COLREGS

Part A – General
Rule 1 - Application
Rule 2 - Responsibility
Rule 3 - General Definitions

Part B - Steering and Sailing Rules

Section I - Conduct of Vessels in any Condition of Visibility
Rule 4 - Application
Rule 5 - Look-Out
Rule 6 - Safe Speed
Rule 7 - Risk of Collision
Rule 8 - Action to Avoid Collision
Rule 9 - Narrow Channels
Rule 10 - Traffic Separation Scheme

Section II - Conduct of Vessels in Sight of One Another

Rule 11 - Application
Rule 12 - Sailing Vessels
Rule 13 - Overtaking
Rule 14 - Head-on Situation
Rule 15 - Crossing Situation
Rule 16 - Action by Give-way Vessel
Rule 17 - Action by Stand-on Vessel
Rule 18 - Responsibilities between Vessels
NUC
RAM
CBHD
VEIF
SV
PDV
SP

Section III - Conduct of Vessels in Restricted Visibility

Rule 19 - Conduct of Vessels in Restricted Visibility

Part C - Lights and Shapes

Rule 20 - Application
Rule 21 - Definitions
Rule 22 - Visibility of Lights
Rule 23 - Power-driven Vessel Underway
Rule 24 - Towing and Pushing
Rule 25 - Sailing Vessels Underway and Vessels Under Oars
Rule 26 - Fishing Vessels
Rule 27 - Vessels Not Under Command or Restricted in their Ability to Manoeuvre
Rule 28 - Vessels Constrained by their Draught
Rule 29 - Pilot Vessels
Rule 30 - Anchored Vessels and Vessels Aground
Rule 31 - Seaplanes

Part D - Sound and Light Signals

Rule 32 - Definitions
Rule 33 - Equipment for Sound Signals
Rule 34 - Manoeuvring and Warning Signals
Rule 35 - Sound Signals in Restricted Visibility
Rule 36 - Signals to Attract Attention
Rule 37 - Distress Signals

Part E - Exemptions
Rule 38 - Exemptions

Part F - Verification of Compliance with the Provisions of the Convention

Rule 39 - Definitions
Rule 40 - Application
Rule 41 - Verification of Compliance

Acronyms
What is STCW?
International Convention on Standards of Training, Certification
and Watchkeeping for Seafarers, 1978 sets minimum qualification
standards for masters, officers and watch personnel on seagoing
merchant ships and large yachts.
What is MLC?
To ensure comprehensive worldwide protection of the rights
of seafarers rights; To establish a level playing field for countries
and shipowners committed to providing decent working and living
conditions for seafarers, protecting them from unfair competition
from substandard ships.
What is SOLAS?
The International Convention for the Safety of Life at Sea
(SOLAS) is an important international treaty concerning the
safety of merchant ships. It ensures that ships registered by
signatory States comply with minimum safety standards in
construction, equipment and operation of ships.

what is marpol?
The International Convention for the Prevention of Pollution from
Ships is the main international convention concerned with the
prevention of marine pollution by ships from operational or
accidental causes
Marpol Special Areas
 the Mediterranean Sea area
 the Baltic Sea area
 the Black Sea area
 the Red Sea area
 the Gulfs area
 the North Sea area
 the Wider Caribbean Region and
 the Antarctic area.

What are the annexes in marpol?

Annex I: Regulation for the prevention of pollution by oil
Annex II: Regulation for the control of pollution by noxious liquid
substances
Annex III: Regulation for the prevention of pollution by harmful
substances carried by sea in packaged form
Annex IV: Regulation for the Prevention of pollution by sewage
from ships
Annex V: Regulation for the Prevention of pollution by garbage
from ships
Annex VI: Regulation for the Prevention of air pollution from ships
The Shipboard Oil Pollution Emergency Plan (SOPEP), is a
prevention plan intended to eliminate release of hazardous
materials into the marine environment, and to respond when
such releases do happen.

How many meters is 1 nautical mile?

1852 meters

How many cables is 1 nautical mile?

10 cables

What is the meaning and the color of Alpha Flag?

The alpha flag is colored white and red where the left portion of
the flag is purely white and the right half of the flag is the vertical
half of an hour glass which is colored red. It means that I have a
diver down, keep clear
What is GDMSS?
Global Maritime Distress and Safety System (GMDSS) is the
internationally agreed-upon set of safety procedures, types of
equipment and communication protocols used to increase safety
and make it easier to rescue all distressed ships, boats and
aircrafts.

What are the types of Lifeboat?

Open lifeboat, Closed lifeboat, and free fall lifeboat

What is displacement?
Displacement is the volume of water the vessel displaces.
DRAUGHT. Draught relates to the depth of water required for a
vessel to float freely and is measured vertically from the
underneath side of the keel to the waterline.

What is the night light and day shape of CBHD vessel?

Masthead light forward, masthead light after if it is 50 meters of
more in length. Three all-around red lights in vertical
arrangement. The day shape is a cylinder

Metacentric height definition

The metacentric height (GM) is a measurement of the initial
static stability of a floating body. It is calculated as the distance
between the centre of gravity of a ship and its metacentre.
Navigation definition
Navigation is the art and science of determining the position
of a ship, and guiding it to a specific destination.
Navigation equipments
Colregs usually sa part b ug c ipangutana
Distress signals
Flags are also used to signal your need for help. When in
distress, a boat should fly an orange flag with a black square
and black ball.

Snapback zone
A snap-back is the sudden recoil of a mooring line as a result of
its failure under tension. A snap-back zone on a mooring deck is
the space where it is anticipated that the failed mooring line could
recoil with great velocity, possibly resulting in injury or even death
to crew present within this zone.

Diameter sa x band ug s band radar

The marine radar is classified under the x-band (10 GHz) or S-
band (3GHz) frequencies. The x-band, being of higher frequency
is used for a sharper image and better resolution whereas the S-
band is used especially when in rain or fog as well as for
identification and tracking.

COLREGS 1972 Rules 5-8 in own words

Types of Navigation: Terrestrial (most accurate) Celestial
Electronic
CLASSES OF FIRE and example
Flags and Pennants
Boxing the Compass
Heave up-tighten rope Slack-loosen rope

Anchor chain direction-determine by clock

Anchoring Terms: short stay, medium stay, long stay, anchor up & down etc.

CPA-to point where you execute to avoid collision

All Mooring Terms

What is ARPA?

Automatic radar plotting aids are essentially utilized to improve the standard of collision avoidance at
sea. Primarily designed as anti-collision radar, the ARPA technology removed the chore of plotting
targets manually on a reflection plotter or separate plotting aid. The system is able to acquire
automatically and constantly monitor number of targets, plot their speeds and courses, present these as
vectors on the display screen, updated with each sweep of the antenna, and calculate their closest
points of approach to own ship and the time before that will occur.
Types of Radar S…10 cm length X…3 cm length

EPIRB operates at X band

Fire plan: document that list of function of personnel when there is a fire.

The Fire Control Plan is a mandatory requirement of SOLAS convention described in Regulation 15 of

Chapter II. The fire control plan provides us information about fire station on each deck of the ship, on
various bulkheads, and in spaces enclosed by “A” class division, “B” class divisions. It also explains us
the type of fire detection system and fire fighting systems available on ship.
Types of emergency calls: Urgency Safety Security

In order of priority, mayday is the internationally recognized distress call that is used as preface in VHF
radio transmissions only in situations in which there is an immediate danger of loss of life or the vessel
itself. This includes when a boat is sinking, there’s a fire in the engine room, or someone on board is
unconscious or experiencing a serious injury or illness.

Pan-pan is the international urgency signal that is used as a preface to a VHF transmission when the
safety of a person or the boat is in serious jeopardy but no immediate danger exists, but it could
escalate into a mayday situation. For example, pan-pan is used in situations in which the boat has a slow
leak or the engines are disabled and the boat is drifting toward a rocky shore.

Sécurité is a safety signal used as a preface to announce a navigation safety message. This may be an
approaching storm, a navigation light failure, a submerged log in a harbor entrance or military gunnery
practice in the area.

What is ISM?

The International Management Code for the Safe Operation of Ships and for Pollution Prevention (ISM
Code) is a management systems model designed to encourage safety and pollution prevention.

What is ISPS?

The ISPS Code provides a framework through which ships and port facilities can co-operate to detect
and deter acts which pose a threat to maritime security. The Code: enables the detection and
deterrence of security threats within an international framework.

What are the ISPS Code security levels?

 Security level 1, (SL1: normal threat level). SL1 is the level at which the minimum
protective and security measures are in permanent effect.
 Security level 2, (SL2: heightened threat level)
 Security level 3, (SL3: exceptional threat level)
Define Safety?

the prevention and control of injuries and other consequences or harm caused by accidents

Security? the state of being free from danger or threat.

Steps in conducting ISPS watch

MARPOL 73/78 ug Annex

Night Lights and Shape

CBHD – 3 all around lights in vertical arrangement upper and lowest are red middle is white, 3 shapes highest and
lowest are balls and middle is diamond

PDV – masthead light forward, second masthead light when 50 meters or longer, sidelights, sternlights

VEIF – two all around lights in vertical arrangement upper red lower white, two cones with apexes together, 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

SV – sidelights, sternlight, two all around lights in vertical arrangement when underway upper red lower green,
conical shape apex downwards

NUC – two all around red lights in vertical arrangement, two balls in vertical arrangement

Mooring Terms
X BAND, S BAND

Sound Signals

Day Shapes
Questions
Which Collective LSA Life-Saving Appliances do y know?
What Type of Life boat do y know?
Requirements of LB
Equipment of LB
Which Method of launching of life boat do you know
LIFE RAFTS Method of launching
What is HRU – Hydrostatic Release
Requirements of LR
Equipment of LR
How Rescue boat differs from Life boat
Which PERSONAL LSA do you know
Which LSA AIDS do you know?
What for is MOB
What requirements for MOB
How will you inspect Life buoys
Requirements for Life Buoy
How will you inspect Life boat
How will you inspect Life Life Jacket
Requirements for Life Jackets
How will you inspect Life Immersion Suite
Requirements for immersion suite
What is Contingency Plan
Which Contingency CL do you know
What is LOF 90 form
What is your action if YOU SEE man over board and you are on
deck
What is your Action if You are on bridge watch and someone
reports you MOB
What turns do you know for rescue man from water
Describe The turns action for rescue MOB

***************************************************************************
*****
Safety
Collective LSA Life-Saving Appliances
LIFE BOAT
LIFE RAFT
RESQUE BOAT
Lifeboats can be open, partially enclosed and totally enclosed
type.
Method of launching – Davit launching and freefall
LB requirements:
Capable to maintain Positive Stability
Hull must be non combustible
Max time for boarding 3 min
Fuel Oil flush point not less 43C for 24 hrs run
Power starting from 2 independent source (manual and battery)
Engine Must be operated min 50% of flooding
Minimum speed 6kt
Must have inside:
Oars / hooks
Survival manual
Compass
Sea Anchor
Water 3ltrs per person
Food 10 000Kj per person
6 hand flares
4 rockets
2 smoke buoys
Day light Signal mirror
Water proof torch
First aid kit
Antisisikness tablets
Etc.

LIFE RAFTS Method of launching:

Automatically inflatable
Launched overboard manually
By Davit.
Automatically inflatable HRU – Hydrostatic Release unit
activates on 4 mtrs underwater
Mast be inflated within 1 minute

Liferaft Equipment:
Survival Manual
Medical first aid Pack
Sea anchor
Tin opener
Knife
Water prof torch for Morse code
Daylight mirror
Food ration min 10000kJ per person
Water 1.5ltrs per person
What Gas used to inflate life rafts? – CO2
What are the main characteristics of life rafts? - The weight of a
life raft lies between 100 kg and 185 kg, it withstands all weather
conditions at sea for 30 days, and it is operable over an air
temperature range – 30 and +60 degrees of Celsius.

Rescue boat differs from Life boat-

a. must have minimum 2 speed, and should be lowered faster.
b. 5 seated persons and 1 lying on stretcher
c. Bow mast be covered minimum 15%
d. Should maintain speed 4 hrs 6Kt

PERSONAL LSA
LIFE JACKET
IMMERSION SUITE
TERMAL PROTECTIVE SUIT

LSA AIDS:
LINE THREWING APPARATUS
PARACHUTTE ROCKETS
HAND FLARES
SMOKE SIGNALS

A lifejacket can be made from solid material self-inflated, plastic,

etc. Lifejackets use air or gas to keep the water afloat and must
be inflated before they provide buoyancy. Each crewmember
should check how a lifejacket is put on and inflated before having
to use in emergency. It should be mentioned that inflatable
(working) lifejackets will also be required to be worn in certain
situations when working at or near the ship’s sides or stern and
not only before abandoning ship or operating on the open deck
under poor weather condition. Standard lifejackets must be
orange, yellow or red, and have a whistle attached. The lifejacket
is stowed in a cabin wardrobe. Instructions for putting it on are on
the inside of the door to the wardrobe and/or on display cards on
alleyway bulkheads.

