ASM Oral Exam Notes (Part-1) (4942)

ADVANCED SHIPBOARD MANAGEMENT
(ASM) NOTES (PART-1)

FOR ORAL EXAMS
Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

ASM ORAL NOTES PREPARED BY: ROHAN D’SOUZA
Advanced Shipboard Management

Oral Examination Notes
By Rohan D’souza
INDEX
Part – 1
Sr. No Topic(s) Page No.

1 NAVIGATION 03
2 SHIP HANDLING 83
3 COLREGS 137
4 STABILITY 154
5 EMERGENCIES 177
6 CERTIFICATION 228
7 PSC, FSC, CLASS & SURVEYS 260
8 MARITIME LAW 295
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ASM ORAL NOTES BY ROHAN D’SOUZA NAVIGATION
NAVIGATION
What is Ice navigation? Which ships can go to ice region?
Ice navigation involves navigation in cold waters, where ice is a hazard to the safety of
navigation. The presence of sea ice requires a ship to exercise caution, for example by
avoiding icebergs, slowly sailing through a lead, or by working with an icebreaker to follow
a course through the ice to a destination.
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Only ice class ships can operate in Ice region. Ice Class means the notation assigned to
the ship by the Administration or by RO showing that the ship has been designed for
navigation in sea-ice conditions. Following are the categories as defined under Polar
Code:
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x Category A ship means a ship designed for operation in polar waters in at least
medium first-year ice, which may include old ice inclusions.
x
x SO
Category B ship means a ship not included in category A, designed for operation in
polar waters in at least thin first-year ice, which may include old ice inclusions.
Category C ship means a ship designed to operate in open water or in ice conditions
less severe than those included in categories A and B.
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These ships must comply with the Polar Code and have on board a valid Polar Ship
Certificate and a Polar Water Operational manual (PWOM).
AN
Vessel has received orders to transit ice infested waters. What are your actions /
checks as a Master?
x Check if the voyage is allowed as per Charter Party limits i.e. IWL / INL.
x Check if vessel is suitable for executing the voyage safety depending the time of the
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year, weather conditions in the area, ice class of the vessel, etc.
x Carry out a management meeting to discuss the voyage intended.
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x Carry out a risk assessment for the voyage contemplated.

x Obtain ice reports and ice warnings and other weather forecasts from all available
sources.
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x Check if vessel can perform the voyage on her own or assistance of ice breakers will
be required.
x Check sufficient FW, provisions, fuel and stores (winter gears, etc) are available as
voyage may be longer than expected.
x Check all navigation equipments are in order. Ensure latest charts are obtained and
updated.
x Carry out a Bridge team meeting to discuss the passage plan.
x Carry out a meeting with all the crew members to discuss personal safety and cold
weather precautions to be taken on deck and engine room.

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As a Master, what will be your concerns with regards to communication in Polar

Regions? Which communication equipments are onboard for sea area A4?
Concerns with regards to communication:
x Current maritime digital communication systems not designed to cover Polar waters.
x High latitude affects communication systems and the quality of communication.
x Due to the remoteness of the area, there will be limited SAR facilities and limited
communications capability, with the potential to affect incident response.
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Communication equipments are onboard for sea area A4:
x SOLAS Chapter IV, Regulation 7- Radio Equipment General
1. VHF with DSC and radiotelephony
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2. SART
3. NAVTEX
4. EPIRB
x SO
SOLAS Chapter IV, Regulation 11 - Radio equipment: Sea areas A1, A2, A3 and A4
In addition to above,
1. MF/HF with radiotelephony and DSC and NBDP
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2. Means of initiating the transmission of ship-to-shore distress alerts by a radio
communication service other than HF operating through
a) the polar orbiting satellite service on 406 MHz (such as satellite EPIRB) and,
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b) the lnmarsat geostationary satellite service by a ship earth station.
What are the hazards of ice-accretion? What steps will you take to prevent or
reduce ice-accretion?
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Hazards of ice-accretion:
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x Centre of gravity of the ship is raised with a corresponding reduction in stability.

x The added weight of ice leads to an increase in displacement and hence to a reduction
in freeboard and buoyancy.
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x Heel due to icing only on one side due to beam wind.

x It can cause radio and radar failures due to the icing of aerials.
x Visibility from the bridge may also be affected
x If ice is not removed, there is a great danger of instability and possibly capsizing.
To prevent or reduce ice-accretion:
x Keep away from areas of strong wind and low air temperatures as far as possible.
x Seek immediate shelter in a harbor or downwind of a land mass to minimize spray.

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x If shelter is not available, then steam downwind to minimize sea spray on the ship's
deck and superstructures. (upwind for certain ships)
x "Ice-phobic" (ice fearing) coatings can be applied.
x Physical removal of ice using tools such as baseball bats, large wooden mallets, ice
scrappers, shovels, spades, picks, etc.
x Use of chemicals such as Rock Salt (Sodium Chloride), Calcium Chloride, Urea,
Ethylene Glycol and other light de-icers including alcohols.
What problems will you face with regards to navigation in higher latitudes?
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x High latitude affects navigation systems and communication systems.
x Ice may be encountered which may make navigation difficult.
x Remoteness and possible lack of accurate and complete hydrographic data
and information.
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x Proximity to the North Magnetic Pole has an effect on the charts that are supplied
and the navigation instruments that are used with them.
x
x
x
x
x
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Magnetic compass is no longer reliable as a direction measuring device.
Satellite coverage will gradually decline and then become unusable.
False echoes may be given by ice passing underneath the echo sounder.
Reduced availability of navigational aids with increased potential for groundings
Limited communications capability.
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x Extended periods of darkness or daylight may affect navigation.
What is sea trial?

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Every shipyard after constructing and launching a vessel performs a set of tests to ensure
that all systems of the vessel meet the corresponding requirements assigned by the owner
under the contract and at the same time conform to the rules and regulations of the
approving classification society. This series of tests are clubbed under the heading Sea
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trials which simply imply trials carried out at the sea after final outfitting and launching of
the vessel just before delivery.
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Following are some of the tests that are carried out during sea trials:
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1. Draft measurement - in case the ship is not floating at the required draft it is corrected
since the very purpose of speed trials is to prove guaranteed speed at a particular
draft.
2. Anchor test - It is performed to check the functioning of the entire anchoring
mechanism.
3. Steering Gear Test – Hard over to hard over at full speed is tested. Also, emergency
steering is tested at half ahead speed using the Emergency generator.
4. Main Engine Endurance Test – The M/E is run for about 6 straight hours at full rated
RPM in order to test its performance at full load. It is initially run on DO and then FO
and again on DO. This is to check the changeover process from HFO to DO.

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5. Speed trials - These are carried out to check the speed of the vessel at the required
draft. It is carried out at a minimum of 3 powers – such as 75%, 85%, 100% MCR or as
per the contract. The speed is measured using the GPS by running the ship in two
opposite directions.
6. Astern running - vessel is run in the astern direction at about 70% ahead MCR by
running the engine in reverse direction.
7. Crash Stop Test - In this test, the stopping ability of a vessel is assessed.
8. Turning circle test - It is carried out to measure the diameter of the circular path which
the vessel starts to traverse as soon as the rudder is put hard over. The vessel is run
to complete one circle and the diameter is measured using GPS.
9. Navigation equipments - Operation of equipment such as RADAR, communication
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systems, etc. are also checked during sea trials.
10. Black Out Test - There is a complete blackout on board as all the main generators are
shut down and the automatic starting of Emergency Generator is observed.
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How to ensure OOW does not sleep during his watch and keeps a good anti piracy
watch?
x
x
x
SO
Emphasize good watch keeping during Bridge team meetings.
Emphasize proper lookout in your night orders and standing orders.
Take special care to ensure everyone is adequately rested and not fatigued.
x Ensure proper functioning of BNWAS and regular testing of the alarms.
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x Ensure all bridge equipments for lookout are adequately maintained and available.
x Instruct all OOW‟s to call self without any hesitation in case they are feeling sleepy or
unwell.
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Which are the MARPOL annexes relevant in passage planning?
x Annex I - If vessel intends to do tank cleaning or entering or exiting special areas.

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x Annex II – If vessel intends to do tank cleaning or entering or exiting special area.

x Annex IV – If vessel is entering special area or if local regulations do not allow
disposal of sewage even through the STP.
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x Annex V – If vessel is passing through any Annex V special area.

x Annex VI – If vessel will be entering or exiting the ECA and change-over of fuel is
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required. Also, sufficient MGO to be available with adequate reserves.
How will you plan GC passage and what are the dangers in GC sailing?
A great circle track is the shortest distance, measured along the earth‟s surface, between
two places. A great circle track cuts successive meriians at different angles because the
meridians are not parallel to one another. The course, therefore, should change slightly
whilst crossing each meridian.

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x I will tell my 2nd Officer the limiting latitude depending on the dangers involved with high
latitudes.
x I will check the passage and ensure proper courses are plotted on the chart or ECDIS.
(Practically, the two points are plotted on the Gnomonic chart and joined by a straight
line. The vertex and suitable points are read off the chart and RL courses are plotted
on mercator chart from point to point thereby followign the GC track effecively and
conveniently.)
x The GC track must not lead the vessel in dangerous waters or over land. In such a
case, I will practice composite sailing to limit the maximum latitude, generally to avoid
ice or severe weather near the poles.
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SO
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Dangers involved in GC sailing: If latitude of the vertex is too high, ice, fog, extreme cold
and bad weather may be experienced.
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What are the adverse weather effects and how will you mitigate them?
MSC.1/Circ.1228 gives guidance to the Master for avoiding dangerous situations in

adverse weather and sea conditions. It has been brought out with a view to providing
masters with a basis for decision making on ship handling in adverse weather and sea
conditions, thus assisting them to avoid dangerous phenomena that they may encounter in
such circumstances. Adverse weather conditions include wind induced waves or heavy
swell.

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Adverse weather effects:
x Synchronous rolling or Severe roll motions

x Parametric rolling
x Damage to cargo or loss of cargo or shift of cargo
x Damage to equipment onboard
x Injury to persons or loss of persons onboard
x Capsizing of the ship due to violent rolling or cargo shift
x Surf-riding and broaching to in following or quartering seas.
x Combination of any of the above
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Ways to mitigate them:
x For surf riding or broaching to, alter the course and/or speed so that the angle of
encounter is out of the range 135°<α<225° and the ship speed is lesser than (1.8 √L /
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cos (180-α) (knots).
x For synchronous and parametric rolling,
1. Reduction of speed – Speed can be reduced to change the wave encounter period
wave encounter period. SO

thereby breaking the synchronization between the ship‟s natural period of roll and
2. Alteration of course - Vessel‟s course must be altered to a more favourable course

to ease the vessel‟s motion by breaking the resonance between period of wave
encounter and ship‟s natural rolling period.
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3. Heaving to, preferably in lee of a land mass, to allow weather to pass, if possible
x Filling up all slack tanks to minimize the FSE will also help in improving stability.
x Before the adverse weather is encountered, heavy weather ballast may be taken in
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designated tanks to lower „G‟ and improve stability.

x Weather routeing services – these may be used to identify the best available route
considering the expected and prevalent weather and thereby making amendments to
the passage plan
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Describe the Navigation bridge visibility criteria.

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SOLAS Chapter V, Regulation 22: Navigation Bridge Visibility
Ships of 55m or more in length constructed on or after 1 July 1998, shall meet the
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following requirements:
1. The view of the sea surface from the conning position shall not be obscured by more
than two ship lengths, or 500 m, whichever is less, forward of the bow to 100 on either
side under all conditions of draught, trim and deck cargo.
2. No blind sector, caused by cargo, cargo gear or other obstructions outside of the
wheelhouse, forward of the beam which obstructs the view of the sea surface as seen
from the conning position shall exceed 100. The total arc of blind sectors shall not
exceed 200. The clear sectors between blind sectors shall be at least 50. However, in
the view described in .1, each individual blind sector shall not exceed 50.

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3. The horizontal field of vision from the conning position shall extend over an arc of not
less than 2250, that is from right ahead to not less than 22.50 abaft the beam on either
side of the ship.
4. From each bridge wing, the horizontal field of vision shall extend over an arc of at least
2250, that is from at least 450 on the opposite bow through right ahead and then from
right ahead to right astern through 1800 on the same side of the ship.
5. From the main steering position, the horizontal field of vision shall extend over an arc
from right ahead to at least 600 on each side of the ship.
6. The ship's side shall be visible from the bridge wing.
7. The height of the lower edge of the navigation bridge front windows above the bridge
deck shall be kept as low as possible. In no case shall the lower edge present an
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obstruction to the forward view as described in this regulation.
8. The upper edge of the navigation bridge front windows shall allow a forward view of the
horizon for a person with a height of eye of 1,800 mm above the bridge deck at the
conning position when the ship is pitching in heavy seas. The Administration, if
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satisfied that a 1,800 mm height of eye is unreasonable and impractical, may allow
reduction of the height of eye but not to less than 1,600 mm;
9. Windows shall meet the following requirements:
SO
a) To help avoid reflections, the bridge front windows shall be inclined from the vertical
plane top out, at an angle of not less than 100 and not more than 250.
b) Framing between windows shall be kept to a minimum and not installed
immediately forward of any work station.
c) Polarized and tinted windows shall not be fitted.
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d) A clear view through at least two of the navigation bridge front windows and,
depending on the bridge configuration, an additional number of clear-view windows
shall be provided at all times, regardless of weather conditions.
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How will you carry out briefing and debriefing of passage plan and who all will be
involved?
x For the briefing, I will call all the Bridge team members on the Bridge to carry out the
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Pre-arrival bridge team meeting. The members will include all officers, lookouts,
helmsmen and also Chief Engineer in case fuel changeover or other requirements are
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to be discussed.
x I will discuss the passage plan, with special emphasis on the approach, anchorage
area, traffic expected, reporting requirements, routeing measures, VTS and other local
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regulations.
x I will discuss the pilotage area, berth details, weather forecast, contingency anchorage,
abort point, no go areas and dangers, etc.
x I will highlight the call master point, when notice to be given to E/R, engines and
steering to be tried out, etc.
x I will highlight special aspects of the passage such as entering / exiting special areas,
any fuel changeover requirements, local regulations, etc.
x I will ask for inputs and experiences of the Bridge team members and ask for any
suggestions for improvement and anything missed out by me in the discussion.

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x For the debriefing, I will call the same Bridge Team members and discuss the passage
completed, if anything could be improved, any good practices identified and take
feedback from all the members.
State the UKC policy of your Company and what all factors UKC depends upon?
UKC Policy of my Company:
x For ocean and coastal passages outside shallow waters, minimum UKC must be
atleast the vessel‟s maximum static draft.
ZA
x In shallow waters (waters where UKC equal to ship‟s maximum static daft cannot be
maintained), rivers/port waters, SBM, anchor – minimum UKC must be 10% of the
maximum static draft or ONE meter, or as per local/port requirement, whichever is
greater.
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x At berth, the minimum UKC must be 1.5% of the ship‟s extreme breadth or 0.3m or as
per port/local requirement, whichever is greater.
SO
(UKC to be calculated as per Company Passage Plan Form and based on Dynamic
conditions i.e. including squat, roll, pitch, heave, effect of density of water, etc. Controlling
depth must be calculated taking into account height of tide, chart accuracy (CATZOC),
etc)
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UKC depends on the following factors:
x Draft and displacement of the vessel including Hog or sag, if any.

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x Minimum charted depth available and chart accuracy

x Squat and the factors that affect squat mainly ship‟s speed.
x Increase in draft due to heaving, pitching and rolling motions.
x State of sea and swell
x Increase in draught due to change of water density
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x The predicted height of tide

x Profile of the seabed – i.e. sand waves, pipelines, obstructions etc.
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Explain the full procedure for taking a star sight.

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x From the almanac, calculate the ship‟s time (SMT) for nautical twilight. (LMT-Long-
GMT-ZT-SMT)
x Using the Star Finder (NP 323) identify three stars that are well separated atleast by
60 degrees. This must be done well before the nautical twilight time.
x Find out the approx. azimuth and altitude for these stars for the time of observation
using the Star Finder.
x At the time of observation, set altitude on the sextant and look at the horizon in the
direction of the approx azimuth and quickly note down the timings and altitude of
the three stars.

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x Calculation is then done by the Intercept method, applying run if required. The fix is
the point of intersection of the three PL‟s so obtained.
How to use the star finder for taking a star sight?
Star finder is used to find a star who‟s azimuth or altitude is measured. It can also be used
to find the approx azimuth and altitude of the stars that are selected for star sight so that
the sextant can be set to that altitude and the user can directly look at the horizon in the
direction of the approx azimuth.
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a) From Almanac, find GHA γ for the time of observation.
b) Calculate LHA γ by applying Long E (+) or Long W (-)
c) Select the template of the latitude that is nearest to your present latitude and place
it on the star diagram. (NH or SH)
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d) Align the arrow on template to LHA γ value on the diagram and ensure that the
1800/3600 line of the template passes through the pole of the chart and the „+‟ mark
is placed on the present latitude of the ship.
SO
e) From the template, read the approx altitude and azimuth of any star selected for
star sight.
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The red lines are of the transparent template that is placed on top of the Star Diagram.
At Point A, we see that the 180/360 line of the template is in line with the North Pole as
shown on the Star Diagram.
At Point B, we see that the „+‟ mark is aligned with vessel‟s present latitude i.e. 27deg.
At Point C, the numbers indicate the altitude of the star. (Altair =350)
At Point D, the numbers indicate the azimuth of the body. Template will tell you whether to
use the inner or outer figures depending on whether you‟re in NH or SH. (Altair = 2320)
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Which is the preferred method for star sight calculation?
Intercept method is preferred for star sight calculations. Since we will take the three sights
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in quick succession, we use the same DR position and plot all three azimuths (towards or
away as applicable) and draw the 3 position lines and find the fix. This method is faster
and easier.
SO
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AN
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Explain the full procedure of sight calculation.
First sight (Long by Chron)
x Calculate the Sextant altitude of the sun at around 9am SMT.

x Apply Index Error, Dip (HE), Total correction and obtain the True Altitude.

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x Calculate value of P using the formula and obtain the LHA.

x Calculate the corrected GHA and obtain the Observed Long.
x Calculate the Azimuth for the time of observation.
x Draw the DR Lat & Obs Long and PL passing through it. PL will be -/+90 of Azimuth.
Second sight (Mer pass sight)

x Calculate Merpass time (SMT).
x Calculate the Sextant altitude of the sun at merpass time.
x Apply Index Error, Dip (HE), Total correction and obtain the True Altitude.
x From True altitude, obtain MZD.
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x To the MZD, apply declination to get the Observed latitude.
x PL in this case will be E-W i.e. the Obs. Lat.
Calculation of Fix:
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x Apply run on the DR lat and Obs Long obtained from the first sight.
x Plot the newly obtained EP Lat and EP Long on a graph paper and the transferred PL.
x
x
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Draw the observed latitude obtained from the second sight.
The point of intersection between the transferred PL and Obs lat will be the fix.
What do you know about IALA Buoyage system? What is region A & B and which
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country follows which region?
The International Association of Marine Aids to Navigation and Lighthouse Authorities

(IALA) is a non-profit organization founded in 1957 to collect & provide nautical expertise
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and advice. IALA is primarily known for the IALA Maritime Buoyage System with which,
they have successfully implemented a harmonized buoyage system.
The IALA Buoyage system consists of the following marks:

1. Lateral Marks - indicate the edges of a well-defined navigable channel. They are
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also modified to show where channels divide or preferred route to follow.

2. Cardinal Marks – indicate position of a hazard and the direction of the safe water.
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3. Isolated Danger Mark – indicates a danger to shipping.

4. Safe Water Mark – indicates the end of a channel and deep, safe water is ahead.
5. Special Mark – indicates an area or feature such as speed restriction or mooring
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area.
6. Emergency Wreck Marking Buoy – for marking a wreck as a temporary means to
indicate hazard.
Each type of mark has a distinctive colour, shape and possibly a characteristic light.
Lateral Marks are different for Region A and B. Rest all other marks are common to all
places all over the world. The IALA Maritime Buoyage System defines two regions in the
world: IALA region A and IALA region B. Region B covers the North, Central and South
America, Japan, South Korea & Philippines, while rest of the world belongs to region A.

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SO
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What are cardinal marks? Describe all cardinal marks and state their use in
navigation.

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A cardinal mark is used to signify a danger and show where the safest water can be
found. Cardinal marks indicate the direction of safety as a compass direction relative to
the mark. They are named after the quadrant in which they are placed. They have
distinctive black and yellow markings and topmarks.
Use of Cardinal Marks:
x To show the deepest water on an area on the named side of the mark.
x To show the safe side on which to pass a danger
x To draw attention to a feature in a channel such as a bend, junction or end of a shoal.
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SO
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{Quick (Q) – 50 to 60 flashes / min} {Very Quick (VQ) = 100 to 120 flashes / min}
What is the meaning of isophase, flashing and occulting?
x Isophase: showing equal periods of light and darkness.

x Flashing: showing longer periods of darkness than light.
x Occulting: showing longer periods of light than darkness (opposite of flashing)

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What is group flashing and composite group flashing?
Group flashing is a group of a specific number of flashes repeated regularly. For example,
Fl (3) R 15s means red light will flash three times and then again three times. Total time
from start of the pattern till the next cycle takes 15 seconds.
Composite group flashing is several groups of a specific number of flashes are repeated
regularly. For example, Fl (2+1) W 15s means composite group flashes with 2 white
flashes in quicker succession followed by one white flash and the entire cycle (till start of
the next two flashes) takes 15 seconds.
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SO
Describe isolated danger mark and safe water mark.
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AN
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What is the new danger mark?
It is known as the Emergency Wreck Marking Buoy. It is not a part of IALA Buoyage, but
introduced by Trinity House, the General Lighthouse Authority (GLA) for England, Wales
the Channel Islands and Gibraltar. It is to be used in the initial stages of an incident to
mark the wreck and is maintained in position until:
x The wreck is well known and has been promulgated in nautical publications.
x The wreck has been fully surveyed and exact details such as position and least depth
above the wreck are known.
x A permanent form of marking of the wreck has been carried out.
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The buoy has the following characteristics:
x Pillar or spar buoy, with size dependant on location

x Coloured in equal number and dimensions of blue and yellow vertical stripes
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(minimum of 4 stripes and maximum of 8 stripes)
x Fitted with an alternating blue and yellow flashing light with a nominal range of 4 NM
x SO
(the blue and yellow 1 second flashes are alternated with an interval of 0.5 seconds. If
multiple buoys are deployed then the lights will be synchronized)
The top mark, if fitted, is to be a standing/upright yellow cross.
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You are coming out of a port in Japan. On which side will you keep the green
conical buoy?
Japan falls in Region B where Green buoy cannot be conical. Green buoy will be
cylindrical, pillar or spar. While coming out, I will keep the green buoy on my starboard.
(Since the buoyage direction is for going in. while going in, green buoy on the port side)

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Draw the chart symbols for: Flood tide, ebb tide, current in restricted waters, light
house, wrecks and historical wreck and any other symbol you know.
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What do you know about VTS? Is VTS mandatory?
SOLAS Chapter V, Regulation 12 deals with Vessel traffic services.
x VTS contribute to the safety of life at sea, safety and efficiency of navigation and
protection of the marine environment, adjacent shore areas, work sites and offshore
installations from possible adverse effects of maritime traffic.
x It is established where Contracting Governments in their opinion feel the volume of
traffic or the degree of risk justifies such services.
x Contracting Government planning and implementing such services must follow the
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guidelines developed by IMO. (RESOLUTION A.857(20)
x The use of VTS may only be made mandatory in sea areas within the territorial seas of
a Coastal State.
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What is the difference between VTS and VTMS?
VTS
x
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As per IMO Resolution A.857(20) on Guidelines for Vessel Traffic Services;
VTS should comprise at least an information service which ensures that essential
information becomes available in time for on-board navigational decision-making.
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x A VTS may additionally also provide;
1. A navigational assistance service -to assist on-board navigational decision making
and to monitor its effects.
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2. A traffic organization service - to prevent the development of dangerous maritime

traffic situations and to provide for the safe and efficient movement of vessel traffic
within the VTS area.
3. Or Both.
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VTMS
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So whereas a VTS may provide only an information service as a minimum (or may provide
all three), a VTMS provides an information service and a traffic organization service with
its main focus being management of traffic situations. These are established in some of
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the busiest waters in the world and are making valuable contribution to safer navigation,
more efficient traffic flow, and protection of the environment. Traffic flow in busy approach
routes, access channels, and harbours can be coordinated safely, in the best interest of
port and its users. Incidents and emergency situations can be dealt with quickly. Data from
traffic movements can be stored and used as reference information for port administration,
port authorities, coastguards and search and rescue services.

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What is ship reporting system? Is it mandatory?
SOLAS Chapter V, Regulation 11 deals with Ship reporting systems.
x Ship reporting systems contribute to safety of life at sea, safety and efficiency of
navigation and protection of the marine environment. A ship reporting system, when
adopted and implemented in accordance with the IMO guidelines shall be used by
all ships or certain categories of ships or ships carrying certain cargoes in accordance
with the provisions of each system so adopted.
x IMO is the only international body for developing guidelines, criteria and regulations
on an international level for ship reporting systems. Contracting Governments shall
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refer proposals for the adoption of ship reporting systems to IMO. IMO will collate and
disseminate all relevant information with regard to any adopted ship reporting system.
x This regulation does not address ship reporting systems established by Governments
for search and rescue purposes, which are covered under 1979 SAR Convention.
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x Guidelines developed by IMO are given in resolution MSC.43(64) and A.851(20).
Ship reporting systems are mandatory under SOLAS V/11 which states „the master of the
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ship shall comply with the requirements of adopted ship reporting systems and report to
the appropriate authority all information required in accordance with the provisions of each
such system‟.
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What do you know about ship routeing? Is it mandatory?
SOLAS Chapter V, Regulation 10 deals with Ships‟ routeing.

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x Ships' routeing systems contribute to safety of life at sea, safety and efficiency of
navigation and/or protection of the marine environment. Ships' routeing systems are
recommended for use by, and may be made mandatory for, all ships, certain
categories of ships or ships carrying certain cargoes, when adopted and implemented
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in accordance with the guidelines and criteria developed by the organization.

x IMO is recognized as the only international body for developing guidelines, criteria
and regulations on an international level for ships' routeing systems. Contracting
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Governments shall refer proposals for the adoption of ships' routeing systems to the
Organization.
x The Organization will collate and disseminate to Contracting Governments all relevant
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information with regard to any adopted ships routeing systems.

x Contracting Governments shall adhere to the measures adopted by the organization
concerning ships routeing and do everything in their power to secure the appropriate
use of ships‟ routeing system adopted by the Organization.
The objective of ships' routeing is to "improve the safety of navigation in converging areas
and in areas where the density of traffic is great or where freedom of movement of
shipping is inhibited by restricted sea room, the existence of obstructions to navigation,
limited depths or unfavourable meteorological conditions".

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Routeing systems adopted include traffic separation schemes, inshore traffic zone,
roundabout, two-way routes, recommended route, deep water route, precautionary area,
area to be avoided, etc. The details of adopted routeing systems are given in IMO
publication Ships‟ Routeing which must be referred while making a passage plan.
Ship routeing adopted by IMO is mandatory as per SOLAS V/10 which states, „A ship shall
use a mandatory ships' routeing system adopted by the Organization as required for its
category or cargo carried and in accordance with the relevant provisions in force unless
there are compelling reasons not to use a particular ships' routeing system. Any such
reason shall be recorded in the ships' log.‟
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Certain routeing measures may be mandatory only for certain categories of ships or when
carrying certain type of cargo. Hence, it must be checked and accordingly marked on the
chart and in the passage plan.
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Resolution A.572(14) gives general provisions on ships' routeing.
x
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What all do you know about ‘routeing charts’?
x Routeing charts are essential for use in passage planning for ocean voyages.
They include routes and distances between major ports, ocean currents, ice limits, load
lines and wind roses.
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x Each charted area contains 12 separate charts for each calendar month, covering
meteorological and oceanographic conditions that change throughout the year.
x It provides information such as wind roses showing wind speed and direction, the
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frequency and intensity of storms and low pressure, sea and air temperatures, air
pressure and ice limits based on data averages.
x Following are the routeing charts available:
1. North Pacific Ocean

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2. South Pacific Ocean

3. North Atlantic Ocean
4. South Atlantic Ocean
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5. Indian Ocean
6. Gulf of Mexico and Caribbean Sea
7. Mediterranean and Black Seas
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8. Arabian and Red Seas

9. Bay of Bengal
10. South China Sea
11. East China Sea
12. Malacca Strait to Marshall Islands

21
What specific standing orders will you give to your duty officers with regards to
navigation based on Rule 8 and 17?
Based on Rule 8, I will ask them to take early action to avoid any risk of collision or close
quarter situation. Action taken must be positive, made in ample time, with due regards to
observance of good seamanship. Alterations must be large enough to be readily apparent.
Action taken must be monitored so as to pass at a safe distance and it must be ensured
that CPA of 2NM with TCPA of 20 mins must be maintained with all vessels. When this
cannot be achieved for whatsoever reasons, they must call me immediately without
wasting any time. I will tell them that they have the engines and steering at their full
disposal at all times.
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Based on Rule 17, I will ask them to carefully monitor all the actions and movements of a
give way vessel and not be complacent just because we are stand on vessel. I will tell
them to take appropriate action to avoid collision as soon as it becomes apparent that the
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give way vessel is not taking any action or her action is not sufficient. I will tell them to call
me in case of any doubt and if there is any confusion with regards to action to be taken in
this case. I will ask them to avoid use of VHF for collision avoidance.
SO
In Singapore Strait, a ship altered course to avoid collision and ran aground
suffering major damage. What would you do as a master to prevent such incident?
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x I will firstly ensure safe navigation and avoid getting my vessel in a close quarter
situation with other vessels.
x Since I will be in a traffic congested area such as Singapore straits I will proceed at
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safe speed with my engines ready to stop or slow down when required.
x If collision is imminent, I will initiate the crash stop maneuver and try to take the
impact on the bow which is strengthened.
x To avoid collision, I will not hesitate to let go my anchor and if the bottom of the
seabed is soft mud or sand, I can also consider running aground if that makes my
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ship suffer lesser damage than collision. It can be decided on a case-by-case basis
based on professional judgment.
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What precautions will you take when entering a TSS?

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x I will call a Bridge team meeting in advance to discuss the passage.

x Vessel will be on hand steering and manning as per Company‟s policy.
x I will have engines ready and proceed at a safe speed depending on the various
factors such as traffic, sea room, weather conditions, visibility, etc.
x I will try out the engines and steering before entering the TSS.
x I will ensure compliance with Rule 10 of COLREGS and will enter a traffic lane at the
termination of the lane, but when joining or leaving from either side I shall do so at as
small an angle to the general direction of traffic flow as practicable.

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x I will navigate with particular caution while entering the TSS as there may be vessels
leaving the TSS and may alter the courses and cause a risk of collision.
x I will keep my anchors ready in case required for use in emergency situations.
x I will carry out reporting as required and comply with all the routeing measures as
adopted.
Can a master navigate without pilot in mandatory pilotage waters if he’s confident?
Mandatory pilotage waters means a licensed pilot is a must and it will be an offense to
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navigate without a pilot in such waters.
The pilot is of great use when it comes to safely navigating ship in congested waters, co-
ordinating with the VTS and has in depth knowledge regarding the local conditions which a
Master may not have.
Even if the port allows and even if the Master is confident, it is always prudent to make
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use of the pilot service as it will enhance the safety of navigation.
What will you do? SO

Pilot on board is doing wrong maneuvers and you are not happy with his decisions.
I will express my dissatisfaction to the pilot at the very first instance. If he does not change
his ways, I will immediately take over the con of my ship and ask for the pilot to be
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replaced. This will most certainly cause delays to my ship but nothing is more important
than the safety of the vessel. I will make relevant entries in the ship‟s log book.
At all times, I remain in command of my vessel and have the over-riding authority over
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anyone for the safety of my ship as per ISM Code 5.2.
Pilot tells you that he would like to disembark 2 NM before the pilot station and it is
clear ahead. What will you do?
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x I will ask him for the reasons for making such a request.
x I will quickly ascertain if it is safe to navigate in that area without a pilot.
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x I will take a decision based on the weather condition and traffic in the situation.
x Usually such a request is made when the seas is a little choppy outside the
breakwater making it difficult for the pilot to disembark from the ship. In such cases, I
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will consider such a request. But if there is any doubt with regards to safety of the
vessel, I will not agree to such a request and ensure pilot disembarks at the pilot
station as marked on the chart.
Is the pilot boarding point also the pilot disembarkation point?
Yes, in most cases it is since no other mark is available on the chart.

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What will you do if a pilot refuses to do Master - Pilot exchange?
x I will tell him that the Master-pilot exchange is important for the safety of the ship.
x If he still refuses, I shall contact the pilot station and inform them of the situation and
ask for a replacement pilot. I shall make relevant entries in the log book.
x In no case, I will hand over con to the pilot without full and proper documented
master-pilot information exchange.
x If required, I will take the vessel back and out to a safe area and wait for the new pilot.
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You arrive at Pilot station and the pilot has asked you to wait for one hour. What will
you do?
I will turn around in any safe direction and steam at slow speed for 30 minutes and return
back to the pilot station in the next 30 minutes. I shall maintain contact with the pilot
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station on VHF and confirm the pilot boarding time and carry out my maneuvers
accordingly. I will make relevant entries in the ship‟s log book. I will inform the Engine
room of the delay in pilot boarding.
SO
Pilot asks you to change the members of the Bridge team. What will be your
actions?
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x I will ask for the reasons of such a request being made by the Pilot.
x If the pilot requires additional person on bridge, I shall call for an additional look out
keeping rest hours of my crew in mind.
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x If the pilot wants to reduce the number of Bridge members, I shall politely refuse if it is
not in line with the Company SMS.
x If the pilot wants to replace any of the members, I shall politely refuse telling him that
we are limited persons onboard and replacing a person at this time would mean
disturbing other persons rest hours.
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What all things will you check in a passage plan for ocean sailing? What is vertex
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and limiting factor in GC sailing?
x
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I will check the route plotted on the ECDIS.

x I will check the marking on the ECDIS, dangers highlighted, call master point,
routeing measures, reporting requirements, etc.
x I will check the safety settings on the ECDIS.
x I will check the information in the passage plan form is duly filled up.
x I will ensure routeing charts, IMO ships routeing, Ocean passages for the world,
ALRS and all other publications are used for the passage planning.
x I will check the meteorological warnings and weather forecast for the route.
x If GC track is used, I will decide the limiting latitude which should not be crossed.

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Vertex in the great circle sailing is that point where the great circle reaches its maximum
latitude. Each great circle has two vertices, one in each hemisphere & they are 1800 apart.
Limiting factor – if the latitude of the vertex is too high, we need to modify the course and
limit the latitude to avoid ice, fog, extreme cold and bad weather which are associated with
very high latitudes. In such a case, we decide on the maximum latitude of the passage
and do a composite circle sailing.
How will you review passage plan as a master?
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x I will check the hard copy of passage plan presented to me for signature.
x I will check each and every section and ensure the form is duly filled up.
x I will check the route plotted on ECDIS and the markings.
x I will check important details such as Call master point, no go areas, reporting
requirements, fuel oil change over markings, special area markings, anchorage,
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contingency anchorage, pilot boarding ground, abort point, etc.
x I will ensure all charts and publications are available and up to date.
x
x
x
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I will cross check the UKC calculations and ensure UKC is in line with UKC policy for
the entire voyage.
I will fill up „Master‟s Review of passage plan‟ section myself and then sign the same.
I will forward the plan to the Company if the SMS so requires.
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What is the difference between navigation light and normal light?
x Resolution MSC.253 (83) gives the performance standards for navigational lights and
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navigational light controller and associated fittings. These have to be complied with for
a light to be used as navigation light.
x Some of these requirements are:
1. Material of the light fitting and associated equipment must be robust, non-corroding
and must ensure a long-term durability for the optical qualities.
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2. A ship of 50m or more in length must have a masthead light, sidelights and a stern
light duplicated or be fitted with duplicate lamps.
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3. Sufficient number of spare lamps for Navigation lights should be carried onboard.
x The luminous intensity of navigation lights including the practical cut offs must be as
required by Annex I of COLREGS.
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x The luminous range of the navigation light must comply with Rule 22 of COLREGS.
x In contrast, above rules or requirements do not apply for a normal light.
What will you write in Master’s night orders?
The master's night orders are traditionally a set of instructions for overnight bridge officers
to digest and act upon. These are written down by Master in the Masters night order book,
for the watch keeping officers. It is to supplement the Master‟s standing orders and
highlight any specific concerns or instructions the Master needs the Officers to follow.

25
I will write the following in the Master‟s night orders as applicable:
x Comply with my standing orders, COLREGS and Company SMS at all times.
x Call me __ miles before arriving a specific point or at a specific time, with sufficient time
available to appraise the full navigational situation and to develop proper night vision
before reaching the pilot station or taking the con.
x Call pilot station and pass on the ETA and inquire about the berthing prospects.
x Call crew at a reasonable time to prepare anchors, pilot boarding arrangements, flags,
etc.
x Call duty engineer to give 1 hr notice as marked on chart to ensure that engines are on
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standby at a particular point well in advance for the engines to be tried out astern.
x Ensure that bridge arrival checklists are completed and required systems checked.
x Comply with any mandatory reporting as marked on the chart.
x Comply with VTS and monitor VHF channel.
x Call me immediately in case of any doubt without any hesitation.
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x Monitor weather forecast and navigational warnings.
x Additionally at anchor, monitor cable bearing and tension regularly, monitor vessels
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position, weather and vessels in the vicinity, call me if you receive any berthing
instructions, E/R manned and engines on 10 minutes notice, etc.
What is the difference between Malacca strait and English Channel?

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The English Channel is a water body separating the northern part of France from the
island of Great Britain. It is found in the Atlantic Ocean. The English Channel has been
ranked as one of the busiest seaways in the world. No single state has full governance of
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this water body; however, the United Kingdom has more significant control over it.
Malacca strait is a narrow stretch of water, between the Malay Peninsula and the
Indonesian island of Sumatra. As the main shipping channel between the Indian Ocean
and the Pacific Ocean, it is one of the most important shipping lanes in the world. It is
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governed on the basis of regional cooperation between States of Indonesia, Singapore

and Malaysia. Indonesia controls the majority of the sea lane while Singapore controls the
smallest area of the strait.
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Other differences are:

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x English Channel is a special area for Annex I and Annex V while Malacca Strait is not.
x English Channel is also an emission control area under MARPOL Annex VI and
requires use of Low Sulphur fuel oil, whereas Malacca strait doesn‟t.
Which ships can use the inshore traffic zone?
As per Rule 10(d) of COLREGS,

x A vessel of less than 20m length, a sailing vessel and a vessel engaged in fishing
can use the inshore traffic zone.

26
x A vessel can use an inshore traffic zone when she cannot safely use the
appropriate traffic lane within the adjacent traffic separation scheme.
x A vessel may use an inshore traffic zone when en route to or from a port, offshore
installation or structure, pilot station or any other place situated within the inshore
traffic zone, or to avoid immediate danger.
How will you handover con to the pilot?
x I will firstly welcome the Pilot and carry out the Master pilot information exchange.
x
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I will tell him the engine status, propeller configuration, maximum draft and pass on all
other relevant information.
x I will offer the Pilot card and the Information exchange form to the Pilot and obtain his
name and signature.
x After this, I will verbally handover the con to the Pilot knowing that the Command of the
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vessel and full responsibility of the safety of the ship still lies on my shoulders.
At what times is the Master to be called?

SO
The OOW should notify the master, in accordance with standing orders or the night order
book, when in any doubt as to what action to take in the interests of safety. As per SCTW
Code “Section A-VIII/2 - Watchkeeping arrangements and principles to be observed”, the
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OOW should notify the master immediately under following conditions:
x If restricted visibility is encountered or expected.

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

x If difficulties are experienced in maintaining course.
x On failure to sight land or a navigation mark.
x If any navigational mark or land is sighted unexpectedly.
x If a change in soundings occurs causing concerns.
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x In case of breakdown of the engines, steering gear, etc.

x In case of malfunction of essential navigational equipment or any major alarms.
x
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If radio equipment malfunctions

x In heavy weather, if in any doubt about the possibility of weather damage
x If ship meets any navigational hazard, such as ice, derelict or a wreck.
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x On receiving any distress alert or message.

x If any vessel security concern arises.
x In case of any other emergency or if in case of any doubt
The OOW will continue to be responsible for the watch, despite the presence of the
master on the bridge, until verbally informed specially that the master has assumed that
responsibility, and this is mutually understood. The fact that the master has taken control
on the bridge should be recorded in the log book.

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In Pacific Ocean, you sight an iceberg for which no warning is issued. What will you
do?
As per SOLAS Chapter V, Regulation 31 (Danger messages), on sighting a dangerous

iceberg, I will communicate the information by all means available at my disposal to ships
in the vicinity, and also to the competent authorities. I will transmit the danger message
through VHF to warn the ships in the vicinity and send a safety message using MF/HF.
In accordance with Regulation 32 (Information required in danger messages), I will include

the following in my danger message:
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1. The kind of ice-berg observed.
2. The position the ice-berg was last observed.
3. The time and date (UTC) when it was last observed.
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In Pacific Ocean, you receive a distress message. What will you do?
x
SO
As per SOLAS Chapter V, Regulation 33 (Distress situations: obligations and
procedures), if I am in a position to be able to provide assistance, I will proceed with all
speed to the assistance of the persons in distress, if possible informing them or the
search and rescue service that my ship is doing so. I will do this regardless of the
nationality or status of such persons or the circumstances in which they are found.
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x lf I am unable or, in the special circumstances of the case, consider unreasonable or
unnecessary to proceed to their assistance, I will enter in the logbook the reasons for
failing to proceed to the assistance of the persons in distress and also inform the
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appropriate search and rescue service accordingly.

x I will make relevant entries of all communication in the GMDSS Log book.
x If proceeding to assist, I will wait for the coast station to acknowledge the alert, but if
not acknowledged by the coast station then I will acknowledge the message and
establish communication with the distressed craft and gather all relevant information.
x
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I will maintain a continuous listening watch on the R/T frequency and try to
communicate to the RCC regarding the situation and the intention of the vessel.
x I will carry out the SAR under an OSC and under the guidance of a SAR Mission Co-
O
ordinator as per the instructions given in IAMSAR Volume III.

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Distance 360 NM, speed 15 knots, course 090(T), current 2 knot southerly. Find CTS.
CMG is 0900 and current is 1800.

To find CTS, we draw a figure as shown alongside.
Since it is a right angled triangle ABC,
We need to find angle C which will be the CTS.
BC = 15‟ and AC=2‟.
Therefore, Cos C = AC/BC = 2/15
Therefore, C = CTS = 820.

28
What is WOP? How to calculate wheel-over position using maneuvering

characteristics?
WOP is the point on the initial course at which the wheel is put over to initiate the turning
of the vessel.
The distance between the

WOP and the point at which the
ship commences its turn is
denoted by „F‟ and depends on
the size of the vessel, its
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loading condition, speed, trim
and type of the vessel, etc. „F‟
distance is obtained from the
manouevring characteristics of
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the vessel.
To calculate the WOP, we first

decide the turning radius R and
draw the curved track (arc AC).
Now, we calculate the distance
between WP (B) and the WOP
using the formula:
SO
D
F sin ϴ + R (1-cosϴ)
Where „ϴ‟ is the difference

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between the initial & final course.
What is wheel over line? State the formulae for the same.
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x If we have cross track error on the initial course, we can continue and commence
alteration on reaching the wheel over line. It is a line parallel to the final course, which
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cuts the initial course at the WOP.

x The distance at which the Wheel over line is to be drawn parallel to the final course is
given by the formula: Distance = F sin ϴ + R (1-cos ϴ)
R
(Where „F‟ is the distance between WOP & point when the vessel begins to turn, „R‟ is
the radius of the turn and „ϴ‟ is the difference between the initial & final course)
x The value of F can be obtained from the ship‟s manouevering characteristics.
2nd Mate has called you on the Bridge due to heavy traffic situation. State your
actions.
x I will go on the Bridge and quickly ascertain the situation visually and on the Radar.

29
x I will then take over the con and verbally tell it to the 2nd Mate who will later enter it in
the log book.
x I will give the helmsman orders in compliance with COLREGS and take action to avoid
any collisions or close quarter situations.
x If the traffic is causing concerns, I will give notice to E/R and have engines ready for
immediate maneuver. If operating in UMS mode, I will have the engine room manned
till the traffic condition improves.
x I will call additional look out if necessary.
x Once the situation is under control, I will ask the 2nd mate if he is confident to take the
con. If yes, I will handle over the con to him and tell him to not hesitate to call me again
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in case of any doubt.
How will you know the exact time if all the time showing equipments fail?
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I can use ITU-Radio Standard Frequency and Time Signal services referring to the ITU
publications that are carried onboard or ALRS Volume 2 which gives details regarding
radio time signals. For the area the vessel is in, I can tune in to the given frequency on
MF/HF and know the time.
Describe ALRS and all the volumes.

SO
D
Admiralty List of Radio Signals provides information on all aspects of Maritime Radio
Communications, helping bridge crews to manage communications and comply with all
reporting regulations throughout a voyage. It is split across six volumes. They are:
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Volume 1 (NP281) - Maritime Radio Stations (Parts 1 & 2)

This includes radio details for Global Maritime Communications, Coastguard
Communications, TeleMedical Assistance Service (TMAS), Radio Quarantine and
Pollution reports, etc.
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Volume 2 (NP282) - Radio Aids to Navigation, Differential GPS (DGPS), Legal Time,
Radio Time Signals and Electronic Position Fixing System (Parts 1 & 2)
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This includes List of VHF Radio Direction-Finding Stations, Radar Beacons, Aids to
Navigation (AtoN), Radio beacons transmitting DGPS corrections, International Standard
and Daylight Saving Times and Dates, International Radio Time Signal Broadcast details,
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etc.
Volume 3 (NP283) - Maritime Safety Information Services (Parts 1 & 2)

This volume includes Maritime Weather Services, Safety Information broadcasts,
Worldwide NAVTEX and SafetyNET information, Submarine and Gunnery Warning
details, radio-Facsimile Stations, frequencies and weather map areas.
Volume 4 (NP284) - Meteorological Observation Stations

This volume includes all Met Observation Stations listed worldwide.

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Volume 5 (NP285) - Global Maritime Distress and Safety System (GMDSS)

This volume includes Worldwide communication requirements for distress, search and
rescue, extracts from SOLAS and ITU Regulations, Distress and SAR contacts, Worldwide
NAVTEX and Maritime Safety Information.
Volume 6 (NP286) - Pilot Services, VTS and Port Operations (Parts 1 - 8)

This volume includes detailed Pilot information with contact details, VTS information,
contact details and procedures, National and International Ship Reporting Systems, Port
information, contact details and procedures, etc.
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Explain the Polaris calculation.
x From sextant altitude, obtain the True altitude by applying IE, Dip and Total correction.
x Obtain values of a0, a1 and a2 from the Pole Star Tables given in the Almanac.
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x Sum of the True altitude, a0, a1 and a2 is then calculated.
x The sum is subtracted by 1 to get the observed latitude.
x Azimuth is then calculated and PL will be -/+ 90 of the azimuth. PL will be nearly E-W.
Why 1 is subtracted in POLARIS Calculation?

SO
x For the ease of calculation of Polaris sight, the actual correction a0 is modified by
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adding a constant 58.8‟ to it. This is done in order to make all tabulated values in the
almanac positive. The correction a0 is a function of LHA γ.
x The correction a1 is a correction for variation in a0 due to the observer‟s latitude being
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other than 500 which was used to calculate a0. A constant of 0.6‟ is added to make a1
always positive. The correction a1 is tabulated against LHA γ and observer‟s latitude.
x The correction a2 is for variation in values of SHA and declination of Polaris from the
mean values assumed in calculation of a0. Again, 0.6‟ is added to make it always
positive.
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x Thus, (58.8+0.6+0.6 = 1) is subtracted from the final answer to get the Obs. Lat.
Obs. Lat = T. Alt + a0 + a1 + a2 – 1
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Explain Ex-meridian calculation and how to calculate the ex-meridian limits.

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x Calculate True altitude by applying IE, Dip & Total correction to the sextant altitude.
x TZD = 900 – T.alt
x Cos MZD = Cost TZD + [(1-cos P). cos DR lat. Cos dec]
x P can be found by calculating the LHA.
x MZD +/- dec = Obs Lat (same name add, different name subtract)
x Calcuate Azimuth and PL which will pass through Obs lat and DR Long and be
close to E-W.

31
The value of ex-meridian limits (EML) is obtained from the Nautical Tables such as
Burtons or Norie‟s. The EML will be given in the table and can be obtained depending on
the lat and dec. The EML so obtained will be in minutes of time. If the EML is found to be
15 minutes, it means that ex-meridian sight may be taken upto 15 mins on either side of
the time of merpass. For example, if merpass time (SMT) is 1210 hrs, then Ex meridian
sight can be taken anytime between 1155 to 1225 hrs.
A rough thumb rule can be used to obtain EML without using Tables. Calculate (Lat ~ Dec)
same name subtract, opposite name add – square off the answer to the nearest whole
number and use it as EML in minutes of time.
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What are clearing bearings and clearing mark?
Clearing bearings are used for coastal navigation, in order to have a quick visual
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reference of the ships position in relation to shoals, isolated dangers or wrecks. Clearing
bearings are determined and prepared while passage planning and are marked on the
chart. A prominent light house or fixed object is selected and a bearing is drawn from the
degrees (not more than). It means that

SO
reference point to keep clear of the dangers. The bearings are marked as NLT ____
degrees (not less than) or NMT ____
when vessel is on the particular course leg,

she is safe as long as the TRUE bearing of
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the light house is not less than or not more
than the stated value.
In the figure alongside, the vessel is safe

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from the shallow patches and other

dangers as long as the true bearing of the
light A is not less than 265(T) and as long
as the true bearing of light B is not more
than 275(T).
H
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Clearing Mark:
When no prominent light house or fixed objects are available near a

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danger to mark the clearing bearing, a clearing line can be drawn using
a clearing mark. The vessel is clear of the danger as long as the mark
and danger are „open‟ and the danger is kept to the left or right of the
mark.
In the figure alongside, the vessel approaching from the left-side of the
image, will be on a safe course as long as the island remains „open‟
and to the left of the buoy (clearing mark).

32
Clearing line and clearing mark are used to clear a danger. It tells the navigator if the
vessel is on the safe side or on the wrong side.
Name all the publications that are available on the Bridge.
1. SOLAS, MARPOL, COLREGS

2. LSA Code, FSS Code, ISM Code, STCW Code, IS Code & IBC Code
3. International Convention on Load Lines, 1966
4. International Convention on Tonnage Measurement of ships, 1969
5. Manual of Oil Pollution & Manual on chemical pollution
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6. IMDG Code and Supplement
7. IAMSAR Volumes
8. International Code of Signals
9. Ballast water management convention and guidelines for its implementation.
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10. Guide to Maritime security and ISPS Code
11. GMDSS Handbook
12. Ship‟s routeing
13. Bridge Procedures Guide
14. Bridge Team Management
15. Ship squat and interaction
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16. Norie‟s Nautical Table, Distance tables, Sight reduction tables
17. Tidal stream atlases, ALRS, IALA Buoyage system
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18. Ocean Passages of the World, List of Lights,
19. Nautical Almanac, Star Finder
20. Admiralty Guide to ENC symbols used in ECDIS (NP 5012)
21. Guide to Port Entry
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22. International Medical Guide for Ships

23. The Ship Captains Medical Guide
24. Guide to Helicopter/Ship operation
25. Procedures for Port State Control
26. Peril at sea and salvage
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27. The Mariner's Guide to Marine Insurance

28. The Mariner's Role in Collecting Evidence
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29. ISGOTT
30. STS Transfer Guide
31. Tanker Safety Guide
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32. Mooring equipment guidelines, Effective mooring, Anchoring systems and procedures
33. COSWP
34. CFR 33, CFR 46
35. CHRIS (Chemical Hazard Response Information System) Code
36. ITU Manual, ITU Radio regulations, ITU list of coast stations.
37. BMP 5
38. Plans and Procedures for Recovery of Persons from Water
39. IG System

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Is there any publication available on the bridge to assist master in carrying out
investigation?
x CIC Code
x The Mariner's Role in Collecting Evidence
x P&I Club Hand Book
How will you monitor your position in coastal waters?
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Radar Ranges and Bearings
x Visual Compass Bearings
x GPS position and other EPFS
x Transit Bearing
x Parallel indexing on Radar
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x ECDIS and radar overlays.
exempted from certain rules? SO

What are precautionary areas? Are vessels navigating in precautionary areas
Precautionary areas: It is a routeing measure comprising of an area within defined limits

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where ships must navigate with particular caution and within which the direction of
traffic flow may be recommended.
Vessels navigating in or near precautionary areas are not exempted from any rules and
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must continue to comply with all the Rules exercising particular caution when navigating in
that area.
What is a hydrographic note?

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x Hydrographic Notes allow you to inform UKHO of any navigationally significant

information. This information could include new or suspected dangers, changes to
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navigational aids, amendments to details included in publications and suspicious

charts or publications that could be counterfeit.
x
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These can be sent in paper format or sent using the ADMIRALTY H-Note App. In
case of emergency, same can be sent to UKHO via e-mail or telephone.
x The hydrographic note formats are given on UKHO website, in Notices to mariners
and also in Mariners Handbook (NP100).
x It is advised to send chart images and photographs either with the hard copy or as
attachments to the electronic copy to help UKHO.

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Describe TRS in detail including avoiding action.
A Tropical Revolving Storm (TRS) is a small area of very low pressure, around which
winds of gale force (force 8 or more) blow spirally inwards, anticlockwise in the NH and
clockwise in the SH. They are intense depressions that develop in tropical latitudes. They
are often the cause of very high winds and heavy seas.
Formation & Movement: TRS typically form over large bodies of relatively warm water.
They derive their energy through the evaporation of water from the ocean surface, which
ultimately recondenses into clouds and rain when moist air rises and cools to saturation.
TRS originate in latitudes between 50 and 200 and travel between W and WNW in the NH
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and between W and WSW in the SH, at a speed of about 12 knots. Somewhere along
their track, they curve away from the equator – curve to N and then re-curve to NE in the
NH and curve to S and then re-curve to SE in the SH. The re-curving is such that the
storm travels around the oceanic high (300 N and S in the middle of the large oceans).
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After re-curving, the speed of travel increases to about 15 to 20 knots. At times, a TRS
does not re-curve at all but continues on its original path, crosses the coast & dissipates
quickly thereafter due to friction & lack of moisture.
Decay: TRS will decay -

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x if it moves over land, thus depriving it of the warm water and moisture that it needs to
power itself, and thereby quickly losing strength.
x if it moves over waters significantly below 26.5 °C.
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AVOIDING ACTION:
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Obtain the bearing of the storm centre: Face the wind, and according to Buys Ballot‟s
Law, the storm centre will lie 8 to 12 points on your right in the NH and to your left in the
SH. If the pressure has fallen 5 mb below normal, allow 12 points as it means that either
the vessel is in the outer fringes of a well developed TRS or that the new TRS is forming
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in the vicinity. If the pressure has fallen 20 mb or more below normal, allow 8 points as it
means that the vessel is near the eye of a well developed TRS.
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Ascertain in which semi-circle the vessel lies: For a stationary observer, if the wind veers,
vessel is in RHSC and if it backs, LHSC. This holds good for both NH and SH. For
determining the semicircle, the vessel must be stationary and hove to. The wind
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observations should be compared with those 2 hours earlier. This is to give time for
significant veering or backing and hence weed out any errors that may be caused by
irregular gusts of wind. Veering and backing once detected should be continuous. If the
wind veers at first and then backs, it means that vessel must have passed from one
semicircle to the other. During the two hour interval between observations, while
veering and backing of wind is being decided, the observer must be stationary. If not,
conclusions arrived could be wrong and disastrous consequences may result.

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Take avoiding action accordingly: Any avoiding action should aim to keep the vessel well
out of the storm centre. If a vessel is in port when a storm warning is received, it may be
advisable to proceed well out to sea so that vessel will have plenty sea room and
sufficient depth of water to prevent vessel from pounding on the seabed. If proceeding
out to sea is not possible, it would be advisable for the vessel to anchor outside the port,
in whatever shelter she can find, drop both anchors with several shackles of cable out on
each. The engines should be kept ready. Bursts of engine movement may be necessary
to prevent dragging of anchors. Out in the open sea, following action is recommended:
A) If the vessel is in the dangerous quadrant: Proceed as fast as practicable with the
wind 1 to 4 points on the stbd bow (port bow in SH) with 1 point for slow vessels with
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speed 12 knots or less and 4 points for fast vessels with speed more than 12 knots.
The course should be altered as the wind veers (backs in the SH). This action should
be kept up until the pressure rises back to normal i.e. the vessel is outside the outer
storm area. If there is insufficient sea room, the vessel should heave to with the wind
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on the stbd bow (port bow in SH) until the storm passes over
B) If the vessel is in the path of the storm or if in the navigable semicircle: Proceed
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as fast as practicable with the wind about 4 points on the stbd quarter (port quarter in
SH). The course should be altered as the wind backs (veers in the SH). This action
should be kept up until the pressure rises back to normal i.e. until vessel is outside
the outer storm areas.
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How will you know you are approaching a TRS?
Following are the warning signs of approaching TRS:

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1. Swell: The violent winds of the eye-wall send swell out in a radial direction. Swell can
be experienced as much as a thousand miles away. Swell travels much faster than the
speed of travel of the storm and approaches from the direction of the storm centre. It is
usually the first indication of an approaching TRS.
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2. Atmospheric pressure: The atmospheric pressure will fall steadily. The approach of a
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TRS should be suspected if the ship is in an area where TRS is common or if it is the
time of the year when TRS generally occurs and corrected barometric pressure is 3mb
below normal (taking account of diurnal variation). The presence of TRS is confirmed if
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the above conditions are met and the fall of barometric pressure is more than 5 mb
below normal. A pressure drop of 20 mb is sufficient to cause a well developed TRS.
3. Appearance of the sky: Cirrus clouds in bands or filaments can be seen aligned
towards the direction of the storm centre. Sometimes peculiar dark red/ copper colour
of sky is seen at sunset before a TRS. Threatening appearance of dense and heavy
clouds on the horizon and frequent lightning may be seen.

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4. Storm warnings: Weather reports based on satellite pictures and observations from
other vessels may contain storm warnings which give position and pressure of the
storm centre and probable direction of the movement of the storm. However, the
satellite pictures are restricted to only a few per day and observations from ships may
be totally absent. It may thus happen that a vessel which notices the warning sign of a
TRS is the first and only one to do so and therefore must inform and warn others about
it. She should first send out a safety message containing the storm warning and after
that, increase the frequency of its weather reports.
What are the conditions necessary for the formation of TRS?
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1. High relative humidity: (open sea) This is very important since most of the energy
required by the TRS is received by latent heat that is given off when the water vapour
is transformed into water.
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2. High Temperature: (tropics) For the development of TRS, high temperature is needed.
For this reason, it occurs only in the Tropical regions, which ensure high relative
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humidity and a good rate of evaporation of the sea water.
3. LP area surrounded by areas of HP: (daytime over large islands) - This ensures that
the winds will blow from areas of HP to areas of LP inwards.
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4. Convection currents: (daytime over large islands) – this will ensure that the air rises
continuously so that adiabatic cooling results in condensation that liberates latent heat.
This latent heat provides energy for the TRS
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5. Fair amount of Coriolis force: (latitude more than 50 N or S) – this will ensure that the
wind which is blowing inwards from HP to LP will get sufficiently deflected so as to
blow spirally inwards.
6. Weak prevailing winds: This is important, because if the prevailing winds were strong,
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the air would not rise vertically. It will rather be carried off horizontally thereby not
allowing a TRS to form.
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What are the factors affecting the movement of TRS?

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Factors affecting the movement of TRS:
1. Trade Winds: TRS are steered by Global winds. In the tropics, easterly winds called
the trade winds steer the TRS from East to the west.
2. Coriolis Force: After a TRS crosses an ocean and reaches a continent, the trade winds
weaken. This means that the Coriolis Effect has more of an impact on where the storm
goes. In the Northern Hemisphere the Coriolis Effect can cause a tropical storm to
curve northward. (southward in the SH)

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3. Westerlies: When a TRS starts to move northward, it leaves the trade winds and
moves into the westerlies. Because the westerlies move in the opposite direction from
trade winds, the TRS can reverse direction and move east as it travels north. This is
called re-curving of the TRS.
Explain the 1-2-3 rule to avoid TRS.
ZA
U
SO
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AN
H
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The “1-2-3 Rule” is a TRS avoidance strategy using the 34-knot wind radius information
given in the weather reports (storm message) along with an allowance factor for forecast
error. The error factor is estimated as 100 NM for 24-hour forecast, 200NM for 48-hour
forecast and 300NM for 72-hour forecast. (With improved technologies used for
forecasting, it can be taken as 60, 120, 180 NM as well).
To draw the danger sector, we must first plot the present storm centre position with 34-
knot wind radius. Next, we plot the 24-hour forecast position of the storm centre, with
largest 34-knot wind radii + 100 NM. Similarly we draw 48-hour and 72-hour forecasted

38
position and use largest 34-knot wind radii + 200/300 NM. Thereafter, joining the tangents
to these circles we get the danger area as shown in the figure above. This danger area
must be avoided as this is the storm‟s area of influence.
Graphical plotting must be done and amended as and when new reports are received.
Monitor the movement of the storm center and ascertain the danger area and change the
avoidance strategy accordingly to keep clear of this danger area.
What is the sector method in TRS?
ZA
This method of TRS avoidance is used to
keep the vessel away from the TRS
influence zone. Various sectors are drawn
based on information of the storm
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movement obtained.
A to B is the movement of TRS in the last 6
The radius used is the predicted 24 hour

distance travelled by storm centre + a
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hours. From point B, we draw two lines 40
degrees on either side to form a sector.
safety margin. Once next weather report is

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received, we get Point C and we can draw
the next sector. Similarly, other sectors can
be plotted and vessel must be maneuvered
to keep out of the sectors drawn as the
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storm centre is expected to move within the

sector in the next 24 hours. This method
holds good even when the storm is curving
or re-curving as shown in the figure.
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Why weather is rough in Bay of Biscay?

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The Bay of Biscay lies along the western coast of France and the northern coast of Spain
and is open to the Atlantic on the west. Weather is particularly rough in this area during
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the winters. Depressions are formed and enter the bay from the west very frequently. They
eventually dry out and are born again in form of thunderstorms. They cause severe
weather at sea and bring light yet constant rain to its shores.
What is buy-ballots law?
If a person stands with his back to the wind, the low pressure area will be to the left in the
NH and to the right in the SH. In other words, face the true wind, and the low-pressure
area will be on your right hand side in the NH, left in the SH.

39
Draw some symbols that you will see on a weather fax. Also, draw the symbols for
TRS, hurricane symbol for NH and SH. How will you represent 120 knots wind?
ZA
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SO
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AN
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What is synoptic chart? What is prognostic chart?

Synoptic charts: These are weather maps that summarize atmospheric conditions over a
wide area at a given time. It is usually updated every 6 hours and is based on a surface
analysis and information received from weather stations, satellites, aeroplanes, ships, etc.
It shows isobaric patterns, cloud cover, wind, temperature, dew point, precipitation, etc.

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Prognostic charts: These charts give the predicted situation at a specified future time,
based on present indications as deduced by an expert on the subject, using his skill and
knowledge. It contains the same information as the synoptic chart, but in this case, it is
predicted information. It can be a 12-hour, 18-hour, 24-hour, 48-hour or 72-hour
prognosis. It helps the seafarer to amend the passage plan according to the forecast and
carry out weather routeing.
Draw and explain ‘Egg diagram’.
Canadian ice services uses codes and symbols to describe all ice forms, conditions, and
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concentrations as accepted by the World Meteorological Organization. The ice codes are
depicted in oval form, known as the Egg Code.
The basic data concerning ice
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concentrations, stages of
development, and floe sizes of
ice are contained in a simple
oval form. A maximum of three
ice types are described within
the oval which is divided into 4
parts. This oval, and the coding
within it, are referred to as the
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"Egg Code".
How will you calculate wind speed from isobars?

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From the synoptic chart, measure the spacing between the isobars at the desired location
using a divider. In the synoptic chart, you will find a „Geostrophic Wind Scale‟. The divider
is then placed on this Geostrophic wind scale, one leg of the divider is placed on the
margin indicating the present latitude and other leg is placed horizontally to the right on
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the curved lines that indicate the Geostrophic wind speed. If the other leg of the divider
falls between two curves, interpolation must be carried out accordingly Because of the
friction between the air and the earth‟s surface, the wind speed over land is taken as half
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of Geostrophic wind speed and over sea since friction is less, it is taken as 2/3rd of the
Geostrophic wind speed. This holds good only for straight or gently curving isobars.
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Differentiate between TLD and TRS.
Tropical Revolving Storm (TRS) Temperate Latitude Depression (TLD)

Diameter between 50 and 800 miles 1000 to 2000 miles across.
average usually less than 500 miles.
Only one single air-mass involved Two different air masses involved.
Wind speeds are maximum at lower levels Wind speeds increase with height.
and decrease with height.
Travel east to west before re-curving. Always travel west to east.
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No appreciable change in air temperature Drastic changes of air temperature as much
when it passes over an observer. as 200C owing to the different air masses in
contact.
Forms in areas of constant wind (trade wind Usually form in an area of different wind
areas) directions.
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Energy obtained from latent heat given off Energy obtained from lifting of warm air by
by enormous condensation. cold air.
What is Ekman Spiral?
The Ekman spiral (named after Swedish

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scientist Vagn Ekman) is a consequence of
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the Coriolis Effect. When surface water
molecules move by the force of the wind,
they, in turn, drag deeper layers of water
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molecules below them. Each layer of water

molecules is moved by friction from the
shallower layer, and each deeper layer
moves more slowly than the layer above it,
until the movement ceases at a depth of
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about 100 meters. Like the surface water,

the deeper water is also deflected by the
Coriolis effect - to the right in the NH and to
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the left in the SH. As a result, each successively deeper layer of water are affected more
by the Coriolis Force and less by the wind and movement of water above. Hence, this
creates a spiral effect. Because the deeper layers of water move more slowly than the
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shallower layers, they tend to “twist around” and flow in a different direction that the
surface current.
What is significant wave height? What are the factors affecting it?
Wave height is the vertical difference between the wave trough & wave crest. Significant
wave height (Hs) is defined as the average height of the highest one-third waves in a
wave spectrum. This is measured because the larger waves are usually more significant

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than the smaller waves. The larger waves can cause navigation problems for mariners.
Since the Significant Wave Height (Seas) is an average of the largest waves, one should
be aware that many individual waves will probably be higher. The highest individual wave
in a wave field can be nearly two times higher than the significant wave height.
Factors affecting significant wave height:
x Wind speed – More the wind speed, more will be the wave height.
x Fetch (distance the wind blows over water with similar speed & direction)- more the
fetch, more will be the wave height.
x
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Duration of time the wind blows consistently over the fetch - High wind speeds
blowing for long periods of time over long stretches of water result in highest waves
x Depth of water - As waves enters shallow water their speed decreases, wavelength
decreases and height increases.
x Direction and speed of tide- If the tide direction is against the wind, this will also
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increase wave height.
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What are tides? What is semi diurnal, diurnal, spring and neap tide?
Tides are periodic rise and fall in the level of the sea. Tidal range is the difference
between High Water (HW) and Low Water (LW). The tidal range is small for deeper
waters and high in coastal waters. Tides are caused due to the combination of Earth‟s
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rotation, gravitation attraction of the Earth and the forces of attraction by the Moon and the
Sun.
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Spring Tide: At Full Moon and New Moon, the sun is in opposition and conjunction with the
Moon. Tide raising forces act in the same line producing very high HW and very low LW
and the range of tide is very large. These are called Spring Tide. It happens two times in
a month during the New moon and Full moon.
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Neap Tide: When the Moon is in quadrature, tide raising forces of the Sun and the Moon
are opposite to each other producing not very high HW and not very low LW and thus,
the range is small. These are called Neap Tides. They occur 7 days after spring tides.
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Diurnal Tide: An area has a diurnal tidal cycle if it experiences one high and one low tide
every lunar day.
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Semi-diurnal Tide: An area has a semidiurnal tidal cycle if it experiences two high and two
low tides of approximately equal size every lunar day.
What is yaw?
The rotation of the ship that occurs about the Z-axis that is vertically located is known as
yawing. Yawing is, in general, less harmful than the other types of ship motions. It is

43
brought about by a wave couple that acts perpendicular to the length of the ship. In
general, it is impossible to keep a straight course when there are waves present, and
there is always a small amount of yaw action on the ship. However, with proper rudder
corrections, it is possible to reduce the effects of yaw.
What is barometer correction and formula for the same?
For the sake of uniformity of climatic record and forecasting purposes, all barometric
readings should be reduced to a common datum – sea level in latitude 450 with no error
due to temperature. Therefore, all barometric readings should be corrected for height,
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latitude, temperature and index error, the combination of which is known as barometric
correction. For an aneroid barometer, only height correction and index error are
applicable.
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Height correction: Atmospheric pressure decreases as height increases. The reading on
the bridge will therefore be lower than the reading at sea level. Thus, we add a correction
for height at the rate of 1 mb for every 10 metres above sea level.
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Latitude Correction: Since the gravitational force at the poles is greater than at the
equator, one cc of mercury therefore weighs more at the poles than at the equator. This
means that the height of column of mercury at the poles would be less than that that at
latitude 450 whereas the height of the column at the equator would be more than that at
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latitude 450. This means barometer readings in latitudes higher than 450 need a plus
correction while those in latitudes lower than 450 need a minus correction. The rate of
change is about 1 mb for every 120 of latitude.
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Temperature Correction: If the temperature of the barometer is different from its standard
temperature, the pressure indicated by the barometer has to be corrected at the
approximate rate of 1 mb for 60 difference. The correction is added if the actual
temperature is below the standard temperature and vice-versa.
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Index Error: It is the difference between the actual atmospheric pressure and the
barometric pressure corrected for height, latitude and temperature. It is added if the
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corrected barometric pressure is lesser than the actual and vice-versa.

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What is ITCZ?
The Inter Tropical Convergence Zone, or ITCZ, is a belt of low pressure that circles the
Earth, near the equator, where the trade winds of the Northern and Southern Hemispheres
come together. The intense sun and warm water of the equator heats the air in the ITCZ,
raising its humidity and making it buoyant. Aided by the convergence of the trade winds,
the buoyant air rises. As the air rises it expands and cools, releasing the accumulated
moisture in a series of thunderstorms. It is most active over continental land masses by
day and relatively less active over the oceans.

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Name the various ocean currents with locations.
x North Atlantic Current

a) The North Equatorial Current
b) The Gulf Stream
c) The North Atlantic Current
d) The Canary Current
x South Atlantic Current

a) The South Equatorial Current
b) Brazil Current
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c) The Southern Ocean Current
d) The Benguela Current
x North Pacific Ocean Current
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a) The North Equatorial Current
b) The Kuro Shio
c) The North Pacific Current
x
d) The California Current
South Pacific Ocean Current

a) The South Equatorial Current
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b) East Australian Coast Current
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c) Southern Ocean Current
d) Peru Current
x
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North Indian Ocean Currents (variable / seasonal)
x South Indian Ocean Currents

a) Equatorial Current
b) Mozambique Current
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c) Agulhas Current
d) West Australian Current
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x Currents in the Mediterranean Sea & Black Sea

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Explain the working principle of AIS.
x The heart of the system is a transmission protocol called “Self-Organizing Time

Division Multiple Access” (SOTDMA). This protocol is what allows AIS to be
autonomous and continuously operational. It uses the precise timing of the GPS signal
to synchronize multiple data transmissions from many users on a single narrow band
channel.
x Each ship transmits data and receives data from all ships within an area called the
CELL of the ship. The size of the CELL depends on the traffic density.

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x In SOTDMA, each minute of time is divided into 2250 time slots. Each slot is of 26.67
milliseconds and contains 256 bits of data. The rate of transmission is 9600
bits/second. Thus, between the A1 and A2 AIS frequencies, there are 4500 time slots.
x When a ship accesses the system it searches for and acquires an unoccupied time
slot. It transmits its report and also indicates the next location and timeout for that
location. The highly accurate time signals from GPS prevent over-lapping. Each station
determines its own transmission time slot based on traffic history and knowledge of
future actions by other stations.
x Each ship sends to and receives AIS messages from all other ships or AIS stations in
VHF range. If the amount of AIS data begins to overload the system, weaker stations
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that lie further away are ignored.
What is pseudo AIS? How will you come to know if you detect a pseudo AIS buoy?
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Pseudo AIS or Virtual AIS are Aids to navigation (AtoN) with no physical structure. It exists
only through AIS messages broadcast from another location. A few uses of virtual AIS
could be to mark buoys that are moved seasonally, such as in sea ice, or where a marker
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needs to be placed quickly, such as to mark a newly identified isolated danger or wreck.
Pseudo AIS can be used on light houses, beacons, etc for positive identification. Pseudo
AIS can also be used to generate target in case of SAR operations. Pseudo AIS can be
displayed on the ECDIS and Radar having AIS interface. One has to be more careful
regarding the accuracy of the information transmitted by these pseudo AIS.
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For identification and clear distinction of pseudo AIS from actual targets, V-AIS is marked
on the charts and the buoy or other symbol is circled in magenta.
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Why AIS should not to be used in collision avoidance?

x AIS is not yet recommended as such to be collision avoidance aid. It may be used in
conjunction with other recognized collision avoidance aids such as Radar and ARPA,
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etc. but is not meant as a replacement for the same.

x AIS is only as accurate as the information transmitted by the other vessel‟s AIS. User
inputs like Heading, speed, ROT, etc may be in error, missing or not updated.
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x Broadcast of inaccurate, improper or outdated data can lead to confusion and

dangerous situations leading to collisions.
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x Also, some vessels such as pleasure craft, fishing vessels, warships, etc. may not be
fitted with AIS or vessels may have their AIS switched off under certain circumstances.
Hence, it is not advised to rely on AIS for collision avoidance.
What is AtoN?
A marine Aid to Navigation (AtoN) is a device or system external to vessels that is

designed and operated to enhance the safe and efficient navigation of vessels.
AtoN‟s include lighthouses, buoys, fog signals, radar beacons, leading lights, etc.

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What is your company’s AIS policy in HRA?
It is recommended to keep the AIS ON while in the HRA since it can be useful for the
naval forces to track the ship. However, the Master may use his discretion and switch off
the AIS. When navigating in HRA, it is recommended that the AIS is programmed to only
transmit minimum standard information, namely the ship‟s name, IMO number, call sign,
MMSI, LOA, beam, position, course, speed and navigational status. When armed guards
are onboard, we enter the destination as „armed guards onboard‟.
Explain the principle of GPS position fixing.
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GPS works on the principle of „Ranging‟. The GPS receiver calculates its position by
comparing its own self-generated timing signals with timing signals sent by orbiting GPS
satellites. The time taken by the satellite signal to reach the receiver multiplied by the
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speed of radio waves gives the range to the satellite. Three ranges from 3 satellites are
used for 2-D fixing while 4 ranges from 4 satellites are used for a 3-D fix. Average Speed
and direction is obtained from successive position fixes.
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Consider Satellites 1, 2 and 3 and a GPS receiver on the Earth. Say Satellite 1 transmits
signal at time „T‟ and the GPS receiver picks up the signal at time „T1‟. Therefore, Range
(R) = C x (T-T1) where,
C=speed of radio waves (3 x 108)
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(T-T1) = time taken for signal to reach receiver.
We are thus located on the surface of a sphere of radius P1, centered on satellite 1.
Similarly, we can get P2 and P3 using the other two satellites. Knowing location of all 3
satellites in space, we get 3 ranges that intersect at P which is the FIX.
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H
O
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What is RAIM and WAAS?
RAIM stands for Receiver Autonomous Integrity Monitoring. It is a technology developed

to assess the integrity of GPS signals in a GPS receiver. RAIM uses the redundant GPS
signals to produce several GPS fixes and compares these with a statistical function to
determine whether or not a fault can be associated with any of the signals. Several GPS-
related systems also provide integrity signals separate from the GPS signals. For
example, WAAS (wide area augmentation system) used in aircrafts.
The Wide Area Augmentation System (WAAS) is an air navigation aid developed to
augment (supplement) the GPS, with the goal of improving its accuracy, integrity, and
availability. WAAS uses a network of ground-based reference stations to measure small
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variations in the GPS satellites' signals. These measurements from the reference stations
are routed to master station, which sends the correction messages to geostationary
WAAS satellites. These satellites broadcast the correction messages back to Earth, where
WAAS-enabled GPS receivers use the corrections while computing their positions to
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improve accuracy.
What is WGS-84?
SO
Hundreds of geodetic datum are in use around the world. GPS positions are referenced to
„World Geodetic System 84‟ datum (WGS 84) commonly used on navigational charts. The
Earth has a highly irregular and constantly changing surface. Models of the surface of the
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earth are used in navigation, surveying and mapping. WGS 84 is based on a consistent
set of constants and model parameters that describe the Earth's size, shape, and gravity
and geomagnetic fields. Referencing the geodetic coordinates to a wrong datum can result
in positional inaccuracy of hundreds of metres.
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What is DOP? (Dilution of precision)
Dilution of Precision (DOP) is a term used for expressing the mathematical quality of a
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solution. Examples of DOP are:

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x Time DOP (TDOP) - error in positioning due to clock errors.

x Horizontal DOP (HDOP) - error in the horizontal plane or 2-Dfix (x, y axis or lat-long)
x Vertical DOP (VDOP) - error in the vertical plane (z axis or altitude)
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x Geometric (GDOP) – error due to satellite geometry or positioning in the sky.

x Position DOP (PDOP) - error in a 3-D fix (x, y, z axis or lat, long, alt)
Out of all, the PDOP is of most value to a navigator. PDOP in the GPS has an optimum
value of unity. If the figure is higher, the solution is diluted. The PDOP will approach unity
when a solution is made with a satellite overhead and three other satellites evenly spaced
at low elevation angles. Modern GPS receivers may be programmed to reject a position
solution if the PDOP level is high.

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The geometry of the satellite can also seriously affect the accuracy of a position fix. When
pseudo ranges are measured from satellites that are close together in the sky, the result is
an enlarged area of improbability resulting in a bad GDOP. Alternatively, if the satellites
are well spaced, the improbability area would be smaller. Modern GPS receivers pick the
optimum satellites from those available for position fixing.
What is DGPS?
x Differential GPS is used to enhance the accuracy of a normal GPS. In the DGPS
system, a DGPS Reference station is situated at a fixed location and it downloads the
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GPS data from the satellites. A computer at the fixed location calculates the pseudo-
range from the GPS satellites and then compares it with the known ranges for that
precise geographic location. It then computes a range error figure which is then
broadcast over the MF band to all mobile stations to improve positional accuracy.
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x Corrections may be given either as position corrections (lat, long, altitude) or, as
corrections in pseudo-ranges of each satellite.
x Specially equipped GPS receivers receive the error information and apply necessary
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corrections to their own fixes. These corrections are valid only within a specified area
about the DGPS ground station. On-board receivers may be programmed to auto track
DGPS stations, receive the corrections from them and apply the same to their own
fixes.
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What is GPS Jamming and spoofing? How will you come to know if your GPS is
jammed and giving false position? What is GPS spamming?
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GPS jamming: This involves producing a RF signal strong enough to drown out the
transmissions from GPS satellites. The subject of a GPS jamming attack will be instantly
aware that something is wrong, as the system will be unable to produce a geo-location
result.
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GPS spoofing: This involves deliberately mimicking the GPS signals i.e. broadcasting fake
GPS signals, tricking the receiver to think it is somewhere it is not. GPS spoofing in its
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simplest form involves location information being sent to the GPS receiver which is clearly
false (it might, for instance, tell a ship out at sea that it is currently located on land).
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GPS spamming: It is spamming of the GPS receiver i.e. sending out multiple unwanted
GPS signals (similar or dissimilar) that are difficult for the GPS receiver to process
Thumb Rule: Jamming just causes the receiver to die, spoofing causes the receiver to lie.
How to Know?
x GPS position will not be available in case of jamming.

