Rafaqat Ali Notes
Rafaqat Ali Notes
Rafaqat Ali Notes
Provide international standard for the safe management and operation of ship and requires
companies to document and implement clear procedures ,standards and instructions for safety
management ashore and afloat.
KEY POINTS.
FUNCTIONAL REQUIREMENTS
SHIP OPERATIONS
OBJECTIVES
COMPANY
MASTER
ISM Code.
Part A – IMPLEMENTATION
Ans: they should be Responsible for the implementation of the safety and environmental
policy and Motivate the crew to observe the policy reviews of safety management
system (SMS) and reports any deficiencies.
SAFETY OFFICIALS
In my last ship I was follow the ship security plan. Visitor and gangway log to
be maintained. All visitor ID card to be checked or all restricted areas and unattended space
are locked on ship. Make a security round every hrs and maintained a petrol watch as per
security plan.
In my last ship I was follow the ship security plan. Visitor and gangway log to
be maintained. All visitor ID card to be checked or all restricted areas and unattended space
are locked in port. Pay attention to the offshore side of the vessel. Where potential
stowaways may attempt to onboard. Gangway attended by a reliable crew member.
Increased the security onboard and maintained a petrol watch as per security plan. Stores or
spaces excess should be carefully checked.
LEVEL: 3 ( There is a specify threat to the ship or port facility ) which is included 100%
of search .(exceptional)
In this level stop all operation nobody can enter the ship or port heave up the
vessel gangway and follow the SSO or master instructions.
DECLARATION OF SECURITY
Establish contact between the port and ship.Detailing the specific security duties and
expectation of each port for the duration of the port call.
A security drill must be carried out at least every 3 month. If following a crew change more
than 25% of the crew.
-WILL ADVISE THE SSO ON THE LEVEL OF THREAT AT THE NEXT PORT.
MASTER
Purpose of iamsar
.
Search and rescue in uk
Coast guard are responsible for sar operations in u.k.
-They are split in 3 regions.each region has maritime rescue co
ordination centres.(mrcc)
- foreign search and rescue regions (srr)have a u.k liaision station.
- details of worldwide search and rescue regions contained in ALRS
VOLUME(5).
-once a distress has been initialised the mrcc will act as the search and
rescue mission coordinator (smc)whose duties will be.
1.responsible for the search and rescue.
2.responsible for allocating resources
3.SMC will appoint on scene coordinator.(mission coordinator)
4.SMC gathers all current and future weather information.
5. initiate broadcasts through vhf,mf,hf,navtex,satcom as appropriate.
6. ensure good communications throughout.
7.liase with media.
If more than one unit is being used in rescue the smc will normally
appoint an on scene coordinator..the osc will be marine unit with
excellent communications such as passengers vessel. Their duties will
include.
1. Receiving instruction from the smc.
2. Co ordinate the units involved in the search and issue them
instructions.
3. Informing the smc of any modification to the search plan if
appropriate,’
4. Inform the smc when arrive or leave the search and whether any
additional units are required.
There are three volumes of the IAMSAR Manual and they provide guidelines for the co-
ordination and organization of marine and air facilities in a search and rescue scenario.
Mobile Facilities
Carried onboard aircraft and ship.
Mandatory for carriage onboard ship.
Provides assistance in helping perform a search and rescue.
Provides information on the role of on-scene co-ordinator.
In mobile facilities there are 4 section and additional appendices.
SECTION-1: Overview
This helps to define who is responsible for coordinating responses to distress situations
in every area of the world.(search and rescue regions)
-- training
APPENDIx- A: Regulation v/33 of the international convention for the safety of life at
1974, as amended.
APPENDIx-B: search action message
APPENDIx-D: standard format for seach and rescue situation report (SITREP)
__time interval between the last report and the sar facilities
__ an estimate how the distress crafrt will move over the water surface this is known as drift and there
are two items to be considered that is 1. Leeway (the craft will move downward dependent on the
wind speed) 2. Total water current,an estimate of the set and drift at the scene.
The datum position is found by plotting the last known position and applying the
direction of the drift and speed of drift.
(i) An Expanding Square Search(search will be in small area and conducted by one vessel
from datum.)
When location of search object is known within close limits,starts from datum position and of
search is in 2miles)
(ii) A sector Search(best when search area is small and datum is accurate)marker may be
dropped at the datum to use as a reference.
Used to search in circular area centred on a datum point,carried by one vessel.
(iii) (track line)
It is used when aircraft or vessel without a tracealong a known route,search may be along
intended track once on each side ,do not return.
(iv) A Parallel search with one or more vessels
Used to search large area when survivor loacation is uncertain,it is usally used when a
large search area must be divided into search facilities.,search legs are parallel to each
other and to long sides of sub area.
(v) A 90o parallel search with one vessel (Used by oilrig’s and is very effective)
(vi) Contour search
Used area around mountains and valleys,started from high peak to low,altitude 150 to
300m.
It is IMO Convention also published by the MCA and implement in Training and certification
regulation.
Person who has a STCW-95 Course certification he has to proof of compliance of IMO that
means I am a white list.
1. Shipboard familiarization
.seafarers must be familarised with their specific duties and the shipboard
arrangements.the ship familarisation tour is carried out as soon as practical after a
seafarer has joined the vessel.among the areas covered are ,location of muster
stations and emergency equipment,procedures for routine and emergency
drills,name of the safety officials onboard,procedures for accident reporting.
2. Hours of work
Watch keepers must have a minimum of 10 hours rest in a 24 hour period and 77
hours in any 7 day period. Rest hours divided into 2 periods one at least 6 hours long
between two periods and other should not exceed not more than 14 hours. At time
of emergency hours can be extended and all the worked hours should be recorded
on log book and keep inspection for port stat control.
3. Training
Under stcw 95 training for bridge watchkeepers in the use of arpa,ecdis,ais and in
bridge simulators is mandatory.
4. Medical
Medical standards were implemented under stcw 95 and modified in2011.every
seafarer must hold an eng 1 medical certificate and are valid for 2 years.
The mca publishes a list of approved practitioners who can issue the eng 1.
5. Certificates
Stcw 95 also stated the classes and restriction on certicates issue by an authority.
RISK ASSESSMENT
Risk assessment is an examination of the potential sources of harm in an operation and
minimize or eliminate these potential sources.
Hazard- a source of potential harm or damage . a situation with potential for harm or
damage.
Risk- the likehood of hazard occurring and what the concequencies of this would be.
When there is no existing risk assessment in place for task then an assessment should be
carried out prior to the work commencing.all risk assessment should be reviewed
periodically to take account of any change of procedure or equipment.
Assessment should be carried out for all work activities onboard the ship.
Assessment should cover activities where there is foreseeable element of risk attached.
The company is responsible to ensure that risk assessment has taken place.
A responsible person with suitable experience should carry out the assessment.
Is there a source of harm ?who could be harmed ?how could harm happen?
Sir find the risk assessment in Code of safe work procedure ( COSWP ) SECTION: 1 Safety
Responsibility and shipboard management ( chapter 1) and MGN 20
Purpose of IMDG is to protect crew members and to prevent marine pollution in the safe
transportation of hazardous materials by vessel.
Principal of IMDG
The IMDG code lays down basic principles for the stowage, segregation
and caring of dangerous substances in sea. It also lays down recommendation for
emergency response during incidents involving dangerous goods.
VOLUME 1
General provision
Classification
Packing and tank provision
Consignment procedure
Construction and testing of packing
Transfer operation
The carriage of d.g in packaged form shall comply with the relevant provisions of imdg
code,each ships carrying d.g in packaged form shall have a special list,manifest,or
stowage plan setting in acc. With the relevant provisions of the imdg code.when an
accident takes place involving the loss overboard of d.g in packaged form in the sea the
master or ther person having the charge of the ship shall report the particulars of such
incident without delay and to the fullest extent to the nearest coastal state.
VOLUME 2
Dangerous goods list in tabular form
Limit quantities exception
The index
Appendices
SUPPLEMENTARY VOLUME
CERTIFICATES
The UN number
Hazard class
Packing group
Subsidy risk
Marine pollutant
Number of packages
Flash point
IMDG Code or other local regulations.
Class 1 : explosives
Class 8 : corrosives.
Class 9 : miscellaneous dangerous cargo which presto a danger not covered by other
classes
Coswop is published by (m.c.a) to improve health and safety onboard and addressed to
everyone on a ship regardless of rank or rating and those ashore responsibility for
safety .guidance statutory obligations should be fulfilled.the code provides guidance on
safe working practices for many situations that commonly arise on ships,and the basic
principles can be applied to many other work situations that are not specifically
covered.it should be considered guide to safety and to reduce number of accidents.
Appendix 4—acknowledgement.
Coppies of the current edition must be carried on all UK ships other then F. V/L and
pleasure craft coppice made available to any seaman in ship.
MARPOL
International convention for prevention of pollution from ship
Marpol was signed in 1973.MARPOL 73/78 is the International Convention for the Prevention of Pollution from Ships,
1973 as modified by the Protocol of 1978. ("MARPOL" is short for marine pollution and 73/78 short for the years 1973 and
1978.)
o Proceeding on voyage.
o Ship outside a special area.
o Oil content not to exceed 15ppm
o Oil discharge filtering and monitoring system fitted.
For tanker.
Antarctic Area
Baltic Sea
Black Sea
Mediterranean Sea
Red Sea
Gulf Area
Gulf of Aden Area
Gulf of Oman
Southern South Africa Area
Antarctic Area
North Sea
Wider Caribbean
Baltic Sea
Black Sea
Mediterranean Sea
Red Sea
Gulf of Aden Area
Antarctic Sea
o North Sea(sox)
o Baltic Sea (sox)
o North America(sox and pm)
o Us caribean sea(sox and pm)
Entries made in Oil record book Part 1 and Part 2?