Thermal protective suit used for keep body temperature of

recovered MOB.
Where is lifejacket stored? In cabin, in safety lockers, on the
bridge, in ECR, in rescue boat
When should lifejacket be used? Before jump overboard, or
during working aloft with a risk of MOB situation.
Where can instructions for putting on lifejackets be found
out? In cabin in alleyways on bridge, on master station, near boat
station.
What document regulates the lifesaving appliance list? –
SOLAS chapter 3

Life Buoys Requirements:

Outer dia not more than 800mm and inner not less 400mm
Constructed from inherently buoyant material
Support 14.5kg of iron in 24 hrs
Resistance to flame 2 sec
Able to sustain drop from 30mtrs
Fitted with grab line 9.5mm dia
At least 50% of buoys to be fitted with self ignition lifhts (on
tankers intriciacaly safe lights)
Light should be white colour 50-70 flashes per min/ 2hrs
MOB Bouy - must be 4,5 - 5 kg smoke and light. Smoke duration
15 min (at least 2 on wings)
Marking Ships name and call sign
Life buoy Line – 30 mtrs / Non Kinking / min 8mm dia/ min
breaking strength 5Kn

Life Jacket Requirements:

To be provided to all persons on board and addition for duty on
bridge and in ECR and near the survival craft
Shell sustain burning min 2 sec
Buoyancy not reduce 5% after 24hrs of immersion in water
Fitted with whistle
Fitted with lights / for 8hrs / White color? Flashes 50-70 per min /
luminous intensity 0.75cd

Immersion Suite requirements:

Constructed with waterproof material
To be unpacked and donned without assistance within 2min
Resist burning 2 sec
To be able to jump from 4.5mtrs
In immersion suit body temp must not drop more then 2 deg C
within 1hr
Must turn the body from face down to face up no more then 5sec

TPA Thermal Protective Appliance

Made of Water proof material
Function between 20 to -30C

Pyrotechnics:
On bridge
12 Parachute Rockets (mast reach 300mtrs vertically/ 40 sec /)
6 Flares (burn 1 min / and 10 sec under water)
2 smoke buoys (smoke 3 min)

CONTINGENCY PLAN PURPOSE - To provide guidance and

advice to enable the Master and ship's crew to deal with
accidents or emergency situations. This document is intended to
provide a
framework on which the Master can build to cope with the
situation at hand.

(Where an oil pollution incident has occurred, reference should be

made to the
Shipboard Oil Pollution Emergency Plan (SOPEP/ SMPEP)
Manual (Appendix 8.4).)

Plans for all identified potential emergencies shall be held in each

Shipboard
Contingency Plan Manual.
Each Plan includes, as a minimum:
• The allocation of duties and responsibilities on board crew
• Actions to be taken to regain control of a situation
• Communication methods to be used on board and between ship
and shore
• Procedures for requesting assistance from third parties, if
required
• Procedures for notifying Company DPA and relevant Flag and
Port authorities
• Checklists to aid in monitoring and reporting.

LOF 90 - If immediate tug assistance is required, the Master has

the right to make his own
terms with whoever is able to assist him. This will usually be
agreement to a Lloyd's
Open Form Contract (LOF 90). There is no need to sign anything
initially but merely
to make a verbal agreement. The fact that an agreement has
been made and with
whom should be recorded in the Deck Log Book and in the
Official Log Book.
Company DPA should be informed at the first available
opportunity.

MOB Man Overboard Action - Three scenarios:

Immediate action: The person overboard is noticed from the
bridge and action is taken immediately
Delayed action: The person is reported to the bridge by an eye
witness and action is initiated with some delay.
Person missing action: The person is reported to the bridge is
missing

Immediate action
Wheel over to the same side of MOB
Mark and note the position by pressing MOB on ECDIS or GPS
Throw life ring to the person MOB buoy
Sound three prolonged blasts on the ship’s whistle
Note wind speed and direction
Inform master
Post lookouts
Stand by engines
Inform other vessels in vicinity
Prepare recovery equipment
Establish communication between bridge, deck and rescue boat.

Delayed action:
Shout for Assistance and throw nearest life ring
Report on bridge by any available means (radio VHF, Shout or
calling by telephone)
Try to establish visual contact to MOB
Person missing action: - Report to Master of missing person
and follow Emergency procedure

1. Williamson Turnwilliamson turn

Advantages:
Makes a good original track line
Good in reduced visibility
A simple manoeuvre

Disadvantages:
Takes the ship farther away from the incident
Slow procedure
Execution:

Put the rudder over full toward the pers

on (e.g., if the person fell over the starboard side, put the rudder
over starboard full).
After deviating from the original course by about 60 degrees, shift
the rudder full to the opposite side.
When heading about 20 degrees short of the reciprocal, put the
rudder amidships so that vessel will turn onto the reciprocal
course.
Bring the vessel upwind of the person, stop the vessel in the
water with the person alongside, well forward of the propellers

2. Anderson Turn (Single turn)anderson turn

Advantages:
Fastest recovery method
Good for ships with tight turning characteristics

Disadvantages:
Used most by ships with a considerable power
Very difficult for single screw vessel
Difficult since the approach to the person is not straight
Execution:

Put the rudder over full towards the person (e.g., if the person fell
over the starboard side, put the rudder over full to starboard).
When clear of the person, go all ahead full, still using the full
rudder.
After deviating from the original course by about 250 degrees
(about 2/3 of a complete circle), back the engines 2/3 or full.
Stop the engines when the target point is 15 degrees off the bow.
Ease the rudder and back the engines as required.
3. Scharnov Turn Scharnov turn

Advantages:
Will take the vessel back to her wake
Less distance is covered , hence saves time

Disadvantages:
Cannot be used in an immediate action situation.
Execution:

Put the rudder over hard towards the person (e.g., if the person
fell over the starboard side, put the rudder over hard to
starboard).
After deviating from the original course by about 240 degrees,
shift the rudder hard to the opposite side.
When about 20 degrees short of the reciprocal course, put the
rudder amidships so that vessel will turn onto the reciprocal
course.
1. How you must be prepared before starting any work?
2. What is Work Permit?
3. Which Work Permits do you know?
4. What is Hot Work Permit?
5. What is the Work Aloft permit?
6. What Is PPE Matrix
7. What is Risk Assessment?
8. Define an Enclosed Space; ISGOTT Definition;
9. Which checks you must perform before entering an in
Enclosed space?
10. Why do we stop
ventilation 10 minutes prior to make atmosphere test?
11. Who is the Link Man?
12. Working Safety; What
is Snap Back Zone?
13. Definition of Toxic
cargoes ?
14. Describe 3 routes
where can toxic substance affect the human body?
15. Describe Definition of
Odor Threshold;
16. Describe Definition of
Time Weighted Average (TLV - TWA) ;
17. Describe Definition of
Volatile;
18. Describe Definition
LEL;
19. Describe Definition of
Flammable / Explosive Limits;
20. What is The Lower
Flammable Limit LFL;
21. What is The Upper
Flammable Limit UFL;
22. What kind of Gas
Detectors do you know;
23. Which Gas detector
must be used in Innerted atmosphere
24. How to measure toxic
vapours
25. How to calibrate gas
detectors
26. What is the content of
Fresh Air?
27. What is the % of O2 in
Air / What is minimum allowed % of O2?
28. What is Nitrogen?
29. What are CO and
CO2?
30. What Is H2S gas, and
what is the danger?
31. What is TWA for H2S?
32. When Canister or Filter
mask can be used?
33. Speak about Work
Rest Hours ;
1. Prior to start any work on board the vessel, work permit
should be filled up according to planned work. (see work
permit list)
2. Work Permits – Is a part of onboard ISM System. The
permit-to-work is a safety procedures whereby specified in
writing form and to be issued to seafarers who are involve in
work of a hazardous nature.
i. The form should describe the work to be carried
out and the necessary safety precautions. All
foreseeable hazards should be considered, a
predetermined safe procedure should be adopted
and the appropriate precautions should be written
down in a correct sequence.
ii. The permit should contain a carefully planned
checklist to identify, control or eliminate hazards
and should state the emergency procedure in the
event of an accident.
iii. A permit should be issued only by an officer with
experience in the work operation. The officer
should ensure that the checks have been properly
carried out and, together with the person in
charge, sign the permit only when satisfied that it
is safe for the work to proceed. The master should
countersign any such permits.
3. Hot Work Permit - A document issued by a Responsible
Person permitting specific Hot Work to be done during a
particular time interval in a defined area. The SMS should
include adequate guidance on the control of Hot Work and
should be robust for compliance to deliver the expectations
 of ISM code and confirm that it is effective and that stated
procedures are being followed.
i. The Master must satisfy himself that hot work is
justifiable before granting permission for hot work
to be carried out on the ship. It is the master’s
responsibility to ensure that the established
procedures for all hot-work are implemented and
complies fully with the company requirements.
ii. If in port, Local port and/or terminal approval is
obtained in writing prior carrying out any work.
iii. Prepare a risk assessment with the heads of
department to ensure that the environment
onboard is sufficiently safe for hot-work and
identify any conflicting operation carried out
simultaneously.

4. Any Kind of work requires proper Personal Protective

equipment and Clothing, which must be according PPE
matrix
5. Risk assessment - Is an assessment of risk prior to start
any task or Job on board. It is an examination of a task or
job that may be carried out on board to identify the presence
of hazards that may cause harm to people, property or the
environment.
6. Personal Safety (PPE Personal Protective Equipment)
1) Protective Clothing: Protective clothing is a coverall
which protects the body of the crew member from
hazardous substance like hot oil, water, welding spark
etc. It is popularly known as “boiler suit”
2) Helmet: The most important part of the human body is
the head. It needs utmost protection which is provided
by a hard plastic helmet on the ship. A chin strap is also
provided with the helmet which keeps the helmet on
place when there is a trip or fall.
3) Safety Shoes: Maximum of the internal space of the
ship is utilized by cargo and machinery, which is made
of hard metal and which make it clumsy for crew to walk
around. Safety shoes ensure that nothing happens to
the crew member’s feet while working or walking
onboard.
4) Safety Hand gloves: Different types of hand gloves are
provided onboard ship. All these are used in operations
wherein it becomes imperative to protect ones hands.
Some of the gloves provided are heat resistant gloves
to work on hot surface, cotton gloves for normal
operation, welding gloves, chemical gloves etc.
5) Goggles: Eyes are the most sensitive part of the
human body and in daily operations on ship chances
are very high for having an eye injury. Protective glass
or goggles are used for eye protection, whereas
welding goggles are used for welding operation which
protects the eyes from high intensity spark.
6) Ear Muff/plug: Engine room of the ship produces 110-
120 db of sound which is very high for human ears.
Even few minutes of exposure can lead to head ache,
irritation and sometimes partial or full hearing loss. An
ear muff or ear plug is used on board ship which
dampens the noise to a bearable decibel value.
 7) Safety harness: Routine ship operation includes
maintenance and painting of high and elevated
surfaces which require crew members to reach areas
that are not easily accessible. To avoid a fall from such
heightened area, safety harness is used. Safety
harness is donned by the operator at one end and tied
at a strong point on the other end.
8) Face mask: Working on insulation surface, painting or
carbon cleaning involves minor hazardous particles
which are harmful for human body if inhaled directly. To
avoid this, face mask are provided which acts as shield
from hazardous particle.
9) Chemical suit: Use of chemicals onboard ship is very
frequent and some chemicals are very dangerous when
they come in direct contact with human skin. A
chemical suit is worn to avoid such situations.
10) Welding shield:
Welding is a very common operation onboard ship for
structural repairs. A welder is provided with welding
shield or mask which protects the eyes from coming in
direct contact with ultraviolet rays of the spark of the
weld.
7. Enclosed Space – ISGOTT Definition –
The space which have restricted access,
restricted ventilation and NOT designed for
continuous working
8. The checklist for Enclosed Space Permit should contain
at a minimum the following precautions:
1. The Multi-gas detector must be supplied with
tubing long enough to reach all areas of the space
to be entered
2. The enclosed space must be ventilated Properly
prior to entry. REMEMBER - Refilling and
emptying the space in the case of a ballast tank is
NOT ventilation!
3. Ventilation must be stopped at least 10 minutes
prior to initial gas testing, for carefully checking the
real atmosphere.
4. The adequate risk assessment mast undertaken
and a pre work safety meeting to be held involving
all personnel.
5. The SCABA Self Contained Breathing Apparatus
must be set,
6. A qualified stand-by person designated to be at
the entrance during entry, with adequate
communication to the personnel inside the space
and the bridge (Link man between bridge and
personal inside the space)
7. All personnel to enter the space must be provided
with a personal multi-gas alarm unit.
8. Proper continuous ventilation should be
maintained during entire period of work
9. Proper Illumination should be provided
10. Atmosphere re-testing
should be done on regular intervals during the
entry period
11. All personnel involved
should Familiarize and Sign the Permit to Work
 12. Only when all proper
safety precautions have been taken should any
personnel be allowed to enter an enclosed space
on board.

9. Working Safety, Snap Back Zones - The marking of snap-

back zones on the deck, does not reflect the actual complex
snap-back zone and may lead the seafarer into a false
sense of security that they are safe as long as they aren’t
standing in the highlighted area. Therefore the latest version
of the Code of Safe Working Practices for Merchant Seamen
(COSWP) (2015 edition) has revised its guidance on snap-
back zones and now dissuades the marking of snap-back
zones on the deck. It recommends that the entire mooring
deck should be considered as a potential snap-back zone
and clear visible signage must be displayed to warn crew. It
is also recommended that a bird’s eye view of the mooring
deck is produced to identify potentially dangerous areas. The
diagram below is an extract from the COSWP (2015 edition)
and gives an example of how the snap-back zone may be
depicted on a mooring plan.