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x GPS position will be wrong in case of spoofing. This can be identified by carefully
monitoring the ship‟s position from time to time and comparing with other means of
position fixing.
x Use of radar and its overlay on ECDIS, are by far the best methods to identify jamming
and spoofing when land is visible on the radar.
x Observing significant difference between DR position (position arrived with Gyro
Course steered and distance by speed log) and GNSS fix
x Observing and verifying by using an echo sounder to compare the depths when sailing
in suitable depth areas.
x Equipments meeting the latest IMO specifications will raise an alarm in case of a
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detected error to inform the navigator that the position has been lost.
What is Doppler shift?
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Doppler shift is the apparent shift in frequency produced by a moving source and/or
observer i.e. relative motion of the frequency source and observer. If both are not moving
w.r.t. each other, no Doppler shift will take place. GPS and other global navigation satellite
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systems use the Doppler shift of the received carrier frequencies to determine the velocity
of a moving receiver. Doppler-derived velocity is far more accurate than that obtained by
simply differencing two position estimates. Thus, instantaneous speed is obtained from the
Doppler shift of the satellite carrier frequency. In other words, the Doppler shift in received
GPS signal can be used to compute the relative speed of the receiver w.r.t. the satellite.
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Average speed / direction is computed by measuring the difference between two
successive positions.
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Draw and explain ECDIS symbols for floating and fixed buoy. (Simplified and
traditional)
A buoy is floating whereas a beacon is fixed. Buoys are floating about in the water but
moored to the bottom. Beacons don‟t float around. Lighthouses, for example, are beacons.
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Beacons can also be anything that‟s stationary and fixed to the earth. They can also be
poles and structures out in the water that could cause obstruction. Difference in the ECDIS
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symbols for fixed beacons and floating buoys is shown below:

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What is ECDIS purging?
ECDIS Purging refers to removing (purging) of all ENC Permits and ENCs from other ENC
services before installing AVCS. If the system is not purged redundant ENCs may remain
in the system database (SENC) and be available for use, even if the previous license has
expired. However unlicensed ENCs cannot be updated and the user may be unaware of
this if inadvertently navigating on one. Purging involves removal of installed ENC charts
and ENC permits at regular intervals so that only the valid ENC‟s and permits are left in
the system.
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What is AIO?
Admiralty Information Overlay (AIO) is a worldwide digital dataset that is designed to be

displayed over ENCs in ECDIS and other chart display systems to provide additional
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information during passage planning. The AIO is refreshed every week, as part of the
AVCS Weekly Update and is issued on disc and by download. The ENCs do not include
temporary information, thus, the Overlay contains ADMIRALTY Temporary & Preliminary
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Notices to Mariners (T&P NMs) that are issued for paper charts. The AIO also draws
attention to areas where differences between ENCs and paper charts may affect the
passage plan.
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Both ECDIS fail. State your actions. What are the guidelines on ECDIS failure?
Actions on complete ECDIS Failure:

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x Inform E/R and put M/E on stand-by and reduce speed if required.
x Switch over to hand steering and consider increasing bridge manning.
x Refer to available paper charts (small scale mandatory paper charts) and plot
vessel‟s position and ascertain the navigational situation of the vessel.
x Carry out troubleshooting and contact the manufacturer‟s service engineers for
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guidance.
x Contact Office for assistance with troubleshooting and carry out navigational risk
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assessment to decide next course of action.

x Request Office to send scanned charts covering vessel‟s current geographical area.
x Warn traffic in the vicinity by making a Securite announcement on VHF.
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x Record time and position of the failure and all other events in the Log book.
(In case of a single unit failure, use the second system and start defect rectification. In the
event of a power failure with both systems reverting to UPS supply, consider a controlled
shut down of one system.)
As per the performance standards for ECDIS:

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x ECDIS should be provided with means for carrying out on-board tests of major
functions either automatically or manually. In case of a failure, the test should
display information to indicate which module is at fault.
x ECDIS should provide a suitable alarm or indication of system malfunction.
x Adequate back-up arrangements should be provided to ensure safe navigation in
case of an ECDIS failure. Facilities enabling a safe take-over of the ECDIS
functions should be provided in order to ensure that an ECDIS failure does not
result in a critical situation. A back-up arrangement should be provided facilitating
means for safe navigation of the remaining part of the voyage in case of an ECDIS
failure.
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What is ECDIS approval certificate? What if it is expired?
ECDIS units on board ships must be type-approved. ECDIS type approval is a certification
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process that ECDIS equipment must undergo before it can be considered as complying
with the IMO Performance standards as given in RESOLUTION A.817(19) and
MSC.232(82). The process is carried out by flag Administration-accredited type-approval
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organizations or marine classification societies in accordance with the relevant test
standards developed by the International Electrotechnical Commission (IEC) (e.g. IEC
61174 – Ed.4).
MSC.1/Circ.1221 on validity of type approval certification for marine products states that
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the purpose of type approval certificate scheme is to witness the manufacturing and
testing processes and the manufacturing arrangements. Thereafter, a type approval
certificate is issued to the manufacturer the validity of which should not be more than 5
years which may be subject to annual verification of the manufacturer‟s process. The
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validity of the Type Approval Certificate itself has no influence on the operational validity of
a product accepted and installed onboard a ship and that a product manufactured during
the period of validity of the relevant Type Approval Certificate need not be renewed or
replaced due to expiration of such Type Approval Certificate. The manufacturers that are
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manufacturing the ECDIS equipments will apply for a renewal survey before the expiry of
their Type Approval certificate and ensure it stays valid.
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Resolution A.817(19) – For ECDIS installed before 1st Jan 2009.

MSC.232(82) - For ECDIS installed on or after 1st Jan 2009.
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What is the ECDIS carriage requirement? Is it exempted for any ship?
SOLAS V/19.2.10 defines the carriage requirement for ECDIS.
It is mandatory for the following type of ships engaged on international voyages:
Passenger ships of 500 GT and upwards

Tankers of 3,000 GT and upwards

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Cargo ships, other than tankers, of 10,000 GT and upwards

Cargo ships, other than tankers, of 3,000 GT and upwards but less than 10,000 GT only if
constructed on or after 1st July 2014.
(“First survey” means the first annual survey, the first periodical survey or the first renewal
survey whichever is due first)
Exemption:
x Administrations may exempt ships from the ECDIS carriage requirements when such
ships will be taken permanently out of service within two years after the implementation
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date specified.
x Also, following ships do not require to carry ECDIS:
a) Coastal ships not engaged in International voyages
b) All passenger ships (new & existing) of less than 500 GT
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c) All Tankers (new & existing) of less than 3000 GT
d) New cargo ships other than tankers of less than 3000 GT
e) Existing cargo ships (constructed before 1st July 2013) of less than 10000 GT
How is an ENC numbered?

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ENC cells are named using a unique eight alpha numeric character. For example,
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CC P 12345, where,
CC is the Producer code of the hydrographic office described in S-62
P is the Number representing the Navigational Purpose [Overview (1), General (2),
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Coastal (3), Approach (4), Harbour (5), Berthing (6)]

12345 is the individual cell name. Each ENC producer has his own policy on naming of
individual cells.
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What is RCDS mode in ECDIS? Can we use it?
RCDS is an acronym for Raster Chart Display System. ECDIS used in RCDS mode, uses
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scanned copies of paper charts, called raster charts, instead of ENCs. Raster charts or
RNC‟s are issued by, or under the authority of, a national hydrographic office. They do not
offer a comparable level of data as compared to vector charts.
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RCDS mode does not offer the full functionality of ECDIS, although it‟s excellent to have
as a back-up arrangement. As per IMO Resolution A.817(19) as amended, if ENC
coverage is not available, ECDIS may be used in RCDS mode together with an
appropriate portfolio of up-to-date paper charts. There should always be an indication that
the ECDIS is operating in RCDS mode.
Company SMS usually will define the requirement of the company with regards to use of
RNC‟s where ENC‟s are not available. A vessel is usually permitted to sail in RCDS
mode if approved by their Flag for geographical areas where there are no ENCs available.

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What is CATZOC, POSACC, SOUACC and read me text files with reference to
ECDIS?
CATZOC stands for Categories of Zone of Confidence. It tells the user about how well
a particular area has been surveyed and how reliable the charted information is. This
includes the positional accuracy, depth accuracy, seafloor coverage, extent of survey,
etc. When using any ENC, the CATZOC information must be checked to know if the
±source information is reliable or not, or if any additional measures need to be taken when
navigating in that area. CATZOC are as follows (from high accuracy to low):
A1 = 6 stars (highest level of accuracy)
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A2 = 5 stars (lower accuracy than A1)
B = 4 stars (the full area search is not carried out)
C = 3 stars (Depth anomalies can be expected in this category)
D = 2 stars (Worse than Category C)
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U = „U‟ mark (means the area is „unassessed‟ or „unsurveyed‟
The ECDIS manual will also give a table showing the maximum error in depths expected
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for each of these categories. Positional Accuracy (POSACC) and Sounding Accuracy
(SOUACC) may be used to indicate that a higher position or depth accuracy has been
achieved than defined in the Table. For example, a survey where full seafloor coverage
was not achieved could not be classified higher that ZOC B; however, if the position
accuracy was, for instance, ± 15 metres (ZOC B = ±50m) the sub-attribute POSACC could
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be used to indicate this. It would mean that though ZOC is B, the position accuracy is
better than ±50m.
Read Me Text File: README.TXT file contains the latest information available on the use
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of ENCs in ADMIRALTY services. This information may be navigationally significant and

should be reviewed for changes when ECDIS is being updated. It contains important
general information, HO‟s information, withdrawn cells & other miscellaneous information.
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What are the pros and cons of ECDIS?

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PROS
x Availability: quickly and easily available.
x
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Faster and easier passage planning

x Improvement in Accuracy (such as calculation of distances, ETA‟s, etc.)
x Fast & Easy Corrections including T&P‟s
x Continuous Monitoring of Ship Position.
x Anti-Grounding Alarms and Settings Various Interfaces
x User Determined Alarm Settings
x Enhances Search and Rescue Capability onboard.
x Cost Efficient
x Environmentally Friendly

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CONS
x Over reliance
x Errors in inputs to ECDIS
x Wrong settings or not changing settings in changing situations
x Alarm deafness (too many alarms, acknowledging alarms without checking)
x System Lag
x Specialized training
x Information overload (too much information clutter)
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What is IHO check data set? How do you verify the ECDIS performance with it? If
not in accordance, what action will you take?
The IHO had issued the ECDIS Data Presentation and Performance Checks (Check data
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set), which included two fictitious ENC cells (located in a land area) intended to assist
mariners to identify if their ECDIS was using the latest IHO S-52 Presentation Library,
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edition 3.4. The dataset also highlighted if there were any known ENC display anomalies
present in the system. Mariners were asked to run a series of quick tests using the check
datasets within their ECDIS to ascertain if they were experiencing display issues. If the
system was found to be running an old IHO Presentation Library or had a more serious
display anomaly Mariners were advised to contact their ECDIS manufacturer or an
appropriate equipment maintenance company to obtain software patches and investigate
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further to resolve the issues. Results of the tests were to be sent to the IHO for analysis
and for use in revising IHO standards.
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To address the display anomalies and improve the ECDIS user experience the IHO issued
S-52 Presentation Library edition 4.0 in 2014. With this, the IHO Check Data set is no
longer required as it was specifically designed and developed for ECDIS using the S-52
Presentation Library edition 3.4 or earlier.
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You have two ECDIS onboard. After joining, how will you know which one is
primary?
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In the Form E (Record of Equipment for Cargo Ship Safety), it will be mentioned „Nautical
charts / ECDIS‟ and the „nautical charts‟ phrase would be struck off. This means that the
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primary mode of navigation is the ECDIS and not paper chart.
Just below that, Back up arrangement for ECDIS would be stated as “ECDIS”. This means
that the back up for the first ECDIS is the second ECDIS. However, any ECDIS can be
used as Master station (primary) and can be interchanged by the user.
After joining, I will check the ECDIS. Usually on the top right corner, it is written „MASTER‟
or „SLAVE‟ depending on the ECDIS type. Also, it is a practice onboard to keep one
station as „Master‟ and other station as „SLAVE‟ which can be easily known after joining.

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How to make the necessary corrections in the ECDIS and how it is implemented on
board? Who issues these corrections and how?
Correction in ECDIS:
x Different software such as Chart-co, E-navigator, etc. are available which serve a
variety of purposes mainly ordering, installing & updating of charts. For correction of
the charts, every week a request must be sent via email in order to receive the chart
corrections. Once the corrections are received in email, the same must be applied on
the ECDIS as well as on the software used for the upkeep of the ENC‟s.
x It must be ensured that all charts are displayed as „Up-to-date‟ both on the ENC list
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on the ECDIS and software used.
x Similar request is also sent for T&P corrections (AIO) which is received via email and
applied is the same manner.
x The corrections must be saved as a back-up for use in case of installing new charts.
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In such a case, the new charts must be installed using the Base DVD‟s and the
permits must be applied. The BASE DVD may be not of the present week. Thus, the
corrections from the date of the Base DVD till the latest week must be applied using
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the back-up corrections saved.
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Similarly, AIO must be saved as a back-up too. Some countries do not issue T&P
notices for ENC‟s. For such countries, T&P must be manually plotted on the ENC‟s.
Issuing of the Corrections:

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x ECDIS corrections are issued by AVCS i.e. Admiralty Vector Chart Services. AVCS
brings together official ENC‟s national Hydrographic offices around the world. It
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includes ENC coverage produced by UKHO in co-operation with Foreign

Governments to provide comprehensive worldwide coverage.
x The corrections are issued to the Users in form of weekly updates by e-mail, online
or on DVD.
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What are the limitations of ECDIS?

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x Lack of global coverage. RNC‟s need to be used where ENC is not available.
x Needs power supply for continuous and uninterrupted usage.
x
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Since it is an electronic device, it can malfunction and stop working.

x It needs an expert technician to repair if something major goes wrong.
x It can be affected by virus or can slow down or lag due to corrupted data or too
much over-load.
x It can provide anti-grounding features only as long as the safety settings are
correctly selected.
x Needs specialized training based on the Type and Model.
x It can lead to over reliance and complacency.
x Navigators may tend to forget basic chart work practices due to continued use of
ECDIS.

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x ECDIS has information displayed in layers & some of these may be not displayed.
x Over scale and under scale issues. Most ECDIS allow 2x of zooming in and out
from the compilation scale.
What are safety contour, safety depth, shallow contour and deep contour? What is
the problem when you set high safety contour value?
Safety contour relates to the depth contours as set by the mariner. The safety contour on
ENC may be the same as set by the mariner or the next higher contour if the selected
contour is not present. An alarm is generated within a specified time or distance before the
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vessel would cross a safety contour.
Safety depth refers to the spot soundings that will be highlighted if lower than the safety
depth selected. It has no alarm, but it highlights danger.
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Shallow and deep contours are used for demarcation between the shallow and deeper
waters when 4 shades are used for display. Shallow contour tells the ECDIS the depth
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below which it is definitive for the ship to run aground. It is normally set at vessel‟s draft or
more. Shallow waters patch (i.e. from zero metres depth to shallow contour value set) is
area not navigable at all. Deep contour is the depth above which it is safest for the vessel
as it will be in deeper waters.
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If high safety contour value is set, then the ECDIS would keep giving alarm even when the
depth of water is safe for navigation. Also, if the selected safety contour is not present, the
ECDIS automatically selects the higher safety contour.
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What are the limitations of ECDIS with regards to safety contour?
x The ECDIS automatically selects the higher contour than the selected safety contour
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when the selected safety contour is not available. For example, if safety contour
selected by user is 11m, and available contours are 5, 10, 15, 20 and so on, the
ECDIS automatically selects 15 as the safety contour. This means that the ECDIS will
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give alarm once the depth is below 15m even though depth range of 11m to 15m is
safe for the vessel.
x Some of the ECDIS models when restarted go back to the default safety settings. The
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user needs to manually re-enter the safety settings.
Who is authorized to change the ECDIS settings onboard?
Safety settings of the ECDIS are part of every passage plan. Depending of the vessel‟s
draft, UKC requirement, squat and various other factors, the safety contour is selected by
the Master and discussed with all during the Bridge team meeting. The safety setting is
then entered in the ECDIS by the navigating officer prior to departure of the vessel from

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port. The safety settings may be the same or different for the passage and arrival port and
this too will be mentioned in the passage plan approved by the master and discussed with
all. The ECDIS is specially marked at points where the safety settings need to be
changed. This is done under the Master‟s authority and the navigator can change the
settings upon crossing such points and relevant entries must be made in the Log book.
What is the difference between head up, course up and north up mode of Radar?
In head up mode, the „up‟ direction of the display (PPI) represents the vessel‟s heading. It
is an unstabilized display and if there is a change in the vessel‟s heading, the entire
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picture (besides the heading marker) will rotate by an equal amount but in the opposite
direction. The land echoes get smeared across the screen during this period and obscure
the small fixed targets or floating objects for some time till the vessel is steady on the new
course. The bearings taken on the fixed scale are relative bearings. It is advantageous
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during berthing and coastal navigation as it gives a good orientation when compared to
the visual view outside the bridge windows.
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In north up display, the „up‟ position of the PPI represents the true north and the heading
marker represents the true course of the own ship. When the vessel alters course the
compass stabilization signal is used to produce simultaneously a rotation of the heading
marker in the same direction as the change of heading. As a result there is no rotation of
picture on the screen. Only heading marker rotates to the new heading. The true north
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remains coincident with 000° on the fixed scale. The azimuth-stabilizing signal is from a
gyro compass. North Up display is often preferred as the orientation of the radar picture
will match that of a chart. The north-up stabilized display overcomes the disadvantages of
head-up by removing the angular smearing of picture associated with any change in
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heading. It also allows reading off true bearings directly and quickly from the fixed bearing
scale. This feature is of importance in Navigation as well as for collision avoidance.
The main disadvantage of this type of display is that while approaching a port if the
observer views the radar screen & looks outside the wheel house window, he finds it
difficult to compare the radar picture with the visual view, particularly when on any course
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other than northerly or anywhere near that.

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In course up mode, the „up‟ direction of the display represents the direction which has
been input as the vessel‟s desired course. In the course-up (stabilised display), the
bearings are true bearings, if read-off on the outer azimuth ring and relative bearing, if
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read-off on the inner fixed bearing scale.
How will you use X-band and S-Band radar for navigation?
I will use the X band radar at a smaller range for collision avoidance and the S-Band radar
at a longer range for long range scanning.

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What is radar plotting? Explain the WOA triangle.
Radar plotting is the systematic plotting of the radar targets on a radar plotting sheet and
calculating the target details such as course and speed, CPA and TCPA. It is basically
doing the work of the ARPA manually.
For doing this, we draw a WOA triangle. In an WOA triangle, point O is the first
observation (range and bearing) of a target and A is the second or the third observation of
the same target. OA is drawn and extended and its perpendicular distance from the centre
of the plotting sheet gives us the CPA. TCPA can be calculated using easy mathematics.
WO is vessel‟s course and speed for the time interval which is plotted from „O‟ backwards.
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WA so achieved is the targets course and speed.
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Which radar to be used when coasting and at what range?
Both radars must be used during coasting at different range scales. X band radar must be
set on 3NM or 6NM depending on the traffic conditions whereas S-band radar must be set
on 6NM or 12NM depending on the requirement of long range scanning. During berthing,
the ranges have to be reduced to avoid cluttering of the display as well as to pick up small
targets and land objects easily on the radar.

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Using true vectors on your radar, how will you identify if ROC exists?
True vectors of the target and the own ship can be increased in length (time) and thus can
be compared to see if target will collide with own vessel i.e. ROC exists or vessels will
pass well clear.
What are the requirements of ROTI?
As per SOLAS V/19, all ships of 50,000 GT and upwards shall have a rate-of-turn
indicator, or other means, to determine and display the rate of turn.
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Resolution A. 526(13) gives the performance standards for ROTI.
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What are the requirements of LRIT?
x SOLAS V/19-1 gives the requirements of Long ranging information and tracking of
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ships. The requirements apply to the following ships engaged in international voyages:
1. Passenger ships including high-speed passenger ships.
2. Cargo ships including high-speed craft, of 300 GT and upwards
3. Mobile offshore drilling units
x Ships shall automatically transmit the following LRIT information:
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1. the identity of the ship;
2. the position of the ship (latitude and longitude); and
3. the date and time of the position provided.
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x Ships shall be fitted with a system to automatically transmit the above information.
x Ships, irrespective of the date of construction, fitted with AIS and operated exclusively
within sea area A1, shall not be required to have the LRIT.
x Unless the national legislation of the Administration provides otherwise, ships entitled
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to fly its flag shall not incur any charges for transmitting LRIT information.
x The search and rescue services of Contracting Governments shall be entitled to
receive, free of any charges, LRIT information in relation to the search and rescue of
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persons in distress at sea.

x Systems and equipment used to meet the requirements shall be capable of being
switched off on board or be capable of ceasing the distribution of LRIT information.
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x Revised performance standards and functional requirements for the LRIT are given in
resolution MSC.263(84), as amended).
Explain in detail the working of LRIT.
x The LRIT system provides for global identification and tracking of ships utilizing the
INMARSAT Satellite system. It is a system that requires vessels to automatically
transmit their identity, position and date/time of the position at 6-hourly intervals.

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x LRIT data is automatically transmitted every 6 hours through the following route:
1. Ship to Satellite
2. Satellite to CSP
3. CSP to ASP
4. ASP to LRIT Data Center.
5. The LRIT Data Center forwards this information to applicable parties via the
International Data Exchange and after receiving feedback from DDP.
x Information transmitted by ships is available to the vessel‟s Flag State at all times. For
another Flag State to access the information, they will send a request to the IDE.
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x Linked to IDE is the Data Distribution Plan (DDP) that will have the „routing rules‟ and
this will verify that the „requestor‟ can access the information. Each contracting
government will provide these routing rules to the IMO, who has developed the DDP.
The DDP ensures that LRIT data flows according to the wishes of a contracting
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government – i.e. providing information on vessels within 1,000 nautical miles, or 96
hours out from port. If the DPP verifies that the information request is valid, the IDE will
then act as a link to the requesting data centre and the providing data centre.
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What is CSP, ASP, LRIT Data Centre, DDP and IDE?
CSP (Communication Service Provider) - It provides the communication infrastructure and

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services to ensure end-to-end secure transfer of the LRIT message between the ship and
the Application Service Provider (ASP).
ASP (Application Service Provider) – It converts the data to a common data format and
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sends it to the LRIT data centre.
LRIT Data Center - It stores and processes the data and determines which reports are to
be sent to other coastal/port states via the International Data Exchange based on the data
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distribution plan. LRIT data centre could be national, regional or cooperative or

international.
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LRIT Data Distribution Plan (DDP) - It verifies that the Member State requesting
information must be provided with the same or not. It specifies which are the parties
authorized to receive LRIT data.
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International LRIT Data Exchange (IDE) - It routes data to the authorized receiving parties.
Explain LUT, MCC, LRIT DC, MRCC and RCC and their locations in India?
A Local User Terminal (LUT) is a satellite receiving unit ground station that receives
emergency beacon distress alerts relayed from the satellites. There are two-types
of LUTs, the Low Earth Orbiting LUTs (LEOLUTs) & the Geostationary LUTs (GEOLUTs).

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India has established two Local User Terminals (LUTs), one at Lucknow and the other at
Bengaluru.
The Indian Mission Control Centre (INMCC) is a facility that manages space flights usually
from the point of launch until landing or the end of the mission. It is located in Bengaluru
and is responsible for coordinating with RCC‟s and other International mission Control
Centres.
LRIT Data Center - It stores and processes the data and determines which reports are to
be sent to other coastal/port states via the International Data Exchange based on the data
distribution plan. The Indian National Data Centre for LRIT was set up & made operational
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at Directorate General of Shipping (DGS) Mumbai in July 2009.
MRCC stands for maritime rescue coordination centre. MRCC‟s in India are located at
Mumbai, Chennai and Port Blair. There are 10 Maritime Rescue Sub Centres (MRSCs)
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and 03 Maritime Rescue Sub Sub Centres (MRSSCs) that operate under these MRCCs.
It is responsible for co-ordinating air-sea search and rescue and works under Indian Coast
Guard.
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A rescue co-ordination centre (RCC) is a primary search and rescue facility in a country
that is staffed by supervisory personnel and equipped for co-ordinating and controlling
search and rescue operations. RCCs are responsible for a geographic area, known as a
"search and rescue region of responsibility" (SRR). SRRs are designated by the IMO and
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the International Civil Aviation Organization (ICAO). RCC‟s established in India are at
Chennai, Delhi, Kolkata and Mumbai.
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What are the limitations of LRIT?
x It is not a continuous monitoring system as information is transmitted once every 6 hrs.

x Data available only to parties entitled to the information as per the DDP & information
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must be purchased.
x Unknown and variable cost of LRIT data received by authorized users.
x LRIT information is limited to only vessels identity, position and date/time information.
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x There is no display for LRIT.

x Introducing costs of additional communication equipment for the sole purpose of
transmitting LRIT reports on ships sailing exclusively in the GMDSS A1 and A2 areas
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and not fitted with satellite communication terminals.
LRIT fails 3 days before arrival US Port. State your actions.
x Since the failure of LRIT is viewed as non compliance of statutory requirements, I will
immediately inform about the failure to the Company who will in turn inform the ship
owner. The ship owner will then apply for a dispensation from the DGS and arrange for
necessary repairs.

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x I will inform the Flag State without undue delay and make an entry in the record of
navigational activities and incidents maintained as per SOLAS V/28, setting out the
details of the circumstances.
x In consultation with the National DC, alternate reporting system can be established.
x I will also inform the US Local agent and ask him to inform all concerned parties in the
port of arrival regarding the failure and the dispensation availed from the Flag State.
x I will also mention this in the eNOA along with any other defects or failures to be
informed.
x I will coordinate with the Company to get the LRIT repaired and operational at the port
of arrival.
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(As per DGS, if the vessel‟s LRIT system does not report two consecutive positions, same
is required to be reported to the NDC LRIT with reason of failure and its remedy within 18
hours)
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Echo sounder malfunctions just before arrival in port. Pilot is waiting at the Pilot
boarding ground. State your actions.
x
x
x
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Inform the Pilot station and Company.
Anchor at the designated anchorage or contingency anchorage.
Arrange for a technician to visit the ship at anchorage to repair the echo sounder.
x
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Carry out a navigation risk assessment to proceed till anchorage.
x Reduce speed and proceed with caution in deeper waters.
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What is the working principle of the gyro compass? What is latitude and settling
error?
A gyro-compass is a non-magnetic compass that uses a fast spinning disc spinning

about the spin axis to point in the direction of geographical North. It uses the
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properties of the Earth‟s gravitational force and Earth‟s rotation and combines it with
the properties of a free gyroscope i.e. the gyroscopic inertia (rigidity in space) and
gyroscopic precession in order to convert a gyroscope into a gyro compass i.e. it
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makes the spin axis seek north and if displaced from the meridian, return back to
point to the true north.
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Latitude Error or Damping Error or Settling Error:
The damping error is applicable for gyro compasses damped in tilt which will settle with a
displacement from the meridian. The gyro compasses that are damped in azimuth are not
subject to this error. The magnitude of the error will be determined by the design and
construction of the individual compasses. Damping error is proportional to tan of latitude.
Damping error will be easterly in the NH and westerly in the SH and nil at the equator.
There are three methods in which this error can be corrected.

63
1. A table and/or graph is provided by the Manufacturer. This graph/table of damping

error (E/W) against latitude (N/S) must be referred & damping error applied
manually to all the courses steered and bearings taken.
2. An arrangement is provided by the Manufacturer such that the lubber line will turn
as per the latitude set by the operator. The lubber line will turn clockwise for an
easterly damping error (NH) and anticlockwise for a westerly damping error (SH).
3. A potentiometer knob is provided by the Manufacturer. Depending on the set
latitude, the potentiometer provides electric signal to a correction torque motor
which applies torque about the vertical axis which results in precession about the
horizontal axis.
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Gyro compass fails at berth. Vessel has to sail in an hour. What will you do?
x Inform Company, Local Agent and carry out trouble-shooting.
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x Call a technician and get the Gyro compass repaired.
x Delay the pilot or request for the vessel to be safely moved to a lay berth or anchorage
if possible using the Magnetic Compass.
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What is Navtex? Explain its use and what frequency it works on.
Navtex is an international automated medium frequency direct-printing service for delivery

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of navigational and meteorological warnings and forecasts, as well as urgent maritime
safety information (MSI) to ships. Navtex is a component of IMO/IHO Worldwide
Navigation Warning Service (WWNWS). It is also a major element of GMDSS.
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As per SOLAS Chapter IV/7, all ships shall be fitted with a receiver capable of receiving
international NAVTEX service broadcasts if the ship is engaged on voyages in any area in
which an international NAVTEX service is provided.
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Onboard, a navtex receiver is fitted which is used to receive the navigational and
meteorological warnings and forecasts and other MSI.
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The international navtex frequency is 518 kHz and these broadcasts are always in
English. National transmission where supported, uses 490 kHz specifically for broadcasts
in local languages.
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How will you check your bridge equipments in yard delivery?
x During the sea trials, make sure all equipments are working satisfactorily.
x Use all the possible functions and check that they are working correctly.
x Ensure that the User manuals are available and have a conformance certificate or a
type approval certificate from Class or any other recognized organisation.

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x Prepare your own checklist for each bridge equipment and ensure all are in good
working condition and any defects or irregularities must be noted down.
x Ensure all bridge equipments are at a compass safe distance as indicated on the
equipment itself.
State the requirements for BNWAS. Also, explain its working.
x As per SOLAS V/19, all ships of 150 GT and upwards and passenger ships
irrespective of size.
x
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The BNWAS shall be in operation whenever the ship is underway at sea.
x BNWAS installed prior 1st July 2011, may be exempted from full compliance with the
performance standards adopted by IMO at the discretion of the Administration.
Working of BNWAS:
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x BNWAS working is based on a series of indications and alarms to alert first the OOW
x
assistance if required. SO
and, if he is not responding, then to alert the Master or another qualified officer.
Additionally, the BNWAS may provide the OOW with a means of calling for immediate
Once operational, the alarm system should remain dormant for a period of between 3
and 12 min. At the end of this dormant period, the alarm system should initiate a visual
indication on the bridge. If not reset, the BNWAS should additionally sound a first stage
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audible alarm on the bridge 15 s after the visual indication is initiated.
x If not reset, the BNWAS should additionally sound a second stage remote audible
alarm in the back-up officer‟s and/or Master‟s location 15 s after the first stage audible
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alarm is initiated.
x If not reset, the BNWAS should additionally sound a third stage remote audible alarm
at the locations of further crew members capable of taking corrective actions 90 s after
the second stage remote audible alarm is initiated.
x In vessels other than passenger vessels, the second or third stage remote audible
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alarms may sound in all the above locations at the same time. If the second stage
audible alarm is sounded in this way, the third stage alarm may be omitted. In larger
vessels, the delay between the second and third stage alarms may be set to a longer
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value on installation, up to a maximum of 3 min, to allow sufficient time for the back-up
officer and/or Master to reach the bridge.
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State the requirements for VDR. What all feeds are included in S-VDR and VDR?
SOLAS V/20 deals with the carriage requirements of VDR. It states the following:
To assist in casualty investigations, ships, when engaged on international voyages, shall

be fitted with a voyage data recorder (VDR) as follows:
x Passenger ships irrespective of size and cargo ships of 3000 GT and upwards.

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To assist in casualty investigations, cargo ships, when engaged on international voyages,

shall be fitted with a VDR which may be a simplified voyage data recorder (S-VDR) as
follows:
x Cargo ships of 3,000 GT and upwards constructed before 1st July 2002.
Administrations may exempt cargo ships from these requirements when such ships will be
taken permanently out of service within two years after the implementation date specified.
Administrations may exempt ships, other than ro-ro passenger ships, constructed before
1st July 2002 from being fitted with a VDR where it can be demonstrated that interfacing a
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VDR with the existing equipment on the ship is unreasonable and impracticable.
DATA RECORDED BY VDR DATA RECORDED BY S-VDR
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Date, Time and Position (GPS) Date, Time and Position (GPS)
Speed (Log) Speed (Log or GPS)
Heading (Gyro) Heading (Gyro)
Bridge and VHF Audio
Radar Display Image
ECDIS
AIS Data
SO Bridge and VHF Audio
Radar Display Image or only AIS Data
Any other NMEA format data
Depth (Echo-Sounder)
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Bridge Mandatory Alarms
Rudder Order & Response
Engine & Thruster Order & Response
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Hull Opening Status, W/T & Fire Doors

status
Acceleration & Hull Stresses, Rolling Motion
Wind Direction and Speed
Configuration Data
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Electronic Log Book (if used)

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Explain the VDR data extraction procedure.

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The VDR data extraction procedure is maker-specific and will be clearly indicated in the
User Manual of the equipment. In most cases, the VDR has an interface for downloading
the stored data for playback on an external computer. The software programme for
downloading the stored data will be provided. The data once downloaded can be played
on an external computer which has the playback software installed. If not already installed,
the playback software will be provided on a portable storage device such as a CD/DVD or
USB, etc. The portable storage device containing the software along with the instructions
will be stored within the main unit of the VDR.

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Some VDR‟s are provided with Hard disks which must be taken out and replaced with a
spare hard disk to ensure continued recording. The hard disk taken out can then be
connected to a computer which has the playback software installed.
What are the requirements for annual testing of VDR?
As per SOLAS Chapter V/18, the VDR, including all sensors, shall be subjected to an
annual performance test. The test shall be conducted by an approved testing or servicing
facility to verify the accuracy, duration and recoverability of the recorded data. In addition,
it should test the devices fitted to aid location. A copy of a the certificate of compliance
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issued by the testing facility, stating the date of compliance and the applicable
performance standards, shall be retained on board the ship.
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What is satellite compass?
Satellite compass is a device that uses GNSS to accurately calculate the vessel‟s
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heading. It can use GPS, Galileo, GLONASS, etc. It doesn‟t rely on the earth‟s magnetic
field like the magnetic compass nor does it depend on the gyro compass that can be bulky
and expensive to install. A satellite compass provides variety of data including GPS
position, SOG, COG, ROT, etc. The satellite compasses are maintenance free and a great
asset for any vessel.
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What is dip in magnetic compass? Where are the magnetic poles? What is the
difference between magnetic north and true north? Why is the magnetic north not
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constant?
Dip angle or magnetic dip is the angle made with the horizontal by the Earth‟s magnetic
field lines. This angle varies at different points on the Earth‟s surface. In principle, it is the
angle made by the needle of a vertically held compass.
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Magnetic dip results from the tendency of a magnet to align itself with line of magnetic
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field. As the Earth‟s magnetic field lines are not parallel to the surface, the north end of a
compass needle will point downward in the NH (positive dip) or upward in the SH
(negative dip). The range of dip is from +90 degrees (at the north magnetic pole) to -90
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degrees (at the south magnetic pole).
Magnetic poles are the two points on the Earth‟s surface at which the magnetic field points
vertically downwards in the NH and upwards in the SH. In other words, if a magnetic
compass needle is allowed to rotate about a horizontal axis, it will point straight down in
the NH and upwards in the SH.
True north is the direction that points directly towards the geographical North Pole. This is
a fixed point on the Earth‟s globe. The magnetic north is the direction that a compass

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needle points to as it aligns with the Earth‟s magnetic field. The magnetic poles are
different from the geographical poles. MNP is not a fixed point but it moves due to the
magnetic changes in the Earth‟s core. Since the Earth is not exactly symmetrical, the
changes in the Earth‟s core in the NH and SH are not exactly similar. Hence, the MNP and
MSP are not diametrically opposite to each other, like the geographical NP and SP which
are points through which the Earth‟s rotational axis passes.
What are the requirements for magnetic compass adjustment? What is the validity
of the adjustment certificate?
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SOLAS does not specify any requirements for compass adjustment. The requirements are
usually stated by the Flag State. For example, as per Merchant Shipping (Safety of
Navigation) Rules, 1997, Indian ships have to get the deviation table or curve checked for
accuracy at least once a year or through record of compass deviations maintained. Where
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a ship has undergone substantial structural changes or alteration which are likely to affect
such a deviation table or curve, or where large residual deviations are observed, the
magnetic compass shall be readjusted and a new table or curve of residual deviation shall
be made available.
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As per SCTW Code Section A-VIII/2, compass‟ deviation should be determined at least
once every watch while the vessel is at sea and, when possible, shortly after any major
alteration of course. In addition, compasses should be inspected occasionally by a
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competent officer or compass adjuster.
The AMSA (Australian Maritime Safety Authority) has issued Marine Notice No. 19 of 2016
highlighting the importance of maintenance and adjustment of magnetic compasses.
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Salient points from the notice are mentioned below:
x Performance of the magnetic compass should be monitored and deviations should be

recorded in a compass deviation book at regular intervals, ideally atleast once every
watch and also shortly after a large alteration of course.
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x If the observations for a magnetic compass on a vessel show a deviation of more than
5 degrees on any heading, the compass must be adjusted by a qualified compass
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adjuster or the master of the vessel to correct the deviation.

x If the compass is adjusted by the Master, AMSA recommends that the compass
adjustment be checked by a qualified compass adjuster at the next available
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opportunity.
The rules for testing and certification of magnetic compasses are contained in ISO
25862:2009 which recommend that the compass should be adjusted when:
a) They are first installed.

b) They become unreliable.
c) Repairs or structural alterations have been made to the vessel that could affect the
permanent or induced magnetism.

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d) Electrical or magnetic equipment close to the compass is added, removed or

altered.
e) They show any physical defects.
f) If a record of compass deviation has not been maintained or the recorded
deviations are excessive.
g) Deemed necessary by the Master for the safety of navigation and no less often that
every two years, every dry docking or other significant structural work.
To ensure a compass is in good working condition, it is important to check performance of

magnetic compasses particularly after:
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a) Carrying cargoes which have magnetic properties
b) Using electromagnetic lifting appliances to load or discharge cargo
c) A vessel has been in a casualty where it has been subject to severe contact or
electrical charges
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d) A vessel has been operating on short voyages for a long period of time then
relocates, which results in a large change in magnetic latitude, or
e) A vessel has been laid up or has been lying idle.
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Can you adjust a compass onboard? What is the procedure?
Yes, as a Master, I can adjust a compass onboard if the deviation is more than 5 degrees
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on any compass heading. However, at the next first available opportunity I must get the
compass adjusted by a certified compass adjuster. A deviation card is prepared by the
compass adjuster after adjustment.
Requirement for shore adjustment is as per the Flag State rules. Most flag states follow
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the ISO 25862:2019 standard which requires the compass to be adjusted by shore
compass adjuster once every 2 years. However, the Flag may require the deviation card
to be prepared every year. Hence, the Master may need to swing the vessel to prepare
the deviation card once between two shore adjustments. During this, if the deviation is
found to be excessive, compass adjustment may be required to be done by the Master
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himself. Usually, the Company arranges for a shore compass adjuster to remotely adjust
the compass. They tell the Master what needs to be done in a detailed step-by-step
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procedure.
A suitable place in the open sea is chosen where weather is calm, traffic is absent, and
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the variation is known. The vessel is then swung and kept steady on the cardinal and
intercardinal headings and the gyro headings are noted. From this, the deviation can be
calculated. If the deviation is more than 5 degree on any of the heading, then the compass
needs to be adjusted. For E-W headings, raise or lower the fore and aft magnets and for
N-S headings, raise or lower the athwartship magnets. Raising and lowering must be done
till the time the deviation is reduced to a minimum or acceptable value. Once this is done,
the vessel is swung again to check the residual deviation to ensure all values are in limits.
If not, the adjustment can be made again. After the adjustment, the deviation is prepared
with the recorded values.

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Following are the steps for adjustment followed by the compass adjuster:
x Come to a cardinal magnetic heading, e.g., east (090°). Move the fore-and-aft magnets
to remove all deviation.
x Come to a south (180°) magnetic heading. Move the athwartship magnets, to remove
all deviation.
x Come to a west (270°) magnetic heading. Correct half of any observed deviation by
moving the fore and aft magnets.
x Come to a north (000°) magnetic heading. Correct half of any observed deviation by
moving the athwartship magnets.
x
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Come to any intercardinal magnetic heading, e.g., northeast (045°). Correct any
observed deviation by moving the spheres in or out.
x Come to the next intercardinal magnetic heading, e.g., southeast (135°). Correct half of
any observed deviation by moving the spheres.
x Do the same for next 2 intercardinal headings.
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x Secure all correctors before swinging for residual deviations.
x Swing for residual deviations on as many headings as desired, although the eight
x
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cardinal and intercardinal headings should be sufficient.
Should there still be any large deviations, analyze the deviation curve to determine the
necessary corrections and repeat above steps.
Record deviations and the details of corrector positions on the deviation card to be
posted near the compass.
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How will you make a deviation card onboard? What information do you get from
such a card?
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To make a deviation card onboard, we need to swing the vessel around. This can be done
at anchorage taking gyro and compass bearings of a fixed object or landmark of known
true bearing. The bearings are taken when the vessel is heading at the cardinal and
intercardinal headings by compass.
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„Swinging the compass‟ can also be done at sea. Following is the procedure:
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1. The vessel is made steady at all the cardinal and intercardinal headings and the gyro
headings are noted.
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2. Gyro error is already found and so we get True Heading from the gyro headings noted.
3. Applying variation to the True Headings, we get the magnetic heading. From the
magnetic heading and compass heading, we get the deviation.
4. The deviation calculated for each of the 8 compass headings (others by interpolation)
can be plotted on a graph to make the deviation card onboard.
5. For more accuracy, the vessel can be steadied at 16 points instead of 8.
6. Advantage of swinging the compass at anchor is that the vessel can take bearings of
the fixed object every 5 degrees of the compass to have a more accurate deviation
card.

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The deviation card gives the compass deviation values for various compass headings in
the form of a table and/or curve. Other information found on a deviation card are as
follows:
1. Adjustments made to the corrector magnets and their final position after adjustments
2. Weather conditions during the swinging
3. Variation
4. Location of the ship
5. Make and model of the compass,
6. Adjuster‟s sign and stamp
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What is integrated navigation system?
x An Integrated Bridge System (IBS) is a combination of systems which are inter-
connected to allow the centralized monitoring of sensor information and control of a
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number of operations such as passage execution, communications, machinery control,
safety and security.
x
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There is no single standard IBS design for ships and nor is IBS mandatory. However,
classification societies do offer optional class notations for IBS. The extent to which the
IBS design allows certain bridge functions to be automated will depend upon the
design of the bridge, the type of equipments fitted and the layout of that equipment on
the bridge.
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x IBS consists of navigation management system, alarm system, conning display, etc.
the navigation management system provides the mechanism for passage planning,
executing and monitoring and therefore provides a link between the charts, position
fixing systems, the log, gyro and the auto-pilot.
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Two days after sailing from Cape Town, on a voyage to New York, both the radars
fail. State your actions.
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x I will carry out trouble shooting with the ETO.

x I will immediately inform the Company of the situation and keep them updated.
x The Maker‟s or service team will try to solve the issue remotely, if the problem cannot
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be solved onboard, I will liaise with the Company and proceed to a Place of refuge
where repairs can be carried out.
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x The Company will arrange for dispensation to proceed to the Place of refuge without
any working radar.
x I will carry out navigational risk assessment and increase bridge manning. I will keep
extra lookouts and reduce speed to maneuvering RPM so that engines can be used
anytime when required. I will give wider berth to all passing traffic.
x I will keep two OOW‟s on each watch if possible keeping the rest hours in mind.
x In the vicinity of other ships, I will make securite announcement to let the other vessels
know about the non-operational radars.
x I will inform the Charterer‟s incase any deviation is involved.

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As per which regulation is a sextant onboard?
Sextant is onboard as per Flag State regulations. For example, the Merchant Shipping
(Safety of Navigation) Rules, 1997 require all Indian ships to carry a sextant onboard.
Also, the Company SMS may require a celestial observation to be made to compare with
the vessel‟s position every month. In such cases, a sextant is a must for making a celestial
observation.
How will you cancel false distress alert? What actions will you take onboard so that
it does not happen again?
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A distress signal carries the utmost priority over all other communication. Hence, it is very
important to cancel it once the emergency has been dealt with or in case the distress
signal was inadvertently sent.
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As per IMO Resolution A. 814(19), I will take the following actions:
x
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If false distress signal was sent via VHF DSC, switch off and switch on the transmitter.
Set equipment on Ch. 16 and made broadcast to all stations.
ALL STATIONS, ALL STATIONS, ALL STATIONS

THIS IS “SHIPS NAME”
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CALLSIGN:
MMSI No.
POSITION:
CANCEL MY DISTRESS ALERT OF DATE: ____ TIME: ____ UTC
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x If false distress signal was sent via MF, switch off and switch on the transmitter. Set
equipment to R/T Frequency of 2182 KHz, and made broadcast to all stations. (similar
broadcast as above)
x
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For HF, same procedure as above, but alert must be cancelled on ALL frequency
bands on which it was transmitted.
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x If false distress signal was sent by Sat-C, notify the appropriate RCC to cancel the alert
by sending a distress priority message via the same CES through which the false
distress alert was sent.
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TO: RCC ………

FM: MASTER, SHIP NAME
NAME OF VESSEL: _______
CALLSIGN: _______
SAT-C I.D.: (9digit)
POSITION: LAT 00 „00‟N LONG 000‟00‟E
CANCEL MY INMARSAT-C DISTRESS ALERT OF DATE: ___TIME:___ UTC
MASTER.

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x If for any reason an EPIRB is activated accidentally, the ship should contact the
nearest coast station or an appropriate coast earth station or RCC and cancel the
distress alert.
Precautions to be taken to avoid false distress alert:
x I will ensure that all GMDSS certificated personnel are well instructed about use of
GMDSS equipments and are competent to operate them.
x I will carry out necessary training on use of GMDSS equipment for sending distress
alert and how to avoid false distress alerts.
x
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I will ensure that GMDSS equipment testing is only undertaken by person incharge.
x I will ensure that GMDSS equipment testing or drills are never allowed to cause false
distress alerts.
x I will ensure that EPIRB is not tampered with or accidentally activated.
x I will ensure that no jet of water is directed at the EPIRB during accommodation
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washing.
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What are functional requirements of GMDSS?
Functional requirements of GMDSS are given in SOLAS Chapter IV Regulation 4.
Every ship, while at sea, shall be capable:

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1. of transmitting ship-to-shore distress alerts by at least two separate and independent
means, each using a different radio communication service.
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2. of receiving shore-to-ship distress alerts.

3. of transmitting and receiving ship-to-ship distress alerts.
4. of transmitting and receiving SAR coordinating communications.
5. of transmitting and receiving on-scene communications.
6. of transmitting signals for locating
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7. of transmitting and receiving maritime safety information

8. of transmitting and receiving general radio communications to and from shore-based
radio systems
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9. of transmitting and receiving bridge-to-bridge communications.

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How will you ensure that 2nd Officer is maintaining GMDSS?
x I will check the GMDSS Log as required by SOLAS IV/17.

x I will randomly carry out tests and checks of the equipments to ensure they are in
correct working condition.
x I will monitor the actions of the 2nd officer, if required, while he is carrying out the
GMDSS daily tests, weekly tests, etc.
x I will ask the 2nd Officer to give training to other officers and crew.
x I will check the PMS records and the files of nav. area warnings and met. warnings.

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Describe the daily, weekly, monthly and annual tests / checks carried out on
GMDSS equipments.
Daily Test:
1. VHF Daily Self Test

2. MF/HF Daily Self Test
3. GMDSS battery on/off load test
4. Printers test (paper to also be checked and renewed if required)
5. Navtex Daily Self diagnostic test
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Weekly Test:
1. Ship to Shore Test Call by MF/HF (acknowledgment must be received)

2. Ship to Ship Test Call (if shore acknowledgment not received after repeated attempts)
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3. Station to Station VHF DSC Test
Monthly Test:
1.
2.
3.
4.
EPRIB Monthly Test
SART Monthly Test
GMDSS Portable VHF Test
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Sat-C Monthly PV Test & Diagnostic Test
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5. Navtex Monthly Test
6. GMDSS Battery Monthly Tests (done by ETO)
7. Visual checks for Antennae
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Annual Test:
1. GMDSS Battery capacity test (when the ship is not at sea) (SOLAS IV/13)
2. SART Annual test by shore technician
3. EPRIB Annual test by shore technician
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4. Two way Portable VHF annual test by shore technician

5. Annual GMDSS Survey by shore maintenance company
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What are the various GMDSS sea areas?

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There are four GMDSS Sea areas as described in SOLAS Chapter IV:
1. Sea area A1: means an area within the radiotelephone coverage of at least one VHF
coast station, in which continuous DSC alerting is available.
2. Sea area A2: means an area, excluding sea area A1, within the radiotelephone
coverage of at least one MF coast station in which continuous DSC alerting is
available.

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3. Sea area A3: means an area, excluding sea areas A1 and 42, within the coverage of
an lnmarsat geostationary satellite in which continuous alerting is available.
4. Sea area A4: means an area outside sea areas A1, A2 and A3.
What are the various entries that are done in the GMDSS Log book?
Following are the various entries done in GMDSS Log Book:
x Names of all officers that are GMDSS Certified

x Name of the Officer designated for distress communication
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x Details of all distress alerts received by the vessel.
x Details of various communications related to Distress, Urgency or Safety.
x Details of all the follow-up communications, actions taken by the vessel, etc.
x Details of daily, weekly and monthly checks carried out.
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x Breakdown or malfunctioning of the radio equipment
x Breakdown of communications with coast stations.
x
x
x
x
Daily Noon position of the vessel.
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Entries at arrival / departure port when the GMDSS watches are ceased / resumed.
Hard Copy of all print out from the various GMDSS equipments (can be filed
separately)
Particulars of equipments such as SART, EPIRB, portable VHF, batteries, etc.
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Where to find out minimum GMDSS certified officers required for your ship?
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SOLAS IV/16 states that every ship shall carry personnel qualified for distress and safety
communication purposes to the satisfaction of the Administration. All of them must be
holders of GMDSS license one of which shall be designated to have primary responsibility
for radio communication during distress incidents.
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The number of GMDSS certified officers required can be found in the Minimum Safe
Manning document. For an Indian flag ship, two officers with Indian GMDSS license or a
dedicated Radio officer is required.
O
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Why do we use GMDSS in low power in port?
As per ISGOTT,
x The use of a tanker‟s radio equipment during cargo or ballast handling operations is
potentially dangerous.
x During MF/HF transmissions, significant energy is radiated which can, at distances
more than 500m, from the transmitting antennae, induce an electrical potential in
unearthed „receivers‟ (derricks, rigging, mast stays etc) that is capable of producing an
incendive spark.

75
x It is therefore recommended that transmissions are not be permitted during periods

when there is likely to be a flammable gas in the region of the transmitting antennae.
Main transmitting antennae should be earthed or isolated whilst the ship is alongside
the berth. If required to be operated for servicing purpose, it must be discussed during
ship shore safety meeting.
x Use of VHF is considered safe. However, it is recommended that the transmission
power be set to low power (one watt or less) when used in port operations for similar
reasons as above.
Apart from ISGOTT ship shore safety checklist, most Company SMS and terminals will
also require you to have your MF/HF terminal earthed or isolated (switched off) and VHF
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and AIS on low power.
What are the PMS routines for GMDSS Batteries?
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x Daily on-load off-load test of the batteries.
x Annual Capacity test of the battery when the ship is not at sea
x
x
x
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Checking electrolyte level and its specific gravity. (not for maintenance free batteries)
Physical condition and storage of the batteries
Checking of PPE for the battery room.
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What types of batteries are used in GMDSS radios?
Lithium-ion rechargeable batteries are used in GMDSS radios which must always be kept
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charged. Lithium batteries (non-rechargeable) are kept sealed and used only in case of
emergency. They have a shelf life of at least 2 years.
What are the requirments of GMDSS battery?

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GMDSS battery requirements are given in SOLAS IV / 13.

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x There shall be available at all times, while the ship is at sea, a supply of electrical
energy sufficient to operate the radio installations and to charge any batteries used as
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part of a reserve source or sources of energy for the radio installations.

x The reserve source or sources of energy shall be independent of the propelling power
of the ship and the ship's electrical system.
x A reserve source of energy shall be provided on every ship, to supply radio
installations, for the purpose of conducting distress and safety radiocommunications, in
the event of failure of the ship's main and emergency sources of electrical power.
x The reserve source or sources of energy shall be capable of simultaneously operating
the VHF, MF/HF, Sat-C, GMDSS emergency lighting and any other radio
communication equipment installed.

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x The reserve souce of energy should be sufficient to supply power for

- 1 hour on ships provided with an emergency source of electrical power, if it supplies
power to the radio installations.
- 6 hours on ships not provided with an emergency source of electrical power supplying
to the radio installations.
x Where a reserve source of energy consists of a rechargeable accumulator battery or
batteries, they shall be capable of being automatically recharged to minimum capacity
requirements within 10 hours and the capacity of the battery or batteries shall be
checked, at intervals not exceeding 12 months, when the ship is not at sea.
Types of GMDSS Batteries:
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1. Nickel Cadmium (could be of the maintenance free type)
2. Lead Acid batteries (could be of the maintenance free type)
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What kind of batteries are there for SART and EPIRB?
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Both SART and EPIRB have lithium batteries.
Explain the details and requirements of SART.

D
x A search and rescue transponder (SART) is a self-contained, waterproof transponder
intended for emergency use at sea for providing the location of the distressed craft.
x It operates on the 9GHz frequency band and generates a series of blips on the X-band
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radar it is interrogated by.

x It has to be activated manually and once activated, it responds to radar interrogation by
transmitting a signal which generates 12 blips on the radar and turns into concentric
circles as the range between the two reduces.
x The SART also has an audio-visual indication to indicate correct operation and to alert
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survivors to the fact that a radar has triggered the SART.

x It is battery operated with capacity sufficient for operating 96 hrs in stand-by condition
and 8 hrs when being continuously interrogated.
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x SART is made of fibre-reinforced plastic which can withstand and bear the prolonged
exposure to sunlight and extreme weather conditions.
x
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It is capable of floating free of the survival craft and can be mounted easily.
x It is of the international orange colour
x The SART should operate correctly when interrogated at a distance of up to at least 5
NM by a radar with an antenna height of 15 m.
As per SOLAS Chapter III / Regulation 6, at least one SART shall be carried on each side
of every passenger ship and of every cargo ship of 500 GT and upwards. For cargo ships
of 300 GT and upwards but less than 500 GT, atleast one SART shall be carried. For
ships having free fall lifeboats and carrying 2 SART‟s, one of it should be stowed in the
free fall life boat and the other in the immediate vicinity of the navigation bridge.

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Is GMDSS walkie talkie intrinsically safe?
The GMDSS walkie talkies are not intrinsically safe and hence, must not be used in areas
where flammable gases can be present. The same can also be confirmed by reading the
Operator‟s Manual. A label must be posted near the charging stations stating that the
portable radios are not to be used in hazardous areas.
What is EPRIB? How does it work?
Emergency Position Indicating Radio Beacon (EPIRB) is a device to alert search and
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rescue services (SAR) in case of an emergency out at sea. It transmits a signal on a
specified band to locate a lifeboat, life raft, ship or people in distress. AN EPIRB is a
SECONDARY means of DISTRESS alerting which is to say that it comes later in the
hierarchy of alerting SAR authorities in case of distress.
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Working of EPIRB:
x
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EPRIB operates on 406 MHz frequency which is the standard international frequency
for signaling distress. The radio transmitter is synchronised with CORPAS-SARSAT
polar orbiting satellite system and sometimes also with geostationary GOES weather
satellites. The latter however gets location information only if EPIRB is fitted with
integral GPS receiver.
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x An EPIRB transmits signals to the satellite. The signal consists of an encrypted
identification number (all in digital code) which holds information such as the ship‟s
identification, the position, etc. For this, the EPIRB is registered and programmed.
x
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The Local User Terminal (LUT) (satellite receiving units or ground stations) calculates
the position of the casualty and passes on the message to the MRCC
x The MRCC then takes up the responsibility for the SAR ops and oversees the
execution of the rescue mission.
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What are the various types of EPIRB? What is the range of INMARSAT E EPIRB?
O
1. COSPAS-SARSAT– EPIRBS under the COSPAS-SARSAT system work on the 406

MHz and 121.5 MHz band and are applicable for all sea areas.
2. INMARSAT E–This EPIRB worked on the 1.6 GHz band and recognized by the
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Inmarsat geostationary satellite system. These were applicable for sea areas A1, A2
and A3. These are obsolete and no longer in use.
3. VHF CH 70 – These EPIRB work on the 156.525 MHz band (VHF) and is applicable
for sea area A1 only.
Inmarsat E EPIRB is obsolete and no longer in use. The EPIRB when used could work
only in sea areas A1, A2 and A3 which has the coverage of Inmarsat satellite.

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You get a call saying that your EPIRB is transmitting distress alert. After verifying,
you find that your EPIRB is in OFF position, but it is transmitting. What are you
going to do?
x I will remove the battery and insert it again.

x I will put EPIRB on test mode as per manufacturer‟s instruction and confirm its working.
x I will contact the Company and inform them of the situation.
x I will contact the manufacturer and inform them of the defect and call for a service
technician at the next port.
x I will cancel if any distress message has been sent by contacting the nearest coast
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station or an appropriate coast earth station or RCC.
What is an EPIRB SBM test?
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As per SOLAS IV/15, satellite EPIRB‟s shall be annually tested for all aspects of
operational efficiency, including coding and registration. This test is to be carried out
annually within 3 months before the expiry of Passenger ship safety certificate. For cargo
SO
ships, the test is to be carried out within 3 months of expiry of Cargo Ship Safety Radio
certificate or 3 months before or after the anniversary date of such a certificate. The test
may be conducted on board the ship or at an approved testing station.
Satellite EPRIB‟s shall be subject to maintenance at interval not exceeding five years, to
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be performed at an approved shore-based maintenance facility. This is the SBM test
which cannot be done onboard and the EPIRB has to be taken to the approved shore
testing station.
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Shore based maintenance is a SOLAS requirement. As approved by the Administration,

ships engaged in sea area A1 and A2 need any one of the following three and ships
engaged in sea area A3 and A4 need at least two methods:
1. Duplication of equipment
2. Shore-based maintenance
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3. At-sea electronic maintenance capability.

Most of the ships have the first two. The owner or manager enters into a contract with
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certified radio company for shore based maintenance of the GMDSS equipments A
certificate is provided by such a Company and must be kept onboard to prove the
compliance with SOLAS regulation. The certificate is valid for a year and must be renewed
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before expiry.
How will you test the EPIRB?

EPIRBs can be tested through its self-test function, which is an integral part of the device.
The procedure is given on the body and in the Operator‟s manual. It consists of a test
button which has to be pressed. Some small lights will start blinking which indicates the
equipment is working correctly. Other checks include checking expiry dates of HRU and
EPRIB Battery, mounting and physical condition and markings on the EPIRB.

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Which flag will you hoist if you are manoeuvring with difficulty?
Flag D – Keep clear of me. I am manoeuvring with difficulty.
You are steering from emergency steering platform due to steering failure. Which
flag will you hoist?
Flag D – Keep clear of me. I am manoeuvring with difficulty.
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How many flags are there in International Code of signal?
Alphabet Flags – 26
Substitutes – 3
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Answering Pennant – 1
Numeral Pennants – 10
Total Flags = 40
What is the use of answering pendent?

SO
D
x It is used as a decimal point when used with numeral pennants.
x Answering pennant when hoisted at the dip (halfway) the receiving vessel indicates
she has seen the hoist.
x
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Answering pennant when hoisted close up (top of mast), the receiving vessel indicates
she understands the hoist
x The answering pennant is to be lowered to the dip as soon as the hoist is hauled down
at the transmitting station and hoisted close up again as soon as the next hoist is
understood.
x
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Transmitting station is to hoist the answering pennant singly after the last hoist of the
signal to indicate that the signal is completed.
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What are polar orbiting satellites and geostationary satellites?

R
Polar orbiting satellites are those satellites orbiting on a polar orbit i.e. the satellite passes
above or nearly above both poles of the Earth on each revolution. They are used to
provide imagery and atmospheric temperature and moisture data over the entire Earth. It
is also used for earth-mapping, earth-observation and as weather satellites or for
communication.
Geostationary satellites are in a geosynchronous orbit 22,000 miles above the equator
and spin at the same rate of the Earth (hence, stationary with respect to Earth) and
constantly focus on the same area. They provide visible and infrared images of Earth's

80
surface and atmosphere for weather observation, oceanography, and atmospheric

tracking. These satellites are also used as communication satellites and for weather-
based applications.
2nd Mate calls you at 2 am and tells you of a quick flashing light right ahead. There
is no buoy on the chart and he is confused. He is on the phone, what will be your
actions?
x I will rush to the Bridge immediately and check the light characteristics visually.
x Quick flashing white light would indicate a North Cardinal mark.
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x I will take the Con and alter course and pass North of the light.
x I will check on the radar to see if any target is painted.
x I will check if the chart is updated or any new navigational warning is received.
x I will send a Hydrographic Note to UKHO incase any corrections need to be made to
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the chart.
SO
Your vessel is going to Barcelona from Rotterdam. Tell me about the location for
the two places and how will you prepare your passage?
Rotterdam is a city in Netherlands and Barcelona is a city in Spain. For a passage from
Rotterdam to Barcelona, we have to come south navigating in the North Sea and English
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Channel and then out in the North Atlantic Ocean, Then, we have to move easterly
crossing the Gibraltar strait and proceed in the Mediterranean Sea towards Barcelona
which is on the NE coast of Spain.
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Special Consideration in Passage planning:
x Rough weather in North Sea / English Channel / Bay of Biscay / North Atlantic Ocean
x Heavy traffic in the English Channel and Gibraltar straits
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x Reporting in the English Channel, Gibraltar straits, arrival and departure ports.
x Change-over of fuel (LSMGO to VLSFO and vice-versa)
x Special areas for Annex I and Annex V (Mediterranean Sea and North Sea)
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What is the difference between Swing circle and drag circle?
Swinging circle is the circle in which the vessel is expected to swing when at anchor. The
radius for drawing a swinging circle is calculated by adding the ship‟s length and the
length of the cable from the hawse pipe to the anchor. The centre of the circle will be the
point where the anchor is let go.
(Number of Shackles x 27.5 m + Length of the Ship in meters)

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„Drag circle‟ is a circle drawn with a radius that is found by substituting the ship‟s length by
the length between the bow and bridge in the above formula. Any bearings taken to check
on the position of the ship should, if the anchor is holding, give a fix within the drag circle.
If a fix falls outside the drag circle, then the anchor is dragging.
2nd mate calls you at 1 am and tells you that one minutes before there was a light
crossing the bow but suddenly he is not able to see that light. State your actions.
x I will ask him to continue keeping a sharp look out and proceed to the Bridge.
x I will check if any light is visible or if any target is painted on the radar.
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x I will ask the lookout man and the 2nd Mate to continue a sharp lookout and keep the
light in sight once observed and monitor the movement.
x If everything is under control, I will leave the bridge informing the 2nd mate to call me
without hesitation if any doubt exists.
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2nd Mate calls you at 1 am and tells that one white light is at 2 points on port bow.
x
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He has monitored it for an hour and there is no change. State your actions.
x I will come to the Bridge and check what light can be seen.
I will check the radar settings and see if any target is painted.
x I will monitor the white light and take visual bearings.
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x I will take the Con and alter the vessel‟s heading and monitor to see if there is any
change in bearing. If not, it could be a star or a planet.
x If everything is under control, I will leave the bridge informing the 2nd mate to call me
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again without hesitation if any doubt exists.
What do you know of the requirements for ALDIS lamp?

H
IMO has adopted the performance standards for Day light signalling lamp. Following are
some of the requirements:
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1. By day, visibility of the signal must be atleast 2 NM and luminous intensity of 60000 cd.
2. It should be designed in such a way that the illuminant can be easily replaced also in
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the dark.
3. They should not be solely dependent upon the ship's main or emergency sources of
electrical energy.
4. They should be provided with a portable battery with a complete weight of not more
than 7.5 kg and capable for atleast 2 hour operation.
5. Atleast three spare bulbs must be provided.
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ASM ORAL NOTES BY ROHAN D’SOUZA SHIP HANDLING
SHIP HANDLING
ANCHOR WORK
Explain the various terminologies used in anchoring.
1. Windrode: used to describe a vessel when she is riding head to wind.

2. Tiderode: used to describe a vessel when she is riding head to tide.
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3. Lee Tide: A tidal stream which is setting to leeward or downwind. The water surface
has a minimum of chop on it, but the combined forces of wind and tide are acting upon
the ship.
4. Weather tide: A tidal stream which is setting to windward or upwind. The water surface
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is very choppy, but the forces of wind and tide are acting in opposite direction on the
ship.
5. Shortening-in: The cable is shortened-in when some of it is hove inboard.
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6. Growing: The way the cable is leading from the hawse pipe, e.g. a cable is growing aft
when it leads aft.
7. Short stay: A cable is at short stay when it is taut and leading down to the water close
to the vertical.
8. Long stay: A cable is at long stay when it is taut and leading down to the water close to
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the horizontal.
9. Up and down: The cable is up-and-down when it is leading vertically to the water.
10. Come to, brought up, got her cable: These are used when a vessel is riding to her
anchor and cable, and the former is holding.
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11. Snub cable: To stop the cable running out by using the brake on the windlass.
12. Range cable: To lay the cable on deck, or a wharf, or in a dry-dock, etc.
13. Veer cable, Walk back: To pay out cable under power, i.e. using the windlass motor.
14. Surge cable: To allow cable to run out freely, not using brake or windlass power.
15. Render cable: The cable is rendered when the brake is applied slackly, so that as
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weight comes on the cable it is able to run out slowly.

16. A’cockbill: used to describe the anchor when it has been lowered and clear of the
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hawse pipe and is hanging vertically.

17. Foul anchor: An anchor which is caught in an underwater cable, or which has brought
old hawsers to the surface with it, or which is fouled by its own cable.
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18. Foul hawse: When both anchors are out and the cables are entwined or crossed.
19. Clear hawse: When both anchors are out and the cables are clear of one another.
20. Open hawse: When both anchors are out and the cables lead broad out on their own
bows.
21. Nipped cable: The cable is nipped when an obstruction, such as the stem or hawse
pipe up, causes it to change direction sharply.

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Explain in detail the procedure for anchoring.
Following is the procedure of anchoring:

1. Scope of cable: The ‘scope’ of the cable is the ratio of the length of cable paid out to
the depth of water. Amount of cable to use depends upon the following:
x Nature of holding ground (Stiff clay, rock, shells & stones - poor holding ground)
x Amount of swing-room available as the wind or stream changes direction.
x The degree of exposure to bad weather at the anchorage.
x The strength of the wind or stream at the anchorage.
x The duration of stay at anchor.
x The type of anchor and cable.
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2. Planning: The anchor plan must be made and discussed in advance with the anchor
party. This is usually done during the pre-arrival bridge team meeting. Planning must
include deciding the anchorage position, planning of the approach, plan for turning the
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vessel, back-up anchorage spot, contingency planning, ascertaining the weather and
tidal conditions, etc. Reference must be made to the information given in ASD, Guide
to Port entry, Local agent’s message, weather forecasts, past experience of Officers,
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etc. Planning must be flexible to be amended at a later stage if required.
3. Clearing Anchors: Anchors must be cleared away and prepared well in advance. This
includes removing hawse pipe covers, removing of the lashings, removing spurling
pipe covers/cement, checking windlass brakes are fully tight, ensuring bow stopper in
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place, etc.
4. Approach: The anchorage must be approached at slow speed paying careful attention
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to the nearby vessels, some of which may be leaving the anchorage or preparing for
anchoring. Any required reporting must be carried out. All pre-arrival checks such as
engines, steering gear, etc. must be carried out well before reaching the anchorage.
5. Letting Go: Anchor must be lowered to water level depending upon the depth of water
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and kept ready for letting go. Upon reaching the anchorage spot, orders must be
clearly given to let go the anchor. Anchor must be let go when the ship is stopped and
preferably engines must be kept on dead slow astern as the anchor is let go. Engines
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must be used to relieve the stresses in the cable just before the vessel brings-to.
Engines must be stopped almost immediately when the vessel drifts astern laying out
her cable which grows continually ahead.
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6. Allow the cable to run freely and check it on the brake when the required number of
shackles are out. Sometimes with the weight of the anchor off the cable, the cable
does not release even when the brake is open. When the weight comes on the cable
as vessel moves aft the cable will render. In deeper waters, anchor should be walked
back to within 4-5m from the sea bed and let go from there. Thereafter, the brakes
should be fully tightened and bow stopper must be put in place.

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How will you anchor at Chittagong anchoring?
The Chittagong anchorage is very congested with vessels arriving at the anchorage for
lighterage operations before entering the river. Entering the river and anchoring at
Chittagong is challenging due to strong currents especially during the monsoon season
(June to November) when the weather conditions can deteriorate with little or no advance
warning. I will do the following when anchoring at Chittagong anchorage:
1. I will do the planning carefully considering weather conditions, strength and direction of
the current, tidal changes, traffic in the vicinity, etc.
2. While approaching Chittagong Road, I will not attempt to cross bow of vessels at
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anchor/underway to avoid a collision due to the prevailing strong current. If it is
inevitable to cross, I will do so giving wide berth to those vessels.
3. I will carefully study the anchorage area and local conditions such as wind, tides and
currents.
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4. I will stem the tide while anchoring and use bold engine movements to maintain
vessel’s position. I will let go more number of shackles than normal. It is recommended
to pay out at least nine shackles on deck or more depending on draft and UKC.
vessel drag anchor.

SO
5. I will keep sufficient distance from other vessels considering the vessel’s swinging
circle and the time it will take before making contact with another vessel should my
6. I will keep sufficient distance from shoals and other obstructions to have more time in
hand in case the vessel starts to drag anchor.
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7. I will instruct the OOW’s to monitor vessel’s position and distance from other vessels
more frequently and inform me immediately in case any sign of anchor dragging is
observed.
8. I will have the main engines ready at all times.
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9. I will instruct the OOW’s to use the main engines if required to reduce the stress on the
cable.
10. One crew member will be stationed forward to ensure no excessive load on the cable
or windlass.
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How will you go about anchoring in Indian waters in the SW monsoon season?
O
The period June to September is referred to as the 'Southwest Monsoon' period. During
this period, the weather is rough and this makes anchoring even more challenging and
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critical. I will do the following:
1. I will pay more shackles than normal considering the depth of the water, weather and
various other factors.
2. I will approach the anchorage heading upwind as I can control my ship easily and will
have little leeway.
3. I will make bold use of engines to relieve stresses on the cable and maintain ship’s
position while anchoring.
4. I will ensure my engines are always ready while at anchor or on a 5 min notice.

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5. I will keep one crew member forward to monitor the cable lead and stresses.
6. I will instruct OOW’s to keep a strict anchor watch.
7. If the weather is very rough, I will abort and consider drifting in safer waters. I will also
refer to Company SMS requirements in this regard.
How will you anchor in deep waters such as Fujairah? What precautions will you
take?
x I will comply with Company SMS which will specify the company requirements for deep
water anchorage.
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x I will carefully calculate the length of cable to be used considering the depth, heaving
capacity of the windlass and period of stay at anchorage.
x I will pick a spot with the least depth considering other factors such as distance from
other vessels at anchor, anchorage limits, etc.
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x I will carry out the entire operation of anchoring under power. i.e. walk back fully. I will
not take the gypsy out of gear at all, because the heavy weight of the cable between
sea-bed and hawse pipe will undoubtedly take charge.
x
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I will ensure the vessel’s SOG is zero while walking back. This is to avoid any
excessive load / damage to the windlass. After laying 1 to 2 shackles on the sea bed, I
will use short burst of engine power, no more than dead slow ahead or astern to range
the cable to the required length.
x I will ensure that the windlass brake linings are in a good condition and sufficient power
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is available on deck for the windlass.
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Why do we use more number of cables in heavy weather?
An anchor provides maximum holding power when its flukes are embedded in the sea
bed. This occurs when the anchor shank lies on the sea bed and the anchor cable pulls
horizontally at the anchor shackle. When the pull increases, the cable lying on the sea bed
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is lifted off, creating a larger angle above the horizontal. As the angle increases, the
holding power reduces. As a guide, a pull of 5 degrees above the horizontal reduces the
holding power by 25% and a pull of 15 degrees reduces the holding power by 50%.
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Therefore, to maximize the holding power, the scope of the cable should be sufficient to
ensure that, in fair weather, an adequate length of cable will lie along the sea bed,
allowing the cable to pull the anchor horizontally.
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This is why extra cable is paid out when the wind, sea or current increases. The extra
weight of the chain and the additional scope allows the shank of the anchor to lie
horizontally on the seabed causing the flukes to dig in. The curve of the cable, or catenary,
absorbs any shocks when riding to wind and sea. A catenary is necessary for the cable to
have a horizontal pull on the anchor and ensure maximum holding power

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Why do you always stem the current when approaching the anchorage?
We always stem the current when approaching the anchorage because:
1. Helm is useful even when making no way over the ground due to the water running
past the vessel’s rudder.
2. The opposing current makes it easier to stop the vessel or maintain the desired speed
for anchoring working the main engine ahead depending on the strength of the current.
3. Another advantage is that the anchor chain can get laid up instead of piling up at one
place only. As the vessel falls back with the current, the chain gets laid up without even
having to give any astern kick.
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How will a manoeuvring diagram help you before anchoring?
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x It will provide information about the turning circle in the present condition (load /
ballast) and in shallow waters which will be required if vessel has to swing before
anchoring.
x
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Stopping distance details will help to ascertain the safe speed to proceed to and
approach the anchorage.
Anchor is stuck while heaving and is not coming up. State your actions.
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x I will slack the cable for a few metres and then pick up again.
x I will give engine kicks ahead or astern depending on the lead of the cable and bring
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the cable to up and down position so as to have minimum load on the windlass.
x If this does not work, I will go slightly ahead and let the cable lead aft.
x If this does not work too, I will go astern and try the same thing.
x I can try changing the heading of the vessel using B/T or helm and then try heaving.
x I will steer the vessel slowly in an arc towards the anchor and try to rotate the anchor
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and break it out by constant movement.

x I will check if sufficient power is available to the windlass.
x If all efforts go in vain, last option would be to slip the anchor after tying the anchor
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buoy for later recovery.

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What is the procedure of slipping anchor? When would you choose to do this?
Slipping an anchor is an emergency procedure where by the cable is detached at its inner
end and both, the anchor and the cable are cast off into the sea. It is generally intended
that they are to be recovered at a subsequent time.
Slipping is always done from the bitter end only as it is unsafe to try to open one of the
intermediate shackles on deck. The chain end (bitter end) is secured to a strong point in
the chain locker in one of many ways. It has an arrangement that incorporates means for

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emergency release, which can be released from the forepeak store without requiring any
person to enter the chain locker. This is usually accessible from the forecastle store and a
sledge hammer is provided for the bitter end pin to be taken out. It will be marked as ‘Bitter
end release’ and whether port or stbd anchor. As the bitter end pin is removed, the chain
end is no more secured to the vessel and once the brakes are released, the chain will run
out fully under its own weight. The cable should be buoyed in order to effect later
recovery.
Procedure is as follows:
x First, the engines are worked ahead so that the cable is up and down and bearing the
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minimum of stress, only its weight in fact.
x Anchor buoy is tied if time is available.
x The brakes are kept fully tight and the bitter end is disconnected from the ship using
the sledge hammer provided.
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x The brakes are slackened sufficiently enough for the cable to run out safely.
Slipping the anchor is mainly done when-
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1. It is practically impossible to heave up the anchor.
2. Heaving up the anchor puts the ship in a dangerous situation, or
3. The anchor is stuck to the seabed, or to prevent damage to the ship, windlass, etc.
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What is foul anchor? What will you do in such cases?
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Foul anchor is an anchor which is caught in an underwater cable or obstruction, or which

has brought old hawsers to the surface with it, or which is fouled by its own cable.
When Fouled By Under Water Obstruction:

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I will move the vessel ahead under engines, paying out cable until it grows well astern.
When the vessel is brought upto with the cable growing astern and the cable is taut, I will
work the engines ahead slowly and see if the cable breaks out slowly. In case it does not,
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then I will steer the vessel slowly in an arc towards the anchor and try to rotate the anchor
and break it out by constant movement. If still unsuccessful, I will then try the above
procedures using astern movements. If still not successful, then I will rig up an anchor
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buoy and slip cable for later recovery.
When Fouled With Wire Cable, etc:
I will heave up the anchor and the fouling well up into the hawse pipe. I will have a fiber
rope passed around the obstruction and heave up both ends of the rope and make it fast
on the forecastle deck. Now I will walk back the anchor until it is clear of the obstruction.
The obstruction which is now clear of the anchor can be released by slipping the fiber
rope. I will then heave up the anchor into the hawse pipe.

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What all equipments you have onboard for anchor maintenance?
We have the following equipments onboard for anchor maintenance:
1. The windlass
2. Bow stopper
3. Anchor lashings / Devil’s claw
4. Anchor Wash
5. Spare joining shackles (2) (Kenter shackles)
6. Spare D-shackle (1)
7. Spare Taper pin for D-shackles (1)
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8. Spare Taper pins for Kenter shackles (2)
9. Lead plugs (6)
10. Disengaging Tool for Kenter shackles
11. Sledge Hammers (2)
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12. Chain hooks (2)
13. Anchor buoy (2)
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What types of anchors do you know of? Which one did you have on your last ship?
Following are the types of anchors based on their holding power as described in IACS
Rules on Mooring, Anchoring and Towing:
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Ordinary stockless anchors
Ordinary anchors of ‘stockless’ type are to be generally adopted and they are to be of
appropriate design. The mass of the heads of stockless anchors including pins and fittings
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are not to be less than 60% of the total mass of the anchor. The mass, per anchor, must
be in accordance with the mass given in Table 1.
High Holding Power (HHP) anchors

A ‘high holding power’ anchor is an anchor with a holding power of at least twice that of
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an ordinary stockless anchor of the same mass. When special type of anchors designated
‘HHP anchor’ of proven superior holding ability are used as bower anchors, the mass of
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each anchor may be 75% of the mass required for ordinary stockless bower anchors as
given in Table 1.
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Super High Holding Power (SHHP) anchors

A ‘super high holding power’ anchor is an anchor with a holding power of at least four
times that of an ordinary stockless anchor of the same mass. The use of SHHP anchors is
limited to restricted service ships as defined by the Society. The SHHP anchor mass is
generally not to exceed 1500 kg. When SHHP anchors of the proven holding power are
used as bower anchors, the mass of each such anchor may be reduced to not less than
50% of the mass required for ordinary stockless anchors given in Table 1.

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Other types of anchors (based on construction) are:
1. The Admiralty Pattern, Stocked or common anchors.

2. The patent stockless anchors
3. Admiralty Cast Type 14 Stockless anchors
4. Offshore anchors
5. Plough anchors
Like most merchant ships, my last ship had an Admiralty Cast Anchor Type A.C. 14
Stockless anchor. Such an anchor is proved to have great stability. In almost all types of
seabed, it has a holding power of 2.5 to 3 times that of the stockless standard anchor of
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equal weight.
What is Admiralty Cast type 14 anchor and how is it different from the rest?
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Admiralty Cast type 14 is a stockless anchor
which has high holding power compared to
They are used extensively as a bower

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other stockless anchors of the same weight.
anchors because of their excellent holding

properties. With the increase in size of ships,
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the large tankers of today require anchors
with greater holding power. The AC Type 14
developed in the UK, has the required
properties.
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It is different from the rest as –

x It has more than twice the holding power
of a conventional stockless anchor of the
same weight. With such an obvious
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advantage, Class grants a 25% reduction

in regulation weight.
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x The holding properties are directly related

to the pre-fabricated construction of the
fluke area, the angle of which operates up
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to 35° to the shank.
How and with what will you measure the anchor cable thickness?
IACS Guidance no 79 gives the following guidelines,

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Joining shackles, D-shackles and other cable fittings should be gauged at their point of
greatest wear down. Consideration should be given to replacement when the wear down
equates to 12% loss of diameter over original.
1. Anchor chain calibration
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D1 = average of measured diameter (mm) =d1 d2 / 2
where d1 and d2 are measured diameters of the chain link in the area of maximum wear
D1 ≥ 0.88 D0 (where D0 = original diameter in mm)
2. Measurements of Loose stud of anchor chain

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a) Maximum lateral stud movements ≤ 0.05 Do where DO = original diameter (mm)
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b) Maximum axial stud movements ≤ 0.03 Do where DO = original diameter (mm)
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c) Maximum gap between Link and Stud ≤ 3mm
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D
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All the measurements of the thickness can be

accurately done using Vernier calipers of appropriate
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size. Other measurements such as the length of the

link, width, etc can also be done with a measuring
tape.
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What is snubbing of cable?