(As per Regulation for the control of pollution by oil.)
Ans: ENTRIES IN OIL RECORD BOOK PART 1(ONE) MACHINERY SPACE OPERATION
ALL SHIP:
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Reference:
Annex 1 MARPOL 73/78 regulation 26
MGN 11O
i) Ship (tanker 150 GRT or other cargo 400 GRT) must have SPOEP.
ii) Ship carry MARPOL annex II (noxious liquid sunstone) combines in one
document ship board marine pollution emergency plan (SMPEP)
Plan should be simple consisting of a series of checklists and flowcharts.
The plan should guide the master through the decisions and action required in
responding to an incident.
The plan should assist the crew in taking steps to minimize any discharge of oil.
Mandatory content :
SOPEP EQUIPMENT?
Ans:. PLASTIC DRUM. SHAVEL, SAW DUST, FIRE EXTINGUISHER. RUBBER BOOT,
ABSORBING PAD, HELMET, BROOM, WINDLASS PUMP,
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Every ship of 400 GRT and above and every ship certified to carry 15 person and
above shall have a garbage management plan.
Plan shall provide procedures for collection, storage, processing and disposing of
garbage. Including the use of equipment on board.
It also designate the person in charge of carrying out the plan.
Shall be written in working language of crew.
Shall be prepared in accordance with requirement of merchant shipping regulation
and IMO ( MARPOL, Annex 5 ).
GARBAGE
-------------------------------------------------------------------------
AIR POLLUTION
AS PER MORPOL ANNEX 6
It is set limits for emission of No2 and So2 from the ship exhaust. It’s set a maximum level of
3.5% of So2 content in the fuel oil used on ship and it set 1.0% of So2 content in the full oil of
the ship in special emission control areas Baltic sea and North sea. North sea in port limits
0.4%
International Maritime Organisation (IMO)
Purpose
To improve the safety of navigation in areas. When the density of traffic is more and in
restricted sea room. Also preventing or reducing the risk of pollution or other damage to the
environment.
IMO Conventions
1. International convention for safety of life at sea. ( 1984)
2. International convention for load line.(1966)
3. Convention of the international regulation for the prevention of collision at sea.(1972)
4. Convection of international standard of training and certification and watch keeping for
seafarers. (1978)
5. MARPOL (73/78)
6. Salvage operation
The purpose of ship reporting schemes is to regulate and monitor traffic in areas of particular
high density of shipping.
UK ships must comply with mandatory ship reporting schemes adopted anywhere in the world.
Reasons for not reporting e.g. failure of radio communications equipment should be entered in
the ships logbook.
References:
Admiralty chart
1. Indian Ocean
2. North Pacific Ocean
3. South Pacific Ocean
4. North Atlantic Ocean
5. South Atlantic Ocean
Every month 1 chart each ocean or every year 12 charts each ocean and total 60 routine charts
Barometric pressure
Monthly weather information
Wind rose
Gale warning
Ice information
Recommended route and distant (not used for navigation )
Load line zone information
Sea currents
Contents of SOLAS(1974)
he International Convention for the Safety of Life at Sea (SOLAS) is an international maritime treaty which
requires Signatory flag states to ensure that ships flagged by them comply with minimum safety standards in construction,
equipment and operation
1. General Provision .
2. PART : 1 Construction ( subdivision and Stability, Machinery and Electrical
installations).
PART: 2 Construction ( Fire protection, Fire detection, and fire extinction ).
3. Life-saving Appliances and Arrangements.
4. Radio Communications.
5. Safety of Navigation.
6. Carriage of Cargoes.
7. Carriages of Dangerous Goods.
8. Nuclear Ships.
9. Management for the safe operation of ships.
10. Safety measures for High-speed Craft.
11. Special measures to enhance maritime safety.
12. Additional safety measures for bulk carriers.
Appendix certificates
I) General
II) Principal of safe storage and securing of cargo
III) Standardize storage & securing
IV) semi Standardize storage & securing
V) Non Standardize storage & securing
VI) Action may be taken in heavy whether
VII) Action may be taken once cargo has been shifted.
(SOLAS requires ships of 500 tons over are required to carry cargo securing manual & to
have a “ship specific cargo securing manual” approved by FLAG state.)
ANS: Every ships to which annex ii (regulation for the control of pollution by noxious
liquid substance in bulk) applies shall be provided by with cargo record book.
Loading of cargo
Internal transfer of the cargo.
Unloading of the cargo.
Cleaning of cargo tank
Discharging into the sea of tank cleaning
Ballasting of cargo tank.
Discharge of ballast from cargo tanks
Accidental or other exceptional discharge
Control by authorised surveyors
Additional operational procedure and remarks
GRAIN REGULATIONS
1. No more than 12 degree list after assumed shift of grain. Full compartment-
grain shift-15 degree, partly filled compartment-25 degree grain shift.
2. Initial GM of 0.3 m.
3. Upright before sailing.
4. A minimum residual stability as specified
Angle of flooding 40 degree, 0.075 m radius.
1. Document of authorization.
2. Grain loading manual.
3. International code for the safe carriage of grain-IMO 240 E
• World map of areas / list of volumes which are covered by the Sailing Directions.
• Chapter 1 : Charts, books, system of names, IHO and IMO (navigational information, charts &
diagrams, supply of charts, navigational warnings, Admiralty Notices to Mariners, Upkeep of
chart outfit, books, system of names, IHO and IMO)
• Chapter 2 : The use of charts and other navigational aids (position fixing, lights, fog signals,
buoyage, echo soundings, squat and underkeel clearance)
• Chapter 3 : Operational information and regulations (Obligatory reports, Distress & rescue,
Tonnage & loadlines, National limits, Vessels requiring special consideration, Ship's routeing,
Vessel traffic management, Exercise areas, Minefields, Helicopter operations, Pilot ladders,
International port traffic signals, Offshore oil & gas operations, Submarine pipelines & cables,
Overhead power cables, Pollution of the sea, Conservation and Historic & dangerous wrecks)
• Chapter 4 : The sea (Tides, Tidal streams, Ocean currents, Waves, Underwater volcanoes &
earthquakes, Density/salinity/colour of the sea, Submarine springs, Coral, Sand waves and Local
magnetic anamolies)
• Chapter 7 : Operation in polar regions and where ice is prevalent (Polar regions, Approaching
ice, The Master's duty regarding ice, Ice reports, Ice accumulation on ships, Operating in ice,
Icebreaker assistance and Exposure to cold)
Cumulative notice to mariner comes every January and July. And it keeps recoded for
last tow year chart corrections and latest issue date for each chart.
System.
4B. AMVER
8. Submarine information.
15. UK allowance.
Reporting System.
SAILING DIRECTIONS
1. Details of coast
2. Off lying features
3. Tidal streams
4. Information about channel and harbours
5. Buoyage systems
6. Navigation hazards
7. Pilotage
8. Port facilities
9. Seasonal currents
10. Local weather information
NAUTICAL ALMANAC
1. Altitude correction tables for Sun Stars and planets
4. Daily pages, Ephemerides of Sun, Moon, Aries, and planets, sunrise, unset,
twilight, moonrise, moonset,
5. Standard times
6. Star chart
A vessel needs to belong to a certain country .this is known as nationality of the vessel .the
vessel is generally registered to a certain port of that country . this is known as port of registry.
DAILY CHECKS:
WEEKLY CHECKS:
MONTHLY TEST:
i) EPIRB/ SART internal test. Inspect mounting and for any signs of
damage.
SQUAT& INTERACTION
SQUAT
AS VESSEL MOVES THROUGH THE WATER ,THE GREATEST RESISTANCE IS EXPERIENCED AT
THE BOW.AS THE WATER IS DISPLACED,IT MOVES FASTER UNDER THE BOW OF THE
VESSEL.THIS CAUSES AN AREA OF LOW PRESSURE AT THE BOW AND THE REDUCTION OF
BUOYANCY CAUSES THE BOW TO DIP.THE FLOW OF WATER AROUND THE VESSEL WILL ALSO
INCREASE IN SPEED.THE INCREASE IN WATER FLOW CAUSES A REDUCTION IN WATER IN
THE VICINITY OF THE VESSEL,THIS FALL IN WATER LEVEL RESULTS IN A LOSS OF U.K.C
KNOWN AS SQUAT.
INTERACTION
Interaction is the reaction of the ship’s hull to pressure exerted on its under water volume.
1. Overtaking.
2. Between two vessels on reciprocal courses.
3. Between a bank and the vessel.
4. Between vessel’s hull and sea bed in shallow waters.
5. In narrow channel- between a moored vessel and passing vessel.
Inert gas systems are a key component of the cargo handing process on tankers.
Inert gas defined as a gas or a mixture of gases, such as flue gas, that contain insufficient oxygen
to support the gases , such as flue gas that purpose of inert gas, in items of cargo operations on
tankers, is to prevent the formation of flammable atmosphere in the cargo tanks. As can be seen
in the chapter on hazard of petroleum cargoes. The three components required for ignition are
fuel heat and oxygen.