10. Safety on Tankers

11. Describe Definition of
Toxic cargoes - A toxic substance is one which is liable to
cause either harm to human health, serious injury or death.
Toxic means the same as poisonous. Toxicity is the ability of
a substance, when inhaled, ingested, or absorbed by the
skin, to cause damage to living tissue, impairment of the
 central nervous system, severe illness or, in extreme cases,
death.
12. Describe 3 routes
where toxic substance can affect the human body
1) Oral toxicity – substance being swallowed
2) Dermal toxicity – by absorption of substance through
the skin, eyes or mucous membranes
3) Inhalation toxicity – by an inhalation of toxic vapor or
mist
13. Describe Definition of
Odour Threshold: The smallest concentration of gas or
vapour, expressed in parts per million (ppm) by volume in
air, that most people can detect by smell.
14. Describe Definition of
TLV – Threshold Limit Value: for a given substance is the
maximum concentration of its vapour in air to which it is
believed that personnel may be exposed under certain
circumstances without suffering adverse effects.
15. Time Weighted
Average (TLV - TWA) – the concentration of vapour in air
which may be experienced for an eight hour day or 40 hour
week throughout a person’s working life usually expressed in
PPM.
16. For Shipboard
Operations – (TLV-TWA) is to be used.
17. Describe Definition
of Volatile cargo Define Volatile Cargo: Volatile cargo
refers to a cargo that is capable of being ignited / burning.
Cargoes of flash point below 60⁰C, considered volatile. If a
cargo is being handled at a temperature within 10⁰C of its
 flash point, it shall be also being considered volatile. Thus a
cargo with a flashpoint of 80⁰C shall be considered volatile if
handled at a temperature of 70⁰C or above..
18. Describe Definition
LEL: Lowest concentration (percentage) of a gas or vapor in
air capable of producing a flash of fire in presence of an
ignition source (arc, flame, heat). Also called lower
flammable limit (LFL). Gas Methane LEL is 5% by volume, if
concentration is 3% by Volume therefore It is 60% LEL (see
attached JEPEG)
19. Describe Definition of
Flammable / Explosive Limits: The flammable (explosive
limits) are the minimum and maximum concentrations of
flammable gas or vapour in air between which ignition can
occur and the zone in between is the flammable range.
20. The Minimum vapour
concentration is known as: The Lower Flammable Limit
LFL / The maximum vapour concentration is known as: The
Upper Flammable Limit UFL / The Upper Explosive Limit
UEL (expressed as % by volume in air)
21. Gas Detectors on
board:
a. Fixed gas detectors - usually installed in
Cargo Pump Room in order to monitor
remotely atmosphere and timely identify any
leakage of cargo pipes and valves. Also
fixed gas detectors system installed inside
in Ballast tanks, the main purpose is to
discover any leakage of cargo from cargo
tank to ballast tank in case of crack.
b. Portable Gas Detectors – are designed for
test atmosphere from outside the enclosed
space, usually portable gas detectors
equipped with long tubing long enough to
reach all areas of the space to be entered,
with suction pump and intrinsically safe
battery, Gas meters are used on-board
ships to measure the hydrocarbon content,
explosion hazard risk, and also the oxygen
analyzers. Under the following
circumstances the cargo tank or any
enclosed space on-board the ship has to be
evaluated to ensure that the particular
space is gas-free and has ample amount of
oxygen for personnel to work there if
required.
c. Chemical detector tubes: These
instruments, often referred to as Draeger
tubes, normally function by drawing a
sample of the atmosphere to be tested
through a proprietary chemical reagent in a
glass tube. The detecting reagent becomes
progressively discolored if a contaminant
vapour is present in the sample. The length
of the discoloration stain gives a measure of
the concentration of the chemical vapour
which can be read from the graduated scale
printed on the tube. The tubes are designed
to measure low vapour concentrations
accurately, and are probably the most
 convenient and suitable equipment to use.
They should always be used when the
cargo vapour presents a serious inhalation
hazard, e.g. acrylonitrile. The storage life of
these tubes is usually limited, and it is
necessary to ensure that out of date tubes
do not remain available for use.
d. Personal Gas Detectors - Worn by seafarers
entering spaces where dangerous gases
may be present. This equipment should be
as versatile and easy to use as possible so
that all crew members are protected in
confined space, PGS should be equipped
with audible and visual alarms in the event
of exposure to flammable or toxic gases and
can be configured to detect a combination of
methane, oxygen, carbon monoxide,
hydrogen sulphide, as well as other
flammable gases.
34. Combustible gas
indicators or explosimeters: An explosimeter is a
device used to detect the amount of combustible gases
present in a sample of the given atmosphere contains
not less 11% of Oxygen. This gives the reading in terms
of percentage of the LEL / LFL (lower flammable limit).
35. Non-combustible gas
indicators (“Tankscope”): A device used for
measurement of hydrocarbon gas content and
hydrocarbon vapour in inert atmospheres. This
instrument is not as sensitive as the Combustible
 explosimeter. The reading is only in percentage of the
volume of the hydrocarbon vapour and hence used only
during the gassing up operations and during inerting.
36. Calibration of Gas
detectors: - All gas detection instruments must be
calibrated with regular intervals. There are three types
of calibration:
a. Fresh air calibration – can be carried out
in order to improve zero-point accuracy of
the instrument. This calibration adjusts the
zero-points of all sensors, except O2
sensor.
b. Span gas calibration – can be carried out
when sensitivity of the sensors must be
adjusted. Can be done in one step using
mixed-gas or one by one using single gas
for calibration.
c. Zero calibration – for most of the sensors
zero-point adjusted by fresh air calibration,
but for Oxygen this must be done using pure
Nitrogen N2. When N2 is applied, oxygen
sensor zero-point accuracy will be improved
37. Oxygen O2 - The
atmosphere we live in, the air we breathe every day
consists of 78% Nitrogen, 20.9% Oxygen and 1%
traces of other gases including CO2. Oxygen is vital
and essential to human beings for respiration/survival.
Without sufficient oxygen, i.e. if oxygen level falls below
16%, we will die of asphyxiation.
23.5% Maximum "Safe Level" (23% is often the High level
alarm of most O2 detectors)
20.9% Typical O2 concentration in air
19.5% Oxy Minimum "Safe Level" (19% is often the Low
level alarm of most O2 detectors)
15-19% First sign of hypoxia. Decreased ability to work
strenuously. May induce early symptoms in persons with
coronary, pulmonary or circulatory problems
12-14% Respiration increases with exertion, pulse up,
impaired muscular coordination, perception and judgment
10-12% Respiration further increases in rate and depth, poor
judgment, lips blue
8-10% Mental failure, fainting, unconsciousness, ashen face,
blueness of lips, nausea, vomiting, inability to move freely
6-8% 6 minutes - 50% probability of death, 8 minutes - 100%
probability of death
4-6% Coma in 40 seconds, convulsions, respiration ceases,
death

38. Nitrogen – The Silent

Killer Nitrogen is an invisible, tasteless and odorless
gas that comprises about 78 percent of the air we
breathe. But its potential to kill workers in or near
confined spaces should never be underestimated.
Nitrogen will affect every individual the same way: it
displaces oxygen O2 and CO2. Without enough oxygen
and Carbon di-oxide , we DIE!!Breathing is stimulated
and controlled by carbon dioxide (CO2) present in the
lungs. As the CO2 level increases, the brain sends a
message to increase respiration. When the CO2 level
 drops, the rate of respiration will also decrease in order
to maintain the proper balance. Everyone should
understand that one deep breath of 100% N2 will be
fatal. 99% N2 will displace CO2 and O2 completely.
And, in the absence of a CO2 signal to the brain, the
stimulus to breath no longer exists! You will stop
breathing!!
39. Hydrogen Sulfide
(H2S) - H2S is a Highly toxic, corrosive and flammable
gas that in low levels will smell like rotten eggs. It may
be present in bunkers in dissolved state or as a gas. It
may also be found in certain Natural gases, Crude oils
and certain Refined products such as Naphtha. It is
Colorless and Heavier than Air, having relative vapor
density of 1.189, Exposure to high levels of H2S can be
fatal after a very short period of time.
40. H2S Gas
Concentration
(ppm by Vol. in air) Physiological Effects on the Human
body
0.1 – 0.5 ppm First Detected by smell
10 ppm May cause some nausea, minimal eye irritation
25 ppm Eye and respiratory tract irritation. Strong odour
50 – 100 ppm Human sense of smell starts to break
down. Prolonged exposure to concentrations at 100
ppm induces a gradual increase in the severity of these
symptoms and death may occur after 4 – 48 hours of
exposure
150 ppm Loss of sense of smell in 2 – 5 minutes
 350 ppm Could be fatal after 30 minutes of inhalation
700 ppm RAPIDLY induces consciousness (few
minutes) and death. Causes seizures, loss of control of
bowel and bladder. Breathing will stop and death will
result, if not rescued promptly.
> 700 ppm IMMEDIATELY FATAL
41. Precautions for
Hydrogen Sulfide (H2S)
In cases where H2S concentrations are known to be
greater than 100 ppm in the vapor space and likely to
be present in the atmosphere, Emergency escape
Breathing Apparatus shall be made available to
personnel working in the hazardous area, who, should
already have a Personal (pocket-able) H2S gas
monitoring alarm / instrument.
The presence of H2S in bunkers should not be ruled
out. Empty bunkers tanks shall be tested for the
presence of H2S prior to bunkering. If new to be
supplied bunkers contains H2S the DPA shall be
informed immediately.

42. Canister or filter type

respirators are designed to absorb specific toxic or
poisonous elements, dust and debris. Filter masks may
be ineffective in protecting the wearer from cargo
vapors and do not protect the wearer from an oxygen
deficient atmosphere. Although filter masks are
effective in protecting the wearer from specific vapors in
an atmosphere with a normal oxygen content of 21 %,
most vessels handle different types of cargo
 simultaneously. Due to their limitations, filter masks
should not be used on board chemical tankers to
protect crew involved in cargo operations, they only to
protect against dust and debris carrying such works as
chipping or grinding
43. Hours of work and
hours of rest - 1. General requirements MLC 2006 -
minimum requirement for hours of rest provided should
be:
10 hours in any 24-hour period, which may be divided
into no more than 2 periods,
one of which shall be at least 6 hours in length; and
77 hours in any 7 day period.
“Hours of rest” means time outside hours of work and
does not include short breaks.
1 copy of each month Record of Work Rest Hours
should be given to seafarer and 1 copy to be retained
on board for MLC and PSC inspection
MARPOL
1. What is MARPOL
2. Describe Annexes from I – VI
3. According to MARPOL describe definition of – Oily
Mixture
4. According to MARPOL describe definition of –
Nearest Land
5. According to MARPOL describe definition of –
Special Area (do not list, explain WHAT is Special
Area)
6. According to MARPOL describe definition of –
Segregated Ballast
7. According to MARPOL describe definition of –
Noxious Liquid Substance
8. According to MARPOL describe definition of – PPM
9. According to MARPOL describe definition of –
Residue / Water Mixture
10. According to MARPOL describe definition of –
Solidifying Cargo
11. According to MARPOL describe definition of –
Non solidifying Cargo
12. According to MARPOL describe definition of –
High Viscosity Substance
13. According to MARPOL describe definition of -
Sewage
14. According to MARPOL describe definition of –
Holding Tank
15. According to MARPOL describe definition of -
Garbage
16. According to MARPOL describe definition of -
Dishwater
17. According to MARPOL describe definition of – E-
Waste
18. According to MARPOL describe definition of –
Grey Water
19. According to MARPOL Annex II describe
definition of - noxious liquid substances Category X
20. According to MARPOL Annex II describe
definition of - noxious liquid substances Category Y
21. According to MARPOL Annex II describe
definition of - noxious liquid substances Category Z
22. According to MARPOL Annex II describe
definition of - noxious liquid substances Category OS
23. What is the SOPEP/SMPEP
24. Which Special Area do you know According to
MARPOL Annex I
25. Which Special Area do you know According to
MARPOL Annex II
26. Which Special Area do you know According to
MARPOL Annex IV
27. Which Special Area do you know According to
MARPOL Annex V
28. Which Special Area do you know According to
MARPOL Annex VI
 29. Describe 6-7 condition when you may discharge
of oil mixture overboard according to Annex I
30. Describe of condition to discharge of residues of
noxious liquid substances Category X
31. Describe of condition to discharge of residues of
noxious liquid substances Category Y in case of Hi-
Viscosity or Solidifying Cargo
32. Describe of condition to discharge of residues of
noxious liquid substances Category Z
33. Explain what is P&A Manual , which Vessel shell
carry out P&A Manual
34. Explain what is Oil Record Book, and What
entries to be filled in
35. Describe condition when and what kind of
Garbage you may threw overboard
36. According to MARPOL Annex VI describe
definition of - sulphur oxide/nitrogen oxide emissions
37. According to MARPOL Annex VI describe
definition of – SECA Area
38. According to MARPOL Annex VI describe
definition of – a. Regulation 15 Volatile organic
compounds