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Snubbing of cable is to stop the cable running out by applying the brake. A vessel is said
to snub round on her anchor when she checks (snubs or stops) the paying out of the cable
by applying the brake on the windlass, so causing the cable to act as a spring, turning the
bow smartly in the direction of the cable.

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How will you calculate the swinging circle in case of anchoring?
Swinging circle is the circle in which the vessel is expected to swing when at anchor. The
radius for drawing a swinging circle is calculated by adding the ship’s length and the
length of the cable from the hawse pipe to the anchor. The centre of the circle will be the
point where the anchor is dropped to the seabed. (Number of Shackles x 27.5 m + Length
of the Ship in meters)
Note: ‘drag circle’ is a circle drawn with a radius that is found by substituting the ship’s
length by the length between the bow and bridge in the above formula. Any bearing taken
to check on the position of the ship should, if the anchor is holding, fall within the drag
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circle. If a fix falls outside the drag circle, then the anchor is dragging.
How does wind and current act on an anchored vessel?
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Wind causes the vessel to have a heading upwind as the pivot point is right forward and
the wind causes the vessel to swing in order to always lie upwind.
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Where there are gusts, a vessel will sheer back and forth, falling off first one way and then
the other. The bow is blown off until the cable is tight and then with the spring action, the
bow surges back in. The load on the anchor due to the wind depends on two factors:
1. Wind speed
2. Exposed surface area of the wind (windage area)
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Loads caused by currents may be insignificant in many protected anchorages but require
consideration when anchorage areas are in river estuaries or areas subject to significant
tidal currents. The effect of the current is that the vessel at anchor will always stem the
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current. During tidal changes, when the direction of the current changes, the vessel will
swing successively in one direction and then the other.
What forces are acting on the anchor cable at anchorage?

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Following are the various forces acting on the anchor cable at anchorage:
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1. Environmental forces acting on an anchored vessel are the forces resulting from wind,
current and waves.
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2. Tensile forces - loads that attempt to elongate the cable in the longitudinal direction.
3. Vibrational loads - due to machinery and other vessel components that have high
frequencies of operation.
4. Torsional forces - refers to the twisting of a structure when one end is kept fixed. This
causes distortion when the individual links knotted or twisted. S
5. Thermal forces - due of temperature changes that occur near the anchor.
6. Chemical forces - due to the corrosion of the material due to rusting or exposure to
organisms in the water.

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How will you anchor your ship in Wind force 7 and 2 knots of current?
If the wind force is 7 I will prefer not to anchor and rather chose to find a suitable safe area
to drift, keeping all concerned parties informed. As per my Company SMS, anchoring must
be avoided if wind force is greater than BF 6. I will also check the weather forecast and
take information from local agent and VTS if weather is expected to improve and
accordingly make a decision. If it is just a gust of wind, I will delay the anchoring until wind
speed reduces.
What is hanging off an anchor? How will you hang off an anchor?
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Hanging off an anchor is the removal of the anchor out of the hawse pipe and hanging it
off the ship’s side. It is done to either enable the vessel to be moored to a buoy or towed
using the anchor chain through the hawse pipe.
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Procedure to hang off an anchor:
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1. Walk back the anchor clear of the hawse pipe.
2. Secure one end of the 1st easing wire on the mooring bit.
3. Pass the other end through the panama lead, through the anchor crown D shackle (as
a bight) and back through the Panama lead on to the warping drum of the windlass.
4. Rig a preventer wire (as a bight) through the anchor crown D shackle, pass it through
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the fairlead well forward and secure it on the mooring bits.
5. Ensure there is sufficient slack on the preventer wire.
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6. Slack on the anchor chain until the preventer becomes taut and the 1st easing wire is
up and down and the anchor is under the shoulder. (see image on next page)

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7. Continue to walk back the chain until the next joining shackle is on the deck.
8. Heave on the 1st easing wire and secure the anchor in the up and down position.
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9. Rig up the 2nd easing wire forward of the joining shackle (on a bight) and take up the
weight of the chain. Break the joining shackle.
D
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10. Walk back the 2nd easing wire to bring the end of the cable clear of the hawse pipe.
11. Recover this end of the cable using rope hawsers through the Panama lead.
12. Now walk back the anchor chain through the hawse pipe and the cable is now ready
for towing or mooring operation.

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How will you go about anchoring in high water?
The strongest flood and ebb currents usually occur before or near the time of the high and
low tides. The weakest currents occur between the flood and ebb currents and are called
slack tides. I will check the timings of high water and low water. If anchoring during the
high water time, I will experience strong current. I will go about anchoring the normal way
but stemming the tide and giving bold engine movements to maintain ship’s position while
anchoring. I will proceed with caution taking into account the direction and strength of the
current and also note the direction of the other anchored vessels.
Also, if the tidal range is high and tidal current is very strong in that anchorage, I will
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increase the scope of the cable and pay out one or two shackles more considering the
increase in the water depth at high tide and also the effect of current on the vessel. Also, I
will keep the engines always ready while at anchor to give bursts of short kicks if
excessive load comes on the cable due to the current.
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Vessel is at Singapore anchorage and your 2nd Officer calls you at 0200 hrs saying
‘anchor is dragging’. State your actions.
x
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I will immediately send anchor party forward, get engines ready, and increase bridge
manning.
x I will stop all operations and cast off any barges or boats alongside.
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x I will inform the VTS and Port control on VHF and request for pilot and tugs if required.
x I will make securite announcement on VHF to alert other vessels in the vicinity.
x I will have Flag Y hoisted.
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x I will quickly ascertain vessel’s speed and time in hand before vessel will collide with
any vessel in vicinity or run aground.
x Accordingly, I will decide if I have sufficient time to heave up the anchor and proceed to
another anchorage area or re-anchor in the same area.
x If I do not have enough time, I will let go the other anchor to get extra holding power. I
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will do this when the ship has sheered away from the first anchor. I will also veer more
cable on the first anchor.
x I will use engine movements to maintain the vessel’s position and prevent the cable
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from growing to long stay.

x If collision is imminent, I will try to reduce the impact by rigging fenders, hawsers, etc.
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and request the other vessel to do so too.

x After situation is under control, I will inform the Company, Agents, charterers, etc.
x I will save VDR data and make appropriate entries in the Log Book.
You vessel is dragging anchor at Dahej. State your actions. Which flag will you
hoist?
Dahej has a tidal range of about 10m. The tidal stream in the area is very strong. I will do
the following in case my vessel is dragging anchor:

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x I will already have my engines ready at all times at anchor.

x I will immediately send the anchor party forward and try veering some more cable,
giving ahead kicks on the engine so as to avoid any load on the windlass.
x After observing, if the vessel is still dragging her anchor, I will drop the other anchor or
heave up the first anchor and re-anchor at another location.
x If the current is too strong for re-anchoring, I will drift at a safe location and anchor
during the slack tide. I will keep the VTS and port authorities informed.
x I will hoist Flag Y – which means I am dragging anchor.
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MOORING & BERTHING:
Explain with diagram Standing and Running Moor? Which one is better?
Running Moor:
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Let us say the vessel is required to moor with bridge along the Line AB. The stream is
x
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from ahead and we require five shackles on the Port anchor and four shackles on the
starboard anchor. The procedure is as follows:
The vessel is headed into the stream or wind. When both of them are present, vessel
must be headed to the one that has a stronger effect.
x
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The starboard anchor is let go on the run (with headway), when the vessel is roughly 4
shackles minus half of ship's length away from Line AB.
x The cable is paid out as the vessel moves upstream or upwind. It is paid out (veered)
to a length of nine shackles, the sum of two lengths. The cable is not allowed to
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tighten, or else the bow will cant to starboard.

x When the vessel moves to position 2, she then falls astern with the tide. The port
anchor is then ‘let go’.
x Five shackles are veered on this riding cable (port anchor) and five shackles are
weighed on the starboard cable. The vessel is then brought up on her riding cable at
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position 3.
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In a cross wind, the weather anchor is

first let go. If the lee anchor is let go
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first then the vessel will drift across her

cable & the cable will grow under the
ship. In calm weather, the port anchor
is better to be dropped at Position 2 as
any astern movement to reduce
headway will cant the stem away from
the anchor.

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

x In calm weather, it is better to drop
the Port anchor first at Position 1,
as any astern movement to reduce
headway will cant the stem away
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from the anchor.
I feel that the standing moor is better than running moor as it is comparatively safer
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since the anchor is let go after the vessel has stopped. This reduces the possibility of
damage to the anchor which is higher when anchored under headway.
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Explain with diagram Baltic moor and Mediterranean moor.
Baltic Moor:
This moor is employed alongside a quay where strong onshore winds are experienced
and when construction of the berth is not sufficiently strong to withstand ranging of vessel
in bad weather. The vessel should approach the berth with the wind on the beam or
slightly abaft the beam. The procedure is as follows:

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x Before the approach has begun, a stern mooring wire is passed from the after ends on
the poop, along the offshore side, outside and clear of everything. The wire is secured
with ship's rail in bights using light seizings.
x The offshore anchor is cock-a-billed and a man is sent overside on a chair to secure
the wire with the anchor, preferably at the shackle. The aft end of the wire is sent to a
warping drum, ready for heaving up slack wire.
x The vessel is manoeuvred to a distance off the berth of 2 or 3 shackles of cable. This
distance will vary with wind force & weather conditions.
x When the stem is about the middle of the final position, and vessel has lost headway,
the offshore (stbd) anchor is let go with the bow slightly canting inshore (to port).
x
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The weight of the anchor and cable will cause the light seizings to part and as the
cable pays out, so will the stern mooring wire.
x The wind will push the vessel alongside, while the cable and the stern wire are paid
out evenly together. Ship’s fenders must be used along the inshore side.
x Head lines and stern lines must be passed as soon as practical and secured on the
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bitts before taking the weight on the anchor cable and the stern mooring wire.
x Once the inshore (port) moorings are made fast, the anchor cable and the stern
x
mooring wire can be tightened
so as to harden up the inshore
(port) moorings.
When the vessel has to depart
the port, unless she is fitted with
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bow thrusters, the Master may
encounter difficulties in clearing
the berth. However, heaving on
the anchor cable and on the
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stern mooring will allow the

vessel to be bodily drawn off the
quay. Once clear of the berth,
full use of engines & helm can
be made to get under way.
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x It is very important to let go the

offshore anchor at the best
possible position. If the anchor
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is let go too far off the quay, the

stern wire will be of insufficient
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length and the ship will fail to

reach the berth. If this happens,
the anchor must be weighed
and the manoeuvre repeated.
Mediterranean Moor:
This moor is carried out usually for one of two reasons – either quay space is restricted
and several vessels are required to secure or a stern loading/ discharge is required.

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The object of the manoeuvre is to position the vessel stern to the quay with both anchors
out in the form of an open moor. The stern of the vessel is secured by hawsers from the
ship’s quarters to the quay. The manoeuvre greatly depends on the prevailing wind but let
us assume calm weather with no current or wind.
x The approach should preferably be made with the berth on port side, as parallel to the
quay as possible. Let go the offshore (stbd) anchor. Main engines should be ahead
and dead slow. The bow may be initially made to cant towards the berth while letting
go the offshore anchor.
x The vessel continues to move ahead. Starboard helm is now applied as the starboard
cable is veered.
x Once the vessel begins to swing to
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stbd, the engines are stopped. On
reaching position 3, the engines are
put astern and the port anchor is let
go.
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x As the vessel comes astern,
transverse thrust swings the stern to
port towards the berth and the port
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side cable is veered, with any slack
cable on the offshore anchor heaved.
x The vessel is then manoeuvred using
engines & cable operation until she is
at within heaving line distance of the
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quay. Once she is within heaving line
distance, stern lines are sent away.
x This method is difficult in bad weather
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and also has a possibility of fouling

anchor cables, especially when other
vessels are moored in a similar
manner close by. It is also not
practical in deep water or places with
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large tides.
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What is spider mooring?

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Spider mooring systems are multi-point mooring systems that moor vessels to the seabed
using multiple mooring lines. Normally, combination of three mooring lines (or as advised
by the mooring master) are used on one buoy each out of the four buoys that are used.
While the vessel is in a fixed heading, the bow typically heads into the dominant
environment which is usually the direction where the largest waves are coming from.
Spider mooring systems with buoys are called conventional buoy moorings (CBM
systems).
Procedure for spider mooring:

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1. In this method, the bow of the ship is secured using both her anchors whereas the
stern is secured to the buoys around it.
2. In the approach, the vessel firstly approaches the final berthing position from forward at
an angle of 90 degrees to her final direction of berthing.
3. The starboard anchor is then let go at a pre-decided spot while the ship is making
headway. Required amount of cable is paid and the stern moments are given
simultaneously to stop the vessel.
4. Once the vessel is stopped in water, port anchor is let go and thus the vessel positions
her stern along the centerline bifurcating the buoys. For aligning the vessel along the
centerline, port cable is paid out and starboard cable is heaved with stern propulsion.
The helm and engines are to be carefully used during this manoeuver to ensure that
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the stern is swinging clear off the buoys.
5. Then, once in position, set of 3 mooring lines are passed and made fast to each buoy
on the port and starboard bow and quarter and vessel is made fast.
6. While unberthing, the anchor cables are heaved in to move the vessel forward and
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weight is taken on windward lines while casting off other lines to prevent swinging of
the stern into the other buoys.
7. This manoeuver requires skill and efficient operation of ship’s crew as well as of the
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mooring equipments as often weight of the lines can be immense.
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How do you plan for anchoring and berthing a ship and how does the prevalent
wind, sea and current affect your plan?
Planning: As with any other shiphandling operation, a proper plan should be developed
prior to anchoring. The planning involves careful scrutiny of the chart of the area the
vessel is proposing to anchor. Items that need to be considered are:

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1. Local customs and practice such as any port regulations that designate anchorage
areas for the type and size of ship.
2. Direction and strength of wind and current
3. Depth of water.
4. Manoeuvring room for the approach.
5. Swinging room at the anchorage.
6. Type of bottom (holding ground, good or bad)
7. Location of navigational hazards and distance from the lee shore.
8. Conditions affecting visibility, weather and currents.
9. Length of time the vessel intends to stay at anchor.
10. Determining the scope of the cable.
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11. If possible, the number and location of other ships at anchor. As the ship
approaches the anchorage, this will become apparent and may require the
approach plan to be altered. Hence, plan must remain flexible.
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The prevailing wind and current will affect the manoeuvrability of the vessel. Stronger the
wind and current, more it will impact the ship’s movement. Slower the vessel’s speed
during approach more will be the effect of wind and current. Wind and current will also
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affect the stopping distance of the ship and may require a change of speed due to the
changing conditions. The plan may require amendment due to the change in the direction
or strength of the wind and current.
Observation of other ships at anchor will give the shiphandler a good idea of how the wind
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and current are affecting the ships. It will also give an indication if there are any ships that
are underway at the anchorage.
The direction of wind and current will determine the preferred approach direction and the
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final heading after anchoring. The shiphandler should try and approach the anchorage at a
steady heading while slowing down. As the ship slows down, the effect of set and drift will
increase. It may be required to pass downstream and to leeward of other anchored ships
and then round up to get on the desired heading. When approaching an anchorage, the
shiphandler should never pass upstream or to windward of other ships.
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Describe the procedure for berthing with onshore wind and current from behind.
x Stop the vessel over the ground in a position with the ship’s bow roughly in line with
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the middle of the berth. Let go offshore anchor.

x The onshore wind will push the vessel towards the berth. Control the rate of approach
towards the berth by astern movements to counter the current from behind. While
doing so, check and ease out anchor cable as required.
x Try and keep the vessel parallel to the berth. Check cable when vessel is within
heaving line distance of the berth. Make fast fore and aft. With current from stern, it will
be preferred to make fast forward springs and stern lines first so as to position the
vessel correctly.
x Once the vessel is all fast, the anchor cable can be slackened down.

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x Alternatively, Baltic mooring can be carried out if vessel design allows and if required
by the Pilot or Port.
x It will better to turn around fully and stem the current as it will give the vessel better
directional stability.
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How will you berth your ship with strong onshore wind and no tugs?
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x Stop the vessel over the ground in a position with the ship’s bow roughly in line with
the middle of the berth. Let go offshore anchor.
x The onshore wind will push the vessel towards the berth. Control the rate of approach
towards the berth by engine movements and checking and easing out anchor cable as
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required. Try and keep the vessel parallel to the berth.

x Check cable when vessel is within heaving line distance of the berth. Make fast fore
and aft. Once the vessel is all fast, the anchor cable can be slackened down.
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How will you berth your ship with stern current and no tugs?
I will swing my vessel around and stem the current so as to have better maneuvering
efficiency. If swinging room is not available, I will do the following:
x I will approach staying parallel to the berth.

x If I have to berth the vessel port side alongside, then I will give hard starboard to move
the bow away from the berth. (I will use B/T for this if available).

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x Once the bow is away, I will give stern movement and once the stern is within the
heaving line distance, stern ropes will be passed.
x Once the stern ropes are passed, the current from behind will swing the bow to port.
Swing needs to be checked using engines (transverse thrust will assist) and rudder or
port anchor can also be dropped at short stay.
x Once the bow is within heaving line distance, head lines can be passed and all lines
can be made fast.
x If vessel has to berth starboard side alongside, the procedure remains the same.
However, once the stern lines are passed, the bow will swing to starboard and any
astern movement to counter the current will increase the swing to starboard due to
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transverse thrust. In such a case, port anchor must be used to counter the swing to
starboard.
How will you decide the number of tugs required for berthing or unberthing? How to
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know what bollard pull to be used on ships?
Factors to take into account when determining the number of tugs required:
x
x
x
Draft and Under keel clearance
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Practice in the port for the particular size of ship and the designated berth.
Anticipated strength & direction of wind and current & its likely effect on berthing.
x Windage area of the ship
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x Stopping power and handling characteristics of the ship.
x Manoeuvring room available.
x State and height of tide
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x Proximity of other ships and quay structures

x Bollard pull and condition of the available tugs
x Vessel’s condition (loaded/ballast), propulsion power, availability of thrusters, etc.
Bollard pull of the tugs must be sufficient for the size (displacement) of the ship and also
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sufficient enough for the manoeuver intended. If the bollard pull is sufficient, one tug
forward and one tug aft is usually sufficient for a small size ship. If bollard pull is less (for
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bigger ships) two tugs must be required forward and two tugs aft. Usually, it is decided by
the Port Authority and Pilot considering the size of the ship and prevailing circumstances.
The bollard pull of the tugs required varies from port to port and on vessel’s condition
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(loaded/ballast). Usually, for a ship of about 150m in length, without bow thrusters, two
tugs (F+A) of more than 25 T Bollard pull each will be considered sufficient. The bollard
pull must never exceed the SWL of the bollard used to make fast the tug. If the tug’s
bollard pull is greater than the SWL of the bollard, pilot must be informed to not exceed the
SWL of the bollard when the tugs are pulling.
You have to berth starboard side alongside and the berth is on your starboard side.
Current is from astern. You have tugs to assist you. Explain the procedure for
berthing.

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x It is preferred to berth stemming the current as it provides for better handling. If that is
not possible, following steps can be taken to berth vessel using tugs and current from
stern:
1. The aft tug must be made fast to the port quarter and forward tug to the port bow.
2. The vessel must be slowly maneuvered parallel to the berth keeping sufficient distance
from the jetty.
3. Bold astern movements will be required if the stream is strong from astern. This will
cause the bow to swing to starboard towards the berth due to transverse thrust. The
forward tug will be more effective when engines are run astern and hence, must pull
only minimum required to counter the transverse thrust when required. The forward
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spring lines can then be passed. This will help to counter the forward movement of the
vessel due to the current.
4. Once the bow is in, the stern will move away from the jetty due to the effect of the
current. The aft tug is now required to push the stern towards the jetty to counter the
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effect of the current. The stern lines are then passed.
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You are port side alongside in Mississippi river. There is bridge behind you and 3
knots current from ahead. Explain the procedure for unberthing and turning the
vessel.
x The vessel must single up to a head line and aft spring.

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x The head line must be eased first and rudder must be put to
starboard.
x With the tidal effect between the bow and the quayside the
ship’s bow should pay off.
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x Now the aft spring should be eased slowly as the vessel’s

stern moves away from the quay.
x As the vessel is moving away from the quay, engines must
be put on slow ahead with rudder still hard starboard and
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head line must be taken in. Thereafter, the aft spring must
be taken in as well.
x The engines and rudder must be used as appropriate to
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execute the turn. Before completing the turn, the engines

must be put to dead slow ahead as the current will be from
the stern and will increase the SOG of the ship.
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Northerly current, offshore wind, tugs available, vessel is 5 miles from the berth.
Berth is at port side. How will you approach the berth and at what speed?
I will approach the berth with safe speed depending on various factors such as loading
condition of the vessel, stopping distance, proximity of hazards, UKC, availability and
efficiency of tugs, etc.

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When 5 NM from the berth, I will be on maneuvering RPM and commence reducing speed
to around 8 knots. When 3 NM from the berth, as recommended in my Company SMS, I
will commence slowing down so that when I reach the stopping distance from the berth, I
am at dead slow ahead and when 4L from the berth I will have minimum speed to maintain
steering (around 3 knots). I will increase braking using engines running it astern and using
tugs as required.
I will plan my approach depending on the strength of the off shore wind and the current.
Ideally, since I have tugs forward and aft, I will go parallel to the berth (around 2-3 times
the beam) and then ask the tugs to push the vessel bodily against the offshore wind. If the
current is from stern, I will position the ship parallel to the jetty at a position aft of my final
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position so that current will work in favour and bring me to the final position. If the current
is from ahead, then I will position the ship parallel at a position forward of the final position.
At all times, I will keep track of the distance from the berth and the ship’s speed. If I feel at
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any point, the ship’s SOG is excessive, I will use bold engine movements and tugs to kill
the speed and safely berth the vessel.
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You are on a 200m long vessel with right handed fixed pitch propeller. No B/T, No
tugs, no current, no draft restriction and sufficient sea room all around the basin.
Berth is your port side and strong onshore wind from your stbd beam. How will you
berth your ship stbd side alongside?
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I will not consider it safe to berth a ship 200m long without the assistance of tugs when the
vessel is not even fitted with a B/T. I will wait for the port authorities to give me tugs for
berthing the vessel safely. For a small vessel which has more maneuverability, following
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procedure can be adopted:
x Turn the vessel to starboard giving ahead kick and

rudder hard to starboard.
x
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Once the vessel has the wind right ahead, put

rudder midship and give astern kick. Transverse
thrust will cause the ship to swing to starboard and
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since the pivot point is now aft, the wind will also
assist in the starboard turn. Check on the swing
using the rudder to stay parallel to the berth.
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x Stop the vessel over the ground in a position with

the ship’s bow roughly in line with the middle of the
berth. Let go offshore anchor (port anchor).
x The onshore wind will push the vessel towards the
berth. Control the rate of approach towards the berth
by engine movements and checking and easing out
anchor cable as required. Try and keep the vessel
parallel to the berth.

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x Check cable when vessel is within heaving line distance of the berth. Make fast fore
and aft. Once the vessel is all fast, the anchor cable can be slackened down.
You have to berth stemming a strong current. Which lines will you pass first?
Spring lines aft and head lines will be passed first in order to prevent the falling back of the
vessel.
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MANOUEVRING:
What is wheel house poster? Describe the details you get in the wheelhouse
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poster?
Wheel house poster is a poster giving information regarding the ships general particulars
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and detailed information describing the manouevring characteristics of the ship.
As per IMO Resolution A.601(15), the wheel house poster should be permanently display
in the wheelhouse. It should be of such size to ensure ease of use. The maneuvering
performance of the ship may differ from that shown on the poster due to environmental,
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hull and loading conditions.
Details contained in the wheel house poster are as follows:

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

3. Propulsion particulars – Type of engine and power, type of propeller, RPM and
speeds in loaded and ballast condition for various engine orders, critical RPM, time
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for full ahead to full astern, time from stop engine to full astern, max. no. of
consecutive starts, and astern power w.r.t. % of ahead power.
4. Anchor chain details i.e. number of shackles in port & stbd anchor and maximum
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rate of heaving them (min/shackle).

5. Thruster particulars – Bow or stern thrusters, its power, speed above which it is not
effective, turning rate at zero speed, etc.
6. Drafts at which manoeuvring data observed in loaded and ballast condition.
7. Turning circles at maximum rudder angles in loaded condition for deep and shallow
waters, and turning circle at maximum rudder angles in ballast condition for deep
waters.
8. Stopping distances and times in loaded and ballast condition.
9. Emergency maneuvers for rescue of man overboard.

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What all manoeuvring characteristics will you find on the Bridge? Out of that, which
is the most important to you as a Master? Can two sister ships have different data?
IMO Resolution A.601(15) on Provision and display of manoeuvring information onboard

ships recommends the manoeuvring information to be presented as follows:
x Pilot Card –to be filled in by the Master, is intended to provide information to the pilot
on boarding the ship. The information should describe the current condition of the ship,
with regard to its loading, propulsion and manoeuvring equipment, and other relevant
equipment.
x Wheelhouse Poster - should be permanently display in the wheelhouse. It should
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contain general particulars and detailed information describing the manoeuvring
characteristics and should be of such size to ensure ease of use. The maneuvering
performance of the ship may differ from that shown on the poster due to
environmental, hull and loading conditions.
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x Manoeuvring Booklet – should be available onboard and should contain
comprehensive details of the ship’s manouevring characteristics and other relevant
data. It should include the information shown on the wheelhouse poster together with
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other available manouevring information. Most of the information in the booklet can be
estimated but some should be obtained from trials.
According to me, the most important thing in the manouevring characteristics is the
stopping distances and the turning circles.
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Two sister ships may have slightly different data based on the their drafts, density of
water, and different environmental conditions. However, the differences will not be
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substantial.
What is the requirement for maneuverability information on Bridge?
As per SOLAS II-1 / 28 – Means of going astern, the stopping times, ship headings and
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distances recorded on trials, together with the results of trials to determine the ability of
ships having multiple propellers to navigate and manoeuvre with one or more propellers
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inoperative, shall be available on board for the use of the master or designated personnel.
This information is provided in the form of Manouevring Booklet in the format as given in
IMO Resolution A.601(15).
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Describe rudder cycling.
Rudder cycling can be used as an alternative to crash stop when there is more time and
distance available to deal with the situation and the ship has sufficient sea room to carry
out this maneuver. It is a very effective method of stopping the ship while maintaining her
directional movement. It uses the resistance of water on underwater hull area to reduce
the speed of the ship. Let us consider a vessel proceeding at full ahead and needs to stop.
With Port side safer than starboard side; we must carry out the following actions:

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x Put the rudder hard to port. When the

ship has turned to 200 from the original
course, put the telegraph to half ahead.
x When the ship’s heading is 400 from
the original course, put rudder hard to
stbd.
x When the ship’s heading just starts to
turn to starboard side, put the engines
on slow ahead.
x When the ship’s heading has returned
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to original course, put rudder hard to
port.
x When the ship just starts to turn to port,
put the engine to dead slow ahead.
x When the ship’s heading returned to
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original course, put the rudder hard to
starboard to check some of the port
x
swing.
When the ship still has some rate of
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turn to port, go full astern on engines to
stop the ship. Subsequently, put rudder
to midship and stop engines.
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What is pivot point? How, where and when will you use it?
A ship rotates about a point situated along its length, called the ‘pivot point’. When a force
is applied to a ship, which has the result of causing the ship to turn (for example, the
rudder), the ship will turn around a vertical axis which is conveniently referred to as the
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pivot point.
The position of the pivot point depends on a number of influences. With headway, the
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pivot point lies between 1/4 and 1/3 of the ship’s length from the bow, and with sternway, it
lies a corresponding distance from the stern. In the case of a ship without headway
through the water, the pivot point will be near the midship. The pivot point traces the path
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that the ship follows.
Pivot point is used in the following cases:

x When working with tugs, the effectiveness of the tugs will depend on the position of the
pivot point among other factors.
x When using the bow thrusters, the effectiveness of the thruster will depend on the
position of the pivot point among other factors.
x When turning using rudder and engines in a congested area
x When using anchors for berthing

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What do you know about turning circle, tactical diameter, head reach, track reach
and what are the various limits assigned to them? Draw diagram and explain.
The turning circle is the roughly

circular path traced by the ship’s
centre of gravity (COG) during a
full 3600 turn with constant rudder
angle and speed. Throughout the
turn, her bow will be slightly inside
the circle and stern a little outside
the circle. Due to some side slip,
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when the helm is first applied, the
circle does not link up with the
original course.
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During the turn, the vessel suffers
some loss of speed. After turning
through 900, about
1/4th of her original speed is lost.
After turning through a total of
1800, about 1/3rd of the
original speed is lost. Thereafter,
speed remains roughly constant.
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Advance is the distance travelled by the COG of the ship, along the original course,
measured from the time the rudder is put over until the vessel’s head has turned by
900.
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Transfer is the distance travelled by the COG of the ship, measured in the direction
perpendicular to that of the original course, from the original track to a point where the
vessel has altered her course by 900.
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Tactical Diameter is the distance travelled by the COG of the ship, measured in the
direction perpendicular to the original course, from the time the rudder is put over until the
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ship has altered her course by 1800. It is the greatest diameter traced by the vessel from
commencing the turn to completing the turn.
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Stopping distance is defined as the minimum distance that a vessel may be seen to
cover to come to rest over the ground. Normally, stopping distances are provided from full
ahead to stop engine and from full ahead to crash full astern i.e. crash stop.
‘Track reach’ is defined as a distance along the vessel’s track that the vessel covers from
the moment the ‘full astern’ or ‘stop engine’ command is given until the ship changes the
sign of the ahead speed or stops dead in the water. Track reach is usually less than 15 L.
It can be more than 15 L but never exceed 20 L.

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‘Head reach’ is defined as the distance along the direction

of the original course measured from the moment the ‘full
stern’ or ‘stop engine’ command was given until the ship is
dead in the water.
As per Resolution MSC.137(76), on Standards For Ship

Manoeuvrability,
x The advance should not exceed 4.5 ship lengths (L)

x The tactical diameter should not exceed 5 ship lengths.
x
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The track reach should not exceed 15 ship lengths.
However, this value may be modified by the
Administration where ships of large displacement make
this criterion impracticable, but should in no case
exceed 20 ship lengths.
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The above Standards should be applied to ships of 100 m
in length and over, and chemical tankers and gas carriers
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regardless of the length. If they undergo repairs, alterations or modifications, which, in the
opinion of the Administration, may influence their manoeuvring characteristics, the
continued compliance with the Standards should be verified.
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How is the turning circle different in different conditions? (load/ballast,
deep/shallow waters, port/stbd turning, etc)
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Factors affecting the turning circle:
1. Displacement - Loaded ship will have increased draft and displacement, thus more
lateral resistance. Because of this, turning circle of the loaded ship will be more than
that of the same ship in ballast condition.
2. Trim – When a ship has trim by stern, pivot point is further aft than that if she was on
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even keel. Due to this, turning circle is larger with a stern trim than with a trim by head.
3. List - The effect of list on turning circle is such that the vessel will turn more readily
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towards the high side. That means the vessel will have a smaller turning circle on the
high side.
4. Shallow Waters - When a vessel turns in shallow waters, her turning circle is bigger.
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This is because of restriction of water flow due to lesser under keel clearance. The
rudder force has to overcome larger lateral resistance and therefore is less efficient.
Also, at the bow, because of reduced UKC, the water which would normally pass under
the ship gets restricted. This results in build-up of pressure – both at the head of the
ship and port bow (when turning to stbd). This pressure pushes the pivot point abaft
thus reducing the turning lever.
5. Port/Stbd Turn – Turning circle to port and starboard are nearly the same. Right
handed propeller will have circle to port slightly shorter in radius than circle to
starboard due to transverse thrust.

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What was the advance, transfer, tactical diameter, head reach, track reach of you
last ship?
At Harbour Full Speed (Man. RPM 95), with rudder to 350 starboard / port:
x Advance = 466m (3.3L) / (3.3L)
x Tactical Diameter = 532m (3.8L) / (3.7L)
x Transfer = 228m / 215m
At Harbour Full Speed (Man. RPM 95), with full astern command:
x Head Reach = 1207m
x Track Reach = 1212m (8.6L)
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How is the ships speed on various engine orders calculated?
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Ships speed trials are carried out during the sea trials to calculate the speed of the ship to
ensure that it is as per the requirements of the contract between the ship owner and the
shipyard.
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1. The test is carried out at a minimum of 3 powers – such as 75%, 85%, 100% MCR
(Maximum Continuous Rating) or any other power as per the contract.
2. The speed at each power is measured using the GPS by running the ship in two
opposite directions (called double run).
3. Now the speed measured at suppose three powers are plotted to give a speed-power
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curve.
4. Finally, from the curve, the speed corresponding to the required power as outlined in
the contract is noted.
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Ships speed at various RPM’s is given in the manouevring booklet. It is calculated in the
following manner:
x The ship is run at various RPM’s and the ship’s speed at those RPM’s are noted.
x Along with the speed, various other engine parameters such as engine load, scavenge
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pressure, t/c RPM, etc. are also noted and a table is prepared.
x Same in done for the vessel in loaded condition or data is taken from a loaded sister
vessel.
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x Only the speeds at the RPM’s corresponding to the engine orders (DS, S, H, Full) are
tabulated and displayed on the Bridge near the telegraph.
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What is the difference between Pilot card and maneuvering poster on bridge?
The pilot card is to be filled in by the Master every time before the pilot boards the vessel
and presented to the pilot upon boarding. It is intended to provide the current information
to the pilot describing the present condition of the ship, with regard to its loading,
propulsion and manoeuvring equipment, and other relevant equipment. It also includes a
small checklist of certain items if are available and ready for use. Certain information
entered in the Pilot card is obtained from the wheel house poster.

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The Wheelhouse Poster on the other hand is permanently displayed in the wheelhouse
containing fixed information such as general particulars, manoeuvring characteristics of
the ship, etc. The actual maneuvering performance of the ship may differ from that shown
on the poster due to environmental, hull and loading conditions. The wheel house poster
is prepared by the yard and given to the vessel after the sea trials are conducted.
What is yaw test? How and when is it carried out? How will you use information
from this?
Yaw tests are the tests that are carried out during the sea trials. It comprises of the zig-zag
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test and pull-out manoeuvre tests at full load or ballast condition. The results are the tests
are given in the form of a diagram of heading changes and rudder angle. The tests are
carried out during the sea trials before the vessel is delivered.
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It can be a 100 zig-zag test or a 200 zig-zag test. The test is carried out in order to check
the rudder’s initial response time, yaw checking time and overshoot angle.
x
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The procedure of the test is described in MSC./Circ.1053 and the test is carried out in the
following way:
The ship is brought to a steady course and. speed according to the specific approach
condition. The recording of data starts.
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x The rudder is ordered to 10° to starboard. (for a stbd test)
x When the heading has changed by 10° off the base course, the rudder is shifted to 10°
to port.
x
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The ship's yaw will be checked and a turn in the opposite direction (port) will begin.
x The ship will continue in the turn and the original heading will be crossed. .
x When the heading is 10° port off the base course, the rudder is reversed (put to
starboard) as before.
H
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x The procedure is repeated until the ship heading has passed the base course no less
than two times.
x Recording of data is stopped and the manoeuvre is terminated.
The main objective of conducting this test is to check the ship response in changing its
course in response to a given rudder angle along with the variation in Yaw rate.
Information useful to Master from this test:
1. Initial Turning Time after the helm order is given.

2. Overshoot angle - the excess angle of heading reached by ship in its previous direction
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(after rudder is applied). It gives an indication as to how much the vessel will overshoot
when rudder is applied in the opposite direction. This can be useful when manoeuvring
and turning in congested waters close to obstructions and other navigational hazards.
3. Time taken to check Yaw.
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Pull out manoeuver: After a turning circle with steady rate of turn the rudder is returned to
midship. If the ship is yaw stable, the rate of turn will decay to zero for turns both port and
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starboard. If the ship is yaw unstable, the rate of turn will reduce to some residual rate of
turn. The pull-out maneuver is a simple test to give a quick indication of a ship’s yaw
stability, but requires very calm weather. If the yaw rate in a pull-out maneuver tends
towards a finite value in single-screw ships, this is often interpreted as yaw instability, but
it may be partially due to the influence of wind or asymmetry induced by the propeller in
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single-screw ships.
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What is first and second overshoot? Where will you find this?
First and second overshoot angles are calculated during the zig-zag test performed at sea
trials of the vessel. First overshoot angle is the excess angle of the heading reached by
the ship in its previous direction after rudder is applied. Second overshoot angle is the
excess angle of heading reached by the ship in the second cycle of the test. Least
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overshoot angle is desirable for better controllability.
This information will be in the ‘Results of Sea Trials’ under the ‘Zig-zag test results’ given
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to the ship by the shipyard on delivery and made part of the Manouevring Booklet.
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What are the provisions for display of information on Bridge?
The provision for display of manouevring information on Bridge is given as

recommendation in IMO Resolution A.601(15).
It requires maneuvering information to be presented as:

x Pilot card
x Wheel house poster
x Manoeuvring booklet

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You are in a TSS and VTS suddenly asks you to stop your vessel immediately. The
vessel ahead of you is one mile away. State your actions.
x I will always have situational awareness and monitor the speed of the vessel which is
close to my own vessel. I will ask the VTS the reason for such a request.
x To stop the vessel in an emergency, I can use crash stop manoeuver or rudder-
cycling.
x If sufficient sea room is available at the sides, I can take a full turn and go in the
opposite lane and do the opposite course.
x If required, I can also enter the traffic separation zone or inshore traffic zone to avoid
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immediate danger.
How will you use turning circle to your advantage?
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Information in the turning circle is useful and can be advantages in the following manner:
x The advance helps to identify how far the vessel will go in the same direction after the
x
helm is put hard over.
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The tactical diameter helps to identify the swinging room required to safely complete a
full turn of the vessel. It is particularly useful in tight turning situations such as in
berthing, turning with other vessels or obstructions in close vicinity, etc.
x It helps to mark the Point of no return on the chart.
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x It difficult situations where a danger lies ahead at a distance less than the stopping
distance, the danger can be avoided by turning the vessel if sufficient side reach is
available.
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Pilot is onboard and no manoeuvring diagram / wheel house poster available on

bridge. State your actions.
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x I will provide all the information as required in the Pilot Card using the Manouevring
booklet supplied by the yard.
x I will make copies of the relevant pages of the Manouevring Booklet and present it to
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the Pilot if required.

x I will inform the Company and get the required information as soon as possible.
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x I will inform the Pilot politely that the diagram / poster is not mandatory but
recommendatory as per IMO Resolution A.601(15) and that SOLAS II-1/28
requirement of manouevring booklet has been complied with. However, I will assure
the Pilot that the needful shall be done on priority basis.
x Later, I shall make an ISM observation and send the report to Office.
How many consecutive starts are required for a main engine? Where will you find
this information?

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As per IACS requirements on Starting Arrangements of Internal Combustion Engines,
x Where the main engine is arranged for starting by compressed air, two or more air
compressors are to be fitted. At least one of the compressors is to be driven
independent of the main propulsion unit and is to have the capacity not less than 50 %
of the total required.
x The total capacity of air compressors is to be sufficient to supply within one hour the
required quantity of air by charging the receivers from atmospheric pressure and this
capacity is to be approximately equally divided between the compressors.
x Where the main engine is arranged for starting by compressed air, at least two starting
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air receivers of about equal capacity are to be fitted which may be used independently.
x The total capacity of air receivers is to be sufficient to provide, without their being
replenished, not less than 12 consecutive starts alternating between Ahead and Astern
of each main engine of the reversible type, and not less than six starts of each main
non-reversible type engine connected to a controllable pitch propeller. The number of
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starts refers to engine in cold and ready to start conditions.
x This information regarding maximum consecutive starts of a main engine are provided
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in the wheel house poster, manoeuvring booklet and also in the Ship’s manuals. It has
to be entered in the Pilot Card and Master pilot information exchange form.
What is the difference between an accelerated turn and a constant radius turn?
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x Constant radius turn is when rudder is applied such that the vessel swings in
an arc about the centre of a circle having the required radius.
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x Accelerated turn is when the ship is turned using a constant rudder angle and the
engine speed increased during the turn.
How long will you take to complete a full turn?

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Well, it depends on several factors such as rudder angle applied, loading condition of the
ship, depth of water (shallow/deep), environmental factors such as wind, waves and
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current, direction of use (port turn will be faster due to transverse thrust), etc.
The information can be obtained from the sea trials data given in the manouevring booklet.
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It is given as a table for port and starboard turn giving the turning angle, time taken from
order to reach that angle, the advance and transfer for each angle. My last ship took 5
mins 50 seconds to complete a port turn and 6 mins 20 seconds for a starboard turn.

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RUDDERS AND PROPELLERS:
What is CPP? Can a CPP run on zero pitch?
CPP stands for Controllable pitch propeller. Vessel’s fitted with CPP have the engines
running in one direction (usually clockwise or right hand). The vessel’s speed is controlled
by varying or reversing the pitch of the propeller. Blade Pitch or simply pitch refers to the
angle of the blade in a fluid. Propeller pitch is the theoretical distance (without slip) that the
propeller would move forward with every full revolution of 3600 .
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In CPP, it is possible to alter the pitch by rotating the blade about its vertical axis by
means of mechanical and hydraulic arrangement. This helps in driving the propulsion
machinery at constant load with no reversing mechanism required as the pitch can be
altered to match the required operating condition. In other words, the vessel’s engines do
not have to be stopped & reversed to go astern, giving the user infinite choice of speeds.
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Thus, the manoeuvrability improves and the engine efficiency also increases, reducing
fuel consumption. However, it is a complex and expensive system from both installation
and operational point. A distinct ship-handling advantage is obtained by being able to stop
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in the water without having to stop main engines.
Yes, a CPP can run on zero pitch. The vessel would be stopped but the propeller would
be sill turning at zero pitch. Since the CPP is always turning even in stop position with zero
pitch, great care must be taken when working with stern lines as they could be fouled in
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the propeller.
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What is transverse thrust? How does it affect the ship going ahead and astern?
Consider a ship with right handed fixed pitch propeller.
The thrust of a propeller blade is divided into two components:

1. Fore and aft component
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2. A very small athwartship component
The latter is called transverse thrust or starting bias which is caused by the wheeling effect
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and helical discharge. For a right handed propeller, while going ahead, the bow cants to
port, the swing decreases as way is gathered. While going astern, the bow cants strongly
to stbd and will continue to do so until correcting helm is used.
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Explain in short the various types of rudders.
Unbalanced Rudder: These rudders have their stocks attached

at the forward most point of their span, and runs from the top
end to the bottom end of the rudder. The rudder is defined as
‘unbalanced’ because the whole of the surface area is aft of the
turning axis. It is no longer used for large constructions because

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of alignment issues but is occasionally seen on smaller vessels and coastal barges.
Torque required to turn the rudder is way higher than what is required for a corresponding
balanced rudder
Semi-balanced Rudder: The name ‘semi-balanced’ itself implies

that the rudder is partly balanced, and partly unbalanced. It also
refers to the amount of surface area forward of the turning axis
which is in between that of a balanced and unbalanced rudder. If
the proportion of surface area is less than 20 % forward of the axis,
then the rudder is said to be semi-balanced. This is a very popular
rudder for modern ships, especially for the container type vessel
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and twin-screw vessels.
Balanced Rudder: The surface area of the rudder is proportioned

either side of the ‘bolt axle’. The amount of surface area will vary
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between 25-30% but does not exceed 40% forward of the axle. The
advantage of a balanced rudder is that a smaller force is required to
turn it, so that smaller steering gear may be installed at lower running
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cost. This is because the COG of the rudder will lie somewhere close
to 40% of its length from its forward end, thus requiring less torque to
rotate the rudder if the axle is fitted in this position. Balanced rudders
are of streamlined construction, which reduce drag.
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Balanced Spade Rudder: A spade rudder is basically a rudder plate
that is fixed to the rudder stock only at the top of the rudder. In other
words, the rudder stock (or the axis of the rudder) does not run down along the span of the
rudder. It is mainly used in vessels engaged on short voyages, such as ferries and Roll
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on–Roll off ships. The main disadvantage is that the total weight of the rudder is borne by
the rudder bearing inside the hull of the vessel.
Flap Rudder: A Flap rudder is a high-lift rudder that

produces more side force than a classic rudder of
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equivalent size. A flap rudder may be used to reduce

the overall area of a rudder while maintaining the
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same rudder force or used whenever there is a

requirement for high manoeuvrability. It consists of a
blade with a trailing edge flap activated by a
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mechanical or hydraulic system, thus producing a

variable flap angle as a function of the rudder angle.
Schilling Rudder (fishtail rudder): In the Schilling-type rudder, there is no flap, but the
trailing edge is formed in a fishtail shape that accelerates the flow. The rudder angle, at
the full helm position is 70°–75°, providing the vessel with great manoeuvrability to turn on
its own axis. The build of the rudder is quite robust and with no moving parts it is relatively
maintenance free, if compared to the rotor or flap types.

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INTERACTION
What do you understand by interaction in respect to navigation? Explain different

types of interactions with examples.
Interaction occurs when a ship comes too close to another ship or too close to a river or
canal bank. Interaction is the reaction of the ship’s hull to pressure exerted on its
underwater volume. The cause of the interaction is pressure bulbs that exist around the
hull form of a moving ship.
As soon as a vessel moves from rest, hydrodynamics produce positive and negative
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pressure bulbs around the ship. When ship is stationary in water with no current, these
bulbs disappear. The domain that encloses the vessel and these pressure bulbs is very
important. When the domain of one vessel interfaces with the domain of another vessel,
interaction effects will occur. Effects of Interaction are increased when ships are operating
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in shallow waters.
Types of interaction:
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Ship to Ship: When passing another vessel that is moored fore and aft, interaction
between the vessels will often cause the moored ship to ‘range on her moorings’. Also,
interaction between ships is experienced when they come very close to one another
especially in shallow waters, in a passing or overtaking situation. Interaction is also seen
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when working with tugs or other smaller ships coming in close proximity of own vessel.
Ship to Shore: In a narrow channel such as a canal, when a vessel is navigating close to
the bank, the interaction is experienced between the hull of the ship and sides of the bank.
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The vessel may experience the Bank Cushion effect at the bow and Bank suction effect at
her stern.
Ship to ground: In shallow waters, an increase in squat may be experienced because of

the loss of water under the vessel’s keel leading to an interaction between the ship’s
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bottom and the seabed. This may even bring about the vessel grounding. When a ship is
nearing an extremely shallow depth of water, such as a shoal, she is likely to take a
sudden sheer, first towards it and then violently away. This is called ‘smelling the ground’.
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This is also a form of interaction between the ship and ground

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Examples of interaction:
x If two ships are on a passing or overtaking situation in a river, squats of both vessels
could be doubled when both amidships are directly in line.
x When they are directly in line each ship will develop an angle of heel and the smaller
ship will be drawn bodily towards the larger vessel.
x Both ships could lose steerage efficiency & alter course without change in rudder helm.
x The smaller ship may suddenly veer off course and head into the adjacent river bank.
x The smaller ship could veer into the side of the larger ship or worse still be drawn
across the bows of the larger ship, bowled over and capsized.

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Explain bank cushion and bank suction effect.
Bank cushion and bank suction are the effects of interaction between the ship’s hull and
the bank of a narrow channel. When navigating in narrow or restricted channels, all the
effects of shallow waters are present, together with others. The water displaced by a
vessel moving ahead is restricted in movement by the proximity of the banks. The general
effect is a build-up in the water level ahead of the ship and a lowering in the level astern of
her. It produces a surging effect which can part the mooring hawser of a nearby moored
ship. In addition, the moving vessel’s bow wave and stern wave and trough increase in
amplitude. For this reason, a vessel must proceed at slow speed in such areas.
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As the vessel moves through the restricted channel, it is possible that she may be close to
one bank resulting in ‘venturi effect’ due to the restricted flow of water on that side. This
causes increase in the velocity of water on that side together with a loss of pressure,
resulting in drop in the water level at the nearest bank and a thrust is set up towards it.
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The greater fullness of the after body of the ship increases the thrust on the aft part and
thus appears more strongly at the stern than at the bow. The stern moves towards the
bank which is known as the Bank Suction effect and the bow moves away from the bank
which is known as the Bow Cushion effect.
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A sheer should be instantly corrected by ordering bold correcting helm. Vessel should
proceed at slow speed as the canal effect (bank effect) and shallow water effect is directly
proportional to the square of ship’s speed. So a small change in speed will produce a
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large change in the canal effect. Correcting helm when used must be reduced accordingly
when slowing the ship. As far a possible, the vessel should be kept in the true centre of
the channel.
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What is ‘smelling the ground’?
When a ship is nearing an extremely shallow depth of water, such as a shoal, due to the
interaction between the ship’s bottom and the seabed, she is likely to take a sudden
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sheer, first towards the shoal and then violently away from it. This is called ‘smelling the
ground’.
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What is squat? Explain in detail with formulae. What are the factors that affect
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squat?
Squat effect is the hydrodynamic phenomenon by which a vessel moving quickly through
shallow water creates an area of lowered pressure that causes the ship to be closer to the
seabed than would otherwise be expected.
This phenomenon is caused when water that should normally flow under the hull
encounters resistance due to the close proximity of the hull to the seabed. This causes an
increase in velocity of water passing under the hull and a low-pressure area is created
under the hull (Bernoulli’s Principle) which pulls the ship down.

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The squat effect results in vertical sinkage and a change of trim that may cause the vessel
to dip towards the stern or towards bow. The restricted water flow past the stern reduces
the propeller efficiency, which tends to reduce the speed.
Squat is approximately proportional to the square of the ship’s speed. So if the speed is
reduced, there will be a considerable reduction in squat. Squat effect is usually felt more
when the depth/draft ratio is less than four or when sailing close to a bank. It can lead to
unexpected groundings and handling difficulties.
Sinkage due to squat can be calculated using the following formulae:
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U
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Therefore, we see that squat in confined waters is twice the squat in open waters. Also,
squat is directly proportional to the square of the Speed (V2) and block coefficient (Cb) and
inversely proportional to the UKC or depth.
Factors that influence Squat:

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1. Squat is directly proportional to the square of ship’s speed through water.
2. Squat is directly proportional to ship’s Block co-efficient & Blockage factor.
3. Squat is inversely proportional to UKC and depth of water (or depth/draft ratio)
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4. Squat is experienced more for a vessel trimmed by head than by stern.

5. Passing ships in close proximity can increase squat.
6. Squat may increase with the rate of acceleration of the ship’s speed.
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Explain effects of shallow waters.

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Vessel in shallow waters displaces water which is

not so easily replaced. Hence, the rudder and
propeller are working in kind of a partial vacuum.
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Due to this, the vessel takes longer to answer her

helm, and response to engine movements become
sluggish. In these circumstances, vibrations are set
up and it will become extremely difficult to quickly
correct a yaw or sheer.
Due to the fact that the water displaced by the ship

is not easily replaced, the bow wave and stern wave
of the vessel will increase in height. Further, the
trough which normally exists under the quarter

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becomes deeper and the after part of the vessel is drawn downwards towards the bottom.
By reducing speed, the wave heights and trough depth can be diminished and the vessel
will not close the bottom, or squat.
Where shallow water is encountered in confined waters, e.g. channels and canals, a
‘blockage factor’ must be taken into account. Ships may sink lower in the water when the
blockage factor lies between 0.1 and 0.3. This, combined with a change of trim from the
shallow water effect, is generally expressed as ‘squat’. The result of a vessel squatting will
be a loss of UKC, making steering and handling difficult.
In short, shallow water effects are:
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1. Loss in UKC / Squat / Change of trim
2. Larger turning circle
3. Stopping distance and time increases due to the ‘drag’ effect
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4. Steering becomes erratic and engine movements are sluggish
5. Smelling the ground
6. Bow wave increases
7.
8. Ship’s speed through water reduces
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Engine load increases and vibrations may be experienced.
What is UKC? When does UKC increase and when does it decrease?
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UKC is acronym for Under keel clearance. It is the distance between the lowest point on
the ship's keel (or hull) and the highest point on the channel bottom beneath the ship. UKC
is equal to the minimum total water depth at the location of the ship minus the maximum
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dynamic draft of the ship.
UKC decreases
x when vessel enters shallow waters and experiences the squat effect.
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x when passing vessels at very close proximity (as squat increases)

x when the ship goes from water of higher density (SW) to lower density (FW)
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x when waves and swell causes the ship to pitch or heave

x when water level decreases due to tidal changes
x due to heel while turning or otherwise
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UKC increases
x When vessel goes to deeper waters and squat effect diminishes

x When the ship goes from water of lower density (FW) to higher density (SW)
x When speed of the ship is reduced (as squat will reduce)
x When water level increases due to tidal changes

122
Explain interaction in case of overtaking and head on vessels in a narrow channel.
When two vessels are passing too close to each other on parallel courses, such as in an
overtaking situation, interaction may occur when the vessels are abeam, resulting in
deflection of the bows and attraction of stern quarters, with dangerous consequences.
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SO
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Overtaking in a narrow channel must naturally be performed at close

quarters and hence, it should be avoided as far as possible. If it is
executed, it is important that those in charge of both the ships pay
careful attention to what is happening and carry out
the correct and necessary manoeuvers on the rudder in good time.
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These manoeuvres may be extremely dangerous, as the overtaken

vessel may go out of control on account of her reduced speed and
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consequent lesser effective rudder.
The ship being overtaken should reduce her speed as much as

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possible while still maintaining steerage way. This will reduce the
time required to complete the overtaking manoeuver, reducing the
time the overtaking vessel will be abeam and thereby reducing
the chances of her becoming unmanageable. The effect is more
when there is a large difference in size and displacement of the two
vessels. The positive pressure at the bow of the larger vessel acting
on the quarter of the smaller vessel being overtaken may cause that
vessel to sheer towards or in front of the overtaking vessel.

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Head-on situation
The period of time in which interaction is

allowed to affect both vessels is limited
because the effect will last only during the
period of passing. When vessels are on
reciprocal courses, the length of time that the
vessels are actually abeam of each other is
short (as opposed to an overtaking situation).
No problems arise when both vessels have
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ample sea room. However, in narrow
channels there is the danger of grounding or
collision as bows are repelled and sterns
pulled towards each other.
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When navigating in narrow channels, the
limits for vessels passing can often be
extremely fine. Both vessels must reduce
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speed in ample time in order to minimise the
interaction between ship and ship and ship
and bank. In normal circumstances each
vessel would keep to her own starboard side
of the channel. Good communications should
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be established before the approach to
ascertain exactly when the manoeuvre will start.
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MISC:
How will go about Ocean Towage?
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I will follow the Guidance given in MSC/Circ.884 on Guidance for Safe Ocean Towage.
x I will ensure that organizational command lines are established and responsibilities and
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duties are clearly defined before a towage commences.

x I will ensure that all relevant safety measures are in place as required.
x
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I will ensure that all aspects of the towage are planned in advance, taking into account
such factors as maximum anticipated environmental conditions, including tidal streams,
current and water depths, cargo securing arrangements, etc.
x I will take weather routeing advice and make best use of it where available.
x I will ensure that a contingency plan is available on board to cover the onset of adverse
weather. I will familiarize all personnel with their responsibilities and duties in an
emergency situation in accordance with this contingency plan.
x I will ensure that a satisfactory inspection of the tow (own ship) has been carried out by
the towing master or if required, a survey by a competent person is carried out to
ensure that the vessel is fit for towage.

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x I will ensure that my ship has adequate intact and damage stability in all the loaded
and ballast conditions expected during the voyage.
x Prior to sailing, I will check the watertight and weathertight integrity by checking all the
closing arrangements for all hatches, valves, air pipes, and other openings through
which water might enter and affect the stability.
x I will keep the ship at a suitable draught and suitably trimmed for the intended voyage.
x I will ensure that the cargo securing arrangements and weather protection for the
cargo, equipment and stores onboard is adequate.
x I will ensure a bridle is used for connection of the main towing wire rope to the ship.
x I will ensure that all connection parts have a documented MBL exceeding the breaking
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load of the towing arrangement. I will also ensure that the strength of any towline
attachment (bracket or bollard) is more than 1.3 times the MBL of the towing
arrangement which is to be attached.
x I will ensure that required navigation lights and shapes are displayed and required
sound signals are made. I will ensure compliance with COLREGS at all times.
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x I will rig boarding facilities on each side and when appropriate, have the rudder
secured in the amidships position and take measures to prevent the propeller shaft
x
from turning.
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I will ensure all LSA, FFA and anchoring equipment are in state of readiness.
Name all the tests carried out at sea trials.

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x Draft Measurement
x Anchor Test
x Steering Gear Test
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x Main engine endurance test

x Speed trials
x Crash Astern / Crash Stop Tests
x Astern Running Test
x Turning Circle test
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x Navigation equipment test

x Black Out Test
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x Zig-zag test and Pull Out Manoeuver

x Bow Thruster Tests
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What precautions you will take when heavy weather is encountered from following
seas?
I will take all the precautions as highlighted in the IMO Circular MSC.1/Circ.1228 dealing
with revised guidance to the master for avoiding dangerous situations in adverse weather
and sea conditions.
Following are the dangers of following seas:

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1. Surf-riding or broaching to
2. Pooping
3. Reduction of intact stability when riding a wave crest amidships
4. Parametric rolling
To avoid these dangerous conditions:
For surf-riding and broaching-to: Surf-riding and broaching-to may occur when the angle
of encounter is in the range 135°<α<225° and the ship speed is higher than (1.8√L) / cos
(180—α) (knots). To avoid surf riding, and possible broaching the ship speed, the course
or both should be taken outside the dangerous region as shown in the figure 2 of the
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circular.
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SO
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AN
H
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For parametric rolling: When the average wave length is larger than 0.8 L and the
significant wave height is larger than 0.04 L, and at the same time some indices of
dangerous behaviour of the ship can be clearly seen, I will ensure that I keep the vessel
out of the dangerous zone as indicated in figure 3. When the ship is situated in this
dangerous zone, I will reduce the ship speed or alter the ship course to prevent
successive attack of high waves, which could induce the danger due to the reduction of
intact stability, synchronous rolling motions, parametric rolling motions or combination of
various phenomena.

126
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Tw = wave period in seconds
V = ship’s speed in knots
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α = angle of encounter (α = 0° in head sea, α = 90° for sea from starboard side)
L = Length between perpendiculars (in mtrs)
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What is quartering seas and what avoiding actions will you take in such a case?
Explain with formulas in detail as given in IMO circulars.
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Quartering seas is when the waves are encountered from the port or starboard quarter.
Such a direction of wave encounter is dangerous and can result in pooping, broaching-to,
surf riding, parametric rolling or a combination of these phenomena.
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Avoiding actions as per MSC.1/Circ.1228 are as described above.
It requires master to alter course or reduce speed or both in order to stay out of the
dangerous zone. Following figures are given for use of the Master to avoid dangerous
situations:
x Figure 1 - Determination of the period of encounter Te
x Figure 2 - Risk of surf-riding in following or quartering seas
x Figure 3 - Risk of successive high wave attack in following and quartering seas

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Waves should be observed regularly. In particular, the wave period Tw should be

measured by means of a stop watch as the time span between the generation of a foam
patch by a breaking wave and its reappearance after passing the wave trough. The wave
length λ can be determined by visual observation in comparison with the ship length.
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What is broaching and pooping? What will be your actions?
Broaching occurs when a vessel is in a large following sea and the speed of the ship is
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same as the wave speed. The ship will begin to ‘surf’ and become directionally unstable
as there is no effective water running across the rudder. Broaching occurs when the ship’s
bow buries itself deep into the trough and the stern is swung round until the ship lies
broadside to the waves. The ship once turned beam to the sea, begins to roll heavily, and
if a following wave breaks upon her in such a way as to reinforce her roll to leeward, she
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may be heeled further over and capsize. Corrective action would be to reduce speed or to
alter course and head seas. As per MSC.1/Circ.1228, vessel must refer to figure 2 and
stay out of the surf-riding zone and ship’s speed must be less than (1.8√L) / cos (180-α).
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128
Pooping occurs when a vessel is

in a large following sea and the
speed of the waves is greater than
the speed of the ship. The large
waves may come onboard the
vessel forcing her stern down.
Pooping occurs when a vessel
falls into the trough of a wave and
does not rise with the wave, or if
the vessel falls as the wave is rising and allows the wave to break over her stern or poop
deck area. Hence, the name ‘pooping’. Vessels with a low freeboard are more exposed to
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the risk of ‘pooping’. Pooping may cause considerable damage in the stern area and
damage to propeller and rudder due to severe buffeting. Also, engine room can be flooded
if the openings which face aft are not properly secured. Corrective action would be to alter
course and head seas or heave to.
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Describe the types of tugs and their advantages and disadvantages.
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There are two basic types of tugs being used for ship work today. Tugs with different
design features have different handling characteristics that will determine how the tug is
used when berthing and unberthing.
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Conventional Tugs (Single Screw Tugs or Twin Screw Tugs)
Conventional Tugs can be of single screw or twin screw configuration. Some are fitted with
kort nozzle and/or flanking rudders. The kort nozzle is a circular airfoil-shaped sleeve that
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covers the propeller. This increases the propeller thrust ahead as much as 40%. Flanking
rudders are installed ahead of the ship’s propeller along with the rudder aft of the
propeller. They are used to direct the water flow when the tug is going astern permitting
the tug to manoeuvre when going astern. The handling characteristics and
manoeuvrability of these tugs can vary greatly depending on type of propeller and rudder
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fitted. Twin screw tugs are more manoeuvrable than the single screw tugs and can easily
maintain their position and turn quickly without requiring much room.
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Advantages:
1. Good manoeuvrability
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2. Good steering ability especially as a forward pulling tug.

3. Good Bollard Pull to Power output.
Disadvantages:
1. There is increased risk of girding as propulsion is aft and towing point about amidships.
2. Less effective and less versatile than tractor tugs & ASD tugs

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Propeller Steered Tugs (Tractor Tugs or Azimuth Stern Drive)
Propeller steered tugs can be of two types – Tractor tugs or Azimuth Stern Drive (ASD)
tugs. Both either use the Voith Schneider system of propulsion that incorporates vertical
blades that rotate individually in a circle to provide thrust in a desired direction or an
azimuthal drive system that incorporates two propellers in Kort nozzles that can be rotated
through 3600.
Advantages:
1. Excellent manoeuvrability
2. Full power thrust can be used in any direction
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3. Less chances of girting as propulsion unit is forward and towing point further aft.
4. More versatile than conventional tugs
Disadvantages:
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1. Reduced Bollard Pull to Power output.
2. Has a deeper draft than other tugs increasing risk of grounding.
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3. Requires special training for tug Masters.
What is the relationship between BHP and BP of a tug?

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Bollard Pull of a tug although primarily dependent on the tug’s engine output expressed in
BHP (Break Horse Power) or MCR (Maximum Continuous Rating), is also dependent on
other factors such as propeller type, kort nozzle if fitted, shape of the hulls submerged
part, draft and trim.
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As a rule of thumb for an approximate conversion from BHP to BP in "t", the following
formulas may apply:
x Tug equipped with fixed pitch propeller (freewheeling) BP (t) = BHP x 0.9 x 1.10 / 100
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x Tug equipped with fixed pitch propeller & kort-nozzle: BP (t) = BHP x 0.9 x 1.20 / 100
x Tug equipped with CPP (freewheeling) BP (t) = BHP x 0.9 x 1.25 / 100
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x Tug equipped with CPP and kort-nozzle BP (t) = BHP x 0.9 x 1.40 / 100
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You require tug assistance in port. How will you ensure they are pushing in the
correct position if there are no markings on deck or ship side?

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How will you find the SWL of the bollards on your ship? What will happen if the BP
of the tug is more than the SWL of the ship’s bollard?
SWL of the bollards on the ship are weld bead onto the bollard itself. This information can
also be found in the Mooring Arrangement plan on the ship or the Emergency Towing
booklet.
If the BP of the tug is more than the SWL of the ship’s bollard, the pilot and the tug master
must be informed regarding this and the tug must not exceed the SWL of the ships bollard
while pulling i.e. it cannot use her full power.
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As a Master, what all important actions will you take for Malacca strait entry?
x I will double check the passage plan and increase bridge manning before entry.
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x I will ensure engine room is manned and engines are on maneuvering RPM.
x I will take con before the vessel crosses one fathom bank and rotate shifts with Chief
Officer throughout the strait transit depending on the rest hours.
x
x
x
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I will try out main engines and steering gear before entry as it will be difficult to try out
after entering the TSS.
I will ensure vessel is on hand steering and lookout is posted.
I will ensure all navigational and meteorological warnings are checked and plotted as
required.
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x I will ensure all the reporting are carried out and routeing measures are followed.
x I will change the depth range in the Echo sounder and if required, change the ECDIS
settings as per passage plan.
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x I will carry out a bridge team meeting before the transit.

x I will take anti-piracy measures as required. However, at present, the risk is considered
low in this area.
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Your vessel is going to Baltic Sea. What precautions will you take for this transit?
x I will ensure the engines are running on LSMGO and change-over entries are
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appropriately made.
x I will ensure everyone onboard is informed that vessel is in Annex I & V special area.
x
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I will prepare the vessel for rough weather if expected in the Baltic sea.
x I will monitor the weather forecasts, navigational warnings and tidal information.
x I will ensure ship reporting is done as required and all VTS channels are monitored.
x I will carry out a bridge team meeting in advance and inform the team regarding the
precautions to be taken in Baltic Sea especially regarding shallow waters, underwater
obstructions, safe speed, traffic density, meteorological conditions, etc.
x I will ask for deep-sea pilotage service as recommended by IMO Resolution
A.1081(28).
x Anchoring may be necessary due to weather and sea conditions, I will ensure my
anchors are cleared away and ready to be used.

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x Frequently reduced visibility is experienced and I will ensure engines are ready for
immediate use.
x Ice conditions can be a serious threat to navigation in certain areas during the period
from November to May. I will ensure a strict watch for any ice is kept. I will ensure all
cold weather precautions are taken.
x I will comply with any other local requirement as found in ASD, Guide to port entry,
ALRS and local agent’s message.
How will you prepare your ship for heavy weather?
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I will prepare my ship for expected heavy weather by ensuring following is done:
x Checking of all deck lashings and doubling-up if necessary.

x Tightening of life boat gripes.
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x Battening down of hatches and proper closing of all hold ventilators.
x Lifelines should be rigged and set up tightly throughout exposed decks.
x
x
x
x
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Free surface effect must be minimized by filling up the tanks and avoiding slack tanks.
A designated cargo hold may also be filled with heavy weather ballast.
Deck cargo should be securely lashed, and in case of livestock, ample protection
should be given to the animals.
Spurling pipes should be made weathertight with cement and canvas.
x
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Anchors to be secured with bow stopper, brakes fully tight and extra anchor lashings
used.
x All loose gear, including ropes, should be cleared from the decks.
x All stores must be checked to ensure no loose items lying around.
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x All doors on the exposed decks should be tightly closed.

x Company's heavy weather checklist must be complied with.
x A heavy weather routine must be adopted by Ch. Off to ensure minimum persons on
deck during bad weather only when urgently needed.
x Vessel must avoid steaming too rapidly into a head sea, and reduce speed early.
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x All crew to be informed to lash items in their cabins, common places and galley.
x Vessel must be put on manual steering in case the speed drops too low or if the
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autopilot is unable to maintain the desired course.

x The weather forecast must be monitored and weather routing must be carried out.
x Ensure watertight doors, skylights and other openings on deck such as vents,
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sounding pipes, air pipes, etc. are closed.

x Ensure accommodation ladders, cranes, derricks and davits are well secured and use
extra lashings where required.
x Pick up pilot ladders and secure them on the catwalk or other safe location.
x I will brief the bridge team on actions to be taken to avoid heavy weather damage,
such as alteration of course, speed and looking out for signs of synchronous rolling or
other such phenomena.

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What do you know about Parametric Rolling and synchronous rolling? What actions
will you take to avoid it?
Synchronous rolling occurs when the natural rolling period of the ship coincides with
the wave encounter period. If the ship’s natural rolling period and the period of encounter
are the same, or nearly the same, the ship will begin to take large rolls some of which can
be as large as 500. This can happen regardless of the direction of the sea w.r.t. the ship’s
heading. But it is most likely to happen when the natural rolling period of the ship is
short or when sailing in high beam or quartering seas. The dangers associated with
synchronous rolling are:
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1. the rolling may become so great that the ship cannot recover from the large angle of
heel created and the ship may capsize.
2. the rolling may cause a cargo shift resulting in loss of stability and ship may capsize.
3. cargo lashings may give way because of the excessive rolling and cause damage to
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the cargo and in some cases, structural damage to the ship.
It is imperative that the watch officer recognizes the condition the synchronization
SO
immediately, especially in a small vessel, or when the range of stability is small. An
immediate alteration of the vessel’s course will effectively change the period of
encounter and eliminate the condition. All efforts must be made to ensure that the wave
encounter period is not equal or near to the natural rolling period of ship.
D
Parametric rolling occurs only when the large sea condition is in head / stern or anywhere
near to them. The period of wave encounter is half the natural rolling period of the ship
which coincides with ship’s bow in pitching down. It is caused due to the combination of
various factors such as low initial stability, large flare around the water line, waves as long
AN
as ship’s length, sufficiently large wave amplitudes, period of encounter half the rolling
period and low hydrodynamic roll damping. Parametric rolling is most likely to affect large
container ships which have a large flare forward and a flat after ship. It can happen quickly
and large rolling angles of more than 350 can be reached. This generates extremely high
loads on the lashings and containers. It can even result in the breaking load of the
H
container lashings to be exceeded. As a result, the cargo and vessel could be damaged,
or containers could be lost. Parametric rolling causes heavy stresses in the ship’s
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structure especially fore and aft parts. It also causes variation in the load of ship’s main
engines. If not tackled quickly, it can also result in the capsizing of the vessel.
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Corrective Actions suggested are –
1. Slow down and alter to a more favourable course to ease the vessel's motion by
breaking the resonance (between period of encounter and rolling period).
2. Speed of the ship shall be such that it avoids conditions for which the wave encounter
period is close to the ship’s roll period or half of it.
3. Use ballast changes to alter KG and thereby the GM of the vessel. By doing so, the
rolling period will change making it of a non-synchronous value.
4. Hydraulic fin stabilizers and Anti-rolling stability tanks if provided can be of help.

133
Figures 2 and 3 given in the MSC.1/Circ.1228 can be used to ensure ship is outside the
dangerous zone when vessel is experiencing following or quartering seas.
Figure 1 can be used to determine the period of wave encounter or it can be calculated
using formula given in the circular.
What is pounding? How will you prevent it?
When a ship is pitching, the bows often lift clear of the water and then slam down heavily
onto the sea, subjecting the forepart to a major impact. This is known as pounding.
ZA
To resist pounding, the forward bottom structure is strengthened for between 25% and
30% of the length, depending on the ships Cb.
U
Plate floors are fitted on each frame station (transverse framing) or alternate frame
stations (longitudinal framing) with intercostal side girders not more than 2.2m apart. The
four strakes of shell plating either side of the keel are generally increased in thickness in
the pounding region.
SO
Pounding can be reduce by taking heavy weather ballast or altering to a favourable course
to avoid pitching. Reduction of speed can also be considered if that prevents or reduces
the extent of pitching.
D
You see a vessel aground right ahead. State your actions.
AN
x I will immediately verify vessel’s position and ensure positions are plotted more
frequently.
x I will ascertain the UKC on the echo sounder and check if correct range is in use.
x I will reverse course and follow the same track that the ship followed.
x
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I will reduce speed in order to have more time to assess the situation.
x I will keep vessel on hand-steering and increase bridge manning as necessary.
x I will keep a sharp watch on all GMDSS equipments for any message from the vessel
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aground.
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What all things will you prepare as a Master before a helicopter operation?
x I will check weather conditions properly.

x I will go through the helicopter operation checklists thoroughly and ensure it is diligently
filled up.
x I will maintain efficient communication with the helicopter team well in advance before
the operation and all necessary information will be exchanged such as course, speed,
ETA, intended position of the operation, desired landing or winching area, etc. When in
VHF range, I will maintain effective communication with the helicopter over the VHF.

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x I will keep a constant watch on ship’s course and speed and ensure it is as per what is
advised. I will also ensure vessel is clear of all dangers and sufficient sea room is
available for the vessel to manoeuver as required.
x I will get the landing/winching area prepared with utmost care and all equipments
required for the operation will be kept in the state of readiness. For example, crow bar,
large axe, wire cutters, emergency signal torch, marshalling batons, first aid
equipment, etc.
x I will ensure all loose objects in or near the area of operation are removed.
x I will ensure all aerials, running gears, equipment and objects in the area are secured.
x I will have the fire pumps running and fire hoses rigged, charged and ready for use.
x
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I will ensure DCP and foam extinguishers are readily available at the area.
x I will keep a rescue party ready for immediate rescue operations and fire-fighting.
x I will kept the rescue boat ready for immediate launching in case of MOB situation.
x I will keep a duty officer in proper PPE with walkie-talkie at the area along with other
deck hands.
U
x I will monitor the operation closely and maintain a visual contact with the helicopter. I
will maintain communication with the duty officer at the site and the helicopter team.
What is skid? SO
Skid is the sideways drift of the vessel when she is turning. It has a marked effect on
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reducing the headway and in turn, the speed of the vessel. If we consider a ship turning at
a constant RPM with rudder hard over on one side, her initial speed in deep water will be
more than in the shallow water. Hence, the sideways drift or skid will be more. Therefore,
speed loss while turning will be more for the turn in the deep water than in the shallow
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water.
A skid also refers to a single deck pallet. It has a single top deck and no bottom deck like a
pallet. The absence of the bottom deck makes the skid a cheaper version of the pallet and
also makes it easier to drag due to less friction.
H
Your engine is stopped. How will the wind affect the ship? Where will the ship drift
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due to the wind?

R
With the engine stopped, the pivot point of the ship will be around the midship area. The
centre of the windage area also known as ‘the point of influence of wind’ (W) is that point
on the ship’s above-water structure upon which the whole force of the wind can be
considered to act.
Unlike a ship’s centre of gravity, the point of influence of wind moves depending on the
profile of the ship presented to the wind. When a ship is beam to the wind, W will be fairly
close to the mid-length point, slightly aft in the case of ships with aft accommodation and
slightly forward if the accommodation is forward. A ship will always want to settle into a
position where the pivot point and point of influence of wind are in alignment.

135
A ship with accommodation aft, and stopped in water, will have pivot point at or near the
midship. For a beam wind, the point of influence of wind (W) will be slightly aft of midship.
This difference in location procudes a
small couple and the ship will turn with
its head towards the wind. As the ship
turns, W moves closer to PP until the
couple reduces to zero. The ship will
settle on this heading usually with the
wind slightly forward of the beam.
ZA
The direction of drift of the vessel will
depend on the direction in which the
vessel will lie relative to the wind. In the
U
above example, if the vessel settles in a
NE’ly direction and wind is from North, it
will cause the ship to drift in a southerly
direction.
SO
Pilot is calling you to come inside beyond the PBG. State your actions.
D
I will ask the Pilot the reasons for such a request. I was ascertain the situation and inform
the Pilot station that it is not very safe for the vessel to come inside without the assistance
of the Pilot and I will slow down or turn around at wait for the pilot to board at the
designated PBG. As a Master, I will use my over-riding authority for the safety of my
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vessel.
Vessel has arrived at Mumbai Port, but berth will be ready after 2 days. SW
Monsoon season and sea is very rough. State your actions.
H
As per my Company SMS, anchoring should be deferred if wind force in more than BF 6.
O
Since the sea is rough, I will delay the anchoring until such time the sea state improves. I
will drift in safe waters away from any offshore platforms and inform the Agent, charterer
and all concerned parties. I will check with the charterer regarding NOR and if required, I
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will enter the port limits and tender NOR and proceed out again to drift. Once the pilot is
confirmed, or weather improves, I will proceed inside again.
-----------XXXXXX----------

136
ASM ORAL NOTES BY ROHAN D’SOUZA COLREGS
COLREGS
Explain the structure and annexes of COLREGS.
There are total 41 Rules which are divided into 6 parts (A-F) followed by Annexes (I to IV)
x Part A: General (Rule 1 to 3)

x Part B: Steering and Sailing Rules (Rule 4 to 19)
x Part C: Lights and shapes (Rule 20 to 31)
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x Part D: Sound and light signals (Rules 32 to 37)
x Part E: Exemptions (Rule 38)
x Part F: Verification of compliance with the provisions of the Convention (Rules 39-41)
x Annexes: I to IV
U
Part B is further divided into three sections:
x
x
x
SO
Section I – Rules 4 to 10 – Apply to vessels in all conditions of visibility.
Section II – Rules 11 to 18 – Apply only to vessels in sight of one another.
Section III – Rule 19 – Apply to vessels not in sight of one another; navigating in or
near an area of restricted visibility.
D
The four Annexes contain technical requirements concerning lights and shapes and their
positioning; sound signaling appliances; additional signals for fishing vessels when
operating in close proximity, and international distress signals.
AN
To which all ships does COLREGS apply?
As per Rule 1 of the Convention on International Regulations for preventing collisions at

H
sea, 1972, these Rules shall apply to all vessels upon the high seas and in all waters
connected therewith navigable by seagoing vessels.
„Vessel‟ as defined by Rule 3 includes every description of water craft, including non-
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displacement craft, WIG craft and seaplanes, used or capable of being used as a means
of transportation on water.
R
What are the most recent amendments to COLREGS?
COLREGS was amended most recently by Resolution A.1085(28) adopted in December

2013 and entered into force on 1st Jan 2016. It added a new chapter F to the COLREGS
containing Rules 39, 40 and 41. This part deals with the verification of compliance with the
provisions of the Convention. The new rules bring in the requirements for compulsory
audit of Parties to the Convention.

137
Define - one prolong blast.
As per Rule 32 – Definitions, the term “prolonged blast” means a blast of from four to six
seconds‟ duration
What is inshore traffic zone?
Inshore traffic zone is the designated sea area between the landward boundary of a TSS
and the adjacent coast intended for coastal traffic.
ZA
Overtaking in TSS will be as per which Rule? What will be the procedure?
Overtaking in a TSS will be as per Rule 13 – Overtaking as it takes precedence over all
U
rules of Section I and II of Part B.
Rule 13 clearly states - Notwithstanding anything contained in the Rules of Part B,
being overtaken.
SO
sections I and II, any vessel overtaking any other shall keep out of the way of the vessel
Procedure of overtaking is left at the discretion of the Navigator. A vessel can be

overtaken from any side as long as Rule 13 is fully complied with.
D
I will sound one short blast if altering to stbd and two short blasts if altering to port while
overtaking.
AN
What is the difference between narrow channel and TSS?
TSS is defined as a routeing measure aimed at the separation of opposing streams of

traffic by appropriate means and by the establishment of traffic lanes. A TSS is distinct
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and separate from a narrow channel or fairway and hence, there are separate Rules
applicable to them. TSS to which Rule 10 applies are the ones that are adopted by IMO as
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per SOLAS V/10. A narrow channel, although not defined anywhere, would mean a
channel where the surrounding depths or proximity of land naturally impose navigable
restrictions.
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A TSS is clearly defined and marked on charts and is applicable to all vessels regardless
of her present condition. A narrow channel on the other hand depends on the vessels
condition – a channel may be narrow channel for a deep drafted VLCC but may not be a
narrow channel for a smaller ship. A TSS can be a narrow channel for some vessels but a
narrow channel cannot be called a TSS unless specifically adopted by IMO and marked
on navigational charts.

138
Narrow channels are mostly demarcated by buoys and dredged in that area. The area
outside is specifically hazardous to navigation. A TSS is only to separate opposing
streams of traffic and may be safe to leave the TSS or choose not to use one.
[Narrow channel v/s Fairway: A narrow channel is a natural or dredged lane restricted on
either side by shallow waters or land or both. It is often marked by buoys as it is unsafe to
go out of the narrow channel. A fairway is designed in open waters, and the water on
either side is not very shallow compared to that within the fairway. Fairways are mainly
used to enroute the vessel away from natural hazards, oil platforms, mines, etc. rather
than keeping them in deeper waters.]
ZA
What is the most important rule in ROR for cadet?
According to me, the most important rule for the cadet in ROR is Rule 5 – Lookout.
U
Onboard ship, a cadet will not be assigned any of the navigational responsibility. A cadet
may however, be part of the Bridge team while the vessel is at sea, along with the certified
lookout and OOW. For carrying out this function, it is important that the cadet understands
Rule 5 fully.
SO
What is the Vertical Distance between all round lights and shapes?
D
COLREGS Annex 1: Positioning & Technical details of lights and shapes – describes the
requirements for vertical positions and spacing of lights and shapes.
x On vessel 20m or more in length, vertical distance between all round lights should not
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be less than 2m and the lowest light must be placed not less than 4m above the hull.
x On vessel less than 20m in length, vertical spacing between all round lights should not
be less than 1m and the lowest light must be placed not less than 2m above the
gunwale.
x
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When 3 lights are carried, all 3 should be equally spaced.
x Vertical distance between shapes must be atleast 1.5m.

