICAL STRESS IS APPLIED IN OPPOSITE FACES OF

CRYSTALS AND ELECTRICAL CHARGES ARE PRODUCED IN FACE OF CRYSTAL.CRYSTALS IS
SANDWICHED BETWEEN TWO STEEL PLATES IF CURRENT IS PASSED IT VIBRATES,STEEL
PLATE SITUATED DOWN IS IN CONTACT WITH WATER,SENDS PULSE AND RECIEVES THE
PULSE CONVERTED TO ELECTRIC CURRENT
ERRORS OF ECHO SOUNDERS CROSS NOISE,SECOND AND THIRD ECHO AND MULTIPLE ECHO.
AUTOMATic IDENTIFICATOIN SYSTEM
 All ships over the 300 GRT engaged in international voyages must be fitted AIS.
 To help identify vessels.
 Assist the target tracking.
 Automatically exchange mandatory ship reporting information.
 AIS continuously transmits the ship’s own data to other vessels and VTS stations.
 It also continuously receives data from other vessels and VTS stations.
 AIS linked between radar and ECDIS, can display this data.
 As per master other AIS switched off and as per security purpose on ship.
 AIS range 20-30 miles same as VHF range.
 Once a month check the static information if change the static data as per master
order.
 Check the dynamic information every voyage if no accurate .
 Change the voyage data every voyage.
Static data. Dynamic data. Voyage data.
MMSI number. Ship position. Ship draught.
Call sign and name Position time in UTC. Hazardous cargo (type of cargo).
IMO number. Course over ground. Destination and ETA.
Length and beam. Speed over ground. Route plan ( waypoint )
Type of ship. Heading.

Location of position navigation status.
Fixing antenna. Rate of turn.
ECDIS
( Electronic Chart Display Information System )
It is approval of IMO and it is requirement of SOLAS.
It has a capacity of showing simples chats information.
ECDIS has tow modes.
Raster navigation chart: it is a digital scan of paper chart.
Vector chart: it is a database of digital information chart.
Raster navigation chart: cannot be zoom.
Vector chart: can be boom.
Raster navigation chart: these chart cannot be seamless
Vector chart: it is seamless chart.
Raster navigation chart: in raster chart information is stored up to single layer and
therefore information cannot be display.
Vector chart: information is stored in a layer and can be displayed at any

time when you required by user.
Raster navigation chart: GPS, radar, ARPA, information and chart correction can be
obtained.
Vector chart: GPS, radar, ARPA, information and chart correction can be
obtained.
Raster navigation chart: alarms are not automatically trig erred.
Vector chart: alarms will automatically trig erred.
Raster navigation chart: raster chart show error in position of ship.
Vector chart: all electronic navigational chart are referred to WGS84.
Raster navigation chart: vessel must carry the backup folio chart.
Vector chart: vessel must carry out a risk assessment and paper chat if
system is not working.
RADAR SETUP
 First of all i will make sure the nobody working or no obstruction near the scanner.
 There are no any notices near the radar.
 Set the gain control, brilliance and anti clutter controls to minimize.
 Then i will switch on the radar and radar show the digital clock in countdown mode.
 Then radar will be come in standby mode.
 I will adjust the brilliance control. Brilliance must be set with gain and anti clutter
control to minimum.
 I will check the just visibly and i will read everything on radar screen and match the
all information on radar screen for other equipment.
RADAR
X BAND 3CM 9GHz short wave length. S BAND 10CM 3GHz long wave length.
Scanner 6 feet Scanner 12 feet
Short range Long range
Small echo size Bigger echo size
Use to find short range target. Find out long range target.
Use in coastal water, pilotage and narrow Use in open sea to avoid collision.
channels
Give clear picture. Better look through cloud and rain.
Good for bearing discrimination Poor for bearing discrimination
In fair weather a target will show up better Better at detecting target in rain.
on 9 GHz radar
Can detect a search and rescue Radar horizon greater then 9GHz radar.
transponder (SART). At range approx 8 to
12 miles
Sea cutter response better then 9GHz their
targets are less likely to be heeder.
RADAR ERROR
False echo
Multiple echo
Indirect echo
Ghost echo
Second echo
Radar to radar interference
LIMITATION OF RADAR
Small vessel, ice and other floating object may not be detected at an adequate range.
Use of sea or rain clutter may obscure some targets.
Minimum range.
Blind and shadow sectors.

False echo.
RADAR PERFORMANCE
Check radar performance every 4 hours.
When using the radar for position fixing. Positively identify all object and using range and
bearing, Range are more accurate then bearing. Do not relay on single bearing and range for
position fixing.
Check the gyro error and compares radar heading marker with compass heading of ship.
Check the accuracy of the variable range marker.
Be aware of blind and shadow sectors
When radar is used for collision avoidance, the speed input should be from a water-
stabilised source,
The speed given by GPS is ground stabilised.
Relative motion
In open sea relative motion north up sea stabilised. I will get CPA and TCPA of target vessel
in this situation my vessel is stationery and other vessel is moving.
True motion
In costal water i will set up my radar north up and head up true ground stabilised. I will get
course and speed of target vessel in this situation both vessel are moving.
Sea stabilised
Good for anti collision with ship. Land move opposite to tide and current.
Tracks are water track.
Not for anti collision with ground.
Ground stabilised
Ground stays still track one ground track.
Not for anti collision with ship.
Good for anti collision with land/ground.
Will not indicate course and speed of ship through the water.
Voyage Data Recorder (VDR)
Mandatory for all ships above 3000 GRT constructed after 1 st July 2002.
To assist in casualty investigation on ship when engage on international voyage.
Data record at last 12 hrs of operation this information can be download
Inside bridge area microphone and interface with other instrument. Its records the events of
voice; GPS, DGPS, engines orders, weather information and any events this records can
brings to analyzes
Battery backup power supply.
Inside protective capsule.,
Data recorded in the VDR.

EPIRB
( Emergency Position Indicating Radio Beacon )
EPIRBS provides homing signals for search and rescue units.
Operation on frequencies 121.5MHz and 406MHz.
EPIRBS use two satellites COSPAS and SARSAT.
EPIRBS must be registered with an appropriate authority.
TESTING
Each month.
Wipe the EPIRB clean.
Push the switch to the TEST position. The strobe and red light will flash after 15 seconds.
After 1 minute the EPIRB will be automatically reset.
Check the expiry date of the battery.
Enter the results in the GMDSS log book.
Every three months.

Visually check the hold bracket.
Every two years.
Change the HRU or service to authorised agent.
Every four years.
Battery changed during service by the manufacturer.
SART
( Search And Rescue Transponders )
Purpose.
The SART assists the location of a vessel in distress or a survival craft.
Testing.
Every month.
SART response on 9GHz X-BAND 3cm radar.
Release the SART from holder.
Ensure the vessel is in open water with no any vessels in the vicinity.
Activate the self button.
Red light will be show SART has been activate.
When the radar beam interrogates the SART. Audible alarm will be heard.
On the 3cm radar display 12-20 dots will be seen coming from the SART location.
These dots will develop into concentric circles.
Check the expiry date of the battery.

Renew the battery at least every four years.
Enter the results in the GMDSS log book.
SART range 8 to 12 miles
SART
CORRECT THE
CHART
HOW TO CORRECT THE CHART

Sir, first i will check the last correction on chart the last correction is (2005). So we can’t use
for navigation.
For correcting the chart i will take the edition no and go to cumulative notice to
mariner. Cumulative notice to mariner comes every January and July. And it keeps
recoded for last tow year. I will correct the chart. And also i will see the weekly notes
to mariner. If there any new correction and i will correct the chart then we can use
the chart for navigation.
)Correction to charts :-
• The Navigation Officer is responsible for correction to all charts.
• Charts must be corrected under CHART MANAGEMENT SYSTEM.
• Working charts to be corrected first and last correction noted by consecutive number.
• No erasures or the use of tippex(correction fuild) / snow paint is allowed on chart.
• All new charts and new editions to be ordered and logged on board prior to the vessel sailing.
• Any missing or damaged chart must be reported to the Master.
• All corrections to be recorded in CHART CORRECTION LOG.
• Corrections must be made in accordance with the weekly notices to mariners.
• All blocks should be applied so as not to cause distortion (paste chart and not the correction
block).
• Corrections to be made in ink.
• Temporary and Preliminary corrections to be made in pencil.
• Cumulative list to be consulted and used in the correction of charts.
• All navigation warnings from whatever source, relevant to the chart should be noted on the
chart.
• A folio(folded gently in two pieces) system should be employed and maintained with respect to
recommendations of the Mariners Handbook (NP-100).
Q.73) State the sources of information to ascertain chart reliability and lesser depth.
(1). Local navigational warnings. (2). Port authorities.
(3). Pilots for local knowledge. (4). Ship's echo soundrer.
(5). Weekly notices (T & P). (6). Annual Summary Notices 1, 15, 15a.
(7). Old log books. (8). Outward bound shipping.
(9). Port plans on small scale charts. (10). Sailing directions and supplements.
(11). Charted cautions and special notes. (12). Local agents.