******************************************************************
*******************
International Convention for the Prevention of Pollution
from Ships
Annex I  Regulations for the Prevention of Pollution by Oil
(entered into force 2 October 1983)
Covers prevention of pollution by oil from operational
measures as well as from accidental discharges;
Regulation 1 - Definitions
For the purposes of this Annex:
1 Oil means petroleum in any form including crude oil, fuel
oil, sludge, oil refuse and refined products
2 Crude oil means any liquid hydrocarbon mixture
occurring naturally in the earth whether or not treated to
render it suitable for transportation and includes:
.1 crude oil from which certain distillate fractions may
have been removed; and
.2 crude oil to which certain distillate fractions may have
been added.
3 Oily mixture means a mixture with any oil content.
4 Oil fuel means any oil used as fuel in connection with
the propulsion and auxiliary machinery of the ship in which
such oil is carried.
5 Oil tanker means a ship constructed or adapted
primarily to carry oil in bulk in its cargo spaces and
includes combination carriers,
6 Crude oil tanker means an oil tanker engaged in the
trade of carrying crude oil.
7 Product carrier means an oil tanker engaged in the
trade of carrying oil other than crude oil.
10 Nearest land. The term "from the nearest land" means
from the baseline from which the territorial sea of the
territory in question is established in accordance with
international law
11 Special area means a sea area where for recognized
technical reasons in relation to its oceanographically and
ecological condition and to the particular character of its
traffic the adoption of special mandatory methods for the
prevention of sea pollution by oil is required.
For the purposes of Annex I, the special areas are defined
as follows:
.1 the Mediterranean Sea area means the Mediterranean
Sea proper including the gulfs and seas
.2 the Baltic Sea area means the Baltic Sea proper with
the Gulf of Bothnia, the Gulf of Finland and the
entrance to the Baltic Sea
.3 the Black Sea area 
.4 the Red Sea area means the Red Sea proper including
the Gulfs of Suez and Aqaba
.5 the Gulfs area means the sea area located between
Ras al Hadd and Ras al Fasteh
.6 the Gulf of Aden area means that part of the Gulf of
Aden between the Red Sea and the Arabian Sea
.7 the Antarctic area means the sea area south of latitude
60° S;
.8 the North West European waters include the North Sea
and its approaches, the Irish Sea and its approaches,
the Celtic Sea, the English Channel and its approaches
and part of the North East Atlantic immediately to the
west of Ireland.
.9 the Oman area of the Arabian Sea 
 .10 Southern South African waters
18 Segregated ballast means the ballast water
introduced into a tank which is completely separated from
the cargo oil and oil fuel system and which is permanently
allocated to the carriage of ballast
Regulation 34 - Control of discharge of oil
(mixtures/tankwashings)
A Discharges outside special areas should be performed
ONLY IF
.1 the tanker is not within a special area;
.2 the tanker is more than 50 nautical miles from the
nearest land;
.3 the tanker is proceeding en route;
.4 the instantaneous rate of discharge of oil content
does not exceed 30 litres per nautical mile;
.5 the total quantity of oil discharged into the sea
does not exceed 1/30,000 of the total quantity of the
particular cargo of which the residue formed a part;
6 the tanker has in operation an oil discharge
monitoring and control system and a slop tank
arrangement as required by regulations 29 and 31 of this
Annex.
(Also - discharging of oil mixtures should be only
during Day light and discharge pipe should be above the
sea surface in order to have visual control)
Regulation 37 - Shipboard oil pollution emergency
plan
1 Every oil tanker of 150 gross tonnage and above and
every ship other than an oil tanker of 400 gross tonnage
and above shall carry on board a shipboard oil pollution
emergency plan approved by the Administration.
2 Such a plan shall be prepared based on guidelines*
developed by the Organization and written in the working
language of the master and officers. The plan shall consist
at least of:
.1 the procedure to be followed by the master or
other persons having charge of the ship to report an oil
pollution incident
.2 the list of authorities or persons to be contacted
in the event of an oil pollution incident;
.3 a detailed description of the action to be taken
immediately by persons on board to reduce or control the
discharge of oil following the incident; and
.4 the procedures and point of contact on the ship
for coordinating shipboard action with national and local
authorities in combating the pollution.

============================================
================================
Annex II  Regulations for the Control of  Pollution by
Noxious Liquid Substances in Bulk  
 Regulation 1
Definitions
For the purposes of this Annex: 
10 Noxious liquid substance means any substance
indicated in the Pollution Category X, Y or Z of chapter 17
or 18 of the International Bulk Chemical Code.
11 ppm means ml/m3.
12 Residue means any noxious liquid substance which
remains for disposal.
13 Residue/water mixture means residue to which water
has been added for any purpose (e.g. tank cleaning,
ballasting, bilge slops).
15 Solidifying/non-solidifying
15.1 Solidifying substance means a noxious liquid
substance which:
.1 in the case of a substance with a melting point of
less than 15°C, is at a temperature of less than 5°C above
its melting point at the time of unloading; or
.2 in the case of a substance with a melting point of
equal to or greater than 15°C, is at a temperature of less
than 10°C above its melting point at the time of unloading.
15.2 Non-solidifying substance means a noxious liquid
substance, which is not a solidifying substance.
16.1 Chemical tanker means a ship constructed or
adapted for the carriage in bulk of any liquid product listed
in chapter 17 of the International Bulk Chemical Code.
16.2 NLS tanker means a ship constructed or adapted to
carry a cargo of noxious liquid substances in bulk and
includes an ‘‘oil tanker’’ as defined in Annex I of the
present Convention when certified to carry a cargo or part
cargo of noxious liquid substances in bulk.
17 Viscosity
17.1 High-viscosity substance means a noxious liquid
substance in category X or Y with a viscosity equal to or
greater than 50 mPa·s at the unloading temperature.
17.2 Low-viscosity substance means a noxious liquid
substance which is not a high-viscosity substance.

Regulation 6
Categorization and listing of noxious liquid substances and
other substances
1 For the purpose of the regulations of this Annex,
noxious liquid substances shall be divided into four
categories as follows:
.1 Category X: Noxious liquid substances which, if
discharged into the sea from tank cleaning or deballasting
operations, are deemed to present a major hazard to
either marine resources or human health and, therefore,
justify the prohibition of the discharge into the marine
environment;
.2 Category Y: Noxious liquid substances which, if
discharged into the sea from tank cleaning or deballasting
operations, are deemed to present a hazard to either
marine resources or human health or cause harm to
amenities or other legitimate uses of the sea and therefore
justify a limitation on the quality and quantity of the
discharge into the marine environment;
.3 Category Z: Noxious liquid substances which, if
discharged into the sea from tank cleaning or deballasting
operations, are deemed to present a minor hazard to
either marine resources or human health and therefore
justify less stringent restrictions on the quality and quantity
of the discharge into the marine environment;
.4 Other substances: Substances indicated as OS
(Other substances) in the pollution category column of
chapter 18 of the International Bulk Chemical Code which
have been evaluated and found to fall outside category X,
Y or Z as defined in regulation 6.1 of this Annex because
they are, at present, considered to present no harm to
marine resources, human health, amenities or other
legitimate uses of the sea when discharged into the sea
from tank cleaning or deballasting operations.
Regulation 13
Control of discharges of residues of noxious liquid
substances
1 Discharge provisions
1.2 Before any prewash or discharge procedure is carried
out in accordance with this regulation, the relevant tank
shall be emptied to the maximum extent in accordance
with the procedures prescribed in the P&A Manual
(Procedure and Arrangement Manual).
2 Discharge standards
2.1 Where the provisions in this regulation allow the
discharge into the sea of residues of substances in
category X, Y or Z or of those provisionally assessed as
such or ballast water, tank washings or other mixtures
containing such substances, the following discharge
standards shall apply:
.1 the ship is proceeding en route at a speed of at
least 7 knots in the case of self-propelled ships or at least
4 knots in the case of ships which are not self-propelled;
.2 the discharge is made below the waterline
through the underwater discharge outlet
.3 the discharge is made at a distance of not less
than 12 nautical miles from the nearest land in a depth of
water of not less than 25 metres.
6 Discharge of residues of category X
6.1 Subject to the provision of paragraph 1, the following
provisions shall apply:
.1 A tank from which a substance in category X has
been unloaded shall be prewashed before the ship leaves
the port of unloading. The resulting residues shall be
discharged to a reception facility until the concentration of
the substance in the effluent to such facility, as indicated
by analyses of samples of the effluent taken by the
surveyor, is at or below 0.1% by weight. When the
required concentration level has been achieved, remaining
tank washings shall continue to be discharged to the
reception facility until the tank is empty. Appropriate
entries of these operations shall be made in the Cargo
Record Book and endorsed by the surveyor referred to in
regulation 16.1.
7 Discharge of residues of category Y and Z
.2 If the unloading of a substance of category Y or Z
is not carried out in accordance with the P&A Manual, a
prewash shall be carried out before the ship leaves the
port of unloading, unless alternative measures are taken
to the satisfaction of the surveyor referred to in regulation
16.1 of this Annex to remove the cargo residues from the
ship to quantities specified in this Annex. The resulting
tank washings of the prewash shall be discharged to a
reception facility at the port of unloading or another port
with a suitable reception facility provided that it has been
confirmed in writing that a reception facility at that port is
available and is adequate for such a purpose. (if discharge
operation performed according to P&A Manual tank
washing could be discharged in to the sea according to
Regulation 13)
.3 For high-viscosity or solidifying substances in
category Y, the following shall apply:
.3.1 a prewash procedure as specified in
appendix 6 shall be applied;
 .3.2 the residue/water mixture generated during
the prewash shall be discharged to a reception facility until
the tank is empty
Regulation 14
Procedures and Arrangements Manual
1 Every ship certified to carry substances of category X, Y
or Z shall have on board a Manual approved by the
Administration. The Manual shall have a standard format
in compliance with appendix 4 to this Annex. In the case of
a ship engaged in international voyages on which the
language used is not English, French or Spanish, the text
shall include a translation into one of these languages.
2 The main purpose of the Manual is to identify for the
ship’s officers the physical arrangements and all the
operational procedures with respect to cargo handling,
tank cleaning, slops handling and cargo tank ballasting
and deballasting which must be followed in order to
comply with the requirements of this Annex.
Regulation 15
Cargo Record Book
1 Every ship to which this Annex applies shall be provided
with a Cargo Record Book, whether as part of the ship’s
official log-book or otherwise, in the form specified in
appendix 2 to this Annex.
============================================
=========================================
Annex III Prevention of Pollution by Harmful
Substances Carried by Sea in Packaged Form
(entered into force 1 July 1992)
Contains general requirements for the issuing of detailed
standards on packing, marking, labelling, documentation,
stowage, quantity limitations, exceptions and notifications.
For the purpose of this Annex, “harmful substances” are
those substances which are identified as marine pollutants
in the International Maritime Dangerous Goods Code
(IMDG Code) or which meet the criteria in the Appendix of
Annex III.
============================================
================================
Annex IV Prevention of Pollution by Sewage from
Ships  (entered into force 27 September 2003) 
Regulation 1 - Definitions
For the purposes of this Annex:
3 Sewage means:
.1 drainage and other wastes from any form of
toilets and urinals;
.2 drainage from medical premises (dispensary, sick
bay, etc.) via wash basins, wash tubs and scuppers
located in such premises;
.3 drainage from spaces containing living animals;
or
.4 other waste waters when mixed with the
drainages defined above.
4 Holding tank means a tank used for the collection and
storage of sewage.
Regulation 11 - Discharge of sewage
1 Subject to the provisions of regulation 3 of this Annex,
the discharge of sewage into the sea is prohibited, except
when:
 .1 the ship is discharging comminuted and
disinfected sewage using a system approved by the
Administration in accordance with regulation 9.1.2 of this
Annex at a distance of more than 3 nautical miles from the
nearest land, or sewage which is not comminuted or
disinfected at a distance of more than 12 nautical miles
from the nearest land, provided that, in any case, the
sewage that has been stored in holding tanks shall not be
discharged instantaneously but at a moderate rate when
the ship is en route and proceeding at not less than 4
knots; the rate of discharge shall be approved by the
Administration based upon standards developed by the
Organization; or
.2 the ship has in operation an approved sewage
treatment plant which has been certified by the
Administration to meet the operational requirements
referred to in regulation 9.1.1 of this Annex, and
.2.1 the test results of the plant are laid down in the
ship's International Sewage Pollution Prevention
Certificate; and
.2.2 additionally, the effluent shall not produce visible
floating solids nor cause discoloration of the surrounding
water.
============================================
===============================  
Annex V Prevention of Pollution by Garbage from
Ships (entered into force 31 December 1988) 
Regulation 1 - Definitions
For the purposes of this Annex:
Garbage means all kinds of victual, domestic and
operational waste excluding fresh fish and parts thereof,
generated during the normal operation of the ship and
liable to be disposed of continuously or periodically except
those substances which are defined or listed in other
Annexes to the present Convention.
1.6.1 Dishwater means the residue from the manual or
automatic washing of dishes and
cooking utensils which have been pre-cleaned to the
extent that any food particles adhering to
them would not normally interfere with the operation of
automatic dishwashers.
1.6.2 E-waste means electrical and electronic equipment
used for the normal operation of
the ship or in the accommodation spaces, including all
components, subassemblies and
consumables, which are part of the equipment at the time
of discarding, with the presence of
material potentially hazardous to human health and/or the
environment.
1.6.3 Grey water means drainage from dishwater,
shower, laundry, bath and washbasin
drains. It does not include drainage from toilets, urinals,
hospitals and animal spaces,
as defined in regulation 1.3 of MARPOL Annex IV
(sewage) and drainage from cargo spaces.
Grey water is not considered garbage in the context of
MARPOL Annex V.
1.6.4 Recycling means the activity of segregating and
recovering components and
materials for reprocessing.
1.6.5 Reuse means the activity of recovering components
and materials for further use
without reprocessing.
Discharge
Although discharge into the sea of limited types of
garbage is permitted under MARPOL Annex V, discharge
of garbage to port reception facilities should be given
primary consideration. When discharging garbage, the
following points should be considered:
.1 In general the discharge shall take place when the ship
is en route and as far as practicable from the nearest land,
ice shelf or fast ice. Attempts should be made to spread
the discharge over as wide an area as possible and in
deep water (50 m or more). Prevailing currents and tidal
movements should be taken into consideration when
discharging into the sea is permitted;
Regulation 5 - The special areas established under
Annex V are:
· the Mediterranean Sea area
· the Baltic Sea area
· the Black Sea area
· the Red Sea area
· the Gulfs area
· the North Sea area
· the Wider Caribbean Region and
· the Antarctic area.