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x Vessel of less than 20m length, size of shapes & distance apart may be as per size of
the vessel.
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Explain various distress signals.
Following are the various distress signals as specified in Annex IV of COLREGS:
1. A gun or other explosive signal fired at intervals of about a minute;

2. A continuous sounding with any fog-signaling apparatus;
3. Rockets or shells, throwing red stars fired one at a time at short intervals;

139
4. A signal made by radiotelegraphy or by any other signaling method consisting of the

group SOS in Morse Code. ( . . . - - - . . . )
5. A signal sent by radiotelephony consisting of the spoken word "Mayday";
6. The International Code Signal of distress indicated by N.C.;
7. A signal consisting of a square flag having above or below it a ball or anything
resembling a ball;
8. Flames on the vessel (as from a burning barrel, oil barrel, etc.);
9. A rocket parachute flare or hand flare showing a red light;
10. A smoke signal giving off orange colored smoke;
11. Slowly and repeatedly raising and lowering arms outstretched to each side;
12. A distress alert by means of digital selective calling (DSC) transmitted on VHF channel
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70 or MF/HF frequencies.
13. A ship-to-shore distress alert transmitted by the ship's Inmarsat or other mobile
satellite service provider ship earth station;
14. Signals transmitted by emergency position-indicating radio beacons (EPIRB)
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15. Approved signals transmitted by radio communication systems, including survival
craft radar transponders.
SO
Describe lights, shapes and sound signal for Vessel aground.
As per Rule 30: Anchored vessels and vessels aground,

D
x A vessel aground shall exhibit an all-round white light in the fore part and another all
round white light at or near the stern and at a lower level than the forward light. A
vessel of less than 50 metres in length may exhibit a single all-round white light where
it can best be seen instead of the lights forward and aft.
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x In addition, an aground vessel shall exhibit, where they can best be seen, two all-round
red lights in a vertical line and three balls in a vertical line.
x If the vessel aground is less than 12 m in length, above lights and shapes are optional.
H
As per Rule 35: Sound signals in restricted visibility
x A vessel aground shall at intervals of not more than one minute ring the bell rapidly for
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about 5 seconds. In a vessel of 100 metres or more in length the bell shall be sounded
in the forepart of the vessel and immediately after the ringing of the bell the gong shall
be sounded rapidly for about 5 seconds in the after part of the vessel. In addition,
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aground vessel shall give three separate and distinct strokes on the bell immediately
before and after the rapid ringing of the bell. A vessel aground may in addition sound
an appropriate whistle signal. (Morse U – two short & one prolong blast)
x A vessel of less than 20 metres in length shall not be obliged to give the above sound
signals when aground. If she does not, she shall make some other efficient sound
signal at interval not more than 2 minutes.

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At night time there is a tug and tow which is not showing proper lights. How will you
identify?
As per Rule 24, where from any sufficient cause it is impracticable for a vessel or object
being towed to exhibit the lights or shapes as prescribed in Rule 24, all possible measures
shall be taken to light the vessel or object towed or at least to indicate the presence of
such vessel or object.
Thus, if the tug and tow are not showing proper lights, they will however, indicate their
presence. The rule does not say how it must indicate the presence. There is a possibility
that the tow cannot exhibit the lights due to power failure or damage to her lights because
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of an accident. Measures taken to indicate the presence could include focusing
searchlights from a towing vessel on the tow, or deck lights on the towed vessel.
In the case of a vessel not normally engaged in towing operations, all possible measures
U
shall be taken to indicate the nature of the relationship between the towing vessel and the
vessel being towed as authorized by Rule 36, in particular by illuminating the towline.
SO
Rule 36: Signals to attract attention - allows vessel to make light or sound signals that
cannot be mistaken for any signal authorized elsewhere in the Rules, to attract attention. A
vessel can direct the beam of her searchlight in the direction of the danger.
Other options are to sound the signal „U‟ (. . _) which means you are running into danger.
D
What do you understand by ‘lookout by all available means’ and ‘safe speed’?
AN
Lookout means watch out, pay attention, be alert, be watchful, keep your eyes open, use
all your senses, beware and take care. All available means for doing this includes all the
processes and equipments, internal or external, which can be used for the purpose of
maintaining „look-out‟ and is in addition to lookout by sight and hearing. This may include,
but not limited to, binoculars, telescopes, own radar, shore radar, ARPA, AIS, VHF,
H
ECDIS, NAVTEX, VTIS or VTMS and navigational information or warnings from any
means. Disregarding the use of any available equipment which can be used to maintain a
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lookout would mean non-compliance with this Rule.
„Safe speed‟ would mean a speed at which a vessel can take proper and effective action
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to avoid collision and be stopped within a distance appropriate to the prevailing

circumstances and conditions. No mathematical formula can be prescribed for a safe
speed as it depends on the circumstances such as visibility, traffic density, vessel‟s
stopping ability and maneuvering characteristics, weather conditions, draft / UKC,
proximity of navigational hazards, etc. All aspects must be accounted for in judging and
deciding the safe speed, which is more of a subjective or qualitative assessment and not a
quantitative one. It also depends on individual views and perception of existing
circumstances, individual judgments based on experience, etc.

141
Are any specific requirements given in SMS about safe speed?
SMS requires vessel to proceed at safe speed in compliance with COLREGS but does not
specify any numeric value. It recommends for the speed to be reduced as per Master‟s
judgment whenever required due to traffic, weather, visibility or when restricted
manouevring room threatens the safety of the vessel. Master can reduce the speed
anytime whenever necessary, irrespective of any commercial constraints and at all times,
comply with Rule 6 of COLREGS.
SMS does give the requirement when the engines must remain in „stand-by‟ conditions, for
example, when transiting Malacca Strait and Signapore strait (from one fathom bank to
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Horsburgh light house), Strait of Hormuz, Straits of Bab-El-Mandeb, Gulf of Suez, strait of
Gibraltar, etc. However, the safe speed is to be decided by the Master or the OOW as per
Rule 6.
U
What do you understand by ‘limitations of radar equipment’ and ‘constraints on
radar range scale’?
SO
„Limitations of radar equipments‟ could be many such as starting up time, interference due
to weather or other radars, shadow and blind sectors, the possibility that smaller targets,
especially those made of poor radar reflecting materials like wood or synthetic material like
fibre glass and ice, may not be picked up or displayed at long ranges or get obscured due
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to sea or rain clutter. Other limitations could be possibility of false echoes, inappropriate
range scale, range and bearing accuracy, sensitivity of the radar equipment, etc.
Limitation of radar include, when fitted with ARPA, the time lag in determining the target
details and changes in the information provided when the target or own vessel alters
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course, until steadied on the new course and speed for some time.
“Any constraints imposed by the radar range scale in use” means that the range scale in
use has a direct effect on the overall efficiency and effectiveness of the radar systems. At
a small range, it is a large scale picture but even in the off centered mode, the range of
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radar look out is still reduced. If long range is selected, it is like using a small scale chart,
everything appears small. Long range allows early detection of targets and a better overall
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assessment of the situation, but small targets or weak targets may not be detected due to
weak returning echoes and as such may not show on the radar PPI at all. Small scale
usually provides a good resolution and enables detection of small targets. There are both
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positives and negatives and we must decide the optimum range scale to be used, keeping
in mind that changing the range scale is necessary for proper radar operations. Whenever
necessary, two or more radar sets should be in operation on different range scales to
avoid changing scales frequently.

142
What do you understand by ‘good practice of seamanship’? Explain with an

example.
„Ordinary practice of seamen‟ – this small phrase given in Rule 2 has a very wide-ranging
application and many a times may not be taken into account in the routine day-to-day
working. Even though it follows the words „may be required‟ it is of paramount importance
in these Rules. This phrase has been interpreted to mean all practices, procedures,
processes, systems and actions handed down through generations of seafaring and which
have proved themselves successful for safe navigation. In other words, traditional
practices which have proved to be right in the past or will be expected to be correct by the
logical application of „common sense‟ to seafaring.
ZA
Following are a few examples;
1. A vessel under way would be expected to keep clear of a vessel at anchor as a matter
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of seamanship.
2. When a vessel anchors she must do so without endangering other vessels which may
be navigating close by. She must not anchor too close to other anchored vessels.
SO
3. In dense fog a vessel without operational radar may not be justified in being under way
at all but should anchor if it is safe and practicable for her to do so.
4. When two vessels are approaching one another at a difficult bend in a tidal river it has
been held to be the duty of the one having the tide against her to wait until the other
has passed.
D
What do you understand by risk of collision and close quarter situation? Is ‘close
quarter’ word used in COLREGS?
AN
Risk of collision is a combination of the relative speed of approach and the time it will take
for the vessels or bodies to make contact. Determining „risk of collision‟ is an analysis of
the vectors of the bodies concerned. If the vectors meet at the same point at the same
time when projected forward in time, it signifies that they will collide.
H
Close-quarter situation is not the same as risk of collision. It means that the vessels or
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bodies have come so close that the close proximity is dangerous and can cause trouble to
the vessels in question. It means that the vessels are close enough for interaction forces
to be clearly visible, although the vectors may not meet and CPA may not be zero.
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Avoiding a close-quarter situation includes avoiding a risk of collision. A CPA closer than
the maximum outer limit of a vessels turning circle may be considered as the minimum cut
off limit of close quarter‟s range. Limits of the area around the vessel where a vessel‟s
bow or stern wave may endanger another vessel can also be considered as the limit of
close quarter‟s range.
In conclusion, a close quarter situation if not tackled appropriately, may or may not lead to
a „collision‟. However, a risk of collision is when if no action is taken, the collision is
imminent.

143
Close-quarter word is used in the following rules:
Rule 8 (c): If there is sufficient sea room, alteration of course alone may be the most
effective action to avoid a close quarters situation provided that it is made in good time, is
substantial and does not result in another close-quarters situation.
Rule 19 (d): A vessel which detects by radar alone the presence of another vessel shall
determine if a close-quarters situation is developing and/or risk of collision exists.
Rule 19 (e): Except where it has been determined that a risk of collision does not exist,
every vessel which hears apparently forward of her beam the fog signal of another vessel,
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or which cannot avoid a close quarters situation with another vessel forward of her beam,
shall reduce her speed to the minimum at which she can be kept on her course. She shall
if necessary take all her way off and in any event navigate with extreme caution until
danger of collision is over.
U
What is a non-displacement vessel?
SO
For most vessels, known as displacement vessels, the vessel's weight is offset by that of
the water displaced by the hull. For non-displacement craft such as hovercraft and air-
cushion vehicles, the vessel is suspended over the water by a cushion of high-pressure air
it projects downwards against the surface of the water.
D
What are the lights displayed by a mine clearance vessel? Why is it different from
RAM vessel?
AN
As per Rule 27: Vessels not under command or restricted in their ability to manoeuvre,
“A vessel engaged in mine clearance operations shall in addition to the lights prescribed
for a power-driven vessel in Rule 23 or to the lights or shape prescribed for a vessel at
anchor in Rule 30 as appropriate, exhibit three all-round green lights or three balls. One of
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these lights or shapes shall be exhibited near the foremast head and one at each end of
the fore yard. These lights or shapes indicate that it is dangerous for another vessel to
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approach within 1000 metres of the mine clearance vessel.”
Mine clearance vessel is a RAM vessel but required to exhibit a unique pattern of lights
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and shapes when engaged in mine clearance activity. The Rule specifies the minimum
safe passing distance from such a vessel. i.e. 1000 m. This is not the same for other RAM
vessels. That is why for positive identification and to differentiate between mine clearance
vessels and other RAM vessels, the former is required to exhibit different and unique light
and shape pattern.

144
What do you know about Rule 41? Why is it required?
Rule 41 (Verification of compliance) says that every Contracting Party is subject to

periodic audits by IMO in accordance with the audit standard to verify compliance
with and implementation of COLREGS. Every Contracting Party shall have responsibility
for facilitating the conduct of the audit and implementation of a programme of actions to
address the findings.
Rule 41 is required to ensure that the Flag States and ships flying their flag are complying
with the provisions of the Convention on the International Regulations for preventing
collisions at sea, 1972, as amended. The audit of all Contracting Parties shall be based on
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an overall schedule developed by the Secretary-General of IMO and conducted at periodic
intervals, taking into account the guidelines developed by the Organization.
U
What is the difference between a fishing vessel and a trawler?
Vessel engaged in fishing is defined in Rule 3 as any vessel fishing with nets, lines, trawls
SO
or other fishing apparatus which restrict manoeuvrability, but does not include a vessel
fishing with trolling lines or other fishing apparatus which do not restrict manoeuvrability.
A trawler comes under the above definition but is given different lights than other vessels
engaged in fishing (non-trawlers).
D
Rule 26 states – “a vessel when engaged in trawling by which is meant the dragging
through the water of a dredge net or other apparatus used as a fishing appliance…”
AN
A trawler when trawling shall exhibit:
x two all-round lights in a vertical line, the upper being green and the lower white, or a
shape consisting of two cones with their apexes together in a vertical line one above
the other.
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x a masthead light abaft of and higher than the all-round green light; a vessel of less
than 50 metres in length shall not be obliged to exhibit such a light but may do so;
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x when making way through the water, in addition to the above lights, sidelights and a
stern light.
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A vessel engaged in fishing, other than a trawler, shall exhibit:
x two all-round lights in a vertical line, the upper being red and the lower white, or a
shape consisting of two cones with apexes together in a vertical line one above the
other.
x when there is outlying gear extending more than 150 metres horizontally from the
vessel, an all-round white light or a cone apex upwards in the direction of the gear.
x when making way through the water, in addition to the lights prescribed above,
sidelights and a stern light.

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Difference between the two are:
1. Trawler will have a green light over the white light and the fishing vessel will have a red
light over the white light.
2. Trawler if 50m in length or more will need to exhibit a mast head light, which is not
meant for other fishing vessels.
3. Trawler will not have any light or shape for gear extending horizontally like the fishing
vessel requires.
4. Additional signals are given for trawlers in Annex II of COLREGS and for vessels
engaged in fishing with purse seine gear.
ZA
Can a vessel of 40m length show two mast head lights?
As per Rule 23 (Power driven vessels underway) a power driven vessel of length 40m
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when underway is required to display a masthead light forward. The second mast head
light abaft of and higher than the forward one, is optional for vessel of length less than
50m. The Rule does say that vessels shall not be obliged to exhibit the second mast head
light but may do so.
SO
In what cases or situations will the bearing remain constant but no ROC?
D
When the vessels are going on the same course (heading) at the same speed with
sufficient distance between them, the bearing as well as the range will remain the same
and no risk of collision will exist. Also, vessels can have the same bearing but no ROC if
they are NOT approaching one another. ↓→
AN
Can a ship violate Rule No. 10?
No ship can violate any Rule. The first sentence of Rule 10 states that this rule does not
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relieve any vessel of her obligation under any other Rule. However, Rule 10 gives
exemptions for certain vessels from complying with the Rule when engaged in certain
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activities only to the extent necessary to carry out the operation.
x A vessel restricted in her ability to manoeuvre when engaged in an operation for the
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maintenance of safety of navigation in a traffic separation scheme is exempted from

complying with this Rule to the extent necessary to carry out the operation.
x A vessel restricted in her ability to manoeuvre when engaged in an operation for the
laying, servicing or picking up of a submarine cable, within a traffic separation scheme,
is exempted from complying with this Rule to the extent necessary to carry out the
operation.

146
You are in the middle of the Ocean and suddenly you come across a fog patch
ahead of you and one of the radars stops working. What will be your first action?
First action will be to start fog signals and to call engine room and get the engines ready
for immediate manoeuver. Other actions would be:
x Post a proper lookout.

x Exhibit navigation lights (if not already on)
x Operate and use the radar that is working and trouble shoot the other.
x Inform Company about the non-functional radar and obtain technical assistance
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from shore experts. Also, Company can apply to Flag State for dispensation.
x Carry out navigational risk assessment.
In open seas, there is a vessel very fine on your starboard bow. Will you allow your
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OOW to pass green to green? If yes, then how much CPA and why? What will be
your standing orders for CPA by day and by night, by red to red and by green to
green?
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Rule 14 says that whenever there is a doubt if such a situation exists, it must be deemed
to exist. I will stick to Rule 14 and when the head-on situation involves a risk of collision, I
will emphasize on altering to starboard to pass port-to-port with the other vessel.
D
My CPA requirement whether day or night will be the same as per the Company‟s SMS
i.e. CPA 2 NM with 20 mins TCPA. I will not encourage or promote green to green passing
at all as it has created confusion in the past resulting in many collisions. I will ensure
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COLREGS are complied and in any head on situation, red-to-red passing is done.
Will you maintain the same CPA for port and stbd passing? Justify.
H
Where risk of collision does not exist, I will pass another vessel from the port side keeping
a wider margin so that there is no confusion and both vessels will pass safe and clear.
Where a risk of collision exists, I will strictly comply with Rule 14.
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Which all rules will apply in restricted visibility? Which all rules will apply in any
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condition of visibility?
Following Rules will apply in R/V:
x Rules 1 to 3 – since they are applicable in any condition of visibility.

x Rules 4 to 10 – since they are applicable in any condition of visibility.
x Rule 19 – since vessel is navigating in or near an area of restricted visibility.
x Rules 20 to 31 – since navigational lights and shapes are to be displayed at all times in
restricted visibility

147
x Rules 32, 33, 35 – since sound signals have to be sounded in restricted visibility.
x Rules 36, 37, 38 – these apply at all times in all conditions of visibility.
Following Rules apply in any condition of visibility:
x Part A: Rules 1 to 3
x Part B: Section I (Rules 4 to 10)
x Part C: Rules 20 to 31
x Part D: Rules 32 to 37 (except Rule 34 and 35)
x Part E: Rule 38
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x Part F: Rules 39 to 41
State the specification of gong.
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Specifications of the gong are given in Annex III (Technical details of sound signal
appliances) of COLREGS:
x
x
x
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Sound pressure level must not be less than 110 db (A) at a distance of 1m from it.
Should be made of corrosion resistant material, giving clear tone.
The construction and performance must be to the satisfaction of the Administration.
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Your Second mate calls you at 2 am and says he collided with a fishing boat. State
your actions as a Master.
AN
Stop engine and raise alarm.

(All actions as in the case of any other collision)
(Additionally, look out for the fishing boat collided with and offer assistance.)
H
3rd officer did a collision with a fishing vessel at 2330 hrs and in morning you got
call from coast guard. State your actions.
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1. I will immediately save VDR data and ensure further recording.

2. I will take statements from all the OOW‟s and look-outs.
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3. I will inform the Company, P&I Club, Charterers, etc.

4. I will carry out damage assessment by sounding all tanks and visually noticing the
ship‟s bow and sides.
5. I will not accept liability until it is proved that the collision indeed involved my ship.
6. On arriving at port, I will lodge a note of protest with the help of the Local agent.
7. I will supervise and cooperate with the authorities carrying out the investigation.

148
You are in TSS and Mate is on watch. An overtaking vessel is requesting permission
by sounding sound signals and your mate is giving permission in response with
sound signals. You just came on the Bridge. What will you do?
I will inform the Mate that such sound signals are required only in a narrow channel, not in
TSS where there is sufficient room for overtaking. I will train him with regards to
COLREGS and ask him to undergo the CBT on COLREGS available onboard.
One vessel is parallel to you on your stbd side and another vessel right ahead. ROC
exists with the latter. State your actions.
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I will sound two short blasts and alter my course to port and take a full turn and follow my
course exactly behind the former vessel keeping safe distance. After completing the above
manoeuver, my speed will already reduce and if required I will reduce my speed further. I
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will monitor the situation and keep clear of both the vessels.
If my engines are already on manouevring, I can alternatively reduce my speed and let the
right ahead.
SO
vessel parallel to me overtake me and then alter course to starboard to clear the vessel
In restricted visibility, radar is inoperative. What signals will you show? Is your ship
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unseaworthy?
If my radar is inoperative in restricted visibility, I will reduce my speed and take all way off
and wait for visibility to improve. I will sound the signals as per Rule 35 i.e. two prolonged
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blasts with an interval of about 2 seconds between them at intervals of not more than 2
minutes.
As per the definition of unseaworthy given in MS Act, 1958, my vessel will be unseaworthy
as it has a defective equipment. However, vessel can obtain a dispensation after taking
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sufficient safety measures to the satisfaction of the Administration.

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In Restricted visibility, a vessel is right astern and your radar is not working. How
will you ascertain if ROC exists?
R
Without an operational radar, it will be very difficult for me to ascertain if ROC exists.
However, I can hear the intensity of the sound signal of the other vessel. If it increases,
that means the vessel is coming closer. But that can be deceiving, and probably the
vessel is being safely overtaken.
I will maintain my course and speed and increase the frequency of my fog signal.

149
In Restricted visibility, a vessel is right astern and ROC exists. State your actions as
per Rule 19 part d and e separately.
As per Rule 19 d, since the vessel right astern is overtaking me she can alter her course
to port or starboard. Since the vessel is right astern, I can alter to port or stbd. However, I
will wait and see which side the other vessel is altering and then I will alter on the opposite
side.
Rule 19 e does not apply to me since I am the vessel ahead and Rule 19 e is for taking
action when the target vessel is forward of the beam.
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In Restricted visibility, with radar operational, you have 4 target vessels, one each at
port and starboard bow (4 points) and port and starboard quarter (4 points abaft the
beam). You are heading 000 (T). ROC exists with all 4 of them. State your actions.
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As per Rule 19 d, so far as possible,
I cannot alter to port as I have a vessel forward of my beam and also a vessel abaft my
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port beam. I cannot alter to stbd as I have a vessel abaft my stbd beam.
Hence, I will take action as per Rule 19e.
Since I cannot avoid a close quarters situation with another vessel forward of my beam, I
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shall reduce speed to the minimum at which I can keep my ship on her course and if
necessary, take all her way off and in any event navigate with extreme caution until
danger of collision is over.
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All other vessels also have a ROC with my vessel and other vessels, and will hence take
the required action as per Rule 19.
In Restricted visibility, there is a target 2 point on port bow crossing port to stbd
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with 0.7NM CPA. Radar is operational. State your actions.

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A CPA of 0.7NM can be considered as a close quarter situation considering the

circumstances of R/V and hence I will comply with Rule 19d, I will alter my course to
starboard.
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In Restricted visibility, radar is not operational. You hear a fog signal from stbd
quarter. State your actions.
When radar in not operational in R/V, I cannot clearly determine if ROC or Close quarter
situation exists and Rule 19d won‟t apply. Since the Rule 19 e talks about hearing fog
signal forward of her beam, Rule 19e also will not apply. Since the fog signal is from stbd
quarter, I will maintain my course and speed and if required, increase the frequency of the
signal.

150
In restricted visibility, how will you overtake another vessel? Does Rule 13 still
apply if there is a ROC?
Rule 13 does not apply in Section III of Part B i.e. Rule 19. In R/V, I will overtake another
vessel from either side monitoring the situation and the effectiveness of my action and
ensuring that I pass well clear of the other vessel.
In restricted visibility, you have ROC with 3 vessels (port beam, stbd beam and right
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astern). State your actions.
As per Rule 19d, as far as possible, I must not alter to port or stbd since I was vessels on
my beam. Thus, I will maintain my course and speed and allow the other vessels to clear
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me by their actions as per Rule 19d (all will alter to starboard)
warning signal will you give?

SO
You are in a Narrow channel in restricted visibility and there is a bend. What
As per Rule 9 and Rule 34, A vessel nearing a bend or an area of a channel or fairway
where other vessels may be obscured by an intervening obstruction shall sound one
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prolonged blast. Such signal shall be answered with a prolonged blast by any approaching
vessel that may be within hearing around the bend or behind the intervening obstruction.
Though not stated, this sound signal will apply in visibility conditions that are good enough
for navigators to visually see other vessels had they not been obscured. Being in an area
AN
of restricted visibility, I will continue sounding the fog signals as required by Rule 35.
You are in a narrow channel in restricted visibility going astern. What sound signal
will you give?
H
In restricted visibility, there is no sound signal for going astern. As per Rule 35, since I am
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making way through the water even though sternway, I will sound one prolonged blast at
intervals of not more than 2 minutes.
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There is a NUC vessel on your starboard bow. How will you know the reason for her
being NUC? What action will you take?
The reason of her being NUC can only be known by hearing the securite announcement
she makes on the VHF Ch.16 where she would mention the reason for her being NUC.
(For example, steering failure)

151
I will determine whether ROC exists with the NUC vessel. If ROC exists, I will alter my
course to port and pass the NUC vessel giving her a wide berth. I can also alter course to
stbd and pass her stern and at all times keep well clear of her. Action would be to sound
one short blast and alter course to stardboard and pass the stern of the NUC vessel.
You are a CBD vessel and have a NUC vessel on your stbd bow. ROC exists. State
your actions.
Since I have declared myself as a CBD vessel, I will not be able to alter course to avoid
collision with the NUC vessel. Hence, I will reduce my speed to a minimum to maintain my
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course and let the NUC vessel pass ahead of me.
Your own vessel is CBD in TSS and you have a NUC vessel on port bow and a mine
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clearance vessel on stbd bow. ROC exists and 2nd mate calls you at 0100 hrs. State
your actions.
SO
Since I am a CBD vessel in TSS, I will already be at maneuvering RPM. As a CBD vessel I
will not be able to alter my course. I will immediately reduce my speed and take all way off
if necessary and let the two vessels clear me and then proceed further.
D
In a narrow channel, there is a vessel you intend to overtake. There is sufficient sea
room to overtake on stbd side. What sound signals will you give? Is it mandatory to
give those signals?
AN
Rule 9 clearly states that the sound signals are required when overtaking can take place
only if the vessel to be overtaken has to take action to permit safe passing. If sufficient
sea-room is there on stbd side and the safe passing does not require ANY action from the
vessel being overtaken, there is no requirement for making sound signals. Hence, I will not
give any sound signals and overtake her from the stbd side.
H
The sound signals are mandatory only when the vessel being overtaken is also required to
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take action in order to permit safe passing.

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In a head-on situation, there is an obstruction on your starboard side. The other

vessel is 6 NM away. State your actions.
I will give two short blasts and alter course to port by 90 degrees and then after going
about 2 miles on that course, give one short blast and alter to starboard by 90 degrees to
come on the original course. This way ROC will be avoided and vessels will safely pass
green to green.

152
If at all there isn‟t enough time to carry out the above, I will maintain my course and speed
and expect the other vessel to observe good seamanship and alter wider to starboard and
prevent the collision.
There is a mountain on the starboard side and a vessel on your stbd bow ahead of
the mountain. You cannot see the vessel visually but detected on the radar. State
your actions.
I will determine if ROC exists. As per the situation, I believe I am navigating in a narrow
channel or a safety fairway and the other vessel is obscured by an intervening obstruction
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(mountain), I shall navigate with particular alertness and caution and shall sound the
appropriate signal prescribed in Rule 34(e) i.e. one prolonged blast. If required, I will
reduce my speed or take avoiding action once the vessel is in my sight as per Rules of
Section II of Part B.
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There is a vessel at a relative bearing of 105 degrees. She is coming up. State your
actions.
x
x
SO
I will take visual bearings and use the radar and ascertain if the ROC exists.
It is a crossing situation so if ROC exists, Rule 15 will be applicable.
x I have the other vessel on my stbd side, so I am the give way vessel. So as per Rule
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15, I shall keep out of the way and shall avoid crossing ahead of the other vessel. I will
give two short blasts, alter course to port and take a full turn and pass the stern of the
other vessel.
AN
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-----------XXXXXX---------
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R

153
ASM ORAL NOTES BY ROHAN D’SOUZA STABILITY & DAMAGE STABILITY
STABILITY
What is FSE? Why is there a virtual loss of GM? What are the ways you can correct
or reduce it? Explain with formula.
When a vessel with a slack tank rolls at sea, the liquid in the slack tank would move
towards the lower side during each roll, thereby causing the angle of roll and the period of
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roll to increase. Because the vessel behaves as if her GM has been reduced, we say that
a slack tank causes a virtual or imaginary loss of GM. This effect is known as the Free
surface effect (FSE).
The virtual loss of GM can be calculated with the below formula and is called the free
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surface correction (FSC).
𝑖 𝑑𝑖
Where,
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𝐹𝑆𝐶 = 𝑥
𝑉 𝑑𝑜
i = moment o inertia of the slack tank surface about its centre line in m4.
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V = volume of displacement of the ship, in m3.
Di = density of liquid in the slack tank in tm-3.
Do =density of the water in which the ship is floating in tm-3.
AN
Since, displacement = volume x density of water displaced,
𝑖 𝑥 𝑑𝑖 𝐹𝑆𝑀
𝐹𝑆𝐶 = =
𝑊 𝑊
H
When several tanks are slack, the FSM of each tank must be calculated and then added
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together to obtain total FSM. This divided by final W of the ship will give the total FSC of
all slack tanks.
R
Ways to reduce FSE:
x Reduce the number of slack tanks.

x Fill the tanks fully or make it fully empty. Do not keep it slack.
x Divide the tanks (in breadth). The total FSC of divided tank is 1/n2 of the undivided
tanks where n is the number of compartments.

154
Explain ‘angle of loll’ with diagram and formulae. Does the position of ‘G’ change?
KM increases as angle of heel increases until it reaches a maximum value at some large
angle of heel. As an unstable vessel heels over more and more, it may happen that, at
some angle of heel, KM increases sufficiently to equal KG. The vessel would then be in
neutral equilibrium and the angle at which this happens in called the angle of loll.
In other words, when an unstable ship heels over progressively increasing angles of heel,
it may happen that, at some angle of heel, the COB may come vertically below the COG.
The vessel would then be in neutral equilibrium. The angle at which this happens is called
the angle of loll.
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SO
D
AN
H
No, the position of G does not change, only the transverse metacentre (M) changes.
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Angle of loll (ϴ) can be calculated by a simple formula:

R
−2 𝐺𝑀
𝑇𝑎𝑛 𝜃 =
𝐵𝑀
Where, GM = initial GM, BM = BM when upright.

155
Your vessel is at an angle of loll of 14 degrees. State your actions.
I will do the following:
x Press up all slack tanks to eliminate all FSE.

x Ballast the DB tank which has the smallest moment of inertia about its centerline. If this
tank is not on the centre line of the ship, then I will ballast the tank on lower side first
and after it is full, its counter-part on the higher side.
x I will do this for another set of tank and so on until the ship becomes stable.
x If required, I will jettison the cargo from the higher side first, then from the lower side.
x
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If I am in calm waters, I will ballast the highest side first or discharge from the lower
side first.
x Once positive GM is achieved, I will make a near miss report and investigate with the
Chief Officer the stability condition on departure port to understand why the ship
proceeded to sea with a negative GM or unstable.
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criteria given in the code?
SO
What is IS Code? Is it mandatory? What are the contents? What are some of the
Code on Intact Stability for All Types of Ships Covered by IMO Instruments (IS Code) is a
code that provides the intact stability criteria for various types of ships. It was developed in
1993 and was not mandatory.
D
Thereafter, in 2008, the Maritime Safety Committee, adopted the International Code on
Intact Stability, 2008 (2008 IS Code) taking into account technical developments and
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updating the 1993 Intact Stability Code. Amendments to SOLAS and 1988 Load Lines
Protocol was made to make the 2008 IS Code mandatory, which entered into force on 1
July 2010. Part A of the Code has mandatory criteria whereas Part B and Annexes are
recommendatory.
H
Contents of the Code are:
Introduction (Purpose & Definitions)

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Part A: Mandatory Criteria

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Chapter 1: General
Chapter 2: General Criteria
Chapter 3: Special Criteria for certain types of ships
Part B: Recommendations for certain types of ships and additional guidelines
Chapter 1: General
Chapter 2: Recommended design criteria for certain types of ships
Chapter 3: Guidance in preparing stability information

156
Chapter 4: Stability calculations performed by stability instruments

Chapter 5: Operational provisions against capsizing
Chapter 6: Icing considerations
Chapter 7: Considerations for watertight and weathertight integrity
Chapter 8: Determination of lightship parameters
Annex 1: Detailed guidance for the conduct of an inclining test

Annex 2: Recommendations for skippers of fishing vessels
Some of the criteria given in the Code are:
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1. Criteria regarding GZ curve properties
2. Severe wind and rolling criterion (weather criterion)
3. Special criteria for passenger ships
4. Special criteria for oil tankers of 5,000 DWT and above
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5. Special criteria for Cargo ships carrying timber deck cargoes
6. Special criteria for Cargo ships carrying grain in bulk
7. Special criteria for High-speed craft
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Vessel sailed out and she has come to an angle of loll. What equilibrium is she in?
When the vessel sailed out, she was a unstable vessel (GM was negative)
D
After heeling over, KM increased and became equal to KG at the angle of loll. At this point,
she is in neutral equilibrium as the KM=KG and GM=0 (though she possesses the
characteristics of a stable equilibrium)
AN
As a Master, how will you check if your vessel is complying with the intact stability
criteria?
H
I will check on the Loadicator the present condition of the vessel and check if it is meeting
the intact stability criteria. Also, I will ensure the condition is printed and filed appropriately.
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Alternatively, I can use the stability information booklet and manually plot the GZ curve
and ensure that the vessel is complying with the intact stability criteria. The procedure is
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explained with an example in the Stability booklet.
Describe the Intact stability requirements for Oil tankers.
Intact stability criteria for Oil tankers is given in MARPOL Annex I, regulation 27

157
Every oil tanker of 5,000 tonnes deadweight and above delivered on or after 1 February
2002, shall comply with the intact stability criteria given below: (under all conditions the
ballast tanks shall be assumed slack)
x The area under the GZ curve shall be not less than 0.055 m.rad up to θ = 30° angle of
heel and not less than 0.09 m.rad up to θ = 40° or other angle of flooding θf if this angle
is less than 40°. Additionally, the area under the GZ curve between the angles of heel
of 30° and 40° or between 30° and θf, if this angle is less than 40°, shall be not less
than 0.03 m.rad
x The righting lever GZ shall be at least 0.20 m at an angle of heel equal to or greater
than 30°.
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x The maximum righting arm shall occur at an angle of heel preferably exceeding 30° but
not less than 25°.
x The initial metacentric height GMo, corrected for free surface measured at 0° heel, shall
be not less than 0.15 m.
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What are the intact stability criteria for container ships?
SO
Intact stability criteria (general) applicable for container ships is given in 2008 IS Code
Part A Chapter 2.2:
x The area under the GZ curve shall not be less than 0.055 metre-radians up to ϕ = 30°
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angle of heel and not less than 0.09 metre-radians up to ϕ = 40° or the angle of down-
flooding ϕf if this angle is less than 40°. Additionally, the area under the GZ curve
between the angles of heel of 30° and 40° or between 30° and ϕf, if this angle is less
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than 40°, shall not be less than 0.03 metre-radians.

x The righting lever GZ shall be at least 0.20 m at an angle of heel equal to or greater
than 30°.
x The maximum righting lever shall occur at an angle of heel not less than 25°. If this is
not practicable, alternative criteria, based on an equivalent level of safety, may be
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applied subject to the approval of the Administration.

x The initial metacentric height GM0 shall not be less than 0.15 m.
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What are the intact stability criteria for grain?

R
The intact stability of ships engaged in the carriage of grain shall comply with the
requirements of the International Code for the Safe Carriage of Grain in Bulk (Grain Code)
– Chapter 7. The criteria are as follows:
x The angle of heel due to the shift of grain shall not be greater than 120 or in the case of
ships constructed on or after 1 January 1994 the angle at which the deck edge is
immersed, whichever is the lesser.

158
x In the statical stability diagram, the net or residual area between the heeling arm curve
and the righting arm curve up to the angle of heel of maximum difference between the
ordinates of the two curves, or 400 or the angle of flooding (θf), whichever is the least,
shall in all conditions of loading be not less than 0.075 metre-radians.
x The initial metacentric height, after correction for the free surface effects of liquids in
tanks, shall be not less than 0.30 m.
x Before loading bulk grain the master shall, if required by the port of loading,
demonstrate the ability of the ship at all stages of any voyage to comply with the
stability criteria required.
x After loading, the master shall ensure that the ship is upright before proceeding to sea.
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SO
D
AN
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What are the intact stability criteria for passenger ships?

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Passenger ships shall comply with the General criteria for intact stability given in Part A
Chapter 2.2 as well as the Weather Criterion given in Part A Chapter 2.3 of the 2008 IS
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Code. Additionally, following special criteria as given in Chapter 3.1 must be complied
with:
x The angle of heel on account of turning shall not exceed 10°.

x The angle of heel on account of crowding of passengers to one side shall not exceed
10°.
x A minimum weight of 75 kg shall be assumed for each passenger except that this
value may be increased subject to the approval of the Administration. In addition, the
mass and distribution of the luggage shall be approved by the Administration.

159
x The height of the centre of gravity for passengers shall be assumed equal to 1m above
deck level for passengers standing upright and 0.3m above the seat in respect of
seated passengers.
What is the formula for FWA, TPC, DWA, distance between summer and tropical
load line?
W
FWA=
40 TPC
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Where W is the displacement in SW and TPC is the TPC in SW.
A
TPC sw = x 1.025
100
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Where TPC is TPC in ‗cm‘ and A is the water plane area (m2)
DWA (change of draft)=
Distance S ~ T =
1
change in RD
0.025
x Summer Draft
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x FWA
48
D
What is block co-efficient and formula for the same?
AN
Block Co-efficient (Cb) or co-efficient of fineness of displacement, at any draft is the ratio
of the underwater volume of the ship at that draft to a rectangular box having the same
extreme dimensions.
H
Cb = Underwater volume ÷ (L x B x d)
Therefore, underwater volume = L x B x d x Cb.
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What all changes with the change in density of water?

R
Following will change with change in density of water:
x Draft, UKC, air draft

x Underwater volume
x Trim
x TPC

160
What is an unstable ship?
Unstable ship is a ship which has a negative GM, i.e. her KG

is greater than her KM. when the vessel heels, she tends to
continue heeling further. She is said to be in an unstable
equilibrium. The COB shifts to the lower side and M is directly
above B1. The forces of gravity and buoyancy form a couple,
but G being higher than M, this couple tends to heel the vessel
further. The moment of this couple is called a ‗negative
righting moment‘ or ‗upsetting moment‘ or ‗capsizing moment‘.
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Why roll period of a tender ship is more?
Rolling period is given by:
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2𝜋𝐾
𝑇 𝑖𝑛 𝑠𝑒𝑐𝑠 =
𝑔. 𝐺𝑀
SO
Where, K is the radius of gyration, g is the acceleration due to gravity (9.81m/s2)
and GM is the metacentric height.
[Radius of gyration is defined as the distance from the axis of rotation to a point
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where the total mass of the body is supposed to be concentrated, so that the
moment of inertia about the axis may remain the same.]
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From the above formula, we see that rolling period is inversely proportional to square root
of the initial GM. Thus, a tender ship (having a small GM value) will have a long period of
roll.
H
What is wind heeling criteria? To which all ships does it apply?
Severe wind and rolling criteria (weather criterion) is given in 2008 IS Code Part A Chapter
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2.3. It is to demonstrate the ability of a ship to withstand the combined effects of beam
wind and rolling.
x The ship is subjected to a steady wind pressure acting perpendicular to the ship's
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centre line which results in a steady wind heeling lever (Lw1). The resultant angle of
equilibrium under action of steady wind (φ0), should not exceed 16° or 80% of the
angle of deck edge immersion, whichever is less.
x Thereafter, the ship is assumed to roll to windward due to wave action to an angle of
roll (φ1). The ship is then subjected to a gust wind pressure which results in a gust wind
heeling lever (Lw2) and under these circumstances, area b shall be equal to or greater
than area a, as indicated in figure below:

161
Where;
φ0 = angle of heel under action of steady wind
φ1 = angle of roll to windward due to wave action
φ2 = angle of down-flooding (φF) or 500 or φC, whichever is less,
φC = angle of second intercept between lever Lw2 & GZ curve
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SO
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The wind heeling levers Lw1 and Lw2 are constant values at all angles of
inclination and shall be calculated as follows:
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𝑃𝑥𝐴𝑥𝑍
𝐿𝑤1 = 𝑎𝑛𝑑 𝐿𝑤2 = 1.5 𝑥 𝐿𝑤1
1000 𝑥 𝑔 𝑥 ∆
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Where;
P = wind pressure of 504 (Pa).
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A = projected lateral area of the ship & deck cargo above the waterline (m2)
Z = vertical distance from the centre of A to the centre of the underwater lateral area or
approximately to a point at one half the mean draught (m)
∆ = displacement (t)
g = Acceleration due to gravity (9.81 m/s2)
The wind velocity used in the tests shall be 26 m/s in full scale with uniform velocity profile.
The value of wind velocity used for ships in restricted services may be reduced to the
satisfaction of the Administration.

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As per the Code, the weather criterion is mandatory for:

x Passenger ships of 24m in length and over
x Cargo ships of 24m in length and over including those carrying timber deck cargo,
x Administration may apply the criterion for fishing vessels of 45m length and more.
What is the difference between watertight and weathertight.
Watertight means the structure from both the sides is capable of withstanding the pressure
of a water head for which it is designed. Weathertight means the structure from one side
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will prevent the entry or penetration of water. However, it will not designed to withstand the
head of water.
As per SOLAS Chapter II-1/2,
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x Watertight means having scantlings and arrangements capable of preventing the
passage of water in any direction under the head of water likely to occur in intact and
damaged conditions. In the damaged condition, the head of water is to be considered
x SO
in the worst situation at equilibrium, including intermediate stages of flooding.
Weathertight means that in any sea conditions water will not penetrate into the ship.
What is ‘Law of floatation’ and ‘Archimedes principle’?

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Law of floatation states that – ‗when a body is floating in a liquid, the weight of the liquid
displaced equals to the weight of the body.‘.
Archimedes principle states that ‗when a body is wholly or partially immersed in a fluid, it
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suffers an apparent loss of weight that is equal to the weight of the fluid displaced.‘
What was the least allowed GM for your last vessel?

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My last vessel was Oil / Chemical Tanker. Least allowed GM was 0.15m (as per MARPOL
Annex I / Reg. 27)
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What is statical stability and dynamical stability?

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Statical stability: When a vessel is heeled, the forces of gravity and buoyancy, being equal
and opposite, become separated by a horizontal distance called the righting lever or GZ
and form a couple which tends to return the vessel to upright. The moment of this couple
is the measure of the tendency of the vessel to return to upright and is hence called the
righting moment or ‗moment of statical stability‘. (RM = W.GZ)
When a ship is inclined through all angles of heel, and the righting lever (GZ) for each
angle is measured, the statical stability curve (GZ curve) is produced.

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Dynamical stability of the ship at any given angle of heel is the work done in heeling the
ship to the given angle. It is given by the formula-
Dynamical stability at ϴ0 heel = W x A
(where W–displacement, A-area between the GZ curve and the base line, upto ϴ0,
expressed in metre-radians.)
The area under the GZ curve at any angle multiplied by the displacement gives the
dynamical stability in tonnes-metre-radian.
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What is the formula to calculate ‘list’? What is the difference between heel and list?
List is the transverse inclination caused by unequal distribution of weights on either side of
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the centre line of the vessel. Whenever there is a transverse shift of COG i.e. a weight (w)
is shifted towards or away from the centerline by a distance (d), a couple is formed by the
forces of gravity and buoyancy. This couple causes the ship to incline, what we call ‗list‘.
𝑇𝑎𝑛 𝜃 = =
𝑤𝑑
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The COB shifts to the lower side and when it comes vertically under G1, the ship would be
in static equilibrium. The angle ϴ when this happens is the list given by the formula -
𝐺𝐺1
Where, dw = final listing moment (tm), W = final
𝐺𝑀 𝑊.𝐺𝑀
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displacement (t), GM is the final fluid GM (m).
Heel is the transverse inclination of the ship caused by external forces such as wind,
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waves, centrifugal force during course alterations, overtight moorings in port, etc. There is
no transverse shift of weights and the COG of the ship remains unaffected by heel.
Your vessel is listed to 2 degrees and then you load 200T at the centerline. What will
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be the effect of that on the ship’s list?

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Since the vessel already is listed to 2 degrees,
Tan 2 = LM / (W.GM)
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In this case, listing moment (LM) remains same since the new weight is added on the
centerline of the ship. However, W will increase, and GM will increase or decrease
depending on where the new weight is loaded w.r.t. the COG. Therefore, if the
displacement and GM both increase, the list will decrease. And if the displacement
increases and GM decreases, list will increase.

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What is inclining experiment?
x Before the stability of a ship in any particular condition of loading can be determined,
the initial conditions must be known. This means the ship‘s lightweight and KG at this
lightweight must be known. The Inclining Experiment is performed in order to find this
KG for the light condition.
x The experiment is carried out by the builders when the ship is as near to completion as
possible; that is, as near to the light condition as possible. Before commencing the test,
dock water density must be accurately measured. Drafts must be accurately noted
before and after the test.
x
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The ship is forcibly inclined by shifting weights through a fixed distance across the
deck. The weights used are usually concrete blocks, and the inclination is measured by
the movement of plumb lines across specially constructed battens which lie perfectly
horizontal when the ship is upright. Usually two or three plumb lines are used and each
is attached at the centre line of the ship at a height of about 10m above the batten. If
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two lines are used then one is placed forward and the other aft. If a third line is used it
is usually placed amidships.
x For simplicity, let us consider only one weight and one plumb line. The following
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conditions are necessary to ensure that the KG obtained is as accurate as possible:
1. There should be little or no wind, as this may influence the inclination of the ship. If
there is any wind the ship should be head on or stern on to it.
2. The ship should be floating freely. This means that nothing outside the ship should
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prevent her from listing freely. There should be no barges alongside; mooring ropes
must be slacked right down & there must be sufficient UKC to ensure that at no
time during the experiment will she touch the ground.
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3. Any loose weights within the ship should be removed or secured in place.
4. There must be no free surfaces within the ship. Bilges should be dry.
5. Boilers and tanks should be completely full or empty.
6. Any persons not directly concerned with the experiment must be sent ashore.
7. The ship must be upright at the commencement of the experiment.
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x When everything is ready and the ship is upright, a weight is shifted across the deck
transversely, causing the ship to list. A little time is allowed for the ship to settle and
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then the deflection of the plumb line along the batten is noted.
x If the weight is now returned to its original position the ship will return to the upright
position. She may now be listed in the opposite
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direction. From the deflections noted, the GM is

obtained as follows.
Let a mass of `w' tonnes be shifted across the deck

through a distance of `d' metres. This will cause the centre
of gravity of the ship to move from G to G1 parallel to the
shift of the centre of gravity of the weight.

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The ship will then list to bring G1 vertically under M, i.e. to ϴ degrees list. The plumb line
will thus be deflected along the batten from B to C. Since AC is the new vertical, angle
BAC must also be ϴ degrees.
𝐼𝑛 𝑡𝑟𝑖𝑎𝑛𝑔𝑙𝑒 𝐴𝐵𝐶, tan𝜃= 𝐵𝐶/𝐴𝐵
𝐼𝑛 𝑡𝑟𝑖𝑎𝑛𝑔𝑙𝑒 𝐺𝐺1𝑀, 𝑡𝑎𝑛𝜃= 𝐺𝐺1/𝐺𝑀
∴ 𝐵𝐶 /𝐴𝐵 = 𝐺𝐺1 / 𝐺𝑀
∴ 𝐺𝑀 = 𝐺𝐺1𝑥 𝐴𝐵 / 𝐵𝐶
𝐵𝑢𝑡, 𝐺𝐺1 = (𝑤 𝑥 𝑑) / 𝑊
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∴ 𝐺𝑀 = (𝑤 𝑥 𝑑) / 𝑊𝑥 (𝐴𝐵 / 𝐵𝐶)
In this formula,
AB = length of the plumb line (known)
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BC, the deflection along the batten (measured)
‗w‘ = weight shifted (known)
‗d‘ = distance through which weight is shifted (known)
‗W‘ = ship's displacement (known)
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Since all other information is available, the GM can therefore be calculated using the
formula.
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The naval architects will already have calculated the KM for this draft and hence the
present KG is found. Further calculations have to be done to calculate the Light KG by
discharging all items that are not part of light ship as defined, and adding any additional
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items which have yet to come on board the ship.
All the measurements, calculations, etc and the entire test itself is witnessed by
representatives of Flag State, Classification Society, Shipyard and Owners and will be
included in the approved stability particulars of the ship as a proof that the light ship KG
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calculated is accurate and reliable.

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DAMAGED STABILITY
What is damage control plan? State its contents.
Damage control plans are plans showing clearly for each deck and hold the boundaries of
the watertight compartments, the openings therein with the means of closure and position
of any controls thereof, and the arrangements for the correction of any list due to flooding.
It is requirement under SOLAS II-1/19.
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Guidelines for damage control plans and information to the master are given in
MSC.1/Circ.1245.
It should be of adequate scale and include profile, plan view of each deck and transverse
sections to the extent necessary to show the following:
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1. The watertight boundaries of the ship.
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2. The locations and arrangements of cross-flooding systems, blow-out plugs and any
mechanical means to correct list due to flooding.
3. The locations of all internal watertight closing appliances.
4. The locations of all external watertight closing appliances in cargo ships.
5. The locations of those watertight closing appliances which are not allowed to be
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opened during the navigation and of those watertight closing appliances which are
allowed to be opened during navigation, according to SOLAS requirement.
6. The locations of all doors in the shell of the ship.
7. The locations of all weathertight closing appliances above the bulkhead deck.
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8. Locations of all bilge & ballast pumps, their control positions & associated valves.
Explain the contents of Damage stability booklet.

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As per MSC.1/Circ.1245, the Damage stability booklet must have all information contained
in the Damage Control Plan. It must additionally have:
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1. Locations of flooding detection systems, sounding devices, tank vents, etc.

2. Pump capacities
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3. Piping diagrams
4. Instructions for operating cross-flooding systems
5. Means of accessing and escaping from watertight compartments below the bulkhead
deck for use by damage control parties
6. Locations of non-watertight openings with non-automatic closing devices through
which progressive flooding might occur.

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What is the first thing Master will look at in a Damage stability booklet?
The example given for the guidance of Master to quickly and easily assess the ship‘s
survivability in all damage cases involving a compartment or a group of compartments.
What is margin line? What is floodable length curve?
‘Margin line’ is an imaginary line which is 76mm below the bulkhead deck. If the bulkhead
deck is not continuous, the margin line is assumed as a continuous line much below the
bulkhead deck, provided there is watertightness of those compartments which are above
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the margin line to the higher deck. In the pre 2009 rules, in damaged condition the margin
line may not submerge. With new ‗probabilistic‘ stability rules, the margin line has lost its
importance from the point of view of subdivision.
‘Floodable length’ at any point within the length of the ship is the maximum portion of the
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length, having its centre at the point of flooding, which can be symmetrically flooded at the
prescribed permeability, without immersing the margin line. The floodable length is not the
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actual length between two bulkheads. Floodable length curve represents the maximum
floodable length of the ship along the ship‘s length. This curve is obtained by vertically
plotting the floodable length along the ship‘s length. Since the forward and aft parts of the
ship are more prone to change of trim and the spaces there are narrower as well, the
floodable length there is shorter. Whereas in the middle portion the floodable length is
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larger as flooding causes more of bodily sinkage.
What is permissible & floodable length? What is deepest subdivision draft?

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‘Floodable length’ at any point within the length of the ship is the maximum portion of the
length, having its centre at the point of flooding, which can be symmetrically flooded at the
prescribed permeability, without immersing the margin line.
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‘Permissible Length’ or the maximum permissible length of a compartment having its

centre at any point in the ship's length is obtained from the floodable length by multiplying
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the latter by an appropriate factor called the factor of subdivision. The factor of subdivision
depends on the length of the ship, and for a given length it shall vary according to the
nature of the service for which the ship is intended. It decreases in a regular and
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continuous manner as the length of the ship increases. The factor of subdivision will
always be equal to or less than 1. Thus, the permissible length will always be lesser than
the floodable length.
Deepest subdivision draft is that draft which corresponds to the Summer Load Line
draught of the ship. It s used in the Probabilistic method where damages are considered at
three drafts. Deepest subdivision draft, light service draft and partial subdivision draft.

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What is subdivision? How many subdivisions on your last ship?
Sub division aims at finding the number of bulkheads required, and where they should be
placed. Sub division of ships into watertight compartments must be such that after
assumed damage to the ship‘s hull the vessel will remain afloat in a stable position.
My last ship was an Oil / Chemical tanker whose damage stability criteria are as per the
Deterministic method using damage assumptions. It has 22 cargo tanks i.e. 12 transverse
W/T bulkheads.
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What do you understand by ‘Damaged Stability’? What is probabilistic criteria? How
is it calculated? In contrast, what is deterministic method?
Damaged stability is the stability of the vessel in the damaged condition or in simple
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words, vessel‘s ability to survive a particular damage. Damage stability is taken care of
initially at the time of ship construction, complying with the relevant regulations of SOLAS,
MARPOL, IBC Code, IGC Code and ICLL depending on the ship type and size and
sometimes, the year of construction.
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Probabilistic Method: This is given in SOLAS Chapter II-1 Regulation 6 & 7. Passenger
ships have to additionally comply with Regulation 8. The probabilistic method of damage
stability assessment is required by SOLAS for cargo ships 80m in length and upwards
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(except Bulk Carriers and Tankers) and to all passenger ships regardless of length. This
approach uses the concept of probability to ensure that ships can survive damage to its
compartment(s).
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There are two probability factors that are used in this approach:
a) Factor p - Probability that a compartment(s) will damage in an incident

b) Factor s - Probability that ship will survive if that compartment(s) is flooded
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Multiplying these two factors (p x s) will give the probability of surviving that damage case.
The value of S in all these will either be 0 or 1. The ship will either survive (probability 1) or
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not survive (probability 0).
As per SOLAS, these damages must be considered at three drafts:

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1. Deepest subdivision draught (ds): Which corresponds to the Summer Load Line
draught of the ship.
2. Light service draught (dl): Service draught corresponding to the lightest anticipated
loading condition including ballast necessary for stability
3. Partial subdivision draught (dp): light service draught plus 60% of the difference
between the light service draught and the deepest subdivision draught.
So, for deepest subdivision draft, we will have following probability of survival:

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As = As1 + As2 + As3 + …. (where 1, 2, 3 relate to number of compartments flooded)
Similarly, for light service draft, we have: Al = Al1 + Al2 + Al3 + ……

And for partial subdivision draft, we have: Ap =Ap1 + Ap2 + Ap3 + ……
Now, if Attained Subdivision Index (A) calculated with the formula (0.4As + 0.4Ap + 0.2Al)
is greater than the Required Subdivision Index (R) calculated as per SOLAS, then vessel
complies with Damage Stability requirement.
On such a ship, the damage stability booklet will explain how to calculate (A) in case of
any compartment or group of compartment damaged and if vessel will survive the damage
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Deterministic Method:
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This method is based on damage assumptions such as damage length, transverse extent
and vertical extent. The deterministic concept applies to oil tankers, chemical and liquefied
gas tankers, bulk carriers, offshore supply vessels, high-speed crafts and special-purpose
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ships. Unlike probabilistic method that uses the concept of probability, the deterministic
method defines the variables in quantifiable terms. In this method, the damaged area is
defined (damage assumption) and the minimum required value of the stability factors is
defined (Survival requirements). In all the cases of damage assumptions, the vessel
should have the stability factors value more than the survival requirements.
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On tankers, there can be endless combinations of loading conditions of a ship. In each
of these loading conditions, we need to apply the damage assumptions. We then need
to check if the survival requirements are satisfied. During construction, the damage
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stability criteria are checked for most probable loading conditions. But during normal ship
operations and before loading, the chief officer needs to check and confirm that damage
stability criteria are met. This can be checked using loadicator that are now fitted with
damage stability calculation capabilities. It can also be checked using the Damage
Stability booklet which will provide table for calculation and Allowable KG curves which
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can be used to ensure loading condition will satisfy with the Damage stability criteria.
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The table and curves can be used at the time of actual damage by entering new draft after
damage and checking the allowable KG. If the actual KG after damage is lower than the
allowable KG (from the curves/tables) then the ship is still complying with the damage
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stability criteria.
As a Master, we must read and understand the method of calculating damage stability
using the given example for guidance and the Allowable KG curves. Different curves are
given for different cases of damage (Maximum extent damage, lesser extent damage and
E/R side damage)

170
What are the damage assumptions as per MARPOL Annex I?
Damage assumptions are given in MARPOL Annex I / Regulation 28
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SO
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H
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What are the damaged stability criteria for oil tankers?
Damage stability criteria for oil tankers based on above assumed damaged are given in
MARPOL Annex I / Regulation 28. They are as follows:

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1. The final waterline, taking into account sinkage, heel and trim, shall be below the lower
edge of any opening through which progressive flooding may take place. Such
openings shall include air-pipes and those which are closed by means of weathertight
doors or hatch covers and may exclude those openings closed by means of watertight
doors or manhole covers and flush scuttles.
2. In the final stage of flooding, the angle of heel due to unsymmetrical flooding shall not
exceed 25°, provided that this angle may be increased up to 30° if no deck edge
immersion occurs.
3. The stability in the final stage of flooding shall be investigated and may be regarded as
sufficient if:
a) the righting lever curve has at least a range of 20° beyond the position of
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equilibrium in association with a maximum residual righting lever of at least 0.10m
within the 20° range.
b) the area under the curve within this range shall not be less than 0.0175 m.rad.
c) unprotected openings shall not be immersed within this range unless the space
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concerned is assumed to be flooded.
4. The Administration shall be satisfied that the stability is sufficient during intermediate
stages of flooding.
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What are the damaged stability criteria for your last ship (chemical tanker)?
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For chemical tankers, damaged assumptions (2.7) and damage stability criteria is as per
IBC Code Chapter 2.9.
The ship is considered to survive the assumed damage condition type if she remains
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afloat in a condition of stable equilibrium and satisfying the following stability criteria:
In any stage of flooding;
x the water line, taking into account sinkage, heel and trim, shall be below the lower
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edge of any opening through which progressive flooding or down flooding may take
place. Such openings shall include air-pipes and those which are closed by means of
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weathertight doors or hatch covers and may exclude those openings closed by means
of watertight manhole covers and flush scuttles.
x the maximum angle of heel due to unsymmetrical flooding shall not exceed 25°,
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provided that this angle may be increased up to 30° if no deck edge immersion occurs.
x the residual stability at any intermediate stages of flooding should be to the satisfaction
of the Administration but not be significantly less than that required below.
At final equilibrium after flooding;
x the righting lever curve should have a minimum range of 20° beyond the position of
equilibrium in association with a maximum residual righting lever of at least 0.1m within
the 20° range.

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x the area under the curve within this range should not be less than 0.0175 m.rad.
x unprotected openings should not be immersed within this range unless the space
concerned is assumed to be flooded.
x the emergency source of power should be capable of operating.
What are the damaged stability criteria for gas tankers?

2.7
Damaged stability criteria for gas tankers is as per IGC Code Chapter 2.9.
It is the same as above required for Chemical Tanker. Except,
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x the maximum angle of heel due to unsymmetrical flooding should not exceed 30
degrees.
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Describe the Damage stability requirement for bulk carrier and as per which
regulation.
SO
SOLAS Chapter II-1 gives the damaged stability requirements for cargo ships of 80 m in
length and upwards and for all passenger ships regardless of length. However, those
cargo ships which are shown to comply with subdivision and damage stability regulations
in other IMO instruments are excluded. For example, oil tankers comply with MARPOL
Annex I, Chemical tankers with IBC Code, Gas carriers with IGC Code and Bulk carriers
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with SOLAS & ICLL.
As per Regulation 27 of ICLL Bulk carriers are describe as Type B ships.

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Type B ships (Bulk carriers) which have pontoons made of mild steel will not be allowed to
reduce their freeboards and will be assigned freeboards as per Table B given in ICLL.
Type B ships (Bulk carriers) of over 100m in length may be provided reduced freeboards
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provided Administration is satisfied that-

x measures provided for the protection of the crew are adequate
x freeing arrangements are adequate
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x hatch covers comply with the regulations and have adequate strength, special care
being given to their sealing and securing arrangements.
x the ship, when loaded to its summer load waterline, will remain afloat in a satisfactory
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condition of equilibrium after flooding of any single damaged compartment at an

assumed permeability of 0.95 excluding the machinery space; and
x in such a ship, if over 150 metres in length the machinery space shall be treated as a
floodable compartment but with a permeability of 0.85.
The reduction in freeboard (given in Table B) shall not be more than 60% of the difference
between the ―B‖ and ―A‖ tabular values for the appropriate ship lengths.

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However, bulk carrier may be assigned Type A freeboard if it complies with the above
requirements, plus remains afloat in a satisfactory condition of equilibrium after flooding of
any two adjacent fore and aft compartments, neither of which is the machinery space. If
such a ship of over 150 metres in length, then when loaded to its summer load waterline,
she shall remain afloat in a satisfactory condition of equilibrium after flooding of the
machinery space, taken alone, at an assumed permeability of 0.85.
[Two positions of hatchways, doorways and ventilators are defined as follows:

Position 1 — Upon exposed freeboard and raised quarter decks, and upon exposed
superstructure decks situated forward of a point located a quarter of the ship‘s length from
the forward perpendicular.
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Position 2 — Upon exposed superstructure decks situated abaft a quarter of the ship‘s
length from the forward perpendicular]
Damage Assumptions are given in Regulation 27(12)
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Damaged stability criteria at condition of equilibrium is given in Regulation 27(13)
x
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The final waterline after flooding, taking into account sinkage, heel and trim, is below
the lower edge of any opening through which progressive down-flooding may take
place. Such openings shall include air pipes, ventilators, weathertight doors or hatch
covers and may exclude those openings closed by means of manhole covers and flush
scuttles and remotely operated sliding watertight doors.
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x The angle of heel due to unsymmetrical flooding does not exceed 15°. If no part of the
deck is immersed, an angle of heel of up to 17° may be accepted.
x The metacentric height in the flooded condition is positive.
x
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The residual stability may be regarded as sufficient if:

1. The righting lever curve has a minimum range of 20° beyond the position of
equilibrium with a maximum righting lever of at least 0.1 m within this range.
2. The area under the righting lever curve within this range shall be not less than
0.0175 m.rad.
x
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The Administration is satisfied that the stability is sufficient during intermediate stages
of flooding.
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Additional damage stability requirements for bulk carriers given in SOLAS XII / 4.
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What is the difference between damaged stability requirements for tankers and bulk
carriers?
Tankers damage stability requirements are as per MARPOL Annex I, IBC and IGC Code,
whereas bulk carrier damaged stability requirements are as per SOLAS XII and
Regulation 27 of ICLL. Both are based on deterministic method considering damage
assumptions. There are many differences in the damage assumptions between the
tankers and the bulk carriers.

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For tankers, the maximum angle of heel due to unsymmetrical flooding shall not exceed
25°, provided that this angle may be increased upto 30° if no deck edge immersion occurs.
But for bulk carriers, it must not exceed 15° or 17° if no deck edge immersion occurs.
Moreover, bulk carrier depending on the Freeboard given (if reduced), length and date of
construction, has various requirements under SOLAS Chapter XII and ICLL. Tankers
damage stability criteria are very straightforward and clearly stated in MARPOL / IBC / IGC
Code.
Describe the Damage stability criteria on container vessel.
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Container ships shall comply with the probabilistic method of damage stability as
described in SOLAS Chapter II-1 / Regulation 6 & 7.
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How will you ascertain compliance with damage stability criteria?
x
x SO
I will check compliance using the Loadicator to ensure that in all conditions of loading,
my vessel complies with the damage stability criteria.
I can check it manually as well using the Damage stability booklet which provides a
worked example for the guidance of the Master. By referring to it, I can easily work out
the damage stability of my ship to ensure it is sufficient for all the conditions of loading.
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What are subdivision load lines?
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x ‗Subdivision load line‘ is a water line used in determining the sub-division of the ship.
Deepest subdivision load line is the waterline which corresponds to the greatest
draught permitted by the applicable subdivision requirements. These are applicable to
the passenger ships.
x In order that the required degree of subdivision shall be maintained, a load line
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corresponding to the approved subdivision draught shall be assigned and marked on

the ship‘s sides. These subdivision load lines indicate the depth to which a passenger
ship may be loaded having regard to the extent to which the ship is subdivided.
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x Every ship shall be marked with the subdivision load lines assigned to it. They shall be
25 mm in breadth and 230 mm in length and be painted in white or yellow on a dark
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background or in black on a light background.

x The subdivision load lines assigned and marked shall be recorded in the Passenger
Ship Safety Certificate, and shall be distinguished by the notation C1 for the principal
passenger condition, and C2, C3, etc., for the alternative conditions.
x If the owner desires, he may have more than one load line arranged. However, in no
case shall any subdivision load line mark be placed above the deepest load line in salt
water determined as per Load line Convention. Also, in no case shall a ship be so
loaded that when it is in salt water the subdivision load line mark appropriate to the
particular voyage and service configuration is submerged.
x The subdivision load lines are in addition to the ship's ordinary load lines.

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What are cross flooding arrangements? Which ships have it?
SO
Cross-flooding arrangements are those which enable to decrease the angle of heel after a
damaged compartment is flooded by flooding the corresponding compartment on the
opposite side.
These arrangements are mainly fitted on passenger ships. They are not mandatory but
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usually help passenger ships to comply with the damage stability requirement. They are
also common on Ro-Ro vessels and container vessels. The cross flooding arrangements if
fitted, must comply with the following:
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x In the stability information supplied to the master, instructions concerning the operation
of cross-flooding arrangements must be provided.
x Tanks and compartments taking part in such equalization shall be fitted with air pipes
or equivalent means of sufficient cross-section to ensure that the flow of water into the
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equalization compartments is not delayed.

x The time for equalization shall not exceed 10 min.
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ASM ORAL NOTES BY ROHAN D’SOUZA EMERGENCIES
EMERGENCIES
GROUNDING, STRANDING, BEACHING, FOUNDERING
What is the difference between Grounding, stranding, beaching and foundering?
Grounding, stranding and beaching -- all the three words mean that the ship has gone
into waters shallower than the draft, causing the ships bottom to strike against or
come to rest on the bottom of the sea.
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x Grounding is unintentional. It is usually caused due to navigational error, error in
judgement in manoeuvring, uncharted shoals, failure of machinery (propeller, steering,
etc), inability to control the movement of the ship due to bad weather, collision, etc.
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x Stranding is said to occur when the vessel gets stuck on the seabed or shore
(grounding or beaching), where she cannot be refloated without external assistance
x
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(tugs, salvers, etc). She is then said to be „stranded‟.
Beaching is intentional. It is usually done to prevent loss of vessel due to sinking,

collision or in other cases such as heavy list, damage affecting W/T integrity, etc. It is
also done with an aim to prevent pollution and loss of cargo. Temporary repairs can be
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carried out, the ship refloated and then taken to dry dock for permanent repairs.
x Foundering means that the ship is taking in water and is going to sink. „Flooding‟
means that the vessel is taking in water. It can be called foundering when the rate of
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flooding is more than the pumping out capacity of the ship and when the vessel‟s
sinking is imminent. It can be due to grounding, collision, breach of the W/T integrity of
the ship, fire or explosion, etc.
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Why would you need to beach your vessel? Explain the whole procedure in detail.
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Beaching of the vessel could be done due to the following:
1. To prevent loss of ship due to flooding when there is major damage below the water
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line of the ship

2. To prevent imminent danger of collision or grounding
3. Other cases of emergencies such as heavy list, cargo shift, etc.
4. To carry out temporary repairs of the ship in order to safely proceed to dry dock for
permanent repairs
5. In order to hand over the ship to the scrap yard

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Procedure of Beaching:
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Prior to beaching,
x Inform Company, Charterer, nearest coast station, etc.
x If time and circumstances permit, take on full ballast. This will make the refloating
easier.
x Clear away both anchors and keep them ready for letting go.
x Consider loss of stability similar to dry docking.
x Keep LSA, FFA, SOPEP Equipments, First Aid ready for immediate use

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1. When vessel is in imminent danger of foundering, any type of beach is OK. Otherwise,
if time and choice available, then attempt to beach the vessel on a gentle sloping
beach, which is soft and rock free and ideally with little or no current. If possible it
should be sheltered from the weather and free of surf action.
2. Vessel can be beached bow-on or stern-on. Whichever method used, ground tackle
has to be rigged to keep the seaward end steady and to stop her from being driven
further ashore. Also, the vessel should be secured to the shore to prevent her being
detached from the shore unexpectedly. If beached bow-on, the more buoyant stern
end must be exposed to the weather. Ground tackle must be used to keep the stern
quiet. Advantages of Bow-On approach: (a) Clear view on approach (b) Favourable
trim (c) Propeller and rudder in deeper water. Disadvantage of Bow-On approach: (a)
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Vessel more likely to slew (b) Difficult to lay ground tackle.
3. Ideally beach at HW on a falling tide so that the ship will settle slowly.
4. Do not drive hard ashore and damage bottom plating. Drive the vessel further on and
reduce the possibility of pounding.
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5. Use the anchors as ground tackle to secure the hull against movement from weather
and sea. If time permits, prior beaching, connect a wire rope from the stern to the
ganger length of the anchor in order to use it as an anti-slew arrangement. Use the
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weather anchor first and then the second anchor. After reaching the beach, secure the
landward end too.
6. Take precautions to prevent oil pollution. (Discharge into barges, Internal transfer
into safer tanks, Lay oil booms around vessel)
7. Check for damages. Sound all tanks & bilges. Switch to high sea suction.
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8. Check water depth all around the vessel using hand lead line & confirm nature of
bottom.
9. Display vessel aground signals as per COLREGS.
10. Inform DPA and all concerned regarding the beaching operation.
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11. Maintain all records and logs as evidence w.r.t beaching.

12. Prior refloating, ascertain state of tide and assistance available (tugs, salvors, etc).
Consider possibility to lighten vessel (cargo/ballast) and ascertain most favourable
direction to move.
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State your actions in the event of grounding. Explain the use of ground tackle.
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x Inform E/R and stop main engines and put vessel on hand steering.
x Sound General Emrg. Alarm, & make announcement on PAS.
x
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Display appropriate Lights & Shapes and make appropriate sound signals. Switch On
deck lighting. Save S-VDR/ VDR data and ensure it is prepared for further recording.
x Inform Engine Room to change to high sea suction, check for damages and prepare
pumps to pump out water if there is any ingress.
x I will ascertain the nature of the bottom to have an idea how badly the ship‟s hull could
be affected by the grounding.
x Inform Emergency Team to carry out their duties as per the Contingency Plan. This
mainly includes a careful damage assessment, sounding of all tanks, over-side
sounding all around the vessel, checking drafts, checking for loss or movement of
cargo or damage, etc.

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x Prepare Urgency / Distress Message as appropriate.

x Inform nearest coast State and traffic in the vicinity on VHF Ch.16.
x Inform Company using the Initial Notification form or as per the SMS.
x Check for Pollution around the vessel and activate SOPEP/SMPEP if required.
x Check damage stability data & initiate damage control measures. Close all W/T doors.
x Check for Timing of High tide & Range. Check direction of current.
x Consider if vessel can be lightened by pumping out any Ballast / FW or in extreme
cases Cargo. Consider possibility to change of trim by internal transfer.
x Consider use of Engines to refloat after assessing the situation as per reports from
other teams. Avoid too many astern movements especially if the nature of bottom is
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such that, the ship is likely to dig deeper into the seabed. Preferably wait for high tide.
x Note vessel‟s position, time of grounding, course & speed at the time of grounding.
x Check Echo sounder sounding fore & aft. Compare with charted sounding.
x Keep a record of all timings, events and communication.
x Contact the Emergency Response services (ETAS / RRDA) and obtain their advise.
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Use of ground tackle:
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Ground tackle refers to all equipments that are used to anchor a vessel to the
ground. It is mainly used when the vessel is to be beached wherein the ground tackle
is laid to secure the seaward end to keep it steady. It is also used in case of refloating
after grounding or to prevent further grounding. Ground tackle must be laid out in the
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direction in which refloating seems most beneficial.
Your vessel is aground near Somalia. What message will you transmit to nearby
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ships?
I will transmit a urgency or distress message depending upon my situation. I will refrain
from transmitting a safety message on the VHF as the pirates may be monitoring those
channels on VHF.
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After grounding, what all surveys will need to be arranged before and after
refloating?
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x Before re-floating, a Joint damage survey with the P&I surveyor, Class Surveyor and
H&M surveyor to ascertain extent of damage.
x After temporary repairs, and after re-floating, an underwater survey of the hull to be
carried out to the satisfaction of the Class surveyor. This is to ascertain if the ship is
seaworthy to proceed to her next port or dry-dock where permanent repairs can take
place. The Class may impose a condition of class with time limits for immediate
damage repair to be carried out at the next port. A certificate of seaworthiness may be
given based on the result of the survey for the vessel to enter the next port for repairs.
x Class may also require an out-of-water bottom survey if the underwater survey is not
satisfactory.

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Your ship has grounded in High Waters then tide falls by 1 meter. What will be the
effect on ship’s stability due to that?
There will be a virtual loss of GM similar to dry-docking.
During cargo operations your vessel touches the bottom. State your actions.
x I will stop cargo operation and pump out ballast remaining onboard.
x In case the ballast is already deballasted, I will check the tide and wait for high tide to
resume loading. If required, I will pump out fresh water.
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x I will check if NAABSA clause in mentioned in the C/P and inform the Company,
Charterers and Local agent about the vessel touching the bottom.
x I will ask Company to arrange for a underwater hull survey before the ship can proceed
to sea.
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x I will carry out all actions as per Grounding checklist i.e. sound all tanks, check drafts,
sea-water soundings, ascertain nature of the bottom, state of tide, etc.
x
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I will prepare an incident report as per Company SMS and carry out a careful risk
assessment before taking the ship out to sea.
I will make a Note of Protest with the assistance of the Local agent and also issue a
LOP to the terminal in this regard.
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What are the criteria for foundering? What action will you take in case of
foundering?
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Criteria for foundering:
x The vessel is taking in water & rate of flooding is more than ship‟s pumping capacity.
x The ingress of water cannot be stopped or controlled.
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In case of foundering, I will do the following:
x Safely abandon the ship with all my crew into the lifeboats as per the Abandon Ship
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procedure laid out in the Company SMS Manual.

x Carry SART, EPIRB and GMDSS W/T along.
x
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Save VDR information and take the hard drive along.

x Release all life rafts in the water.
x Send a distress alert using all available means (VHF, MF/HF, Sat-C)
x Ensure safety of the crew and wait for help to arrive.
x Stay as close as possible to the vessel‟s position, to assist search and rescue team.
x Keeping all boats/ rafts together to help in better detection.
How will you quickly ascertain the survivability in case your ship is taking in water?

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To quickly ascertain the survivability of the ship when taking in water, we need to know the
Reserve Buoyancy and the angle of immersion. Following formula can be used:
Reserve buoyancy = Freeboard x TPC
We know the freeboard of the vessel and the TPC. If displacement of the damaged
compartment is more than the Initial Reserve buoyancy, the ship will sink.
Angle of deck edge immersion can be read from the GA plan using the new draft after the
damage. If the vessel will list to this angle, the vessel will sink.
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Can a vessel founder if she is aground?
No. A vessel aground may take in water but will not sink as its bottom is already touching
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the ground.
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What will you do in case of engine room flooding? Do you think the ship will sink?
I will pump out the bilges using the emergency bilge suction that is connected to the
largest sea water pump available in the engine room.
No, the ship won‟t sink in case of engine room flooding. As per Damage stability condition
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(of my last ship), in case of the entire engine room flooding (Condition E-1), the ship will
still maintain the required damaged stability. The same can be checked using the damage
stability booklet onboard.
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In case of engine room flooding, can you pump out the bilges?
Yes, in case of emergency, I can pump out the bilges for the safety of the vessel and my
crew. Since it is an exceptional discharge, the entry of this as per MARPOL Annex I, must
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be made in the ORB-1, stating the circumstances of, and the reasons for the discharge.
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ABANDON SHIP
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How will you go about abandoning your ship? Assume Alarm n PAS is not working.
If PAS and Alarm is not working, I can use my fire alarm so that crew muster at the
Primary muster station and thereafter, proceed to the Boat Station. I can also use the
ship‟s whistle in order to gather attention. I will sound 7 short blasts and 1 long blast on the
ship‟s whistle. If anyone has not reported to the muster station, I will send out a team of
two persons to find the person and bring him to the muster station. Once everyone is
present, I will give the verbal order of „Abandon Ship‟. I will give such an order only when I

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am convinced that everything has been done to save the vessel and losing the vessel is
imminent and when staying onboard is dangerous to our lives.
Procedure to abandon:
x All crew must muster at respective Lifeboat Station & complete Head count must be
taken. Any missing person must be searched.
x All personnel must be dressed in warm clothes, socks, shoes and life jackets.
Immersion suits or rain coats, if available, must be worn on top of all clothing if sea
water temperature demands so. Ensure all life jacket are donned correctly and whistles
& lights are operational.
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x All personnel should drink water prior abandoning as food and water are normally
issued only 24 hrs after abandoning the vessel. Sea sickness tablets should be taken
by all personnel, if time permits, prior taking to the boats, or as soon as possible after
abandoning ship.
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x If possible, all rescue crafts including the lifeboats and life rafts must be launched. All
personnel must try to board the survival craft without getting wet. If jumping into the
water with lifejacket, then you must jump feet first while using one hand to clamp the
x
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lifejacket down and one hand to block the nose.
Distress DSC alert and distress message on all frequencies using all available means
must be sent.
S-VDR/ VDR data must be saved and further recording ensured.
x If possible and time permitting, useful items such as Charts, Navigation instruments,
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Log Books, ship‟s statutory documents, cash, passports, crew documents, etc. must be
taken to the life boats.
x Time and position of the vessel must be noted and all other records must be kept.
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x NUC signals as appropriate must be displayed, if time permits.

x All crew must carry out their respective duties as per the Muster list. This includes
clearing of the lashings, harbour safety pin, checking clearances, attaching painter,
lowering the boat to deck level, embarkation, lowering in the water, on-load or off-load
release, etc. EPIRB, SART, GMDSS Walkie Talkies with spare batteries, extra
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provisions, blankets, food & water, etc. must be carried too.

x In the case of a free-fall lifeboat, all crew members must properly sit in their designated
position without lifejackets donned and the person designated to release the boat must
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carry out the free-fall release function. All necessary checks must be carried out before
launching the boat in the water.
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x Before leaving the ship, all life rafts must also be launched. All survival crafts must be
kept close to each other and close to the ship. This will help in better detection.
x Before leaving the ship, all machinery must be stopped, all openings must be closed,
time permitting.
x After abandoning, proper use must be made of SART, EPIRB and VHF hand held
radios. Sharp lookout must be kept and morale must be kept high awaiting for rescue.
Pyrotechniques must be used only when chances of them being seen are high. A diary
should be started to record all events. Survivors manual must be referred and food-
water must be used sparingly.

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In what cases, will you decide to abandon the ship?
I will decide to abandon the ship in the following cases:
x Ship is sinking or is in grave danger of sinking or when sinking is imminent.

x It is unsafe to stay onboard due to situations like uncontrollable fire.
x It is pointless to stay onboard after stranding. Either it would remain a wreck or be
salvaged by experts in due course.
My decision will be based on the safety of the life onboard. Safety of the vessel or
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environment is secondary. I will use this only as a last resort when all other efforts to save
the vessel have failed. I will make this decision only when I am fully convinced that
everything has been done to save the vessel and losing the vessel is imminent. Before
making this decision, I will consider the following:
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x Nature of danger and extent of danger and time available in hand.
x Stability of the vessel in damaged condition.
x
x Weather condition.
What does IMO say about Abandon Ship?