(13). Admiralty Tide Tables. (14). Co-tidal / Co-range charts.
(15). Navtex.
Charts are not infallible, and the scale cannot cover every depth in total. Depth contours will also
be affected by topographic changes.
CARGO WATCH PORT WATCH
First of all i am fit enough. I had take proper rest as per STCW 95. Carry out my watch.
At first i will wear my personal protective equipment and before 15 min to start my watch. I
will go to the bridge and their i will check.
1. Any standing order, night order from master.
2. Check any important Message or information about weather forecast.
3. Check barometer pressure
4. Note down the tidal information.
Then after i will close the bridge door and go to the cargo control room. And there i will
check
1. Any standing order from chief officer.

2. Check the cargo stowage plan. And taking the instructions. Where cargo is going to
load and has and had already been loaded.
Then i will come to the gangway and ensure that
1. Gangway watch are maintain as per ISPS level.

2. Gangway attended by reliable crew member or shore watchman.
3. Ensure that gangway ladder is properly secured and steps are free from grease, oil its
provide a safe access.
4. Check weather fire patrol are being carried out at a regular interval.
Then i will go to the aft station and check the mooring condition and come to the deck the
other side of the cargo operation.
1. Ensure how many stevedors are working and their break time and also before going
to the deck i will ensure that all activities are carried out as per COSWP Code.
2. Check the cargo handling equipment operation by trained and experienced personal.
3. Check the area of cargo work is properly illuminated.
4. Check the cargo handling gear.
5. Maintain the SWL.
6. Check the visually cargo hold and cargo condition.
Then i w ill go to the FWD station and check the mooring condition
1. Check the emergency fire wire is rigged.

2. Check the all FWD store are closed.
3. Check the ballast operation.
Then come to the deck office and take over duty from the duty officer and ask him any
important information about cargo. Vessel draught, Trim, List.
HEAVY WEATHER
1. Inform master, inform e/room, inform crew and other departments such as galley.
2. When master on bridge ask him if required to plot alternate course. Show him the
recent weather reports.
3. Then first i will secure up the bridge.
4. Wear PPE and organize crew with their PPE on.
5. Check weather all moveable object been secured above and below decks particularly
in E/Room Galley and store rooms, paint room, locker.
6. Check weather ship accommodation been secured and all ports and deadlights
closed.
7. Ensure lifeboat is well secured check the gripes.
8. Check whether deck openings being secured hatch cover, hatch access, hatch
ventilation has been secured, bilge pipe and sounding pipe cape to be closed. Drift
tray plug to be open. All deck scupper to be open
9. Check the whether AFT and FWD mooring station has been secured all mooring rope
has been secured. Anchor chain and spurling pipe covered and secured. FWD store
has been locked.
Calling the Master :-
• If restricted visibility is encountered or expected.
• If traffic conditions or movements of other ships are causing concern.
• If difficulty is experienced in maintaining course.

• On failure to sight land, a navigation mark or obtain soundings by the expected time.
• If, unexpectedly, land or a navigation mark is sighted or change in sounding occurs.
• On the breakdown of the engines, steering gear, or any essential navigational equipment.
• In heavy weather, if in any doubt about the possibility of weather damage.
• If the ship meets any hazard to navigation, such as ice or derelicts.
• In any other emergency or situation in which the OOW is in any doubt.
TAKING OVER WATCH
First of all i have fit enough. I had take proper rest as per STCW 95. Carry out my watch.
I will go minimum 15 min before to the start my watch.

Check the night order read it and sign it or any standing order from master.
Then i will check the vessel present position and also check that chart is corrected.
Then i will plot the new position vessel on position and also check the present speed of
vessel by GPS or present course from gyro compass.
Check any A/C during my watch.
Check the no go areas or danger areas well marked on the chart.
Ensure the location of next chart and all other respective publication.
Check all meteorological instruments like barometer, barograph, hygrometer, NAVTEX and
get the information GMDSS.
Check the present depth of water by echo sounder and match the chart.
Check the sea status.
Adjust the eyes at night vision. (if night watch)
Visually check the traffic density.
Also see the target on the radar screen and compare with actual target(visually).
I will not touch the radar or will not taking over the watch if collision avoidance is going.
Check the difference between gyro and magnetic compass.
Check the engine status.
Check the navigation light status
Emergency signal light, sound signal apparatus.
VHF set the appropriate channel and set the low volume
FIRE EMERGENCY
Raise the alarm.
Inform master and engine room.
Follow ship emergency plan or contingency plan.

All person should wear personal protective equipment.
Muster at the assign station.
Head count as per muster list.
As per muster list establish the fire parties.
In my last ship chief officer head of emergency party or master and chief engineer head of
command party.
Establish communication with emergency parties.
Prepare the all fire fighting equipment.
Everyone familiar with all fire fighting equipment.
Engine room party operate the fire pump and emergency fire pump.
First of all back up party close the watertight door.
Cut off all electrical circuits in the vicinity of fire areas.
Shut off all ventilation fire flaps in the vicinity of fire areas.
If in the galley (cut off galley ventilation fans.) (Potential hazards oil and fat in pans.)
additional fire appliances ( which may be available in the galley)fire blanket CO2 extinguisher
and fix fire fighting appliances )
If in the engine ( cut off fuel oil supply) (release the fix fire fighting system)
( as per new regulation after release fix fire fighting system no body going inside until port
surveyor is onboard )
If in the cargo hold ( all hatch cover beten down and also hatch access, hatch ventilation
proper close ) (release the fix fire fighting system)
( as per new regulation after release fix fire fighting system no body going inside until port
server is onboard )
And also back up party cooling the boundary.
Send two person with fire suit and BA tackle the fire.
Make ship position available to radio room/GMDSS Station satellite terminal.
Broadcast distress alert and message to all ships in the vicinity.(if the ship at sea )
If the ship in port call port authority.
Stop the cargo
One man stands by on the gangway with fire wallet and fire plan.
THE FIRE TRIANGLE
If remove one of these three factors and combustion will not take place.
SOURCE OF IGNITION OXYGEN
FUEL and other material

RECEIVED PILOT
First i will take my personal protective equipment.
Then i will follow the master order while side is pilot ladder how much meter above the
water level.
Then i will take the sufficient crew and they are also wear personal protective equipment.
Then i will conduct tool box meting do the risk assessment and all work activates as per
COSWOP.
Establish communication with bridge.
Take the right tool.
Then proceed at pilot point. If night time proper illuminate pilot area.
Then check the pilot access are no any oil or greasy or no any obstruction.
Check the pilot ladder steps and ropes is in good condition or check the no any oil or greasy
or paint.
Before rig the pilot ladder i will check the make fast point or stencil is strong.
Then i will make fast the pilot ladder to the strong point and check the pilot ladder resting
on the ship side which recurred above the water level and also make fast the safety line
Then i will staying 2nd or 3rd steps ensure that pilot is properly rig.
Stand by life buoy with line and light ready for emergency used and also heaving line and
one clean bucket using for paper giving and taking.
Everything ready informs the bridge and waiting the pilot.
When pilot onboard i will inform master. Taking the pilot short way on the bridge.
I will Brief the life saving appliances.

11(c). State the duties of the O.O.W. when under pilotage.
(1). Call Master, if in doubt.
(2). Monitor own vessel and other position of other vessels in the vicinity.
(3). Inform Master at check points and communication points.
(4). Maintain an effective lookout. (5). Remain on manual steering.
(6). VHF watch to be maintained on CH 16 and channel as required by the pilot.
(7). Proceed at a safe speed. (8). Obtain updated weather reports.
(9). Keep engine room informed. (10). Maintain logbook entries.
(11). Exhibit correct lights and shapes. (12). Fly correct flags.
(13). Do not stand vessel into danger. (14). Use all available means to check vessel's position.
(d). State the action, in the absence of the Master, that the O.O.W. should take if he is in
doubt as to a Pilot's intention.
In the absence of the Master, the O.O.W. remains the Master's reprasentative inspite of the pilot.
If the O.O.W. is in doubt as to a Pilot's intentions,
(i). he should consult the Pilot and draw his attention to the passage plan. If necessary, he should
take instantaneous action to reduce to minimum speed required for steerage.
(i). he should not hesitate to overide the Pilot's instructions to maintain the safety of the vessel,
and call the Master immediately telling him about the prevailing circumstances and position of
the ship with regard to the intended passage;
(e). State the Master's safest course of action, in a compulsory pilotage area, if the Pilot is
unable to continue his duties.
The safest course of action for the Master, in a compulsory pilotage area, if the Pilot is unable to
continue his duties are the following :-
• Master relieves the Pilot and takes the con of the vessel.
• Inform the Port Control or Pilotage Authority over the VHF or phone, and request for a relief
Pilot.
• Master should proceed with caution to a safe anchorage or harbour or a position allocated by the
pilot station so as not to impede the passage of other vessels.
• Should the unlikely situation develop, a statement should be made in the logbook.
WORKING ALOFT
At first i will do the risk assessment and all work activates as per COSWoP.
Inform master and (if working near the ship funnel) or ( engine ventilation) inform engine
room. (if working mast AFT and FWD ) must inform bridge.
A work permit should be completed ( as per ISM check list )
Responsible officer should be able to communication with the bridge.
Responsible officer should be display card on radar or sound signal control panel posted.
A experience person should send for the work.
Ensure that he is wearing PPE and safety belt, safety harness, safety line.
If necessary rig the safety.
Check the condition of the bosun chair and it should be load test ( 4 time of weight proof
load ).
Check the ropes and grant line is good condition.
The responsible officer should be standby until the a work is done.
When complete the work inform the duty officer.