STIFF V/L:
TENDER V/L:
Small positive GM
GMDSS,
isobars
Warm fronts
cold fronts
Weather chart
Synoptic Charts
NAVTEX
From GMDSS
RIGGING PLAN
Rigging plan
Chain register
General arrangement plan
By calculation
On place (from equipment)
(i) Take a Compass Bearing of the flare and note it down (Convert this to a True Bearing)
(ii) Take the Lat/Long of the ships position
(iii) Sound the General alarm of 7 short blasts followed 1 prolonged blast on the ships whistle
(iv) Alter course Towards the flare
(v) Inform the Skipper/Captain and relate all the information to him
(vi) Make sure all your radios are on the distress frequencies (they should always be left on
distress frequencies)
(vii) If no Mayday then it’s up to you to Relay a Mayday (Mayday Relay - Mayday Relay - Mayday
relay)
(viii) Inform the crew at the muster station to get all lifesaving/fire-fighting and portable pumps
made ready
(ix) Post look-outs around the vessel
(x) The mate should now observe the radar looking for a target
- will provide
1. Advice
2. Guidance
- in order to improve
1. safety of shipping
2. safety of life at sea
3. prevent or minimize pollution
numbered in sequence from MGN 1
MIN
Or equipment manufacturers
MSN
numbered in sequence continuing the present numbers but using the initial letters MSN
ENGINE
Type of engine, maximum power, rpm/pitch, loaded speed, ballast speed, engine critical
rpm, maximum number of consecutive starts, time full ahead to full astern, time limit astern,
STEERING particulars
Anchors , whistle, flags, X-band radar, S-band radar, speed log, echo sounder, electronic
position-fixing, compass system, steering gear, rudder, VHF, mooring winches and line,
MASTER NAME
DATE
SHIP POSTERS
1. Ship particulars
2. Wheel house poster
3. DF calibration card
4. Deviation card
5. SOLAS card
6. Muster list
7. GA plan
8. Fire plan
9. Emergency steering failure procedure
10. LSA, FFA, placard
11. ISM checklist
12. Garbage poster
13. Emergency contact no
14. Master standing order
15. Pilot ladder rigging arrangement
16. Load line zone chart
17. Sea state card
18. VHF dsc alert sending procedure
19. MF/HF dsc alert sending procedure
Answer: Yes, I would use the light list in conjunction with the navigation
chart. The lights are listed ‘geographically’ and it would act as an
additional checking operation to match the coastal light order as presented
by the chart.
The light list also contains more information about individual lights,
than is normally contained on the chart, and this fact would further
enhance the safe navigation practice of the vessel.
Content of fire wallet
Up to date stability information.
Up to date crew list.
Plans of the vessel, general arrangement, life saving appliances,
ventilation,
Copy of ship contingency plans.
Copy of emergency contact details.
Copy of ventilation fire flap shut off points.
Cargo plan and dangerous goods plan.
The leading edge of an advancing colder air mass. The leading edge of an advancing warmer air
Its passage is usually marked by cloud and mass, the passage of which commonly brings cloud
precipitation.
Represents a front that is losing its identity, usually masses at levels above the surface. For instance,
due to rising pressure. Cloud and precipitation the passage of an upper warm front may bring
A stationary or slow-moving boundary between two Contours of equal mean sea-level pressure (MSLP),
air masses. Cloud and precipitation are usually measured in hectopascals (hPa). MSLP maxima
Trough
(3). Position, true course and speed of vessel when observation was made.
(4). Barometric pressure at mean sea level (not corrected for diurnal variation).
(6). The true direction and force of wind. (7). The state of sea.
(8). The height of the swell and the direction from which it comes.
TRS may be developing if barometer is 3mb below mean reading. Mean readings found in Admiralty
Sailing Directions.
If there is significant change in the direction or strength of the wind. Wind speed about 10 knots.
A long low (smoothly) swell is observed from the approximate center of the storm approaches
followed by broken Cumulus and nimbostratus cloud.
Southern hemisphere.
Southern hemisphere.
Buys-Ballots law together with the angle of indraft is used to establish the direction of the centre of
the storm.
Right Dangerous
Quadrant
Left
Northern Hemisphere
Dangerous Quadrant
Steer a course with the wind ahead or on the starboard bow and proceed at maximum practicable
speed.
(From a position close to the Path it may be practicable to cross the path into the Navigable
Semicircle as below.)
In the Path
Steer a course with the wind on the starboard quarter and proceed with maximum practicable speed
into the navigable semicircle.
Navigable Semicircle
Steer a course with the wind on the starboard quarter and proceed with maximum practicable speed
away from the path. Alter course as the wind backs.
Rear
Heave to with the wind on the starboard bow and allow the storm to move clear of the intended
Right
Path Vortex Track
Left Dangerous
Quadrant
Vertex Advance
Trough Line Rear
course.
Southern Hemisphere
Dangerous Quadrant
Steer a course with the wind ahead or on the port bow and proceed at maximum practicable speed.
(From a position close to the Path it may be practicable to cross the path into the Navigable
Semicircle as below.)
In the Path
Steer a course with the wind on the port quarter and proceed with maximum practicable speed into
the navigable semicircle.
Navigable Semicircle
Steer a course with the wind on the port quarter and proceed with maximum practicable speed away
from the path.
Rear
Heave to with the wind on the port bow and allow the storm to move clear of the intended course.
RAFAQAT ALI
MAGNETIC COMPASS
Purpose
It is very important instrument for us and for safe navigation. In my last ship it was fitted on
monkey island fore and aft centreline of the ship. It is all the time cover with canvas.
Used
It is used onboard ship for steer the ship also taking the celestial and terrestrial object
bearing and Also for collision avoidance and transit bearing and also we can see on bridge
by periscope.
Precaution
Before taking bearing first of all i will make sure that no any metal with my body and also i
will consult with chart that i am not in a magnetic area. after i will check the azimuth ring is
freely rotating and prism of magnified glass is clean. while taking celestial object bearing i
will put the arrow upward side. when taking terrestrial object bearing i will put the arrow
downward side. check the gimbals ring is freely moving. compass card is freely floating.
Before taking a reading i will make sure the bubble is at centreline. Inside there is a mixture
of Ethayl alcohol and distilled water. I will make sure inside no any bubble if there is any
bubble the i will remove by filling distilled water. I will make sure there is no any leakage.
After taking compass bearing . i will not directly plot on chart so there are two types of error
variation and deviation
Variation
It is due to earth magnetism difference between true north and magnetic north
Deviation
It is due to ship magnetism difference between magnetic north and compass north
C = 245®(C) T = 127®(T)
M =249®(M) M =123®(M)
V =02®(W) D =02®(W)
T =247®(T) C =125®(C)
1. The difference between the compass north and the true north is the compass error.
Like compass name is east or west .
2. Azimuth: true bearing of the heavenly body calculated at a given time in GMT.
3. Amplitude: true bearing of the heavenly body calculated at a given time in GMT
made when body is on the above half of the horizon. Rising or Setting
4. Transit : take the bearing is one in which two conspicuous terrestrial object are in a
line one in front of the other.
5. Leading light: first of all i will take the bearing of leading light after i will move the
ship head in a line of leading light than take bearing and compare both bearing if
there any difference or not
GYRO REPEATOR
Purpose
It is very important instrument for us and for safe navigation. In my last ship it was fitted on
bridge wings port and stbd side
Used
It is used onboard ship for steer the ship also taking the celestial and terrestrial object
bearing and Also for collision avoidance and transit bearing .
Precaution
Before taking bearing first of all i will check the power supply system. By night i will check
the dimmer light. after i will check the azimuth ring is freely rotating and prism of magnified
glass is clean. while taking celestial object bearing i will put the arrow upward side. when
taking terrestrial object bearing i will put the arrow downward side. check the gimbals ring is
freely moving. compass card is freely floating. Before taking a reading i will make sure the
bubble is at centreline.
Marine Hydrometer
Purpose
Sir, this is marine hydrometer. Its gives the density of liquids. A hydrometer is an instrument that
measures (relative density) of liquids—the ratio of the density of the liquid to the density of water.
A hydrometer is usually made of glass, and consists of a cylindrical stem and a bulb weighted with mercury or lead shot to
make it float upright. The liquid to test is poured into a tall container, often a graduated cylinder, and the hydrometer is gently
lowered into the liquid until it floats freely. The point at which the surface of the liquid touches the stem of the hydrometer
Used
In my last ship chief officer give me order. He told me collect a full bucket of clean dock
water away from engine room discharges and from a depth about half the draught.
After he putted hydrometer in the bucket of dock water and push down lightly and spin
slowly.
Make sure the hydrometer is not resting on the bottom of the bucket.
Break the surface tension of the water.
When the stopped spinning read the density of the dock water.
A Because ship move from dock water to salt water or salt water to dock water. The
density of water is changing and so the draft of the vessel also change.
( Is less the SW density so we have load more cargo in DW when we will go open sea
it will come to the appropriate load line)
Q if you move from dock water to salt water when will happen with draft?
A Vessel move from dock water to salt water draft will be decreasing .
Like dock water draft 7.5m vessel will be going to salt water draft will be decreased
5.3m means vessel will be rising 2.2m.
Q if you move from salt water to dock water when will happen with draft?
Like salt water draft 5.3m vessel will be going to dock water draft will be increased
7.5m means vessel will be sinking 2.2m.
Q if your vessel FWA = 200mm, and density of water is same. What will be the DWA?
Q What is FWA?
A The amount by which the appropriate load line can be submerged. When loading in
freshwater of relative density 1.000.
Q What is DWA?
A The amount by which the appropriate load line can be submerged. When loading in
water of density between 1000 and 1025 kg m³.( The Dock Water Allowance
(DWA) of a ship is the number of millimetres by which the mean draught
changes when a ship passes from salt water to dock water, or vice-versa, when
the ship is loaded to the Summer displacement. )
Where you find FW allowance.
ANEROID BAROMETER
Purpose
Used
Inside the instrument there is one aneroid capsule. When the pressure is increase
the capsule compress and when the pressure is decreases the capsule is expands,
When i am coming on the watch i will set the dummy needle on the present reading
and note down present reading. cause if there is any changes in between three (3)
hrs. Then i will come to know whether the pressure is increasing or decreasing. If the
pressure is increasing that means we are going to the high pressure area and we will
get the good weather. If the pressure is decreasing that means we are going to the
low pressure area and we will get the depression or bad weather.