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Capacity of ballast and other pumps available in case of flooding.
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IMO Circular MSC.1/Circ.1206 on measures to prevent accidents with lifeboats gives
guidelines on:
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x Periodic servicing and maintenance of lifeboats, launching appliances and on-load

release gear.
x Specific procedures for maintenance and servicing.
x Safety during abandon ship drill using lifeboats.
x Simulated launching of free-fall lifeboats
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Following is recommended by IMO in this circular with regards to Abandon ship drill:
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1. Drills must be safe. They should be planned, organized and performed so that the
recognized risks are minimized and in accordance with relevant shipboard
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requirements of occupational safety and health. Before conducting drills, it should

be checked that the lifeboat and its safety equipment have been maintained in
accordance with the manufacturer‟s instructions.
2. Emphasis on learning: Drills should be conducted with an emphasis on learning
and be viewed as a learning experience, not just as a task to meet a regulatory
requirement to conduct drills. During drills, care should be taken to ensure that
everybody familiarizes themselves with their duties and with the equipment.
3. Planning and organizing drills: SOLAS requires that drills shall, as far as
practicable, be conducted as if there was an actual emergency. At the same time, it
should be ensured that the drill is carried out in such a way that it is safe in every

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respect. Lessons learned in the course of a drill should be documented and made a
part of follow-up shipboard training discussions and planning the next drill session.
4. Lowering of boats: Before placing persons onboard a lifeboat, it is recommended
that the boat first be lowered and recovered without persons on board to ascertain
that the arrangement functions correctly. The boat should then be lowered into the
water with only the number of persons on board necessary to operate the boat.
5. For free-fall lifeboats: Drills should be as per manufacturer‟s instructions, so that the
persons who are to enter the boat in an emergency are trained to embark the boat,
to take their seats in a correct way and to use the safety belts; and instructed on
how to act during launching into the sea. When the lifeboat is free-fall launched as
part of a drill, this should be carried out with the minimum personnel required to
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manoeuvre the boat in the water and to recover it. Where permitted by SOLAS,
simulated launching should be carried out.
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What is your role as master after Abandoning ship?
x I will ensure safety of my crew.

x
x
x
x
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I will ensure watches are kept to see if any ship or aircraft is visible.
I will ensure proper use of pyrotechniques to aid detection.
I will ensure proper use of SART, Portable VHF and EPIRB.
I will ensure proper use of food and water and other equipments provided in the
lifeboat.
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x I will maintain a diary with proper log of all events.
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FIRE
You hear fire alarm. State your first action as a Master.
Head to the Bridge to know the area/zone where the alarm went off.
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Explain the full procedure for CO2 release in E/R and procedure for making re-entry.
If the fire is too large and quickly spreading to other parts of the Engine Room, the CO2
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fixed fire fighting system may be used as a last resort. This must be discussed with the
C/E and the safety of the crew must be ensured. Following procedure must be followed
while flooding the machinery space with CO2:
x Evacuate the engine room, take a head count and ensure ALL persons are
accounted for and nobody is left inside.
x Close all entry doors, post a warning notice at each door to prevent any person
from entering the space, without specific permission from the Command Team.
x Switch off E/R blowers, shut the lids of air intakes, close skylights, shut funnel
doors and funnel flaps, close pipe tunnel watertight door, etc. Ensure there is no

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chance of air entry into the engine room. Any smoke emitting from Engine Room
will give indicate that some opening is still left open.
x Trip all quick closing valves from outside the engine room, which will stop all
machinery and fuel supply to the same. Start the emergency generator.
x After final consultation with the Chief Engineer, the Master would order the CO2 to
be released into the engine room. This will be done by the C/E.
x Start and continue boundary cooling from all available sides to take away some of
the heat generated by the fire so that the CO2 has a greater effect.
x Inform the Office (DPA) and update the status every two hours or so.
x Wait for several hours for CO2 to do its job. CO2 is a one shot weapon with no
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replenishment available. Hasty re-opening may cause the fire to reignite. The only
way to judge if the fire has died down is to note the temperature of the plating of the
top of the engine room casing or the temperature of the air in the annular space by
pushing a thermometer tied to a broom handle – the funnel door would have to be
opened just enough for this. Since hot air will rise to the top and escape, this
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location would be ideal.
x Note these temperatures every hour. Only when temperature so measured equals
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to that of the air outside should re-entry be considered. If in doubt, wait for some
more time.
Once the Master and Chief Engineer are convinced that the fire has been
extinguished, ventilate by opening the funnel flaps to let the smoke and warm air
escape. Do not open any access door of the E/R or else CO2 gas may enter
accommodation endangering the crew.
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x Fire fighting team must don fireman‟s outfit and enter from the lowest point away
from the seat of the fire with utmost caution with a fire hose in spray mode to put
out any stray fire still smouldering. Once everything is under control, an engineer
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may enter the E/R wearing a SCBA and start one of the main generators. Then, he
should start the main blowers. Caution must be exercised by persons entering the
E/R after it is fully ventilated as CO2 being heavier than air, may exist in obscure
pockets.
x All machinery must be started, one by one, and thoroughly checked for damages or
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any abnormality.
x After everything is under control, the Master must contact Office for a detailed
report of the incident and also consider heading to a port of refuge for repairs if
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required.
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How will you come to know the CO2 from the bottles has been released or not?
When Co2 is released there will be a loud noise of gas escaping to the protected space.
CO2 bottles can be felt cold after releasing. Visual inspection of the operation of cylinder
valves also can be carried out.
Why is there a requirement for 85% of the CO2 to be released within 2 minutes?

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Rapid injection of CO2 is necessary to combat an engine room fire which has attained
such magnitude that the space has to be evacuated. Since the effectiveness of fixed
CO2 fire fighting system diminishes the longer the fire burns, the speed is essential if
CO2 is to be effective. Hence, there is a requirement that 85% of the gas must
be released within two minutes. The CO2 works on the fire by cutting off the oxygen and
thereby extinguishing the fire. If the gas is released slowly taking a long time, it will not be
effective enough to extinguish all the fire in the E/R.
What is the use of pilot bottles in CO2 System? Why do we need two pilot bottles in
CO2 release system?
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In the CO2 system, one of the pilot bottle valve is opened. The CO2 in the bottle reaches
two valves marked 1 and 2. First valve 1 is to be opened and the CO2 passes through a
non return valve and opens pneumatically operated master valve. After this, valve 2 is
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opened, which supplies the CO2 to the main CO2 bottle head assembly through a non
return valve and „time delay unit‟.
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Only one pilot cylinder is sufficient for the operation of both master valve and CO2 bottle
head assembly. Some units may have 2 pilot bottles. All my ships had one pilot bottle.
Which valve will pilot bottle operate first? How much is the time delay? What is the
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reason for the time delay?
The pilot bottle first operates the pneumatically operated master valve through which the
CO2 will pass and be distributed to the nozzles. Then, after a time delay of usually 60-90
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seconds, the CO2 from the pilot bottle operates the main CO2 bottle head assembly
releasing the CO2 via the master valve. This step happens after a time delay since the
CO2 is passing through the time delay unit. The time delay depends on the Make and
Model of the CO2 system, but the FSS Code Chapter 5 requires a pre-discharge alarm to
be for the length of time needed to evacuate the space, but in no case less than 20 s
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before the medium is released. This means the alarm which is activated by opening the
release cabinet door, must sound for minimum 20 seconds and only after that any CO2
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can be allowed to enter the Engine room. However, most makers keep the time delay
about 60-90 secs considering the practical time it will take for someone to leave the E/R.
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Reason for the time delay:
x Safety: A time delay of 60 to 90 seconds give sufficient time for any personnel in the
protected space to escape after hearing the alarm.
x Fool-proof release: If CO2 is released from main bottles to the common manifold
before the master valve opens, there may be difficulty in opening master valve
because of the bulk CO2 pressure acting on it. Because of the time delay, positive
opening of the master valve is ensured before releasing CO2.

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x Compliance with regulation: FSS code requires a pre-discharge alarm to be

automatically activated and to be sounded for the length of time needed to evacuate
the space, but in no case less than 20 seconds before the medium is released.
What is the throw output of the CO2 nozzles and hyper mist system nozzles?
x For machinery spaces fixed CO2 system nozzles and piping shall be such that 85% of
the gas can be discharged into the space within 2 min.
x Hypermist nozzle capacity: 16-19 L/min (at 8-11 bar) / Operation Time: 20 mins
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State your actions in case of fire in paint store.
I will raise alarm. I will close the door of the paint store, including the vents. I will run the
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fire pumps and open up the sprinkler valve situated outside the paint store. Rest actions
will be the same as in case of any type of fire. I will keep the fire party ready and continue
boundary cooling.
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State your actions in case of fire in Purifier room.
All actions will be same as required in any case of fire. However, three things are
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important in this case:
x Cut off supply of oil to the purifier.

x
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Stop the purifier.

x Activate the water based local application fire fighting system (Hyper mist system)
remotely from the fire station if it is not done locally by the person detecting the fire.
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What are the types of fire and extinguishing methods? Also, explain fire triangle.
Class A - fires involving solid materials such as wood, paper or textiles.

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Class B - fires involving flammable liquids such as petrol, diesel or oils.

Class C - fires involving gases.
Class D - fires involving metals.
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Class E - fires involving live electrical apparatus
Extinguishing methods:
Water - extinguishes the fire by taking away the heat element of the fire triangle. They are good
only for Class A fire. They should not be used on Class B or E. The discharge stream could spread
the flammable liquid in a Class B fire or could create a shock hazard on a Class E fire.

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Foam - extinguishes the fire by blanketing the fuel surface and smothering the fire. The
foam blanket separates the flames/ignition source from the fuel surface. Foam
extinguishers are good for Class A & B fires.
DCP – extinguishes the fire by interrupting the chemical reaction of the fire triangle. It also
puts out fire by coating the fuel with a thin layer of dust, separating the fuel from the
oxygen in the air. It is suitable for Class A, B and C fires. It is also good for Class E fires.
CO2 - Carbon dioxide extinguishes work by displacing oxygen, or taking away the oxygen
element of the fire triangle. It is most suitable for Class E fires.
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Fire triangle: The fire triangle or combustion triangle is a simple model for understanding
the necessary ingredients for most fires. The triangle illustrates the three elements a fire
needs to ignite: heat, fuel, and an oxidizing agent (usually oxygen). A fire naturally occurs
when the elements are present and combined in the right mixture. A fire can be prevented
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or extinguished by removing any one of the elements in the fire triangle. For example,
covering a fire with a fire blanket blocks oxygen and can extinguish a fire.
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You are Master of a container ship. There is a fire on 4th tier container on deck. What
action will you take? What special fire fighting equipments are available on
container ship for fighting such a fire?
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Normal fire fighting procedure for – “Fire on deck”.
I will make use of the mobile water monitors and water mist lance to extinguish the fire.
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(The Water Mist Lance is made of stainless steel and consists of a tube with a piercing
nozzle enabling the lance to penetrate a container wall. When connected to the fire main,
the lance will produce a water mist inside the container.)
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SOLAS Regulation II-2/10 requires at least one water mist lance to be carried on container
ships carrying containers on weather decks. In addition, ships designed to carry five or
more tiers of containers on or above the weather deck must carry mobile water monitors –
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the number needed depending on the breadth of the vessel. For ships of breadth less than
30m, two mobile water monitors are required. Ships of breadth 30m or more require 4
such monitors.
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State your actions in case of fire in cargo hold loaded with coal.
As per IMSBC Code.

x Batten down. Exclusion of air may be sufficient to control the fire.
x Do not use water.
x Seek expert advice and consider heading to the nearest port
x The use of CO2, if available, should be withheld until fire is apparent.

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How will you fight a mast riser fire?
Inert Gas must be used to extinguish the fire. Cargo loading should not be stopped. The
inert gas system should be started and the tanks should be pressed up with IG so that it
releases from the mast riser and extinguishes the fire.
COLLISION
State your actions as a Master in case of a Collision at sea.
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1. Stop Engine and put vessel on hand steering. If required, use engines to prevent re-
bound collision.
2. Raise General Emergency Alarm & announce on PAS. Muster crew and take head
count. Give first aid to any one injured.
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3. Inform Coast Station or Port Control and the traffic in vicinity on VHF Ch.16.
4. Send distress / urgency / safety message as applicable.
5. Note down time and position of the collision and own vessel‟s course and speed. Make
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a mark on the course recorder and Engine Data Logger.
6. Save S-VDR/ VDR Data and ensure further recording. Change AIS status.
7. Check Angle of Contact and ascertain extent of damages. Check damage control plan
and ascertain vessel‟s survivability. Initiate damage control measures. Close all
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watertight doors.
8. Switch on deck lighting & display appropriate nav. lights / shapes.
9. Check for pollution around the vessel & follow SOPEP/SMPEP if required.
10. Initiate contact with other vessel and note down her details.
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11. Inform the Company (DPA) using the Company‟s initial notification form.
12. If own vessel is not in an immediate danger of sinking, offer to render / render
assistance to other vessel.
13. Make appropriate entries in the official log book and deck log book and obtain
statements of the persons involved.
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14. Ask emergency team to check for hull or any structural damage to own vessel and
sound all spaces to check for ingress of water.
15. Ask emergency team to check extent of damage and ascertain rate of flooding. Start
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pumping out immediately and try to list / trim the vessel to bring the hole above water
line, if possible. Use collision mat to reduce to inflow. Contact ERS if in doubt with
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regards to stability of the vessel.

16. Take photographs immediately after collision (required for evidence)
17. Keep LSA / FFA ready.
18. Ask Engine room team to prepare engines when required, check condition of
machinery, propeller, rudder, steering gear & hull damage in E/R. Sound all E/R tanks
and bilges to detect any ingress of water.
19. Send subsequent report to Company after immediate actions for safety have been
taken.
20. Check for cargo damage.
21. Monitor prevailing weather / sea conditions, visibility, current & tide.

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22. Send following notice to other vessel “We hold your vessel responsible for all
damages, consequences and losses as result of this collision”. (Required for evidence)
Similar notice will be given by the other vessel. Sign it with following remark “Signed for
as acknowledgement of receipt only, and not as an admission of liability or
responsibility for collision or any damages.” (Required for evidence)
23. Consider heading to Port of refuge / destination only after it is ascertained that other
vessel does not need any further assistance.
24. Make an incident report and send a detailed report to DPA in company‟s given format
Your ship has sustained damage on side shell. Make a report. If the ship cannot
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survive and you are not able to contact ERS how much time your ship will take to
sink?
I will make a report in the Company‟s format as provided in the SMS. Initial notification
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followed by the detailed report. I will fill up all relevant information and send the form to
office. Additionally, I will also make an incident report and forward a copy to the Company.
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In case of a damage where I am not able to contact ERS, I will calculate the reserved
buoyancy with the formula (freeboard x TPC). If the compartments flooded are having
displacement more than this, the vessel will sink. How much time will depend on the rate
of flooding, size of the damage, pumping capacity, etc.
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What is a collision mat? What is cement box?
Collision mat is a large square of canvas, treated with a sealing agent and attached to
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lines at each corner; hauled over a damaged part of the hull to limit the inflow of water.
The “cement box” is used to stop or minimize leaks from a valve or a pipeline. If you have
a leaking overboard valve, you can make a wooden box round it, into which you pour
cement - quick drying preferably. The weight of it stops the water coming in once it has
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dried.
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You are in Houston at anchorage and another vessel collides with you. State your
actions.
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Same actions as any other collision.

Just that we have to additionally inform Qualified individual for any potential pollution
threat.
Your vessel has suffered starboard side damage just above the water line, as a
result of collision. What will be your actions?

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x I will de-ballast as much as possible to make the ship lighter in order to bring the
hole/damage more above the water line.
x Also, I will ballast on the port side or de-ballast from the starboard side in order to list
the vessel with the intention to bring the damage area more clear off the water.
x I will additionally use collision mat, canvas, tarpaulins, etc. to prevent or minimize the
ingress of water.
What will you do if your vessel collides with another vessel in a TSS?
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If required, I will go and anchor in the inshore traffic zone or the traffic separation zone.
x I will consider going to a place of refuge and contact the MAS for assistance.
x Rest all actions will remain the same just as in case of any other collision.
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How will you determine the extent of damage in case of a collision or grounding?
x
x
x
x
x
Visually seeing over the side
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By checking the sounding of the tanks, bilges, void spaces, etc..
Checking the working of the equipment and machinery

Checking if emergency equipments, including LSA/FFA are still operational
By ordering for a survey by Classification society surveyor
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M/E & STEERING FAILURE
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You are in the English Channel and there is a black out. State your actions.
x I will not panic in such a situation and be calm and composed. I will wait for emergency
generator to restore the power.
x I will put the telegraph on stop engines and put vessel on hand steering.
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x I will use the vessel‟s momentum and emergency steering to steer away from dangers.
x I will acknowledge the various alarms that will be sounded on the Bridge.
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x I will make a securite announcement on VHF alerting all ships in the vicinity & the VTS.
x I will display the NUC signals as per COLREGS and change AIS status.
x I will send anchor party forward and anchor the vessel if drifting is unsafe due to
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presence of other vessels in close vicinity.

x I will confirm with E/R the time required to start the M/E and monitor the situation.
x I will ensure all bridge equipments are powered by emergency generator and working
normally.
x I will increase the bridge manning, if required.
x I will monitor the weather, vessel‟s position, drift and ensure safety of the vessel.
x After conditions are normal, I will speak to the Chief Engineer and ask the reasons for
the black out and prepare a message along with a near-miss report and send it to the
Company.

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x I will make relevant entries in the Deck Log / VHF log.

x I will save S-VDR / VDR data and ensure further recording.
Due to the above situation, you anchored near French waters and the French
coastguard has come to arrest you for violating UNCLOS. What will you do?
Since this was an emergency situation, for the safety of the life onboard I chose to anchor
near French waters and it is totally allowed as per UNCLOS as it is a condition of force
majeure which could also lead to a distress situation.
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UNCLOS Section 39 – Duties of ships and aircrafts during transit passage states that the
ships while exercising their rights to transit passage must refrain from any activities other
than those incident to their normal modes of continuous and expeditious transit unless
rendered necessary by “force majeure” or by distress.
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Also, as per UNCLOS definition of innocent passage, I can anchor if required for
emergency.
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In any case, I will inform the Company, Local Agent and P&I Club local correspondent.
The Company will further inform the Flag State and other concerned parties. The Flag
State will communicate with the French authorities and help me in this situation if the
above explanation does not work.
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State your actions in case of Steering Failure.
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x I will stop main engine or reduce speed depending on the situation. In congested
waters, I will stop the engines and in open waters I will reduce speed to minimum.
x I will try steering using the second steering motor. If that does not work, I will change
the telemotor system and try steering. If that does not work, I will try the NFU system. If
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that does not work either, then I will send an Officer along with a helmsman to carry out
emergency steering. I will inform the engine room as well about this.
x In congested waters, I will quickly steer away from any danger using the emergency
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steering. I will keep speed to a minimum once I have emergency steering control.
x I will display the NUC signals as required by COLREGS and change AIS status.
x I will make a securite announcement on VHF and also inform the VTS if in VTS area.
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x I will check with E/R regarding the problem and how much time it will take for normal
steering to restore.
x I will consider increasing bridge manning.
x I will keep anchor party ready forward and if required, anchor the vessel.
x Once normalcy has been restored, I will ask the Chief Engineer for the cause of the
failure and send a message to the Company with all findings along with a near-miss
report.
x I will make relevant entries in the Deck Log / VHF log.
x I will save S-VDR / VDR data and ensure further recording.

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State your actions in case of M/E failure while approaching a crowded anchorage.
x I will put the telegraph on stop engine and keep the vessel on hand steering and steer
away from dangers using the momentum of the ship.
x In case there is a risk of collision, I will not hesitate to use the anchor to just dredge on
the seabed to reduce the speed of the vessel. If required, I will let go the anchors to
prevent collision or grounding.
x I will make a securite announcement and inform all the ships in the vicinity about my
condition. I will also inform the VTS or coast station regarding the M/E failure.
x I will display the NUC signals as required by COLREGS and change AIS status.
x
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I will confirm with E/R team how long it will take to restore the M/E. depending on the
time required, I will consider turning back and drifting if possible. But if that is risky, I
will anchor the vessel and wait for the engines.
x If choosing to drift, I will manoeuvre the vessel to take wind / sea on such a side that
the drift will be away from the danger.
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x I will consider seeking assistance of tugs in case of imminent danger or if unable to
repair the M/E onboard.
x
x
x
x
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After normalcy has been restored, I will ask the C/E the reasons behind the failure and
inform the Company with a near-miss report.
I will make relevant entries in the Deck Log / VHF log.
I will save S-VDR / VDR data and ensure further recording.
I will ask C/E to order for the spares/stores as required at the next port.
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OIL SPILL / CARGO SPILL
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State your actions in case of oil spill during bunkering at US Anchorage.
x I will stop the bunkering operation immediately.

x I will sound the general emergency alarm and make an announcement on the PAS
informing the location of the spill and ask all hands to proceed to that location.
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x I will initiate measures as per SOPEP/SMPEP/VRP and ensure spill is contained within
the ship and no trace of oil falls overboard.
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x I will inform the USCG National response centre (NRC) followed by notification to
Qualified individual and COTP and ask for assistance.
x I will also inform the Company as per procedures laid down in SOPEP. Company will
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further inform Flag State, P&I club, Charterers, etc.

x I will get the scuppers and save-all plugs double-checked.
x I will use the wilden pump and transfer the spilled oil into empty drums or deck residual
tank if available.
x I will ensure full use is made of all SOPEP / SMPEP equipments such as sawdust,
shovels, brooms, oil absorbent mats / pillows, etc. to contain the spill.
x I will ensure that support team is stand-by with FFA and first aid.
x I will maintain records of all happenings.
x I will check if any oil has gone overboard and approximate quantity.

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x I will assist shore authorities to contain the spill and co-operate with authorities.
x I will send the initial and follow up reports as required by SOPEP / SMPEP / VRP.
x I will take photographs as evidence and statements of all concerned persons. I will also
save S-VDR/ VDR data and ensure further recording.
x I will resume operation only when everything is under control.
x I will ensure appropriate entries are made in the Deck Log and ORB 1.
What is tier one oil spill?
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As per Indian Coast Guard guidelines for Pollution Response facilities of Port and Oil
Handling agencies,
Tier-1 is concerned with preparedness and response to a small spill within the capabilities
of an individual facility or harbour authority. 700 tons is often cited as the upper limit of
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„tier-I‟. However, the circumstances of the spill and the surrounding environment will
determine the actual level of response.
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Tier–2 is concerned with preparedness and response to a spill that is outside the remit of
the Tier 1 response area and possibly be larger in size, where additional resources are
needed from a variety of potential sources. For a tier-2 response, assistance can come
from a number of entities within a port area or from sources outside the immediate
geographic area. Tier-2 describes a wide range potential spill scenarios and deals with
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operational spills upto 10,000 tons.
Tier-3 is concerned with a major spill requiring the mobilization of all available national
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resources and depending upon the circumstances will likely involve mobilization of
regional and international systems. It deals with the spills of more than 10,000 tons.
What is OSD? In case of an oil spill, will you use it?

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x OSD stands for Oil Spill dispersant. It is part of the SOPEP equipments that are carried
onboard. It is a chemical mixture that helps break oil into small droplets following an oil
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spill. Small droplets are easier to disperse throughout a water volume, and small
droplets may be more readily biodegraded by microbes in the water.
x Dispersant use involves a trade-off between exposing coastal life to surface oil and
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exposing aquatic life to dispersed oil. While submerging the oil with dispersant may
lessen exposure to marine life on the surface, it increases exposure for animals
dwelling underwater, who may be harmed by toxicity of both dispersed oil and
dispersant. Due to this, each State has its own policy on the use of OSD.
x As per Indian Coast Guard Policy, when physical methods or mechanical deployment
of recovery equipment are not safe and practical then, approved OSD with prior
permission of Indian Coast Guard shall be used at the earliest. Permission will not be
given for use of OSD in sensitive areas, shallow waters, protected bays and inlets.

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Thus, if I feel that OSD is required to be used, I will seek permission from the Local
Authority in writing and only then allow the use of OSD.
There is oil spill on deck leading to fire. The foam monitor does not cover the area
due to some obstruction. What will you do?
I will use the portable foam applicators (minimum 04 nos as required by FSS Code
Chapter 14) to extinguish the fire when foam monitor cannot cover the area due to some
obstruction.
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[The number and disposition of foam main outlets shall be such that foam from at least
two applicators can be directed on to any part of the cargo tanks deck area. Applicators
shall be provided to ensure flexibility of action during fire-fighting operations and to cover
areas screened from the monitors]
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Pump room bilge alarm is activated during cargo operations. State your actions.
x
x
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I will stop the cargo pumps immediately and inform the Terminal.
I will transfer the contents of the bilges to the slop tank or any dedicated residual tank
using the pump room bilge pump. This is started from the CCR.
x I will also get an alarm in CCR when the concentration of hydrocarbon gases is more
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than 10% LEL. I will continue to ventilate the cargo pump room and continuously
monitor the gas concentration.
x If atmosphere inside the pump room is safe for entry, I will send a team for inspection
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following all the safety precautions as required for pump room entry.
x If entry becomes essential before a safe atmosphere is established, I will send a team
wearing full personal protective equipment.
x I will drain / strip all lines and pumps in the slop tank before any repairs can be
effected. If repairs cannot be carried out safely, I will discharge using the other pumps
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and repair this pump later on.

x After the necessary arrangements / repairs, I will start the discharging at slow rate.
x I will inform the Terminal, Company, charterers and all concerned parties.
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Pump room COP mechanical seal leak causes flooding of oil in the pump room. Oil
is also leaking in the E/R from the shaft seal. State your actions onboard as a
Master of Indian ship.
x I will immediately stop all cargo operations and inform the Terminal.
x I will transfer the oil from the pump room bilges to a slop tank using the Bilge pump. Oil
from the engine room bilges will be transferred to a waste oil tank for later transfer to
the slop tank.
x I will ventilate the pump room and monitor the gas concentrations.

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x I will strip the lines and pumps as well for safety of the persons entering the pump
room.
x I will ensure all safety precautions are followed when entering pump room.
x If conditions are not safe and entry is required, persons will enter wearing a SCBA.
x The defective pump will be isolated and after a proper risk assessment, cargo
operations will be resumed with the remaining pumps.
x Meanwhile, I will get the pump room shaft seal renewed immediately.
x I will get the oil from the waste oil tank transferred to the slop tank.
x I will inform the Local Agent, Company, Charterers, etc.
x After the entire cargo operations and when pump room is safe for entry and repairs, I
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will get the gland packing renewed of the concerned pump.
There is a cargo spill at manifold on a chemical tanker. What will be your actions?
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x I will stop all cargo operations, close manifold valve and all associated valves and
inform the terminal.
x
x
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I will raise an alarm and make an announcement on PAS.
I will instruct everyone to carry out clean up operations depending on the hazards of
the chemical. For example, if it is toxic cargo, only those wearing a gas tight suit with
SCBA will carry out the clean-up operation. All spilled liquid will be transferred to the
designated spill tanks using the Wilden pumps.
x
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I will report to Company as per procedures laid down in SMPEP.
x I will get the scuppers, manifold drip trays and save all trays doubled checked to
ensure they are tightly plugged.
x I will seek the assistance of shore clean-up team.
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x I will ensure FFA is in the state of readiness.

x I will ascertain the quantity of cargo that is spilled overboard, if any. All efforts will be
made to prevent any cargo going overboard.
x I will identify the reason for the spill and make an incident report and submit it to the
Company.
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x I will get all the doors to be double checked to ensure they are close. I will totally ban
smoking even in designated smoking areas till normalcy is restored.
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x I will ensure relevant entries are made in the Deck Log / Port Log and CRB.
x Once after careful risk assessment, I will resume the cargo operations.
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Your vessel is loading oil cargo in USA, you are on deck and suddenly there's an oil
spill. State your actions.
x I will immediately activate the emergency stop and stop all loading operations. I will get
all manifold valves and associated tank valves closed.
x I will instruct the persons on duty to commence clean up operations, double check the
scupper plugs and transfer spilled oil in drums or slop tanks using wilden pump.

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x I will inform the Duty officer to drain the contents to the slop tank using the Dump valve
provided.
x I will go on the Bridge and activate the General Emergency Alarm and announce on
PAS to gather everyone for the clean-up operation.
x I will report to the Company as per SOPEP and VRP. I will inform the USCG NRC and
QI and the COTP. (contact details already in port contact list)
x I will ensure no oil spills overboard. If it does, I will ascertain the quantity.
x I will ensure that support team is stand-by with FFA and first aid.
x I will maintain records of all happenings. I will take photographs as evidence and
statements of all concerned persons. I will also save S-VDR/ VDR data and ensure
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further recording.
x I will assist shore authorities to contain the spill and co-operate with authorities.
x I will send the initial and follow up reports as required by SOPEP / VRP.
x I will resume operation only when everything is under control.
x I will ensure appropriate entries are made in the Deck Log and ORB 2.
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MEDICAL EMERGENCY
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You have COVID patient onboard. What will you do?
x I will follow the latest SOP (Standard Operating Procedure) given by the Company or
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Flag State in dealing with COVID patients onboard.
x I will isolate the concerned person in the hospital and ask all other crew members to
take adequate precautions.
x I will inform the Company and take their advise in dealing with the situation. The
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company will further inform the Next of Kin, P&I, Flag State, etc.
x I will also inform the CIRM regarding the situation.
x I will get the entire accommodation sanitized in order to prevent the spread of the virus.
x I will consider heading to place of refuge for off-landing the patient or if that is not
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possible, I will keep him under quarantine taking all safety measures.
x I will provide him food in disposable plates and spoons. I will ensure all garbage from
the hospital is incinerator safely and only one person wearing full body protective suit,
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gloves, masks, face shield, etc. will attend to the patient.

x I will talk to the patient on the phone assuring him that he will be fine and we are
treating him for the virus.
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x I will keep the Company and CIRM informed regarding the situation.
x I will continuously monitor the temperature of all other crew members and see if
anyone is developing any symptoms.
x I will inform the Local Agent before arriving the next port for necessary action /
inspection by the Health authorities. I will accordingly fill up the Maritime Declaration of
Health.

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Explain the entire procedure for helicopter evacuation of an injured crew member.
Helicopter evacuation of an injured crew member as per IAMSAR Volume 3 is as follows:
x If medical evacuations are being considered using helicopters, special considerations

must be given to the inherent dangers of such operations to both the person needing
assistance and to the rescue personnel.
x When medical assistance is required, following information should be sent to the RCC.
1. Name, call sign, position of the vessel,
2. Port of destination, ETA, course and speed
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3. Patient's name, age, gender, nationality, and language
4. Patient's respiration, pulse rate, temperature, and blood pressure
5. Location of pain, nature of illness/injury, apparent cause & related history
6. Symptoms and all the medications given
7. Ability of patient to eat, drink, walk or be moved.
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8. Whether the vessel has a medicine chest, and whether a physician or other
medically trained person is aboard
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9. Whether a suitable clear area is available for helicopter winch operations or landing
10. Name, address and phone number of vessel's agent
11. Communications and homing signal available
12. Any other relevant information.
x The final decision about whether it is safe to conduct an evacuation remains ultimately
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with the person in command of the rescue facility conducting the evacuation.
x A suitable rendezvous position must be decided as soon as possible if the vessel is
beyond helicopter range and has to divert.
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x The Master must immediately inform the rescue team of any changes in the condition
of the patient. The patient must be prepared before the helicopter arrives and be
moved as close to the helicopter pick up area as the patient‟s condition permits.
x Ensure that the patient is tagged to show details of any medication, which has been
administered. The patient's seaman's papers, passport, medical record, and other
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necessary documents should be kept ready in a package to be transferred with the

patient.
x Ensure that deck crew is prepared as necessary to move the patient to the special
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stretcher (lowered by the helicopter) as quickly as possible. The patient should be

strapped in the stretcher face-up, in a lifejacket if conditions permit.
x
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If there is no landing facility available on the distressed vessel, the evacuation will be
effected through a winching operation. The winching area is usually marked on the
deck. Where and how to conduct the operation will be at the pilot‟s discretion.
x All the necessary safety checks must be carried out by a responsible officer as per the
Helicopter Operation Checklist. Loose objects, standing or running gear must be
secured. Communication between deck and bridge must be checked. Fire fighting
appliances must be in readiness. Adequate number of persons must form the deck
party and they must be properly briefed. All persons must wear adequate PPE. Radars
may be put on stand-by just before the helicopter arrives. For tankers, all tanks
openings must be secured and tank pressures slightly positive.

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x The deck party must remain stationary and allow the helicopter to move to them. Either
a winch-man with an additional strop may be lowered or only a strop may be lowered.
x The patient should put the strop under their arms and after indicating readiness, should
hold both arms against the side of the body. If condition of the patient does not allow
this, a stretcher may be lowered along with a winch man. Ships stretched may not be
used. The casualty is either strapped into the stretcher lowered or the casualty & ship‟s
stretcher together may be attached to the helicopters stretcher and lifted up.
x If there are obstructions, helicopter pilot may resort to highline technique. This is done
when winch-man cannot be lowered to the vessel. In such a case, a rope extension of
the winch wire is lowered to a ship‟s crew on the vessel. This rope should be coiled on
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the deck but never be made fast. The rope will be paid out till the strop comes to hand.
x An earthing wire or winch hook should be allowed to touch the deck before handling
the wire lowered by the helicopter. This is to disperse static electricity.
x The casualty will be secured in the strop and when ready, the helicopter will ascent
and hoist the winch wire. When this happens, the extension rope should be taut until its
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end is reached. It should be cast clear of the ship when no more evacuations are
needed. For many casualties, two strops may be lowered for faster operation.
x
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In port, one crew member gets hospitalized. State your actions as a Master.
I will co-ordinate with the Local Agent and ascertain the condition of the crew member.
x I will inform the Company and keep them updated.
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x If the hospitalized member cannot return back to the ship before departure, I will ask
the Company to obtain a dispensation letter from the Flag State and arrange for his
replacement at the next port.
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x I will prepare his documents, personnel effects and balance of wages, etc. to be
delivered to the Local Agent to be transferred to him at the hospital. I will complete all
the sign off formalities and inform the Company.
x I will make relevant entries in the Official Log Book and medical log.
x I will contact the Crew member and inform him about the arrangements made for his
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treatment / medication and who will pay for the same. I will share with him the contact
details of the person in charge at the Office who will co-ordinate everything including
his repatriation.
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One of your crew members suffers severe injury while greasing the windlass. State
your actions.
x I will provide him first aid immediately.

x I will inform the CIRM / company medical doctor and the Company.
x I will consider heading to a port of refuge in consultation with the Company in case of
very severe injury.
x If above is not possible, I will provide medical treatment onboard. I will send the crew
member to a doctor on arriving at the next port.
x I will make appropriate entries in the Medical log book and official log book.

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x I will make an incident report and forward it to the Company.

x I will carry out investigation onboard to identify the root cause and other probable
causes leading to the incident. I will conduct a safety meeting with all the crew
members informing them of the circumstances of the incident and how to avoid injuries
in future. I will forward all my findings and statements of the persons involved to the
Company for their reference.
x I will ask the Company to send his reliever at the next port and arrange for the
repatriation of the crew member after his visit to the doctor.
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One of your crew members suffers from a heart attack and dies onboard. State your
actions.
x I will not declare the person dead by myself. I will contact the CIRM (The International
Radio Medical Centre) and brief them about the condition of the crew member. The
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C.I.R.M. may ask further questions and ask to monitor certain parameters and update
them further. Once the parameters are monitored and reported to the CIRM, the CIRM
will declare the person dead. I will then make an entry in the OLB regarding the death.
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x I will inform the Company and the Company in turn will inform the Next of kin of the
crew member, P&I Club, Flag State, consulate of the Flag State, etc.
x I will click photographs as evidence and record statements of all the crew members.
x I will make all the entries regarding the actions taken by the vessel, including the
communication with CIRM in the radio log and medical log.
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x I will transfer the deceased in a Body Bag and preserve his body in the Reefer Room
as per the advice of the CIRM and Ship Captain‟s Medical guide. I will further inform
the Local agent at the next port of call so that necessary arrangements can be made.
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x If in port, I will inform the Local agent who will in turn inform the Doctor, Police, etc. I
will also inform the Local P&I Club correspondent
x I will record all personal effects of the deceased and get it packed in the presence of 2
officers. I will deliver this to the agent along with balance of his wages, to be sent to the
Company together with a copy of the inventory list for forwarding to the next-of-kin. I
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will make the relevant entries in the OLB and take a receipt from the Local Agent.
(This procedure may differ depending on regulations of the Flag State or the port of
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arrival)
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MOB & IAMSAR

State your actions in sequence of priority in case of a Man overboard.
x Put vessel on hand steering and put wheel hard over on the side of the casualty.
x Release MOB lifebuoy and marker.
x Mark position of the MOB on GPS or ECDIS
x Sound three long blasts on the ship‟s whistle and make announcement on PAS.
x Commence Single Turn and get M/E ready for immediate maneuvering.

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x Post lookouts.
x Send urgency/distress message on VHF and make announcement stating the position
of the MOB. Additionally, hoist Flag „O‟.
x Get survival crafts / rescue boats / ladders / nets, etc. ready for recovery of the person.
x Carry out the rescue and give first aid to the casualty rescued.
x Make appropriate entries in the Deck Log and save VDR data.
x Make an incident report as required by the SMS.
x Cancel the urgency/distress alert.
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C/O reports to you that there is no response from the Cadet even after knocking his
door for 10 mins. State your actions.
x I will use the Master key and enter his cabin along with Chief Officer and one more
member of the crew. If the cadet is sleeping or intoxicated, I will obtain a statement
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from him regarding the situation. I will inform the Company if I have found him
intoxicated or under the influence of drugs.
x
x
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If the cadet is missing from his cabin, I will make an announcement on the PAS and
ask him to report to the Bridge. I will inquire from other crew members who may have
last seen him. Meanwhile, I will also order for an immediate search of the whole vessel
in order to search for the cadet.
If the cadet does not come to the Bridge within 5 minutes of making the
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announcement, I will sound the MOB signal (3 long blasts) and carry out the
Williamson turn and go on reciprocal course to carry out MOB search.
x If the cadet is not found onboard, I will send out a distress message and make
announcement on VHF Ch.16 and also inform the nearest coast station and RCC.
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x I will post extra lookouts to search for the cadet who may have fallen overboard.
x I will inform the Company, who will in turn inform the Next of Kin, charterers, Flag State
and all other concerned parties.
x I will carry out the search along with other SAR facilities until the cadet is found or until
it is decided that further search is of no use. I will conclude the search only after
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consultation with the SMC.

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When you call off the search for MOB, what will you do to safe guard yourself from
man slaughter charges by the next of kin?
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As per IAMSAR Manual Volume III, the OSC should continue the search until all
reasonable hope of rescuing survivors has been lost. The OSC may need to decide
whether to terminate an unsuccessful search, in consultation with the RCC when
practicable. For this determination, factors to consider include the following:
1. Probability that survivors were in the search area
2. Probability of detection of the search object, if it were in the areas searched
3. Probability that survivors might still be alive.
4. Time remaining that search facilities can remain on-scene

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The IAMSAR Manual Volume III also gives a graph of time a person can survive in water
against the temperature of the water. This can be referred to as a guide to estimate how
long a person fallen in water can survive.
If I am the OSC, I will terminate the search only after consultation with the RCC and other
assisting craft and land-based authorities. I will record all the communication in the Radio
Log to safe guard myself from man slaughter charges. I will then terminate the search and
advise assisting craft to proceed on passage. I will inform the land-based authority and
send a message to all ships in the area asking them to continue to keep a look-out.
If I am not the OSC and just a SAR facility assisting in the SAR, I will comply with the
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instructions of the OSC once it has decided to terminate the search and make relevant
entries in the Radio Log to safeguard myself from any charges of manslaughter.
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You are on a tanker and your assistance is required to help 100 people in water near
an offshore rig. How will you go about it?
x
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I will proceed close to the rig keeping safety of my vessel in mind. I will stop the ship to
windward creating a lee and allow the survivors to climb using safety nets and ladders.
If going too close to the rig presents a danger to own ship, I will maintain sufficient
distance from the rig and launch my rescue boat to rescue the survivors in water.
x I will carry extra lifebuoys and lifejackets in case if any survivors are without one.
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x I will keep the Coastal authorities informed and seek for assistance from the SAR
authorities.
x I will also make securite announcement in order to attract attention of other ships that
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can come and make the rescue process faster.

x I will inform the Company, charterers and all concerned parties.
x To make the rescue faster, if the survivors are all wearing a lifejacket, I will pass on a
gant line which will be held by the survivors and I will tow the survivors to the ship side
from where they can use the embarkation ladder to board the ship.
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If you receive a confirmed distress message, in what cases will you not go for
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rescue?
x
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In case where the ship is distress has already requisitioned one or more ships and they
have acknowledged the requisition and are proceeding for rescue.
x In case own ship has been informed by the persons in distress or by the master of any
ship that has reached the persons in distress that assistance is no longer required.
x In cases where I am unable or consider it unreasonable or unnecessary to do so
x In case there is a danger to my own ship or my crew.
x In case I am not in a position to be able to provide assistance

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In case of a distress at sea, your charterer is saying maintaining your ETA is

important and cannot deviate for rescue. What will you do?
I will use my overriding authority and proceed for the rescue as required by SOLAS V/33.
I will inform the Charterer regarding SOLAS Chapter V / 34-1 (Master‟s discretion).
It states, “The owner, the charterer, the company operating the ship, or any other person
shall not prevent or restrict the master of the ship from taking or executing any decision
which, in the master's professional judgement, is necessary for safety of life at sea and
protection of the marine environment.
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I will also emphasize that the C/P allows deviation for the purpose of rescue of persons in
distress at sea.
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What is IAMSAR and its volumes? Which volume will you carry onboard and as per
what regulation? What are the contents of that volume?
SO
International Aeronautical And Maritime Search And Rescue (IAMSAR) Manual is a
manual that provide guidelines for a common aviation and maritime approach to
organizing and providing SAR services. It replaces the former Merchant Ship Search and
Rescue (MERSAR) and also the International Maritime Organization Search and Rescue
(IMOSAR) Manual. It was first published in 1998 and is divided into three volumes. The
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primary purpose of IAMSAR is to assist member States in meeting their own search and
rescue (SAR) needs. Each volume of the IAMSAR manual is written with specific SAR
system duties in mind, and can be used as a stand-alone document, or, in conjunction
with the other two volumes, as a means to attain a full view of the SAR system.
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Volumes of IAMSAR Manuals:
1. Volume 1 – Organisation and management volume: It discusses the global SAR

system concept, establishment and improvement of national and regional SAR
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systems and co-operation with the neighboring states to provide effective and
economical SAR services.
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2. Volume 2 – Mission co-ordination volume: It assists personnel who plan and co-
ordinate SAR operations and exercises.
3. Volume 3 – Mobile Facilities: This volume is intended to be carried aboard rescue
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units, aircrafts and vessels to help in performance of search and rescue activities
and on-scene coordinator function and with aspects of SAR that pertains to their
own emergencies.
An up-to-date copy of the Volume III of the IAMSAR Manual is mandatory for carriage
onboard all vessels as per SOLAS V/21.

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Contents of Volume III:
1. An overview of SAR concept.

2. Abbreviation, acronyms and glossary.
3. Responsibilities and rendering assistance.
4. On-scene co-ordination.
5. On-board emergencies.
6. Search patterns for both aircraft and ships and advice on preparation.
7. Signals for responding to distress scenarios
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What are the amendments to IAMSAR?
Amendments to the IAMSAR Manual are prepared by the ICAO/IMO Joint Working Group
on Harmonization of Aeronautical and Maritime Search and Rescue and being endorsed
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by the Sub-Committee on Navigation, Communications and Search and Rescue (NCSR),
and finally adopted at three-year intervals, in principle, by the Maritime Safety Committee,
along with the adoption process in place at the ICAO (International Civil Aviation
Organization).
SO
Latest amendments to IAMSAR Volume I, II and III were adopted by IMO Circular
MSC.1/Circ.1594 and were in force from 1st July 2019.
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x A section for visual distress signals is added.
x Loren turn procedure is added to the MOB manoeuvers.
x Section numbers are added to the manual for better referencing
x
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Various other changes in the procedures and phrases / wordings.
Describe the IAMSAR Search patterns in details with diagrams.

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Expanding Square Search:
x It is the most effective search pattern when the

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location of the search object is known

within relatively close limits. The commence
search point is always the datum position.
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x It is often appropriate for vessels or small

boats to use this pattern when searching for
persons in the water or other search objects
with little or no leeway.
x Due to the small area involved, this procedure
must not be used simultaneously by multiple
aircraft at similar altitudes or by multiple
vessels.

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x Accurate navigation is required; the first leg is usually oriented directly into the wind to
minimize navigational errors. All course alterations are of 900.
x First two legs will be of same length which will depend upon the visibility and the height
of eye of the lookouts and the swell and sea height. All subsequent pair of legs will be
of similar length more than the previous pair thus forming an expanding square as
shown in the diagram. This will continue till the entire search area is fully searched.
Sector Search:
x It is most effective when the
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position of the search object is
accurately known and the search
area is small. It is used to search
a circular area centered on a
datum point.
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x Due to the small area involved,
this procedure must not be used
simultaneously by multiple aircraft
at similar altitudes or by multiple
vessels. An aircraft and a vessel
may be used together to perform
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independent sector searches of the same area.
x Commence point of the search is where the ship or aircraft enters the area to be
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searched. A suitable marker may be dropped at the datum position and used as a
reference point.
x For aircraft, the search pattern radius is usually between 5-20 NM. For vessels, the
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search pattern radius is usually between 2-5 NM. Each turn is 1200, normally turned to
starboard.
Parallel Track Search:

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x It is used to search a large area when survivor location is uncertain.

x It is most effective over water or flat terrain.
x It is usually used when a large search area must be divided into sub-areas for
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assignment to individual search facilities on-scene at the same time.

x The commence search
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point is in one corner of the

sub-area, one-half track
space inside the rectangle
from each of the two sides
forming the corner.
x Search legs are parallel to
each other and to the long
sides of the sub-area.
x Multiple vessels may be
used as shown.

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Co-ordinated Vessel-Aircraft Search Pattern:

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x Creeping line search, coordinated (CSC) is often used. The aircraft does most of the
searching, while the ship steams along a course at a speed as directed by the OSC so
that the aircraft can use it as a navigational checkpoint.
x The aircraft, as it passes over the ship, can easily make corrections to stay on the track
of its search pattern. This search gives a higher probability of detection than can
normally be attained by an aircraft searching alone.
x Ships speed will depend upon the speed of the aircraft and the size of the area to be
searched. The speed of the ship is determined by the following formula:

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Vs = (S x Va) / (L + S)
where Vs is the speed of the ship in knots, S is the track spacing in NM, Va is the
aircraft's true air speed in knots, and L is the length of the aircraft's search leg in NM.
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Track line search:
SO
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x It is normally used when an aircraft or vessel has disappeared without a trace along a
known route. It is often used as initial search effort due to ease of planning and
implementation. It consists of a rapid and reasonably thorough search along intended
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route of the distressed craft.

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x The search may be along one side of the track line and return in the opposite direction
on the other side (TSR) or the search may be along the intended track and once on
each side, and then search facility continues on its way and does not return (TSN).
x Aircraft are frequently used for this search due to their high speed.
Which search pattern will you use when you know the exact position of datum?
I will use the Sector Search. Expanding square search can also be used.
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What is track space? How will you calculate the track space?
Most search patterns consist of parallel tracks or sweeps covering a rectangular area.
The distance between adjacent tracks is called the track spacing.
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Recommended uncorrected track spacings for merchant vessels (Su) are provided in a
table in the IAMSAR Manual Volume III. Another table gives the correction factors based
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on weather conditions and search object.
Multiplying the uncorrected track spacing (Su) by the appropriate weather correction factor
(fw) produces the recommended track spacing (S).
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S = Su x fw
Changes in weather, number of assisting craft, etc., may occur, making it prudent to
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alter the track spacing. The SMC must ensure that all searching ships and aircraft
maintain safe separations from one another and accurately follow their assigned search
patterns.
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When will you decide to abandon the search? Where is it written?
I will refer to IAMSAR Manual Volume III which gives details on abandoning the search in
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the paragraph „Search Unsuccessful‟. Following information is provided:
x The OSC should continue the search until all reasonable hope of rescuing survivors
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has passed.
x The OSC may need to decide whether to terminate an unsuccessful search. This
should be discussed with a RCC whenever practicable. For this determination, factors
to consider include the following:
1. probability that survivors were in the search area
2. probability of detection of the search object, if it were in the areas searched
3. time remaining that search facilities can remain on-scene
4. probability that survivors might still be alive.

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x The OSC, after consultation with other assisting craft and land-based authorities /
RCC, should take the following action:
1. terminate active search and inform the RCC
2. advise assisting craft to proceed on passage
3. send a message to all ships in the area asking them to continue to keep a look-out.
There is a diagram given which shows realistic survival times for people believed to be in
water at various temperatures. If there is a possibility that survivors may have survival
equipment or have been able to get out of the water, search times should be extended.
This is only an indication as there is no formula to determine exactly how long someone
will survive or how long a search should continue. In water temperatures above 20°C,
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search times exceeding 24 hours should be considered.
It is also mentioned in the SAR Convention, 1979, “The responsible RCC or rescue sub-
centre concerned shall normally decide when to discontinue SAR operations. If no such
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centre is involved in co-ordinating the operations, the OSC may take this decision.”
you use in case of fog?
1. Williamson turn:
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Describe the various MOB turns as per IAMSAR with diagrams. Which one would
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It is a simple turn that is used to make good original track line and
is useful in reduced visibility. However, it takes the ship farther
away from the scene of the incident and is a comparatively slower
procedure.
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a) Rudder hard over (in an "immediate action" situation, only to

the side of the casualty).
b) After deviation from the original course by 60°, rudder hard over
to the opposite side.
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c) When heading 20° short of opposite course, rudder to midship

position and ship to be turned to opposite course.
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2. Single Turn / Anderson Turn (2700) Manoeuver :

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It is the fastest recovery method and good for ships with tight turning
characteristics. It is advantageous in an immediate action situation
as it will take the ship back to the scene of casualty most quickly. It is
used most by ships with considerable power. It is very difficult for a
single-screw vessel. Also, it is difficult because approach to person is
not straight.
a) Rudder hard over (in an "immediate action" situation, only to the
side of the casualty).
b) After deviation from the original course by 250°, rudder to midship
position and stopping manoeuvre to be initiated.

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3. Scharnov Turn:
It will take vessel back into her wake. In this turn, less distance is
covered, thus saving time. It cannot be carried out effectively
unless the time elapsed between occurrence of the incident and
the commencement of the manoeuvre is known. It must not be
used in an "immediate action" situation.
a) Rudder hard over.

b) After deviation from the original course by 240°, rudder hard
over to the opposite side.
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c) When heading 20° short of opposite course, rudder to
midship position so that ship will turn to opposite course.
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4. Loren Turn:
It facilitates launch and recovery of a

rescue boat as circling calms the sea by
interfering with wave patterns. It also
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facilitates rescue work by other craft. The
more turbulence created by the ship, the
better. Additional ships circling to
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windward will calm the sea further.
a) Head into the wind at full speed.

b) Begin the circle and reduce to slow
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when the wind is abeam.

c) When the wind crosses the stern to the
opposite quarter, increase to half
speed.
d) Continue circling as long as calmer
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water is needed.
e) Slow down, or stop, to launch and
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recover rescue boat on the leeward

side, inside the circle.
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You have rescue 20 persons at sea. What will be your next step? Is it allowed for
you to carry them to the next port exceeding your lifeboat capacity?

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As per IAMSAR Manual Volume III, I will do the following:
x I will ensure that all survivors are accounted for.

x I will question the survivors concerning:
a) the ship or aircraft in distress, number of persons on board
b) whether other survivors or survival craft have been seen
x I will relay this information promptly to the OSC (or SMC if I am the OSC).
x When all persons in distress have been accounted for, the OSC should inform all
search facilities that the search has been terminated.
x The OSC should inform the SMC of the conclusion of the search and give the following
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details
a) names and destinations of ships with survivors, and identities and numbers of
survivors in each
b) physical condition of survivors
c) whether medical aid is needed
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d) the state of the distressed craft and whether it is a hazard to navigation.
x
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I will inform my Company and RCC and in consultation with the Company arrange for
the survivors to be off-landed at the next port of arrival or any port suitable on the way.
I will check if vessel has sufficient provision, water, etc. for the length of the voyage. If
not, I will deviate to the nearest place of refuge for off-landing the survivors.
Lifeboat capacity can be exceeded since this is an exceptional case and we have
rescued persons at sea. However, Flag State dispensation must be obtained to
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continue further on the voyage for smooth arrival at the next port of call.
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You have gone for a SAR operation and are out of fuel now. What will you do?
I will inform the Company and charterers and most probably require to be towed to a port
where bunkering can be carried out. Before engaging in any SAR operation, I will check if I
have sufficient resources (fuel, water, etc) in order to spend time carrying out SAR
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activities. If during SAR operation the weather deteriorates and I am out of fuel, I am
putting all the lives onboard at risk. I will never make such a badly calculated move.
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For SAR can you enter a load line zone for which you do not comply?
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Yes, since it is an exceptional situation Article 7 of the Load Line Convention allows me to
enter a load line zone for which I do not comply.
Article 7 (Force majeure) states that: In applying the provisions of the present Convention,
the Contracting Governments shall give due consideration to any deviation or delay
caused to any ship owing to stress of weather or any other cause of force majeure.

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Can you use your lifeboat or rescue boat for SAR purposes?
Lifeboat or rescue boat cannot be used to carry out the search. It can only be used to
carry out the rescue i.e. to pick up the survivors once sighted and bring them onboard.
What will you transmit on VHF in case of MOB?
x If the MOB is sighted immediately and own vessel can easily turn around and carry out
the rescue, I will transmit a securite message to inform all the vessels in the vicinity of
my actions.
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x If I feel that assistance of coast station or other vessels is required, in case the man
went overboard considerable time before taking action, I will transmit a „urgency‟ or
„distress‟ message.
x Using urgency or distress will depend on the situation. If in my professional judgment I
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feel that I do not require many vessels to come and create confusion, I will prefer using
„Urgency‟ and leave the distress priority for someone who may be in more danger. I
can update my urgency call to distress in case the search area is bigger than expected
x SO
and I am unable to locate the person in the water.
Using Distress signal first may cause many vessels to come for rescue and it may
cause confusion and also one of those vessels may run over the person as well. So
MAYDAY may not be the best call.
x This is just MY understanding. However, I will use my judgment and evaluate the
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situation and take a call. If urgency signal will give me the same results, I can stick to
that and later upgrade it to distress signal if required.
x There is no clear-cut choice between MAYDAY, PAN PAN or even SECURITE for Man
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Overboard. If there was a clear-cut choice, the regulators would have prescribed it.
When your ship is involved in SAR operations, who pays for the additional cost of
fuel, etc?
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P&I club will pay for all the additional cost as per the Club rules.
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Your vessel is ordered to go to a port which is out of SAR facilities. What will you
do?
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All coastal states are required to have SAR facilities as per Article 98 of UNCLOS.
However, I will inform the Company regarding this and ask them their advice. If the
location is within the International Navigational Limits as set in the H&M policy there is no
problem in calling such a port. However, the Company will consult with the H&M
underwriters and the P&I Club before proceeding to such a port.

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You get a distress call from 300nm away. You are not able to establish any sort of
communication. Will you proceed? On reaching the distress position, nothing is
sighted. What will you do?
Yes, I will proceed. It could be possible that the persons in distress have abandoned the
vessel after sending the distress alert and are no longer able to communicate.
If nothing is sighted, I will contact the RCC and inform them of the situation. I will continue
on my voyage and make relevant entries in the Radio Log book.
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What is the regulation on procedures for recovery of persons?
x SOLAS III / 17-1 (Recovery of persons from the water) requires all ships to have ship-
specific plans and procedures for the recovery of persons from the water, taking into
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account IMO guidelines given in MSC.1/Circ.1447.
x The plans and procedures shall identify the equipment intended to be used for
recovery purposes and measures to be taken to minimize the risk to shipboard
x SO
personnel involved in recovery operations.
Ships constructed before 1st July 2014 shall comply with this requirement by the first
periodical or renewal safety equipment survey of the ship to be carried out after 1st
July 2014, whichever comes first.
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Describe the turn you will execute in a MOB situation in a TSS.
x I will execute a double turn. The double

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turn is the most appropriate turn when the

man is visible in the water or the MOB
marker remains clearly visible. It is used
only in an immediate action situation
where the rudder is put hard over on the
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side of the casualty. The ship is then

steadied on the reverse course.
x When the man or the marker is 300 abaft
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the beam, the wheel is put hard over once

again and the ship is brought back on the
original course.
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x Speed must be reduced further and the ship brought to windward of the man to provide
a lee for the rescue boat. It must be made sure that the ship has lost all headway when
the man is well forward of the propeller.
How will you carry out rescue of persons at sea? Also, how will you rescue
distressed craft in bad weather?

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Rescue of persons in different situations:
In calm sea- survivors on board a ship: It can be done by rescue ship going alongside the
vessel in distress and effecting a rescue. Care to be taken to ensure that during the
operation, damage due to contact is minimized. Fenders should be used. Since the sea is
calm and wind does not exceed force 5, a rescue can be affected by the use of a rescue
boat as well.
In rough weather, distress ship on fire, survivors on board the ship: The distressed ship
must be approached on her windward side creating a lee. Then a line should be passed
using LTA. A messenger line and then a heaving line should replace the small LTA line.
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The rescue will be effected using a life raft of the distressed ship. In case the distressed
ship‟s life raft becomes unusable, the rescuing ships life raft should be inflated and sent to
the distressed ship using a heaving line. Survivors should be transferred into the life raft
and then brought alongside the rescuing ship to effect a rescue.
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Survivors in Life Rafts – Fair weather: Stop the ship with the lift rafts to windward and
allow them to drift and come alongside. Care should be taken when own ship is rolling.
Rescue should be effected rapidly.
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Survivors in Life Rafts – Moderate to Rough weather: Approach the raft with the wind on
one quarter of the rescuing ship and the life raft on the opposite bow. In this case, a lee
will be available for rescue and if the rafts drift away due to the wind, the rescuing ship can
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easily catch up using her engine and steering and then straighten up to get the rafts on the
bow.
Survivors in Life Rafts – In poor physical condition: One option is to lift the raft out of the
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water using the rescuing ship‟s cargo gear. Rafts that are davit launched can be lifted out
of the water easily by attaching the hook to their lifting attachment. If the raft is not a davit
launched one, a net can be passed underneath the raft to lift it. To prevent collapse of the
raft, spreaders must be inserted in the net before passing it below the raft. Wooden boards
lashed to the net can also be used. Atleast two crew members of the rescuing ship will
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have to enter the water to get the net below the life raft. These crew members must wear
adequate buoyancy material and must advise the survivors to sit at the sides of the
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raft and ensure all buoyancy chambers are fully inflated. If none of the above can be done,
final option is to use a rescue boat.
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Survivors in a Life boat: The lifeboat must be approached on her windward side creating a
lee. The lifeboat must be brought alongside and rescue must be effected. It is advised to
keep the wind on the bow, instead of stopping the ship with the wind on the beam. This
will have an advantage as rolling of own ship will be reduced.
Survivors in Water: Stop the ship to windward creating a lee. Allow the survivors to climb
using safety nets and ladders or launch a rescue boat to effect a rescue. If survivors are in
poor condition, crew members of the rescuing ship may have to enter the water to carry
out the rescue.

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Rescuing distressed craft in bad weather:
I will approach the distressed craft with the wind on one quarter and the distressed craft on
the opposite bow. In this case, a lee will be available for rescue and if the rafts drift away
due to the wind, I can easily catch up using my engine and steering and then straighten up
to get the craft on the bow. I will use a LTA and pass a messenger line and pull the craft
using the winches. Alternatively, if I am going to use my rescue boat, I will keep the wind
on the bow opposite to the rescue boat. I will create a lee for the rescue boat and launch it
in order to effect a rescue. While recovering the rescue boat, I will use the heavy weather
recovery strops and the hanging off pendants to recover the boat safely.
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Explain the procedure to lower and pick up the rescue boat in bad weather.
Lowering rescue boat in bad weather:
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x Ensure all boat crew are wearing lifejackets, helmets, and other safety gear.
x Create a good lee for the rescue boat by keeping the wind on the opposite bow.
x Rig fenders, mattresses or mooring ropes to prevent the boat from being staved during
an adverse roll.
SO
x Keep clear of the vessel using the boat hooks.
x Lower the boat in the trough of a wave, not the crest.
x Use the on-load release gear and disengage the hooks.
x Keep the engine running before the release of the hooks and as soon as the rescue
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boat is underway, put hard over on the other side and clear the ship.
x Cast off the painter soon once clear.
x Once unhooked, the blocks should be taken up to avoid injuring the crews in the
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rescue boat.
x Another team can prepare embarkation ladder, safety nets, etc. and keep it stand-by.
Picking up rescue boat in bad weather:

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SOLAS III / 17 requires foul weather recovery strops to be provided for safety if heavy fall
blocks constitute a danger. Following is the procedure of recovery of the rescue boat in
bad weather:
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x Manoeuvre the boat under the falls. Recovery strops will be already in place and will
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hang down from the main suspension links. Connect the recovery strop to the boat
suspension gear and signal the deck operator to hoist. (See pic.1)
x The Deck operator will release hanging off pendants attached to the davit arms so that
they hang freely. Rescue boat will 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.
(See pic.2 & 3)
x Once the hanging-off pendants are connected, the Deck operator will 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. The recovery strops will now become slack. (see
pic.4)

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x Disengage recovery strops from the rescue boat lifting hooks. The deck operator will
pay out the falls until it is possible to re-engage main suspension link.
x Once the main suspension link is engaged, hoist the rescue boat slowly till the
hanging-off pendants become slack. If the main suspension link is engaged correctly,
remove the hanging off pendants from the auxiliary lifting lugs.
x Continue to hoist the rescue boat normally to its stowage position. (See pic.5)
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MISC EMERGENCIES
Explain the procedure for enclosed space rescue.
x Inform Bridge / CCR as applicable. Raise the general emergency alarm and announce
on PAS.
x Emergency team to carry the rescue equipments and proceed to the rescue site.
x Two members of the emergency team will don the SCBA sets and chemical suits (if
applicable) and enter the space carrying an EEBD.
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x Communication should be maintained between the emergency team entering the
space, the In-charge of the entry team at the entrance of the space and the Bridge.
x Another two members will don the SCBA sets and chemical suits (if applicable) and
remain stand-by at the entrance of the space.
x Rescue tripod to be rigged and a stretcher to be lowered inside the space.
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x If the victim is still breathing when the team arrives, the emergency team will place the
hood of the EEBD over his head and he will be assisted to rescue himself.
x
x
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If the victim is unconscious or has stopped breathing, immediately bring the victim out
using the stretcher and the rescue hoist and place the victim on his back. Administer
first aid & provide resuscitation. Transfer the casualty to the hospital & provide oxygen.
The KPI (key performance indicator) for rescue from enclosed space set by my
Company is 9 minutes, wherein the first 3 minutes is the maximum time it should take
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for mustering, the next 3 minutes being the maximum time for making an entry and the
last 3 minutes being the maximum time to rescue the person out of the enclosed
space.
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What is the purpose of POR and MAS?
As per Resolution A.949(23), purpose of a place of refuge is to provide a place to a ship in

need of assistance where she can take action to stabilize her condition and reduce the
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hazards to navigation, and protect human life and the environment.
[Ship in need of assistance means a ship in a situation, apart from one requiring rescue of
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persons on board, which could give rise to loss of the vessel or an environmental or
navigational hazard.]
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As per Resolution A.950(23), purpose of MAS is as follows:
1. To receive the reports, consultations and notifications required by various IMO

instruments To monitor the ship‟s situation if such a report, discloses an incident that
may cause the ship to be in need of assistance;
2. To serve as the point of contact between the master and the coastal State concerned,
if the ship‟s situation requires exchanges of information between the ship and the
coastal State but is not a distress situation that could lead to a search and rescue
operation;

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3. To serve as the point of contact between those involved in a marine salvage operation
undertaken by private facilities and the coastal State, if the coastal State concerned
decides that it should monitor all phases of the operation.
Your vessel is on fire and you are unable to extinguish it. However, you have not
declared distress. Coastal state is not granting a place of refuge. What limited
actions can you take as a Master?
x Without wasting any time, I will send out a distress message since the fire will keep
expanding if I am unable to extinguish it.
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x I will prepare for abandoning the ship and convey my intentions to the Coastal state.
x I will contact the MAS to seek for assistance.
x If nothing works, for safety of the lives onboard, I will order abandon ship and wait for
the rescue services to rescue us.
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What is the difference between safe port and port of refuge?
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Safe Port: A port can be called a safe port when, in the relevant period of time, the
particular ship can reach it, use it and return from it without, in the absence of some
abnormal occurrence, being exposed to danger which cannot be avoided by good
navigation and seamanship.
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Port of refuge: It is a port where a vessel has to be diverted to because of an emergency
onboard which has made the vessel unsafe or unable to sail further.
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What is the difference between port of refuge and place of refuge and safe haven?
x The term "ports of refuge" has been widely used in shipping practice, it however does
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not appear in any of the relevant conventions (eg. UNCLOS, SOLAS, Salvage, OPRC,
etc.).
x Use of the word "port" might be too narrow and restrictive considering the scope of the
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geographical area which, in case of an emergency, might be able to provide facilities

and services to ships in distress. Hence, IMO decided to use the wider term "places of
refuge".
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x Another term used was "safe haven"; however, since both words denote almost the
same thing, the one renders the other redundant. IMO eventually decided to use the
term "places of refuge" in all its work on this particular issue.
Define Place of refuge, MAS and ship in need of assistance.

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Place of refuge means a place where a ship in need of assistance can take action to
enable it to stabilize its condition and reduce the hazards to navigation, and to protect
human life and the environment
MAS means a maritime assistance service, as defined in resolution A.950(23),

responsible for receiving reports in the event of incidents and serving as the point of
contact between the shipmaster and the authorities of the coastal State in the event of an
incident.
Ship in need of assistance means a ship in a situation, apart from one requiring rescue
of persons on board, that could give rise to loss of the vessel or an environmental or
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navigational hazard.
How will you choose a POR? In what circumstances will you proceed to a POR?
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I will choose a POR keeping the following in mind:
x
x
x
x
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Distance and estimated transit time to a place of refuge
Navigational charts and publications required
Weather conditions that can be encountered
Availability of fuel, FW and stores to reach the POR
x Condition of the vessel to reach the POR
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x Towage and pilotage services, repair and workshop services available
Following are some of the circumstances under which I may call a Place of Refuge:
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x Heavy Weather Damage

x Collision Damage
x Damage due to fire or explosion
x Damage due to grounding
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x Shift of Cargo during the voyage

x Impaired stability of the vessel
x
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Machinery Breakdown / Steering failure

x Any other accident causing serious threat to the vessel
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You have to proceed to a POR. State your actions as a Master.
x I will follow guidelines given in the IMO Resolution A.949(23).

x I shall take all necessary measures to take my vessel safely towards the shore,
taking into consideration the reason for calling such a Port and ship‟s present
condition.
x I shall subsequently and continuously communicate with the Maritime Assistance
Services (MAS) authorities as well as the Company‟s DPA and Superintendents.

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x I will ensure that accurate information regarding the state of the vessel such as the
severity of damage, condition of the hull and machinery, etc. has been disseminated
to the coastal authorities, who would then prepare for the vessel‟s arrival.
x I will also carry out proper risk assessment for the voyage to the Place of Refuge,
including navigational charts & publications required, weather conditions, availability of
fuel, FW and stores, etc.
x I will pass on the required information to the Coastal state authorities, towage and
pilotage services, repair and workshop services, etc.
x I will prepare the repair specifications and pass on any other information, plans or
evidence as required.
x
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I will be in contact with the local agent for all the inward clearance formalities.
x I will be in contact with the Local P&I Club representatives and prepare the documents
required by him/her.
x I will keep ready the list of visitors expected and all necessary paperwork will be kept
ready.
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x I will make requisitions for any stores or spares required at the Place of Refuge.
x I will maintain a proper log of all the bunker ROB‟s and consumptions from the time of
x
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the deviation since that will be accounted for in general average. All other activities and
expenditures will be carefully logged.
On arrival at Place of Refuge, I shall make a Note of Protest within 24 hours with the
assistance of the local agent and reserve the right to extend the protest.
I will liaise with the vessel‟s owners and declare General Average accordingly. GA
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Bond and Guarantee Forms are to be signed. I will forward any such document to the
Owner for verifying the authenticity of such document and get approval in writing from
the Owner. P&I Correspondent will also assist in the same.
x I will co-ordinate with the P&I representatives and assist him in all his statements
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based on the facts and avoid such ambiguities that may affect the owners.
x I will co-operate with the H&M surveyors, Class surveyors, Cargo inspectors, PSC
officers, etc. attending the vessel for completing the necessary inspections and
paperwork.
x I will ensure proper records are maintained of each and every activity and same is
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presented to the persons concerned.

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What is ERS? How will you contact the ERS team and what information will you
provide? What information does it provide? What is the requirement related to it?
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The Emergency Response Service (ERS) is aimed at providing a speedy assessment of

the stability and longitudinal strength of a damaged ship in an emergency event. All salient
data of the vessels relating to the main hull and its components is stored in computer
system along with the loading guidance and strength data. In the event of an emergency,
the assessment is carried out using the stored data and details of the damage sustained
by means of in- house computer software. ERS is intended to provide such information
round the clock, so that the ship‟s crew and management can evaluate the various options
available in an emergency before making a decision.

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I will contact the ERS using the contact number given in the ERS manual which is posted
on the Bridge. I will state,
x That there is an emergency situation
x The name of the ship and the shipping company
x My name / rank, contact telephone number, fax number and email.
This is just the notification. The ERS team will then inform me of the telephone and fax
numbers on which further communication is to be continued. The ERS team will advise me
to fill out the Causality report in all details and send it to them by email or fax. (Casualty
report form is given along with the ERS manual)
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Information provided by the ERS:
x Summary of the ship‟s condition which existed prior to the emergency incident,
constructed on the basis of the information obtained from the casualty report form, and
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which is used for the subsequent calculations.
x Description of the damage assumed
x Results of the analysis, such as
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1. Final equilibrium condition in damaged condition (Draughts, trim, heel, remaining
distance to flooding point, deck immersion)
2. Stability in damaged condition (Metacentric height, residual stability).
3. Longitudinal strength and stability in grounded condition.
4. Cargo oil or bunkers outflow.
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ERS is a requirement under the following:
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x MARPOL Annex I, Reg. 37 (SOPEP) – shore-based computer programs required

for oil tankers of 5000T DWT and above.
x Oil Pollution Act 33 CFR 155.240 (OPA ‘90) - oil tankers and offshore oil barges to
have prompt access to computerized, shore-based damage stability and residual
structural strength calculation programs.
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Did you have ERS onboard and what was the procedure? Is ETAS same as ERS?
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Yes, it was called ETAS (Emergency Technical Assistance service). The ship was
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registered with NK ETAS service. At the time of registration, all the relevant data of the
ship is stored in a database for easy retrieval in order to be able compute the damage
stability and the impact of damage on for example, longitudinal strength in case of an
emergency. Technical advice can then be provided as to the best course of action that
may be taken to secure the safety of the vessel.
Procedure is very simple. In the case of an emergency, the ship/master should contact the
ETAS team as soon as possible after the incident. The team takes the information
provided by the ship (required information form is already available onboard) and uses it
together with the data previously registered in the database to make the necessary

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computations. Technical advice is then provided concerning transfer or off-loading of

cargo, fuel or ballast if necessary, as well as any necessary temporary repairs so that the
Master and crew of the damaged ship can respond to the emergency as quickly and
effectively as possible.
Yes, ETAS and ERS are the same in purpose. Both are shore-based services that provide
computer-based damage stability assessment and residual structural strength calculation.
At sea, your C/O reports high temperature on deck over a cargo tank. State your
actions.
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x Cool down the tanks by spraying sea water on the main deck.
x Monitor the temperature of the tanks.
x Ascertain the properties of the cargo and check if any cargo is susceptible to
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polymerization.
x Check the inhibitor certificate and conditions for the proper working of the inhibitor.
x Check expiry of the inhibitor (time period for which the inhibitor will remain effective)
x
x SO
Inform the Company and charterer and seek for expert advice.
If inhibitor is carried onboard, add it to the tank as per Shipper‟s / Charterer‟s
instructions.
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At sea, there is a cargo shift. State your actions.
x I will alter course to reduce accelerations.
x I will reduce speed to reduce accelerations and vibration.
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x I will monitor the integrity of the ship.

x I will try re-stowing or re-securing the cargo and, where possible, increasing the friction
x I will divert the route in order to seek shelter or improved weather and sea conditions.
x I will consider heading to a port of refuge.
x
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I will inform the Company and the port authorities if in Coastal waters.
x I will inform the ETAS and pass the relevant information and seek their advice.
x I will consider ballasting or deballasting operations only if the ship has adequate
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stability.
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What do you know about Maersk Honam?
Maersk Honam is a container ship operated by Maersk Line. The vessel caught fire in
March 2018 while sailing in the Arabian Sea. The crew engaged in firefighting which
included releasing the vessels CO2 system into the cargo hold. However, that did not stop
the fire eventually resulting in five crew members tragically losing their lives. The vessel
suffered extensive structural damage in the accommodation block and forepart of the
vessel and was towed to Jebel Ali during the salvage operation. Subsequently the vessel
was rebuilt in Korea before returning to operation in August 2019 under the name Maersk
Halifax.

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At sea, during lifeboat drill, while lowering to deck level, one of the hook of the
lifeboat breaks from the davit and the boat is hanging on one hook in vertical
position. State your actions as a Master.
Depending on the situation, I will use my seamanship skills to safely lower the boat to the
water level keeping the painter taut and then sending two persons down using the
embarkation ladder. Chain block can be used to secure the broken end and FPD can be
additionally secured.
State your actions in case of anchor damage due to bad weather.
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x I will inform Company and take photographs of the damaged anchor.
x I will make entries in the Deck Log Book.
x I will talk to the technical superintendent and ask for a replacement anchor at the next
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port using shore assistance.
x I will make a Note of Protest on arrival at the next port.
x I will inform the Local Agent regarding the damaged anchor.
x
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I will prepare for embarkation of the Class surveyor, H&M surveyor, etc.
Describe any one incident of oil tanker which has caused major disaster and what
as a Master can you do to prevent it?
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Exxon Valdez incident: The oil spill occurred in Prince William Sound, Alaska in March
1989 when Exxon Valdez, struck a reef and spilled about 37000 tonnes of crude oil.
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Important factors that led to the disaster are as follows:
x Exxon failed to supervise the Master and provide a rested and sufficient crew for
the ship.
x The third mate failed to properly manoeuver the ship, possibly due to fatigue or
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excessive work load.

x Exxon failed to properly maintain the radar which at the time of incident was non-
functional for last one month.
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As a Master, I will ensure-

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1. That my ship is sufficiently manned and no one is overloaded with work or fatigued.
2. That proper training is given to the junior officers and they are adequately
supervised.
3. That all the bridge equipments are in good working condition and if any defects are
noted, they are promptly repaired in good time.
4. That the passage is checked thoroughly before approval and OOW‟s will not
hesitate to call me in case of any doubt and take all avoiding actions to prevent a
collision or grounding.

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What is the difference between emergency, contingency and accidents?
x Contingency is a future event or circumstance which is possible but cannot be

predicted with certainty.
x Emergency is a situation which is extremely dangerous requiring immediate actions.
Contingency can be any situation (whether dangerous or not) that is unpredictable.
Contingency focuses on the unpredictability rather the danger involved. Thus, all
emergencies are contingencies since they are possible but cannot be predicted with
certainty. But for a contingency to be an emergency, it should be dangerous and
require immediate action. For example, contingency anchorage is drawn on the chart
so that in case of unexpected circumstances, we can go and safely anchor there. But if
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there is an emergency, we can even anchor in a TSS.
x Accident is an unfortunate incident that happens unexpectedly and unintentionally,
typically resulting in damage or injury. Accident is the unwanted end result of an
emergency which is not handled in time and properly.
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What do you know about integration of contingencies? How many modules does it
have?
SO
Integration of contingencies is dealt with in IMO Resolution A.852(20) – Guidelines for the
structure of an integrated system of contingency planning for shipboard emergencies. The
guidelines are prepared by MSC to assist in preparation of harmonized contingency plans.
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In order to implement the SOLAS / ISM and MARPOL regulations, there must be
shipboard procedures and instructions. These Guidelines provide a framework for
formulating procedures for the effective response to emergency situations identified by the
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company and shipboard personnel. Shipboard contingency plans must differentiate

between "initial actions" and the major response effort involving "subsequent response",
depending on the emergency situation and the type of ship.
It has the following 6 modules:

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1. Module I: Introduction
2. Module II: Provisions
3. Module III: Planning, preparedness and training
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4. Module IV: Response actions

5. Module V: Reporting procedures
6. Module VI: Annex(es)
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You received distress alert on HF frequency. State your actions.
x I will switch to the corresponding R/T frequency and keep a listening watch.
x I will check the position if indicated in the distress alert and distance of own vessel from
that position.

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Your vessel is bunkering at anchorage. Now vessel is dragging anchor. You get a
call from 2nd Officer. State your actions.
x I will order to stop bunkering, disconnect the hose and cast of the barge immediately.
x I will go to the Bridge and check how much time I have.
x I will call engine room and get engines ready immediately.
x I will send anchor party forward and lower some more shackles to see if the anchor will
hold.
x If the anchor is still dragging, I will commence heaving up anchor, once the barge is
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cast off and engines are ready.
x I will inform the VTS and Port Control and make an announcement on VHF Ch.16.
x I will hoist flag Y.
x I will re-anchor and then ask the barge to come alongside again.
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SO
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ASM ORAL NOTES BY ROHAN D’SOUZA CERTIFICATION
CERTIFICATION
What are statutory, mandatory and obligatory certificates?
Statutory Certificates – these are required by statute (by law) of the country whose flag the
ship is flying. If not carried, you would be breaking the law. For example, SOLAS and
MARPOL related certificates if these conventions are ratified by the Flag State.
Mandatory Certificate – these are those certificates that maybe not required by statute, but
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may be required for International trading in another country. If not carried, you would not
be breaking the law but may not be allowed to enter or leave a port. For example, P&I
entry, H&M, etc.
Obligatory Certificates – these are those that are required only for a particular country and
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not for other countries. For example, Suez canal tonnage certificate, USCG COFR, etc.
convention.
x
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State the various Passenger ship certificates and state as per which regulation or
Passenger ship safety certificate – SOLAS Chapter I, Regulation 12

x Record of Equipment – SOLAS Chapter I, Regulation 12
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x Exemption Certificate – SOLAS Chapter I, Regulation 12
x Decision Support system for the Maser – SOLAS Chapter III, Regulation 29
x Search and Rescue Co-operation plan – SOLAS Chapter V, Regulation 7.
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x List of Operational Limitations – SOLAS Chapter V, Regulation 30

x Special Trade Passenger Ships Safety certificate - Special Trade Passenger Ships
Agreement, 1971 (STP 71) Rule 5
x Special Trade Passenger Ships Space certificate - Protocol on Space Requirements
for Special Trade Passenger Ships, 1973 (SSTP 73) Rule 5
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Describe the Certificate A & B and its validity
As per MS Act, 1958, Part VIII (Passenger Ships)

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Section 240:
x A ship intended to carry special trade passengers between ports or places in India
must have certificates mentioned in sections 241 (Certificate A) and 242 (Certificate B)
x A ship intended to carry special trade passengers from or to a port or place in India to
or from a port or place outside India must have the following certificates:
1. A passenger ship safety certificate
2. An exemption certificate

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3. A special trade passenger ship safety certificate

4. A special trade passenger ship space certificate &
5. A certificate referred to in section 242 (Certificate B)
Section 241: Contents of Certificate A
Certificate A shall contain the following statements and particulars, namely

1. that the ship is seaworthy;
2. that the ship is properly equipped, fitted and ventilated;
3. the number of special trade passengers the ship is certified to carry; and
4. such other particulars as may be prescribed.
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Validity: One year from the date of issue or a shorter period as may be specified.
Section 242: Contents of Certificate B
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Certificate B shall contain the following statements and particulars, namely
3. that the master holds― SO

1. the voyage which the ship is to make, and the intermediate ports (if any)
2. that she has the proper complement of officers and seamen;
x a certificate of survey and certificate A; OR

x a passenger ship safety certificate accompanied by an exemption certificate, a
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special trade passenger ship safety certificate and a special trade passenger ship
space certificate; OR
x a nuclear passenger ship safety certificate.
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4. that she has on board such number of medical officers licensed in the prescribed
manner and such number of attendants, if any, as may be prescribed;
5. that food, fuel and pure water over and above what is necessary for the crew and
passengers is available
6. if the ship is to make a voyage in season of foul weather and carrying upper-deck
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passengers, that she is furnished with substantial bulwarks and a double awning or
with other sufficient protection against the weather;
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7. the number of cabin and special trade passengers embarked at the port of
embarkation
8. such other particulars, if any, as may be prescribed
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Certificate B Validity is not mentioned in the MS Act. But from the contents, it seems valid
only for a particular voyage.
Under what regulations is a COR issued?
A Certificate of Registry is issued under the regulations set forth by the particular Flag
State. This power is given to the Flag State by Article 91 of UNCLOS (Nationality of ships)
which states the following:

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Every State shall fix the conditions for the grant of its nationality to ships, for the
registration of ships in its territory, and for the right to fly its flag. Ships have the nationality
of the State whose flag they are entitled to fly. Every State shall issue to ships to which it
has granted the right to fly its flag documents to that effect.
For example, for Indian ships, the regulations related to registration of ships and
Certificate of Registry are given in MS Act, 1958, Part V (Registration of Indian Ships)
What is the importance of a COR?
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A certificate of registry
1. proves a ship‟s nationality
2. proves legal ownership of the ship
3. allows a ship to travel internationally as it is proof of ownership of the vessel.
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4. determines which laws govern the ship and the jurisdiction in case of any accident
or incident in international waters.
5. facilitates financial transactions e.g. raising a mortgage against the ship, buying or
selling of the ship, etc.
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6. brings responsibility to the Owner for liabilities incurred
Do owners have a choice to register their ship anywhere?