DUTY OF SAFETY OFFICER
Ensure code of safe working practice and company health and safety policies complied with.
Seek to improve the safety awareness among the crew.
Investigate accidents. Dangerous occurrences and potential hazards.
Investigate health and safety crew complaints.
Conduct health and safety inspections at least once every 3 month.
Keep record book of accident and Dangerous occurrences.
Conduct the safety committee meeting.
Records should be kept of all safety committee meeting.
Stop any work. Which may be dangerous.
Maintains, caring, testing of all LSa/FFA equipment.
Supervise boat and fire drills.
Familiarise new crew with LSA/FFA.
Update muster list.

Restricted Visibility
Inform master.
Inform engine room.
Switch on sound signal.
Switch on navigation light.
Switch on Echo sounder.
Post extra lookout.
Engage hand steering.
Proceed at a safe speed.
Engine ready for immediate manoeuvre.
Keep good radar watch and both radar should be on.
Maintain VHF channel 16.
Follow the COLREGS rule 19.
Stop deck work if noisy.
Bridge door keep open.
It is important to know the handling characteristics of the ship including its stopping
distance.
MAN OVERBOARD
Wheel hard over casualty side.
Release life buoy with light and smoke signal( MOB apparatus )
Sound three prolonged blasts on ship whistle and repeat as necessary.
Press MOB button on GPS.
Inform master.
Inform engine room.
Post extra lookout.
Engage wheel on hand steering.
Hoist signal flag “Oscar”
Engine ready for manoeuvre condition.
Note down the vessel position UTC time
Commence recovery manoeuvre such as Williamson turn.
Muster rescue boat crew.
Prepare rescue boat for launching.
Broadcast urgency massage.
Update GMDSS information.
Williamson turn
It makes good original track line,good in reduced visibility,simple to execute,takes vessel away
from casuality,slow procedure.
Procedure:helm hard over towards the casuality,after the heading has changed by 6o
degree,reverse the helm to hard over the opposite way,when the heading is 20 degree short of the
original course,helm to midships and the vessel steady on the reciprocal course.
ANDERSON TURN
IS THE FASTEST RECOVERY METHOD,GOOD FOR THE VESSELS WITH LIGHT TURNING
CHARACTERISTICS,FOR HIGH POWERED VESSELS,VERY DIFFICULT WITH A SINGLE SCEW
VESSEL.
HELM HARD OVER TOWARDS THE CASUALITY,AFTER THE HEADING HAS CHANGED BY 250
DEGREE ORDER THE HELM TO MIDSHIPS AND INITIATE STOPPING MANOEUVRE.
SCHARNOV TURN
VESSEL WILL COME BACK INTO ITS OWN WAKE,TAKES LESS DISTANCE AND SAVES
TIME,NOT SUITABLE UNLESS THE TIME LAPSE BETWEEN THE OCCURANCE AND THE
MANOEUVRE ARE KNOWN,
PROCEDURE—HELM HARD OVER –SIDE IS IMMATERIAL,AFTER THE HEADING IS CHANGED

BY 240 DEGREE REVERSE THE HELM TO HARD OVER THE OPPOSITE WAY,WHEN THE
HEADING IS 20 DEGREE SHORT OF THE RECIPROCAL ORIGINAL COURSE,HELM TO MIDSHIPS
AND THE VESSEL STEADY ON THE RECIPROCAL COURSE.
ENTRY ENCLOSED SPACE

As per code of safe working practice and risk assessment safety meeting should hold by
responsible officer with required crew and tools,
Following the guidelines’ and company SMS procedures. Fill the ISM (SMS) check list
signature entering persons and responsible officer or master,
Any sort of entry into enclosed space should only be carried out when permission has
been obtained by master or chief officer and persons entering are experienced.
Than
1. Adequate ventilation and illumination. ( at least 24 hrs )

2. Atmosphere tested and found safe. ( oxygen 21% vol) (hydrocarbon 0%) (toxic
gases 0%)
3. Space secured for entry.
4. S.C.A.B.A. sets available at entry (apparatus tested and one spare bottle ).
5. Standby first aid kit and starchier
6. Responsible person available at all times at entry point.
7. Communication –person entering, tank top, bridge.
8. Personnel protective equipment to be used.
9. Where required breathing apparatus to be used.
10. Testing equipment available for regular checks:
 O2 analyser- oxygen deficiency
 Explosimeter- Hc vapour and explosive limit
 Tankscope- measures oxygen in inert atmosphere
Dragger tubes- measures oxygen if correct tube fitted
MOORING STATION
First of all i will take order from master.
Then i will wear my personal protected equipment.
Establish communication with bridge.
I will take required crew are also wear personal protective equipment.
Then i will conduct tool meting do the risk assessment and all work activates as per
COSWP.
Check the mooring station no oily and greasy or no any obstruction
wall
ANCHOR WATCH
Minimum 15 minute before I will go on the bridge.
Plot the vessel`s position on the largest scale chart.
Frequently check the vessel`s position using visual bearing ranges or transits.
Proper lookout is maintained at all times.
Ensure Ship is exhibiting necessary light and shapes and sounding appropriate signal as
required.
Engine always ready to immediately to maneuver.
Inform master if drag the anchor
Frequent security rounds made of the vessel.
Observe the meteorological and tidal condition.
If visibility detroits notify the master.
Protect the environment and pollution from the ship.

ANCHOR DROPPING DUTIES
1. First i will take the order from master then i will wear my personal protective equipment.
2. Establish communication with bridge and ask permission to go forward.
3. As per COSWP and risk assessment i will take crew hold the safety meeting and make sure
the all persons with personal protective equipment.
4. Then i will proceed the anchor station at night time proper illumination obtain.
5. I will make sure the working area of the anchor station should be clear free from oily,
grease, or no nay obstruction
6. Obtain power on deck.
7. Check the wind lass brake is fully secured.
8. Clear Hawse pipe.
9. Clear spurling pipe.
10. Clear devil’s claw.
11. Unlash cable in chain locker.
12. Remove all pisle cable lashings.
13. Put wind lass into gear.
14. Inform bridge “anchor cleared away”
15. When permission given to “walk back to anchor” check over side of VSL to ensure it is safe
to do so.
16. Relax brake and walk out the anchor under power to the required depth.
17. Put the brake back on.
18. Take the wind lass out of gear.
19. Relax brake when ordered to do so.
20. Keep a constant check on the amount of cable being paid out as you will have to ease the
break back on to slow down the cables movement. Keep the bridge informed about the
amount of cable on deck.
21. Once the anchor is on the seabed then the ship is at anchor and the anchor ball to be
displayed.
22. Once the required amount of cable is achieved, put the brake back on fully close the bow
stopper and inform bridge .
23. Keep the bridge informed as to how the cable is leading and whether any wt on the cable or
if any sign of the cable dragging.
24. Once the anchor is said to be “brought up” again inform bridge.
25. When permission is given to stand down, ensure all FWD is adequately secured then
inform the bridge you are standing down FWD and making your way aft.
PRIOR SAILING CHECKS/ PREPARATION FOR SEA
Passage plan: for the intended voyage…. Charts, books, Wx, Nav. Warnings…
Equipments: checked and ready for use… RPM indicator, emg engine stop, bridge and
engine room telegraph, CPP Ind and controls it fitted
Equipments tested, synchronized and found ready for use
Communication: facilities including- Bridge, engine room, mooring stations, portable

radios, VHF comm. with port authorities
Navigation and Signal lights
Sound signaling apparatus
Steering gear – manual – auto – emg. Change over and rudder indicators,
b.
full rudder move accordingly
c.
timing of rudder movement from hard over to hard over ensure
visual inspection of…
d.
e.
operation and means of communication between bridge and steering
compartment
f. bow thruster motor to be checked
Window wiper / clear view screen arrangements
Is ship secure for sea:

g. Cargo and cargo handling gear / equipment
h. Anchors clear away for use
i. Cargo / passenger details
j. Stability and draught info
k. Are all crew o/b and shore persons ashore? Stowaway check
l. Are pilot embark / disembarkation arrangements in place
m. Deficiencies reported and note of above made in log book
BUNKERING PROCEDURE
Before taking the bunker we must follow the company and master instructions and follow
the ISM (SMS) check list. I will go to the bridge and their i will check.
1. Any standing order night order from master.