Precaution
INDEX ERROR
Large index error can be removed from the instrument by adjustment of a screw
located at the back of the instrument. And note of this adjustment should be made in
the log book.
If there is defected or very large error i will be send the instrument port
meteorological officers or marine offices. (atmospheric pressure unit = 1 MB
(Millibar) universal unit = 1 hPa (hectopascal)1 MB (Millibar)= 1 hPa
(hectopascal).(THERE ARE TWO INDICATORS,BLACK AND GOLD......BLACK IS USED
TO INDICATE CURRENT ATMOSPHERIC PRESSURE AND GOLD TO MATCH THE
PREVIOUS READING.)THERE ARE 2 SCREWS IN BACK OF BAROMETRE,1 SCREW IS
USED TO SET THE BLACK NEEDLE OR CALIBRATION.
The precision aneroid barometre is for selected ships and are more accurate
because there are 3 pressure capsules, a lever is kept in contact with the capsule by
a hairspring.A micrometre screw operates a counter and indicates the position of
the lever by the magic eye,the circuit is activated when a button switch is
pressed.parts are named as pressure capsules,lever, hair spring,crt display,pressure
display,gearing,thumbwheel,battery and button switch.
Precaution
Before take the reading,
Taking a Reading
After taking the both reading ( dry and wet bulb reading ) and note down the both reading
and subtract the two reading. I will get the depression of wet bulb from metrological table.
Metrological Table,
5.0 5.0 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0
4.5 4.5 4.0 3.5 3.0 2.5 2.0 1.5 1.0 0.5
4.0 4.0 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0.0
3.5 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0.0 -0.5
3.0 3.0 2.5 2.0 1.5 1.0 0.5 0.0 -0.5 -1.0
2.5
2.0
1.5
1.0
0.5
0.0
-0.5
Enter the table with dry bulb temperature down left hand column and depression of wet
bulb along the top.
Maintenance
1. Each week the muslin and wick should be change for a clean one.
2. Refill the reservoir with distilled water.
3. Clean the thermometers and screen.
4. Ensure the thermometer are not broken .
5. Enter the log book.
Sir. I will give the wet cloth and clean the wet bulb and dry bulb surface and wet the muslin
after few minutes i will drying the both bulb before taking the reading wait few minutes
when the wet bulb has fallen below the dry bulb and remain steady take the reading.
A: ( is the temperature at which the air become saturated and they cannot hold more
vapours in the air.)
THE RATIO OF WATER VAPOUR PRESENT IN UNIT VOLUME OF AIR TO THE QUANTITY REQ.
TO SATURATE IT AT THE SAME TEMPERATURE.(%),IT IS INVERSELY PROPORTIONAL TO
TEMPERATURE.
A: relative humidity and dew point also to check temp and know to ventilate the cargo
spaces when moving from warm ports to colder ports.
A: 100% humidity and fog can be expected or rain or TRS or muslin cloth may be dry.
MARINE SEXTANT
USED
Principal
When a ray of light is twice reflected by two mirrors in the same plane,
Parts of sextant
1. Pivot
2. Index mirror
3. Horizon mirror
4. Index shades
5. Horizon shades
6. Arc of sextant
7. Micrometer drum
8. Micrometer vernier
9. Clamp
10. Index mark
11. Index bar
12. Prismatic monocle
13. Sextant frame
SEXTANT ERROR
ADJUSTABLE:
1. Perpendicularity error
2. Side error
3. Index error
NON ADJUSTABLE:
1. prismatic error
2. Worm and rack error
3. Graduation error
4. Shade error
5. Collimation error
6. Centring error
Perpendicularity error
Cause
Sir, hold the sextant horizontally. Arc of instrument away from body. Set
index bar half of the arc of the instrument (60®). Look through index mirror true image and
reflected image of the arc. If both are in one line that mean error is not exist. If there is not
in a line that’s mean error exist.
How to correct,
I can adjust by the 1st adjustable screw which is behind of the index mirror.
Side error
Cause
To correct,
Sir, hold the sextant horizontally. Set index bar zero of the arc of the
instrument (0®). Look through by the telescope at the true image of horizon and reflected
image of horizon. If horizon is as one continuous line that mean error is not exist. If there is
not in a line that’s mean error exist.
How to correct,
I can adjust by the 2nd and 3rd adjustable screw which is behind of the horizon
mirror.
Index error
Cause
To correct,
Sir, hold the sextant vertical. Set index bar zero of the arc of the instrument
(0®). Look through by the telescope at horizon. Adjust the sextant reading If both are in one
line that mean index error is not exist. If there is not in a line that’s mean index error exist.
How to correct,
Adjust the sextant reading so both images of the horizon come into line. Then
read the index error reading. If the reading is on the arc it should be subtractive. If the
reading is off the arc it should be added the index error in the main reading.
Formula
RAFAQAT ALI
CHECK
The main steering gear.
The auxiliary steering gear.
The remote steering control system.
The main steering position on the bridge.
The emergency power supply.
The rudder angle indicators in relation to actual rudder position.
The remote steering gear control system power failure alarms.
The steering gear power unit failure alarms.
1. Hydraulic system
2. Electric system
What are the types of steering system ?
Emergency steering drill must carried out at least every three months &
approaching of USA water training drill should held within 24 hours before
And also i will check the flow chat when conduct the last drill
First of all i will Inform master and engine room
And make sure the ship not in coastal area and no any vessel in the vicinity
Than raise the general alarm all persons reach on the muster point than responsible
officer just brief it about emergency steering drills
All crew reach the steering gear compartment
responsible officer told them about
telly motor Switch off
compare the gyro repeater
check the rudder indicator
Establish communication with bridge and steering compartment
Steering pumps and tall them everything about emergency steering procedures.
(TEST MANUAL STEERING AT SEA AT LEAST ONCE A DAY,AND BEFORE ENTERING RESTRICTED
WATERS,IF VESSEL IS IN REGULAR VOYAGE ONCE A WEEK.LOG ALL STEERING GEAR TESTS, CHECKS
AND DRILLS IN LOG BOOK AND IT SHOULD BE AVAILABLE FOR INSPECTION.)
AUTOPILOT
Rudder command signals to steer the ship are produced by electronic device.
The navigator will set the required course into the autopilot. the autopilot then
Compares the set course with information received from the gyrocompass.
If there is a difference. a rudder command signal causes the rudder to move and
Bring the ship back on course.
1. Yaw
2. Trim
3. Draft
4. Weather
AUTOPILOT CONTROL
In my last ship a notice was posted that nobody touch the autopilot control steering
1. Yaw
2. Weather
3. Rudder
4. Rudder limit
5. Counter rudder
6. Open sea control
7. Costal control
8. Alarm
9. Manual
10. Electric
11. Follow up control
12. Non follow control
13. Auto
14. Dimmer
15. Fuse
Q: how to make sure rudder indicator having no any error and where you compare ?
A: I will compare with steering compartment rudder indicator if there is any difference that
means error exist . inform master
In large alteration
In heavy weather
In harbour channel
OR
• Post lookouts.
• Stop the vessel in the event of both emergency and auxiliary steering systems failure.
NB : If the vessel is stopped in the event of both emergency and auxiliary systems failure, a
warning report may become necessary, depending on the vessel's position eg. English Channel
TSS.
Test manual steering at regular interval before entering the critical areas & every watch
DOPPLER LOG
DOPPLER LOG EFFECT USED TO PROVIDE AN ACCURATE SPEED,TRANSDUCER FITTED IN SHIPS HULL
TRANSMIT AN ULTRASONIC WAVE OF PRECISELY KNOWN FREQUENCY IN FORWARD AND
DOWNWARD DIRECTION IT MEASURES THE FREQUENCY OF THE ECHO WHICH RETURNS FROM THE
SEA BED,THE DIFFERENCE IN FREQUENCY BETWEEN THE TRANSMITTED AND RECEIVED SIGNALS IS A
FUNCTION OF THE SHIPS FORE AND AFT SPEED.INCREASE IN FREQUENCY GIVES AHEAD SPEED AND
DECREASE IN FREQUENCY ASTERN MOVEMENT,TRANSMITTING SIGNALS IN ATHWRTSHIPS
DIRECTION WILL GIVE MOVEMENT OF PORT AND STARBOARD.DOPPLER LOG TRANSMIT
ULTRASONIC WAVES IN ANGLE 60 DEGREE,AND TO REDUCE ERRORS BECAUSE OF TRIM AND PITCH
JANUS CONFIGURATION IS USED IN WHICH WAVES ARE TRANSMITTED IN FORE AND AFT
DIRECTION.IT WILL REDUCE ERRORS IN TRANSVERSE MOVEMENT. • Rolling & pitching error is most
noticeable.
and pitching.
DOPPLER LOG WILL INDICATE BOTH GROUND AND WATER SPEED.IN SHALLOW WATER GROUND
SPEED AND IN DEEP WATER WATER SPEED.
ARPA
AUTOMATIC RADAR PLOTTING AID
TRACKS ARE GENERATED FROM RANGE AND BEARING MATRIX.ONCE FOUND RANGE AND BEARING
INFORMATION AUTOMATICALLY FORMED.IN INFORMATION SUCH AS
CPA,TCPA,RANGE,BEARING.NORMALLY TARGET GET HIT IN PULSE FROM 5 TO 10 RETURNS,TO
APPEAR IN RANGE AND BEARING CELL TARGET TO PASS FROM DATA THRESHOLD LIMIT.WHEN THE
TARGET IS AQUIRED A WINDOW IS APPERED.IF THE TARGET APPEARS IN THE WINDOW AND 5 TO 10
PULSES APPEARED THEN TRACK IS GENERATED AND IF 15 PULSES THEN A VECTOR IS GENERATED.