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Yes. A ship owner can choose to register his/her ship anywhere provided he meets all the
requirements of that particular Flag Administration. This is known as „flagging out‟, which
means the owner chooses to not fly the Flag of his own country but rather, chooses „a flag
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of convenience‟.
Reasons for registering in another country could be:

1. Lesser registration fees
2. Better tax benefits
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3. To employ cheaper crews

4. To engage in certain local trade
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5. For political reasons (to avoid any link with own country which may be targeted)
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What all insurance certificates are available on board?
1. Certificate of insurance or other financial security in respect of civil liability for oil
pollution damage – CLC 1969 / CLC 1992 Article VII
2. Certificate of insurance or other financial security in respect of civil liability for bunker
oil pollution damage – Bunker Convention 2001, Article 7
3. Certificate of insurance or other financial security in respect of liability for the removal
of wrecks – Nairobi International Convention on the Removal of Wrecks, Article 12.
4. P & I Certificate of Entry and Blue Card for CLC Oil, CLC Bunker and Wreck Removal

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5. H & M Cover Letter

6. Certificate of insurance or financial security for repatriation of seafarers (MLC 2006,
regulation 2.5) and
7. Certificate of insurance or financial security for shipownersʹ liability (MLC 2006
regulation 4.2)
Who issues wreck removal certificate? And who pay for wreck removal?
Wreck Removal cover is provided by the P&I Club who issues a proof of insurance known
as the “Blue Card” addressed to the Registrar of the Ship (Flag State) stating the details of
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the ship, the Owner, policy number, period of cover, etc. This Blue card is then presented
to the Flag State and application for the Wreck Removal certificate is made and
appropriate fees are paid. The Flag State will then issue the Certificate of insurance or
other financial security in respect of liability for the removal of wrecks as required under
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Article 12 of Nairobi International Convention on the Removal of Wrecks.
CLC related certificates are:

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Which are the CLC related certificates onboard? Who issues them and how?
1. Certificate of insurance or other financial security in respect of civil liability for oil
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pollution damage – CLC 1969 / CLC 1992 Article VII
2. Certificate of insurance or other financial security in respect of civil liability for bunker
oil pollution damage – Bunker Convention 2001, Article 7
3. Certificate of insurance or other financial security in respect of liability for the removal
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of wrecks – Nairobi International Convention on the Removal of Wrecks, Article 12.
The insurance cover is provided by the P&I Club. The P&I Club issues a proof of
insurance known as the „Blue Card‟ which is submitted to the Flag State along with the
application form for the issuance of the CLC certificate. The Flag State will then issue the
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CLC certificates which will specify the details of the cover provided and the period of
cover.
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What is Safe manning certificate and under what regulation?

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Minimum safe manning document is a document stating the minimum number of persons
and their grades / capacities that are required to employed onboard a ship. The document
does not have an expiry. It ceases to be valid upon change of Flag or if any of the
information given in the document changes. Some Flag States do have any expiry date for
the minimum safe manning document that they issue.
Minimum safe manning document is a requirement under SOLAS V / 14 (Ships‟ manning).

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Flag State is required to establish appropriate minimum safe manning taking into account
IMO‟s guidelines. The Flag State must issue an appropriate minimum safe manning
document or equivalent as evidence of the minimum safe manning considered necessary
from the point of view of safety of life at sea.
Is Certificate of Class statutory or mandatory or not required at all? If required, as

per which convention/regulation?
Class is a statutory requirement as SOLAS Chapter II-1, Regulation 3-1, states „…ships
shall be designed, constructed and maintained in compliance with the structural,
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mechanical and electrical requirements of a classification society which is recognized by
the Administration or with applicable national standards of the Administration which
provide an equivalent level of safety‟. Usually, no Flag State develops national rules
related to ship structure, machinery and electrical requirements. This is done by the
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Classification Societies.
Once a ship is designed and constructed in compliance with Class Rules, she gets a
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Certificate of Class whereby she complies with the above statutory requirement under
SOLAS. However, the certificate is issued, withdrawn or suspended under the Rules of the
Classification Society and not under any national law or International convention. Hence,
the certificate of class is not statutory. However, it is a prerequisite for the issuance of the
Statutory Certificates. Also, certificate of class is important for international trading and
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obtaining insurance cover.
What is the link between the statutory certificates and certificate of Class?
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In 1988, the International Conference on the Harmonized System of Survey and

Certification, 1988 (1988 HSSC Conference), adopted the 1988 SOLAS Protocol, and the
1988 Load Line Protocol which introduced the HSSC under the SOLAS and Load Line
Convention. With further resolutions, it was also introduced to incorporate MARPOL, BWM
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Convention. IBC Code and IGC Code.

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As per the HSSC survey guidelines IMO Resolution A.1140(31), the certificate of class is
checked during the following surveys to see if the vessel is classed with a Classification
society.
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x Initial survey required for the issuance of Safety construction certificate

x Periodical survey of Cargo Ship Safety Radio Certificate
x Renewal survey of Passenger Ship Safety Certificate
x Load line Annual survey
x Annual surveys of IOPP, NLS and IAPP certificate
x Renewal of International Sewage pollution prevention certificate,
x Annual surveys as required by BWM convention,
x Annual survey as required by IBC and IGC Code

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Under HSSC guidelines, the validity date of the current Cargo Ship Safety Construction
Certificate is to be used as the basis for implementing HSSC on a particular vessel. This
date most likely coincides with the validity date of the other 5-year statutory certificates
that the vessel has, and should also be the same as that of the classification certificate.
This means that surveys required for the Certificate of Class will coincide with the statutory
certificates (mainly since most of the statutory surveys are carried out by the Class on
behalf of the Flag).
Under the same guidelines, if a ship is in a port where the required survey cannot be
completed, and where the Convention allows the Administration to extend the certificate, it
is recommended that the extension period of the relevant statutory certificate(s) should not
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exceed the period of validity of the Class certificate.
What is the difference between interim certificate of class and interim certificate of
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seaworthiness?
When a classed vessel suffers damage, the classification society carries out a
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seaworthiness survey after repairs have been completed. When the Surveyors are
satisfied as to the vessel seaworthiness, a certificate of seaworthiness is issued by the
classification society. If the surveyors cannot complete the inspection or have given some
recommendations to be compiled at the next port, then they may issue an interim
certificate of seaworthiness for the vessel to sail to the next port.
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An Interim Certificate of Class is different. It may be issued by the society‟s surveyor on
completion of a survey after all recommendations of the surveyor have been carried out to
his or her satisfaction, to enable the ship to proceed to sea pending the processing of the
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surveyor‟s report by the society and confirmation by the society of the ship‟s class status.
The full term Certificate of Class shall be issued by the Society‟s committee.
What is the difference between Form E and Form P? What are its contents?
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Form E is the Record of equipment for cargo ship safety whereas Form P is the Record of
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equipment for passenger ship safety. The difference between the two is that the Form P
additionally includes the details of radio installations and number of persons the ship is
certified to carry.
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Contents of Form E:
1. Particulars of the Ship (Name and Call Sign)

2. Details of Life-saving appliances (also total no. of person for which LSA are provided)
3. Details of navigational systems and equipments
Contents of Form P:

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1. Particulars of ship (Name and Call Sign)

2. Number of passengers for which certified
3. Minimum no. of persons with required qualifications to operate the radio installations
4. Details of Life-saving appliances (also total no. of person for which LSA are provided)
5. Details of radio facilities
6. Methods used to ensure availability of radio facilities (Duplication / shore based
maintenance / at sea maintenance capability)
7. Details of navigational systems and equipment
Where will you find the list of FFA? Why is it not included in the Form E?
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The list of FFA can be found in the Fire Plan of the vessel with the location in which the
appliances are stowed as well as areas covered under the fixed or local fire fighting
system.
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It is not included in the Form E since it would be just a repetition to note down the same
equipments again which is already available in the approved Fire plan. However, in the
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Safety equipment certificate, following statement is contained:
“This is to certify that the ship complied with the requirements of the Convention as
regards fire safety systems and appliances and fire control plans”
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For SEQ, SRC, SAFCON, ILL, IOPP, IAPP – what all items get tested or checked?
SEQ SURVEYS: (SOLAS Chapter I / Regulation 8)

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Surveys: initial survey, annual survey, periodical survey, renewal survey and additional
survey.
Initial survey: inspection of the fire safety systems and appliances, life-saving appliances
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and arrangements except radio installations, navigational equipment, means of

embarkation for pilots and other equipment to which chapters II-1, II-2, III and V apply, to
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ensure that they comply with the requirements and are in satisfactory condition and fit for
the service for which the ship is intended. The fire control plans, nautical publications,
lights, shapes, means of making sound signals and distress signals shall also be
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inspected to ensure compliance with the requirements of SOLAS and where applicable,
COLREGS.
Annual survey: a general inspection of the equipment referred above to ensure that it has
been well maintained and that it remains satisfactory for the service for which the ship is
intended.

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Renewal and periodical surveys: inspection of the equipment mentioned above to ensure
that it complies with the relevant requirements and is in satisfactory condition and fit for
the service for which the ship is intended.
SAFETY RADIO SURVEYS: (SOLAS Chapter I / Regulation 9)
Surveys: initial survey, renewal survey, periodical survey within three months before or
after each anniversary date, and additional survey.
Initial Survey: complete inspection of the radio installations of cargo ships, including those
used in life-saving appliances, to ensure that they comply with the requirements
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Renewal and periodical surveys: inspection of the radio installations, including those used
in life-saving appliances, to ensure that they continue to comply with the requirements.
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SAFCON SURVEYS: (SOLAS Chapter I, Regulation 10)
Surveys: Initial, annual, renewal, intermediate, minimum of two inspections of the outside
months) and additional surveys

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of the ship's bottom during any five year period (interval between the two not exceeding 36
Initial Survey: complete inspection of the structure, machinery and equipment to ensure
that the arrangements, materials, scantlings and workmanship of the structure, boilers,
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main and auxiliary machinery including steering gear, electrical installation and other
equipment comply with the requirements and are in satisfactory condition. For tankers,
survey shall also include inspection of pump-rooms, cargo, bunker and vent piping
systems, etc.
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Annual survey: general inspection of the structure, machinery and equipment mentioned
above to ensure that they have been well maintained and remain satisfactory for the
service for which the ship is intended.
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Intermediate Survey: inspection of the structure, boilers and other pressure vessels,
machinery and equipment, the steering gear and electrical installations to ensure that they
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remain satisfactory for the service for which the ship is intended. For tankers, the survey
shall also include an inspection of the pump-rooms, cargo, bunker and ventilation piping
systems and the testing of insulation resistance of electrical installations in dangerous
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zones.
Renewal Survey: inspection of the structure, machinery and equipment as surveyed durig
the initial survey to ensure that they continue to comply with the requirements and are in
satisfactory condition and fit for the service for which the ship is intended.
Bottom Inspection: the inspection of the outside of the ship's bottom and the survey of
related items inspected at the same time shall be such as to ensure that they remain
satisfactory for the service for which the ship is intended.

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LOAD LINE SURVEYS: (International Load line convention, Article 14)
Surveys: Initial, Periodical (annually and 5-yearly),
Initial Survey: complete inspection of ship‟s structure and equipment related to the
Convention to ensure that the arrangements, material, and scantlings fully comply with the
requirements.
Periodical survey: interval not exceeding five years, a complete survey to ensure that the
structure, equipment, arrangements, material and scantlings fully comply with the
requirements.
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Periodical inspection: inspection to ensure that alterations have not been made to the hull
or superstructures which would affect the calculations determining the position of the load
line and to ensure the maintenance in an effective condition of fittings and appliances for:
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i) protection of openings; ii) guard rails; iii) freeing ports; and iv) means of access to crew‟s
quarters
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IOPP SURVEY: (MARPOL Annex I, Regulation 6)
Surveys: Initial, annual, intermediate, renewal and additional.
Initial Survey: complete survey of ship‟s structure, equipments, systems, fittings,

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arrangements and material related to Annex I to ensure that they fully comply with the
requirements of this Annex.
Annual Survey: a general inspection of structure, equipments, systems, fittings,

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arrangements and material referred above, to ensure that they are well maintained and
remain satisfactory for the service for which the ship is intended.
Intermediate Survey: to ensure that the equipment and associated pumps and piping
systems, including ODMCS, COW systems, oily-water separating equipments and oil
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filtering systems, fully comply with the applicable requirements and are in good working
order.
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Renewal Survey: to ensure that the structure, equipments, systems, fittings, arrangements
and material, fully comply with the applicable requirements.
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IAPP SURVEY: (MARPOL Annex VI, Regulation 5)
Surveys: Initial, annual, intermediate, renewal and additional.
Initial Survey: to ensure that the equipments, systems, fittings, arrangements and material
fully comply with the applicable requirements of Annex VI.

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Annual Survey: a general inspection of the equipments, systems, fittings, arrangements

and material to ensure that they are well maintained and remain satisfactory for the
service the ship is intended.
Intermediate Survey: to ensure the equipments and arrangements fully comply with the
applicable requirements and are in good working order.
Renewal Survey: to ensure that the equipments, systems, fittings, arrangements and
material fully comply with the applicable requirements of Annex VI.
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Describe IOPP form A and B.
IOPP Form A and B are the two supplements of the IOPP Certificate.
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x Form A is the record of construction and equipment for ships other than oil tankers.
x Form B is the record of construction and equipment for oil tankers.
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The supplement has the detailed ship particulars and record of all the equipments that are
fitted onboard and approved by the surveyor to be complying with the regulations. For
example, the following are recorded:
1. Equipment for the control of oil discharge from machinery space bilges and oil fuel
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tanks (Oily water separating equipment and oil filtering equipment, OCM)
2. Total retention capacity of oily bilge water and tanks details
3. Means for retention and disposal of oil residues (sludge) and bilge water holding tank.
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4. Standard Discharge connection

5. SOPEP, COW requirements, SBT / CBT details (Form B)
6. Pumping, piping and discharge arrangements (Form B)
7. Retention of Oil (Slops) onboard (Form B)
8. STS Plan provided (Form B)
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9. Constructional requirements
10. Exemptions
11. Equivalents
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What is the difference between the certificate and its endorsement?

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Certificates are issued by the Flag State or the RO on behalf of the Flag State after
successful completion of an initial or renewal survey. Most certificates are valid for a
period not exceeding 5 years, subject to various other surveys in between. These surveys
include the annual and intermediate surveys and sometimes additional surveys if required
after major repairs or renewals. The certificate once issued stays with the vessel till it
reaches its expiry date (usually 5 years) and all the surveys in between such as annual
and intermediate surveys are endorsed on the Certificate as per the requirements
stipulated in the Convention. The certificate will cease to be valid if the required surveys
are not endorsed on the certificates within the required time window.

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What all certificates change with the change of the Owner?
x Certificate of Registry
x Minimum Safe Manning document (co-terminus with registry)
x ISM Declaration of Company
x MLC Certificate and DMLC-II
x All the insurance certificates (P&I, H&M, CLC Bunker, CLC Oil, CLC Wreck)
x Continuous Synopsis Record (CSR)
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What all certificates change with the change of Class and Flag?
x When the Flag Changes, all the certificates issued by the Flag or by Class on behalf of
the Flag will cease to be valid.
x When only the Class changes, the certificates issued by the Class on behalf of the
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Flag State will still continue to be valid and will be required to be replaced by the new
Class at the time of next annual surveys. However, the Certificate of Class will cease
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to be valid. All manuals approved by previous Class, will need to be endorsed again by
the new Class at the time of their visit.
Which all certificates require renewal after change of management?

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x Document of Compliance (DOC)
x Safety Management Certificate (SMC)
x International Ship Security Certificate (ISSC)
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x Minimum Safe Manning Document

x MLC Certificate
x ISM Declaration of Company
x Continuous Synopsis Record (CSR)
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Name some certificates that have validity of less than 5 years.

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x Passenger ship safety certificate (1 year)

x Special Trade Passenger ship Certificate A (1 year)
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x CLC Bunker, CLC Oil and CLC Wreck

x P&I Certificate of Entry & H&M Cover
x AIS Test Certificate & VDR Annual Test Certificate
x Ship Sanitation Control Exemption Certificate (6 months)
x Interim ISSC (6 months)
x Interim SMC (6 months)
x Interim DOC (12 months)
x Interim MLC (6 months)
x Interim Certificate of Class (depending on Class Rules)

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Can a vessel sail out with an expired ISSC?
As per ISPS Code Part A, Section 19, if a ship at the time when a certificate expires is not
in a port in which it is to be verified (at sea or in a port where verification is not possible),
the Administration may extend the period of validity of the certificate but this extension
shall be granted only for the purpose of allowing the ship to complete its voyage to the port
in which it is to be verified, and then only in cases where it appears proper and reasonable
to do so. No certificate shall be extended for a period longer than three months, and the
ship to which an extension is granted shall, on its arrival in the port in which it is to be
verified, not be allowed to leave that port without having a new certificate.
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Thus, if the certificate is expired but verification has been applied and cannot be
completed at that port, the Flag State may allow her to sail to the next port where the
verification MUST be completed. If it is the fault of the Owner or Company and the
verification has not been requested, then the ship may not be allowed to sail out until the
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verification is applied for at the next port or completed at the present port. Similarly, an
ISSC issued to a ship engaged on short voyages may be extended by the Administration
for a period of grace of up to one month from the date of expiry.
What is the procedure for obtaining ISSC?

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Following is the procedure for obtaining ISSC:
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1. The CSO will arrange for the ship security assessment by persons with appropriate
skills to evaluate the security of a ship, usually a RSO. The SSA shall be reviewed,
accepted and retained by the Company.
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2. The SSP is then prepared, usually by the RSO.

3. The SSP along with the SSA is submitted to the Flag State for approval. The Flag
State may assign this task to a RSO, but not the one involved in the SSA or the
preparation of the SSP.
4. The approving authority (Flag or RSO) checks the SSP and if found in compliance with
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the ISPS Code, will approve the SSP and if being implemented on the ship issue the
ship an interim ISSC.
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5. The Company has then apply for an initial verification and ensure it is completed
before the expiry of the interim ISSC i.e. within 6 months.
6. The initial verification includes complete verification of its security system and any
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associated security equipment covered by SOLAS Chapter XI-2 and the ISPS Code
and the approved SSP to ensure compliance with the requirements and to ensure that
it is in satisfactory condition and fit for the service for which the ship is intended.
7. After the successful completion of the initial verification and closure of any
observations noted, an International Ship Security Certificate is issued to the ship.

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What do you know regarding certification required by MLC 2006?
MLC Certification is dealt with in Regulation 5.1.3. of MLC 2006
x Maritime labour certificate is to be carried by ships of 500 GT and over on international

voyages, and, 500 GT or over, flying the flag of a Member and operating from a port,
or between ports, in another country.
x The maritime labour certificate shall certify that the working and living conditions of
seafarers on the ship, have been inspected and meet the requirements of national laws
or regulations of the Convention.
x
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Ships shall also carry and maintain a declaration of maritime labour compliance stating
the requirements for the working and living conditions for seafarers.
x When the Flag State or a duly authorized RO has ascertained through inspection that a
ship meets or continues to meet the standards of this Convention, it shall issue or
renew a maritime labour certificate to that effect. The period of validity shall not exceed
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5 years.
x The validity of the maritime labour certificate shall be subject to an intermediate
inspection to ensure continuing compliance with the requirements. The scope and
x
inspection.
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depth of the intermediate inspection shall be equal to an inspection for renewal of the
certificate. The certificate shall be endorsed following satisfactory intermediate
A maritime labour certificate may be issued on an interim basis for a period not
exceeding 6 months
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1. to new ships on delivery;
2. when a ship changes flag; or
3. when a shipowner changes
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x A declaration of maritime labour compliance need not be issued for the period of
validity of the interim certificate.
x The DMLC shall be attached to the maritime labour certificate and shall have two parts:
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Part I shall be drawn up by the competent authority which shall:

1. identify the list of matters to be inspected
2. identify the national requirements embodying the relevant provisions of MLC
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3. refer to ship-type specific requirements under national legislation;

4. record any substantially equivalent provisions adopted
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5. clearly indicate any exemption granted under Title 3
Part II shall be drawn up by the shipowner and shall identify the measures adopted
to ensure ongoing compliance with the national requirements between inspections
and the measures proposed to ensure that there is continuous improvement.
x A current valid maritime labour certificate and DMLC shall be carried on the ship and a
copy shall be posted in a conspicuous place on board where it is available to the
seafarers.

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x A maritime labour certificate shall be withdrawn by the Flag or RO if there is evidence

of non-compliance and any required corrective action has not been taken. This must
be done take into account the seriousness or the frequency of the deficiencies.
x A maritime labour certificate shall cease to be valid in any of the following cases:
1. if the relevant inspections are not completed within the periods specified
2. if the certificate is not endorsed after the intermediate inspection
3. when a ship changes flag;
4. when a shipowner ceases to assume the responsibility for the operation of a ship;
5. when substantial changes have been made to the structure or equipment covered
in Title 3.
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If SMC expires, what happens to DOC? In case DOC has expired, what happens to
SMC?
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As per ISM Code, in case DOC is withdrawn, all associated SMC and/or Interim SMC
should also be withdrawn. This will also apply in the case DOC is expired since the DOC
is not longer valid if it is expired.
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However, the SMC is withdrawn when the intermediate verification required is not
requested or if there is evidence of major non-conformity with the ISM Code. There is no
effect on the DOC if the SMC is withdrawn or expired.
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If your vessel has an interim SMC and DOC, when and how will you get a SMC?
x
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The interim SMC is valid for maximum 6 months and interim DOC for 12 months.
Within the validity period and before expiry, the Company should apply for an initial
verification to the Flag State. The verification can be carried out by the Flag, or RO on
behalf of the Flag.
x An assessment of the shore-side management system will be undertaken, after which,
arrangements/planning may commence for the assessment of the Company‟s ships.
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x On satisfactory completion of the assessment, a Document of Compliance will be

issued to the Company, copies of which should be forwarded to each shore-side
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premises and each ship in the Company‟s fleet.

x DOC Audits are to verify that a Company and its ships comply with the requirements of
the ISM Code. The audits include verification of the following:
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1. the Company‟s SMS meets the requirements and objectives of ISM Code
2. the SMS is implemented onboard for atleast 3 months
3. the SMS has been in operation on board at least one ship of each type operated by
the Company for at least three months.
x After the DOC is received, SMC Audit will be carried out to verify that
1. the SMS meets the ISM Code objectives
2. the SMS is implemented and it complies with the requirements of ISM Code.
3. the DOC for that type of ship is valid

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4. the SMS has been functioning effectively for at least three months on board the
ship.
x After the initial verification, the full-term SMC will be issued to the ship by the Flag
State or RO, copies of which have to be sent to the Company Head Office.
Which all Certificates have Managers details as mentioned in DOC?
x Document of Compliance (DOC)

x
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Safety Management Certificate (SMC)
x International Ship Security Certificate (ISSC)
x Maritime Labour Certificate and DMLC- Part II
x Continuous Synopsis Record
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“Other cargo ship” SO
In DOC, how is a container ship categorized as?
(Other categories are: Passenger ship, Passenger high speed craft, cargo high speed
craft, bulk carrier, oil tanker, chemical tanker, gas carrier and mobile offshore drilling unit)
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As per which certificate do you need to overhaul the mooring winches and windlass
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at dry dock? What all is done during dry dock?
Anchor and windlass testing is a Class requirement.
“Each windlass is to be tested under working conditions after installation onboard to

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demonstrate satisfactory operation. Each unit is to be independently tested for braking,

clutch functioning, lowering and hoisting of chain cable and anchor, proper riding of the
chain over the cable lifter, proper transit of the chain through the hawse pipe and the chain
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pipe, and effecting proper stowage of the chain and the anchor. It is to be confirmed that
anchors properly seat in the stored position and that chain stoppers function as designed if
fitted. The mean hoisting speed is to be measured and verified (minimum 0.15 m/sec).
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The braking capacity is to be tested by intermittently paying out and holding the chain
cable by means of the application of the brake. “
However, there is no requirement on overhauling of windlass and winches at dry dock. But
this must be done in order to inspect the windlass and winches for wear and tear and for
renewal of the brake liners.
Jobs done at Dry dock:

242
1. Hull inspection, sand-blasting, cleaning and painting.

2. Painting of draft marks, load lines and other marks on the ship‟s hull.
3. Rudder pintle clearances, rudder drop and jumping clearances checked
4. Propeller drop, propeller condition and sealing of glands are checked
5. Any damage to rudder and propeller checked and repaired accordingly.
6. Cleaning and painting of Sea chests.
7. Overhaul and survey of sea suctions and discharge valves
8. Overhaul of Sanitary storm valves and their survey
9. Work related to sacrificial anodes or Impressed Current Cathodic system.
10. Anchor cables ranging and calibration, greasing & re-marking, etc.
11. Cleaning and painting of the chain locker.
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12. Building up of hawse pipe cast steel collars at both ends.
13. Cleaning of Echo sounder transducer and checking of W/T terminal boxes.
14. Machinery that cannot be checked while vessel is at sea is overhauled and checked.
15. Works on M/E, A/E, steering gear, boilers and other machinery
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16. Damaged portions of the bilge keel to be renewed
17. Inspection of tail shaft, CO2 system, W/T & fire doors, pumps, FFA, LSA, etc.
18. Works on Deck and Deck machinery including lifeboats, rescue boats, fairleads,
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winches, windlass, hatch covers, packings, davits, cranes, deck painting, ship side
rails, cat-walk, etc.
19. All surveys to be carried out and their associated work.
20. Repair of steel, dents and cracks in steel structures, steel renewal, etc.
21. Inspection of ballast tanks, cargo tanks, cofferdams, void spaces, etc.
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22. Thickness measurements and other structural inspection.
23. Small maintenance jobs in accommodation alleyways and cabins.
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State all the certificates required onboard a chemical tanker with conventions.
International Tonnage Certificate Tonnage Convention (1969), Article 7

International Load Line Certificate LL Convention (1966), Article 16
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Minimum safe manning document SOLAS V/14

Cargo ship safety construction certificate SOLAS I /12
Cargo ship safety equipment certificate SOLAS I / 12
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Cargo ship safety radio certificate SOLAS I / 12

Exemption Certificate SOLAS I / 12
IOPP Certificate MARPOL Annex I, Regulation 7
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International Pollution Prevention Certificate for MARPOL Annex II, Regulation 8

the Carriage of Noxious Liquid Substances in
Bulk (NLS Certificate)
International Sewage Pollution Prevention MARPOL Annex IV, Regulation 5
Certificate
IAPP Certificate MARPOL Annex VI, Regulation 6
International Energy Efficiency certificate MARPOL Annex VI, Regulation 6
International Certificate of Fitness for the IBC Code / Section 1.5
Carriage of Dangerous Chemicals in Bulk

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Document of Compliance SOLAS IX/4, ISM Code Para 13

Safety Management Certificate SOLAS IX/4, ISM Code Para 13
International Ship Security Certificate SOLAS XI-2 / 9, ISPS Code, Section 19
International Anti-fouling System Certificate AFS Convention Annex 2 / Reg. 4
Certificate of insurance or other financial Bunker CLC 2001, Article 7
security in respect of civil liability for bunker oil
pollution damage
Maritime Labour Certificate & DMLC 1&2 MLC 2006, Title 5.1.3
Certificate of insurance or other financial Nairobi International Convention on the
security in respect of liability for removal of Removal of Wrecks, Article 12.
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wrecks.
International Ballast water management International Ballast Water management
certificate convention 2004, Section-E
Certificate of Registry UNCLOS Article 91
Certificate of Class SOLAS Chapter II-1/3-1
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P&I Certificate of Entry -
H&M Cover Letter -
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What all certificates are additionally required on a Gas tanker?
International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk – IGC Code
Section 1.5
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Where will you get the list of certificates that are required for a ship?
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Annex I of SOLAS 1978, as amended gives the details regarding the certificates and
documents required to be carried on board ships. Similar information is also available in
the end pages of MARPOL.
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On checking LL certificate you see that it is valid for another 2 years but it was not
endorsed for last year annuals. State your actions?
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x Load line certificate if is valid for another 2 years, that means the first and second
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annual periodic inspection would be completed and the third one would be due.
x If the previous inspection (second) was carried out but the certificate is not endorsed, I
will inform the Company to do the needful as the ship can get detained for non-
compliance with this statutory requirement.
x If two previous inspections are endorsed, then the third annual inspection needs to be
arranged, within 3 months (before or after) of the anniversary date. So I have another 3
months within which the load line inspection must be arranged and the certificate must
be endorsed.

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You finished discharging Ammonia at a port in Germany. You got instructions for
handing over the vessel to new ship owner at Lisbon dry dock. You got 4 days. As a
master, what all you will do and prepare?
Main focus will be cleaning and gas freeing of the tanks so that on arrival the vessel can
receive the gas-free certificate. For this, I will discharge maximum cargo as possible to
leave less residual cargo on board, and dispose of the left over cargo by gasification.
The process is as follows:

1. Warming up (tank heating and boiling off vapour)
2. Inerting of the tanks.
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3. Gas free the tanks
Other things to be done:
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1. I will work out the stability condition and discuss with the dock master.
2. I will exchange the relevant information and plans well in advance.
3. I will maintain communication with dry dock team and company.
4.
5.
6.
7.
8.
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I will ensure all heavy weights are secured prior to dry dock.
I will ensure decks are cleared and all loose items stowed properly.
I will get all tanks and cofferdams sounded and same recorded.
I will keep the firefighting equipment on board ready for use.
I will ensure engine team has carried out their preparation with respect to shore
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connections for cooling water, M/E, A/E and boiler change over to DO, etc.
9. I will get the CO2 total flooding systems secured and locked before entry.
10. I will ensure vessel is upright with the right amount of trim & GM as required.
11. I will withdrawn into the hull any protruding logs (speed logs)
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12. I will ensure all other requirements of dry-dock are met.

13. I will complete all formalities required for the change of Owner in consultation with
the Company.
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You are enroute to US from Japan and one of the statutory certificates has expired.
It was negligence on your part and the extended period too has expired. What will
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you do?
I will declare in the eNOA and state to the Local agent regarding the statutory certificate
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being expired. I will inform the Company and try to get a dispensation if possible in order
to avoid delays in berthing. However, the USCG will not allow the vessel to berth with an
expired certificate. I will request the Company to arrange for the required survey /
inspection on arrival in US, preferably at anchorage. I will assure the Authorities that the
necessary survey will be carried out and renewal certificate issued before berthing. I will
ensure such a mistake is never repeated and will be careful in the future.
As per SOLAS I / 19, if a certificate has expired, the officer carrying out the control shall
take steps to ensure that the ship shall not sail until it can proceed to sea or leave the port

245
for the purpose of proceeding to the appropriate repair yard without danger to the ship or
persons on board. This implies that the ship may be allowed to enter the port provided that
the required survey and certification will be completed in that port and the vessel is not be
allowed to sail out of the port without the appropriate survey and certification.
Your lifeboat capacity is 50 and your liferaft is even more. Will you carry 50 persons
onboard?
In the Record of Equipment for Cargo Ship Safety (Form E), two things are clearly
mentioned:
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A) Total Number of persons for which life saving appliances are provided.
B) Total Number of persons accommodated by the life boats.
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Usually for a cargo ship, both (A) and (B) will be same. Also, (B) can never be lesser than
(A). Hence, we must never exceed (A) i.e. the total number of persons for which LSA are
provided. For a passenger ship, (A) is the number of passengers for which certified. This
number must not be exceeded.
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If lifeboat capacity is 50, I can carry 50 persons provided it is not more than (A) i.e. the
number of person for which LSA are provided. In case I am allowed to carry 50 persons, I
will still keep some reserve capacity in case required for armed guards or superintendents,
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etc.
While taking over, you found one certificate expired. What will be your action?
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x I will inform the out-going Master regarding this.

x I will inform the Company and ask them to arrange for a survey at the present port or
arrange for a dispensation to sail to the next port where the certificate can be renewed.
x
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Also, I will take over only after I receive a confirmation or acknowledgment from the
Company in writing regarding the deficiency so as to avoid any implications in future.
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After SEQ annuals, vessel has sailed out but you realize that the certificate has not
been endorsed by the surveyor. State your actions. If surveyor comes in the next
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port, will he inspect again or just endorse the certificate and leave?
If the certificate is not endorsed, and the time period has lapsed (3 months post
anniversary date), then the certificate will cease to be valid. (SOALS I/12). In this case, the
surveyor may require a full re-survey before endorsing the certificate. However, if the time
window has not lapsed and the certificate is still valid, the survey may chose to come in
the next port and just endorse the certificate writing the same date on which the survey
was completed.

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If the intermediate survey is not carried out, will the certificate remain valid? What is
the window period?
No. As per SOLAS I / 12, if the required intermediate survey is not carried out, the
certificate shall cease to be valid. The survey must be requested and the Flag State may
carry out an additional survey as required which may be of the scope of a renewal survey,
in order to endorse the certificate.
The window period for the intermediate survey is 3 months before or after the 2nd
anniversary date or 3 months before or after the 3rd anniversary date, which shall take
place of one of the annual survey.
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Which certificate(s) gives you details about the ‘type of ship’?
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1. Cargo Ship Safety Construction Certificate
2. Cargo Ship Safety Equipment Certificate
3. Maritime Labour Certificate
4. Safety Management Certificate
5. Document of Compliance
SO
6. International Ship Security Certificate
7. IOPP Certificate
8. Supplement to IOPP (Form B)
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9. IEEC Supplement
10. International Load line certificate (Type A / Type B)
11. International COF for the carriage of dangerous chemicals in bulk (Type I/II/III)
12. Certificate of Class (in the form of Class Notations)
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13. Minimum Safe Manning Document
Which certificate(s) requires only a renewal survey after initial survey?

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1. International Sewage Pollution prevention Certificate

2. Passenger ship safety certificate
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3. Special Trade Passenger ship safety certificate

4. Special Trade Passenger ship space certificate
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Name some certificates which do not require any survey once issued?
x International Tonnage Certificate
x International Energy Efficiency Certificate
x Suez Canal Special Tonnage certificate
x International Anti-fouling System certificate
x LRIT Test Conformance Report

247
What is dealignisation of IOPP?

Another word of this is de-harmonization. With entry into force of the BWM Convention,
the IOPP and/or BWM Certificate may be de-harmonized from Harmonized System of
Survey and Certification (HSSC). The IOPP renewal survey was done in advance for the
window period. This was done by the ship owners to delay the mandatory implementation
of D-2 standards i.e. fitting of the BWTS.
If your SEQ certificate is expired at sea, what will you do?

SOLAS I/14 allows the ship to request the Flag State for an extension in case the vessel is
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not in port where the renewal survey is to be conducted. In such a case, the Flag State
can grant an extension for the vessel to reach the next port where renewal survey must be
carried out and new certificate issued. The vessel cannot sail out without a new certificate.
The new certificate will have the expiry date not more than 5 years from the expiry of the
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old certificate. Also, the extension can be granted only for 3 months (one month in case of
ship engaged on short international voyage). The extension must be mentioned on the
SEQ certificate last page where there is a specific section given for such an extension.
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Which certificate will identify the vessel as a crude oil carrier or product carrier?
Supplement to the IOPP Certificate – Record of Construction and Equipment for Oil
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Tankers (Form B)
What is COF? What are its contents? Is there a COF for oil tankers?
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COF stands for International Certificate of Fitness for the Carriage of Dangerous
Chemicals in Bulk. IBC Code Chapter 1.5 deals with the survey and certification
requirements. An International Certificate of Fitness for the Carriage of Dangerous
Chemicals in bulk is issued after an initial or renewal survey to a chemical tanker engaged
H
in international voyages which comply with the relevant provisions of the Code. It is to
certify that the ship and its construction and equipment are as per the requirements of the
IBC Code and fit for the carriage of the cargoes described in the certificate. Its contents
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are as follows:
x Ships particulars (Name, Call Sign, IMO Number, POR, Gross Tonnage)
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x Ship type (I, II, III)

x Date on which keel was laid
x Exemptions (if any)
x Statements to certify that the construction and equipment of the ship has been
surveyed as per the Code and found to be satisfactory.
x Statement that the ship has been supplied with approved stability information booklet
x Conditions for loading
x Validity of the certificate and completion date of survey
x Issued Date and Place, Official Seal and Surveyor Sign

248
It has the following attachments:
1. List of products that the ship can carry, along with their Pollution category and
conditions for carriage.
2. Tank Plan.
There is no COF for oil tankers. All the requirements for oil tankers are as per MARPOL
Annex I and the same is checked during IOPP Surveys and reflected in the IOPP
Supplement (Form B). The list of oils is given in MARPOL Annex I, Appendix I.
Note: COF can also mean an International Certificate of Fitness for the Carriage of
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Liquefied Gases in Bulk as required by IGC Code, Chapter 1.5. It has similar contents and
similar attachments.
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What are the FFA related certificates onboard?
x Fixed CO2 system annual inspection and 5 yearly inspection

x
x
x
x
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Fixed CO2 system 10 yearly inspection
Fixed Foam System Annual Inspection and 5 yearly inspection
Foam Concentrate Test Certificate
Hypermist system Annual inspection and 5 yearly inspection
x Fire Detection System Annual inspection
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x SCBA Annual inspection and 5-yearly testing
x Fire extinguishers annual inspection and 5-yearly testing
x EEBD Annual Inspection and 5-yearly testing
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x BA Compressor Inspection and Air Quality Test
What is sanitary exemption and sanitary control certificate? Are they mandatory? If
yes, as per which regulations?
H
These are documents that confirms a ship's compliance with maritime sanitation and
quarantine rules specified in the International Health Regulations (2005) issued by the
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World Health Organization. The certificate serves as proof that the ship is free of clear
sources of contagion and may be a requirement for permission of entry into port in some
jurisdictions. The certificate is issued by a competent health authority in authorized ports,
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after inspection and is valid for 6 months. It is revocable if evidence of health risks are
found, and the ship remains liable to further inspection at all times.
Ship Sanitation Control Exemption Certificate (SSCEC) is issued to vessels that are found
to be free of animal vectors, potential disease reservoirs or ill humans.
Ship Sanitation Control Certificate (SSCC) is issued when a health risk is found, and
control measures (fumigation, etc.) have been successfully carried out.
Yes, they are mandatory as vessel will not get free pratique by the Health Authorities in
most ports without having a valid SSCC or SSCEC.

249
What is port clearance? Who issues it?
Port clearance is a document or a certificate that is issued by the Customs allowing the
vessel to sail out of a port. It is issued after the Local agent submits the required
documents in order to obtain a PCC (Port Clearance certificate) for the vessel. In case of
EDP (Early departure procedure) the agent signs a bond / guarantee, since the B/L is not
prepared and the vessel needs to sail out to avoid delays. PCC is usually valid for 48
hours from the time of issuance or as stated in the document. Owners, agents or masters
must cancel the PCC and obtain a new PCC if the vessel failed to depart during the
validity period. Documents required for obtaining a PCC are:
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x Light Dues Certificate
x NOC from immigration department
x Port health certificate
x Income Tax certificate (for export cargoes)
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x Ships certificates (ILL, SRC, SEQ, COR)
x Port Dues Certificate
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The Port Clearance is issued by the AC/DC (Assistant Commissioner/Deputy
Commissioner) of the Customs Department once all the documents are verified.
What is an interim certificate? When is it issued?

D
An interim certificate is a temporary or preliminary certificate that is issued to a ship when
a full survey cannot be completed or when a full-term certificate cannot be issued. Interim
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certificates are issued:

1. To new ships on delivery
2. When a ship changes flag
3. when a Company assumes the responsibility for the operation of a ship not
previously operated by that Company
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4. Prior to the ship‟s entry or re-entry into service
It is given a validity not exceeding 6 months and within which, the required surveys must
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be completed and a full-term certificate must be obtained.

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Which additional documents or certificates are required for ship carrying dangerous
goods (IMDG Goods)?
1. Document of compliance with the special requirements for ships carrying dangerous
goods. (SOLAS II-2/19.4)
2. Dangerous Goods manifest or stowage plan (SOLAS VII/4.5 & MARPOL Annex III / 4)

250
What all certificates are updated in dry dock?
x Cargo Ship Safety Construction Certificate

x Cargo Ship Safety Radio Certificate
x Cargo Ship Safety Equipment Certificate
x International Load Line Certificate
x IOPP Certificate
x International Pollution Prevention Certificate For The Carriage Of Noxious Liquid
Substances In Bulk
x International Sewage Pollution Prevention Certificate
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x IAPP Certificate
x International COF for carriage of dangerous chemicals in bulk
x International COF for carriage of liquefied gases in bulk
x International Ballast Water Management Certificate
x Certificate of Class (Special Survey)
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x Polar Ship Certificate
x Any other servicing, overhauling, inspection and maintenance certificates.
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What is the validity of Minimum safe manning document? How long is a
dispensation valid for?
D
Minimum safe manning document usually does not have an expiry date, except that some
Flags have an expiry date mentioned. For example, minimum safe manning document
issued by Saudi Arabia have 2 years validity, Dutch vessels get a 5 year valid certificate,
etc. So the validity depends on the Flag State and must be checked on the document
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itself. In most cases, it is valid till the time there are no changes in the contents of the
document. It is usually co-terminus with the Certificate of Registry i.e. valid till the time
COR is valid.
If any of the safety equipment is not working or not as per any requirement, the ship
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manager needs to notify the flag state and classification society of the vessel. The Class
will then advise alternate arrangements. Once these alternative arrangements are in
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place, flag state may issue a dispensation for certain period. Dispensation is given by the
Flag State for the ship to sail out without any problem, but carry out necessary repairs at
the next available opportunity. For this, the dispensation is valid only for a certain period,
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which will depend on case-by-case basis. For example, on one of my ship MF/HF was not
operational and dispensation was given for a period of one month. Within that one month,
three technicians checked the equipment, it was still not repaired and spare parts were
ordered at the next port. Before expiry, a new dispensation was applied for and received
onboard.
Validity of dispensation is chosen in such a way that the defect is addressed and rectified
at the next port, not with an intention to allow the vessel to operate with that defect and
pass through multiple ports.

251
What are the contents of foam analysis certificate? State the circular number giving
the testing requirements.
Contents of Foam Analysis Certificate:
x Vessel‟s particulars (Name, IMO no., Class, Flag)

x Port of Service and Date of Service
x Type of Test : Foam Concentrate Test
x Technical Description of the Foam Concentrate (Protein/AFFF/ Flouroprotein)
(High/Low expansion) (Alcohol Resistant or not) (% concentrate) etc.
x
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Description of the Foam System (Protected area, tank location, material, capacity, etc)
x Description of sampling (taken by, taken from top/mid/bottom, quantity taken)
x Results of the testing (Expansion ratio, viscosity, pH, density, drainage time,
sediments)
x Test Results (Acceptable / Not acceptable)
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MSC.1/Circ.1312 - Revised Guidelines for the Performance and Testing criteria, and
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surveys of Foam Concentrates for Fixed Fire-Extinguishing Systems
MSC/Circular.670 - Guidelines for The Performance and Testing Criteria and Surveys of
High-Expansion Foam Concentrates for Fixed Fire Extinguishing Systems
Where will you find the list of approved documents that you need to carry onboard?
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Give some examples of approved documents that you have carried onboard your
last ship.
AN
List can be found in the end pages of SOLAS and MARPOL. Following are the approved
documents that I had carried onboard my last ship:
x Construction drawings (SOLAS Chapter II-1)

x Stability Information (SOLAS Chapter II-1)
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x Damage control plans and booklets (SOLAS Chapter II-1)

x Emergency Towing Procedure Manual (SOLAS Chapter II-1)
x
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Maneuvering booklet (SOLAS Chapter II-1)

x Fire safety training manual (SOLAS Chapter II-2)
x Fire control plan/booklet (SOLAS Chapter II-2)
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x Fire safety operational booklet (SOLAS Chapter II-2)

x Onboard training and drills record (SOLAS Chapter II-2)
x Ship-specific Plans and Procedures for Recovery of Persons from the Water (SOLAS
Chapter III)
x Nautical charts and nautical publications (SOLAS Chapter V)
x IAMSAR Manual (SOLAS Chapter V)
x AIS test report (SOLAS Chapter V)
x LRIT conformance test report (SOLAS Chapter V)
x Voyage data recorder system – certificate of compliance (SOLAS Chapter V)

252
x Material Safety Data Sheets (MSDS) for fuel oil (SOLAS Chapter VI)
x Continuous Synopsis Record (CSR) (SOLAS Chapter XI-1)
x Ship Security Plan and associated records (SOLAS Chapter XI-2)
x Oil Record Book (Part I) (MARPOL Annex I)
x Oil Record Book (Part II) (MARPOL Annex I)
x Loadicator Manual & Test Conditions (MARPOL Annex I)
x ODMCS Manual (MARPOL Annex I)
x STS Operation Plan (MARPOL Annex I)
x Cargo Record Book (MARPOL Annex II)
x P&A Manual (MARPOL Annex II)
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x Shipboard Marine Pollution Emergency Plan (MARPOL Annex II)
x Garbage Management Plan and GRB (MARPOL Annex V)
x VOC Management Plan (MARPOL Annex VI)
x Ozone-depleting Substances Record Book (MARPOL Annex VI)
x
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Fuel Oil Changeover Procedure and Logbook (MARPOL Annex VI)
x Ship Energy Efficiency Management Plan (SEEMP) (MARPOL Annex VI)
x EEDI Technical File (MARPOL Annex VI)
x
x SO
Records of hours of rest (MLC / STCW)
Chain Register (ILO 152)
What is ship structure access manual?

D
It is a manual describing the means of access to carry out overall and close-up inspections
and thickness measurements. It is required by SOLAS II-1 / 3-6 for oil tankers of 500 GT
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and over, and bulk carriers of 20,000 GT and over, constructed on or after 1 January
2006. It must be approved by the Administration and an updated copy must be kept on
board. It should contain the following:
x plans showing the means of access to the space

x
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plans showing the means of access within each space to enable an overall inspection
to be carried out
x plans showing the means of access within the space to enable close-up inspections to
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be carried out
x instructions for inspecting and maintaining the structural strength of all means of
access
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x instructions for safety guidance when rafting is used for close-up measurements;
x instructions for the rigging and use of any portable means of access in a safe manner.
x an inventory of all portable means of access.
x records of periodical inspections and maintenance of the ship's means of access.
Is CSR a certificate or document? What is the different between certificate and

document? What are the requirements of CSR? Does it change with change of Flag
or Owner?

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Continuous Synopsis Record is a document (not a certificate) which is required under

SOLAS Chapter XI-1, Regulation 5.
Certificate is a document certifying that the vessel or equipment complies with certain
rules and regulations and it is issued in accordance with a certain regulation by the Flag
State Administration or under the authority of the Flag State by a RO. Most certificates
have a validity and need to be renewed before expiry.
Documents are those that are required under various conventions but do not certify the
vessel‟s compliance with any regulation or provisions. It is simply a document stating
facts, or giving information without certifying or attesting anything. Documents usually do
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not have a validity or expiry date.
For example, GRB, SEEMP, SMPEP, VOC management plan, etc. These are mandatory
documents but are not certificates as they do not certify anything.
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Requirements of CSR: (SOLAS XI-1/5)
x
Synopsis Record.
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Every ship to which Chapter I of SOLAS applies shall be issued with a Continuous
CSR is intended to provide an on-board record of the history of the ship with respect to
the information recorded therein.
x For ships constructed before 1st July 2004, the CSR shall, at least, provide the history
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of the ship as from 1st July 2004.
x The CSR shall be issued by the Administration to each ship entitled to fly its flag and
shall contain the following information:
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1. the name of the Flag State

2. the date on which the ship was registered with that State
3. the ship's identification number (IMO number)
4. the name of the ship
5. the port at which the ship is registered
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6. the name of the registered owner(s) and their registered address(es)

7. the registered owner identification number
8. the name of registered bareboat charterer(s) and their registered address(es), if
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applicable
9. the name of the Company, its registered address and the address(es) from where it
carries out the safety-management activities
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10. the Company identification number

11. the name of all classification society(ies) with which the ship is classed
12. the name of the Administration or recognized organization which has issued the
DOC or interim DOC to the Company
13. the name of the Administration or recognized organization that has issued the SMC
or Interim SMC
14. the name of the Administration or recognized security organization that has issued
the ISSC or Interim ISSC
15. the date on which the ship ceased to be registered with that State

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x Any changes related to the entries referred in point 4 to 12 shall be recorded in the
CSR so as to provide updated and current information together with the history of the
changes.
x In case of any changes, the Flag State shall as soon as is practicable but not later than
three months from the date of the change, issue either a revised and updated version
of the CSR or appropriate amendments thereto.
x The CSR shall be in English, French or Spanish language.
x The CSR shall be in the format developed by the Organization and shall be maintained
in accordance with guidelines developed by the Organization. Any previous entries in
the CSR shall not be modified, deleted or, in any way, erased or defaced.
x
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The CSR shall be kept on board the ship and shall be available for inspection at all
times.
x Whenever a ship‟s Flag, Company or Owner changes, the CSR shall be left on board.
x When the Flag is changed, the Company must inform the previous Flag who will issue
a new CSR document to the ship showing the date the ship ceased to be registered
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with that flag. That flag State is required to send a copy of the ship‟s CSR file, without
delay, to the new flag State. As soon as possible, but not later than three months after
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a change of flag, the new flag State is required to issue to the ship a sequentially
numbered CSR document. When the Owner is changed, only the CSR will be updated
by the Flag State within 3 months.
What is the purpose of CSR? What are the forms associated with it?
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The purpose of the CSR is to provide an onboard record of the history of the vessel with
respect to its flag, owner, operator, charterer, classification society, safety management,
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and security activities. It helps in preventing maritime fraud and enhances maritime safety.
Resolution A.959(23) gives the Format And Guidelines For The Maintenance Of The
Continuous Synopsis Record (CSR). The forms that are associated with CSR are:
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1. All CSR documents (Form 1) issued by the ship‟s Administration(s), numbered

sequentially over the life of the ship
2. All amendment forms (Form 2) attached to each individual CSR document relating to
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changes made to that CSR document; and

3. All indices of amendments (Form 3) listing all amendments (specified by amendment
forms) relating to each CSR document and attached to Form 1 above.
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x Only the Flag can issue a CSR document (Form 1) to a ship. The first CSR document
issued is numbered “1” and subsequent CSR documents are to be sequentially
numbered through the life of the ship, even when Flag Changes.
x Whenever any change relating to the entries listed in the current CSR document of the
ship has taken place, this change needs to be included without delay in the ship‟s CSR
file. Pending the issue of a revised and updated CSR document by the Flag State, the
Company or master is required to complete an amendment form (Form 2) and attach

255
the original to the current CSR document. A copy of the completed amendment form
has to be forwarded without delay to the Flag for their consideration and action.
x Additionally, whenever an amendment form is attached to the ship‟s current CSR,
details of the amendment have also to be entered in the index of amendments (Form
3) and attached to the current CSR document.
What are the contents of a shell expansion plan?
Shell expansion plan shows the arrangements of shell plating on a 2-D drawing. All
vertical dimensions are taken around the girth of the vessel rather than direct vertical
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projection. This way side and bottom platings are shown as a continuous whole. It shows
the strakes that are lettered (A, B, C) from keel up towards the sheer strake. (“I” is
excluded) All plates of each strake are numbered from aft to forward. This way any plate
can be easily identified based on its distance from aft. This plan can also be used to
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calculate surface area for painting by application of Simpson Rules. It also shows
thickness of plates, welding of all plates, etc. Following are the contents of a shell
expansion plan:
1. Ship‟s particulars
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2. Shell plating drawing (midship to forward and midship to aft) showing the plates and
strakes with the marking and Frame numbers at the bottom for identification.
3. Details and drawings of Bilge Keel.
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What is a radio license?
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Radio Station License is the license issued to ship owners by the Ministry of
Communication or a radio accounting authority (RAA) to own and operate maritime mobile
communication and electronic navigational equipment on designated Maritime frequencies
on board ships. Its validity varies from State to State. The license needs to be renewed
before expiry. It is issued under the ITU Radio Regulations Article 18.
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The Company will fill up an application form to obtaining or renewing the license. Ship
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must have certified radio operators onboard, radio logs, and latest ITU publications such
as ITU List of Coast Stations and Special Service Stations (ITU List IV), List of Ship
Station and Maritime Mobile Service Identity Assignments (ITU List V) and ITU Manual.
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What special certificate does a container ship carry in respect of IMDG cargo?
Document of compliance with the special requirements for ships carrying dangerous
goods. (SOLAS II-2/19.4)
Which all certificates will you give to the Chief Officer to keep?

256
I will not give any original certificates to the Chief Officer and keep the originals with
myself in the designated file in my Cabin. This is for a simple reason that the CCR or
Ship‟s office is a common space where many people come and go when the ship is in
port. It is not safe to keep the ship‟s certificates in such a location. However, I will give
copies of certain certificates related to the Chief Officer such as Mooring rope certificates,
line pressure testing certificates, UTI calibration certificates, cargo hose testing
certificates, etc.
If a vessel is going to another country which has ratified a particular convention
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which her Flag State has not ratified, does she need to have the certificate required
under that Convention?
Article I of SOLAS PROT 1988, Article I of LL PROT 1988, Article 5 of MARPOL, Article X
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of STCW 1978, Article 3 of AFS 2001 and Article 3 of BWM 2004 provide that no more
favourable treatment to be given to non-party ships, which in essence, states - “For ships
flying flag of a non-party State, the Port State that is a Party to the Convention shall apply
SO
the requirements of the Convention as may be necessary to ensure that no more
favourable treatment is given to such ships.” So if a vessel flying flag of a non-party state
is going to another country, it will have to have equivalent measures in place as the PSC
there would not grant it any favourable treatment and she will be expected to comply with
the requirements of the Convention. Failing to do so would result in detainment and delays
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to the ship. The PSC will use the same procedures for ships of non-Parties in order to
ensure that equivalent surveys and inspections are conducted and an equivalent level of
safety and protection of the marine environment is ensured.
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Lifeboat certificate is valid for 4 days and voyage is of 6 days. Suddenly, the
charterer changes the voyage and now it is of 15 days. What will you do?
I will inform the Company regarding the situation and ask them to apply for a dispensation
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from the Flag State. The dispensation will be provided by the Flag State till the vessel‟s
scheduled arrival at the next port. At the next port, life boat servicing needs to be
completed, without which the vessel may not be allowed to sail out.
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What is a CRA and what is its validity? What if it is expired? Whom will you
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contact?
CRA (Certificate Receipt of Application) also known as ROA (Receipt of application) is a

documentary evidence to prove that an application has been made for a Flag COE
(Certificate of Endorsement). All ships employing officers holding foreign certificates of
competency should ensure that original COE or CRA print-out is available on board the
ship where the officer is engaged. Ships may be detained or delayed if PSC inspectors
find original COE or CRA print-outs missing.

257
Most of flag state issue CRA upon submitting complete application and the CRA usually
remains valid for 3 months (or as stated on the CRA). This grace period is to allow the
company to deliver the original COE to the officer on board the vessel. CRA is issued so
that seafarer can embark/ join a ship without delaying during verification of seafarer‟s
national COC before issuing a permanent (COE) of flag state.
If the CRA is expired and the original COE has not yet been delivered to the vessel, I will
inform the Company. The Company will inform the Flag State and get a dispensation until
the original COE is connected onboard. Usually after the issue of a CRA, the COE is
issued within a month‟s time. The same is sent to the vessel by speed-post via the Local
Agent or new joiners.
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Name one statutory certificate that does not list the equipments carried onboard.
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Safety Construction Certificate
What do you mean by anniversary date?

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Anniversary date means the day and month of each year which will correspond to the date
of expiry of the particular certificate.
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What all certificates cannot be delegated to RO?
AN

x CLC Oil
x CLC Bunker (If the Flag State is not a party such as Indian Flag, the ship can have the
certificate obtained from another State who is a party. That State may choose a RO to
issue the certificate)
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x CLC Wreck
x CSR
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x LRIT conformance test report

x Document of compliance with special requirements for ships carrying DG.
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There is another DOC apart from ISM. Which one is it?
Document of compliance with the special requirements for ships carrying dangerous
goods: The Administration shall provide the ship with an appropriate document as
evidence of compliance of construction and equipment with the requirements of
Regulation II-2/19 of SOLAS 1974. Certification for dangerous goods, except solid
dangerous goods in bulk, is not required for those cargoes specified as class 6.2 and 7
and dangerous goods in limited quantities.

258
What is CFR and COFR?
Code of Federal Regulations: The Code of Federal Regulations (CFR) is the codification
of the general and permanent rules and regulations of the federal government of the
United States. The CFR is divided into 50 titles that represent broad areas subject to
federal regulation. Out of this CFR Title 33 Navigation and Navigable Waters and CFR 46
Shipping are relevant to us.
Certificate of Financial responsibility: California COFR is the certificate that is required for
a ship to enter Californian waters. The certificate is similar to a CLC certificate issued by
the Flag State. The Shipowner needs to pay extra call to the P&I Club after which the P&I
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club will issue a Certificate of Entry. A copy of this as a proof of entry must be submitted
along with the application form to the State of California (Department of Fish and Wildlife)
This certificate is to ensure that the ship owner has the financial ability to pay at least one
billion U.S. dollars for damages arising from an oil spill. The application must be sent
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atleast 10 days before entering Californian Waters.
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Is harmonization mandatory for all statutory certificates?
No, HSSC was adopted with Resolution A.883(31) and many amendments have been
made thereafter to add various conventions into the system. All of these are just
guidelines and not mandatory for any of the statutory certificates. The HSSC includes the
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cargo ship safety certificates (radio, safety, construction), IOPP, NLS, ISPP, IAPP, Load
Line certificate, Ballast water management certificate, COF (Gas & Chemical)
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Which certificate defines the number of persons the ship is allowed to carry?
Supplement of Cargo Ship Safety Equipment Certificate (Form E) defines the total number
of persons for which the LSA are provided. No ship can carry to sea more number of
persons than this.
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ASM ORAL NOTES BY ROHAN D’SOUZA PSC, FSC, CLASS & SURVEYS
PSC, FSC & INSPECTIONS
PSC
What is PSC inspection? What is the need for PSC inspection?
Port State Control (PSC) is the control of foreign ships in national ports to verify
that the condition of the ship and its equipment comply with the requirements of
international regulations and that the ship is manned and operated in compliance
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with these rules.
Ship‟s compliance is checked during statutory surveys by the Flag State or RO on behalf
of the Flag State. Flag states may not be able to monitor the ships in between these
surveys and on a regular basis, which can lead to the ship‟s becoming unsafe or
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unseaworthy. Hence, most of the IMO‟s conventions have a provision of PSC inspection
so that sub-standards ships can be identified and the threat to the safety of life, other
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ships and the environment can be eliminated.
What is Substandard Ship?
As per IMO Circular A.1138(31) – Procedures for PSC, substandard ship is a ship whose
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hull, machinery, equipment or operational safety is substantially below the standards
required by the relevant convention or whose crew is not in conformity with the safe
manning document.
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When PSC boards your vessel, how will you go about carrying out PSC inspection?
x I will welcome the PSC officer onboard and escort them to my cabin or a common area
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where the inspection can be commenced.

x The PSCO will examine the ship's relevant certificates and documents required by the
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relevant conventions. I will show the relevant certificates as required by the PSCO.
x After the certificate and document check, the PSCO will check the overall condition of
the ship, including its equipment, navigational bridge, forecastle, cargo holds/areas,
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engine room and pilot transfer arrangements and verify that any outstanding deficiency
from the previous PSC inspection has been rectified. I will ensure that the PSCO is
always escorted by one senior officer/engineer during the rounds and any observations
made by the PSCO are noted down.
x If the certificates required by the relevant conventions are valid and the PSCO's
general impression and visual observations on board confirm a good standard of
maintenance, the PSCO will confine the inspection to observed deficiencies, if any. I
will then forward a copy of the PSC report to the Company and plan the closing of the
deficiencies as soon as possible.

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What all PSC can check?
PSC can check anything required to ascertain the compliance with various regulations of
various IMO conventions that gives it the power to inspect. It mainly includes the
inspection of the certificates and documents, overall condition of the ship, including its
equipment, navigational bridge, forecastle, cargo holds/areas, engine room and pilot
transfer arrangements. It includes verification that any outstanding deficiency from the
previous PSC inspection has been rectified.
More detailed inspection will involve an in-depth inspection of the condition of the hull,
machinery and equipment, ships manning and the documents of the crew, operational
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safety and standards of living, etc.
State the contents of Form A and Form B of PSC.
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PSC Report or Report of Inspection In Accordance With Procedures for Port State Control
has two forms – Form A and Form B. The contents and format of the forms vary slightly
with different MOU‟s.
Form A contains the following:
1.
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Name and contact details of the Reporting authority
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2. Details of the ship (Name, IMO no, Flag, Call Sign, Ship Type, GT, DWT, Year of Build)
3. Name of Classification Society
4. Date of inspection
5. Place of inspection
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6. Particulars of ISM Company (Name / Company IMO number)

7. Details of the relevant certificates (Title, issuing authority, dates of issue and expiry)
8. Information on last annual or intermediate surveys (Date, surveying authority, place)
This is to be completed in the event of detention.
9. Deficiencies (No / Yes) (If yes, see Form B)
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10. Outstanding deficiencies (No / Yes)

11. Penalty Imposed (No / Yes) (if yes, amount ____ )
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12. Ship detained (No / Yes)

13. Ship related inspection action taken (Flag/Ro/Owner/Next port informed, inspection
suspended, etc.)
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14. Supporting documents (No / Yes)

15. Name of the PSCO and issuing Office
16. Telephone number and signature
Form B contains the following:
1. Name and contact details of the Reporting authority

2. Name of the ship and IMO number
3. Date of inspection

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4. Place of inspection
5. List of deficiencies
a) Nature of deficiency
b) PSC Code
c) Convention reference (required to be filled in case of detention)
d) If grounds for detention
e) Action taken (ship detained/released, flag / RO informed, next port informed, etc)
f) ISM related
6. Name and signature of the PSCO
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How will you prepare the vessel for PSI?
x I will conduct a management meeting and ask all the senior officers to take rounds and
identify the deficiencies or observations that a PSCO can point out.
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x I will myself inspect the deck, LSA/FFA and the Bridge and look for deficiencies.
x I will prepare a list of jobs to be done and assign it to the head of departments to be
further allocated to the crew.
x
x
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I will check all the certificates and documents including crew documents that will be
inspected during a PSC inspection and ensure they are all in order.
I will ensure all deficiencies or observations noted during previous PSC inspections are
closed and do not exist on my ship.
x I will check with the office if any CIC is on-going for the particular MOU and prepare for
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the same.
x I will raise requisition for any spares or stores required to rectify any deficiency.
x I will inform the Company regarding all the deficiencies listed and their status and
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request for shore side support for those deficiencies that cannot be handled by ship
staff.
x I will use the PSC checklist while preparing the vessel for PSC inspection.
x I will carry out training and drills more frequently.
x I will refer to the „Procedures for Port State Control‟ and ensure that the listed
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detainable deficiencies are not present onboard my ship.

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What is a detainable deficiency? Give some examples.

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Deficiency is a condition found not to be in compliance with the requirements of the

relevant convention. Detainable deficiencies are those which are considered to be
deficiencies of such a serious nature that they may warrant the detention of the ship
involved. These deficiencies suggest that the condition of the ship or its crew does not
correspond substantially with the relevant conventions and the ship if allowed to proceed
to sea will present a danger to herself or the persons on board, or a unreasonable threat
of harm to the marine environment.
Examples of detainable deficiencies:

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1. Failure of proper operation of propulsion and other essential machinery.

2. Insufficient cleanliness of engine room, excess amount of oily-water mixtures in
bilges, Insulation of piping including exhaust pipes in engine room contaminated by
oil, Improper operation of bilge pumping arrangements;
3. Failure of the proper operation of emergency generator, lighting, batteries & switches
4. Failure of the proper operation of the main and auxiliary steering gear.
5. Absence, insufficient capacity or serious deterioration of personal LSA, survival
craft and launching arrangements.
6. Absence, non-compliance or substantial deterioration of fire detection system, fire
alarms, fire-fighting equipment, fixed fire extinguishing installation, fire dampers,
quick closing devices, etc.
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7. Absence, substantial deterioration or failure of proper operation of the cargo deck
area fire protection on tankers.
8. Absence, non-compliance or serious deterioration of lights, shapes or sound signals.
9. Absence or failure of the proper operation of the radio equipment for distress and
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safety communication.
10. Absence or failure of the proper operation of navigation equipment as required.
11. Absence of corrected navigational charts, and/or all other relevant nautical publications
necessary for the intended voyage.
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12. Serious deficiencies in the operational requirements.
13. Absence, serious deterioration or failure of proper operation of the oily-water filtering
equipment, the ODMCS or the 15 ppm alarm arrangements.
14. Remaining capacity of slop and/or sludge tank insufficient for the intended voyage.
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15. Oil record books, Cargo record books, P&A Manual not available.
16. Unauthorized discharge bypass fitted
17. Absence of a valid Document of Compliance for carriage of dangerous goods.
18. Absence of a Dangerous Cargo manifest or detailed stowage plan before departure of
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the ship.
19. Ship is carrying damaged or leaking dangerous goods packages.
20. Absence of a Sewage treatment system or non-functioning Sewage comminuting and
disinfecting system.
21. Absence of the garbage management plan or GRB.
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22. Ship‟s personnel not familiar with disposal requirements of GMP

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What is the difference between Port state and Flag state inspection?
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Port State inspection is the inspection carried out by PSC officers of foreign ships when
they enter their ports. Various IMO conventions gives the power to the PSC officers to
board the vessel and carry out an inspection to identify substandard ships. The ultimate
control and responsibility to ensure implementation of International regulations lies with
the Flag State. But flag state inspections are dependent on infrastructure available and the
trading area of the vessel. Flag states or their RO‟s periodically survey the vessels and
issue statutory certificates, without which the vessel cannot trade. However, in the period
between these surveys, if the vessel is not inspected, their maintenance standards are
bound to fall or may worsen with time. Vessels will then operate in deficient conditions and

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such vessels will pose a threat to maritime safety and the marine environment and this
could be dangerous to another State when it happens in their coastal waters. Hence, it is
imperative that the flag state inspections are backed up and supported by inspections of
Port State. There is no fixed interval of PSC inspections, but usually a ship inspected in
last 6 months is not re-inspected.
Flag State inspections are the inspections whereby the country exercises regulatory
control over the commercial vessels which are registered under its Flag. UNCLOS Article
94 states „Every State shall effectively exercise its jurisdiction and control in
administrative, technical and social matters over ships flying its flag.‟ The objective of Flag
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State Control is to ensure that the ships flying their flags are in compliance with the
statutory rules and regulations i.e. the International Conventions that have been ratified by
the State and incorporated in the National Law. The Flag State inspection can be carried
out in any part of the World as per the Flag State requirements. There is no fixed interval
for a flag state inspection as it depends on the criteria set by the Flag Administration.
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What is the work of PSC and what is meant by clear grounds and suspension of
PSC inspection?
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Work of the PSC is to inspect foreign ships in their national ports and identify and
eliminate sub-standard ships. The PSC ensures that substandard ships are not allowed to
sail out until all identified deficiencies are rectified.
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As per IMO Resolution A.1138(31), Clear Ground is the evidence that the ship, its
equipment, or its crew do not correspond substantially with the requirements of the
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relevant conventions or that the master or crew members are not familiar with essential
shipboard procedures relating to the safety of ships or the prevention of pollution.
"Clear grounds" to conduct a more detailed inspection include but are not limited to:
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1. the absence of principal equipment or arrangements required by the relevant

conventions.
2. evidence from a review of the ship's certificates that a certificate or certificates are
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invalid.
3. evidence that certificates and documents required by the relevant conventions are not
on board, incomplete, not maintained or are falsely maintained.
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4. evidence from the PSCO's general impressions and observations that serious hull or
structural deterioration or deficiencies exist that may place at risk the structural,
watertight or weathertight integrity of the ship.
5. evidence from the PSCO's general impressions or observations that serious
deficiencies exist in the safety, pollution prevention or navigational equipment.
6. information or evidence that the master or crew is not familiar with essential shipboard
operations relating to the safety of ships or the prevention of pollution.
7. indications that key crew members may not be able to communicate with each other or
with other persons on board.

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8. the emission of false distress alerts not followed by proper cancellation procedures.
9. receipt of a report or complaint containing information that a ship appears to be
substandard.
Suspension of PSC inspection:
x In exceptional circumstances where, as a result of a more detailed inspection, the

overall condition of a ship and its equipment, also taking into account the crew
conditions, is found to be obviously substandard, the PSCO may suspend an
inspection.
x Prior to suspending an inspection, the PSCO must record detainable deficiencies, as
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appropriate.
x The suspension of the inspection may continue until the responsible parties have taken
the steps necessary to ensure that the ship complies with the requirements of the
relevant instruments.
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x In cases where the ship is detained and an inspection is suspended, the port State
authority should notify the responsible parties without delay. The notification should
include information about the detention, and state that the inspection is suspended
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until that authority has been informed that the ship complies with all relevant
requirements.
You are in USA and USCG comes unannounced. State your actions.
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x Once the duty personnel has checked the ID card and escorted the USCG officers to
the Ship‟s office, I will introduce myself and ask them for the purpose of their visit.
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x If they are onboard for a PSC inspection, I will present to them the required certificates
and documents and co-operate with them in carrying out the inspection.
x I will inform the engine room regarding the boarding of PSC so that necessary last
minute checks can be made.
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PSC finds out that 3rd Officers DC is expired. He wants to detain the ship. State
your actions.
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The detainable deficiency in this regard would be: “Failure of seafarers to hold a
certificate, to have an appropriate certificate, to have a valid dispensation or to provide
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documentary proof that an application for an endorsement has been submitted to the
Administration.”
When the 3rd Officer‟s DC is expired and the PSCO wants to detain the ship, I will do the
following:
x Show to the PSCO that a valid dispensation is available.
x Provide documentary proof that an application for an endorsement has been submitted
to the Administration.

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x If the above two are not available, I will request the PSCO to not detain the ship but
allow the ship few hours to contact the Flag State and get the required dispensation
before the departure of the ship.
x I will immediately contact the Company and get the dispensation from the Flag or
application for endorsement as soon as possible before the departure.
Who can be a PSCO? Can a PSCO also be a Flag State inspector?
Qualifications required to be a PSCO are given in the IMO Resolution A.1138(31).
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x The PSCO should be an experienced officer qualified as Flag State surveyor.
x The PSCO should be able to communicate in English with the key crew.
x Training should be provided for PSCOs to give the necessary knowledge of the
provisions of the relevant conventions which are relevant to the conduct of port State
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control, taking into account the latest IMO Model Courses for port State control.
x In specifying the qualifications and training requirements for PSCOs, the Administration
x
which may enter its ports. SO
should take into account, as appropriate, which of the internationally agreed
instruments are relevant for control by the port State and the variety of types of ships
PSCOs carrying out inspections of operational requirements should be qualified as a

master or chief engineer and have appropriate seagoing experience, or have
qualifications from an institution recognized by the Administration in a maritime-related
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field and have specialized training to ensure adequate competence and skill, or be a
qualified officer of the Administration with an equivalent level of experience and
training, for performing inspections of the relevant operational requirements.
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x Periodic seminars for PSCOs should be held in order to update their knowledge with
respect to instruments related to port State control.
Yes, a Flag State inspector can be a PSCO when inspecting foreign flagged vessels in the
national waters.
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What is the frequency of a PSC inspection? What is target mechanism used by

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them?
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Frequency of PSC inspection is not fixed. Usually a ship that has undergone a PSC
inspection in the last six months is not re-inspected, unless there are clear grounds to do
so. The frequency may increase if the ship has been detained in the past or has had
multiple deficiencies. Each MOU has their own target mechanism that it uses for
inspecting ships. They usually comprise of the following:
x Flag – Vessel whose flag has not ratified major conventions are targeted. Certain flags
whose detention rates exceed the average are targeted and may be black listed.
x Class- If the vessel‟s class is not recognized by PSC or if the class is not member of
IACS are targeted.

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x Owners/operators – Owners or operators with a bad detention or compliance history

are targeted.
x Vessel‟s history – Vessel which been detained in the past or had bad inspection
reports are targeted.
x Ship‟s Age & Type – Tankers, bulk carriers and passenger ships are targeted more.
The older the ship, the more it is targeted.
What gives PSC the right to inspect ships? State all the conventions / regulations.
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Following conventions provide for control procedures to be followed by a Party to a
relevant convention with regard to foreign ships visiting their ports:
1. SOLAS 1974 regulations I/19, IX/6.2, XI-1/4 and XI-2/9

2. Articles 5 and 6 of MARPOL
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3. Regulation 11 of MARPOL Annex I,
4. Regulation 16 of MARPOL Annex II,
5. Regulation 9 of MARPOL Annex III,
6. Regulation 14 of MARPOL Annex IV,
7. Regulation 9 of MARPOL Annex V
8. Regulation 10 of MARPOL Annex VI
9. Article 9 of BWM 2004
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10. Article X of STCW 1978
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11. Article 11 of AFS 2001
12. Article 12 of TONNAGE 1969,
13. Article 21 of LL 1966
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14. Article 218 of UNCLOS

15. MLC Title 5.2.1
What are the rights and duties of PSC as per Res. A.1138(31)?
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Rights & Duties of the PSC:

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1. To broad a foreign ship and carry out an initial inspection.

2. If there are clear grounds for believing that the ship, its equipment or its crew do not
substantially meet the requirements, the PSCO should proceed to a more detailed
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inspection. The master should be immediately informed of these grounds and advised
that, if so desired, the master may contact the Administration or, as appropriate, the
RO responsible for issuing the certificate and invite their presence on board.
3. All possible efforts should be made to avoid a ship being unduly detained or delayed
4. PSCOs should be free from any commercial, financial and other pressures & have no
commercial interest in the port of inspection, the ships inspected, repair facilities, etc.
5. The PSCO should observe the Code of good practice for port State control officers
(MSC-MEPC.4/Circ.2).

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6. The PSCO should use professional judgement in carrying out all duties and consider
consulting others as deemed appropriate.
7. On boarding a ship, the PSCO should present the PSCO identity card at the gangway.
8. In the case that an inspection is initiated based on a report or complaint, especially if it
is from a crew member, the source of the information should not be disclosed.
9. Where deficiencies cannot be remedied at the port of inspection, the PSCO may allow
the ship to proceed to another port, subject to any appropriate conditions determined.
In such circumstances, the PSCO should ensure that the competent authority of the
next port of call and the flag State are notified.
10. In case of detention, the PSCO must properly inform the master of the right of appeal.
11. If during the more detailed inspection, the PSCO finds the ship‟s condition to be
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obviously substandard, he may suspend an inspection.
12. After any inspection, the PSCO must give the report to the Master in the Form A and
Form B. In the case of a detention, at least an initial notification should be made to the
flag State Administration as soon as practicable. Also, copies of Forms A and B and
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copies of any detention order must also be forwarded. Also, the RO‟s which have
issued the relevant certificates on behalf of the flag State must also be notified. The
parties above should also be notified in writing of the release of detention.
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13. In case of detention, the PSCO must also send a copy of the deficiency reports to IMO.
What can you do if PSCO has detained your vessel and there are no clear grounds?
Who can appeal and what is the procedure?
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If a PSCO has detained my ship, he will inform me of the „right of appeal‟ and the
procedure. The company or its representative have a right of appeal against a detention
taken by the authority of a port State. The appeal should not cause the detention to be
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suspended.
Procedure for appeal is specific to the PSC MoU. Following is the procedure of Paris
MOU:
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1. National Appeal procedure: When deficiencies are found which render the ship unfit to
proceed or that poses an unreasonable risk to the environment, the ship will be
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detained. The PSCO will issue a notice of detention to the master. The PSCO will
inform the master that the ship‟s owner/operator has the right of appeal. Appeal notice
details can be found on the reverse side of the notice of the detention form.
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2. Detention Review Panel Procedure:
a) In case an owner or operator declines to use the official National appeal procedure
but still wishes to complain about a detention decision, such a complaint should be
sent to the flag State or the RO, which issued the statutory Certificates on behalf of
the flag State.
b) The flag State or RO should then submit a reconsideration request to the port State
regarding its decision to detain the ship. In such cases the port State should
investigate the decision and inform the flag State or the R.O. of the outcome. If it

268
reverses the detention decision, same must be informed to the MOU to have it
changed in their systems.
c) If the flag State or the RO disagrees with the outcome of the investigation as
mentioned above, a request for review may be sent to the Paris MoU Secretariat.
This request can only be submitted by the flag State or the R.O., within 120 days
from the date of release of the vessel from detention. Such a request should be
accompanied by all information relevant to the detention.
d) The Secretariat will set up a “Review Panel” comprising of itself and 4 MOU
Authorities requested on a rotating basis, excluding the port- and flag States
involved if applicable.
e) The Review Panel will consider the procedural and technical aspects of the
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inspection based on the information provided by the flag State and/or RO and the
port State. The details of correspondence are kept as an internal matter.
f) The Secretariat will prepare a summary of the opinions of the Review Panel within
30 days of accepting the request and will inform the flag State or the RO, as
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appropriate, the port State and the MOU Advisory Board. If the views of the Review
Panel support the flag State or RO‟s complaint, the port State will be requested to
reconsider its decision again.
g)
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The findings of the Review Panel are not binding but may provide justification for
the port State to amend its inspection data already inserted in the database and to
inform the database manager and the Secretariat accordingly. The secretariat will
inform the flag State or recognized organization, as appropriate on the action (not)
taken by the port State.
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Note: Certain countries in certain MOU‟s also allow the Master to appeal on behalf of the
Ship Owner.
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What will you do if your ship is detained unjustly in an Indian port by PSC?
Procedure for ships detained by Indian PSC:

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Master may make appropriate representation to the local Principal Officer in case agreived
by the decision of the PSCO and is at liberty to appeal against the detention to the
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appellate authority, if the detention is felt to be unjustified. The appellate authority at

national level in India shall be the Chief Surveyor with the GOI, who may be contacted by
e-mail: psc@dgshipping.com.
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The Flag state authorities may appeal against the detention through the „Detention review
panel‟ of the IOMOU. The procedure is same as above mentioned procedure of PARIS
MOU. However, the request must be submitted within 90 days after a detention and the
“Review Panel” will comprise of 3 IOMOU member Authorities.
Where do you find ‘clear grounds’ apart from PSC?