2. Check any important MEssage or information about weather forecast.
3. Check barometer pressure
4. Note down the tidal information.
5. Host the “Bravo” (when the bunker start)
6. Fill the bunker check list . ( ISM check list)
As per code of safe working practice and risk assessment safety meeting should hold by
responsible officer with required crew and tools and wear the PPE.
Crew will be secure the deck “means” take every precautions to prevent the pollution in
emergency .Put the all deck scupper and deep tray wall clean or plug in, prepare the oil
spill equipment in emergency ready to used, ready to use two nearest hydrant and fire
fighting equipment ,no smoking board display. Emergency telephone numbers display
card. One heaving line ready near bunker excess point ( if bunker barge alongside )
When the bunker barge is alongside i will inform the engine room and bridge. Then take
the sounding of all tanks and banker barge. When connecting the bunker hose, first
check the nuts and bolts or gas kit is in good condition and connect to bunker hose
properly. Establish communication between bunker barge or bunker point or bridge
responsible officer always standby on bunker point, and host the “b” flag, when start the
bunker first start slow in rate and check the no any leakage( if there is immediately stop
the bunker). Then start the bunker at normal rate and note down time of start one man
standby on pressure gauge. Regular interval take the sounding, When finish the bunker
note down time of bunker finish. And take the sounding all tanks or bunker barge or
check the vessel trim, draft, list, and enter the official log book.
LIFE BOAT (RAFAQAT ALI)
Weekly maintains,
1. Visually check the condition of life boat or fixed and loose equipment.
2. Engine and check the propulsion system. ( engine running for 3 minutes)
3. Power supply system.
4. Check the life boat falls condition.
5. Check the life boat davit condition.
6. Check the embarkation deck and embarkation ladder condition.
7. Release the life boat in stowage position after reset the life boat in
stowage position ready for use in emergency.
Monthly maintains,
1. Visually check the condition of life boat or fixed and loose equipment.
4. Life boat lower above the water level and check the life boat falls wire
(lowering the life boat 1meter above the water)
5. Check the store inventory, water and check the provision expire date
and all equipment should be dry.
Three monthly,
1. Visually check the condition of life boat or fixed and looks equipment.
6. Life boats fully lower the water level and make a round turn in water.
Release gear test,
1. Operation of devices for activation of release gear.

2. Excessive free play.
3. Hydrostatic interlock system
4. Cables for control and release.
5. Hook fastening or including check plates.
ON Load release gear,
1. Position the life boat partially into the water. The mass of life boat is
substantially supported by the falls and hydrostatic interlock system.
2. Operate the on load release gear.
3. Reset the on load release gear.
4. Examine the release gear and hook fastening to ensure that the hook is
completely reset and no damage has occurred.
OFF Load release gear,
1. Position the life boat fully waterborne.

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

1. Visually check the condition of life boat or fixed and looks
equipment.
2. Engine and check the propulsion system. ( engine running for 3
minutes)
6. Life boat lower above the water level and check the life boat falls
wire
7. (lowering the life boat 1meter above the water)
Davit test,
1. Check the davit structure with particular regard to corrosion and davit
track is clear no paint
2. Wires and sheaves possible such as kinks and corrosion
3. Lubrication of wires and sheaves
4. Check the stored power system and hydraulic system
5. Inspection for correct termination of fall wire ends
6. Condition of reaving of remote control wires
Winch test,
1. Open and inspect brake mechanism

2. Replace brake pads; if necessary
3. Check Remote control system
4. Check Power supply system
5. Check winch foundation
6. Check the winch handle interlocks
7. The angle / clearances of dead mans brake lever to be checked
Dynamic winch brake test,( YEARLY OPERATIONAL TEST )
1. Officer of the watch

2. Accreted person
3. Lowering the empty life boat when the boat has reached its
maximum lowering speed and before the boat enter the water the
brake should be abruptly applied.
Dynamic winch brake test,( 5 YEARLY OPERATIONAL TEST )
1. Officer of the watch

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

Maintenance and inspection
Lifeboat falls:
 Turned end for end at intervals not more than 30 months ( 2 ½ years )
 Renewed not more than 5 years unless required earlier.
Weekly inspections :
 All survival craft, rescue boats and launching appliances inspected visually
 Engines of life boats and rescue boats run ahead and astern for not less than 3
minutes
 General emergency alarm ( if not done daily )
Monthly inspections:
 All LSA, lifeboats and rescue boat equipment using checklist provided.
 Report logged
Servicing of life rafts and HRU (life jackets inflatable, rescue boats inflatable)
 Every 12 months can be extended for additional 5 months but not more.
 Disposable HRU’s ( HAMAR) 2 years life cycle
Life boat falls wire
As per SOLAS regulation every 5 year full change life

boat falls wire and end to end changed 21/2 year or if falls wire strength 10% damaged
change full.
CARE AND MAINTENANCE ON WIRES AND ROPES, BREAKING STRESS, AND

HOW WOULD YOU KNOW WHEN TO RENEW THE SAME?
Care Of Ropes
1) Examine The Ropes For Chafing, Cutting And Internal Wear.
2) Keep Away From Direct Sunlight, They Should Be Stored Underdeck For Long Voyages But If
Kept Outside They Should Be Kept Covered With Tarpolines Or On Gratings.
3) Ropes Should Never Be Stowed Away Wet To Prevent Rotting.
4) They Should Be Free From Grease Oilstains And Paint Marks Etc.
5) They Should Never Be Surged To Prevent Wear And Tare Due To Friction, Some Ropes Have A
Low Melting Point And Can Permanently Fuse And Get Damaged.
6) Wire Ropes Should Be Regularly Lubricated With Patent Lubricants Such As Surret Fluid Or
Wire Grease.
7) For A Wire Rope Care Should Be Taken While Breaking A New Coil As The Rope May Get
Kinked Or A Person May Get Injured Due To Faulty Handling. Break The Coil As Per Instructions
Given In The Seamanship Manuals Eg.The Vertical Swivel Or The Reel. Always Use Gloves
Whenever The Handling Of Ropes Is Concerned.
8) Sharp Angles (Nips) To The Wire Rope Need To Be Avoided.
9) Rollers Need To Be Used When Wires Are Being Used As Unnecessary Chafing Occurs.
10) When Turned On Bits The Top Turns Should Be Secured Against Springing Off By A Light
Lashing.
Handling, Maintenance And Inspection:

Handled. Handling
Of Mooring Lines Has A Higher Potential Accident Risk Than Most Other Shipboard Activities.
-Back, The Suddern Release Of Static Energy Stored In The
Stretched Synthetic Rope When It Breaks.
-Back Is Common To All Lines And Even Long Wire Lines Under Tension Can Stretch Enough To
Snap-Back With Considerable Energy.
Danger.
n About A 10 Degree Cone Around The Line From Any Point At
Which The Line May Break Is In Danger. A Broken Ine Will Snap Back Beyond The Point At Which
It Is Secured, Possibly To A Distance As Far As Its Own Length.
The Breaking Strengths Of Ropes:
Ropes:
1) Manila: 2d^2 / 300
2) Polypropylene: 3d^2 / 300
3) Terylene: 4d^2 / 300
4) Nylon: 5d^2 / 300
Wire Ropes:
1) 6 Strand, 12 Wires Per Strand 15d^2 / 500
Marking on Life Boat
LIFE BOAT:
1. Dimensions
1. Capacity
2. Makers serial no.
3. Name or trade mark of manufactures. (tag) inside.
4. Date of manufacture.
5. Name and POR of vessel marked on each bow of the craft.
6. Callsign on the thwarts, (for seeing from top).
NOTES: about life boats:
 Cargo vessel after 1986 – fully enclosed lifeboat.

 Passenger ships 1986 – totally or partly enclosed lifeboat.
 Oil tankers carrying cargo flashpoint <60 deg. : Fire protected totally enclosed is fitted with
self-contained deluge or sprinkler system & 8 mins resistance in oil fire.
 Chemical / gas / toxic tankers. : Life boat with air support system & 10 min positive pressure
inside.
 Launching time not to be more than
1. cargo ships 10 min,
2. passenger ships 30 min.
MASTER TELLS YOU TO PREPARE LIFEBOAT FOR LAUNCHING

(PRECAUTION AND PREPARATION)?
Launching of Life Boat
Sound signal, I will wear my PPE with Life Jacket
Proceed to designated station
Establish communication
Collect my crew with PPE and Life Jacket (check whistle, lights etc)
Head count
Brief them their duties once again
Railing removed, see for obstruction remove, proper illumination, boat falls checked
See over board side clear
Since they are removed as a P.O.B or sailing
Gripes to be removed from the deck
Will check overboard side and lower embarkation ladder
First will send two persons in one will start eng another put plugs in life line to be released in boat
itself for free most while lowering
Fwd painter to be passed and made fast to strong point, when at embarkation level
Release tracing pendent and make fast bows in tackle.
All sit in boat except winch man
Lower the boat slowly, checking the over side
Release fall hooks together and make water borne

Once water borne the final person to be in boat
Make 45 deg angle less than by boat hook and 90 deg towards wind water side
RECOVERY OF RESCUE BOAT USING RECOVERY STROPS

POSITION 1
1) Manoeuvre boat under falls, recovery strop (in place) will hang down from main
suspension link;
2) Fit recovery strop link into boat suspension gear, signal deck operator to hoist.
POSITION 2
1) Deck operator to release hanging off pendants attached to the davit arms so they hang
freely;
2) Rescue boat to be hoisted up to a position where boat crew can attach hanging off
pendants to the auxiliary lifting lugs on the boat suspension gear. (It should be noted not to
overhoist to a point where the davit arms start to turn in).
POSITION 3
1) Deck operator to raise the brake lever on the winch and lower the boat slowly until the
full weight of the rescue boat is held by the hanging off pendants.
POSITION 4
1) Disengage recovery strops from the rescue boat lifting hooks;
2) Pay out the falls at the lifting winch until it is possible to re-engage main
suspension link.
POSITION 5
1) Hoist the rescue boat until it is possible to remove hanging off pendants from the
auxiliary lifting lugs;
2) Continue to hoist the rescue boat normally to its stowage position.
3)Ensure that the hanging off pendant is secured to the davit arm and the
recovery strops are stowed on the boat so as not to impeded release of the
boat during the next launch.
LSA ( SOLAS CHAPTER 3 Life saving appliances arrangement )
L.S.A OF YOUR LAST SHIP?