============================================
==================================
Annex VI Prevention of  Air Pollution from Ships
(entered into force 19 May 2005)
 Sets limits on sulphur oxide and nitrogen oxide
emissions from ship exhausts and prohibits emissions of
ozone depleting substances;
designated emission control areas set more stringent
standards for SOx, NOx and particulate matter.  
MARPOL Annex VI Regulations –
Chapter III Requirements for control
of emissions from ships
Regulation 15 Volatile organic compounds - Regulation
15 Volatile orgallic compoullds
A tanker carrying crude oil shall have on board and
implement a VOC management plan approved by the
Administration. Such a plan shall be prepared taking into
account the guidelines developed by the Organization.
The plan shall be specific to each ship and shall at least:
.1 provide written procedures for minimizing VOC
emissions during the loading, sea passage and discharge
of cargo;
.2 give consideration to the additional VOC generated by
crude oil washing;
.3 identify a person responsible for implementing the plan;
.7 This regulation shall also apply to gas carriers only if the
types of loading and containment systems allow safe
retention of non-methane VOCs on board or their safe
return ashore.

============================================
========================
Special areas under MARPOL are as follows:
Adoption, entry into force & date of taking effect of
Special Areas
Date of
Special Areas Entry into
Force
Annex I: Oil
Mediterranean Sea 2 Oct 1983
Baltic Sea 2 Oct 1983
Black Sea 2 Oct 1983
Red Sea 2 Oct 1983
"Gulfs" area 2 Oct 1983
Gulf of Aden 1 Apr 1989
17 Mar
Antarctic area
1992
North West European Waters 1 Feb 1999
Oman area of the Arabian Sea 1 Jan 2007
Southern South African waters 1 Mar 2008
Annex II: Noxious Liquid Substances
Antarctic area 1 Jul 1994
Annex IV: Sewage
Baltic Sea 1 Jan 2013
Annex V: Garbage
31 Dec
Mediterranean Sea
1988
31 Dec
Baltic Sea
1988
31 Dec
Black Sea
1988
Red Sea 31 Dec
 1988
31 Dec
"Gulfs" area
1988
18 Feb
North Sea
1991
Antarctic area (south of latitude 60 17 Mar
degrees south) 1992
Wider Caribbean region including
the Gulf of Mexico and the 4 Apr 1993
Caribbean Sea
Annex VI: Prevention of air pollution by ships
(Emission Control Areas)
19 May
Baltic Sea (SOx )(NOx) 2005
1 Jan 2019
22 Nov
North Sea (SOx)(NOx) 2006
1 Jan 2019
North American ECA Aug 2011
(SOx and PM) (NOx)  
United States Caribbean Sea ECA  1 Jan 2013
(SOx and PM) (NOx)  
 RADAR
 ARPA
 X-band radar
 S- Band
 Which Frequency on SART
 ECHO SOUNDER
 GPS
 WGS 84
 SPEED LOG
 BWNAS
 BAROGRAPH
 BAROMETER
 SEXTANT
 Pelorus
 Anemometer
 GYRO COMPASS
 MAGNETIC COMPASS
 Autopilot
 Rudder angle indicator
 Rate of turn indicator
 VOYAGE DATA RECORDER (VDR)

NAVIGATION EQUIPMENT
1. RADAR:- RADIO DETECTION AND RANGING its is
a system which detect object by using radio waves. It
is used to determine the range, speed ,course ,CPA ,
TCPA of the object which helps navigate the ship
 safety in open and congested waters and even when
there is zero visibility.
2. There are four main unit of radar:- Transmitter,
Scanner, Receiver, Display
3. ARPA – Automatic Radar Plotting Aid, which
calculates track of objects, course, speed and CPA /
TCPA / BCR
4. X-band radar operating Frequency 9GHz, wave 3sm
and shows us more detailed objects on short range.
5. S- Band Radar operating at Frequency of 3GHZ,
wave length is 10sm which mostly used for Long
range and better works in poor weather condition
6. (The frequencies of X-band radar and SART is 9
GHz)
7. Magnetron Renewal every - 3000 - 4000 hrs as per
Makers Advise
8. Radar Antenna Motors Renewal every 10 000hrs
9. Performance test at least every watch.
10. ECHO SOUNDER :- Echo sounder is an
electronic equipment which measures the depth of
sea bed.it uses the acoustic pulses at the rate of 5-
600 pulses per minute having a beam with of 12-25
degrees are transmitted vertically down to the sea
bed. Received echoes are converted into electrical
signals by the transducer .The electrical signals are
sent to the stylus which produce corresponding marks
on the recording paper. Depth measurement:-
Depth=v x t/2 (Where v= velocity of sound in water, t=
time taken to travel the distance)
11. GPS:- (Global Positioning System) it is satellite
based navigational system provided by the US
 department of defense. It permit user with suitable
receiver to establish their position, speed and time on
land, sea or in air at any time of day or night and in
any weather condition
12. WGS 84 is an Earth-centered, Earth-fixed
terrestrial reference system and geodetic datum.
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. It is the
reference system for the Global Positioning System
(GPS)
13. SPEED LOG – Equipment which provides Speed
of the vessel threw water
14. BNWAS - The purpose of a bridge navigational
watch alarm system (BNWAS) is to monitor bridge
activity and detect operator disability which could lead
to marine accidents. The system monitors the
awareness of the Officer of the Watch (OOW) and
automatically alerts the Master or another qualified
OOW if for any reason the OOW becomes incapable
of performing the OOW.s duties. This purpose is
achieved by a series of indications and alarms to alert
first the OOW and, if he is not responding, then to
alert the Master or another qualified OOW.
Additionally, the BNWAS may provide the OOW with
a means of calling for immediate assistance if
required.
15. The BNWAS should be used at all times except
when the ship is alongside, in Dry-dock or at a repair
facility. Master can switch off BNWAS if he takes over
 the conn from OOW while underway only for the
period while conn remains with him.
16. BAROGRAPH:- it is used to record the
atmospheric pressure and to determine the pressure
tendency.
17. BAROMETER:-It is used to determine the
atmospheric pressure at the vessel position.
18. SEXTANT :- It an instrument with an arc of 60
degree , it is a sighting mechanism ,used for
measuring the angular distance between objects and
especially for taking altitudes of a celestial body in
order to determine the observers latitude and
longitude.
19. Pelorus –is a reference tool for maintaining
bearing of a vessel at sea. It is a "dumb compass"
without a directive element, suitably mounted and
provided with vanes to permit observation of relative
bearings.
20. Anemometer - is a device used for measuring
wind speed and direction.
21. GYRO COMPASS:- It is equipment in which the
direction of true north is maintained by a continuously
driven gyroscope whose axis is parallel to the earth’s
axis of rotation. It is highly reliable, compact size, has
small error, ability to run repeaters and provides a
heading reference for other navigational equipment’s.
It is not affected by the earths magnetic field.
22. MAGNETIC COMPASS:- Magnetic compass is
the standard compass of the ship. It uses the earths
magnetic field to show the Magnetic North. It is kept
on monkey island, on the centerline of the ship.
23. THERE ARE TWO TYPE OF MAGNETIC
COMPASS:-
24. DRY CARD COMPASS:- made of rice paper,
diameter 254mm,cover-alluminium ring
25. WET CARD COMPASS:-liquid mixed of distilled
water and pure ethyl alcohol or glycol
26. Autopilot - is considered to be one of the most
effective bridge navigational equipment as it assists
the human operator in controlling the ship by keeping
the steering in autopilot, which allows them to
concentrate on broad aspects of the operation. It is a
combination of hydraulic, mechanical, and electrical
system and is used to control the ship’s steering
system from a Navigation bridge.
27. Rudder angle indicator- as the name indicates,
provides the angle of the rudder. The display is
provided on the navigation bridge equipment console
so that the ship navigation officer can control the rate
of turn and rudder angle of the ship. The indication is
also provided in the bridge wing and engine control
room.
28. Rate of turn indicator- This navigational tool
indicates how fast the ship is turning at a steady rate
(useful during pilotage and manoeuvring), normally
shown as a number of degrees turned. The rate a
ship is turning is measured in degrees per minute.
This essential tool assists a Helmsman in steering a
course safely.
29. VOYAGE DATA RECORDER (VDR)
30. VDR and S-VDR equipment has been mandated
for carriage on both new ships (VDR) and existing
ships(S-VDR) according to schedules agreed at IMO.
31. To assist in casualty investigations, ships
engaged on international voyages, are fitted with a
Voyage Data Recorder (VDR) should continuously
maintain sequential records of pre-selected data
items relating to status and output of the ship’s
equipment and command and control of the ship. As a
minimum ,the following parameters (as applicable to
vessel) must be recorded: date and time, position,
speed, heading, radar data, echo sounder data,
mandatory alarms, rudder data, telegraph data, hull
opening and watertight door status, wind data,
accelerations and hull stresses. VDR equipment also
records all VHF and verbal communications.
32. The VDR should be installed in a protective
capsule that is brightly coloured and fitted with an
appropriate device to help locating it when in water. It
should be entirely automatic in operation.
Radio Communication Equipment:
 What is GMDSS Components-
 INMARSAT
 NAVTEX
 Which Type of EPIRB do you know
 EPIRB Battery requirements
 EPIRB Test Procedure
 EPIRB action if false alerting
 EPIRB Testing procedure
 Which Frequency use SART
 SART Testing Procedure
 Digital Selective Calling (DSC):.
 SEA AREA according to GMDSS
 Very High Frequencies (VHF).
 Documents to be carried –
 GMDSS Test Requirements -
 PAN PAN / MAYDAY / SECURITE:-
 ACTION WHEN RECEIVE DISTRESS MSG:-
 What function is MRCC (Mission Rescue Co-
Ordination
 What is LRIT

1. GMDSS - meaning and System components /

Functional Requirements – The Global Maritime
Distress and Safety System (GMDSS) is an
internationally agreed-upon set of safety procedures,
types of equipment, and communication protocols
used to increase safety and make it easier to rescue
 distressed ships, boats and aircraft. GMDSS consists
of several systems
7 elements of GMDSS
Distress Communication And False Alert.
Operation Procedure For Use Of DSC Equipment.
Search And Rescue Transponder.
Extract From ITU Radio Regulations.
VHF DSC List Of Coast Stations For Sea Area A1.
MF DSC List Of Coast Stations For Sea Area A2.
HF DSC List Of Coast Stations For Sea Area A3.
SEA AREAS OF GMDSS
A1, A2, A3 and A4

2. INMARSAT: It is a Satellite operated system that

includes ship earth station terminals – Inmarsat B, C
and F77. It provides telex, telephone and data
transfer services between ship-to-ship, ship to shore,
and shore to ship along with a priority telex and
telephone service connected to shore rescue centres.
3. NAVTEX: NAVTEX is an internationally adopted
automated system which is used to distribute MSI-
maritime safety information, and includes weather
forecasts and warnings, navigational warnings,
search and rescue notices and other similar safety
information.
4. Emergency Position Indicating Radio Beacon
(EPIRB): EPIRB is an equipment to help determine
the position of survivors during a SAR operation. It is
a secondary means of distress alerting. Read about
EPIRB here.
5. Search and Rescue Locating Equipment (SART):
Primarily the Search and Rescue Radar Transponder.
 This is used to home Search and Rescue units to the
position of distress which transmits upon
interrogation.
6. Digital Selective Calling (DSC): This is a calling
service between ship to ship, ship to shore or vice
versa for safety and distress information mainly on
high or medium frequency and VHF maritime radio.
7. SEA AREA according to GMDSS – Area A1, A2,
A3, A4
In the GMDSS framework, there are different Sea
Areas to allot the working equipment in the respective
area. They are as follows:

To understand the above table further, following are

the ranges with regard to the frequencies in a specific
band:

Medium Frequencies: 300 KHz to 3 MHz

High Frequencies: 3 MHz to 30 MHz
Very High Frequencies: 30 MHz to 300 MHz
8. Very High Frequencies (VHF) For the purposes of
maritime communication, the range of 156 MHz to
174 MHz is allocated. Channel 16, which is set at
156.800 MHz, is for Distress, Urgency and Safety
 communication. Channel 70, set at 156.525 MHz, if
for routine VHF DSC (Digital Selective Calling) watch.
9. Documents to be carried –
 Ship’s Radio License
 Radio Operators Certificates
 Safety Radio Certificate
 GMDSS Radio Log Book
 ITU List of Cell Signs and Numerical Identities of
Stations used by Maritime Mobile and Maritime
Mobile Satellite Services
 ITU List of Coast Stations
 ITU List of Ship Stations
 ITU List of Radio determination and Special Service
Stations
 Antenna Rigging Plan
 Valid Shore Based Maintenance Certificate

10. MMSI – Maritime Mobile Service Identity (MMSI)

is a unique 9 digit number that is assigned to a
(Digital Selective Calling) DSC radio or an AIS unit.
Similar to a cell phone number, your MMSI number is
your unique calling number for DSC radios or an AIS
unit

11. GMDSS Test Requirements - The daily, weekly

and monthly tests of all the GMDSS equipment
should be done by every navigating officer
responsible for it without any compromise. We must
not forget that it is our only best friend in a distress
situation at sea.
 Ships at sea must be capable of performing the nine
functional GMDSS requirements. They are:
 Ship-to-shore distress alerting
 Shore-to-ship distress alerting
 Ship-to-ship distress alerting
 SAR coordination
 On-scene communications
 Transmission and receipt of emergency locating
signals
 Transmission and receipt of MSI
 General radio communications
 Bridge-to-bridge communications

12. PAN PAN / MAYDAY / SECURITE:-

PAN PAN means urgency msg,
MAYDAY MAYDAY means distress msg,
SECURITE means security msg

13. ACTION WHEN RECEIVE DISTRESS MSG:-

First of all never acknowledge a distress alert from
another ship, because if we acknowledge the alert
than it will stop the distress alert transmission from
the distress ship. The distress alert is always
acknowledged by the Search Rescue Center or by a
ship when instructed by the SRC.
All action should be taken considered own vessel
location Area A1, A2, A3, A4
Area A1 AND A2– wait for SRC to acknowledge if no
response than relay the alert to shore
Area A3 AND A4- not to wait SRC and relay the alert
to RCC by all available means
OOW should check the position of the distress and
check in which sea area vessel is, whether it is
nearby or far away, if it is nearby than OOW will
inform master and log down the details IN GMDSS
LOG and wait for SRC to acknowledge the DSC
distress alert. If no response than after taking master
permission relay the distress alert to the nearest SRC
and wait for their acknowledgement. If there not
nearby CRS, take permission from master and relay
the alert to the SRC by all means.

EPIRB / Types / Battery / Position Findings / False

Alert / Testing –
Types Of EPIRB
COSPAS-SARSAT– EPIRBS under the COSPAS-
SARSAT system work on the 406.025 MHz and 121.5
MHz band and are applicable for all sea areas
INMARSAT E– 1.6 GHz band is the one which this
EPIRB works on. These are applicable for sea areas
A1, A2 and A3
VHF CH 70– This works on the 156.525 MHz band
and are applicable for sea area A1 only.
The device contains two radio transmitters, a 5-watt
one, and a 0.25-watt one, each operating at 406 MHz,
the standard international frequency typically
signalling distress, 406MHz. The 5-watt radio
transmitter is synchronised with a GOES weather
satellite going around the earth in a geosynchronous
orbit. 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, date of the event, the nature
of distress and the position.

A UIN is a Unique Identifier Number that is

programmed into each beacon at the factory. The UIN
number consists of 15 digit series of letters and
numbers that make up the unique identity of the
beacon. The UIN is on a white label on the exterior of
the beacon. The UIN is also referred to as the Hex ID.

The Local User Terminal (satellite receiving units or

ground stations) calculates the position of the
casualty using Doppler Shift (is the change in
frequency or wavelength of a wave (or other periodic
events) for an observer moving relative to its source).

The LUT passes on the message to the MRCC

(Mission Rescue Co-Ordination Centre). Furthermore,
the MRCC is responsible for the SAR ops and
oversees the execution of the rescue mission.
Battery
12 Volt battery
48 hours of transmitting capacity
Normally replaced every 2 to 5 years
False Alerting
It is possible that the EPIRB might get activated by
mistake by an individual onboard. In order to prevent
a chain of SAR operations in motion it is imperative
that the EPIRB false transmission is cancelled. In
case the EPIRB is falsely activated, the nearest coast
station or RCC (Rescue Co-Ordination Center) must
be informed immediately of this event and as
mentioned, cancel it.
Testing EPIRB
The EPIRB should be tested once a month to ensure
operational integrity. The procedure to do so is as
follows:
Press and release the test button on the EPIRB
The red lamp on the EPIRB should flash once
Within 30 seconds of pressing the button, the strobe,
as well as the red light, should flash several times
After 60 seconds of operation, the EPIRB will switch
off
MRCC (Mission Rescue Co-Ordination Centre).
the MRCC is responsible for the SAR operation and
oversees the execution of the rescue mission. The
Maritime Rescue and Coordination Centre (MRCC) is
the first point of contact for incidents at sea, vessels in
distress, accidents and oil pollution. After an
emergency call, the MRCC starts up the dispatching
of several tasks to the different coast guard partners.

NAVTEX :- is an international maritime automated

medium frequency direct printing service for delivery
of navigational and meteorological warnings and
forecasts as well as urgent marine safety information
to ships. navtex transmission are also called NBDP
narrow band direct printing. navtex broadcast are
primarily made on medium frequencies of 518khz and
490khz. The international navtex frequency is 518khz
and these broadcast are always in English. national
transmission of navtex are broadcasted on 490khz
specifically in local language.

LONG RANGE IDENTIFICATION AND TRACKING

(LRIT)
LRIT is an international tracking and identification
system incorporated by the IMO under its SOLAS
convention to ensure a thorough tracking system for
ships of 300 gross tons and above which are on
international voyages across the world. This maritime
equipment is fitted to improve the maritime domain
awareness. Usually there are two types fitted, one is a
dedicated LRIT unit and the other type is incorporated
within the existing Sat-C unit. To ensure that the LRIT
transmits the necessary data at the prescribed time
interval, ship staff shall always keep the “SAT C”
communication system “On” or keep the dedicated
LRIT unit powered on at all times, including in port.
ECDIS
 Which charts use ECDIS
 What is S-57, S-63 and S-52 Standarts
 What is AIO
 How to Update ENC
 What is T&P NMs
 What is Chart N1
 What is 4.0 presentations library.
 What is CATZOC
 What is SAFETY DEPTH
 Meaning of SAFETY CONTOUR
 What is the difference between the safety contour and the safety depth?
 Meaning of DEEP CONTOUR:
 Meaning of SHELLOW CONTOUR
 What is Look-AHEAD FRAME

1. ECDIS CHARTS - 1.Raster Chart (RNC): RNCs are direct copy or a scan
of the paper charts. It looks identical to a paper chart as all the information
shown is directly printed. The chart only grows larger or smaller as per the
zooming and when rotated, everything rotates. 2.Vector Chart (ENC):
ENCs are computer generated charts. The details on an ENC can be
turned on and off depending on the requirement of the user. Objects on the
ENC can be clicked for more details on the same. Depths can also be
monitored to obtain a warning with regard to grounding. When zooming, the
features grow large or small but the text remains the same.
2. S-57, S-63 and S-52: - are some of the important ECDIS and ENC
Standards that have been developed by the International Hydrographic
Organization (IHO) to support Safety of Life At Sea (SOLAS). Met by all
charts in the ADMIRALTY Vector Chart Service, these standards have
been put into place to ensure that all Electronic Navigational Charts (ENCs)
are accurate, secure and can be interpreted correctly by type-approved
Electronic Chart Display and Information Systems (ECDIS).
3. 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 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.
4. Chart Updating - Updates to the ECDIS charts may reach the ship in
various ways, depending upon the capabilities of the service provider and
the onboard communication facilities.
a. On data distribution media (DVD)
b. As an email attachment (SATCOM)
c. As a broadcast message via SATCOM plus additional communication
hardware
d. As an internet download
Where can you update the ENC charts?
ENCs are updated by weekly 'Notices to Mariners' issued by Hydrographic Offices / Regional ENC co-
ordination centers ( RENC) and corrections are received on the vessel either by email or data file (AVCS
DVD). The actual updating is either applied to the ECDIS chart database automatically or by the user.

5. T&P NMs - The UKHO issues a weekly bulletin of Temporary and

Preliminary Notices to Mariners (T&P NMs) which contains temporary
information of navigational, Digital vessels without paper charts receive
temporary information as updates and new editions of ENCs. AIO also
provides additional information
6. Chart N1 - describes the symbols, abbreviations, and terms used on ENC
charts

.
7. 4.0 presentations library. -ECDIS manufacturers refer to these IHO
ECDIS Standards when developing their software, specifically the latest
Presentation Library (4.0) within S-52. This contains instructions for the
'drawing engine' within the ECDIS on how to display symbols, colours and
line styles on the screen.
8. CATZOC - here are three main factors for the reliability of chart by
navigators, such as Sounding depth accuracy, Sounding Position accuracy
and quality of the survey of the seafloor. In ENC the S-63 standard allows
 information about the accuracy of the survey data to be displayed for each
ENC cell. This function is called ‘Category of Zone of
Confidence’(CATZOC). Then ECDIS will display CATZOC Level, The
symbol looks like triangular shape having stars inside, Stars number
depend on the level of accuracy. There are total Six level namely
A1,A2,B,C,D,U. Let’s now see, How CATZOC affect UKC and safety
depth? As a prudent Navigator, we have to be the concern with sounding
depth, sounding position and seafloor coverage. Hence, for instance, if
route leg going through at CATZOC A1 and depth showing 9(nine meters),
Then for depth and position accuracy to be on the safe side we have to
calculate as below example:
ZOC Allowance (A1) = 0.5 + 0.01 × Depth
ZOC Allowance (A1) = 0.5 + 0.01 × 9 = 0.59 ≈ 0.6 m
Now depth may be in between 8.4 m ~9.6 m within 5 meter of that position
Now if it is in CATZOC C,
ZOC Allowance (C) = 2 + 0.05 × Depth
ZOC Allowance (C) = 2 + 0.05 × 9 = 2.45 ≈ 2.5 m
Now depth may be in between 6.5 m ~11.5 m within 500 meters of that position
For safety, we need to take 6.50 meter instead of 9.0 meter in CATZOC-C area at
this case.
Moreover, if any Wreck or obstruction at CATZOC –C, Navigator should mark it by
a circle around 500 meters for position accuracy.
For CATZOC ‘D’ & ‘U’ ,There is no specific accuracy which to be considered for
UKC Calculation, Hence navigator must take extreme care which may include but
not limited to; if possible then to avoid the area and to use alternate route, Consult
with nearest port authorities, Consult latest paper chart otherwise depth accuracy
to be taken at least 50% of deepest draft or more.
Finally, CATZOC is for accuracy and reliability of position and depth accuracy
which directly influence the vessel’s position and UKC. During passage planning
and execution, Navigator shall not only provide the allowance for the depth
accuracy but also the position accuracy of given hazardous soundings.
ECDIS Categor Position Depth Accuracy Seafloor
Symbol y Accuracy Coverage
A1(6 ± 5 metres 0.5 metres±1% Full area
stars) depth search.
Significant
seafloor
features
detected and
 depth
measured.
A2(5 ± 20 1.0 metres±2% Full area
stars) metres depth search.
Significant
seafloor
features
detected and
depth
measured.
B(4 ± 50 1.0 metres±2% Systematic
stars) metres depth survey, but
some
uncharted
hazardous
features may
exist but are
not expected
C(3 ± 500 2.0 metres±5% Depth
stars) metres depth anomalies may
be expected
D(2 More than More than 2.0 Large depth
stars) 500 metres±5% anomalies may
metres depth be expected
U Unassessed

9. SAFETY DEPTH = Maximum Draft (static) + UKC (Company’s Policy) +

Squat(Maximum)+ CATZOC - Height of Tide
10. SAFETY CONTOUR - Is calculated same as per Safety depth AND
activates ALARM when depth is less. Could be the same but no less then
SAFETY DEPTH
Safety Contour separates safe and unsafe navigating water is highlighted
on the chart with a prominent line and showed in different colors. A depth
 equal to or less than the Safety Depth is highlighted on the chart in bold
type.
11. What is the difference between the safety contour and the safety
depth?
Safety Contour separates safe and unsafe navigating water is highlighted
on the chart with a prominent line and different colors, Safety Depth is a
setting to detect depths that are a danger to navigation.
12. DEEP CONTOUR: Whereas Deep contour for all practical purposes is
considered as a contour depth at which the shallow water effects might
start having an effect on the maneuverability of the ship, which is taken as
Deep Contour: 4 x draft of the vessel (standard accepted value)i.e
Draft=12.5 mtr ; Deep contour=4x12.5= 60 mtrs.
13. SHELLOW CONTOUR - To highlight the gradient of the seabed
adjacent to the safety contour. It should be next contour shallower than
Safety Contour
14. Look-AHEAD FRAME initiates visual and sound warnings when Safety
Frame crossing dangers or danger Depth, Safety Frame is highlighted on
the chart.
15. What does means Scale 5 Cells. “5” as first number symbol (ex.
CL5TR005)

CC P XXXXX .000
Band 1– 2– 3–
XXXXX= Individual cell
4– 5– 6-
CC= Producer Nation P= Navigation Purpose .000= Extension indicates
Overview
code as described in S- General
as described below: Coastal
name. Each producer hasApproac Harbor
that it is base ENC (not Berthing
62 (i.e. DE-Germany; its own policy on naming SENC). Subsequent
GB-United Kingdom; 1 – Overview; of individual ENC cells. h updates applies to the
RU-Russia, etc.) ENC cell are sequentially
2 – General;
1:3,000,000 1:700,000 1:180,000 1:45,000 1:12,000
numbered (.001;.002
etc.).NOT all ECDIS
3 – Coastal;
display the file type
Scales 4 – Approach; extension 1:8,000 Less
5 – Harbor; 1:4,000
6 - Berthing
1:4,000

Vertical Lines during “SCAMIN / SCAMOUT” - 2 reasons why? –

Explain Prove sensor configuration and back-up (e.g. DR Mode)

Why do we need to Conduct Scan route for next passage and configure for
results.