IN MANUAL ACUISTION TRACKING WINDOW IS BUILD UP OVER THE TARGET AND IT GETS SMALLER
AS WHEN THE DATA IS EXTRACTED.
TARGET HISTORY IS USED TO ASSIST THE NAVIGATORS TO KNOW THE RECENT MANOEVRES OF THE
TARGET AND TARGET TRIAL TELLS PAST POSITION OF THE VESSEL.TARGET ACCURACY DEPENDS
UPON:RANGE,ECHO CHARACTERISTICS,TRACKING PERIOD,MAN. OF TARGET.
ERRORS IN ARPA..
It works on two frequencies 1575.42 MHZ for civilian user and 1227.6 MHZ for us coast
guard.
GPS required four satellites to fix three dimention which we used on ship. ( lat and long )
It gives course over ground , speed over ground and XTE (cross track error ).
Can be used for passage planning by feeding all the way point in it.
GPS error
Satellites error
Multipath error
Dilation of precision
Selective availability
NAVTEX(navigational telex)
Its provides maritime safety information
Navigation warnings.
Pilot messages.
47 (a). State the advantages to the navigating officer of having Navtex Receiver on Bridge.
• Movement of rigs in the offshore region can be obtained and position charted.
• An update on navigational instruments can be obtained (eg. Decca, Loran-C, Omega and
Satnav)
• With the information received from the Navtex Receiver, passage plan can be amended as
required for the safety of the vessel.
• It is quick and easy to receive unlike the morse code signal received by the Radio Officer.
• Unwanted or irrelevant messages not set into receiver will not be printed.
(b). State the type of messages that are broadcast over this system.
NB : Subject indicators "A", "B" and "D" cannot be rejected by a NAVTEX operator.
ECHO SOUNDER
ECHO SOUNDER SHOWS THE DEPTH OF WATER,AND THE WORKING OF ECHO SOUNDER CAN
BE DERIVED FROM
2.ELECTROSTRICTIVE TRANSDUCER
ERRORS OF ECHO SOUNDERS CROSS NOISE,SECOND AND THIRD ECHO AND MULTIPLE ECHO.
Call sign and name Position time in UTC. Hazardous cargo (type of cargo).
ECDIS
( Electronic Chart Display Information System )
Raster navigation chart: in raster chart information is stored up to single layer and
therefore information cannot be display.
Raster navigation chart: GPS, radar, ARPA, information and chart correction can be
obtained.
Vector chart: GPS, radar, ARPA, information and chart correction can be
obtained.
Raster navigation chart: vessel must carry the backup folio chart.
Vector chart: vessel must carry out a risk assessment and paper chat if
system is not working.
RADAR SETUP
First of all i will make sure the nobody working or no obstruction near the scanner.
There are no any notices near the radar.
Set the gain control, brilliance and anti clutter controls to minimize.
Then i will switch on the radar and radar show the digital clock in countdown mode.
Then radar will be come in standby mode.
I will adjust the brilliance control. Brilliance must be set with gain and anti clutter
control to minimum.
I will check the just visibly and i will read everything on radar screen and match the
all information on radar screen for other equipment.
RADAR
X BAND 3CM 9GHz short wave length. S BAND 10CM 3GHz long wave length.
Use to find short range target. Find out long range target.
Use in coastal water, pilotage and narrow Use in open sea to avoid collision.
channels
Give clear picture. Better look through cloud and rain.
In fair weather a target will show up better Better at detecting target in rain.
on 9 GHz radar
Can detect a search and rescue Radar horizon greater then 9GHz radar.
transponder (SART). At range approx 8 to
12 miles
Sea cutter response better then 9GHz their
targets are less likely to be heeder.
RADAR ERROR
False echo
Multiple echo
Indirect echo
Ghost echo
Second echo
LIMITATION OF RADAR
Small vessel, ice and other floating object may not be detected at an adequate range.
Minimum range.
False echo.
RADAR PERFORMANCE
Check radar performance every 4 hours.
When using the radar for position fixing. Positively identify all object and using range and
bearing, Range are more accurate then bearing. Do not relay on single bearing and range for
position fixing.
Check the gyro error and compares radar heading marker with compass heading of ship.
When radar is used for collision avoidance, the speed input should be from a water-
stabilised source,
Relative motion
In open sea relative motion north up sea stabilised. I will get CPA and TCPA of target vessel
in this situation my vessel is stationery and other vessel is moving.
True motion
In costal water i will set up my radar north up and head up true ground stabilised. I will get
course and speed of target vessel in this situation both vessel are moving.
Sea stabilised
Good for anti collision with ship. Land move opposite to tide and current.
Ground stabilised
Will not indicate course and speed of ship through the water.
Inside bridge area microphone and interface with other instrument. Its records the events of
voice; GPS, DGPS, engines orders, weather information and any events this records can
brings to analyzes
EPIRB
( Emergency Position Indicating Radio Beacon )
EPIRBS provides homing signals for search and rescue units.
TESTING
Each month.
Push the switch to the TEST position. The strobe and red light will flash after 15 seconds.
After 1 minute the EPIRB will be automatically reset.
SART
( Search And Rescue Transponders )
Purpose.
The SART assists the location of a vessel in distress or a survival craft.
Testing.
Every month.
Ensure the vessel is in open water with no any vessels in the vicinity.
When the radar beam interrogates the SART. Audible alarm will be heard.
On the 3cm radar display 12-20 dots will be seen coming from the SART location.
SART
CORRECT THE
CHART
)Correction to charts :-
• Working charts to be corrected first and last correction noted by consecutive number.
• All new charts and new editions to be ordered and logged on board prior to the vessel sailing.
• All blocks should be applied so as not to cause distortion (paste chart and not the correction
block).
• All navigation warnings from whatever source, relevant to the chart should be noted on the
chart.
• A folio(folded gently in two pieces) system should be employed and maintained with respect to
recommendations of the Mariners Handbook (NP-100).
Q.73) State the sources of information to ascertain chart reliability and lesser depth.
(5). Weekly notices (T & P). (6). Annual Summary Notices 1, 15, 15a.
(9). Port plans on small scale charts. (10). Sailing directions and supplements.
(15). Navtex.
Charts are not infallible, and the scale cannot cover every depth in total. Depth contours will also
be affected by topographic changes.
CARGO WATCH PORT WATCH
First of all i am fit enough. I had take proper rest as per STCW 95. Carry out my watch.
At first i will wear my personal protective equipment and before 15 min to start my watch. I
will go to the bridge and their i will check.
Then after i will close the bridge door and go to the cargo control room. And there i will
check
Then i will go to the aft station and check the mooring condition and come to the deck the
other side of the cargo operation.
1. Ensure how many stevedors are working and their break time and also before going
to the deck i will ensure that all activities are carried out as per COSWP Code.
2. Check the cargo handling equipment operation by trained and experienced personal.
3. Check the area of cargo work is properly illuminated.
4. Check the cargo handling gear.
5. Maintain the SWL.
6. Check the visually cargo hold and cargo condition.
Then i w ill go to the FWD station and check the mooring condition
Then come to the deck office and take over duty from the duty officer and ask him any
important information about cargo. Vessel draught, Trim, List.
HEAVY WEATHER
1. Inform master, inform e/room, inform crew and other departments such as galley.
2. When master on bridge ask him if required to plot alternate course. Show him the
recent weather reports.
3. Then first i will secure up the bridge.
4. Wear PPE and organize crew with their PPE on.
5. Check weather all moveable object been secured above and below decks particularly
in E/Room Galley and store rooms, paint room, locker.
6. Check weather ship accommodation been secured and all ports and deadlights
closed.
7. Ensure lifeboat is well secured check the gripes.
8. Check whether deck openings being secured hatch cover, hatch access, hatch
ventilation has been secured, bilge pipe and sounding pipe cape to be closed. Drift
tray plug to be open. All deck scupper to be open
9. Check the whether AFT and FWD mooring station has been secured all mooring rope
has been secured. Anchor chain and spurling pipe covered and secured. FWD store
has been locked.
• On failure to sight land, a navigation mark or obtain soundings by the expected time.
• On the breakdown of the engines, steering gear, or any essential navigational equipment.
Check the night order read it and sign it or any standing order from master.
Then i will check the vessel present position and also check that chart is corrected.
Then i will plot the new position vessel on position and also check the present speed of
vessel by GPS or present course from gyro compass.
Ensure the location of next chart and all other respective publication.
Check all meteorological instruments like barometer, barograph, hygrometer, NAVTEX and
get the information GMDSS.
Check the present depth of water by echo sounder and match the chart.
Also see the target on the radar screen and compare with actual target(visually).
I will not touch the radar or will not taking over the watch if collision avoidance is going.
VHF set the appropriate channel and set the low volume
FIRE EMERGENCY
Raise the alarm.
In my last ship chief officer head of emergency party or master and chief engineer head of
command party.
Engine room party operate the fire pump and emergency fire pump.
Shut off all ventilation fire flaps in the vicinity of fire areas.
If in the galley (cut off galley ventilation fans.) (Potential hazards oil and fat in pans.)
additional fire appliances ( which may be available in the galley)fire blanket CO 2 extinguisher
and fix fire fighting appliances )
If in the engine ( cut off fuel oil supply) (release the fix fire fighting system)
( as per new regulation after release fix fire fighting system no body going inside until port
surveyor is onboard )
If in the cargo hold ( all hatch cover beten down and also hatch access, hatch ventilation
proper close ) (release the fix fire fighting system)
( as per new regulation after release fix fire fighting system no body going inside until port
server is onboard )
Broadcast distress alert and message to all ships in the vicinity.(if the ship at sea )
One man stands by on the gangway with fire wallet and fire plan.
If remove one of these three factors and combustion will not take place.