L.S.A (life saving appliances):
i) EPIRB
ii) SART
iii) Lifebuoy
v) Life raft
vi) Life boat
vii) Rocket parachute
viii) Hand flare
ix) Smoke signal
x) Pilot ladder
xi) Embarkation ladder
xii) Life jacket
xiii) Life bouy
xiv) T.P.A (100% crew)
xv) Immersion suit
xvi) L.T.A(line throwing appliances)
xvii) Emergency lighting
xviii) H. R.U
MAINTENANCE OF LSA
Weekly:
General emergency alarm and search light, batteries checked and life boat test,
Monthly:
General emergency alarm and EPIRB, SART, hand hold GMDSS radio, search light,
batteries checked and life boat test,
Three monthly:
General emergency alarm and EPIRB, SART, hand hold GMDSS radio, search
light, batteries checked and life boat test,
LSA REQUIREMENTS:
Passenger ship : 500 t or greater or 200 passenger more.
Lifeboats – 50% each side (partially enclosed)
Liferafts – 12.5% each side with davit even on each side
Or
Lifeboats – 37.5% each side.
Life rafts – 25% each side
Rescue boats – 2 nos.

Passenger ships 500T or 200 persons.
Life rafts each side – 100% davit launched.
Life rafts 150% each side if these are not transferable.
One rescue boat.
Emergency lighting should be form a separate emergency power source.
Illumination required area:
 Muster points.
1. TPA -100% +(10%spare or 2 which ever is greater)
2. L/buoy-DEPEND ON SHIP,S LENGTH

3. UNDER 100 m 8 N0.
4. 100 –UNDER 150m 10 N0.
5. 150-UNDER 200 m 12 N0.
6. 200- ABOVE 200 m 14 N0.
7. Immersion Suit- 6 nos in rescue boat
PYROTECHNICS : ( Valid for 3 years)
On bridge : 12 parachute rocket /4 ltr ( 4 mm dia , 230 m in calm wx)
On life boat : 6 hand flares
4 parachute rocket
2 smoke flares
Parachute rocket :
 Can be fired to a lit of 300 m

 Fall at 5 m / seconds
 Burn for 40 sec
 Intensity 30000 candelas
 Burn red colour.
Hand flares
 Burn for 1 minute.

 Intensity 15000 candelas.
 Burn red in colour.
Orange smoke floats :
 Burn for 2-4 minute

 Omits orange coloured smoke
MARKING OF LIFE RAFT:
1. manufacturers name or trade mark.

2. serial no.
3. capacity of the raft
4. dot approved.
5. solas 86.
6. type of emergency pack enclosed.
7. date of last service.
8. length of painter line
9. maximum height of stowage.
10. launching instructions
LIFE RAFTS
Weight : weight of throw over the launch raft not >185 kgs.
Inflate : within 1 min fully inflate. Gas non toxic.
Lifer raft external light as per lifeboat.
Painter : twice the height (length) of its stowed position to water line at light ship condition or 15
mts whichever is greater.
MRU : Service annually, Rafts : service annually.
HRU : throw away type – validity two years,
Hook : automatic release hook of raft if fitted must

MANUAL LAUNCHING OF AN INFLATABLE LIFE RAFT
MANUAL LAUNCHING OF AN INFLATABLE LIFERAFT

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

2. Remove guardrails. Obstruction.
3. Raise raft from deck by davit, hold bowsing lines at each end of raft, hold painter line and
short red fireline.
4. Slew the davit arm to overside, make fast bowsing lines and painter.
5. Check overside obstn, inflate by pulling sharply the red firing line.
6. Once inflated make sure raft is well secured to deck by bowsing lines.
7. Ensure all personnel’s are correctly wearing their life jackets.
8. Board the raft make sure it doesn’t tilt since supported by one wire.
9. Once boarding is complete, release bowsing lines and painter and check all clean around and
below the raft then lower away.
10. Once in water, release raft and allow to drift clear of immediate danger, before streaming
sea anchor.
Instructions for the launching in close proximity to the launching station. Emergency lighting,
means of access, drills of above every 4 months by special liferaft.
Automatically
When the HRU reach a depth of 1.5 to 4.0 mtrs with the sinking ship. Its
upper post separate form main unit is free.
i) Have two men undo the SENHOUSE SLIP
ii) Life the life raft to the ships rail (d0 not undo the painter line
from the hydrostatic release)
iii) Drop the life raft in to the water
i) Pull the painter line till it can come no more and then give it a sharp pull
ii) The liferaft should now inflate
iii) Pull the life raft close to the pilot ladder
iv) Put the strongest man in to the liferaft fast
v) pass him the tail of the painter line leading back to the hydrostatic release, he will be
pulling the liferaft closer too.
vi) Ever person that enters the liferaft helps him to keep the life raft close to the ship.
vii) The second last person boards the liferaft, the painter line gets cut at the hydrostatic
release side
viii) It is important to tryu and not loose your life rafts. this has been done before, the reson
for launching liferaft’s is there is no hope for the v/l loose these life rafts and there is no
hope for you,.
HYDROSTATIC RELEASE UNITS (HRU) MGN 343 (M+F)

1. Sir this is “D” chisel
2. Senhouse slip
Sir it is recommended that lashing arrangements are checked to
ensure the manual quick release arrangement can be easily released.
3. Weak link
Painter is connected to weak link.
4. Bottom side connected to strong point of eye.

5. HRU must be serviced annually to ensure they well work.
6. HRU expire at least two year
7. Stamp by the classification society (IACS)
The life raft HRU plays an important role when it comes to saving life during abandon ship situation. SOLAS 74
clearly specify the requirements for construction and positioning of the HRU at the life raft.
The Working of HRU:
 HRU acts as a connecting media between life raft container and ship deck, where it is stored.
 The HRU comes in action under the pressure of water exerted on HRU when the ship sinks below 4m of
water level.
 The HRU consists of a sharp knife or chisel which is used to cut the strap lashed over the container
carrying life raft, but it still holds the painter at the weak link.
 The HRU is connected to the container through a lashing arrangement which can be disengaged quickly
by means of slip hook when launching the raft manually.
 The HRU is connected to a strong point on deck through a weak link.
 When vessel sinks, the HRU cuts the rope and the container floats to the surface of water.
 As vessel sinks further, the tension in the painter causes the life raft to inflate out of the container.
 The tension acting on the weak link will cause it to break making the life raft free from the ship.
 When vessel sinks, the HRU cuts the rope and the container floats to the surface of water.
CARE OF FIRE FIGHTING APPLIANCES
Monthly:
 Check fire suits, fire extinguishers, nozzles, hydrants, hoses and nozzles are all in
place and ready for use.
 All escape routes, doorways and stairways are accessible.
 The ship alarms and public address system are functioning.
 The fixed fire fighting system is checked and available if required.
 Sprinkler system is operational and pressurised.
 Fire pump are operational.
Quarterly:
 Fire extinguisher is within service date and is at correct pressure.

 International shore connection is checked and serviceable.
 Full inventory of fire fighting equipment lockers.
 Fire doors, fire dampers and closing devices are checked.
Annually:
 All fire doors and ventilation dampers can be operate remotely.

 Check water and foam fixed fire fighting installations are operation correctly.
 Fire pump work at correct pressure and flow rates.
 All hydrants operational.
 Cross connection between fire main and sprinkler valve operate correctly.
 Fixed fire fighting equipment tested as per manufacturer’s instructions.
In my last ship FFA?
1. Fire main
2. Fire hydrant
3. Fire hose
4. Fire nozzle
5. Emergency fire pump
6. Main fire pump
7. Fixed fire fighting installation (CO2, halon, foam, water, sprinkler)
8. Portable fire extinguisher
9. ICS
10. Fire wallet
11. Ventilation arrangements
12. Watertight door
13. Fire doors
14. Fire man suit
15. Emergency fire alarms
16. Fire blanket
17. Portable foam applicator
EMERGENCY GENERATOR
Test weekly
Local start : auto start, when power
Key start :
Hydraulic start : automatically
Emergency generator in connected with
Steering motor
Emergency fire pump
Navigational equipment
Emergency lighting
Emergency Fire pump:
 Test weekly
 Make sure suction valve and discharging valve is open
 Check enough fuel is there. Check the gauge working properly.
 Push the start button.
 After testing log it.
 Capacity not less than 40 % of total required capacity of the fire pumps but in any
case not less than 25 m3 / hr.
 Capable of delivering 2 jets of water with minimum pressure (at a 3rd hydrant –
not a SOLAS requirement) not less than 2.1 bar.
 Diesel power source of pump started in cold condition of 0° C by hand or by
power at least 6 times within a period of 30 minutes and at least twice within 1 st
10 minutes.
• Tank to have sufficient fuel for at least 3 hours and reserve fuel outside main
machinery space to allow the pump to run for additional 15 hours.
(Total suction head and the net positive suction head of the pump to be such that they will provide
for the required capacity and pressure under all conditions of list, trim, roll and pitch likely to be
encountered in service)
• No direct access between engine room and emergency fire pump. If access
provided, through and airlock.
• Isolation valves in tankers to be fitted on the fire main on poop and tank deck at
intervals not more than 40 meters to pressure integrity of fire main system.
(Diameter of fire main: sufficient for maximum discharge from 2 pumps operating simultaneously
except for cargo ships the diameter need be sufficient for a discharge of 140 m3 / hour.
Fire hydrants:
• Number and position such that at least two jets of water not from the same
hydrant can reach any part of the ship.
• One shall be from a single length of a hose.