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What will you do as a Master after PSC has detained your Indian flag ship?
x I will inform the Company/Owner and the Flag State and R.O. and forward to them the
PSC reports and the notice of detention.
x I will get the defects rectified onboard or with help of the Company and send the
evidence of the rectification to the PSCO and ask for a re-inspection.
x If the defect cannot be rectified, I will inform the Flag State to give a dispensation till
the next port where necessary rectification can be completed.
x If I feel that the ship is unjustly detained, I will exercise my right to appeal using the
National appeal procedures of the country in consultation with the Company.
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Alternatively, the Flag State or RO may appeal to the Detention review panel of the
MoU.
As per DGS Circular 05 of 2017,
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x The Company will upload the PSC report on DGS FSICS System within 7 days of the
inspection. In case of deficiencies, the follow up report to also be uploaded. If the
inspection resulted in a detention, the report must be uploaded within 24 hours and a
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scanned copy of the report to be sent to PSC cell by e-mail.
Chief Engineer and myself (Master) should jointly pen down an explanation of the
causes which led to the detention. It will be forwarded by vessel‟s email directly to PSC
Cell along with previous two reviews of the ship‟s SMS (Master‟s review) and handing
over reports of the last Master and C/E, within 7 days of the release of the vessel from
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detention.
x DPA will prepare a corrective and preventive action report, which will be reviewed by
the concerned RO/Administration auditor who conducted the last SMC audit. The DPA
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must report to the Directorate along with the reviewed corrective and preventive action
report within 15 days of release of the vessel from detention for a face-to-face
interaction with the Chief Surveyor. If required by the Chief Surveyor, the CEO may
also be called along with the DPA.
x If detention occurs during the weekend, DG Comm centre must be contacted.
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Can a PSC detain a ship to which a convention does not apply?

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Yes, as per „No more favourable treatment‟ clause, PSC can detain a ship if she does not
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have standards equivalent to that required by a Convention even if her Flag is not Party to
that convention.
What are the types of PSC inspections?
a) Initial inspection: Certificates and documents are checked. Overall condition and
hygiene of the ship is checked including navigation bridge, accommodation and galley,
decks including forecastle, cargo holds/area and engine room. Previously noted
deficiencies are checked if there are adequately rectified.

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b) More detailed inspection: It is carried out whenever there are clear grounds for
believing, during an inspection, that the condition of the ship or of its equipment or
crew does not substantially meet the relevant requirements of a relevant instrument.
The absence of valid certificates or documents is considered a clear ground. A more
detailed inspection will include an in-depth examination in area(s) where clear grounds
were established and other areas at random.
c) Expanded inspection (by PARIS MOU): High Risk Ships (HRS) and ships of a risk type
(chemical tanker, gas carrier, oil tanker, NLS tanker, bulk carrier and passenger ship)
and more than 12 years old are eligible for an expanded inspection. It includes a check
of the overall condition, including the human element where relevant. Depth of this
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inspection will be based on the PSCO‟s professional judgment.
d) Concentrated inspection campaign: CIC focuses on specific areas where a higher risk
of non-compliance could exist. This could be evidenced by the number of deficiencies
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encountered, accidents or where new convention requirements have recently entered
into force. Campaigns take place yearly over a period of 3 months (September -
November) and are combined with a regular inspection. Few topics already covered
(STCW), etc.
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under CIC are MARPOL Annex VI, MLC, Entry into Enclosed Space, Rest Hours
What do you understand by PSC regime, PSC MOU?

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IMO members realized that while flag state and Port state control can enhance the
implementation of international regulations, only a regional approach would ensure that
sub-standard ships have fewer places to hide. Thus, the Organization adopted Resolution
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A.682(17) on Regional co-operation in the control of ships. A ship going to a port in one
country will normally visit other countries in the region and it can, therefore, be more
efficient if inspections can be closely coordinated in order to focus on substandard ships
and to avoid multiple inspections. This is one main reason why MOU‟s are formed. It
ensures that as many ships as possible are inspected and at the same time prevents
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ships being delayed by unnecessary inspections. There are ten PSC regimes out of which
nine regional agreements (MoU‟s) on port State control that have been signed:
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1. Europe and the north Atlantic (Paris MoU);

2. Asia and the Pacific (Tokyo MoU)
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3. Latin America (Acuerdo de Viña del Mar)

4. Caribbean (Caribbean MoU)
5. West and Central Africa (Abuja MoU)
6. the Black Sea region (Black Sea MoU)
7. the Mediterranean (Mediterranean MoU)
8. the Indian Ocean (Indian Ocean MoU)
9. the Persian Gulf (the Riyadh MoU)
USCG forms the tenth PSC regime.

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Benefits of MOU‟s are:

x Uniformity in inspection
x Exchange of information about ships
x Better targeting and monitoring of substandard ships
x No delays to ships by repeated boarding
x More ships can be inspection as repeated inspections are avoided.
Some member countries belong to more than one PSC regime. All regional PSC regimes
have acquired the observer status at IMO, as intergovernmental organizations (IGOs). A
typical organizational structure of a regional PSC regime has three components: the Port
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State Control Committee, the Secretariat, and the database or information system.
Is USCG considered as PSC MOU? USCG comes under which MOU?
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USCG is not a PSC MOU as it has not signed a MoU with any neighboring countries. It is
considered as a PSC regime in itself (the tenth PSC regime).
Explain the various codes used by PSC.
x Code 10: Deficiency rectified.

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x Code 15: Rectify deficiency at next port.
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x Code 16: Rectify deficiency within 14 days.
x Code 17: Rectify deficiency before departure.
x Code 18: Rectify deficiency within 3 months. (only ISM related)
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x Code 19: Safety management audit by the Administration is required before departure
x Code 30: Detainable deficiency.
x Code 40: Next port informed.
x Code 45: Rectify detainable deficiency at next port
x Code 50: Flag state/consul informed
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x Code 55: Flag state consulted

x Code 70: Recognized organization informed
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x Code 99: Other

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Which are the participating countries in the Indian MOU and where is the
headquarters? Name the latest CIC carried out by them.
Twenty countries of the Indian Ocean region are part of the Indian Ocean MOU.
Australia, Bangladesh, Comoros, Eritrea, France (La Reunion), India, Iran, Kenya,
Madagascar , Maldives, Mauritius, Mozambique, Myanmar, Oman, Seychelles, Sri Lanka,
South Africa, Sudan, Tanzania and Yemen have become parties to the Memorandum.

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The headquarters of the IOMOU is in Goa, India. Latest CIC carried out by them was in
2019 on Emergency Systems and Procedures.
What is black list and grey list? (in relation to PSC) Can a black list ship sail out?
Paris & Tokyo MOU publishes each year a new White, Grey and Black list in their Annual
Report. The “White, Grey and Black (WGB) list” presents the full spectrum, from quality
flags to flags with a poor performance that are considered high or very high risk. It is
based on the total number of inspections and detentions over a 3-year rolling period for
flags with at least 30 inspections in the period. The white list contains the Flag states with
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least detention, the grey list contains flag states that have got more detention than the limit
set, and the Black list contains the worst performing flag states which are further classified
as high risk, high to medium risk and very high risk depending on the detentions received.
The most recent list is effective from 1 July in any year till 30 June the next year. India is in
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the grey list of both Paris and Tokyo MoU.
The list specifies the Flag, not the name of the vessel. So a vessel belonging to a Flag that
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is in the Black List will be more subject to inspection. However, it will be detained / not
allowed to sail only if there are detainable deficiencies identified during the inspection.
India has a limit of 0 to 8, which means it needs zero detention to be in White List and
more than 8 detentions to fall in black list. Presently, it has 5 detentions so it is in the Grey
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list.
Can one State come under different MOU’s? How come? Give example.
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The port state control MOUs are established as per the region to have regional co-
operation between different PSCs. A country can join any MoU that suits it. The MoU will
accept the request from the country if the procedures of the PSC in that country are in line
with the MoU procedures. But it is most benefitting for the country to join their regional
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MoU because of common interest in the region. Some countries such as France are part
of more than one PSC MOU (IOMOU and Paris MOU). France has Reunion island in the
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Indian Ocean and hence, decided to be part of IOMOU as well in order to obtain the
required information of ships inspected by PSC part of IOMOU. Other examples are:
x Cyprus (Mediterranean MoU and Paris MOU)
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x South Africa (IOMOU and Abuja MOU)

x Canada (Paris MOU and Tokyo MOU)
Which is the most strict PSC and why?
I feel PSC under PARIS MOU is most strict as they are the oldest MOU and their results
are uploaded on the website and Flag States are listed under White / Grey / Black lists.
Another most feared PSC is the USCG.

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Which is the oldest PSC MOU? When was it signed?
PARIS MOU is the oldest MOU on PSC. It was signed in January, 1982 and entered into
operation in July 1982. The grounding and oil spill incident of Amoco Cadiz in 1978
triggered the need of such an agreement. It was initially signed by fourteen European
countries and at present, 27 countries are part of the Paris MOU.
Can one MOU check regarding your ship when you go from one MOU to another?
No. Only the countries that are members of the MOU can login on the website and check
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the reports of the vessels inspected in other Member countries.
Can PSC inspect any ship at any time? Where is the procedure laid down?
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Yes, PSC can inspect the ship at any time, but usually they will not inspect the ship if she
has been inspected in the last 6 months with satisfactory results, unless there are clear
grounds to do so.
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Procedure for PSC inspection is given as guidelines in IMO Resolution A.1138(31) –
Procedures for Port State Control, 2019. It is publication that is carried onboard to guide
the Master in preparing for a PSC inspection.
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You have posted in CCR that one of your pumps is not working. Can PSC detain
your ship? If yes, then what will you do?
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No, PSC cannot detain my ship as the cargo pump does not fall under any convention
relating to PSC. However, if it has been non-functional for a long time or nothing is done
about it, the PSC may give an ISM deficiency. However, it cannot detain the ship. It will
also most definitely put it down as a deficiency (code 70) and notify the RO regarding the
condition of the ship‟s equipment.
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In case the deficiency was related to ship‟s IG system, the PSCO can cause the stoppage
of the discharge operation. Stoppage of an operation is defined as formal prohibition
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against a ship to continue an operation due to an identified deficiency or deficiencies

which, singly or together, render the continuation of such operation hazardous.
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Lifeboat engine is not starting and PSCO wants to put it as detainable deficiency
Code 30. Mean while, the Chief Engineer get the engine repaired. Can the PSCO
write the detainable deficiency or not? And why?
The PSCO can write it down as a detainable deficiency. However, if before completing his
report, I prove to him that the engine is working and it was a minor error, he may re-
inspect the lifeboat and put it down under Code 10 (deficiency rectified). He may also
recommend Class to inspect the L/B to identify if everything is in compliance with SOLAS.

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PSC inspector boards a 15 year old vessel. What all items will he checked on the
main deck?
He will mainly look for structural deterioration (rust, reduction of thickness, critical areas of
stress concentration, doublers and cement boxes, etc.)
A PSC inspector entered your FPK tank and told you that panting beams are
missing. What will you do?
I will consult the drawings and show him the drawings and the same location inside the
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tank. I will consult the Classification society in case if the PSC still has some doubts.
PSC found cement box on your fire line and detained your vessel. State your
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actions.
x I will immediately inform the Company. Company will inform the Flag and Classification
x
society surveyor.
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Chief Engineer will order for the necessary pipe material, elbow, reducer, flanges, etc.
and I will coordinate with the Tech. Supt to supply the material as soon as possible.
If the vessel is carrying flammable cargo and hot work / renewal is not possible at
berth/anchorage, I will try to convince the PSC officer that the required material will be
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arranged at this port itself and the vessel will renew the line section at sea before
arriving next port. I will request to allow vessel to sail to next port under a CoC.
x If the vessel is not carrying flammable cargo, I will arrange for the necessary renewal
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to be carried out at anchorage since the terminal will not allow hot work.
x After carrying out necessary repairs, I will request for re-inspection and submit the
evidence to the PSCO.
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There is a certain deficiency onboard your ship and the owner/manager is telling
you to hide it from the PSC. What will you do?
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x I will put down all deficiencies in the Defect list register and be transparent with the
Company in this regard.
x I will raise requisitions for the necessary stores / spares in order to close the
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deficiencies.
x If the Company is asking me to hide it from the PSC, that will not be possible as I have
already put it down in black and white.
x I will refuse to hide anything from the PSC especially when it comes to safety or marine
pollution. I will ensure that necessary steps are taken by the Company to close out the
deficiency so that vessel does not suffer any delays or detention in port.

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USCG finds a magic pipe in your engine room. State your actions a Master.
x I will immediately inform the Company as this is a serious violation of MARPOL and will
result in terrible consequences.
x I will take statements from all crew members involved.
x I will co-operate fully with the authorities to bring the offenders to book and give my
statement truthfully to the best of my knowledge.
x I will inform the P&I Local correspondent and ask for a lawyer in whose presence I will
make further statements.
x I will declare that I had no information regarding this mal-practice and MARPOL
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violation being done in the Engine Room.
You have a ten day voyage to USA and your ship will be going to US for the first
time. What surveys do you expect and how will you prepare for the same?
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Vessel will have a USCG COC (certificate of compliance) inspection conducted by the
USCG. I will prepare the vessel for this inspection, which is like any other PSC inspection.
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I will mainly focus on training, drills, hygiene, garbage segregation, ISPS procedures, etc.
regarding which the USCG is very particular.
PSC is asking for the SSP. What will you do?

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As per ISPS Code Section 9,
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Following are the confidential information in the SSP:
1. identification of the restricted areas and measures for the prevention of unauthorized
access to them.
2. procedures for responding to security threats or breaches of security.
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3. procedures for responding to any security instructions Contracting Governments

may give at security level 3.
4. duties of shipboard personnel assigned security responsibilities and of other
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shipboard personnel on security aspects.

5. procedures to ensure the inspection, testing, calibration, and maintenance of any
security equipment provided on board.
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6. identification of the locations where the ship security alert system activation points are
provided.
7. procedures, instructions and guidance on the use of the SSAS including the testing,
activation, deactivation, resetting, etc.
SSP is not subject to inspection by PSCO. However, if the PSCO has clear grounds to
believe that the ship is not in compliance with the requirements of SOLAS chapter XI-2 or
part A of the ISPS Code and the only means to verify or rectify the non-compliance is to
review the relevant requirements of the SSP, limited access to the specific sections of the

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plan relating to the noncompliance is exceptionally allowed, but only with the consent of
the Flag State or the master. Nevertheless, the above mentioned confidential information
cannot be subject to inspection unless otherwise agreed by the Flag State concerned.
My company has a policy to have two parts of the SSP. One of which is confidential and
not subject to any PSC or third party inspections. If the PSC insists in case of a deficiency
related to the confidential part, I will consult the Flag State and only disclose the relevant
section if instructed so by Flag State.
Which is the latest DG circular on PSC?
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Latest DGS circular on PSC is the Engineering Circular No. 01 of 2019 on Implementation
of Additional Measures to improve PSC Performance of Indian Vessels. Main highlights of
the circular are:
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x An E-Learning PSC module will be developed by DGS. All Indian seafaring officers will
be required to complete the same prior signing on ship.
x
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All companies are required to develop a ship specific checklist which is to be
completed by Master / Chief Engineer based on verification onboard prior berthing at
each foreign port and the completed checklist is to be forwarded to company DPA /
Superintendent by e-mail well in advance. Non-compliance to this requirement may
lead to disciplinary action by DGS against DPA/Superintendent/Master/Chief Engineer.
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x Punitive actions against Master/Chief Engineer/ Superintendent/ DPA/ Company/ Ship
in case of Port State detentions and if found that any or all of them are involved in
taking an unseaworthy ship to sea.
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Your vessel has dispensation from Flag State for a particular GMDSS equipment.
Can PSC detain your vessel?
Well, it depends on the PSCO‟s professional judgment. Usually, the PSCO will not detain
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the vessel since it has a dispensation which means the Flag State has already
acknowledged the defect and directed the vessel to rectify within a given deadline.
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AMSA in one of their circulars stated that many Flag states are giving their ships
dispensation letters to avoid action by the PSC. According to AMSA, if the dispensation is
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an acknowledgement that the defect has occurred and directs it to be addressed at the
next port, the dispensation will be accepted. If a dispensation is issued allowing the vessel
to operate with that defect and pass through multiple ports, AMSA will unlikely accept it.

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FSC
What are Flag states? What is their role?
The flag state is the jurisdiction under whose laws the vessel is registered or licensed, and
is deemed the nationality of the vessel.
Their role is described in various articles of UNCLOS, particularly Article 94 (Duties of the
Flag State) and Article 217 (Enforcement by Flag States).
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Their roles are as follows:
1. Maintain a register of ships containing the names and particulars of ships flying its flag
2. Assume jurisdiction under its internal law over each ship flying its flag and its master,
officers and crew in respect of administrative, technical and social matters concerning
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the ship
3. Take such measures for ships flying its flag as are necessary to ensure safety at sea
with regards to construction, equipment, seaworthiness, manning, labour conditions
and the training of crews.
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4. To ensure that each ship, before registration and thereafter at appropriate intervals, is
surveyed by a qualified surveyor of ships, and has on board such charts, nautical
publications and navigational equipment and instruments as are appropriate for the
safe navigation of the ship.
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5. To ensure that each ship is in the charge of a master and officers who possess
appropriate qualifications, in particular in seamanship, navigation, communications and
marine engineering, and that the crew is appropriate in qualification and numbers for
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the type, size, machinery and equipment of the ship.

6. To ensure that that the master, officers and, to the extent appropriate, the crew are
fully conversant with and comply to the applicable international regulations concerning
the safety of life at sea, the prevention of collisions, the prevention of marine pollution,
and the maintenance of communications by radio.
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7. To cause an inquiry to be held by into every marine casualty or incident of navigation

on the high seas involving a ship flying its flag.
8. To ensure compliance by vessels flying their flag with applicable international rules and
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standards.
9. To ensure vessel holds the required certificates and are periodically inspected in order
to verify that such certificates are in conformity with the actual condition of the vessels.
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What is FSI? How often is it carried out?
Flag State Inspections (FSI) are used by flag states to ensure satisfactory standards are
being maintained on board vessels flying their flag.
The FSI are carried out basis the requirement of each individual Flag State. This is usually
decided based on the age and type of the vessel.

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What is the interval between flag state inspections for Indian ships? Who carries
out these inspections? Can RO carry out the inspection of behalf of Flag State?
Following are the FSI intervals for Indian Flag ships as set by the DGS in the DGS MS
Notice 04 of 2017:
x Passenger ships: Every calendar year, after 3 months of Passenger Ship Safety
Certificate survey, but before 3 months of the date of expiry of the same.
x Cargo Ship (0-5 years of age): One inspection between 1 - 3 months after the
completion of 1st complete Intermediate Statutory surveys.
x
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Cargo Ship (5-15 years of age): Once in 2 years, that is, between 1-3 months after
completion of every alternate annual/intermediate/renewal statutory survey as the
case may be.
x Cargo Ship (15 years and above): Every year and between 1-3 months after
completion of annual/intermediate/renewal statutory survey as the case may be.
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These inspections are carried out by qualified surveyors of the MMD.
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Indian Flag vessels trading abroad and have completed annual/intermediate/renewal
statutory surveys as the case may be in foreign shores and is not scheduled to touch
Indian shores between 1-3 months after the said survey shall undergo a “General
Examination” equivalent to an Annual survey. The frequency of such general examination
is to be not less than that of Flag State Inspections. It can be done through any of the
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Recognized Organization of GOI as per choice of the owner. The Flag State Inspection
and General Examination should be a comprehensive and detailed inspection, covering all
aspects of the Statutory Certificates issued to the vessel irrespective of the presence/
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absence of clear grounds. Ships will be granted exemption from the next FSI / General
examination if the vessel has satisfactorily undergone all PSC inspection under Paris
MoU, USCG and Tokyo MoU without any detainable deficiency and the total number of
deficiencies does not exceed five.
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How will you prepare the vessel for FSI?

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I will prepare the vessel for FSI the same way I prepare it for any PSC inspection.
Additionally, I will obtain from office the checklist of all documents that the Flag Inspector
wishes to sight so that it can be kept all in one place so that the inspection can be
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expedited.
Your Indian vessel is Mumbai registered. In Kandla, will it have FSI or PSC?
It will have a FSI which can happen at any port in India. PSC is applicable when my vessel
is foreign waters i.e. any country outside India.

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What is FOC (Flag of Convenience)?
Flag of convenience (FOC) is a business practice whereby a ship's owners register a

merchant ship in a ship register of a country other than that of the ship's owners. The term
is often used negatively, and although common, the practice is sometimes regarded as
contentious.
A ship's owners may elect to register a ship in a foreign country which enables it to avoid
the regulations of the owners' country which may, for example, have stricter safety
standards. They may also select a jurisdiction to reduce operating costs, avoiding higher
taxes in the owners' country and bypassing laws that protect the wages and working
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conditions of mariners. A registry which does not have a nationality or residency
requirement for ship registration is often described as an open registry. Panama, for
example, offers the advantages of easier registration (often online) and the ability to
employ cheaper foreign labour. Furthermore, the foreign owners pay no income taxes.
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Some common examples of FOC are Panama, Bahamas, Belize, Cyprus, Malta, Liberia,
Cayman Islands, Marshal Islands and many more.
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Is the Flag State inspector allowed to see SSP confidential information?
Yes, the SSP is approved by the Administration so the Flag State inspector can see the
confidential information. As per ISPS Code, PSC inspectors are not allowed to see the
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confidential information unless allowed by the Flag State.
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CLASS
What is a RO and what is its role? Who was the RO for your last ship?
Recognized organization (RO) means an organization that is recognized by a flag State to

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perform, on its behalf, statutory certification and services under mandatory IMO
instruments and national legislation. It is an organization that has been assessed by a flag
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State, and found to comply with the RO Code adopted by IMO. The Code, parts 1 and 2 of
which are mandatory, while part 3 is recommendatory, provides a consolidated instrument
containing criteria against which ROs are assessed and authorized/recognized, and gives
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guidance for subsequent monitoring of ROs by Administrations.
Role of RO‟s:
x To perform statutory survey and certification on behalf of the Flag State
x To comply at all times with the requirement of the RO Code
x To carry out a survey whenever an accident occurs to a ship or a defect is discovered,
which affects the safety of the ship or efficiency or completeness of its LSA or other
equipment.
x To carry out any additional surveys as requested by and on behalf of the Flag State.

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Indian Register of Shipping (IRS) was the Recognized organization for my last vessel.
When can certificate of class be suspended and withdrawn?
Certificate of Class is suspended –
1. When a ship is not operated in compliance with the rule required.

2. When a ship proceeds to sea with a less freeboard than that assigned or when the
freeboard marks are placed higher than assigned
3. When the owner fails to request a survey after having detected defects or damages
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affecting the class.
4. When repairs, alterations or conversions affecting the class are carried out without
requesting the attendance of a surveyor or not to the satisfaction of surveyor.
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In addition to the above, the Class is automatically suspended–
1. When any one or more survey has become overdue and has not been completed by
specified.
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end of the corresponding survey time window.
2. When a recommendation or condition of class is not dealt with within the time limit
3. During an annual survey if any CSM item is due or overdue.

4. When due to nature of defects, the society considers that a ship is not entitled to retain
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its class even on a temporary basis.
The society will withdraw the class of a ship–

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1. If requested by owner.
2. If the class has been suspended for more than six months.
3. When a ship is reported as a constructive total loss and the owner does not have
intentions to repair the ship for reinstatement of class.
4. The ship is reported lost.
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5. The ship is reported scrapped / put out of service

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Explain Condition of Class, recommendation of Class and Class Memo with

examples.
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Condition of Class is imposed by the society for a defect or fault of hull/machinery/

equipment, repair of which cannot be left to the discretion of the Owner. This is only given
to the class items i.e. items that affect the ship‟s Class. These require specific measures,
repairs and request for survey, etc. to be carried out within a specified time period in order
to retain class. Some Classification societies call it „Recommendation of Class‟ (ROC). For
example, a Ship engine Governor is not working and spares has a lead time and will only
be available in around one month time. In such a case, clearly ship is not complying with
the rules of the classification society. But if the Class revokes the "Certificate of class", the

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ship would not be able to sail. So instead, a class surveyor attends the ship and suggests
and/or verifies the temporary arrangements. After the said temporary arrangements are in
place, he will allow the ship to sail for a specific time period by issuing a "Condition of
class", which means that to be able to retain the class, the said defect need to be rectified
before the specified period. This way the "certificate of class" remains valid but with a
condition. When the defect is rectified, class surveyor will attend the vessel to verify that.
After successful verification, he will delete the condition of class.
Class Memorandum or Memo is the information to the Owner given by the Class,
regarding certain item/area to look at. It is noted as a memo for assistance to the Owner
and the next surveyor. e.g. notes concerning material, minor defects, etc. A memo may
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also be given when a condition which, though at that moment does not affect the Class,
but if left at that condition for a long time, has the potential of affecting the Class. e.g.
slight indent on shell, or minor deficiency of machinery, etc. A Memo may be used in the
following cases:
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1. Exemptions from rule requirements
2. Accepted deviations from rule requirements
3. Limitations on the use of the ship or its equipment
5. Deleted class notations

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4. Defects or deficiencies of no concern to class
6. Information related to agreed survey arrangements.

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What will be stated in the CoC? Where and how will you check the Conditions of
Class?
A Condition of Class (CC) may contain the following:

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1. A description of the deficiency, defect, damage or the examination required

2. Required action
3. Due date for the required action to be completed
4. Possible temporary requirements imposed until the required action is completed.
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Conditions of Class or Memorandum to Owner are recorded in the vessel's class status
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from where they will be deleted when no longer valid. Class survey status report can be
downloaded if Master has access to the Class website or can be asked from the Company
who will have access to this data on the Class website. Some Class (like the IRS) allows
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seeing the Condition of Class and other details without login on their website by simply
punching in the IMO number of the ship.
Condition of Class and any memo‟s are also described in the Q88 form (Q88 is a
questionnaire used to assess vessel suitability and risk when chartering tankers and for
vetting purposes)

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What happens if condition of class is pending? How will it get cleared?
If a Condition of Class seriously affects the vessel‟s safety and reliability, immediate action
will be required. Otherwise a time limit will be given for the action to be completed. Within
the time period, the required repairs or actions must be taken and Class must be informed.
A Condition of Class will be deleted when the Society, through a survey or received
information, has been satisfied that requested action has been satisfactory completed.
If a CoC is not removed before the time period given, the Certificate of Class will be
suspended.
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When a CoC is pending, the vessel may lose Charterers, or may be hired at a lower
freight and if carrying an Oil Major cargo, may be required to immediately carry out the
necessary repairs.
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What is Class Notation? Give a few examples.
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Classification notation consists of words, acronyms, letters and abbreviation that describe
a vessel‟s restrictions, service or applicable survey characteristics & any other specific
requirements of the Class that are met by the vessel. Each Classification society has a
system to certify a ship by giving notation on the basis of ship type, service, navigation
and other criteria, provided by the Owner and / or the builder. Class notations that are
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assigned to a ship are indicated on the ship‟s Certificate of Class as well as in the Register
of Ships published by the society. Examples of Class Notations are:
1. Main Class Symbol – Express compliance of the ship with specific rule requirements
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regarding machinery and equipment.

2. Construction Marks – Identifies the Classification society that supervised the ship
during construction.
3. Type Notation – Defines the type and/or service of the ship.
4. Service Area Restrictions – Defines limiting areas for navigation (eg. ice class)
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5. Additional Class Notations – defines the special features such as additional equipment
or any other specific arrangements.
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For example, 1A NS* (Tanker, Oils-Flashpoint on or below 60 degC and Chemicals Type
II and III) ESP BWE(s) CSR
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Here, 1A is the main class notation of DNV-GL, NS* is the construction mark for Class NK,
Tanker --- is the Type Notation, ESP, BWE (ballast water exchange) and CSR (common
structural rules) are additional class notations.
Which publication will you find the various Class notations?
Rules for Classification of Ships (General Regulations > Class Notations)

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What are some of the bulk carrier notations?
x Bulk Carrier
x Great lakes bulk carrier
x Grab (Strengthened inner bottom for grab loading and unloading with grab)
x Strengthened HA (Weather deck hatch covers strengthened for heavy cargo)
x CSR (designed and built according to IACS common structural rules)
x BC A/B/C (Strengthened to carry dry bulk cargoes of density more/less than 1.0 t/m3)
x Crane (Onboard crane certified by the Society)
x HELDK (Ships with helicopter deck)
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x PC 1-5 (Polar Class)
x BWM(T/E) (Ballast water management treatment/exchange)
What are the Polar code notations?
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Polar Code classifies ships as Category A, B and C. Polar Class notations given by Class
are as follows:
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PC 1 - Year-round operation in all Polar waters
PC 2 - Year-round operation in moderate multi-year ice conditions
PC 3 - Year-round operation in second-year ice which may include multi-year ice inclusion
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PC 4 - Year-round operation in thick first-year ice which may include old ice inclusion
PC 5 - Year-round operation in medium first-year ice which may include old ice inclusions
PC 6 - Summer/autumn operation in med. first-year ice which may include old ice inclusion
PC 7 - Summer/autumn operation in thin first-year ice which may include old ice inclusions
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[PC –vessels intended for navigation in ice-infested polar waters]
Which is the noblest class in the world?

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1. Largest classification society is the DNV-GL (Det Norske Veritas - Germanischer Lloyd)
2. ABS (biggest tanker & second-largest gas Tanker Class)
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3. Class NK (largest bulker fleet)

4. Lloyd‟s Register (Biggest gas-tankers class / second-largest bulker Class)
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What is quarterly listing?
Quarterly listing is a document issued to the ship by its classification society. It is a

document that consists of:
1. Information such as Vessel's Name, IMO No., details for Registered Owner and
Technical Operator
2. Status of Statutory Surveys records and Class Survey records along with the window
and due dates.

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3. Class Notations
4. CMS (Continuous Machinery Surveys) along with the date last inspection done and
due dates.
5. Pending CoC (Condition of Class / Outstanding recommendation) with due dates
6. Class memorandum
Traditionally the document was issued / printed on quarterly basis and sent to Owners /
Operator in hard copy and hence called as Quarterly Listing. However, as the time has
changed, the documents can be downloaded on real time basis from Class website using
the operator's User ID and Password. (It is the same as „Class survey status report‟ of
DNV GL. „Quarterly listing‟ is still being used by LR & some other Classification Societies)
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What is IACS? Who can become members of IACS? Name all the members.
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The International Association of Classification Societies (IACS) is a nongovernmental
organization with the world‟s leading classification societies as its members. More than
90% of the world‟s cargo carrying tonnage is covered by the Member Societies. Admission
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to IACS signifies high standards, excellent reputation and professional competence in
maritime industry. IACS has observer status in IMO and co-operates closely with IMO,
participating in the working teams of different IMO committees.
Membership of IACS is granted to organizations that meet the Membership Criteria. The
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criteria and the procedure for applying for a membership are given on the IACS website.
To become member of IACS, a Classification Society needs to comply with all the 11
criteria some of which are:
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x Evidence that the organization is a Classification Society

x Compliance with QSCS (Quality System Certification Scheme)
x Ability to develop, apply, maintain, regularly up-date and publish its own set of
classification rules
x
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Ability to provide surveys of the ships under construction and periodic surveys of ships
in service
x Sufficient international coverage
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x Ability to assess designs for construction and/or major modification for ships in service
of various types
x Significant in-house managerial, technical, support and research staff
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x Technical ability to contribute with its own staff to the work of IACS
x Compliance of classed ships with all IACS Resolutions
Members of the IACS are:
1. American Bureau of Shipping (ABS)

2. Bureau Veritas (BV)
3. China Classification Society (CCS)
4. Croatian Register of Shipping (CRS)

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5. Det Norske Veritas (DNV-GL)

6. Indian Register of Shipping (IRS)
7. Korean Register of Shipping (KRS)
8. Lloyd‟s Register (LR)
9. Nippon Kaiji Kyokai (Class NK)
10. Polish Register of Shipping (PRS)
11. Registro Italiano Navale (RINA)
12. Russian Maritime Register of Shipping (RS)
What is continuous survey hull and continuous survey machinery? Is it the same as
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a special survey?
The continuous survey system (CSS) consists in distributing a scope of the special survey
for class renewal, into individual surveys, with the full survey cycle to be carried out in the
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period, for which the class has been assigned or renewed. Types of continuous survey
system are the CMS (Continuous machinery survey) and CHS (Continuous Hull surveys).
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Continuous Machinery Survey (CMS) System is to ascertain the general condition of the
whole machinery and equipment by opening up a part of the machinery and equipment
through reasonable procedures in a continuously and systematically planned manner.
Under this system, the Classification Society permits the C/E to survey certain CMS items
except M/E bearing/pins and pressure vessels, on alternate five yearly survey cycle.
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Depending on the Class, the Superintendent will issue authorization letter to the C/E who
meets the requirements of the Class. Such C/E is authorized to carry out the survey of
CMS items and in accordance with the PMS. During such survey, C/E will ensure that
class prescribed survey form is completed with necessary readings/details and
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photographic evidence is obtained for crediting the CMS item during the forthcoming Class
surveyor‟s attendance.
Continuous Hull Surveys is a survey arrangement whereby the survey items in the hull
list established for the ship are subject to separate surveys within the 5 years cycle. The
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arrangement shall provide for survey of approximately 20% of the total number of survey
items during each year of the five-year class period. For ships over 10 years of age, all
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ballast tanks shall be examined twice in each five-year class period. CHS may normally be
accepted for ships less than 20 years of age. For ships above 20 years of age, it may be
specially considered provided the some additional acceptance criteria are complied with.
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Ships must have an approved Hull PMS in place which will be verified during Annual
surveys. The bottom survey in dry dock may be carried out at any time within the five-year
class period. Concurrently, the overall and close-up examination and thickness
measurements of the lower portions of the ballast tanks, examination and gauging of
anchoring equipment and internal examination of chain lockers should be carried out.
Special surveys are the renewal surveys for Certificate of Class and not the same as a
CMS or CHS. They are conducted for the renewal of the class and aimed at establishing
that the technical condition of the ship and changes in the composition and design of its

286
facilities meet the requirements of the Rules. However, CHS and CMS systems must be
complied with for a Special survey to be conducted and Class certificate to be renewed.
Special surveys are conducted at intervals not exceeding 5 years, with the renewal of the
class, as a rule, for the next five-year period.
SURVEYS & AUDITS
What is the difference between Audit, inspection and survey? Are they mandatory?
ZA
Survey is a broad concept wherein a particular area or system is examined to check if it is
in the right order as required. In many Conventions of the IMO, the words „survey‟ and
„inspection‟ are used together. A survey is an overall inspection of various items falling in a
particular category. For example, SEQ surveys include inspection of safety equipments
related to LSA, FFA, navigational equipments, etc. The surveys are statutory (or
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mandatory if not ratified by the Flag) and are to be conducted as per the relevant
Convention by the Flag State or RO on behalf of the Flag state.
SO
Inspection is not as broad a term as survey. It is used for particular piece of equipment or
item or group of items that need to be inspected. It can be visual general inspection or
testing or open-up inspection. For example, inspection of lifting appliances, loose gear,
inspection of accommodation, food and water, etc. Some inspections such as PSC
inspections can be of a broader nature. Inspections are mandatory if so specified in the
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relevant conventions.
Audit refers more towards checking the working or functioning of an organization or its
system. That is why „audit‟ word is used for ISM and ISPS certification. It refers less to the
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working of equipments but more towards procedures and documentation. Examples of

audits are ISM internal audit, DOC audit of the Company, ISPS audit, etc. These are
mandatory as per various Conventions unless stated otherwise.
Surveys are conducted or supervised by surveyors of the Flag State or organizations
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recognized by them. Inspections are conducted by inspectors such as PSCO, responsible

person, etc. Audits are conducted by independent third party auditors.
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What is the difference between Statutory and Mandatory?

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Statutory means something that is made legal by the Flag State by incorporating it in the
National laws and is required to be complied with by statute.
Mandatory means something that may not be part of the Flag State‟s National law but
required for trading in other States.

287
What is the difference between intermediate and periodic? Where is it used?
Intermediate: Intermediate surveys to be carried out in the case of Cargo Ship Safety
Construction Certificate, IOPP certificate, IAPP Certificate, surveys required by IBC Code
and IGC Code, BWM convention, Class intermediate survey, intermediate verification as
per ISPS and ISM Code, etc.
Periodic: Periodic survey to be carried out in the case of Cargo ship safety equipment
certificate, cargo ship safety radio certificate (annually) and International Load line
certificate.
ZA
Periodic survey and renewal survey have the same scope as given in SOLAS. However,
intermediate survey does not have such a wide scope as renewal survey. This is the only
difference between the two.
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What is Observation and deficiency?
SO
As per ISM Code, observation means a statement of fact made during a safety
management audit and substantiated by objective evidence.
As per IMO Resolution A. 1138(31) – Procedures for Port State Control, deficiency is
defined as a condition found not to be in compliance with the requirements of the
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relevant convention.
What is an Audit?
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Audit means a systematic, independent and documented process for obtaining audit
evidence and evaluating it objectively to determine the extent to which audit criteria are
fulfilled.
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As per ISM, who is most important in implementation? Justify.

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ISM Code does not specify who is most important. It provides an international standard for
the safe management and operation of ships and for pollution prevention. In doing so, it
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requires many things to be done by the Company, mainly establishing procedures,

providing resources and conducting internal audits. It requires many things to be done by
Master and the ship‟s crew, mainly implementing the policies of the Company, complying
with the SMS and reviewing it from time-to-time. However, the procedures can be drawn
up by the company and audited, however, the implementation part is the responsibility of
the Master. Hence, I feel, it is the Master who is the most important in implementing the
SMS onboard.

288
What is the difference between internal and external audit of ISM?
Internal audit is one of the functional requirements for a SMS. ISM Code Element 12.1
requires the internal audit to be carried out onboard and ashore at intervals not exceeding
12 months. In exceptional circumstances, the interval may be exceeded by not more than
3 months. The internal audit can be carried out by a Company representative suitably
qualified to carry out the audit or by a third party company.
External audits are initial audits for obtaining SMC and intermediate and renewal safety
management audits that are required to maintain the validity or renewal of the SMC. The
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purpose of these audits is to verify the effective functioning of the SMS and that any
modifications made to the SMS comply with the requirements of the ISM Code. If only one
intermediate audit is to be conducted in the 5-year period, it must be conducted between
the 2nd and 3rd anniversary date of the SMC. The audit is conducted by Flag State or RO.
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Can ship staff conduct Internal Audit?
SO
No, ship staff cannot conduct Internal audits. ISM Code Element 12.5 states that
„Personnel carrying out audits should be independent of the areas being audited‟.
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During an audit, your vessel has got a Major NC. How will you go about it?
x I will request the auditor to down-grade it to a NC so that vessel has some time in hand
to rectify it.
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x I will immediately inform Company and ask for assistance / spares / stores as required.
x I will take it up on a priority basis as the major NC needs to be corrected immediately.
x I will fill up the NC form of the Company and forward it to the Company with evidence
of the corrective action.
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Can an ISM auditor check hatch cover? If yes, then as per what?
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ISM element 10 deals with Maintenance of the ship and equipment. The ship is required to
be maintained in conformity with the provisions of the relevant rules and regulations and
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with any additional requirements which may be established by the Company. Hatch covers
are part of the vessel‟s PMS and if not well-maintained, it indicates that the PMS is not
being complied with. This can be an NC as per Element 10 of ISM Code.
What is docking survey?
SOLAS I/10 requires a minimum of two inspections of the outside of the ship's bottom
during any five year period. This is done during the docking survey at a dry dock. It is
carried out together with the Class Special survey and other surveys that are part of the
HSSC.

289
What is a refloating survey?
It is the survey that is carried out usually by H&M Surveyors after a grounding incident,
which involves supervising the refloating of the vessel to ensure costs are not
unnecessarily exceeded and also to later survey the bottom of the vessel along with the
Class surveyor when the vessel is moved to a dry dock.
What is SIRE audit?
ZA
x One of the most significant safety initiatives introduced by OCIMF is the Ship
Inspection Report Programme (SIRE). This programme was originally launched in
1993 to specifically address concerns about sub-standard shipping.
x The SIRE Programme is a unique tanker risk assessment tool of value to charterers,
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ship operators, terminal operators and government bodies concerned with ship safety.
x The SIRE inspection is conducted by the vetting inspectors of Oil Majors usually once
every 6 months or when a shipper (oil major) so requires before chartering the vessel.
x
x
SO
The SIRE programme requires a uniform inspection protocol for which various
questionnaires are developed. For example, Vessel Inspection Questionnaire (VIQ),
Vessels Particulars Questionnaire (VPQ), etc.
The inspection scope is very wide concerning safety, security, pollution prevention,
operational health, standard of living, cargo equipments, etc. as provided in the VIQ.
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x The SIRE Inspection reports are maintained on the index for a period of 12 months
from the date of receipt and are maintained on the database for 2 years.
x SIRE access is available, at a nominal cost, to OCIMF members, bulk oil terminal
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operators, port authorities, etc. It is available free of charge to Governmental bodies

such as PSC, PSC MoU‟s, etc.
x SIRE is a commercial requirement for tankers as charterers or shippers would want to
do business with a ship that has a good SIRE inspection report.
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How will you prepare your vessel for a load line survey?
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x I will check the load line certificate and condition of assignment of load line and carry
checks of all items in that list.
x
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I will ensure no unauthorized modifications are done to any LL item.

x I will check the position and markings of all load lines both sides and get it painted if
required.
x I will check all draft marks and get it painted if required.
x I will check hatch covers, booby hatches, hatch vents, weathertight doors, etc. for
weathertightness, condition of packing and O/S marks.
x I will check all watertight doors for local and remote operation and indications.
x I will check all accommodation vents, store vents, mushroom vents, goose neck vents
for operation, marking and condition. Greasing to be done as required.

290
x I will inspect all the air pipes of ballast tanks, void spaces, fresh water tanks, etc. for
proper operation and condition.
x I will check all the storm valves, bilge valves, FPK valves, screw down valves, educator
systems and sea chest valves for proper operation.
x I will check that scuppers and freeing ports are clear.
x I will check that all sounding pipes have cover and adequately greased.
x I will ensure life line on deck / catwalk is in good condition.
x I will ensure guard rails, chains, bulwarks, etc. are in good condition.
x I will ensure testing and operation of bilge, FPK and other water ingress alarms.
x If having multiple load line, I will ensure that only the present applicable LL certificate is
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in the main file and others are kept in my locker. However, I will ensure all certificates
are duly endorsed.
How will you prepare for SEQ Survey?
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x I will check all necessary safety certificates are available, including maintenance
x
x
x
x
SO
certificates and service reports of all LSA and FFA.
I will ensure all LSA / FFA manuals are available.
I will check the records of drills, muster and all training records.
I will check all the LSA and FFA maintenance records including their PMS.
I will ensure proper working of lifeboat, life raft, rescue boat, launching appliances, etc.
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x I will check condition of the davits, wires, blocks, FPD, embarkation ladders, etc.
x I will check condition and working of SART, EPIRB and Two way VHF including expiry
dates as applicable.
x I will check all LSA and FFA for proper location, working, marking, condition, etc. This
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includes all lifebuoys, life jackets, immersion suits, EEBD‟s, TPA, LTA, pyrotechniques,
isolation v/vs, fire hydrants, fire hoses, foam monitors, fire and foam main, emergency
fire pump, fire plans, ISC, fireman‟s outfit, fire extinguishers, fire dampers, etc.
x I will ensure all fire detectors are working and fire detection system is in satisfactory
condition.
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x I will check the operation of fire dampers, vents, fire doors, etc.
x I will ensure proper working of foam system, Hypermist system, sprinkler system, etc.
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and appropriate instructions are posted for the CO2 system operation.
x I will check all navigational equipments and ensure it is available in good working
condition as per Form E.
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x I will check proper working of the IG system and alarms, trips, NRV‟s, deck seal, O2
calibration, etc.
How will you prepare for SAFCON survey?
x I will check if all the required certificates are in order and available.
x I will visually examine the hull and note the defects in any.
x I will check condition of the deck and de-rust as required.

291
x I will ensure all closing appliances on deck are in good working condition.
x I will check all W/T doors for remote and local operation.
x I will check all fire doors and ensure that they are in good condition.
x I will check that no structural changes are made that will affect the SAFCON certificate.
x I will ask the C/E to confirm the M/E, A/E, boilers, pumps, purifiers, FFA in E/R, etc. are
in good working order.
x I will ensure all escape routes are clear and properly marked.
x I will ask the C/E to ensure that M/E, A/E, steering gear, emergency steering, etc. are
in good working condition.
x I will ensure bilge pumping arrangements and bilge piping is in good condition, bilge
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wells are clean and level alarms are working.
x I will ask ETO to check all electrical machinery, emergency source of power,
emergency lighting, etc.
x I will check the condition of the ballast tanks, cargo tanks, vents, P/V valves, flame
screens, pipelines for cargo, COW, ballast, bunker, pumproom arrangements, etc.
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SO
What is ESP? Describe the various documents associated with it.
x ESP stands for Enhanced Survey programme. It is made mandatory under SOLAS XI-
1 Regulation 2 which requires Bulk carriers and oil tankers to be subject to an
enhanced programme of inspections in accordance with the ESP Code.
x
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The ESP came into force in response to the large number of losses of bulk carriers and
pollution caused by accidents on tankers. In order to prevent this, enhanced (more
stringent) hull surveys were required, for which the IACS has developed the ESP.
x ESP contains unified requirements to be adopted by all Classification Societies while
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surveying tankers and bulk carriers. The Continuous Hull Survey (CHS) is replaced by
the ESP for ships to which it is applicable.
x ESP requires annual, intermediate and renewal surveys that are conducted along with
the surveys required by SOLAS I/10 (SAFCON).
x A „survey programme‟ has to be prepared by the Owner and submitted to the RO six
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months prior to the survey.

x The ESP may be commenced at the 4th Annual Survey and be progressed during the
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succeeding year with a view to completion by the 5th Anniversary date.

x IMO gives guidelines for preparation for the ESP survey in the form of two annexes –
one for bulk carrier and one for oil tankers.
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Documents associated with ESP:
1. Survey programme
2. Main structural plans of holds and tanks.
3. Previous repair history.
4. Cargo and ballast history.
5. Records of inspection of these spaces by ship‟s personnel.
6. Survey report file containing

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a) Condition Evaluation Report

b) Thickness measurement reports
c) Reports of structural surveys
d) Survey planning document
What are the corrosion standards and who defines these standards?
ESP Code defines following corrosion standards:
x Substantial corrosion is an extent of corrosion such that assessment of corrosion
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pattern indicates wastage in excess of 75% of allowable margins, but within acceptable
limits. If substantial corrosion is found, extended thickness measurements will be
required.
x Pitting corrosion is defined as scattered corrosion spots/areas with local material
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reductions which are greater than the general corrosion in the surrounding area.
x Edge corrosion is defined as local corrosion at the free edges of plates, stiffeners,
primary support members and around openings.
x
SO
Grooving corrosion is typically local material loss adjacent to weld joints.
The corrosion standards are defined by IMO in the ESP Code and further developed by
IACS in their IACS Common Structural Rules.
D
What do you understand by a Close up survey?
AN
Close-up survey is a survey where the details of structural components are within the
close visual inspection range of the surveyor, i.e. normally within reach of hand.
What is thickness measurement? When and how often is it carried out? How is it
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carried out?
Thickness measurement is a requirement under ESP Code whereby depending the age of
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the vessel, thickness measurements of critical areas are carried out to determine the
corrosion levels and the level of constructional safety. All cargo holds, ballast tanks, pipe
tunnels, cofferdams & void spaces bounding cargo holds, decks & outer hull are subject to
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thickness measurements. Minimum requirements for thickness measurements at renewal

surveys & extent of additional thickness measurements are given in the ESP Code.
It is carried out during the renewal survey i.e. from the fourth annual survey till the renewal
survey. It should not be held before the fourth annual inspection. It is carried out once in
five year period and is required for the renewal survey. It may be required more frequently
depending on the age, type, condition of the vessel and previous thickness measurement
reports.

293
Thickness measurements are carried out by qualified firms certified by the Administration
according to the principles set out in the ESP Code.
The persons carrying out thickness measurement shall measure the thickness at the
forward and aft areas of all plates and the single measurements recorded will represent
the average of multiple measurements. Measurements for P & S side with the Gauge
corrections, as applicable, are recorded in the Report Forms given in the ESP Code.
The thickness measurement reports are prepared and submitted to the Administration.
The reports shall give the location of measurements, the thickness measured as well as
the corresponding original thickness. Furthermore, the report shall give the date when the
measurements were carried out, type of measuring equipment, names of personnel and
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their qualifications and be signed by the operator. The surveyor shall review the final
thickness measurement report and countersign the cover page.
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After grounding, vessel will go for which survey?
Vessel will go for an under-water survey or a docking survey to determine the extent of
damage.
SO
As per SOLAS I/11, whenever an accident occurs to a ship which affects the safety of the
ship, the master or owner of the ship shall report at the earliest opportunity to the
Administration, the nominated surveyor or recognized organization responsible for issuing
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the relevant certificate, who shall cause investigations to be initiated to determine whether
a survey, as required by regulations 7, 8, 9 or 10, (10 in this case) is necessary. lf the ship
is in a foreign port, reporting must also be done to port State.
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As per SOLAS I/10, additional survey for the Safety Construction certificate will be
required after the repairs.
[An additional survey either general or partial, according to the circumstances, shall be
made after a repair resulting from an accident, or whenever any important renewals are
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made. The survey shall be such as to ensure that the necessary repairs or renewals
have been effectively made, that the material and workmanship of such repairs or
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renewals are in all respects satisfactory, and that the ship complies in all respects with the
regulations.]
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Which is the first ever audit to be carried out onboard?
Interim Safety Management Audit
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ASM ORAL NOTES BY ROHAN D’SOUZA MARITIME LAW
MARITIME LAW
Bill of Lading
Describe bill of lading in general. What are the functions of the B/L?
Bill of Lading is a document issued by the carrier to the shipper indicating and conforming
that goods described in the document have been shipped on a certain vessel.
ZA
Following are the functions of a B/L:
1. It is a proof of receipt of the shipment by the carrier for the goods received.
2. It is an evidence of contract of carriage between the Carrier and cargo interests, which
is often separate from and in addition to the charter party contract with the vessel‘s
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charterers.
3. It acts as a document of title, i.e. it gives legal ownership of the cargo to the party
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having the original bill of lading in its possession or to a named consignee.
State and explain all the types of B/L you know.

D
Following are the types of B/L:
1. Bearer Bill of Lading: A bearer bill of lading allows the goods to be delivered to
whosoever having the possession of such a B/L. It is like a bearer cheque and highly
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risky hence rarely used.

2. Received for Shipment B/L: Sometimes the goods are delivered to a warehouse for
further shipment onto a vessel. On delivery to the warehouse, the shipper is entitled to
get a B/L known as ‗Received for shipment‘ B/L. Such bills can be converted to
Shipped B/L upon being loaded onto a vessel.
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3. Shipped B/L: As soon as the goods are loaded onto the vessel, the ‗Received for
shipment‘ B/L can be converted into a ‗Shipped B/L:‘
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4. Straight B/L: A straight B/L is used when payment has been made in advance of the
shipment and requires the carrier to deliver the goods to the appropriate party. It will
always have a named consignee and words such as non-transferrable and non-
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negotiable.
5. Order Bill of Lading: Most of the International trade nowadays is financed by Banks /
financial institutions who would like to retain ownership of the goods till the time they
are paid. This is possible by issuing ‗Order B/L‘ which has a notation as – ―To the
Order of ___ Bank‖. The order B/L is negotiable and used when shipping goods prior to
payment.
6. Liner B/L: Sometimes vessels are on a fixed route and anyone who wishes to transport
goods on such vessels must do so under B/L‘s known as Liner Bill of lading. As there
is no sufficient time to negotiate a contract, the same is produced on the reverse of the
B/L itself.

295
7. Seaway B/L: Whenever the shipper and the receiver know each other since a long
time, a seaway bill of lading is used to avoid unnecessary delay to the ship at the
discharge port due to the late arrival of the B/L. this B/L is not a document of title and
hence is non-negotiable. The seaway bill is carried by the vessel itself. The contract of
carriage is produced on the reverse. Master has in his possession the detailed
identification of the receiver and all that he is expected to do is to identify the receiver
and deliver the goods.
8. Through B/L: In a multi-modal transportation, whenever the sea transporter takes full
responsibility the B/L is called a Through B/L. However, the carrier signing the B/L is
only responsible for his part of the carriage.
9. Combined Transport B/L: In a multi-modal transport, whenever the combined transport
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operator or a multimodal transport operator takes full responsibility, the B/L issued is
called Combined transport B/L or a Combined Transport document.
10. Direct B/L: This is the B/L which covers the carriage of goods in one vessel direct from
one port to another.
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11. Clean B/L: Clean B/L‘s are those stating the goods are in ‗apparent good condition and
order‘ with no words indicating any deficiency in the goods.
12. Foul B/L: These are B/L that in some way or the other have been claused or dirty i.e.
cargo defects are noted.
What is a stale B/L?

SO
D
Stale Bill of Lading is generally a bill of lading that is not presented to the bank within the
specified time period after shipment. It could be the B/L delivered to the consignee after
the cargo reaches its destination. In some countries, a stale B/L is the one that is not
presented within 21 days after shipment or such period as prescribed.
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What is received for shipment B/L? Who signs it?
Received for shipment B/L is a bill of lading that is issued when goods are delivered at a
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ship or dock and not yet loaded onto the ship. It serves as a receipt that the goods arrived
at the port but not that they were actually loaded. When the goods are loaded, the
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received for shipment bill of lading is replaced by an on-board bill of lading or Shipped B/L.
Received for shipment‘ bill of lading is signed and issued by the Carrier to the Shipper up
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on receipt of goods after necessary export customs clearance procedures are completed.
If customs location of export is at an Inland destination, far away from sea port of loading,
the exporter opts to complete necessary export legal customs formalities at such location
for smooth clearance. The carrier can issue Received for Shipment Bill of lading
immediately up on receipt of goods after completion of export clearance procedures at
such location.

296
What is shipped B/L? Who all are authorized to sign it?
Shipped Bill of lading is issued after the goods as described in ‗Received for shipment B/L‘
have been completely loaded onboard the vessel. This B/L is issued by the Carrier
(Master) to the shipper. Alternatively, the Master may issue a LOA (Letter of Authorization)
to authorize the Charterer‘s Agent to sign the B/L on his behalf.
What all will you check before signing the B/L?
x I will never sign a bill of lading which I know or have reason to believe to be inaccurate
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or untrue. I will carefully check all the information contained in the B/L and contact the
Operator / Owner for clarifications and instructions, if required.
x I will ensure vessel name is correctly printed.
x I will check the correct Load Port and Discharge Port are described. Incorrect
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descriptions may prejudice the Owner‘s P&I coverage for cargo claims. I will check and
ensure that discharge port falls within the charter party limits. I will check the Voyage
number if printed is correct.
x
SO
I will ensure accurate description of goods/cargo as shipped is given. I will check the
―apparent‖ condition of the cargo being loaded and not sign ―clean‖ bills of lading when
such a description is not supported by the obvious condition of the cargo being loaded.
If in doubt, I will contact the Operator / Owner / P&I Club.
x I will ensure that any remarks from the Mate‘s Receipt are inserted on the bill of lading.
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x I will ensure that the correct name and style of the shipper(s), and/or consignee(s) are
listed in the bill of lading.
x I will ensure that the correct place and date of shipment (i.e., the date of completion of
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loading) is inserted in the bill of lading.

x I will ascertain how many originals are to be signed and issued and ensure I sign the
correct number of originals, and each of them are identical. I will ensure they are
marked or stamped ―ORIGINAL‖. I will ensure all copies of the B/L are marked or
stamped as ―NON-NEGOTIABLE COPY‖
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x I will sign the bill of lading in the designated signature line, or if one is not provided, at
the bottom of the face of the B/L and nowhere near the shipper‘s declaration. I will sign
in blue ink only.
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x I will not sign a B/L with freight paid or freight pre-paid mentioned, unless Owner‘s
have given written confirmation regarding payment of freight.
x
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Ad Valorem Bills of Lading: The B/L is the one which lists the cargo value. If such a B/L
is presented, I will contact the vessel owner/operator immediately because additional
insurance may be necessary or additional freight may be required. This typically falls
outside of traditional P&I cover.
Who can sign the B/L apart from Master and in what cases?
As per various rules on the Carriage of goods by sea such as Hague Visby, the B/L must
be issued on demand by the carrier or the carrier‘s agent. In other words, apart from the

297
Master, the Charterer‘s Agent may be authorized by the Master to sign the B/L on his
behalf by issuing to him a Letter of Authorization. Only the Agent who is registered at the
Custom‘s house can sign such a B/L on behalf of the Master and cannot assign this duty
to any other person. Signing the B/L is subject to the terms stated in the C/P and the LOA.
Why is B/L required? As per which rule is it required?
B/L is required to be issued by the carrier to the Shipper on demand as a receipt of the
goods that have been loaded on the vessel. It also acts as a prima facie evidence of a
contract and also a document of title.
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B/L is required to be issued as per various rules for the Carriage of goods by sea such as
Hague, Hague Visby or Hamburg Rules and is issued in accordance with these Rules.
The rules which apply for the carriage of goods is clearly mentioned on the reverse of the
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B/L and in the Contract of carriage.
For example, issuing B/L on demand is stated in the following Rules:
x
x
x
Hague Rules / Article III
Hague Visby Rules / Article III
Hamburg Rules / Article 14
SO
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How many minimum copies of B/L must be issued?
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There is no fixed number of original B/L or its copies that must be issued. It will be
mentioned in the C/P and/or the voyage instructions received by the vessel. The number
of originals and copies will be stated on each B/L as well. Usually, three original B/L are
issued (one each for the shipper, consignee and bank).
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If B/L is the evidence of contract, then where is the contract?

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The bill of lading acts as evidence of the contract of carriage between the carrier and the
shipper. This is a function of bills of lading whether negotiable or not.
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The carrier may be the owner, charterer or freight forwarder and is the party who enters
into a contract of carriage of goods with the shipper. Normally, the Master will be deemed
to be employed by the shipowner and his signature in most cases will constitute a contract
with the shipowner. Regardless of who the carrier is, the Master should assume that he
will be signing bills of lading or authorizing another to sign on his behalf.
The cargo interests involved are the shipper, charterer, ship owner and the receiver.
Shipper and receiver enter into an agreement of sale or contract of sale. Charterer and
Shipper enter into a ‗Contract of carriage‘ and the shipowner and the charterer enter into a

298
C/P. But there is no legal relationship between the shipper and the carrier (shipowner).
This is established by the bill of lading. The consignee is bound by the Bill of lading once
his name is endorsed on the B/L.
However, if the shipper is also acting as the charterer, then there is no ‗contract of
carriage‘. The Shipper will enter into a C/P with the Ship owner and after loading request
for a B/L from the ship owner which will then serve as a ‗contract of carriage‘ with all terms
and conditions mentioned on the reverse of the B/L.
Which is the most important clause in the B/L?
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All Charter parties will require a clause known as ‗Paramount Clause‘ to be included in the
Bill of Lading. Under this clause, it is specified which rules apply to the carriage of
cargoes. (For example, Hague, Hague-Visby, Hamburg, etc.)
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For deck cargo, what will you check in the B/L?
SO
I will check if the cargo is carried under Hague or Hague Visby Rules or Hamburg Rules. If
it is being carried under Hague or H/V Rules, I will ensure that a protection clause is
inserted that protects the Owner from any liability that arises from the loss or damage to
the deck cargo, as it is expressly excluded from the definition of ‗goods‘ under these
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Rules. Also, I will ensure that the B/L mentions that the cargo is being carried or stowed
on deck at shippers and/or receivers own risk. If in any doubt, I will contact the P&I Club or
Owner.
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If it is being carried under Hamburg Rules, I will ensure that the B/L specifically mentions
that the cargo is being carried under Hamburg rules and on deck. I will also ensure the
date of delivery of cargo is mentioned correctly on the B/L as required by Hamburg Rules.
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What is frauding of B/L?

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Frauding of B/L deals with all the fraudulent practices associated with the B/L and the
cargo carriage. These must be identified and stopped at the right time. Even when the
Master has a slightest doubt, the Owner and the P&I Club must be contacted.
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These frauds can involve
1. Forged B/L with the intention of stealing the cargo

2. Fraudulent misrepresentations on Bill of Lading,
3. The sale of cargoes that do not exist
4. The attempt to illegally claim on Letters of Credit,
5. Fake Letters of Indemnity,

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For example in the case of forging B/L with the intention of stealing the cargo, the
fraudsters create a fake set of Bills of Lading that looks sufficiently genuine against which
they seek to take delivery of the cargo in advance of the genuine Receiver. This fraud may
have received some ―Insider‖ assistance, as the Fraudsters will need key information. The
Ship-owner and genuine Receiver (or unpaid Shipper) are then left to fight it out as to
whose Insurers will have to cover the loss, or worse who will have to take the direct hit (as
some loss scenarios may not be covered by standard insurance).
Can you sign a clean B/L when the mate has put remarks of damage on the mates
receipt?
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No. I will not sign a clean Bill of Lading when the mate‘s receipt has remarks of damages
on it. I will ensure that the B/L is claused with the same remarks. If not done, the carrier
(ship owner) will be responsible for any claims that may arise at the time of discharging or
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after delivery. Also, it is not legally correct to make false representation of the cargo quality
and condition in the B/L. In some cases, the Shipper may request to have clean B/L even
though the cargo is slightly damaged. In such cases, I will contact the Owners and the
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Operators and in most cases require the P&I Club surveyor to assess the situation. Some
Owners may agree to issue a Clean B/L on receiving a LOI from the Shipper and/or the
Receiver. This specific instruction to sign a clean B/L must be given in writing by the
Owner.
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What is the difference between B/L and MMTD?
Bill of Lading is issued when goods are Multimodal transport document is issued in
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transported using a single mode of transport the case of a multimodal transport i.e.
i.e. the waterways, also known as Port-to- transport of goods using more than one
Port shipment. Once the goods are loaded mode of transport. For example, sea and
onboard, the Carrier (Master on behalf of road, sea and rail, etc. MMTD is also known
the Owner or his authorized agent) will as a Combined Transport document and is
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issue B/L to the shipper. issued by the MTO (Multimodal transport

operator) to the Shipper when he takes
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charge of the goods.

In the case of the B/L, the carrier is the ship In the case of a MMTD, the carrier is the
owner (or a time charterer) who takes MTO who takes full responsibility for the
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responsibility for the cargo losses or claims cargo losses or claims from the time of
from the time of loading till discharging of taking the goods in his charge till the time of
the cargo. delivery.
No date of delivery in mentioned in the B/L Date of delivery is mentioned in the MMTD.
It is used for cargoes such as solid and It is mainly used for containerized cargo.
liquid bulk cargoes.

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What do you know about MMTD? Is it negotiable or non-negotiable? How many

types are there? Who signs it? What are the contents?
As per Section 2 of the Multimodal Transportation of Goods Act, 1993,
1. “multimodal transport document” means a negotiable or non-negotiable document

evidencing a multimodal transport contract and which can be replaced by electronic
data interchange messages permitted by applicable law.
2. “Negotiable multimodal transport document” means a multimodal transport document
which is made out to order and is transferable by endorsement; or made out to bearer
and is transferable without endorsement.
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3. “Non-negotiable multimodal transport document” means a multimodal transport
document which indicates only one named consignee.
As per above definitions, MMTD can be negotiable or non-negotiable. These are the two
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types of MMTD. In the case of a negotiable MMTD, the consignment is delivered to the
consignee or any other person entitled to receive it. In the case of a non-negotiable
MMTD, the consignment is delivered to the consignee or any person authorized by the
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consignee to accept delivery of the consignment on his behalf.
As per Section 7 of Multimodal Transportation of Goods Act, 1993, the MMTD shall be
signed by the multimodal transport operator or by a person duly authorised by him. MMTD
is signed and issued by the MTO on taking charge of the goods and thereby takes full
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responsibility for any loss or damage to the cargo including loss due to delays in delivery,
till the time it is delivered to the consignee.
As per Multimodal Transportation of Goods Act, 1993, Section 9, the MMTD shall contain
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the following particulars:
1. General nature of goods (the leading marks necessary for identification of the
goods, the character of the goods including dangerous goods, number of packages
or units and the gross weight and quantity of the goods)
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2. Name and principal place of business of MTO

3. Name of the consignor
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4. Name of the consignee if specified by the consignor,

5. The place and date of taking charge of the goods by the MTO
6. The place of delivery of the goods
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7. The date or the period of delivery of the goods at the place of delivery
8. Whether it is negotiable or non-negotiable
9. The place and date of its issue
10. Freight payable (if agreed by the consignor and consignee)
11. The signature of the MTO or a person duly authorised by him
12. The intended journey route, modes of transport and places of transhipment, if
known at the time of its issue
13. Terms of shipment and a statement that the document has been issued subject to
and in accordance with this Act;
14. Any other particular which the parties may agree to insert in the document

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If a person comes to you with a B/L, will you release the cargo?
I will compare the B/L with the copy of the B/L signed by me and see if the B/L presented
is the original B/L. I will release the cargo upon express written approval from the Operator
/ Owner that the Receiver had the original B/L and will take delivery of the cargo on
submitting the original B/L at the discharge port. Such a green signal is usually sent to the
vessel by email before the arrival of the vessel. In case such instructions are not received,
I will contact the Owner / Operator and ask for the instructions to release the cargo.
Original B/L is lost. State your actions.
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I will inform the Operator / Owner regarding the Original B/L being lost. I will not release
the cargo in any case.
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The Consignee will have to give a letter of indemnity for the issuance of a duplicable bill of
lading stating the original is lost and must indemnify the Owners against any loss,
damages, claims whatsoever related to issuance of such a duplicate B/L and releasing
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cargo on production of such a duplicate B/L. The indemnity will be signed by a bank giving
the bank guarantee. The letter will be scrutinized by the Owner and only when accepted
by the Owner and upon receiving written instruction, I will sign and issue duplicate B/L.
Following documents are usually required to be provided by the Shipper/Consignee when

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OBL is lost, destroyed or missing:
1. Statement on Shipper letterhead that describes the circumstances of loss

2. Shipper‘s Authorization – on Shipper letterhead
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3. Shipper‘s LOI – on Shipper letterhead

4. Consignee LOI – on Consignee letterhead
5. Bank Guarantee (on Bank letterhead)
6. Commercial Invoice
7. Packing List
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8. If lost by an express mail company, a letter from them detailing the loss is required,
in addition to the letter from the shipper.
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After the above documents are submitted to the Owner, either the Owner may re-print
OBL‘s (marked duplicate) at origin or may allow the release of cargo at destination without
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presentation of the OBL.
Can you accept a BL containing more than one cargo?
No. Different Bill of ladings must be provided for different cargoes. This may be stated in
the Charter Party as well. If a B/L contains more than one cargo, I will not sign such a B/L
and immediately contact the Operator / Owner.

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What is Contract of carriage?
In the case of a time charter, a contract of carriage may be defined as an agreement that
is concluded between a time charterer and a shipper for the carriage of goods by sea, in
which the time charterer, against the payment of freight, undertakes to deliver goods from
one port to another.
In the case of a voyage charter where shipper acts as a charterer, a contract of carriage
may be defined as an agreement that is concluded between a carrier and a shipper for
the carriage of goods by sea, in which a carrier, against the payment of freight, undertakes
to deliver goods from one port to another.
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At the discharge port, 2 persons come with the original B/L. What will you do?
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If two persons come with OBL at discharge port at the same time, I will not release the
cargo to either of them. I will immediately contact the Owner, Operator and the P&I Club
Local correspondent and inform them of the situation. I will also keep the Local Agent
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informed. The Owner in consultation with other parties will decide who is entitled to
receive the cargo. Once the matter is solved and clear written instructions from the
Owners are received, I will then go ahead and release the cargo upon receiving the OBL.
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Cargo finished on Friday evening with damaged cargo in 2 holds. Shipper is
insisting on clean BL. Owner and Charterers are not replying to your calls and
emails. Port is asking you to vacate berth. What will be your actions?
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x I will call alternate numbers and try to establish communication.

x I will contact the P&I Local Correspondent and ask him to come onboard.
x I will issue LOP for the damaged cargo and ensure appropriate remarks are inserted in
the Mate‘s receipt.
x
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I will not sign a clean B/L no matter how much commercial pressure is put on me.
x I cannot be told to leave the port until B/L‘s are signed as customs will not allow it. If
asked to shift to anchorage or spare berth, I will agree but not sign a clean B/L.
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From the agency, which person is authorized to sign the B/L when master gives a
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LOA? Can he delegate this task to someone else?
Only that agent who is registered at the Customs House can sign the B/L when specifically
instructed by the master with the issuance of a LOA. Before signing, he/she must comply
with all the requirements of the C/P and LOA with respect to signing and releasing the Bill
of ladings. The authority given to the Agent cannot be sub-delegated to any other party
without the Master‘s written consent. This must expressly be mentioned in the LOA.

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You finish loading at 2345 hrs on Jan 2nd and B/L is presented after 3 hours. What
date will be printed on the B/L?
The date on the B/L is always the date of completion of loading. Hence, in this case, it will
be 2nd Jan since the loading was completed on that day.
What is SCAC code in bill of lading?
x The Standard Carrier Alpha Code (SCAC) is a privately controlled US code used to
identify vessel operating common carriers (VOCC) i.e. companies operating its own
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fleet and other transportation companies such as freight container carriers and
forwarders.
x It is a two-to-four letter identification used by the transportation industry to identify
freight carriers in computer systems and shipping documents such as Bill of Lading,
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Freight Bill, Packing List, and Purchase Order.
x Each transportation company has its own Standard Carrier Alpha Code.
x For example, MAEU is the SCAC for Maersk Agency.
x
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Codes ending with the letter "U" are reserved for the identification of freight containers.
Charter Party & Insurance

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Name some clauses in the charter party in favour of the Owner.
Following are some clauses in the C/P in favour of the Owner:

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x Demurrage
x Dead freight
x Safe Port / Safe Berth
x Both to Blame Collision Clause
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x General Average
x New Jason Clause
x
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Cesser and Lien Clause

x Ice Clause
x Stowaway Clause
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x Bunker Quality Clause
What is ICE Clause in Charter Party Agreement?
In a voyage C/P, the Ice clause is a clause that states that the vessel shall not be obliged
to force ice unless it is of required ice-class or following ice-breakers. It states that at the
load or discharge port or while arriving or departing from such a port, if vessel's passage
or safety is threatened by ice, the Master or Owners shall notify the Charterers and

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request them to nominate a safe and accessible alternative port if not already in the ice-
bound port. If already in port, then the vessel may leave with cargo still on board and
proceed to the nearest safe and ice free place and there await the Charterers' nomination
of a safe and accessible alternative port. The time limits will be specified. If the C/P is
cancelled by either party, the Charterer will compensate the Owner for all the losses.
The Owners will have the option to discharge the cargo to an alternative port and all
conditions of the B/L shall apply and the Vessel shall receive the same freight as if
discharge had been at the original port(s) of destination. If the distance of the substituted
port(s) exceeds 100 nm, the freight on the cargo shall be increased proportionately.
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In a time charter party, the clause will be somewhat similar as described above. It will
additionally state that any delay or deviation caused by or resulting from ice shall be for
the Charterers‘ account and the Vessel shall remain on-hire. Also, any additional
premiums and/or calls required by the Vessel's underwriters due to the Vessel entering or
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remaining in any icebound port or area, shall be for the Charterers' account.
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What will you do when you are going to miss the laycan?
I will update the ETA to the Owners, Operators, Charterers and Agent more frequently. I
will try to increase my speed or check for alternate shorter, but safe route. I will inform the
Operator that laycan is going to be missed and wait for further instructions from the
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Operator. Usually, laycan is extended in such circumstances.
What is safe port and safe berth clause? Can a vessel safely aground at safe berth?
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Safe port or Safe berth is a clause in the C/P which describes the obligation of the
charterer to nominate the vessel a safe berth or safe port. A safe port / berth is defined as
any port or berth where the vessel can safely enter, stay and leave without any
extraordinary efforts and without being exposed to danger which cannot be avoided by
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good navigation or seamanship.

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There is also another clause known as ‗Always afloat clause‘ which may be combined with
the Safe Port Safe Berth clause. Always Afloat clause stipulates that the charterer must
not order the ship to a port or berth where she would touch the bottom at any time even
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due to tidal variations. This prevents the charterer‘s from ordering a vessel to proceed to a
berth where she cannot load or discharge without touching the ground. However, in some
ports where the bottom consists of soft mud, it may be agreed that the vessel may lie
safely aground at low tide. It will be mentioned in the C/P as ―Not always afloat but safely
aground‖ (NAABSA). The NAABSA clause also states that the Charterers shall indemnify
the Owners for any loss, damage, costs, expenses or loss of time, including any
underwater inspection required by class, caused as a consequence of the Vessel lying
aground at the Charterers' request.

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Explain sue and labour clause.
x Whenever the insured does anything to reduce the size or quantity of final claim, then
he should be rewarded for his efforts. Under this clause, the insured can recover from
the insurer any reasonable expenses incurred by the insured in order to minimize or
avert (prevent) a loss to the insured property, for which the insurer would have been
liable under the policy.
x As per the principle of loss minimization, the ship must take required actions to
minimize a loss or damage. If this is done successfully or unsuccessfully (tried but
could not minimize or prevent damage) then the insured can claim for the expenses
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incurred.
x For example, an insured vessel struck a submerged object but the insured took no
steps to inspect or repair the vessel. The vessel took on water for several days and
eventually sank. No coverage will be given for the sinking ship as the insured failed to
comply with the principle of loss minimization and the Sue and Labour clause which
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requires reasonable steps to be taken to protect the vessel when a loss occurs. On the
other hand, if the vessel takes reasonable steps to prevent further damage to the ship
under this clause.
Explain both to blame collision clause.

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and reduces the size of final claim, then the insured will be rewarded for his efforts
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x Traditionally, in a collision case, the shipowner / carrier vessel was not liable to
compensate to the cargo owner for his loss due to errors in navigation or management
of the vessel. However, in American law, the cargo interests are entitled to recover
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100% of damages from the non-carrying ship even if each party is partly to blame.
x The owners of the non-carrying ship are entitled to recover from the carrying ship, the
proportion of amount that they have been called upon to pay to the cargo owner.
x Since the carrier ship must not pay for cargo loss, under the BTB Collision clause, the
owners of the cargo indemnify the carrier for whatever liability the carrier ship pays to
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the non-carrier vessel towards damage of the cargo.

x The object of BTB Collision clause is to enable the owners of the carrying ship to
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recover the amount that they have indirectly paid to cargo owners for cargo damage.
x For example, both carrier and non-carrier ships are equally (50%) to be blamed.
Cargo damages amount to 1000 USD. Then, cargo owner has no recourse but to
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recover this 1000 USD from the non-carrier ship. The non-carrier ship thereafter sues
the carrying ship and claims 500USD (50%) for compensation paid towards cargo
damage in addition to 50% of the total repair cost. Thereafter, if the BTB Collision
clause is upheld by the court, then the cargo owner indemnifies the carrier ship to the
amount paid by him to the non-carrier ship towards cargo damage i.e. 500 USD.

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What is SBT Clause?

Segregated Ballast Tanker (SBT) clause is a clause inserted in the Voyage Charter party
of an Oil tanker. It states that the Owner will ensure that the following entry is made on the
International Tonnage Certificate 1969 under the section headed ―remarks:
―The segregated ballast tanks comply with the Regulation 18 of Annex 1 of the
International Convention for the prevention of pollution from ships, 1973, as modified by
the Protocol of 1978 relating thereto, and the total tonnage of such tanks exclusively used
for the carriage of segregated water ballast is _____. The reduced gross tonnage which
should be used for the calculation of tonnage based fees is _____‖.
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Explain sister ship clause.
Sister ship clause is a clause in Marine Insurance which ensures that in the event the
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insured vessel comes into collision or receives salvage services from another vessel
belonging wholly or in part to the same owners or under the same management, the
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assured vessel shall have the same rights under the insurance policy as they would have
if the other vessel was entirely the property of other shipowner or management.
As a Master, when will you tender NOR? To whom is it tendered? What is the
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significance?
x Notice of readiness is a notice given by the Master on behalf of the Owner when the
vessel is ‗arrived‘ and ready in all respects to load or discharge the cargo in
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accordance with the relevant charter party.

x The NOR is addressed to the Charterers and their agents (not the Owner‘s agents).
x NOR is tendered when the vessel is ‗arrived‘. Meaning of arrived will be determined
from the C/P. In the case of a Port C/P, a ship is considered ‗arrived‘ when she has
entered the port limits or at an anchorage where the ships for that port normally
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anchor. In the case of a Berth C/P, a vessel is considered ‗arrived‘ only when she is
alongside the berth.
x NOR tendering time is very significant and it determines the commencement of laytime
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as per terms given in the C/P. Hence, NOR is always tendered before laytime
commences and within the laycan period.
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x NOR must be tendered strictly in accordance with the Notice clause or laytime clause
given in the C/P. If in doubt, Operators / Owners must be consulted. It is usually sent
via email (text format) first and later presented to the agent for signing upon berthing.
What are deductibles in insurance? Why are they introduced?
Deductible clause in an insurance policy in a clause stipulating that the insured will be
liable for a specified initial amount of each loss, injury, claim, etc., and that the insurance
company will be liable for any additional costs up to the insured amount.

307
For example, if the initial specified amount is USD 1000. This means that if a loss of USD
900 has occurred, I will have to bear it on my own. If the loss is of USD 1500, then I will
pay USD 1000 (specified limit) and remaining USD 500 will be paid by the insurer.
Deductibles are introduced for two main reasons:

1. So that insured behaves responsibly knowing that he/she has to first contribute to a
loss.
2. To reduce the number of small claims that is brought to the insurer.
Deductibles are negotiated before the policy is purchased. Larger the deductible value,
lower is the premium. Lower the deductible value, higher the premium.
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What is a tender clause?
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Tender clause more commonly called the Notice clause is part of the Charter Party and
states when and in what manner a notice of readiness is to be tendered. Notice of
readiness must always be given as per the Notice clause or Laytime clause given in the
Charter Party.
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What are institute warranty limits (IWL)? Is it same as International Navigational
limits (INL)? Where will you find these limits?
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x This is seen mainly in a H&M insurance policy. It defines the geographical limits within
which vessels can freely operate without incurring additional insurance premium from
hull and machinery underwriters.
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x IWL (more recently called International Navigation Limits) has two types of excluded
areas; seasonally or permanently excluded areas. These areas represent additional
hazards or increased exposure to the vessel, including ice which can be extremely
hazardous to vessels.
x If owners want to trade their vessel outside her institute warranty limits, they will be
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required to pay additional insurance premiums after getting permission from their
underwriters.
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x When breaching IWL, a vessel navigates into or through one of the excluded areas
without the owners advising the vessel‘s hull and machinery insurer. If a vessel owner
is in breach of an insurance warranty, this would have the effect that any damage
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caused to the ship would fall outside cover even after the vessel has now entered back
within the limits.
IWL is same as INL. IWL is an older term. The limits can be found in the Underwriters
policy document which can be obtained from the Owner.

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If B/L and C/P are both having different rules for the carriage of cargo, which rules
will apply?
Where there is a conflict between terms incorporated in the C/P and terms printed on the
bill of lading, then the printed terms on the B/L will prevail over any incorporated terms of
the C/P. Accordingly, a clause paramount printed on the reverse of a bill of lading would
prevail over a clause paramount in an associated charter party.
Under what charter was your last vessel? Name some clauses in the C/P for Time
charter and voyage charter.
ZA
My last vessel was on a Time Charter.
TIME CHARTER VOYAGE CHARTER
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Notice Clause Notice Clause / Laytime / Laycan
Bunker Clause / Bunker Quality Clause Demurrage / dispatch
Ice clause Ice clause
General Average
New Jason Clause
C/P Speed Clause
Deviation Clause
SO General Average
New Jason Clause
Speed Clause
Deviation Clause
Off-hire clause Deck Cargo Clause
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Strike Clause Strike Clause
Bunker Fuel Sulphur Content Clause Ready berth Clause / WIBON
Stowaway Clause Stowaway Clause
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Stevedore Damage Clause Stevedore Damage Clause

Safe Port / Berth / Always afloat clause Paramount Clause
Seaworthiness Both to blame collision clause
Cesser and Lien clause Cesser and Lien clause
War Risk clause War Risk Clause
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Dead freight clause

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What will you do if the fuel is off spec and you come to know when at sea? Is there
any bunker clause in the charter party?
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x I will inform the Charterer and the Owner / Company and P&I Club.
x I will calculate the amount of good fuel onboard and how long will it last.
x I will ascertain nearest port where de-bunkering can be carried out and good bunker
can be received.
x I will retain the bunker samples, BDN‘s, bunkering checklist, etc. as evidence and
arrange for necessary surveys on arrival.
x I will ask Company to obtain technical information from Class and Engine Makers.