Then i will follow the master order while side is pilot ladder how much meter above the
water level.
Then i will take the sufficient crew and they are also wear personal protective equipment.
Then i will conduct tool box meting do the risk assessment and all work activates as per
COSWOP.
Then proceed at pilot point. If night time proper illuminate pilot area.
Then check the pilot access are no any oil or greasy or no any obstruction.
Check the pilot ladder steps and ropes is in good condition or check the no any oil or greasy
or paint.
Before rig the pilot ladder i will check the make fast point or stencil is strong.
Then i will make fast the pilot ladder to the strong point and check the pilot ladder resting
on the ship side which recurred above the water level and also make fast the safety line
Then i will staying 2nd or 3rd steps ensure that pilot is properly rig.
Stand by life buoy with line and light ready for emergency used and also heaving line and
one clean bucket using for paper giving and taking.
When pilot onboard i will inform master. Taking the pilot short way on the bridge.
(2). Monitor own vessel and other position of other vessels in the vicinity.
(11). Exhibit correct lights and shapes. (12). Fly correct flags.
(13). Do not stand vessel into danger. (14). Use all available means to check vessel's position.
(d). State the action, in the absence of the Master, that the O.O.W. should take if he is in
doubt as to a Pilot's intention.
In the absence of the Master, the O.O.W. remains the Master's reprasentative inspite of the pilot.
(i). he should consult the Pilot and draw his attention to the passage plan. If necessary, he should
take instantaneous action to reduce to minimum speed required for steerage.
(i). he should not hesitate to overide the Pilot's instructions to maintain the safety of the vessel,
and call the Master immediately telling him about the prevailing circumstances and position of
the ship with regard to the intended passage;
(e). State the Master's safest course of action, in a compulsory pilotage area, if the Pilot is
unable to continue his duties.
The safest course of action for the Master, in a compulsory pilotage area, if the Pilot is unable to
continue his duties are the following :-
• Master relieves the Pilot and takes the con of the vessel.
• Inform the Port Control or Pilotage Authority over the VHF or phone, and request for a relief
Pilot.
• Master should proceed with caution to a safe anchorage or harbour or a position allocated by the
pilot station so as not to impede the passage of other vessels.
• Should the unlikely situation develop, a statement should be made in the logbook.
WORKING ALOFT
At first i will do the risk assessment and all work activates as per COSWoP.
Inform master and (if working near the ship funnel) or ( engine ventilation) inform engine
room. (if working mast AFT and FWD ) must inform bridge.
Responsible officer should be display card on radar or sound signal control panel posted.
Ensure that he is wearing PPE and safety belt, safety harness, safety line.
Check the condition of the bosun chair and it should be load test ( 4 time of weight proof
load ).
Ensure code of safe working practice and company health and safety policies complied with.
Inform master.
It is important to know the handling characteristics of the ship including its stopping
distance.
MAN OVERBOARD
Release life buoy with light and smoke signal( MOB apparatus )
Inform master.
Williamson turn
It makes good original track line,good in reduced visibility,simple to execute,takes vessel away
from casuality,slow procedure.
Procedure:helm hard over towards the casuality,after the heading has changed by 6o
degree,reverse the helm to hard over the opposite way,when the heading is 20 degree short of the
original course,helm to midships and the vessel steady on the reciprocal course.
ANDERSON TURN
IS THE FASTEST RECOVERY METHOD,GOOD FOR THE VESSELS WITH LIGHT TURNING
CHARACTERISTICS,FOR HIGH POWERED VESSELS,VERY DIFFICULT WITH A SINGLE SCEW
VESSEL.
HELM HARD OVER TOWARDS THE CASUALITY,AFTER THE HEADING HAS CHANGED BY 250
DEGREE ORDER THE HELM TO MIDSHIPS AND INITIATE STOPPING MANOEUVRE.
SCHARNOV TURN
VESSEL WILL COME BACK INTO ITS OWN WAKE,TAKES LESS DISTANCE AND SAVES
TIME,NOT SUITABLE UNLESS THE TIME LAPSE BETWEEN THE OCCURANCE AND THE
MANOEUVRE ARE KNOWN,
Following the guidelines’ and company SMS procedures. Fill the ISM (SMS) check list
signature entering persons and responsible officer or master,
Any sort of entry into enclosed space should only be carried out when permission has
been obtained by master or chief officer and persons entering are experienced.
Than
MOORING STATION
First of all i will take order from master.
Then i will wear my personal protected equipment.
Establish communication with bridge.
I will take required crew are also wear personal protective equipment.
Then i will conduct tool meting do the risk assessment and all work activates as per
COSWP.
Check the mooring station no oily and greasy or no any obstruction
wall
ANCHOR WATCH
Frequently check the vessel`s position using visual bearing ranges or transits.
Ensure Ship is exhibiting necessary light and shapes and sounding appropriate signal as
required.
1. First i will take the order from master then i will wear my personal protective equipment.
2. Establish communication with bridge and ask permission to go forward.
3. As per COSWP and risk assessment i will take crew hold the safety meeting and make sure
the all persons with personal protective equipment.
4. Then i will proceed the anchor station at night time proper illumination obtain.
5. I will make sure the working area of the anchor station should be clear free from oily,
grease, or no nay obstruction
6. Obtain power on deck.
7. Check the wind lass brake is fully secured.
8. Clear Hawse pipe.
9. Clear spurling pipe.
10. Clear devil’s claw.
11. Unlash cable in chain locker.
12. Remove all pisle cable lashings.
13. Put wind lass into gear.
14. Inform bridge “anchor cleared away”
15. When permission given to “walk back to anchor” check over side of VSL to ensure it is safe
to do so.
16. Relax brake and walk out the anchor under power to the required depth.
17. Put the brake back on.
18. Take the wind lass out of gear.
19. Relax brake when ordered to do so.
20. Keep a constant check on the amount of cable being paid out as you will have to ease the
break back on to slow down the cables movement. Keep the bridge informed about the
amount of cable on deck.
21. Once the anchor is on the seabed then the ship is at anchor and the anchor ball to be
displayed.
22. Once the required amount of cable is achieved, put the brake back on fully close the bow
stopper and inform bridge .
23. Keep the bridge informed as to how the cable is leading and whether any wt on the cable or
if any sign of the cable dragging.
24. Once the anchor is said to be “brought up” again inform bridge.
25. When permission is given to stand down, ensure all FWD is adequately secured then
inform the bridge you are standing down FWD and making your way aft.
Passage plan: for the intended voyage…. Charts, books, Wx, Nav. Warnings…
Equipments: checked and ready for use… RPM indicator, emg engine stop, bridge and
engine room telegraph, CPP Ind and controls it fitted
Steering gear – manual – auto – emg. Change over and rudder indicators,
BUNKERING PROCEDURE
Before taking the bunker we must follow the company and master instructions and follow
the ISM (SMS) check list. I will go to the bridge and their i will check.
As per code of safe working practice and risk assessment safety meeting should hold by
responsible officer with required crew and tools and wear the PPE.
Crew will be secure the deck “means” take every precautions to prevent the pollution in
emergency .Put the all deck scupper and deep tray wall clean or plug in, prepare the oil
spill equipment in emergency ready to used, ready to use two nearest hydrant and fire
fighting equipment ,no smoking board display. Emergency telephone numbers display
card. One heaving line ready near bunker excess point ( if bunker barge alongside )
When the bunker barge is alongside i will inform the engine room and bridge. Then take
the sounding of all tanks and banker barge. When connecting the bunker hose, first
check the nuts and bolts or gas kit is in good condition and connect to bunker hose
properly. Establish communication between bunker barge or bunker point or bridge
responsible officer always standby on bunker point, and host the “b” flag, when start the
bunker first start slow in rate and check the no any leakage( if there is immediately stop
the bunker). Then start the bunker at normal rate and note down time of start one man
standby on pressure gauge. Regular interval take the sounding, When finish the bunker
note down time of bunker finish. And take the sounding all tanks or bunker barge or
check the vessel trim, draft, list, and enter the official log book.
LIFE BOAT (RAFAQAT ALI)
Weekly maintains,
1. Visually check the condition of life boat or fixed and loose equipment.
2. Engine and check the propulsion system. ( engine running for 3 minutes)
3. Power supply system.
4. Check the life boat falls condition.
5. Check the life boat davit condition.
6. Check the embarkation deck and embarkation ladder condition.
7. Release the life boat in stowage position after reset the life boat in
stowage position ready for use in emergency.
Monthly maintains,
1. Visually check the condition of life boat or fixed and loose equipment.
2. Engine and check the propulsion system. ( engine running for 3 minutes)
3. Power supply system.
4. Life boat lower above the water level and check the life boat falls wire
(lowering the life boat 1meter above the water)
5. Check the store inventory, water and check the provision expire date
and all equipment should be dry.
Three monthly,
1. Visually check the condition of life boat or fixed and looks equipment.
2. Engine and check the propulsion system. ( engine running for 3 minutes)
3. Power supply system.
4. Check the life boat falls condition.
5. Check the store inventory, water and check the provision expire date
and all equipment should be dry.
6. Life boats fully lower the water level and make a round turn in water.
1. Position the life boat partially into the water. The mass of life boat is
substantially supported by the falls and hydrostatic interlock system.
2. Operate the on load release gear.
3. Reset the on load release gear.
4. Examine the release gear and hook fastening to ensure that the hook is
completely reset and no damage has occurred.
Davit test,
1. Check the davit structure with particular regard to corrosion and davit
track is clear no paint
2. Wires and sheaves possible such as kinks and corrosion
3. Lubrication of wires and sheaves
4. Check the stored power system and hydraulic system
5. Inspection for correct termination of fall wire ends
6. Condition of reaving of remote control wires
Winch test,
Lifeboat falls:
Turned end for end at intervals not more than 30 months ( 2 ½ years )
Renewed not more than 5 years unless required earlier.