Why we need to Turn isolated dangers in shallow water on/off.

How do you set a date-dependent view? Explained the why this is used?

Is Scale minimum (SCAMIN) being applied?

Yes, it is applied. SCAMIN must be selected ON for execution and

monitoring of the Passage Plan in order to reduce the effects of an over-
crowded display.
Procedure to cross Shallow Zone and safety contour
PART I: TOP 10 COMMON INTERVIEW QUESTIONS AND ANSWERS:

1. Tell me about yourself?

This is one of the first questions you are likely to be asked. Be prepared to talk about yourself, and why
you're an excellent fit for the job. Try to answer questions about yourself without giving out too much,
or too little, personal information. You can start by sharing some of your personal interests and
experiences that don't relate directly to work, such as a favorite hobby or a brief account of where you
grew up, your education, and what motivates you. You can even share some fun facts and showcase
your personality to make the interview a little more interesting.

If it feels daunting to generate this information from scratch, you can rely on a simple formula to
construct your answer. The ‘present-past-future’ formula is a way to share key background points while
ending on a high note. Begin with a brief overview of where you are now (which could include your
current job along with a reference to a personal hobby or passion), reference how you got to where you
are (here you could mention education, or an important experience such as a past job, internship or
volunteer experience) and then finish by touching on a goal for the future.

Bonus points if you’re able to identify how the position you’re applying for aligns with how you envision
your future.

Remember to be careful about what you include in your answer – avoid potentially contentious subjects
such as political or religious leanings, unless you are absolutely positive that your opinions would be
well-received by your interviewer. You should also avoid talking too much about family responsibilities
or hobbies that might make your interviewer wonder whether you could commit yourself 100% to the
job.

No matter how you choose to respond, write out your answer in advance and then read it aloud to
ensure it sounds natural. Try to keep it short and sweet, as you don’t want to come across as the type of
person who endlessly drones on about themselves.

Related post: top 5 answer samples to this question: jobinterview68.blogspot. com/2018/07/tell-me-

about-yourself-answer-samples.html

2. What are your greatest professional strengths?

 When answering this question, interview coach Pamela Skillings recommends being accurate (share
your true strengths, not those you think the interviewer wants to hear); relevant (choose your strengths
that are most targeted to this particular position); and specific (for example, instead of “people skills,”
choose “persuasive communication” or “relationship building”). Then, follow up with an example of how
you've demonstrated these traits in a professional setting

Tips to answer this question:

+ Grab hold of the opportunity this question gives you. This question really lets you guide the interview
where you want it to go. This your chance to relate your most impressive success story, so take
advantage!

+ Highlight a strength that is crucial to the position. (As I mentioned earlier)

+ Find out from your company research and from the job description what strengths the company puts
a lot of stock into.

+ Don’t make claims that you can’t illustrate with a brief example or fact.

+ Don’t be overly modest but don’t claim to be Superman or Superwoman either.

+ Don’t name a strength that is irrelevant to the job at hand.

Here are top strengths for your job interview

Related post: careerhandbook365.blogspot. com/2018/07/top-10-strengths-every-employers-are-

looking-for.html

3. What are your weaknesses?

"What are your weaknesses" is one of the most popular questions interviewers ask. It is also the most
dreaded question of all. Handle it by minimizing your weakness and emphasizing your strengths. Stay
away from personal qualities and concentrate on professional traits: "I am always working on improving
my communication skills to be a more effective presenter. I recently joined Toastmasters, which I find
very helpful."

Tips to answer this question:

+ Show that you are aware of your weakness and what you have done to overcome it.
+ Show that you are “self-aware” and that you have the ability to take steps to improve yourself.

+ Don’t you DARE answer with the cliche “I’m a perfectionist” answer or any other such answer that the
hiring manager can see right through.

+ Don’t highlight a weakness that is a core competency of the job. (Know the job description “inside and
out”.)

+ Don’t dodge this question.

4. Why did you leave (or why are you leaving) your job?

If an interviewer asks, "Why did you leave (or why are you leaving) your job?" and you're unemployed,
state your reason for leaving in a positive context: "I managed to survive two rounds of corporate
downsizing, but the third round was a 20% reduction in the workforce, which included me."

If you are employed, focus on what you want in your next job: "After two years, I made the decision to
look for a company that is team-focused, where I can add my experience."

Tips to answer this question:

+ If it was because you left voluntarily then reference a specific characteristic that the company you are
interviewing for has that you are attracted to. One that your previous employer didn’t have.

+ If you were let go, be honest and explain the situation and own it. Explain what you learned from the
experience, because the interviewer knows you’re human, you make mistakes, and just wants to see
that you were able to do something about it

+ Words like “downsizing” and “budget cuts” and “bad economy” are good defenses if they are true and
are the reasons for departure from the job.

+ Don’t bash your last company or boss or anything along those lines.

+ Don’t say, “It’s time for a career switch and I’d like to try my hand at the job you are offering” or “I’m
tired of doing the same old thing.” Give a pointed, Positive reason for why you want to head off in a new
direction.

+ Don’t lie if you were fired.

5. What is your greatest professional achievement?

 Nothing says “hire me” better than a track record of achieving amazing results in past jobs, so don't be
shy when answering this interview question! A great way to do so is by using the S-T-A-R method: Set up
the situation and the task that you were required to complete to provide the interviewer with
background context (e.g., “In my last job as a junior analyst, it was my role to manage the invoicing
process”), but spend the bulk of your time describing what you actually did (the action) and what you
achieved (the result). For example, “In one month, I streamlined the process, which saved my group 10
man-hours each month and reduced errors on invoices by 25%.”

Tips to answer this question:

+ Talk about an accomplishment that exhibits how you will be a perfect fit for the company and for the
position you’re interviewing for.

+ Try and show some genuine passion when you’re talking about your accomplishment.

+ Don’t fall into the trap of thinking your accomplishment is “too small”. The fact is, relating a small
accomplishment that is inline with “what the company values” can be more powerful than an unrelated
accomplishment. (Remember: “It’s not about you, It’s about them.”)

6. Where do you see yourself in five years?

If asked this question, be honest and specific about your future goals, but consider this: A hiring
manager wants to know a) if you've set realistic expectations for your career, b) if you have ambition
(a.k.a., this interview isn't the first time you're considering the question), and c) if the position aligns
with your goals and growth. Your best bet is to think realistically about where this position could take
you and answer along those lines. And if the position isn’t necessarily a one-way ticket to your
aspirations? It’s OK to say that you’re not quite sure what the future holds, but that you see this
experience playing an important role in helping you make that decision.

Tips to answer this question:

+ Demonstrate when you answer the question your level of commitment to the position they are
interviewing you for.

+ After you have demonstrated your commitment to the role you are interviewing for, outline a realistic
growth strategy that is directly tied to the role you’re in and the needs and values of the company.

+ Stress your interest in a long-term career at the company.

+ Don’t exhibit ambition to the point of seeming like this particular job is just a “brief stepping stone”
for you. You need to show commitment.
+ Don’t say you want to be CEO of the company in 5 years.

+ Don’t say “Actually I want to be in YOUR seat within the next 5 years.” to the hiring manager.

Related post: top 5 answer samples to this question: jobsearchtips360.blogspot. com/2018/07/where-

do-you-see-yourself-in-5-years.html

7. Why should we hire you?

Answer "Why should we hire you?" by summarizing your experiences: "With five years' experience
working in the financial industry and my proven record of saving the company money, I could make a big
difference in your company. I'm confident I would be a great addition to your team."

Tips to answer this question:

+ Show the hiring manager that you are uniquely suited to filling this position. Be the candidate that
solves their “problems“.

+ Show you know some significant details about the company and their general practices because you
have researched the firm and are prepared.

+ Tell a “success story” that highlights how you have the ‘qualities’ needed to fill their specific needs.

+ Don’t get discouraged if the hiring manager mentions that “they have lots of very well qualified
candidates…” before they lead into this question. (It’s a common “lead in”)

+ Don’t be too modest. This is your chance to shine. Make it count.

+ On the flip side don’t go too overboard and sound too arrogant.

+ Don’t be “wishy-washy” or too general with your answer.

+ Don’t answer with “why” you want the job. Answer with “why you are the perfect fit” for the job.

8. What do you know about the company?

Any candidate can read and regurgitate the company’s “About” page. So, when interviewers ask this,
they aren't necessarily trying to gauge whether you understand the mission—they want to know
whether you care about it. Start with one line that shows you understand the company's goals, using a
couple key words and phrases from the website, but then go on to make it personal. Say, “I’m personally
drawn to this mission because…” or “I really believe in this approach because…” and share a personal
example or two.

9. What are your salary requirements?

The #1 rule of answering this question is doing your research on what you should be paid by using sites
like Payscale and Glassdoor. You’ll likely come up with a range, and we recommend stating the highest
number in that range that applies, based on your experience, education, and skills. Then, make sure the
hiring manager knows that you're flexible. You're communicating that you know your skills are valuable,
but that you want the job and are willing to negotiate.

10. Have you got any questions?

At the end of the interview, it is likely that you will be given the chance to put your own questions to
the interviewer.

+ Keep them brief: there may be other interviewees waiting.

+ Ask about the work itself, training and career development: not about holidays, pensions, and season
ticket loans!

+ Prepare some questions in advance: it is OK to write these down and to refer to your notes to remind
yourself of what you wanted to ask.

It often happens that, during the interview, all the points that you had noted down to ask about will be
covered before you get to this stage. In this situation, you can respond as follows:

Interviewer: Well, that seems to have covered everything: is there anything you would like to ask me?

Interviewee: Thank you: I'd made a note to ask about your appraisal system and the study
arrangements for professional exams, but we went over those earlier and I really feel you've covered
everything that I need to know at this moment.

You can also use this opportunity to tell the interviewer anything about yourself that they have not
raised during the interview but which you feel is important to your application:

Don't feel you have to wait until this point to ask questions - if the chance to ask a question seems to
arise naturally in the course of the interview, take it! Remember that a traditional interview is a
conversation - with a purpose.
Ref:

+ Finance.yahoo. com/news/5-tough-interview-questions-answer-110059533.html

+ jobinterview247. com/free-ebook-195-interview-questions-and-answers

+ interviewtips365. info/free-ebook-42-secrets-to-win-every-job-interviews

+ 15 tips for nailing a phone or skype interview: businessinsider. com/15-tips-for-phone-or-skype-

interviews-2014-2

PART II: TOP 10 COMPETENCY BASED INTERVIEW QUESTIONS AND ANSWERS

Competency-based interview questions require interviewees to give specific examples of times in which
they demonstrated particular skills or attitudes. Generally, these questions require interviewees to
describe a problem or situation, the actions they took to handle the problem, and the results of the
situation. Such questions allow the employer to quickly evaluate an interviewee’s mindset, and to gauge
how the interviewee handles certain situations.

1. Teamwork interview questions:

Questions:

FF Systems
What is Fire Triangular
Which FIXED FF SYSTEMS do y know
Where could be used Water Sprinkler System
Where could be used CO2
Where could be used Foam System
Fire Detectors and alarm system
Fire Retardant Bulkhead
Fire Doors
Fire Dumpers
Fire Escape means
Remote Shut Valves and Stop Engines System
Innert Gas System
Which PORTABLE FF EQUIPMENT do y know

What is EEBD
What Is International Shore Connection
What Is Fire Control Plan on Ship -
There are five main portable marine fire extinguisher classes:
Type of Portable Fire Extinguisher used in a ship:
Maintenance of portable fire extinguishers on ships:
How to inspect Extinguishers
Other Portable Fire fighting system
Fire Hose and Nozzles
Fire Fighter’s Outfit
Fire Control Plan on Ship
International Shore Connection (ISC)

Drills
Which Drill Do you koow
ABANDON DRILL SIGNAL :
EMERGENCY DRILL SIGNAL
MAN OVERBOARD SIGNAL:
What is your action during Fire drill?
What is your action when you see fire / el. Fire / oil fire

*********************************************************************

FF Systems – https://www.marineinsight.com/marine-safety/16-
fire-fighting-appliances-and-preventive-measures-present-
onboard-ship/

Fire triangle
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, meaning that fire is actually an event rather than a thing.
A fire can be prevented or extinguished by removing any one of
the elements in the fire triangle. ( For example, covering a fire
with a fire blanket removes the oxygen part of the triangle and can
extinguish a fire. In large fires where firefighters are called in,
decreasing the amount of oxygen is not usually an option
because there is no effective way to make that happen in an
extended area. )
All major fires originate from either a smaller o an explosion. Initial
actions are important and depend on location and type of fire. Fire
may be in the accommodation, galley, engine-room, cargo space,
etc.
Initial actions are the following:
1. Raise the alarm.
2. Inform the bridge.
3. Investigate and tackle the fire immediately, if practicable.
4. Rescue injured persons as soon as practicable.
5. Close down all ventilation.
6. Close all watertight and fire doors as soon as possible.
7. Continue to fight the fire until the emergency party arrives at
the scene , etc. Fire-fighters should
check the color and labeled instruction on the outside of the
extinguisher. They should wear protective clothing and
breathing apparatus when necessary.