• Engine room hydrant – one on each side and one in tunnel.
Fire hoses:
• Passenger ships: One fire hose for each hydrant.
• Cargo ships: One for each 30 meter length of the vessel and one spare but in no
case less than 5 in nos.
• (Length of hose not less than 18 meter if breadth of vessel more than 27 meter
then hose length of 27 meter but not more) – not in SOLAS.
Fire nozzles:
• All nozzles of dual purpose type i.e. spray and jet in corroborating a shut off.
• Standard nozzle size = 12mm, 16mm and 19mm.
• For accommodations and service spaces a nozzle side greater than 12mm need not
be used.
• Machinery spaces more than 19mm need not be used.
CO2 Systems:
Tests
Basic service: every year on ship crew
Extended service ( test discharge): every 5 year on shore crew
Overhaul ( hydraulic test ) every 10 year on shore authority
Basic service:
As per master order
Responsible authority is chief engineer
Disconnect the main co2 line connected the air line and pressure it
Then checked the alarms
All operation log it
• Cargo spaces: Quantity of CO2 available be sufficient to give a minimum volume

of gas equal to 30 % of the gross volume of largest cargo space so protected by
the ship.
• Machinery spaces: Quantity of CO2 available be sufficient to give a minimum
volume of gas equal to 40 % of the gross volume of space (excluding casing) or
35 % of the gross volume of space (including casing). For machinery spaces, the
fixed piping system shall be such that 85 % of the gas can be discharged into the
space within 2 minutes.
• For the purpose of the above volume of free CO2 shall be calculated at 0.56 m3 /
kg.
• Two separate controls shall be provided for releasing
• One control shall be used to discharge the gas from its storage container.
• The other to open the valve of the piping which conveys the gas to the protected
space.
Fire extinguishers:
• All of approved type and design capacity of portable extinguisher not more than
13.5 litres and not less than 9 litres.
• Spare charges for 100 % of extinguishers.
• Portable foam applicator consists of an air foam nozzle of an inductor type
capable of being connected to the fire main by a fire hose and a portable tank of at
least 20 litres.
• Foam making liquid and one spare tank.
• Rate of foam 1.5 m3 / minute.
• One of the portable fire extinguishers intended for use in any space to be stowed
outside the entrance.
• Boiler room:
• One set of portable foam applicator unit required.

• At least 2 portable fire extinguisher
• At least 1 approved foam type extinguisher of capacity 135 litres.
• A receptacle containing sand or sawdust impregnated with soda.
• Any fixed fire-extinguishing system – e.g. CO2, foam, water spray.
• Spaces with internal combustion machinery:
• Any fixed extinguishing system.
• At least 1 set of foam applicator unit.
• Sufficient number of foam type extinguisher capacity 45 litres plus sufficient
number of portable foam so placed that walking distance between extinguishers
not more than 10 meters.
• High expansion foam: (fixed type system in machinery space)
• Sufficient to fill the greatest space to be protected at a rate of at least 1 meter in
depth / minute.
• Produce a volume of foam equal to 5 times the volume of the space.
• Expansion ratio of not less than 5 liters/m2/minute.
• Sprinklers: Application rate of not less than 5 liters/m2/minute.
Fire mans outfit:
1. Fire proof protective clothing outer surface waterproof.
2. Boots and gloves of rubber or non-conductive of electricity.
3. Rigid helmet.
4. Electric safety lamp (approved type) minimum burning period 3 hours.
5. An axe (approved type with cover)
6. Breathing apparatus.
• SCBA at least 1200 litres capacity or capable of functioning for at least 30
minutes. Normal breathing rate 40 litres / minute.

• Fire proof line attached to harness.
• All ships at least 2 fireman’s outfit’s.
• To carry at least 4 sets of fire mans outfits widely spread. > for tankers.
Fixed deck foam systems: (tanker’s – low expansion)
1. Capable of delivering foam to entire cargo tank deck as well as into a cargo tank
if the is ruptured.
2. Control station outside and away from cargo area and readily accessible, simple
and rapid operation.
3. Rate of foam not less than 0.6 litres/ m2/ minute.
4. Sufficient supply of foam concentrate to produce foam for at least 20 minutes. (
IG system fitted)
5. Foam supplied through foam monitors and applicators. (1250 litre/min)
6. Capacity of any monitors at least 3 liter/m2/minute.
7. Capacity of applicator not less than 400 litres/minute and throw not less than 15
meter
Inert gas systems: (cargo tank protection):
• Maintaining O2 content less than 8 % by volume in any part of cargo tank.
• Positive pressure at all times.
• Maintaining O2 content less than 5 % in the IG main.
• System capable of delivering IG to cargo tanks at a rate of at least 125 % of the
maximum discharge rate.
• 2 blowers : capacity 20000 m3/hr
• IG : capacity 1000 m3 / hr
• Vacuum : -350 mm wg
• High pressure : 1400 mm wg
INTERNATIONAL SHORE CONNECTION
Common link between the vessel and shore for pressuring fire main line.
One to be used on each side of the ship.
Outer dia-178mm. inner dia-64mm washer 8 nos , bolts and nuts 4 nos ( 16mm dia , 150 mm
in length, thickness flange min 14.5 min)
SELF CONTAINED BREATHING APPARATUS
First of all I will lay down the SCBA and check the visibly condition straps and mask and
gauge, valves, then I will checked the apparatus leakage test switch off the demand valve
open the cylinder valve slowly close it and observe the gauge. Gauge pressure not fall more
than 10 bar per minute. If there is no leakage. Test the whistle release the pressure in the
apparatus slowly, then open the demand valve, for a 1,200 bar cylinder, the whistle should
sound at 68 bar. Then I will the don the apparatus check all straps are good condition.
Tighten the straps so the cylinder fits snugly on the back. The facemask should around the
neck. With the valve off, turn on the cylinder slowly. Check the for positive pressure put the
face mask on. Turn the demand valve on. Lift the mask seal off the face, air pressure should
flow out of the mask. This proves there is positive pressure, allow the mask to re-seal hold
breath check the there is no leakage from the exhale valve. check the facemask for leakage
close the cylinder valve and breathe until the facemask is drawn into the face. When the
pressure gauge reads zero, hold breath for 10 seconds. If there is no leakage that main mask
is ok,
REGION A
LATERAL STARBOARD HAND MARK
Colour : Green
Topmark : Single green cone point upward
Light: (when fitted) Green
Rhythm: Any. Other then composite group
flashing (2+1)
REGION A
LATERAL PORT HAND MARK
Colour: Red
Topmark: Single red cylinder (can)
Light: ( when fitted) Red
Rhythm: Any. Other then composite group
flashing (2+1)
REGION A
PREFERRED CHANNELTO PORT
Colour: green with one broad red horizontal
band
Topmark: Nil
Light: (when fitted) Green
Rhythm: Composite group flashing (2+1)

REGION A
PREFERRED CHANNEL TO STROARD
Colour: Red with one broad green
Horizontal band
Topmark: NIL
Light: (when fitted) Red
Rhythm: Composite group flashing
SPECIAL MARKS
Definition of Special marks
Indicate the marine special area or feature LIGHT: (when fitted) yellow
1. Ocean data acquisition systems (ODAS) marks

2. TSS marks
3. Spoil ground marks
4. Military exercise marks
5. Cable or pipeline marks
6. Recreation zone marks
Shape: Optional, but not conflicting with

Navigational marks
Colour: Yellow
Topmark: Single yellow “X” shape
Rhythm: Any, not conflicting with
Cardinal marks
Isolated marks
Safe water marks
----------------------------------------------------------------------
Sir, first of I will concert the chart than I will check the available depth of water and switch
on the echo sounder witch side is safe side I can pass this buoyage.
SAFE WATER MARK

Mark to indicate navigable water all round the marks
these include centre line and mid-channel marks
may also be use as an alternative to cardinal or lateral
mark to indicate a landfall.
Colour: red and white vertical stripes
Light: (when fitted) white
Rhythm: isophase, occulting, one long flash
Every 10s or morse “A”
Isophase mean duration of light and duration of darkness is same
Occulting mean duration of light more than duration of darkness