Weekly inspections :
All survival craft, rescue boats and launching appliances inspected visually
Engines of life boats and rescue boats run ahead and astern for not less than 3
minutes
General emergency alarm ( if not done daily )
Monthly inspections:
All LSA, lifeboats and rescue boat equipment using checklist provided.
Report logged
Servicing of life rafts and HRU (life jackets inflatable, rescue boats inflatable)
Every 12 months can be extended for additional 5 months but not more.
Disposable HRU’s ( HAMAR) 2 years life cycle
Care Of Ropes
1) Examine The Ropes For Chafing, Cutting And Internal Wear.
2) Keep Away From Direct Sunlight, They Should Be Stored Underdeck For Long Voyages But If
Kept Outside They Should Be Kept Covered With Tarpolines Or On Gratings.
3) Ropes Should Never Be Stowed Away Wet To Prevent Rotting.
4) They Should Be Free From Grease Oilstains And Paint Marks Etc.
5) They Should Never Be Surged To Prevent Wear And Tare Due To Friction, Some Ropes Have A
Low Melting Point And Can Permanently Fuse And Get Damaged.
6) Wire Ropes Should Be Regularly Lubricated With Patent Lubricants Such As Surret Fluid Or
Wire Grease.
7) For A Wire Rope Care Should Be Taken While Breaking A New Coil As The Rope May Get
Kinked Or A Person May Get Injured Due To Faulty Handling. Break The Coil As Per Instructions
Given In The Seamanship Manuals Eg.The Vertical Swivel Or The Reel. Always Use Gloves
Whenever The Handling Of Ropes Is Concerned.
8) Sharp Angles (Nips) To The Wire Rope Need To Be Avoided.
9) Rollers Need To Be Used When Wires Are Being Used As Unnecessary Chafing Occurs.
10) When Turned On Bits The Top Turns Should Be Secured Against Springing Off By A Light
Lashing.
LIFE BOAT:
1. Dimensions
1. Capacity
2. Makers serial no.
3. Name or trade mark of manufactures. (tag) inside.
4. Date of manufacture.
5. Name and POR of vessel marked on each bow of the craft.
6. Callsign on the thwarts, (for seeing from top).
Establish communication
Collect my crew with PPE and Life Jacket (check whistle, lights etc)
Head count
Railing removed, see for obstruction remove, proper illumination, boat falls checked
First will send two persons in one will start eng another put plugs in life line to be released in boat
itself for free most while lowering
Fwd painter to be passed and made fast to strong point, when at embarkation level
Make 45 deg angle less than by boat hook and 90 deg towards wind water side
1) Manoeuvre boat under falls, recovery strop (in place) will hang down from main
suspension link;
2) Fit recovery strop link into boat suspension gear, signal deck operator to hoist.
POSITION 2
1) Deck operator to release hanging off pendants attached to the davit arms so they hang
freely;
2) Rescue boat to be hoisted up to a position where boat crew can attach hanging off
pendants to the auxiliary lifting lugs on the boat suspension gear. (It should be noted not to
overhoist to a point where the davit arms start to turn in).
POSITION 3
1) Deck operator to raise the brake lever on the winch and lower the boat slowly until the
full weight of the rescue boat is held by the hanging off pendants.
POSITION 4
2) Pay out the falls at the lifting winch until it is possible to re-engage main
suspension link.
POSITION 5
1) Hoist the rescue boat until it is possible to remove hanging off pendants from the
auxiliary lifting lugs;
2) Continue to hoist the rescue boat normally to its stowage position.
3)Ensure that the hanging off pendant is secured to the davit arm and the
recovery strops are stowed on the boat so as not to impeded release of the
boat during the next launch.
LSA ( SOLAS CHAPTER 3 Life saving appliances arrangement )
i) EPIRB
ii) SART
iii) Lifebuoy
v) Life raft
vi) Life boat
vii) Rocket parachute
viii) Hand flare
ix) Smoke signal
x) Pilot ladder
xi) Embarkation ladder
xii) Life jacket
xiii) Life bouy
xiv) T.P.A (100% crew)
xv) Immersion suit
xvi) L.T.A(line throwing appliances)
xvii) Emergency lighting
xviii) H. R.U
MAINTENANCE OF LSA
Weekly:
General emergency alarm and search light, batteries checked and life boat test,
Monthly:
General emergency alarm and EPIRB, SART, hand hold GMDSS radio, search light,
batteries checked and life boat test,
Three monthly:
General emergency alarm and EPIRB, SART, hand hold GMDSS radio, search
light, batteries checked and life boat test,
LSA REQUIREMENTS:
Or
Muster points.
4 parachute rocket
2 smoke flares
Parachute rocket :
Hand flares
Weight : weight of throw over the launch raft not >185 kgs.
Painter : twice the height (length) of its stowed position to water line at light ship condition or 15 mts
whichever is greater.
Instructions for the launching in close proximity to the launching station. Emergency lighting,
means of access, drills of above every 4 months by special liferaft.
Automatically
When the HRU reach a depth of 1.5 to 4.0 mtrs with the sinking ship. Its
upper post separate form main unit is free.
ii) Life the life raft to the ships rail (d0 not undo the painter line
from the hydrostatic release)
iii) Drop the life raft in to the water
i) Pull the painter line till it can come no more and then give it a sharp pull
ii) The liferaft should now inflate
iii) Pull the life raft close to the pilot ladder
iv) Put the strongest man in to the liferaft fast
v) pass him the tail of the painter line leading back to the hydrostatic release, he will be
pulling the liferaft closer too.
vi) Ever person that enters the liferaft helps him to keep the life raft close to the ship.
vii) The second last person boards the liferaft, the painter line gets cut at the hydrostatic
release side
viii) It is important to tryu and not loose your life rafts. this has been done before, the reson
for launching liferaft’s is there is no hope for the v/l loose these life rafts and there is no
hope for you,.
HYDROSTATIC RELEASE UNITS (HRU) MGN 343 (M+F)
1. Sir this is “D” chisel
2. Senhouse slip
Sir it is recommended that lashing arrangements are checked to ensure the
manual quick release arrangement can be easily released.
3. Weak link
HRU acts as a connecting media between life raft container and ship deck, where it is stored.
The HRU comes in action under the pressure of water exerted on HRU when the ship sinks below 4m of
water level.
The HRU consists of a sharp knife or chisel which is used to cut the strap lashed over the container
carrying life raft, but it still holds the painter at the weak link.
The HRU is connected to the container through a lashing arrangement which can be disengaged quickly
by means of slip hook when launching the raft manually.
The HRU is connected to a strong point on deck through a weak link.
When vessel sinks, the HRU cuts the rope and the container floats to the surface of water.
As vessel sinks further, the tension in the painter causes the life raft to inflate out of the container.
The tension acting on the weak link will cause it to break making the life raft free from the ship.
When vessel sinks, the HRU cuts the rope and the container floats to the surface of water.
Monthly:
Check fire suits, fire extinguishers, nozzles, hydrants, hoses and nozzles are all in
place and ready for use.
All escape routes, doorways and stairways are accessible.
The ship alarms and public address system are functioning.
The fixed fire fighting system is checked and available if required.
Sprinkler system is operational and pressurised.
Fire pump are operational.
Quarterly:
Annually:
1. Fire main
2. Fire hydrant
3. Fire hose
4. Fire nozzle
5. Emergency fire pump
6. Main fire pump
7. Fixed fire fighting installation (CO2, halon, foam, water, sprinkler)
8. Portable fire extinguisher
9. ICS
10. Fire wallet
11. Ventilation arrangements
12. Watertight door
13. Fire doors
14. Fire man suit
15. Emergency fire alarms
16. Fire blanket
17. Portable foam applicator
EMERGENCY GENERATOR
Test weekly
Key start :
Steering motor
Navigational equipment
Emergency lighting
Emergency Fire pump:
Test weekly
Make sure suction valve and discharging valve is open
Check enough fuel is there. Check the gauge working properly.
Push the start button.
After testing log it.
Capacity not less than 40 % of total required capacity of the fire pumps but in any
Capable of delivering 2 jets of water with minimum pressure (at a 3rd hydrant –
power at least 6 times within a period of 30 minutes and at least twice within 1st
10 minutes.
• Tank to have sufficient fuel for at least 3 hours and reserve fuel outside main
(Total suction head and the net positive suction head of the pump to be such that they will provide
for the required capacity and pressure under all conditions of list, trim, roll and pitch likely to be
encountered in service)
• No direct access between engine room and emergency fire pump. If access
• Isolation valves in tankers to be fitted on the fire main on poop and tank deck at
intervals not more than 40 meters to pressure integrity of fire main system.
(Diameter of fire main: sufficient for maximum discharge from 2 pumps operating simultaneously
except for cargo ships the diameter need be sufficient for a discharge of 140 m 3 / hour.
Fire hydrants:
• Number and position such that at least two jets of water not from the same
Fire hoses:
• Cargo ships: One for each 30 meter length of the vessel and one spare but in no
• (Length of hose not less than 18 meter if breadth of vessel more than 27 meter
Fire nozzles:
• All nozzles of dual purpose type i.e. spray and jet in corroborating a shut off.
• For accommodations and service spaces a nozzle side greater than 12mm need not
be used.
CO2 Systems:
Tests
Basic service:
Disconnect the main co2 line connected the air line and pressure it
the ship.
35 % of the gross volume of space (including casing). For machinery spaces, the
fixed piping system shall be such that 85 % of the gas can be discharged into the
• For the purpose of the above volume of free CO 2 shall be calculated at 0.56 m3 /
kg.
• One control shall be used to discharge the gas from its storage container.
• The other to open the valve of the piping which conveys the gas to the protected
space.