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Bunker Quality control clause -
The Owners reserve their right to make a claim against the Charterers for any damage to
the main engines or the auxiliaries caused by the use of unsuitable fuels or non-compliant
fuels. Additionally, if bunker fuels prove unsuitable for burning in the ship‘s engines or
auxiliaries the Owners shall not be held responsible for any reduction in the Vessel‘s
speed performance and/or increased bunker consumption or for any time lost and any
other consequences.
(Bunker Clause stipulates that the charterer shall accept and pay for all fuel oil in the
vessel's bunkers at port of delivery and conversely, owners shall pay for all fuel oil in the
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vessel's bunkers at port of re-delivery at current price at the respective ports.)
What if the total loss is more than the insured value?
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If the total loss is more than the insured value, the insurer will pay the entire sum insured,
but anything more than that will have to be paid by the insured on his or her own.
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However, this seldom happens as the sum insured is sufficient to cover all the losses
expected. For example, if a ship‘s market value is USD 25 million. The ship owner will
have the ship insured for that value, which means in case of any loss, the total loss to the
ship owner will not exceed USD 25 million and in case of total loss, the entire sum assured
of USD 25 million will be given to the ship owner in accordance with the policy.
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If free pratique is not granted by port, will the NOR be valid?
AN
The granting of free pratique is seen as something of a mere formality and as per law in
most countries, it will not prevent a valid NOR from being tendered. To tender NOR,
vessel must be ‗arrived‘ vessel and ready in all respects to load or discharge. This
includes operational and technical readiness (eg. cargo pumps, cargo tank readiness) as
well as legal readiness i.e. having all valid certificates, insurances, mandatory documents,
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etc. However, customs clearance and free pratique is not considered for a vessel to be
called ‗ready in all respects‘.
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Most Charterers instruct Masters to issue a LOP to the Port Authority and Terminal if Free
Pratique is not granted within 6 hrs of tendering NOR. This is because sometimes, laytime
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calculations may not start unless free pratique is granted to the vessel even though the
C/P states laytime to commence 6 hrs after NOR is tendered. Free pratique is usually
granted at berth and not when vessel is waiting at anchorage. Many countries like USA
have got rid of the practice of free pratique and some grant it on arrival or by radio. It is
prudent to check with the agent the practice in the port prior arrival.

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Name some of the clauses in the charter party of a chemical tanker and explain
them.
x Cargo Heating Clause (for cargoes that require temperature control / heating – extra
fuel used for the same will be on Charterer‘s account)
x Tank Readiness Clause / Cleaning Clause (Standard for cleaning of cargo tanks and
keeping them ready on arrival. Any delay due to failing of cargo tank inspection will be
on Owner‘s account)
x Cargo Sampling Clause (requirements for sampling of the cargo)
x Pumping performance clause (defined as a rate of discharge or minimum manifold
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pressure to be kept)
x EDP Clause (Procedures for early departure from load port)
x SIRE Vetting Clause (requirements for any vetting inspection to be completed prior
loading)
x Shifting Clause (cost for fuel and other services related to shifting to be on the
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Charterer‘s account)
x Agents Clause (who appoints the agents at the load and discharge port)
x
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Comingling Clause (when one parcel is loaded in one or more tanks and is to be part
discharged at more than one discharge port. Vessel does not assume any
responsibility for the comingling. For example, 3 tanks loaded with a cargo, 500 MT
each. 2 B/L‘s are issued for 750 MT each to be discharged at two ports. Then such a
comingling clause is included in the B/L since the shipper has not segregated cargo as
750MT in one or more tanks and 750 in other tanks.)
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What do you understand by the word ‘peril’?
AN
Peril means a specific risk or cause of loss that is covered by an insurance policy. In
marine insurance policies, ‗maritime perils‘ are covered.
As per Marine Insurance Act, 1963, ―maritime perils‖ means the perils consequent on, or
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incidental to, the navigation of the sea, that is to say, perils of the seas, fire, war perils,
pirates, rovers, thieves, captures, seizures, restraints and detainments of princes and
peoples, jettisons, barratry and any other perils which are either of the like kind or may be
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designated by the policy.

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Explain actual total loss and constructive total loss with an example.
Actual Total Loss:
When a loss is such that the subject matter is destroyed in a way that it cannot be treated
as a thing of the kind insured, it is known as Actual Total Loss. The insured is entitled to
get the full amount insured.
For example, a vessel capsized in heavy weather or breaks up in two.

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Constructive Total Loss:
In case, actual total loss is inevitable or the cost of repairs or recovery is more than the
actual value of the subject matter, it is known as Constructive Total Loss. As per Marine
insurance act, there is a ‗Total constructive loss‘ where the subject matter is ‗reasonably
abandoned‘ on account of:
1. Its actual total loss is unavoidable
2. The expenditure to preserve it from actual total loss would be higher than the value
of the subject-matter insured
For example, if a ship is stranded due to a peril of the sea and is in danger of breaking up,
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it is a Constructive total loss. The ship owner can claim it even before the ship
actually breaks up on the grounds that actual total loss is unavoidable. Similarly, in case
of grounding if cost of repairing would exceed the value of the ship when it is repaired,
there is ‗Constructive total loss‘.
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Who pays for cargo insurance? Shipper or receiver?
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It will be negotiated early on and mentioned in the Contact of Sale between the Shipper
and Receiver. It is mentioned as either FOB or CIF.
x FOB means free onboard i.e. the shipper only loads the cargo and all other costs such
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as insurance, arranging a ship, etc. is taken care of by the receiver.
x CIF means cost, insurance, freight i.e. the shipper will pay for the cost of insurance and
other costs including arranging for the carriage of goods by sea.
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Therefore, shipper will pay for insurance in case of CIF and receiver in case of FOB.
What all things does the P&I Club cover? Is P&I Club mandatory?
H
Protection and Indemnity clubs, more commonly called P&I Clubs protect the interests
of the shipowner and ship operator against third party claims in the form of insurance.
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Following are the risks covered by such clubs:
1. Personal injury or illness to seafarer

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2. Death of seafarer
3. Loss of life of passengers and third parties
4. Third party claims for property damage
5. Liabilities after Pollution incidents
6. Wreck Removal and wreck liabilities
7. Damage to fixed and floating objects, shore and offshore structure
8. Diversion expenses
9. Third party claims for cargo damage, shortage and other claims
10. Fines and other administrative penalties
11. Stowaway and refugees related expenses

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12. Quarantine expenses

13. Sue and labour and legal costs
14. Ship owner‘s liability after a collision
15. Claims related to charter party and other contracts
16. Inquiries and criminal proceedings
17. Medical costs including costs related to diverting sick persons
18. Special Compensation to salvors
19. Accident inquiry and surveying costs
20. Liability under approved towage contracts
21. Unrecoverable general average contributions.
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Special Covers may include
x Cover for unpaid wages and repatriation
x Strikes and delays cover
x War risk cover
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P&I Club insurance is not statutory, but is made mandatory by the National Laws for all the
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ships seeking to gain entry in the port. If the P&I Club cover has expired, the ship will not
be allowed inside a port unless the cover is obtained.
What all does the P&I Club not cover?

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Following liabilities are excluded from a standard P&I cover:
1. Loss or damage to own vessel or any equipment onboard

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2. Loss or damage to cargo onboard

3. Loss due to cancellation of a charter
4. Loss of freight or hire (unless part of a claim recoverable)
5. Claims related to demurrage (unless part of a claim recoverable)
6. War Risks and Nuclear Risks
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7. Salvage Remuneration (Article 13)

8. Liabilities excluded in respect of non-marine personnel
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9. Liabilities excluded if as a result of willful misconduct

10. Liabilities excluded if Adventure is illegal, hazardous or improper
11. Cost of surveying before entry
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12. Cost of surveys and audits after lay-up

13. Claims arising when statutory certificates are expired
What do you understand by ‘hull underwriters’? What do they cover?
Hull underwriters are the marine insurers that cover the loss or damage to the hull and
machinery of the vessel in the event of a number of perils encountered while on the water,
including collision with another vessel, natural obstacles and other structures as well as
storms and other natural disasters.

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Rules for Carriage of Cargo
What do you know about Hague and Hague Visby rules? State their differences.
Hague and Hague-Visby rules are the rules that apply for the carriage of goods at sea.
They are pre-defined rules related to the contract of carriage of goods by sea.
Hague Rules Hague-Visby Rules

They are formally known as ‗International They are slightly updated version of the
Convention for the unification of B/L‘, 1924. Hague Rules and introduced to overcome
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its short comings. It is not a separate
convention. They were set out in 1968.
They apply when the B/L is issued in a They apply when a B/L is issued in a
Contracting State. contracting state or the goods are loaded in
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a contracting state or when both parties
agree that these rules will apply.
Maximum liability of the carrier is 100 Maximum liability of the carrier is 666.67
pounds per package or unit.
SO SDR per package or 2 SDR per kg,
whichever is more.
What are the immunities that are enjoyed by carrier as per Hague Visby rules?
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The carrier is not responsible for loss or damage arising or resulting from the following;
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1. Act of God
2. Act of War
3. Fire (unless caused by carrier‘s fault)
4. Perils of the sea
5. Act of public enemies
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6. Arrests by rulers or princes

7. Quarantine restrictions
8. Act of the Shipper / his agent
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9. Strikes or lockouts
10. Riots or civil commotions
11. Saving life or property at sea
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12. Bad packaging, inherent vice of goods

13. Defects not discoverable by due diligence
14. Negligence of the Master or crew in navigation or management
15. Wrong declaration by the Shipper.

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What are some of the differences between Hague Visby and Hamburg Rules?
Hague Visby Rules Hamburg Rules

These are pre-defined rules related to the These rules govern the international
contract of carriage of goods by sea. It is shipment of goods and have resulted from
not a separate convention, but only an the ‗UN International Convention on the
amendment to Hague Rules. They were set carriage of goods by sea‘ adopted in
out in 1968. Hamburg in 1978 and in force since 1992.
These are the most popular rules for They are ratified only by a few countries
carriage of goods by sea and ratified by and hence not very popular.
many countries.
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‗Goods‘ include every cargo transported by ‗Goods‘ include every cargo transported by
sea, except deck cargo & live animals. sea including deck cargo and live animals.
Notice of damage must be given within 3 Notice of damage must be given within 15
days of the delivery of goods. days of discharge.
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Suit must be filed with a year of delivery. Suit must be filed within 2 years of delivery.
The carrier is not responsible for loss or The carrier is liable for loss or damage to
damage arising due to negligence of Master cargo due to negligence of Master or crew
or crew in navigation or management.
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Maximum liability of the carrier is 666.67
SDR per package or unit or 2 SDR per kg,
whichever is more.
unless he can prove that it was not his fault.
Maximum liability of the carrier is 835 SDR
per package or unit or 2.5 SDR per kg,
whichever more. Both parties can negotiate
a higher liability and same must be
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mentioned on the B/L.
There is no clause for delay in delivery. B/L The date of delivery of cargo has to be fixed
does not have a delivery date mentioned on and same mentioned on the B/L. If cargo is
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it. not delivered within 60 days of the date

fixed, then the receiver can file a suit for
loss of cargo.
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What are some of the differences between Hamburg and Rotterdam Rules?
Hamburg Rules Rotterdam Rules
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These rules govern the international These rules govern the international
shipment of goods and have resulted from shipment of goods and have resulted from
the ‗UN International Convention on the ‗the UN Convention on Contracts for the
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carriage of goods by sea‘ International carriage of goods wholly or

. partly by sea‘.
It was adopted in 1978 & in force since It was adopted in 2008 and not yet in force.
1992.
‗Goods‘ means every cargo transported by ‗Goods‘ means every cargo that can be
sea including deck cargo and live animals. transported by multi-modal means and
when carried by sea, whether it is loaded
over or under the deck.

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It applies till the goods are in possession of It applies from the first point of origin to the
the carrier. final point of delivery.
Maximum liability of the carrier is 835 SDR Maximum liability of the carrier is 875 SDR
per package or unit or 2.5 SDR per kg, per package or 3 SDR per kg whichever is
whichever is more. Both parties can more.
negotiate a higher liability and same must
be mentioned on the B/L.
Notice of damage must be given within 15 Notice of damage must be given within 7
days of delivery and suit must be filed within days of delivery and suit must be filed within
2 years of delivery. 2 years of delivery.
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Are the Rotterdam rules in force? How many countries have ratified it yet? Why are
they not so popular?
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No, Rotterdam rules are not yet in force. Only 5 states have ratified these Rules. It
requires ratification by 20 States to come in force.
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Rotterdam Rules are not popular for the following reasons:
1. It covers the goods from first point of origin till the final place of destination. It replaces
the tackle to tackle system by a door-to-door system.
2. It mainly covers multimodal transport and not very conducive for other sea trades.
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3. Complications related to electronic bills of lading including differing national laws
relating to electronic signatures and documents.
4. Many national laws will be required to be changed in order to ensure correct
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application of the Rotterdam rules.

5. Upon entry into force of the convention for a country, it should denounce the
conventions governing the Hague-Visby Rules as well as the Hamburg Rules as the
convention does not come into effect without such denouncements.
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What do you understand by due diligence in making the ship sea worthy? Give
examples.
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Under Hague and Hague-Visby rules, the carrier (Shipowner and Master as representative
of the owner) must, before and at the beginning of the voyage, exercise due diligence to:
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x make the ship seaworthy;

x properly man, equip and supply the ship; and
x make the holds, refrigerating and cool chambers, and all other parts of the ship in
which goods are carried, fit and safe for their reception, carriage and preservation.
―Exercising due diligence‖ means taking all reasonable precautions or steps necessary to
ensure that the vessel is fit and seaworthy for the voyage contemplated. It means that the
carrier must be careful, reasonable and honest in his duty to make the vessel seaworthy.
For example, the Master must not take a damaged lifeboat to sea knowing the fact that it

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is damaged and the vessel is no longer sea-worthy. He must take all steps to ensure
seaworthiness of the vessel. Another example would be refusing to load iron ore
concentrate knowing that the MC is more than the TML which will affect the seaworthiness
of the ship.
What do you understand by ‘limit of liability’? Explain with example.
Limitation of liability means a party that is liable for some loss or damage will be obligated
to pay the other affected party only upto a certain maximum limit. It basically limits the
liability of the person to a certain fixed amount over which he or she is not liable to pay.
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For example, the carrier‘s maximum liability as per Hamburg Rules is 835 SDR per
package or unit or 2.5 SDR per kg, whichever is more. This means that no matter how big
the claim is, the carrier will not be liable to pay anything more than the limit set. Similarly,
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shipowners can limit their liability as per the provisions of CLC 69, Wreck Removal
Convention, Hague & HV Rules, LLMC 1976, etc.
What do you know about COGSA?
x
SO
COGSA stands for ‗Carriage of Goods by Sea Act‘. COGSA of any country is an act
which governs the rights and responsibilities between the shippers of cargo and the
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ship-owners, regarding ocean shipment of goods, to or from that country.
x Every government worldwide which accepts certain rules of ‗carriage of goods by sea‘
gives force to those rules by passing them in the Parliament. For example, COGSA
(India), COGSA US, COGSA UK, etc.
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x In COGSA India, only those points which are relevant and beneficial to the country are
included, under the ‗Schedule‘ of the Act. Even though deck cargoes, live animals,
containers on deck are not permitted under Hague and Hague-Visby rules, they can
still be carried under COGSA India and the same is mentioned as definition for
‗Goods‘.
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x As per COGSA India, ―Goods‖ includes any property including live animals as well as
containers, pallets or similar articles of transport or packaging supplied by the
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consignor, irrespective of whether such property is to be carried on or under deck.

x Whenever goods are carried on deck or live animals are carried, the same is required
to be mentioned in the Bill of Lading.
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x Many of the rules in COGSA of any country remain pretty much the same as provided
in Hague or Hague-Visby Rules.
Can you load deck cargo under HV rules? Can any endorsements be made in this
regard on the B/L?
No. Deck Cargo is not considered ‗goods‘ under H/V Rules. However, cargo may be
carried on deck under COGSA (if such an Act allows deck cargo) and with a statement

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related to this specifically mentioned in the Bill of lading stating that the cargo carried on
deck is on shipper‘s / charterer‘s risk and Owners are fully indemnified of any loss or
damage to it whatsoever. The HV Rules will still not apply since the deck cargo is not
considered ‗goods‘, but a protective statement will protect the Owner from unnecessary
cargo claims in future.
What are the time limits to give notice and file claim for cargo damage under Hague,
H/V and Hamburg Rules?
x Time limit for giving notice of damage is 3 days from the date of delivery under Hague
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and Hague Visby rules and 15 days in case of Hamburg Rules.
x Time limit for filing a suit for loss or damage is one year from the date of delivery in
case of Hague and Hague Visby Rules and 2 years in case of Hamburg Rules.
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As per Hague Visby rules, the carrier is responsible for the cargo from tackle to
tackle. What will happen if no one comes to take delivery of cargo? If the cargo is
cargo when it is in that warehouse? SO

delivered to the warehouse, then who is responsible for the loss/damage to the
If no one comes to take delivery of the cargo, Master must file a Note of Protest with the
assistance of the Local Agent and P&I Club must be immediately informed.
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From here, it is ascertained who is the ‗Owner‘ of the cargo. If it is the receiver, he must
either accept the cargo or abandon it by giving a letter of abandonment. If the ‗shipper‘ is
the owner (i.e. when the shipper is not paid), then the Shipper will decide the fate of the
cargo. He can either ask the ship to deliver it to a warehouse from where it can be sold
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further or he can ask the ship to proceed to another port where there is a buyer. All losses
and delays will be on the cargo owner‘s account. If not recoverable, it will be paid by the
P&I Club.
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When the cargo is at the warehouse, the cargo insurance still covers it for a few days after
discharge. In case it does not, the cargo owner (shipper / receiver) must apply for a cargo
insurance to cover any loss or damage to the cargo while it is lying in the warehouse.
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When are the owner’s liabilities unlimited? When is he not liable to pay at all?
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Discuss with regards to Hague Visby rules.
Owner‘s liabilities are unlimited i.e. Owner cannot limit his liability if it is proved that the
damage resulted from an act or omission of the carrier done with intent to cause damage,
or recklessly and with knowledge that damage would probably result.
Owner is not liable to pay at all in case the damage or loss was a result of any of the
following:

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1. Act of God
2. Act of War
3. Fire (unless caused by carrier‘s fault)
4. Perils of the sea
5. Act of public enemies
6. Arrests by rules or princes
7. Quarantine restrictions
8. Act of the Shipper / his agent
9. Strikes or lockouts
10. Riots or civil commotions
11. Saving life or property at sea
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12. Bad packaging, inherent vice of goods
13. Defects not discoverable by due diligence
14. Negligence of the Master or crew in navigation or management
15. Wrong declaration by the Shipper.
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SALVAGE, SCOPIC, LOF, GA & YA RULES
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What are the criteria for fixing salvage reward?
As per Article 13 of the International Salvage Convention, 1989, the reward shall be fixed
with a view to encourage salvage operations, taking into account the following criteria:
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a) the salved value of the vessel and other property
b) the skill & efforts of the salvors in preventing or minimizing damage to the environment
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c) the measure of success obtained by the salvor

d) the nature and degree of the danger
e) the skill and efforts of the salvors in salving the vessel, other property and life
f) the time used and expenses and losses incurred by the salvors
g) the risk of liability and other risks run by the salvors or their equipment
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h) the promptness of the services rendered

i) the availability and use of vessels or other equipment intended for salvage operations
j) the state of readiness and efficiency of the salvor's equipment and the value thereof.
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What is Article 13, Article 14 and SCOPIC? Who pays for it?
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Article 13 deals with criteria for fixing the salvage reward.
Article 14 deals with Special compensation.
Article 13 reward is given only when the salvage was successful. Many salvors would not
go for salvage where success chances were slim. To encourage the salvors, Article 14
was introduced by which the salvor if failed to earn a reward under Article 13 or the reward
was not sufficient to recover his own expenses, was entitled to special compensation for

319
his efforts in preventing or minimizing damage to the environment. This special

compensation given by the Owner to the Salvor would be equivalent to the expenses
incurred by the Salvor. It could be additionally increased upto a maximum of 30% of the
expense incurred by the salvor. However, if deemed fair and just the tribunal may increase
to maximum of 100% of the expenses incurred by the salvor. Salvor‘s expenses include
out-of-pocket expenses, expenses of equipment and personnel, etc. The total special
compensation shall be paid only if and to the extent that such compensation is greater
than any reward recoverable by the salvor under Article 13. P&I Club on behalf of the
Owner paid this special compensation to the salvor.
All 3 parties had concerns regarding Article 14. The P&I Club and shipowner were
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concerned that salvor would unnecessarily prolong the operation and claim for more
compensation. The salvors were concerned that the special compensation was possible
only when there was a threat to the environment which needed to be proved. Moreover,
article 14 seemed applicable only in inland and coastal waters. To tackle all these
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concerns, SCOPIC was introduced as part of LOF. Once invoked, the SCOPIC clause
substitutes Article 14 and salvors concerns were solved. Once invoked, the clause applied
to all geographic areas. It was applicable even when there was no threat to environment.
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Upon invoking, within 2 working days security deposit of 3 million USD is provided.
What are the various clauses under SCOPIC?

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Following are the various clauses under SCOPIC 2020:
x Invoking the SCOPIC Clause
x Security for SCOPIC Remuneration
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x Withdrawal and Termination by the Contractor

x Tariff Rates
x Article 13 award
x Discount
x Payment of SCOPIC Remuneration
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x Termination
x Duties of Contractor
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x Special Casualty Representative (―SCR‖)

x Special Representatives
x Pollution prevention
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x General Average
What is the difference between SCOPIC incorporating and invoking?

SCOPIC was first introduced in LOF 2000. It appears on Block 7 in the LOF as ―Is
SCOPIC incorporated in this agreement?‖ When ‗No‘ is deleted/cancelled out, the
SCOPIC clause is considered as incorporated into the agreement, not invoked. Once
incorporated, it replaces Article 14 and the salvor loses his right to claim special
compensation under Article 14.

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The salvor shall have an option to invoke the SCOPIC clause by written notice to the
Owner of the vessel at any time after SCOPIC is part of LOF. Upon invoking, within 2
working days security deposit of 3 million USD is provided.
It appears that it is good for salvors to invoke SCOPIC at the start of the operations.
But Paragraph 7 prevents him from doing so. It states that if SCOPIC is invoked, and
the Article 13 reward is more than the SCOPIC remuneration, then the Article 13 reward
will be discounted by 25% of the difference between the Article 13 reward and the
SCOPIC remuneration that would have been assessed had the SCOPIC been invoked
on the first day of the services. This ensures that the salvor will not invoke the SCOPIC
clause unnecessarily when he is certain about saving the property.
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Once SCOPIC is invoked, the owner deposits 3 million dollars as security. But if the
salvor is not able to save the property and his expenses are more than 3 million
dollars, what will happen next?
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SCOPIC remuneration is payable even the salvage was unsuccessful. So if the security
deposit paid was 3 million USD and the SCOPIC remuneration is assessed to be more
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than that, the additional amount is to be paid by the Owner to the Salvor. This is paid by
the P&I Club on behalf of the Owner.
Does hull and machinery come into the picture in salvage operation?
D
Yes, H&M will come into the picture as costs related to Salvage are usually covered by
H&M underwriters, except the special compensation of Article 14 and SCOPIC. In simple
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words, it does not provide cover for any cost exceeding Article 13 reward.
So in the case of a ship collision, cost of damages to the H&M of own ship will be fully paid
by the H&M underwriter. The resultant payable costs for damages to the H&M of other
ship will be paid only upto 3/4th as per the policy. Any other third party claims will be
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covered by the P&I Club. A H&M Cover may also include Sue and Labor costs, loss of
hire, etc. depending on the type of cover chosen. Hence, H&M underwriter will always be
involved so as to ascertain the costs that are to be paid by them and those that are to be
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excluded. For example, vessel before being salved, tried to refloat using her engines and
caused damage to her engines. This damage comes under General average. The H&M
underwriter is liable to pay for the repair of this engine but also is entitled to take
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contribution for the same from the other parties that will contribute as part of General
average.
SCOPIC has a provision that once it is invoked, the H&M underwriters can any time may
appoint one special representative (Special Hull Representative) at its own expense to
attend the casualty to observe and report upon the salvage operation. Such Special
Representatives shall be technical men and not practising lawyers.

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What will you do if a salvor is not helping and demanding more money?
I will sign a LOF with the salvor so that no money or remuneration is required to be
negotiated and the salvage operation can be completed smoothly. I will inform the
Company / Owner, if applicable, the Special casualty representative (SCR) and other
special representatives (Special Hull representative & Special Cargo representative)
What is a special casualty representative? How many SCR’s would normally be

there for a salvage operation? What are the duties of SCR?
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As per SCOPIC Para 12, Special Casualty Representative (―SCR‖), once the SCOPIC
clause has been invoked, the owners of the vessel may at their sole option appoint an
SCR to attend the salvage operation in accordance with the terms and conditions set out
in Appendix B (of SCOPIC). Any SCR so appointed shall not be called upon by any of the
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parties hereto to give evidence relating to non-salvage issues.
There will normally be one SCR appointed from among the SCR Panel. The SCR panel is
chosen by the SCOPIC committee members.
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Duties of SCR as stated in the Appendix B of SCOPIC:
x To assist in the salvage of the vessel and the property thereon and in doing so, prevent
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and minimise damage to the environment. The Salvage Master shall at all times
remain in overall charge of the operation.
x To remain well informed of all activities and take all updates from the Salvage Master.
x
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To offer the Salvage Master advice.

x To receive the ‗Daily Salvage Reports‘ from the Salvage Master.
x Upon receipt of each Daily Salvage Report, to endorse his report if satisfied and
transmit a copy to Lloyd's, owners of the vessel, their liability insurers and underwriters
and to the Special Hull Representative and Special Cargo Representative.
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x If not satisfied with the Daily Salvage Report, prepare a dissenting report setting out
any objection or contrary view and deliver it to the Salvage Master and transmit it to the
parties named above.
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x After the Salvage services terminate, to issue the "SCR's Final Salvage Report‖ and
send it to the owners of the vessel and their liability insurers and to Lloyd's who shall
forthwith distribute it to the Interested Persons.
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What is TOWCON?
TOWCON is the International Ocean Towage agreement designed by BIMCO. A towage

contract is normally negotiated at a time when the ship that is to be towed is not facing
imminent peril and remuneration is negotiated and agreed in advance, usually on a fixed
fee basis. TOWCON contains two parts:

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x Part I: consists of 2 pages having 39 boxes where all information and towing cost, etc
are filled up.
x Part II: consists of all the terms and conditions set out in the Contract.
Describe the LOF. State all the amendments to LOF.
LOF stands for Lloyd‘s Open Form which is formally known as ‗Lloyd‘s standard form of
Salvage agreement‘. It is a standard legal document for a proposed marine salvage
operation. It is a two-page contract published by Lloyd‘s of London. It is called ‗open‘
because it is literally open as no amount for the salvage is stipulated. The sum to be paid
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is determined later in London by a professional arbitrator.
On the front page, just below the title, ‗No Cure No Pay‘ is written in bold block letters. The
form is originated in the late 19th century and its latest version is the LOF 2020. Under
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normal circumstances, both Master and Salvor signs the LOF with date. However, both
can accept the terms of the LOF over the radio where it has the same effect as signing. In
this case, entries must be made in Deck Log book and Radio Log.
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It has 9 blocks which have to be filled up by the Master and the Salvor following which are
the clauses (A to L) and important notices (1-4).
Block 1: Name of the salvage contractors

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Block 2: Property to be salved / Vessel
Block 3: Agreed place of safety
Block 4: Agreed currency (if other than USD)
Block 5: Date of this agreement
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Block 6: Place of agreement

Block 7: Is ‗SCOPIC‘ clause incorporated into this agreement? Yes/No
Block 8: Signature of the Contractor (or other person on his behalf)
Block 9: Signature of Captain (or other person on his behalf)
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x Amendment (LOF 95 to LOF 2000): SCOPIC was introduced in LOF 2000. The format
was improved and made short and neat. All clauses were referenced to LSSA clauses.
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x Amendment (LOF 2000 to LOF 2011): Following two clauses under important notices
are added in the LOF 2011 which are not present in LOF 2000:
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a) Awards: The Council of Lloyd‘s is entitled to make available the Award, Appeal
Award and Reasons on their website subject to the conditions set out in Clause 12
of the LSSA Clauses.
b) Notification to Lloyd‘s: The Contractors shall within 14 days of their engagement to
render services under this agreement notify the Council of Lloyd‘s of their
engagement and forward the signed agreement or a true copy thereof to the
Council as soon as possible. The Council will not charge for such notification.

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x Amendment (LOF 2011 to LOF 2020): LSSA Clauses and Procedural Rules are now
combined in LOF 2020 and known as LSAC (Lloyd‘s Salvage Arbitration Clauses).
Also, at the end of the form, it is now required that a copy of any other agreement that
amends or varies the provisions or terms of LOF must also be provided to Lloyds.
Which is the latest LOF? Where the LOF is kept onboard?
Latest LOF is the 2020 Version. LOF is kept in the SOPEP or SMPEP as well as in the
Company‘s SMS.
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What is the difference between LOF 95 and the others?
x LOF 95 was very lengthy having total of 6 pages with signatures on the fifth page. All
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other forms had only two pages with signature on the first page.
x LOF 95 consisted of the entire texts of Articles 1, 6, 8, 13 and 14 of the International
Salvage convention, 1989 and many other arbitration clauses making it lengthy. All
x SO
other forms only have references to these Articles and clauses.
LOF 1995 did not include the SCOPIC clause which was included in the others.
If LOF is signed, the payment to the salvor is decided as per Salvage convention or
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not? If not, then how is the payment decided?
x If LOF is signed, the payment is decided as per the Arbitration under English Law
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which already incorporates the provisions of the Salvage Convention, supplemented by

the SCOPIC clause if it is incorporated in the agreement.
x The LOF states clearly that ―The Contractors' remuneration and/or special
compensation shall be determined by arbitration in London in the manner prescribed
by Lloyd‘s Salvage Arbitration Clauses. (LSAC)
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What do you know about General Average?

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x General average is defined under Rule A of YA Rules which states ―There is a general
average act when, and only when, any extraordinary sacrifice or expenditure is
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intentionally and reasonably made or incurred for the common safety for the purpose of
preserving from peril the property involved in a common maritime adventure.‖
x The basic principle of general average is – ―that which has been sacrificed for the
benefit of all, shall be made good by the contribution of all‖
x General average loss is made good by all the parties which are part of a common
maritime adventure, in proportion to their losses suffered and their contributing values
which is determined by an average adjuster in accordance with York Antwerp Rules.
x Unlike particular average, a general average can never be made good in full, as even
the party at loss is contributing towards general average.

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x After a GA act, the Master should make a declaration of GA on advice of the Owner.
After this declaration is made, the assessment of GA begins. This is known as GA
adjustment.
x The Master / ship owner has a lien on the cargo in his possession till the time all have
given their proportion of contribution in General average. If the adjustment or
contribution is taking a long time, the lien on the cargo may not be exercised provided
a ‗General average security‘ is obtained. It can be in the form of a GA Bond (signed
note) or GA deposit (bank guarantee) or a GA guarantee (underwriters guarantee).
x Examples of General average: A cargo hold is on fire and water is introduced inside it
to extinguish the fire. The cargo damaged or lost due to fire is particular average and
the cargo damaged due to introduction of water is General Average. If a ship runs
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aground, damage to propeller and ship is particular average, but loss of cargo due to
jettisoning to refloat the ship is General Average.
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What is GA and PA and which rules govern it?
x General average is defined under Rule A of YA Rules which states ―There is a general
x
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average act when, and only when, any extraordinary sacrifice or expenditure is
intentionally and reasonably made or incurred for the common safety for the purpose of
preserving from peril the property involved in a common maritime adventure.‖
Any act which is not a GA act is known as Particular average act. In other words, PA is
any act which is accidental and not intentional and falls entirely on the person suffering
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the loss.
x GA is governed by YA Rules whereas Particular average is dealt with by the individual
underwriters and the terms and conditions set out in the policy.
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What do you know about YA rules and its amendments?
x York Antwerp Rules are meant only to calculate and settle General average.
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These rules were established in 1890 and have been amended several times. The
latest revision is 2016 which was introduced to overcome the drawbacks of the not-so-
popular 2004 Rules. However, the YA Rules 1994 are still the most popular version.
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x YA Rules set guidelines as to which all sacrifices and expenditures can be included in
GA and which all cannot.
x
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The rules have two sections, the first one has rules identified by Letters (alphabets)
known as the lettered rules. They are from Rule A to Rule G. These give guidelines on
what can be included in GA.
x The second section has rules that are numbered with roman numbers from Rule I to
Rule XXII (2004 & 2016 Version has till Rule XXIII). These give out more specific
situations, expenses and sacrifices that can or cannot be included in GA.
x Apart from these two sections, one rule is named differently called the Rule
Paramount. This rule says that in no case will there be any allowance for sacrifice or
expenditure unless made ‗reasonably‘.

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x York Antwerp rules are not mandatory. However, they are included in every charter
party or B/L or Marine insurance policies for settling of GA claims. It will be specified
which version of the rules shall apply.
Amendments (1974 to 1994):

x Rule Paramount was introduced in 1994 which required the sacrifice and / or
expenditure to be reasonably made or incurred.
x If cargo is to be discharged and loaded back or trans-shipped as part of a GA act, then
the expenses involved including fuel cost should be part of the GA as well.
Amendments (1994 to 2004)
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x Rule VI: Salvage expenses not part of General Average
x Rule XI: Wages of master and crew in a Port of Refuge not part of General Average
x Rule XIV B Temporary Repairs: If cost of carrying out temporary repairs at the first port
of refuge and permanent repairs at the second port of refuge is lesser than the cost of
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carrying out permanent repairs at the first port of refuge, then it is allowed. This was
however not acceptable to shipowners.
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Who can declare General average and what is the procedure? Who appoints the GA
adjuster? Can you become an average adjuster?
General Average can be declared by the Ship owner. (very rarely by the Master on
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instructions from the Ship Owner) The ship owner will issue a ‗General Average
Declaration‘ on its letter head addressing ‗To whom so ever it may concern‘ and stating
the following important details:
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x Name of the Ship involved

x Brief description of the incident
x Circumstances that have or may give rise to GA
x Name of the appointed GA Adjuster to collect the GA Security
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x Contact details of the GA Adjuster and procedure for contacting

x List of documents required by the GA Adjuster
x
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Details of the General Average security (GA Bond and GA Guarantee by insurers
or cash deposit if cargo is not insured)
x Details of Salvage operation and salvage security required (if applicable)
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x Conditions for delivery / release of cargo
Average Adjusters may be appointed by any party involved in a marine claim. However,
irrespective of the identity of that party, the Average Adjuster is bound to act in an
impartial and independent manner.
No, I cannot be an average adjuster as it requires one to an expert in the law and practice
of general average and marine insurance & specialized training in this regard is required.

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Can MTO declare General average?
No, MTO cannot declare General Average. It is always declared by the ship owner and
never by the Cargo owner. For example, if a ship has cargo of Cargo-owner‘s A, B and C
and for safety reason, cargo of cargo-owner A was sacrificed. The Cargo-owner A cannot
declare General average. He will be paid by his cargo insurer, who will then by right of
subrogation, sue the shipowner for the loss of cargo. Hence, the ship owner will well in
advance of such claims, declare general average so that any loss or claims will be paid as
part of General average. Thus, the loss of the sacrificed cargo A will be made good by
contributions from Cargo insurer A, Cargo-owner B and C, charterers and ship owner.
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If cargo is damaged in Multimodal transport, how is general average calculated?
General average is applicable to the Multimodal transport as well and it is calculated as
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per the YA Rules by a General average adjuster.
As per the Multimodal Act 1993 as amended, it shall be lawful for the parties to the
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multimodal transport contract to include in the multimodal transport document any
provision relating to general average. For the purpose of this section, ―general average‖
means loss, damage or expense reasonably incurred in order to avert danger to property
in common peril and in the common interest of those involved in the multimodal
transportation.
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The entities that are involved in a common adventure include the consignor, multimodal
transport operator, consignee, carriers, etc. MTO is generally indemnified in respect of any
claims of the general average nature which may be made on him and if required, shall be
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provided with a security in this connection.
Can salvage be taken as general average?

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As per Rule VI (Salvage remuneration) of York Antwerp Rules 1994,

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x Expenditure incurred on account of salvage, whether under contract or otherwise, shall

be allowed in general average to the extent that the salvage operations were
undertaken for the purpose of preserving from peril the property involved in common
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maritime adventure.
x This expenditure shall include any salvage remuneration as per Article 13 of the
International Convention on Salvage, 1989.
x Special compensation payable to a salvor by the shipowner under Article 14 of the said
Convention or under any other provision similar in substance (such as SCOPIC) shall
not be allowed in general average.

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Your vessel is approaching port and your stop engines, but the speed is still high.
To reduce the speed you use your anchor and your anchor is lost. Will this be
general average?
This will be treated as an extra ordinary sacrifice intentionally and reasonably made for the
common safety for the purpose of preserving from peril the property involved in a common
maritime adventure.
Rule D of the YA Rule states:

―The rights to contribution in general average shall not be affected, though the event which
gave rise to the sacrifice or expenditure may have been due to the fault of one of the
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parties to the common maritime adventure, but this shall not prejudice any remedies or
defenses which may be open against or to that party in respect of such fault.‖
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Your vessel is aground on a beach and you drop anchor to keep the vessel in
position. Later you lose this anchor. Will this be general average?
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Yes, the loss of anchor after the ship is beached is a general average sacrifice as the
anchor was used to the safety of the ship and to save the whole adventure.
Can you salvage a vessel that is aground?

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I will not salvage a vessel that is aground as it is a risk to the safety of my own vessel as I
may touch the ground as well. The salvage is carried out by specialized salvage
contractors who have the right expertise and experience in salvage operations.
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What is the main use of ETA? Can you salvage another vessel using your ETA?
Main use of the ETA is for your own vessel to be easily towed to a place of safety in case
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of an emergency. However, in case of distress, if agreed by all concerned parties, I can

use my ETA to salvage another vessel after entering into a salvage agreement such as
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LOF.
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CLC & FUND
Describe the scope and limits of CLC convention.
Scope of application:
x The Convention applies to all sea-going vessels carrying oil in bulk as cargo.
x Vessels carrying more than 2000T of persistent oil as cargo need to maintain
insurance in respect of oil pollution damage.

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x It does not apply to warships and other government owned vessels used for non-
commercial services.
x It applies exclusively to pollution damage caused in the territory, including territorial
sea and in the Exclusive Economic Zone (EEZ) established in accordance with
international law or if an EEZ is not established, then it shall mean an area beyond and
adjacent to her territorial sea and extending not more than 200NM from the baseline
from which the breadth of the territorial sea is measured.
x It also applies to preventive measures, whenever taken, to prevent or minimize such
pollution damage.
Limitation of liability under CLC: (2000 amendments)
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The Owner of the Ship shall be entitled to limit his liability under this Convention in respect
of any one incident to an aggregate amount calculated as follow:
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a) 4.51 million SDR for a ship not exceeding 5000 GT
b) For a ship more than 5000 GT, for each additional tonnage, 631 SDR in addition to
the amount mentioned above, provided that the aggregate amount shall not exceed
89.7 million SDR in any event.
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The Owner shall not be liable to limit his liability if it is proved that the pollution damage
resulted from his personal act or omission, committed with the intent to cause such
damage or recklessly, knowing that such damage would probably result.
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(CLC 1992 – Limits were 3 million SDR for ships upto 5000 GT and 420 SDR additionally
for each additional GT over 5000 GT with maximum limit of 59.7 million SDR.)
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What do you know about IOPC Fund, CLC and supplementary fund?
CLC:
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x The International Convention on Civil Liability for oil pollution damage (CLC) was
adopted in 1969, after the famous disaster of Torrey Canyon in 1967. It has been
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replaced by the 1992 Protocol which entered into force in 1996.

x The CLC was adopted to ensure that adequate compensation is available to persons
who suffer oil pollution damage resulting from maritime casualties involving oil-carrying
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ships.
x The Convention places the liabilities for such damage on the owner of the ship from
which the polluting oil escaped or discharged.
x The liability is strict and it is mandatory for ships carrying more than 2000T of
persistent oil to maintain insurance or other financial security in sums equivalent to the
Owner‘s liability for one incident.
x Ship owner can escape liability under the following circumstances:
a) Act of God
b) Act of War

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c) Damage caused by third party with an intention to cause damage.

d) Failure of Government to maintain navigational marks.
x A suit must be filed within 3 years but not later than 6 years.
IOPC Fund:
x IOPC Fund stands for International Oil Pollution Compensation Fund. The International
Convention on the Establishment of an International Fund for compensation for Oil
Pollution damage (Fund Convention) 1971 was adopted to provide additional
compensation to the victims of pollution damage in cases where the compensation
under CLC was either inadequate or unobtainable. The IOPC fund is managed by a
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secretariat in London.
x Annual contributions to the Fund are made in respect of each Contracting State by any
person who, in any calendar year, has received total quantities of oil exceeding
150,000 tons. The contribution value is decided based on total oil received in the
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preceding year.
x The 1992 Protocol increased the compensation amount from 60 million SDR (Fund
1971) to 135 million SDR for a single incident, including the liability as per CLC 1992.
x
x
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If 3 States contributing to the Fund receive more than 600 million tonnes of oil per
annum, the maximum amount is raised to 200 million SDR.
Later, the compensation limits were amended to 203 million SDR and 300.74 million
SDR if any 3 contributing states receive more than 600 million tonnes of oil per year.
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Supplementary Fund:
x The 2003 Protocol established an IOPC Supplementary fund to supplement the

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compensation available under 1992 CLC and the Fund convention with an additional
third tier of compensation. The Protocol is optional and open to all those who are
parties to the 1992 Fund Convention.
x The total compensation payable for one incident is limited to 750 million SDR
including that paid under CLC and Fund.
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x Annual contributions to this Fund will be made in respect of each Contracting State
by any person who, in any calendar year, has received total quantities of oil
exceeding 150,000 tons. However, for the purposes of the Protocol, there is a
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minimum aggregate receipt of 1 million tons of contributing oil in each Contracting

State.
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Is India party to supplementary fund? Why not?
India is a party to Fund 1992 Protocol, but not a party to Fund 2003 Protocol
(supplementary fund). This is because the compensation received from CLC 1992 and
Fund 1992 is sufficient to cover the costs for all claims after a major oil pollution incident.
Thus, there is no need for a supplementary fund.

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What is the definition of persistent oil?
Persistent oils are those that do not dissipate quickly and will therefore pose potential
threats to natural resources when released to the environment.
In the definition adopted by the IOPC Fund, persistent oils are actually defined by
describing what is meant by non-persistent oil:
―non-persistent oil‖ is oil which, at the time of shipment, consists of hydrocarbon fractions,
a) at least 50% of which, by volume, distils at a temperature of 340°C and
b) at least 95% of which, by volume, distils at a temperature of 370°C
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when tested by the ASTM Method D86/78 or any subsequent revision thereof.
Who pays for IOPC FUND and supplementary fund? Will the owner pay? Who pays
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for FUND in India?
x In the countries which have ratified the Fund Convention 1992 and 2003 Protocol
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(Supplementary Fund), the receivers of the oil in that country need to contribute to this
fund. Annual contributions to the Fund shall be made in respect of each Contracting
State by any person who, in the calendar year has received in total quantities
exceeding 150,000 tonnes. However, for a contracting state to qualify for contribution
towards the supplementary fund, the total contributing oil received in the contracting
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state should be 1 million ton or more.
x It is the responsibility of each contracting state to give the list of the receivers who
received more than 150,000 tons of oil in the calendar year to the IOPC Fund. It is also
their responsibility to provide the tons of oil received by each of these receivers. This is
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because contribution to the fund is based on amount of oil received by the receivers.
x The fund maintains a fixed balance to deal with the oil pollution damage payments.
Every year it takes into account the total expenditures and total incomes to assess if
any contribution is required for that year. Expenses may include administration
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expenses and payments made to cover the oil pollution damages that come under
IOPC Fund. Income may include the interest received from the surplus funds and
annual contribution from the members.
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In India, all the receivers of oil who receive more than 150,000 tonnes of contributing oil in
a calendar year contribute to the Fund.
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What will happen if claims after a pollution incident are more than that covered by
CLC and the State is not party to the Fund Convention? Who pays for the remaining
claims?
If the total claims are more than that which can be covered under CLC and the State is not
party to the Fund convention, the claims will then be settled by the State itself using its
own funds.

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Is CLC applicable for pollution from chemical tanker? Who will pay if there is
pollution from a chemical tanker?
CLC is not applicable for pollution from chemical tanker. In case there is pollution from a
chemical tanker, all third party claims will be settled by the P&I Club upto the limit to which
the ship owner can limit his liability as per National or International regime such as LLMC,
1976, as amended.
How is fund money collected?
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The IOPC Funds are financed by contributions levied on any entity that has received in the
relevant calendar year more than 150000 tonnes of contributing oil (i.e. crude and/or
heavy fuel oil) in ports or terminal installations in a Member State, after carriage by sea.
Contributions are paid by the individual contributors directly to the Funds.
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The levy of contributions depends on reports of the amounts of oil received by individual
contributors, which the governments of Member States are obliged to submit annually to
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the Secretariat. All Member States report to the Director of the Funds each year the name
and address of any company or entity in that State which is liable to pay contributions to
the 1992 Fund, as well as the quantity of contributing oil received by each of these
companies and entities in the preceding year. If no receiver has received more than
150000 tons of oil in the preceding year, then a NIL declaration form must be sent by the
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Member to the Director of the Fund.
In the month on January, the Secretariat sends a request to all the Member States for
submitting oil reports for the preceding calendar year. This must be submitted by end of
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April. Thereafter, in the month of October, the Governing body decides on how much total
money is to be collected or nothing is to be collected. By November, the Secretariat issues
invoices to the contributors in accordance with the decisions of the governing bodies. By
March end, the contributors are required to pay their contributions.
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LOSSES & CLAIMS

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If a tanker causes oil pollution in Indian waters, what will happen?

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The costs for clean up and all related claims will be settled by the P&I Club that has
provided the vessel CLC insurance.
Jet fuel goes overboard in high seas. Who will pay and as per what?
Pollution occurring at high seas does not fall under CLC. However, coastal states may
take action as per Intervention Convention. All the claims will be settled by the P&I Club
(as it covers third party claims for pollution).

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x International Convention Relating to Intervention on the High Seas in Cases of Oil

Pollution Casualties was adopted in 1969 and entered into force in 1975. It affirms the
right of a coastal State to take such measures on the high seas as may be necessary
to prevent, mitigate or eliminate danger to its coastline or related interests from
pollution by oil or the threat of pollution by oil, following upon a maritime casualty.
x The coastal State is, however, empowered to take only such action as is necessary,
and after due consultations with appropriate interests including, in particular, the flag
State or States of the ship or ships involved, the owners of the ships or cargoes in
question and, where circumstances permit, independent experts appointed for this
purpose.
x A coastal State which takes measures beyond those permitted under the Convention is
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liable to pay compensation for any damage caused by such measures. Provision is
made for the settlement of disputes arising in connection with the application of the
Convention.
x There was a 1973 Protocol relating to Intervention on the High Seas in Cases of
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Marine Pollution by Substances other than Oil. This extended the regime of the 1969
Intervention Convention.
x The Intervention Convention was held after the disaster of Torrey Canyon and allows
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the Coastal States to use force for environmental defense. Even in the case of Torrey
Canyon incident, Britain used military aircrafts and bombs to sink the vessel and set
alight the escaped oil.
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Vessel loaded 50000 MT of cargo, but after discharging, 500 MT was short. What will
be your actions? Who will pay for the shortage? Which rules will apply?
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x I will inform the Owners, Charterers and P&I Club correspondent.

x I will keep all evidence ready for the P&I Surveyor. This will include load port ullage
reports, discharge port ullage reports before discharging, empty tank report after
discharging, etc.
x I will not sign any LOP given by the Terminal regarding the shortage as vessel has
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discharged and stripped all tanks to the maximum extent.

x I will get the tanks double-checked to ensure all tanks are completely empty.
x The matter will however do to litigation and be resolved later after the ship departs.
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The P&I surveyor will take all the documents from the ship as necessary for the
proceedings.
x
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I will give a letter of protest to the Terminal for the unnecessary delays stating that ship
is not responsible for shore tank gauging and any cargo beyond the ship‘s manifold.
x Any third party claims related to cargo shortage will be paid by the P&I Club.
If cargo is lost at sea, who is going to pay for the loss? What are the limits for that?
The loss of cargo will be recovered by the cargo insurer upto the sum assured. However,
the loss should be due to one of the peril that is covered by the insurance policy.

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What are the limits of liability in the case of Multimodal transport in case of lost or
damaged cargo or delay in delivery?
x The multimodal transport operator shall be liable for loss resulting from:
1. any loss or damage to the consignment;
2. delay in delivery of the consignment and any consequential loss or damage arising
therefrom.
x The multimodal transport operator shall not be liable if he proves that delay or damage
was not due to fault or neglect on his part or that of his servants or agents.
x If the consignment has not been delivered within ninety consecutive days following the
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date of delivery expressly agreed upon, the claimant may treat the consignment as
lost.
x If the MTO is liable for any loss or damage, where the nature and value of the
consignment have not been declared by the consignor before such consignment has
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been taken in charge by the MTO and the stage of transport at which such loss or
damage occurred is not known, then the liability of the multimodal transport operator to
pay compensation shall not exceed 2 SDR per kg of the gross weight of the
x
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consignment lost or damaged or 666.67 SDR per package or unit lost or damaged,
whichever is higher.
If the multimodal transportation does not include carriage of goods by sea or by inland
waterways, the liability of the MTO shall be limited to an amount not exceeding 8.33
SDR per kilogram of the gross weight of the goods lost or damaged.
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x When MTO is liable for losses due to delay in delivery of the consignment, or any
consequential loss or damage arises from such delay, the liability of the MTO shall be
limited to the freight payable for the consignment so delayed.
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x The MTO shall not be entitled to the benefit of limitation of liability if it is proved that the
loss, damage or delay resulted from an act or omission of the MTO with intent to cause
such loss, damage or delay or recklessly and with knowledge that such loss, damage
or delay would probably result.
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What all types of cargo claims can you think of? How are such claims settled?
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Types of cargo claims:
x Cargo shortage / Quantity-related claims

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x Cargo quality / Off-spec cargo

x Damaged Cargo
x Delay in delivery of cargo
x Lost cargo
x Wrong delivery of the cargo
All third party cargo claims are settled by the P&I Clubs along with the Cargo owners and
insurers, mostly by means of litigation. The jurisdiction will be mentioned in the contract of
carriage.

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Anchor damaged in rough weather. Who will pay for the damage? Vessel is arriving
Singapore in 2-3 days. How much money will we get after deductibles?
Anchor damage will be covered under H&M insurance. The cost for repairs or new anchor
will be paid by the H&M underwriters after the applicable deductibles. For example, if the
deductibles are $10,000, anything more than this will be paid by the underwriters. It will be
paid as per the terms and conditions of the H&M Policy.
Cargo is short at discharge port. What will be your actions?
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x I will ask the Chief Mate to do re-ullaging and calculate the cargo quantity again.
x I will check the cargo calculation and ensure vessel is upright and visual drafts are
checked and correct trim correction is applied.
x If the cargo is still short after re-gauging and calculations, I will inform the Owner,
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Charterer and P&I Club local correspondent.
x I will note down the timing and events and make appropriate entries in the Port Log.
x I will present all the load port documents and ullage reports at discharging to the P&I
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Surveyor and co-operate with him as required.
After loading, your ship’s figure is more than the B/L figure. State your actions.
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x I will carry out re-ullaging and re-calculate the cargo quantity, double-checking the trim
correction applied.
x If the difference is within the C/P limit of 0.3%, I will issue a LOP for cargo discrepancy
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and mention both ship figure and BL figure in the ullage report.
x If the difference is more than 0.3%, I will inform the Charterer‘s and P&I Club local
correspondent and act as per their advice.
x I will request the Terminal to re-gauge their shore tank to ascertain the cargo quantity
as vessel has received much more than the shore figure.
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Cargo is loaded short and B/L figure shows more. What will you do?
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x I will check the difference and if it is more than that allowed by C/P (usually 0.3%) then
I will inform the Owner, Charterer‘s and P&I Club.
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x In the meanwhile, I will arrange for re-gauging and re-calculations.

x If still short, the next time gauging and calculations will take place in the presence of
the P&I Surveyor.
x I will make all relevant entries in the port log and issue a LOP for quantity difference
and act as per advise of the Owner and P&I surveyor.

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What are the types of cargo frauds in shipping?
x Taking delivery of cargo that belongs to someone else using fraudulent B/L.
x Sale of cargoes that do not exist
x Fraudulent misrepresentations on Cargo Documents
x Attempt to illegally claim on Letters of Credit
x Fake Letters of Indemnity
x Theft of cargo
x Cheating over quantity and quality.
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What will be your actions in case different grades product cargo is commingled and
contaminated due to the same? Is there any clause with regards to this in the C/P?
Yes, there is Commingling Clause in the Charter Party. It is as follows:
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Owners agree, if so requested by Charterers, to instruct the Master to commingle the
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cargo or cargoes loaded on board, always in strict compliance with safety rules, and
subject to the technical characteristics of the Vessel. Charterers warrant that any cargoes
to be commingled on board shall be stable and compatible and that no precipitation of
solid deposits will occur. Charterers will hold Owners harmless and keep them fully
indemnified against all costs, losses, claims (including, but not limited to, claims for
contamination or quality deterioration or failure to meet any contractual specification) and
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expenses (including , but not limited to, legal expenses) caused by or in any way arising
from Charterers‘ instructions to commingle on board.
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Additionally, a LOI is taken from the Charterers in order to protect the Owners from any
cargo claims in future.
You arrive at discharge port with damaged cargo and receiver is claiming for
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damage, what actions will you take?
x With the help of Local agent, I will make a ‗Note of Protest‘.

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x I will inform the Owner, Charterer and P&I Club local correspondent.
x I will collect and provide to the P&I Club surveyor all evidence as required in order to
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protect the interest of the Owners.
There is a case of Cargo contamination. State your actions as a Master.
x I will inform the Company, Owner, Charterer and P&I Club.

x I will provide all the cargo documents to the P&I Club surveyor and/or lawyer appointed
by the Owner / Club, and assist them in all possible ways to gather the necessary
evidence to present against the claim. Cargo, if still onboard, will be sampled again in
presence of the P&I Club surveyor and tested at two accredited facilities.

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x The evidence includes the Cargo samples taken at load port by ship staff, load port
samples taken by cargo surveyor, cargo samples taken at discharge port before
discharging, cargo documents, etc.
While discharging steel coils, terminal came back with claim for damages to the coil
due to rust marks. You have clean B/L. What will you do?
I will inform the Owner, Charterer and P&I Club local correspondent and request for a P&I
Surveyor to assist me in this matter. I will not sign any damage report or make any
remarks without the P&I surveyor‘s assessment of the situation.
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What will you do if you are loading and Chief Officer tells you that there are
damaged coils being loaded?
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x I will ask him to stop loading operations immediately and click photographs of the
damaged coils loaded or about to be loaded. I will inform the cargo surveyor regarding
x
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the damaged cargo being load and issue a LOP regarding the same. I will contact the
Charterers and the P&I club and ask for a P&I surveyor to check the quality of cargo.
I will ensure all entries are made in the Port Log and if the damaged cargo is already
onboard, I will make relevant entries regarding this in the Mate‘s receipt.
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MISC
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What do you know about STP ships and its history?
A Special Trade Passenger Ship means a mechanically propelled ship carrying more than
30 special trade passengers. Special trade passengers are those passengers that are
carried in STP ships in spaces on weather deck or upper deck or between decks which
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include pilgrim or person accompanying pilgrim.
x The carriage of large numbers of unberthed passengers in special trades such as the
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pilgrim trade in a restricted sea area around the Indian Ocean is of particular interest to
countries in that area. It was regulated by the Simla Rules of 1931, which became
outdated following the adoption of the 1948 and 1960 SOLAS Conventions.
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x As a result, IMO convened an International Conference in 1971 to consider safety

requirements for STP ships in relation to the 1960 SOLAS Convention.
x Special Trade Passenger Ships Rules, 1971 were included in the Annex and provided
modifications to the regulations of 1960 SOLAS Convention.
x The Protocol on Space Requirements for Special Trade Passenger Ships was adopted
in 1973.

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What is SDR? What is the history of SDR? What is IMF?
SDR stands for Special Drawing Rights. The SDR is an international reserve asset,
created by the IMF in 1969 to supplement its member countries‘ official reserves. The
value of the SDR is based on a basket of five currencies—U.S. dollar, Euro, Chinese
Yuan, Japanese yen, and the British pound sterling. The SDR serves as the unit of
account of the IMF and some other international organizations
The International Monetary Fund (IMF) is an organization of 190 countries, working to

foster global monetary cooperation, secure financial stability, facilitate international trade,
promote high employment and sustainable economic growth, and reduce poverty around
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the world. The IMF's primary purpose is to ensure the stability of the international
monetary system—the system of exchange rates and international payments that enables
countries to transact with each other.
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The exchange rates can be found on the IMF Website. Presently, 1 XDR = 1.44 USD
The currency value of the SDR is determined by summing the values in U.S. dollars,
based on market exchange rates, of a basket of the 5 major currencies. The SDR
SO
currency value is calculated daily (except on IMF holidays or whenever the IMF is closed
for business) and the valuation basket is reviewed and adjusted every five years.
What are INCO terms? Explain some INCO terms that you know.
D
INCO terms stand for International Commerce Terminology which are a standard set of
terminology, created by the International Chamber of Commerce (ICC), used universally,
defining the key parts of freight forwarding. They define the responsibilities of sellers and
AN
buyers, specifying who is responsible for paying for and managing the shipment,
insurance, documentation, customs clearance, and other logistical activities. These rules
are accepted by governments and legal authorities around the world. Understanding
Incoterms is a vital part of International Trade because they clearly state which tasks,
costs and risks are associated with the buyer and the seller. The Incoterm states when the
H
seller‘s costs and risks are transferred onto the buyer.

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Important INCO terms for us to understand are FAS, FOB, CFR and CIF.
FAS: Free Alongside Ship: The seller delivers the goods and places them alongside the
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vessel nominated by the buyer at the named port of shipment. The risk of loss of or
damage to the goods passes when the products are alongside the ship. The buyer bears
all costs from that moment onwards.
FOB: Free On Board: The seller delivers the goods on board the vessel nominated by the
buyer at the named port of shipment. The risk of loss of or damage to the goods passes
when the products are on board the vessel. The buyer bears all costs from that moment
onwards.

338
CFR: Cost and Freight: The seller delivers the goods on board the vessel. The risk of loss
of or damage to the goods passes when the products are on board the vessel. The seller
must contract for and pay the costs and freight necessary to bring the goods to the named
port of destination.
CIF: Cost, Insurance and Freight: The seller delivers the goods on board the vessel. The
risk of loss of or damage to the goods passes when the products are on the ship. The
seller must contract for and pay the costs and freight necessary to bring the goods to the
named port of destination. And also for insurance cover against the buyer‘s risk of loss of
or damage to the goods during the carriage.
ZA
U
SO
D
AN
H
O
R
What is Omnibus clause?
It is a clause found in many P&I Club Rules which gives the club the discretion to cover
risks that do not fall expressly within the expressly itemized cover but which, in the opinion
of the club, are incidental to the operation of an insured ship and which fall broadly within
the scope of club cover.

339
What is LLMC? Has India ratified it? Describe the scope and limits of LLMC
convention.
x Convention on Limitation of Liability for Maritime Claims, 1976 entered into force in
1986. It provides the provisions for a ship owner to limit his liability for maritime claims
and also for constituting a limitation fund for settling all the claims made against him. It
states the limits of the claims that can be made by the claimants, including passengers.
x Claims that are subject to limitation are those related to loss of life, personal injury, loss
or damage to property, loss due to delays, loss resulting from infringement of rights
other than contractual rights, wreck removal, etc.
x Claims that are excluded from limitation are claims for salvage, oil pollution applicable
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under CLC, claims subject to any international convention or national legislation,
claims related to nuclear ships and nuclear damage, claims by servants of the
shipowner or salvor whose duties are connected with the ship or salvage operations.
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Limitation of liability for Claims for loss of life or personal injury:
For ships not exceeding 2,000 GT is 3.02 million SDR. For larger ships, the following
SO
additional amounts are used in calculating the limitation amount:
1. For each ton from 2,001 to 30,000 tons, 1,208 SDR
2. For each ton from 30,001 to 70,000 tons, 906 SDR
3. For each ton in excess of 70,000, 604 SDR
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Limitation of liabilities for any other Claims
For ships not exceeding 2,000 GT, the limit is 1.51 million SDR. For larger ships, the
following additional amounts are used in calculating the limitation amount:
AN

3. For each ton in excess of 70,000 tons, 302 SDR
Yes, India has acceded to the Convention in 2002.

H
What do you know about Indian MMTA?

O
x Indian Multimodal Transport Act was adopted in the year 1993 and amended in the
year 2000.
R
x It is applicable to the whole of India, except the State of Jammu & Kashmir.
x It requires businesses of multimodal transport to be registered. If all the requirements
are met, a certificate is issued which will remain valid for 3 years and needs to be
renewed before expiry.
x It requires valid MMTD to be issued and signed by MTO after obtaining a valid
insurance cover. It describes the form and contents of the MMTD.
x It describes the responsibilities and liabilities of the MTO including when he can and
cannot limit his liabilities. It also deals with topics such as general average, lien on
goods by MTO, jurisdiction, etc..

340
What is ‘Note of protest’? In what circumstances, will you note a protest? What all
documents will be required?
Note of Protest or a NOP is a solemn declaration under oath by a Ship Master of

circumstances beyond his control which have or may have given rise to loss and/or
damage to his ship or its cargo or have caused him to take action which may render
owners liable to legal action by another party.
A note of protest is issued in the following circumstances:
1. Suspect cargo damage due to bad weather.
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2. Ship is damaged or suspect damage.
3. When weather has not allowed to adopt normal precautions related to cargo care e.g.
ventilation.
4. When cargo specific shippers instructions could not be complied with due to reasons
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beyond control that may have damaged the cargo or changed its properties.
5. When cargo is shipped in condition that is likely to suffer deterioration during the
voyage.
6. Serious breach of C/P terms.
SO
7. When consignee fails to take delivery of cargo or pay the freight.
8. In all cases of general average.
Documents required for a Note of Protest:

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x Copies of Deck & Engine Log Book, OLB entries and Cargo related documentation
x Photographic evidence
x
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Weather reports and forecasts
What is a letter of protest? How does it differ from a NOP? When will you issue it? Is
it of any legal importance?
H
An LOP is a written communication intended to convey and record dissatisfaction

concerning some matter over which the recipient has some control & holding the recipient
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responsible for any legal or financial consequences arising out of the subject matter being
complained about.
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Letter of Protest Note of Protest

It is always addressed to a named party. If It is always presented to a Notary Party and
the recipient refuses to sign LOP, then generally addressed as ―To Whomsoever It
another LOP can be issued stating that the May Concern‖. There is no provision for the
presented LOP has not been signed. signature of the recipient.
It should be made as soon as possible after Protest should be noted as soon as
the event has occurred. possible certainly within 24 hrs of the arrival
in port and in the case of cargo protest
before breaking bulk.

341
Usually no supporting document is required Supporting documents required are Deck

other that facts stated on the LOP itself. Logbook pages, Official Logbook pages,
weather Reports, any Picture evidences,
etc.
Witness signatures are not required. It is Witness signatures may be required to
signed only by the Master and recipient‘s support the protest.
signature is taken.
It is not a sworn statement made under It is a sworn statement made under Oath.
oath.
Letter of protest is issued in the following circumstances:
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1. Differences in cargo quantity loaded and nominated (overloaded / short loaded)
2. Difference in ship and shore figures / BL figure. (Apparent discrepancy)
3. Rate of Loading/Discharging too slow (restrictions imposed by Terminal)
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4. Berth arrangements inadequate
5. Non-cooperation from shore workers causing damage
6. Cargo not loaded in satisfactory condition.
7.
8.
9.
Any delays caused
SO
Any incidents caused during berthing / unberthing
Any other matter causing dissatisfaction.
A letter of protest, strictly speaking, is not a legal document but a paper containing an
D
account of the events or statement of facts, describing current situation or consequences
of some wrongful act or acts, which had happened usually contrary to master‘s or crew
efforts. It is a one-sided document that may or may not be signed by the party to whom it
is issued. However, the LOP‘s are useful as a defense mechanism as it defends the
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Owner‘s position whenever a claim is brought at a later stage. For example, if there is a
claim related to demurrage or other delays put on the vessel, a LOP stating the delays that
were on account of the Terminal could be a useful document to improve the Owners
position in the claim.
H
What is freight? Which are the modes of payment of freight? At what point of the
contract is the freight paid?
O
x Freight refers to goods transported in bulk by truck, train, ship, or aircraft.

x Freight money or freight expense or freight rate refers to the price that is charged by a
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carrier for sending out cargo from the source location to the destination location.
x In any charter party, freight rate (either as rate per metric ton or lump sum) will be
mentioned along with who will pay, when it is payable, method and place of payment,
beneficiary details including bank account, etc.
Modes of payment of freight:

x Letter of Credit system
x Cash (very rate)
x Cheque, bank draft or electronic payment

342
Freight is either paid before the shipment by the Shipper (Freight prepaid) or the receiver
of goods (the buyer) pays the freight charges upon delivery of the goods (Freight Collect)
or part payment may be made on issuing of the B/L and remaining when OBL is with the
receiver. It all depends on terms agreed and indicated in the Charter party.
What is dead freight? How is it calculated?
Dead freight is the amount paid by or recoverable from a charterer of a ship for such part
of the ship's capacity as the charterer has contracted for but fails to occupy.
ZA
For example, if cargo nominated is 10,000 MT and freight rate is USD 10 per ton, and the
charterer is able to supply only 9500 MT. The freight lost on the 500 MT (i.e. USD 5000)
that is not loaded will be paid by the charterer to the Owner. Dead freight is not applicable
if freight is paid on a lump sum basis. It is applicable only when freight is paid basis MT of
cargo loaded.
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The C/P will have a deadfreight clause which will state - ―Unless a lumpsum has been
agreed, if the Charterer fails to supply the full cargo quantity, deadfreight shall be payable
SO
in the manner specified for freight payment on the difference between the BL quantity and
the quantity nominated. Dead freight is imposed at full freight rates, less loading and
handling charges.
D
While discharging cargo at port, you are told that the freight is not paid. What will
you do?
AN
I will discharge the cargo to the person having the OBL and who is entitled to receive the
cargo. In case the freight is not paid, the Owners will themselves instruct me to not
discharge the cargo until freight is paid. However, in any case, before arrival at a
discharge port, I will contact the Owners and get a written confirmation that I have green
signal to discharge the cargo either upon production of OBL or when OBL is not available,
H
under a valid LOI.

O
What is letter of credit? Who governs it?

The Documentary letter of credit (Documentary credit system) is the most common
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method of payment in International Trade. The letter of credit procedure was drawn up
and governed by International Chamber of Commerce.
There are two types of Documentary letters of credit: the revocable and the irrevocable
letters of credit. Revocable letter of credit can be revoked by the Issuing Bank without
any notice. This is rarely practiced in modern day international trade. The irrevocable
letter of credit is the most common and cannot be revoked or modified without the
consent of all involved. The procedure for the documentary letter of credit method is as
follows:

343
x A sales contract is signed between the Buyer and Seller.

x The Buyer opens a credit facility with his bank (Buyer‘s bank or Issuing Bank) for the
sales price; this information is passed to the Seller via Advising Bank (Seller‘s Bank).
x Once the Seller gets information that the Buyer has deposited money or is solvent, the
goods are shipped. The shipped goods must conform to the specifications of the
negotiated sales contract.
x The Seller‘s bank releases payment to the Seller provided all documents are in order.
The documents provide evidence that the goods conform to the negotiated sales
contract, are shipped in time and are not damaged at the time of shipment.
x Seller‘s bank then passes the documents to the Buyer‘s bank and in turn, receives
ZA
money from this Bank as per agreed terms and conditions, provided all the necessary
documents are in order.
x Before releasing the documents to the buyer, the issuing bank will, in turn, seek
payment from the buyer. At the end, the Buyer receives documents, enabling him to
obtain the release of goods from the ship.
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SO
Charterer changes order for discharge port and the B/L is for some other port. What
will you do?
I will inform the Owners regarding the same before deviating from my original route.
Charter Party will usually have a clause regarding change of destination. Usually the
Owners will check if the new destination is within the C/P limits and require a LOI from the
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Charterers in return for delivery of cargo at a different destination. The LOI indemnifies the
carrier if the carrier incurs liability as a result of discharging cargo at a different destination
than that named in the Charter Party. The LOI will provide for the return of all original bills
of lading that were issued and new B/L‘s will be issued with the name of new discharge
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port.
You are reaching the load port but your tanks are not yet load-ready. Charterer asks
you to tender NOR upon arrival saying that the berth is not empty for the next 48
H
hours. Will you tender NOR?
No, I will not tender NOR as it will be not lawful for me to do this. NOR must be tendered
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only when the ship has arrived and is ready in ALL respects to load the cargo. I will refuse
to comply with such unlawful instructions of the Charterers that will be construed as a
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breach of the Charter Party itself. I will keep the Owners / Company informed at all time
regarding such communication with the charterers and the status of tank-readiness.
Vessel goes for berthing and sits on the bottom. She loads and then refloats with
tide. What will be your action as a Master?
x I will check is NAABSA clause is part of the charter party or not.

x I will issue a letter of protest in this regard.
x I will inform the Company, Class, charterers and H&M underwriters.

344
x I will request for Class attendance and an underwater inspection / survey to be

arranged to ascertain the condition of the ship‘s bottom and check for damages, if any.
x I will carry out the necessary checks as required after grounding to ascertain if any
damage has occurred.
What is a mortgage certificate?
Mortgage certificate (also known as instrument of mortgage or mortgage deed) is a

certificate or document by which a shipowner legally gives a lender (or mortgagee) an
interest in a ship as security for a loan. It provides the lender with interest and legal rights
ZA
over a property.
As per MS Act, every instrument of mortgage of a registered ship shall be in one of the
appropriate forms as prescribed. On presentation of the mortgage instrument to the
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registrar of the ship‘s port of registry, together with the prescribed fee, the registrar shall, if
he is satisfied that the instrument is properly executed, proceed to record the transaction
in the register book with the date and hour of acceptance, he shall also endorse on the
SO
mortgage instrument the fact of recording and the date and hour of acceptance.
What is in transit loss?

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In-transit loss is defined as the difference between net vessel volumes after loading at the
loading port and before unloading at the discharge port.
It is a rider clause that is added in the Charter Party which states that the Owners will be
AN
responsible for the full amount of any in-transit loss that exceeds 0.3% (or any other value)
and the Charterers shall have the right to deduct from freight claim an amount equal to the
value of such lost cargo plus freight and insurance for the lost part of the cargo.
H
Charterers call you and ask you to deviate from the route. State your actions.
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x I will ask the Charterers to provide the instructions for deviating in writing (email).
x I will inform the Owners and the Company regarding such instructions from the
Charterers and act according to the Owner‘s instructions.
R
x Owners will consider the reasons for such deviation and if it is allowed as per the C/P
and will require a LOI in order to protect themselves from any potential claims resulting
from such deviation.
x Owner will also consult his P&I Club and H&M underwriters as deviation will result in
loss of insurance Cover and will require their permission in order for vessel to deviate
and remain covered.

345
Your vessel hits another vessel which is at berth at about her 4S Tank. Crude oil
escapes from the other vessel. Who will pay for the pollution?
As per CLC, the owner of the ship from whom the polluting oil has escaped must pay for
the damages and clean up costs and all other claims, irrespective of who has caused the
damage leading to the pollution.
Hence, the P&I Club (CLC insurers) of the vessel at berth will pay all the claims related to
the oil pollution and later will sue my ship owner for the collision damage and for causing
the pollution. The third party claims for pollution will be covered by the P&I Club and the
third party claims for hull damage will be paid by H&M underwriters (3/4 Collision Clause).
ZA
IG failed onboard for 10 mins during discharging. State your actions when you
receive off hire statement for the same.
U
I will read the off-hire clause in the Charter Party. Usually, charter party does not put a
vessel for off-hire if the lost time is within a certain pre-set hours. For example, off-hire
SO
clause may state – ―Notwithstanding the aforesaid, if the total loss of time pursuant is less
than three hours in any one calendar month, the Vessel shall not be off-hire‖.
If this is the case, then for 10 mins failure of IG the vessel cannot be put off-hire.
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In any case, I will inform the Owner / Company and ask them for their instructions. If the
vessel is indeed off-hire, I will provide the required information, mainly in the prescribed
form (Off-hire statement) of the Charterers.
AN
Due to stoppage, a shore guy comes onboard with a piece of paper which says that
for the stoppage time and losses the ship owner is liable. Will you sign and accept
that letter?
H
I will refuse to sign such a letter. I will never accept any liabilities as it will prove to be bad
for the shipowner. If required to sign, I will sign with a remark ‗Signed for receipt only
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without admitting any liabilities whatsoever.‘
However, all the delays will be dealt with when preparing the laytime statement and vessel
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may be asked to explain the cause of the stoppage and asked for relevant supporting
documents. All entries related to the stoppage must be made in the Port Log and SOF and
same must be sent to the Owners and Charterers.
You reach discharge port but no one has come to claim the cargo. State your
actions.
I will inform the ship owner, Charterers and the P&I club. I will issue a Note of Protest for
the same with the assistance of the Local Agent.

346
Bulk carrier in port could not pump out ballast fully and cargo loaded as per plan.
Now she is exceeding load line criteria. What will be your actions? Port has shifted
her to anchorage due to load line issue. How will you protect your owner?
x I will inform the Company, Owner, Operator, P&I Club local correspondent.
x I will carry out a draft survey once again to ascertain the quantity of cargo loaded in
comparison to the quantity nominated to load.
x I will try to pump out the ballast as much as possible in order to come within the load
line requirement.
x I will obtain statements from the Duty Officer, Chief Officer and issue a Letter of Protest
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to the Foreman for overloading the vessel or not reducing the rate of loading as per the
agreed Plan.
x If pumping out ballast is not possible, some cargo from the forward hold will be
required to be off-landed and after obtaining suitable trim, the ballast tanks must be
stripped dry. Thereafter, the cargo can be re-loaded carefully watching the drafts
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ensuring load line is not exceeded.
SO
If your owner agrees to a new charter party that requires your vessel to do 15 knots
at 30t consumption which is not realistic, what will you do?
x I will inform the Technical Superintendent with a detailed report from the Chief
Engineer stating the speed that the ship can practically achieve and the corresponding
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fuel consumption.
x The technical superintendent will then inform the Owner regarding the same as
entering into a Charter Party with such un-realistic speed and fuel consumption will
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result in losses for the ship owner.
What is SAR convention?

H
x International Convention on Maritime Search and Rescue (SAR) was adopted in 1979
aimed at developing an international SAR plan, so that, no matter where an accident
occurs, the rescue of persons in distress at sea will be co-ordinated by a SAR
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organization and, when necessary, by co-operation between neighbouring SAR

organizations.
x
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Parties to the Convention are required to ensure that arrangements are made for the
provision of adequate SAR services in their coastal waters.
x Parties are encouraged to enter into SAR agreements with neighbouring States
involving the establishment of SAR regions, the pooling of facilities, establishment of
common procedures, training, etc.
x The Convention states that Parties should take measures to expedite entry into its
territorial waters of rescue units from other Parties.

347
What is TOPIA and STOPIA?
x STOPIA and TOPIA are two voluntary agreements which were set up in 2006 to
indemnify the 1992 Fund and Supplementary Fund, respectively, for compensation
paid above the shipowner‘s limit of liability under the 1992 CLC, up to certain amounts.
x The Small Tanker Oil Pollution Indemnification Agreement (STOPIA) is a voluntary
agreement between owners of small tankers (i.e. 29 548 GT or less) and their insurers,
under which the maximum amount of compensation payable by owners of small
tankers is increased to 20 million SDR.
x The Tanker Oil Pollution Indemnification Agreement (TOPIA) is another voluntary
agreement, between owners of larger tankers (more than 29548 GT) and their
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insurers, under which, the Supplementary Fund is indemnified for 50% of any amounts
paid in compensation in respect of incidents involving tankers entered in the
agreement.
x Most tanker voyage charter parties will have a TOPIA / STOPIA clause. It requires the
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Ship Owners to warrant that they are ‗participating owners‘ and the vessel is entered in
a ‗Small Tanker Oil Pollution Indemnification Agreement; (STOPIA) or the ‗Tanker Oil
Pollution Indemnification Agreement‘ (TOPIA) and shall remain so during the entire
period of this Charter Party.
What is admiralty law?

SO
D
Admiralty law or maritime law is a body of law that governs nautical issues and private
maritime disputes. Admiralty courts in India are all the high courts in the Coastal States.
For example, high courts of Chennai, Kolkata, Mumbai, Gujarat, Karnataka, etc.
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Can a shipowner refuse going to HRA?
Yes, a ship owner can refuse going to HRA depending on the clauses mentioned in the
Time Charter Party. As per BIMCO War Risks Clause for Time Chartering,
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―The Vessel shall not be obliged to proceed or to continue to any area, where in Master's
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or Owner's reasonable judgment, it appears that the Vessel, cargo, crew, may be exposed
to War Risks, whether such risk existed at the time of entering into this Charter Party or
occurred thereafter. Should the Vessel be within any such place, the Vessel shall be at
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liberty to leave it. If the Vessel proceeds to or through an Area exposed to War Risks, the
Charterers shall reimburse to the Owners any additional premiums required by the
Owners' insurers and the costs of any additional insurances that the Owners reasonably
require in connection with War Risks. Additional bonus paid to the crew can also be
recovered from the Charterers.‖
So it all depends on the terms agreed in the C/P between the Owner and the Time
charterer.
---------XXXXXX----------

348

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ADVANCED SHIPBOARD MANAGEMENT

(ASM) NOTES (PART-1)

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Advanced Shipboard Management

Sr. No Topic(s) Page No.

Note: Answers to the questions marked in yellow can be improvised / corrected.

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What is Ice navigation? Which ships can go to ice region?

x Carry out a risk assessment for the voyage contemplated.

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As a Master, what will be your concerns with regards to communication in Polar

Concerns with regards to communication:

x SOLAS Chapter IV, Regulation 7- Radio Equipment General

1. VHF with DSC and radiotelephony

b) the lnmarsat geostationary satellite service by a ship earth station.

x Centre of gravity of the ship is raised with a corresponding reduction in stability.

x Heel due to icing only on one side due to beam wind.

To prevent or reduce ice-accretion:

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What is sea trial?

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Which are the MARPOL annexes relevant in passage planning?

x Annex I - If vessel intends to do tank cleaning or entering or exiting special areas.

x Annex II – If vessel intends to do tank cleaning or entering or exiting special area.

x Annex V – If vessel is passing through any Annex V special area.

required. Also, sufficient MGO to be available with adequate reserves.

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MSC.1/Circ.1228 gives guidance to the Master for avoiding dangerous situations in

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Adverse weather effects:

x Synchronous rolling or Severe roll motions

wave encounter period. SO

2. Alteration of course - Vessel‟s course must be altered to a more favourable course

designated tanks to lower „G‟ and improve stability.

Describe the Navigation bridge visibility criteria.

SOLAS Chapter V, Regulation 22: Navigation Bridge Visibility

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UKC Policy of my Company:

x Draft and displacement of the vessel including Hog or sag, if any.

x Minimum charted depth available and chart accuracy

x The predicted height of tide

Explain the full procedure for taking a star sight.

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How to use the star finder for taking a star sight?

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Explain the full procedure of sight calculation.

First sight (Long by Chron)

x Calculate the Sextant altitude of the sun at around 9am SMT.

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x Calculate value of P using the formula and obtain the LHA.

Second sight (Mer pass sight)

The International Association of Marine Aids to Navigation and Lighthouse Authorities

The IALA Buoyage system consists of the following marks:

also modified to show where channels divide or preferred route to follow.

3. Isolated Danger Mark – indicates a danger to shipping.

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Use of Cardinal Marks:

What is the meaning of isophase, flashing and occulting?

x Isophase: showing equal periods of light and darkness.

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