ISOLATED DANGER MARKS
Mark erected on, or moored on or above, an isolated danger
Which has navigable water all around it.
Shape: Optional, but not conflicting with
Lateral marks, Pillar or spar
Colour: black with one or more broad
Horizontal red bands
Topmark: 2 black spheres, one above the other
Light: (when fitted) white
Rhythm: Group flashing (2)
CARDINAL MARKS
NORTH: Name side is safe side
colour: black above the yellow
topemark: 2 black cones, one above the other point upward
light: (when fitted) white
rhythm: very quick or quick flashing
EAST: Name side is safe side
colour: black with a horizontal yellow band
topemark: 2 black cones, one above the other base to base
rhythm: very quick (3) every 5s or quick (3) every 10s flashing
SOUTH: Name side is safe side

colour: yellow above the black
topemark: 2 black cones, one above the other point downward
rhythm: very quick (6) + long flash every 10s
or quick (6) + long flash every 15s
EAST: Name side is safe side
colour: yellow with a horizontal black band
topemark: 2 black cones, one above the other base to base
rhythm: very quick (9) every 10s or quick (9) every 10s flashing
NEW DANGER MARK
Buoys in use
A Lateral or Cardinal mark may be used, if appropriate there may be more than one,
for example by port and starboard lateral buoys marking either side of the hazard.
Topmark
The top mark, if fitted, is to be a standing/upright yellow cross. (This shape is new for
the IALA Buoyage System.)
colour: blue and yellow vertical stripes
Shape A pillar of spar buoy, the size dependent upon the situation .
light: blue and yellow flash +
rhythm: the blue and yellow 1 second flashes are alternated with an
interval of 0.5 seconds. Bu1.0s+0.5s+Y1.0s+0.5s= 3.0s
nominal range of 4 nautical miles
Racons
A racon may be fitted to one of the buoys. In this case it will display the letter
“D" (dash dot dot) giving a signal length of 1 mile.

List the messages that should be sent by a participating vessel, indicating the content.
Sailing Plan : sent days or even weeks prior to departure.
To include the following :-
- Ship's name and call sign;
- Date, time and port of departure;
- Port of destination;
- ETA at destination;
- Route information;
- Special resources on board.
Departure Report : sent as soon as possible after departure.
- Ship's name.
- Date, time and port of departure.
Position Report : sent within 24 hours after departure and 48 hours thereafter.
- Ship's name;
- Time and position;
- Port of destination;
- ETA to destination;
Deviation Report : sent if any changes are made to the sailing plan at the Master's discretion. To
include the following :-
- Ship's name;
- Details of deviation;
- Course and speed;
- Revised ETA.
Arrival Report : sent just prior to or on arrival to pilot roads at the port of destination. To include
the following :-
- Ship's name and call sign;
- Relevant position and time.
List three other reporting systems with which you are familiar.
• AUSREP
• INSPIRES
• MAREP
State where information on Traffic Separation Schemes may be obtained.
• All charts show all adopted routeing schemes.

• Ship's Routeing published by and obtainable from the IMO shows details of routeing systems
adopted by IMO.
• Admiralty Sailing Directions mention all TSS, whether or not it has been adopted by IMO.
• Annual Summary of Admiralty Notices to Mariners lists all the TSS shown on Admiralty charts
and also indicates which schemes have been adopted by the IMO.
• Mariner's Routeing Guide Charts (5500 - English Channel and 5501 - Gulf of Suez) also show
the routeing systems.
The O.O.W. in a vessel in deep water obtains a shallow sounding unexpectedly.
(a). State the authority to which the report should be sent.
International Hydrographic Office (IHO) based in Monaco.
(b). List the information which should accompany.
The information required would include the following :
For H-102 :-
• Ship's name and call sign. • General location. • Subject.
• Approximate position (latitude / longitude). • B.A. chart affected.
• Latest notices to mariners held. • Publications affected.
For H-102A :-
• Name of port. • General remarks. • Anchorages.
• Pilotage. • Directions. • Tugs.
• Wharves. • Cargo handling. • Cranes.
• Repairs. • Rescue and distress. • Supplies.
• Services. • Communications. • Port authority.
• Small craft facilities. • Views
(C) State the publications from which the report may be obtained.
Weekly Notices to Mariners as issued by the Hydrographic Office Admiralty.

(i). Outline the basic concept of GMDSS.
Global Maritime Distress and Safety System (GMDSS) is developed by the IMO and included
in the SOLAS convention.
The basic concept of GMDSS is to rapidly alert Search and Rescue authorities ashore and to the
shipping in the immediate vicinity of a vessel in distress so as to co-ordinate search and rescue
operation with the minimum of delay. The system also provides for urgency and safety
communications, and the dissemination of Marine Safety Information including navigational
warnings and weather messages.
All ships to comply with GMDSS requirements by 1st February, 1999.
(ii). List the sea areas designated by GMDSS and the means of communication within each.
Sea Area A1 : within the range of shore-based VHF stations (20-50 nm); ships will carry VHF
equipment and either a satellite EPIRB or a VHF EPIRB.
Sea Area A2 : excluding Sea Area A1, and within the range of shore-based MF stations (150-200
nm); ships will carry VHF and MF equipment, and a satellite EPIRB.
Sea Area A3 : excluding Sea Area A1 and A2, and within the range of geo-stationary satellite
(eg. INMARSAT), covering roughly between 70 N and 70 S; ships will carry VHF, MF, a
satellite EPIRB and either HF or satellite communications equipment.
Sea Area A4 : excluding Sea Areas A1, A2 and A3, covers area beyond INMARSAT range ie.
greater than 70 N or 70 S (Arctic and Antartic Ocean); ships will carry VHF, MF and HF
equipment, and a satellite EPIRB.
NB : Additionally, all ships will carry equipment for receiving MSI broadcasts.
This equipment has been identified by IMO to be suitable to :-
• Ship-to-Shore Distress Alerting. • Shore-to-Ship Distress Alerting.
• Ship-to-Ship Alerting. • Search and Rescue Coordination.
• On-scene Commander. • Transmission and receipt of locating signals.
• Transmission and receipt of Maritime Safety Information.
• General Radio Communications • Bridge-to-Bridge Communications.
INMARSAT provides worldwide coverage except polar regions.
INMARSAT A (voice / data / fax / telex) - Real Time.

INMARSAT C (text / data at lower speeds) - Store and Forward.
(3). Ground
• Local User Terminals (LUT's).
• Regional Data Distribution Centre (RDDC).
• Marine Rescue Co-ordination Centre (MRCC).
MSN 1816- about EPIRB Registration
Ans: EPIRB: must be registered with an appropriate authority. this ensures that details
held on EPIRB registers are as accurate as possible.
DUTIES OF SAFETY OFFICER AS PER COSWP?

Ans: i) endeavour to ensure that the provision of code of safe working practices are complied with;
iv) Endeavour to ensure that the employers occupational health

& safety polices are complied with;
v) Every accident require to be investigate.
vi) Every dangerous occurrence;
vii) All potential hazards to occupational health and safety and
make reconditions to the master to present the requirement
of an accident or to remove the hazards.
viii) Carry out occupational health & safety inspections and part
of the ship at one every 3 months.
ix) Make representations and where appropriate reconditions to
the master about the deficiency is the ship with requed to
x) Carry out the requirement of safety combination
How WOULD YOU FAMILIARIZE YOURSELF AS A NEWLY JOINED OOW?
Ans: He is a masters representative and masters trust lies over him along with responsibility to
carry out safe and sound navigational watch and duties.
1. Maintain a safe navigational watch.

2. Maintain a proper look out by sight and hearing.
3. Follow col regs to avoid collision and traffic.
4. Familiarization with all navigational equipment
5. Check vsl’s course regularly.
6. Plot vsl’s position regularly.
7. Monitor vsls progress along intended route.
8. Compare gyro comp with magnetic compasses.
9. Take compass error once a watch and every a/c of course.
10. Carry out radar plotting.
11. Record bridge activities in log book.
12. Beware of vsl’s turning circle and stopping distance.
13. Inform master any event / moment affecting vsl’s progress.
14. Understand handing over watch procedure.
15. Make periodic checks on nav equipments.
16. Be aware of safety equipments on bridge and their operation.
17. Be fully conversant with pollution prevention obligations and regulations.
18. General communications.
19. Ensure fire patrol, antipiracy watch maintained at all times.
20. Gmdss watch keeping.
21. Monitor cargo operations.
22. Monitor and control machinery.
23. Supervise routine work on deck.
24. Supervise rigging of pilot ladder, gangways, mooring, fire wire and bunker ops and man and
material including prev of pollution at all time
HOW WILL THE CREW KNOW WHICH DRILLS ARE PENDING?
Ans: My last ship ale way and ships office flow sheet under line which drill are pending next month
or next week.
EQUIPMENTS ON BRIDGE?
Ans: Nav lights (morse, aldis, search light) emergency lt. Ok.
Sound signaling apparatus (whistle, fog bell, gong) ok. Verbal confirm.
Safety equipment – (pyrotechnics, epirb, sart, l/jackets, alarms) ok.
Communications – ok.
Instruments – will check, echo sounder, enps, course recorder, gyro – magnetic diff. Log
inbook.
Will check gyro repeaters alignment.
Will check for alarm system on bridge.
Look for ancillary bridge equipments (binoculars, flag, met equip).
See for RADAR (ARPA) (will check for and compare with actual target)
Will check for traffic density of area.
Nav hazards expected.
Possible effects of heel / trim / water density – squat during watch.
Any nav watch probs. Prev.