Fire extinguishers:
• All of approved type and design capacity of portable extinguisher not more than
capable of being connected to the fire main by a fire hose and a portable tank of at
least 20 litres.
• One of the portable fire extinguishers intended for use in any space to be stowed
• Boiler room:
depth / minute.
3. Rigid helmet.
6. Breathing apparatus.
• To carry at least 4 sets of fire mans outfits widely spread. > for tankers.
1. Capable of delivering foam to entire cargo tank deck as well as into a cargo tank
if the is ruptured.
2. Control station outside and away from cargo area and readily accessible, simple
IG system fitted)
7. Capacity of applicator not less than 400 litres/minute and throw not less than 15
meter
• IG : capacity 1000 m3 / hr
• Vacuum : -350 mm wg
Common link between the vessel and shore for pressuring fire main line.
Outer dia-178mm. inner dia-64mm washer 8 nos , bolts and nuts 4 nos ( 16mm dia , 150 mm
in length, thickness flange min 14.5 min)
First of all I will lay down the SCBA and check the visibly condition straps and mask and
gauge, valves, then I will checked the apparatus leakage test switch off the demand valve
open the cylinder valve slowly close it and observe the gauge. Gauge pressure not fall more
than 10 bar per minute. If there is no leakage. Test the whistle release the pressure in the
apparatus slowly, then open the demand valve, for a 1,200 bar cylinder, the whistle should
sound at 68 bar. Then I will the don the apparatus check all straps are good condition.
Tighten the straps so the cylinder fits snugly on the back. The facemask should around the
neck. With the valve off, turn on the cylinder slowly. Check the for positive pressure put the
face mask on. Turn the demand valve on. Lift the mask seal off the face, air pressure should
flow out of the mask. This proves there is positive pressure, allow the mask to re-seal hold
breath check the there is no leakage from the exhale valve. check the facemask for leakage
close the cylinder valve and breathe until the facemask is drawn into the face. When the
pressure gauge reads zero, hold breath for 10 seconds. If there is no leakage that main mask
is ok,
REGION A
LATERAL STARBOARD HAND MARK
Colour : Green
flashing (2+1)
REGION A
LATERAL PORT HAND MARK
Colour: Red
Topmark: Single red cylinder (can)
flashing (2+1)
REGION A
PREFERRED CHANNELTO PORT
band
Topmark: Nil
REGION A
PREFERRED CHANNEL TO STROARD
Horizontal band
Topmark: NIL
SPECIAL MARKS
Indicate the marine special area or feature LIGHT: (when fitted) yellow
Navigational marks
Colour: Yellow
Topmark: Single yellow “X” shape
Cardinal marks
Isolated marks
----------------------------------------------------------------------
Sir, first of I will concert the chart than I will check the available depth of water and switch
on the echo sounder witch side is safe side I can pass this buoyage.
CARDINAL MARKS
NORTH: Name side is safe side
rhythm: very quick (3) every 5s or quick (3) every 10s flashing
rhythm: very quick (9) every 10s or quick (9) every 10s flashing
Buoys in use
A Lateral or Cardinal mark may be used, if appropriate there may be more than one,
for example by port and starboard lateral buoys marking either side of the hazard.
Topmark
The top mark, if fitted, is to be a standing/upright yellow cross. (This shape is new for
the IALA Buoyage System.)
Shape A pillar of spar buoy, the size dependent upon the situation .
light: blue and yellow flash +
rhythm: the blue and yellow 1 second flashes are alternated with an
Racons
A racon may be fitted to one of the buoys. In this case it will display the letter
- Port of destination;
- ETA at destination;
- Route information;
- Ship's name.
Position Report : sent within 24 hours after departure and 48 hours thereafter.
To include the following :-
- Ship's name;
- Port of destination;
- ETA to destination;
Deviation Report : sent if any changes are made to the sailing plan at the Master's discretion. To
include the following :-
- Ship's name;
- Details of deviation;
- Revised ETA.
Arrival Report : sent just prior to or on arrival to pilot roads at the port of destination. To include
the following :-
List three other reporting systems with which you are familiar.
• AUSREP
• INSPIRES
• MAREP
• Ship's Routeing published by and obtainable from the IMO shows details of routeing systems
adopted by IMO.
• Admiralty Sailing Directions mention all TSS, whether or not it has been adopted by IMO.
• Annual Summary of Admiralty Notices to Mariners lists all the TSS shown on Admiralty charts
and also indicates which schemes have been adopted by the IMO.
• Mariner's Routeing Guide Charts (5500 - English Channel and 5501 - Gulf of Suez) also show
the routeing systems.
For H-102 :-
For H-102A :-
(C) State the publications from which the report may be obtained.
Global Maritime Distress and Safety System (GMDSS) is developed by the IMO and included
in the SOLAS convention.
The basic concept of GMDSS is to rapidly alert Search and Rescue authorities ashore and to the
shipping in the immediate vicinity of a vessel in distress so as to co-ordinate search and rescue
operation with the minimum of delay. The system also provides for urgency and safety
communications, and the dissemination of Marine Safety Information including navigational
warnings and weather messages.
(ii). List the sea areas designated by GMDSS and the means of communication within each.
Sea Area A1 : within the range of shore-based VHF stations (20-50 nm); ships will carry VHF
equipment and either a satellite EPIRB or a VHF EPIRB.
Sea Area A2 : excluding Sea Area A1, and within the range of shore-based MF stations (150-200
nm); ships will carry VHF and MF equipment, and a satellite EPIRB.
Sea Area A3 : excluding Sea Area A1 and A2, and within the range of geo-stationary satellite
(eg. INMARSAT), covering roughly between 70 N and 70 S; ships will carry VHF, MF, a
satellite EPIRB and either HF or satellite communications equipment.
Sea Area A4 : excluding Sea Areas A1, A2 and A3, covers area beyond INMARSAT range ie.
greater than 70 N or 70 S (Arctic and Antartic Ocean); ships will carry VHF, MF and HF
equipment, and a satellite EPIRB.
NB : Additionally, all ships will carry equipment for receiving MSI broadcasts.
(3). Ground
Ans: EPIRB: must be registered with an appropriate authority. this ensures that details
held on EPIRB registers are as accurate as possible.
Ans: He is a masters representative and masters trust lies over him along with responsibility to
carry out safe and sound navigational watch and duties.
Ans: My last ship ale way and ships office flow sheet under line which drill are pending next month
or next week.
EQUIPMENTS ON BRIDGE?
Ans: Nav lights (morse, aldis, search light) emergency lt. Ok.
Sound signaling apparatus (whistle, fog bell, gong) ok. Verbal confirm.
Communications – ok.
Instruments – will check, echo sounder, enps, course recorder, gyro – magnetic diff. Log
inbook.
See for RADAR (ARPA) (will check for and compare with actual target)
Will check look out / er stations / all repeaters / indicators/ dimmer etc.
Will not touch radar and will not take over the watch if collision avoidance is going on.
PUMP ROOM ENTRY, AND FIRE FIGHTING SYSTEM IN IT, IF IT IS CO2 FROM WHERE YOU
RELEASE IT?
Ans: REQUIREMENT FOR ENTRY INTO PUMPROOM
A permanently rigged rescue line and harness should be at the top of all cargo and transfer
pumprooms (part of life saving appliance) (SHOULD NOT BE USED FOR ANY OTHER
PURPOSE).
No fixed equipment fitted in the pumproom should be operated if the gas LEL is in excess of
40%.
Gas generation caused by oil in bilge’s may be reduced/minimised by spreading a layer of
foam over the pumproom bilge’s.
Permission has been obtained from a Senior Officer.
Ventilation should be provided for at least 15 minutes and remains in use throughout the
period of entry.
Means of communication must be established.
Lifeline and Harness is ready for immediate use.
A competent person is standby on top of the pumproom to call for assistance.
Advice the officer of entry and exit.
Obtain explosimeter reading from the Bottom platform that it is free of toxic vapours along
with regular checks (incase of maintenance works)
At least one compressed B.A set is ready for immediate use on top. (in case of maintenance
works)
Additional B.A set is ready for use close at work. (incase of maintenance works)
Have resuscitation equipment ready for immediate use close at work. (incase of maintenance
works).
Chief Officer should personally supervise incase of an emergency.
THE OXYGEN CONTENT OF AIR IS 21%. IF THE LEVEL FALLS TO APPROXIMATELY
17% THE ATMOSPHERE IS UNSAFE.
What is the easy means of finding compass error along side jetty?
First of all i will take the compass bearing from jetty edge then i will take the true bearing for chart
then i will compared the both bearing find the compass error
List : when a vessel is inclined by forces within the ship. Uneven distribution of weights.
Loll : is caused when G rises above M causing the vessel to incline to Port or Starboard or
even flop from one to the other. This is an unstable condition.
LOAD LINES
F – Fresh Water
T – Tropical Seawater
Freeboard deck:
Assigned Freeboard
Statutory Freeboard:
Freeboard:
NEAP TIDE: neap tides relatively small range and rate. These are especially weak tides. They occur
when the gravitational forces of the moon and the sun are perpendicular to one another with respect
to the earth. Neap tides occur during quarter moons.
all publications:
Mariners handbook
Once the boat falls has been released and the boat is held on the painter push the tiller toward the
ships side
Keep the painter taut until the boat reaches a point of maximum sheer
Then briefly alter the position of the tiller so that the bow cants inwards towards the parent vessel
The result of this action will be for the painter to become temporarily slack which will permit its easy
slipping
Push tiller towards the ship side again and gain sea room
Underway: the word underway means that a vessel is not at anchor or made fast to the shore or
aground.
IMO Publications
Ship routing
IMDG code
MARPOL
SOLAS
LAS code
Load line
COLREG
ISM code