Will keep insight of deck work if going on.
Look out fit enough to carry out the job.
Will check look out / er stations / all repeaters / indicators/ dimmer etc.
Procedure for use of m/eng to maneuvers, when m/eng is on bridge control.
Will not touch radar and will not take over the watch if collision avoidance is going on.
PUMP ROOM ENTRY, AND FIRE FIGHTING SYSTEM IN IT, IF IT IS CO2 FROM WHERE YOU
RELEASE IT?
Ans: REQUIREMENT FOR ENTRY INTO PUMPROOM
 A permanently rigged rescue line and harness should be at the top of all cargo and transfer
pumprooms (part of life saving appliance) (SHOULD NOT BE USED FOR ANY OTHER
PURPOSE).
 No fixed equipment fitted in the pumproom should be operated if the gas LEL is in excess of
40%.
 Gas generation caused by oil in bilge’s may be reduced/minimised by spreading a layer of
foam over the pumproom bilge’s.
 Permission has been obtained from a Senior Officer.
 Ventilation should be provided for at least 15 minutes and remains in use throughout the
period of entry.
 Means of communication must be established.
 Lifeline and Harness is ready for immediate use.
 A competent person is standby on top of the pumproom to call for assistance.
 Advice the officer of entry and exit.
 Obtain explosimeter reading from the Bottom platform that it is free of toxic vapours along
with regular checks (incase of maintenance works)
 At least one compressed B.A set is ready for immediate use on top. (in case of maintenance
works)
 Additional B.A set is ready for use close at work. (incase of maintenance works)
 Have resuscitation equipment ready for immediate use close at work. (incase of maintenance
works).
 Chief Officer should personally supervise incase of an emergency.
THE OXYGEN CONTENT OF AIR IS 21%. IF THE LEVEL FALLS TO APPROXIMATELY
17% THE ATMOSPHERE IS UNSAFE.
SAMPLE OF AN ENTRY PERMIT FORM
1. Has the permission been obtained from the Chief Officer?

2. Is the tank clean?
3. Is the tank pressurised?
4. Has the tank been inert, then gas-freed?
PUMP ROOM BILGES ALARM, HOW OFTEN YOU TEST IT?

Ans: Before loading & discharging we are test bilges alarm.
What is the easy means of finding compass error along side jetty?
First of all i will take the compass bearing from jetty edge then i will take the true bearing for chart
then i will compared the both bearing find the compass error
Compass bearing ( from jetty) 064 (C)
t rue bearing (chart) 061 (T)
compass error 003 (w)
What is the list and loll ?
List : when a vessel is inclined by forces within the ship. Uneven distribution of weights.
The is a stable condition (G below M) but G is off the centre line.
Loll : is caused when G rises above M causing the vessel to incline to Port or Starboard or
even flop from one to the other. This is an unstable condition.
LOAD LINES
Drawing of load line mark.
 TF – Tropical Fresh Water
 F – Fresh Water
 T – Tropical Seawater
 S – Summer Temperate Seawater
 W – Winter Temperate Seawater
 WNA – Winter North Atlantic

Freeboard deck:
Uppermost continuous watertight deck exposed to weather and sea.

Below this level all opening must be watertight.
Assigned Freeboard
Is the distance measured vertically downwards amidships from the

upper edge of the deck line to the upper edge of the appropriate load line.
Statutory Freeboard:
Is the distance measured vertically downwards amidships from the

upper edge of the deck line to the upper edge of the summer load line.
Freeboard:
Is the distance measured vertically downwards amidships from the upper

edge of the deck line to the upper edge of the load line to the waterline.
WHAT ARE SPRING AND NEAP TIDE?

SPRING TIDE: spring tide relatively large range and rate which occurs near the full moon and new
moon. It is strong tides. they occur when the earth the sun and the moon are in one line, once in
conjunction and once in opposition, so then gravitational forces of the sun moon both contributes to
the tides.
NEAP TIDE: neap tides relatively small range and rate. These are especially weak tides. They occur
when the gravitational forces of the moon and the sun are perpendicular to one another with respect
to the earth. Neap tides occur during quarter moons.
PASSAGE PLANNING ALL STAGES, SPECIALLY APPRAISAL STAGE INCLUDING ALL
PUBLICATIONS?
i) Appraisal
xi) Planning
xii) Execution
xiii) Monitoring
all publications:
sailing directions (pilot book)
Admiralty list of lights and fog signals
Admiralty list of radio signals
Admiralty tide tables
Tidal stream atlas
Admiralty notice to mariners ( weekly, cumulative and annual summary)
Radio navigation warnings
Navigational aid information (manuals etc)
Ocean passage of the world
Mariners handbook
Mariner’s routeing guides
Passage planning charts
MAKING WAY AND UNDERWAY DIFFERENCE?

Ans: Making way: CASTING OFF A BOAT WHEN THE PARENT VESSEL IS MAKING WAY
Once the boat falls has been released and the boat is held on the painter push the tiller toward the
ships side
This action effectively gives the boat a SHEER
Keep the painter taut until the boat reaches a point of maximum sheer
Then briefly alter the position of the tiller so that the bow cants inwards towards the parent vessel
The result of this action will be for the painter to become temporarily slack which will permit its easy
slipping
Push tiller towards the ship side again and gain sea room
Underway: the word underway means that a vessel is not at anchor or made fast to the shore or
aground.
IMO Publications
Ship routing
IMDG code
MARPOL
SOLAS
LAS code
Load line
COLREG
ISM code
Int. code of signals
GMDDS hand book
LIFE SAVING APPLIANCES

GENERAL REQUIREMENTS
-CONSTRUCTED WITH PROPER WORKMANSHIP AND MATERIALS,NOT TO BE DAMAGED IN
STOWAGE THROUGHT THE AIR TEMPERATURE RANGE -30 DEGREE TO +65 DEGREE,IF
PUTTED IN SEA WATER OPERATE THOUGH OUT THE SEAWATER TEMP. RANGE -1 DEGREE
TO +30 DEGREE,BE ROT PROOF,CORROSION RESISTANCE,AND NOT AFFECTED BY SEA
WATER ,OIL OR FUNGAL ATTACK,RESISTANT TO SUNLIGHT,SHOULD BE VIVID ORANGE RED
COLOUR (HIGHLY VISIBLE),RETRO REFLECTIVE TAPES ON IT,APPROVAL INFORMATION
MARKED,BE PROVIDED WITH ELECTRICAL SHORT CIRCUIT PROTECTION TO PREVENT
DAMAGE OR INJURY.

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RAFAQAT ALI ORAL ( OOW )

International safety management code (ISM) ( MGN 40 )

- PROVIDES INTERNATIONAL STANDARDS FOR SAFE MANAGEMENT AND

- SAFETY AND ENVIROMENT POLICY MUST BE IN PLACE.

- ADEQUATE PERSONAL SHOULD BE ONBOARD AND SEAFERERS SHOULD BE

 To ensure safety at sea.

 Safe working practise.

Company appoint the Designated Person Ashore (DPA)

C q43Designated Person Ashore (DPA)

Mca consider dpa role highly important and expect companies to

Master responsible for the implementation of the safety and

 Safety Management System (SMS)

 Safety Management Certificate (SMC)

Part B – CERTIFICATION AND VERIFICATION

Document of compliance (DOC)

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

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

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

Audited annually by flag state.

A copy is held onboard the vessel.

Safety Management Certificate (SMC)

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

It is valid for 5 year.

Audit done in between 2nd and 3rd year.

Interim Document of compliance (DOC)

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

Interim Safety Management Certificate (SMC)

Issued when a company takes on a new ship.

Issued when a ship changes flag.

Valid not more then 6 months.

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

HOW WOULD YOU TRAIN YOUR CREW ACCORDING TO ISM?

EVERY SHIP MORE THAN 5 WORKERS SHOULD HAVE SAFETY

DUTIES OF SAFETY COMMITTEE

ENSURES THE CODE OF SAFE WORKING PRACTICES IS COMPLIED

ENSURE CODE OF SAFE WORKING PRACTICES AND COMPANY HEALTH

DUTIES OF SAFETY REPRESENTATIVES

CAN PARTICIPATE IN INVESTIGATION,CONSULTS ON HEALTH AND

INTERNATIONAL SHIP AND PORT FACILITY SECURITY CODE

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

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

 Level 3 is imposed when the probability of security threat to ship or port

Ship Security Officer ( SSO )

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

COMPANY SECURITY OFFICER

- PROVIDES SUPPORT TO THE SSO TO ENABLE HIM/HER TO CARRY OUT THEIR

PORT FACILITIES SECURITY OFFICER(PFSO)

-RESPONSIBLE FOR ENHANCING SECURITY AWARENESS WITHING THE PORT.

- ULTIMATELY RESPONSIBLE FOR THE SECURITY OF THE VESSEL.

CONTENT AND USE OF IAMSAR MANUAL

IAMSAR ( International Aeronautical and Maritime Search and Rescue Manual)

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

VOLUME-1: Organization and Management

Not use onboard

VOLUME-2: Mission Co-ordination

Not use onboard

VOLUME-3: Mobile Facilities

In mobile facilities there are 4 section and additional appendices.