Following are the Fire fighting equipment which are used

onboard ships:

FIXED FF SYSTEMS The following:

Water Sprinkler System
CO2
Foam System
Fire Detectors and alarm system
Fire Retardant Bulkhead
Fire Doors
Fire Dumpers
Fire Escape means
Remote Shut Valves and Stop Engines System
Innert Gas System

FIRE FIGHTING SYSTEMS:

Fire/Bilge Water system – consist of fire pumps, fire hydrants,
fire guns.
pump big capacity located in ER, (Emergency Fire Pump)
1.For cargo ships of more than 1000GT, at least two fire pump
should be installed with an independent driving arrangement
2. For cargo ships which are less than 1000GT, the number of fire
pumps to be installed will be decided by the administration
Each main fire pump for cargo ships shall have a capacity not
less than 80% of the total required capacity divided by the
minimum number of required fire pumps but not less than 25
m3/hr with at least discharge of water with 2 jets
Emergency Fire Pump - For cargo ships of more than 1000GT, at
least two fire pump should be installed with an independent
driving arrangement
For cargo ships which are less than 1000GT, the number of fire
pumps to be installed will be decided by the administration
Each main fire pump for cargo ships shall have a capacity not
less than 80% of the total required capacity divided by the
minimum number of required fire pumps but not less than 25
m3/hr with at least discharge of water with 2 jets

FIXED FOAM SYSTEM – consist of Foam Dosage Pump, Foam

Tank and foam Monitors/ foam Guns
SPRINKLERS AND WATER MIST system Most ships are
equipped with a sprinkler or water mist/fog extinguishing system.
In such systems, the sprinkler heads are usually a combined
detector unit. Sprinkler systems can also be activated manually if
a fire is seen before the system activates. When heat or smoke
activates the head water is released to extinguish the fire. The
mist systems use less water and have other claimed advantages.
The water for the systems is supplied through the sea chest but
there is also a tank of fresh water that is used in the first instance
for priming the system so that the standing water in the pipes is
not corrosive. Sprinkler and water mist systems can be brought
into action faster than gas systems since it is not necessary to
close openings, shut down ventilation or evacuate the space
before release. The time needed to extinguish fires with water
mist can be longer than for gas, but water mist also cools the
space and controls smoke in the process. An unlimited water
supply is also usually available. Sprinklers can be less effective at
extinguishing some fires than gas or mist systems because the
seat of the fire may be located in a place shielded from the
sprinkler head. In a water mist system, the water is under
pressure and released through a spray head. The small water
droplets allow the water mist to control, suppress or extinguish
fires by cooling both flame and atmosphere and displacing
oxygen by evaporation. The mist is also more penetrative than
water from sprinklers and also acts as a smoke suppressant thus
preventing other heads from being activated by smoke and so
reducing water demand. Water mist has been shown to be highly
effective at extinguishing fires in both demonstrations and actual
operational circumstances.
CO2 – consist of carbon dioxide (CO2) Cylinders, protects
Purifier rooms, paint lockers, chemical samples locker. CO2 gas
has excellent fire-extinguishing capabilities and is relatively
inexpensive, but can pose a serious risk to personnel because it
works by reducing the oxygen content in the atmosphere. With
CO2 systems, the period between detecting a fire and releasing
the gas often seems quite long because crew must evacuate the
area to avoid the lethal effects of the gas. SOLAS does not
prohibit the use of CO2 in systems protecting a ship’s engine
room, or other spaces where crew has access during normal
operation. But the risks to personnel are clearly recognized and
SOLAS calls for various safeguards, such as two separate and
interlocked controls, pre-discharge alarms and time-delays, to
protect personnel in the engine room. SOLAS does not, however,
allow portable CO2 extinguishers to be placed in the
accommodation spaces on board ships, due to the associated risk
to personnel.
Cylinder pressure 250Bar
To be discharged within 2 min 85% of total capacity
q-ty – for Cargo space 30%
ER – 35% by volume

1. Fire Retardant Bulkhead: Different Class of bulkhead such

Class-A, Class-B and Class-C are used on board ship for
construction of bulkhead in areas like accommodation, machinery
space, pump room etc. The main applications of such bulkhead
are to contain or restrict the spread of fire in sensitive areas.
2. Fire doors: Fire doors are fitted in fire retardant bulkhead to
provide access from the same. They are self closing type doors
with no hold back arrangement.
3. Fire Dampers: Dampers are provided in the ventilation system
of cargo holds, engine room, accommodation etc. in order to
block out excessive oxygen supply to the fire. For this, it is
necessary that open and shut position clearly marked for fire
dampers.
5. Fire Main Piping and Valves: The Fire Main piping which is
connected to the main and emergency fire pump must be of
approve type and capacity. Isolation and relief valves must be
provided in the line to avoid over pressure of the same.
10. Inert Gas System: The inert gas system is provided in the oil
tankers of 20000 dwt and above and those which are fitted with
Crude oil washing. The IG system is to protect Cargo space from
any fire hazards.
11. Fire Detectors and Alarms: Fire detection and alarm
systems are installed in Cargo area, accommodation, deck areas,
and machinery spaces along with alarm system to notify any
outbreak of fire or smoke at the earliest. Consist of Flame,
temperature and smoke sensors and Fire Alarm Panel on bridge
and ECR
12. Remote Shut and Stop System: The remote station
shutdown is provided to all fuel lines from fuel oil and diesel oil
tanks in the machinery space and which is done by quick closing
valves. Remote stop system is also provided to stop the
machineries like fuel pumps, purifier, ventilation fans, boiler etc. in
the event of fire in the engine room or before discharging fixed fire
fighting system in the E/R.
16. Means of Escape: Escape routes and passages must be
provided at different location of the ship along with ladders and
supports leading to a safe location. The size and location are
designed as per the regulation.
If you feel we have missed an important fire appliance or
preventive measure, do let us know and we will add it to the list

PORTABLE FF EQUIPMENT
Fire Hose and Nozzles
Portable Fire Extinguishers
Fire Fighter’s Outfit
Fire Control Plan on Ship
International Shore Connection (ISC)
EEBD

7. Fire Hose and Nozzles: Fire hoses with length of at least 10

meters are used in ships. Number and diameter of the hoses are
determined by the classification society. Nozzle of diameters 12
m, 16 m and 19 m used on ship are of dual purpose types- Jet
and spray mode. Fire Hoses - regulations of Fire Hoses on Ships
as per SOLAS -
Fire-hoses should be of approved non-perishable material. The
hoses should be sufficient in length to project a jet of water to any
of the spaces in which they may be required to be used. Their
length, in general, is not to exceed 18 m.
Each hose should be provided with a nozzle and the necessary
couplings. Fire-hoses, together with any necessary fittings and
tools, should be kept ready for use in conspicuous positions near
the water service hydrants or connections.
For vessel less than 150 GT, one hose should be provided for
each hydrant. In addition one spare hose should be provided
onboard. Vessel equal or greater than 150 GT should be provided
with fire hoses the number of which should be one for each 30 m
length of the ship and one spare, but in no case less than three in
all. Unless one hose and nozzle is provided for each hydrant in
the ship, there should be complete interchangeability of hose
couplings and nozzles.
Note: Fire hoses shall have a length of at least 10 m, but not
more than: 15 m in machinery spaces; 20 m in other spaces and
open decks; and 25 m for open decks on ships with a maximum
breadth in excess of 30 m. At interior locations in vessels
carrying more than 36 passengers, the fire hoses are to be
connected to the hydrants at all times.
6. Fire Hydrants: Fire hoses are connected to fire hydrants from
which the water supply is controlled. They are made up of heat
retardant material to get least affected from the sub zero
temperatures and also to ensure that hoses can be easily coupled
with them.
8. Fire hose Nozzile could be 12mm for accommodation / for
open deck 16mm and 19mm. All nozzles should be dual purpose,
flame screen spray and jet
8. Portable Fire Extinguishers: Portable fire extinguishers of
CO2, Foam and Dry Chemical Powder are provided in
accommodation, deck and machinery spaces carried along with
number of spares as given by the regulation.
13. EEBD: d (Emergency Escape Breathing Device) is used to
escape from a room on fire or filled with smoke. Must be in all
cabins and the location and spares of the same must be as per
the requirements given in FSS code.
14. Fire Fighter’s Outfit: Fire fighter’s outfit is used to fight a fire
on the ship made up of fire retardant material of approved type.
For a cargo ship at least 2 outfits and for passenger ship at least
4 outfits must be present onboard.
15. International Shore Connection (ISC): ISC is used to
connect shore water to the ship system to fight fire when the ship
fire pump system is not operational and is on port, lay off or dry
dock. The size and dimensions are standard for all the ship and at
least one coupling with gasket must be present onboard.
Fire Control Plan on Ship - The Fire Control Plan is a mandatory
requirement of SOLAS convention described in Regulation 15 of
Chapter II. The fire control plan provides us information about fire
station on each deck of the ship, on various bulkheads, and in
spaces enclosed by “A” class division, “B” class divisions. It also
explains us the type of fire detection system and fire fighting
systems available on ship. Fire control plan tells us about various
fire alarm systems, sprinkler installation, extinguishing appliances,
means of escape to different compartments and decks, and
ventilation system including particulars of remote operation of
dampers and fans. The position of various dampers, their
marking, and which fan is for particular compartment or deck is
also explained so that required damper and fans can be closed in
case of fire.

There are five main portable marine fire extinguisher classes:

Class A: These types of fire extinguishers are used in fires which
are a result of the burning of wood, glass fibre, upholstery, and
furnishing. Usually, Water, DCP and Foam fire extinguishers
smother the Class A fire by removing the heating factor of the fire
triangle. Foam agents also help in separating the oxygen part
from the other aspects.
Class B: These fire extinguishers are used for fires which occur
from fluids such as lubricating oils, fuels, paints, cooking oil etc. A
portable co2 fire extinguisher or a portable dcp extinguisher can
be used in this class.
Class C: Fires resulting from involvement of energized electrical
equipment such as motors, switches, wiring etc are extinguished
by Class C type of fire extinguishers. Usually, CO2 or DCP
portable fire extinguisher is used in such fires.
Class D: Fires occurring as a result of combustible materials such
as magnesium and aluminium are extinguished by this type of fire
extinguishers. These elements burn at high temperatures and will
react vigorously when coming in contact with water, air, carbon
dioxide and/or other chemicals.
For extinguishing this class of fire, Dry Powder extinguishers are
used which is similar to dry chemical besides they extinguish the
fire by isolating the oxygen from the fuel or by eliminating the heat
factor of the fire triangle.
The dry powder extinguishers are only used for class D fires and
they cannot be used for other classification of fire on board ship.
Class E: This type of fire extinguisher on a ship is used for
subsiding fire resulting from any of the above-mentioned materials
along with high voltage electricity. Hence, if a portable
extinguisher with a conductive agent is used for fighting the class
E fire, it may lead to a risk of shock to the operator. CO2 or DCP
portable fire extinguisher is used in such fires.
Type of Portable Fire Extinguisher used in a ship:
When it comes to choosing a ship fire extinguisher, we need to
keep in mind different types of combustible material and fluids
which are located in different parts of the ship along with the fire
extinguisher reaction with the source of a fire. Based on the
above-mentioned classification, portable fire extinguishers are
classified and used according to the classes of fire as per IMO.
The portable type onboard fire extinguisher used in the marine or
maritime setup is also known as plunger type fire extinguishers
because of the plunger mechanism used to release the
extinguishing agent. There are five main types of fire
extinguishers used on ships:
1. Soda Acid Fire Extinguisher - A soda acid type fire
extinguisher is recommended for putting out fires which involve
burning of class A fires. The soda acid extinguisher can be found
in the accommodation area of the ship. Sodium bicarbonate
(soda) and sulphuric acid are the prime components of the
extinguisher. They combine to form a chemical reaction to
produce carbon dioxide gas, which is used to smother the fire.
2. Water Extinguisher
To counter the A-Class fire, portable water type fire extinguisher
of 9Ltr are used. The outer container is filled with water and fitted
with a CO2 Cartridge (inner container) which forces the water out
of the container with pressure.
3. Foam Extinguisher – Chemical and Mechanical
Foam extinguishers are used to extinguish Class B fires and are
located near flammable liquids. There can be two types of foam
fire extinguisher depending upon its contents-
Chemical foam type fire extinguisher
Mechanical foam type fire extinguisher
Chemical foam extinguisher – The chemicals used in this foam
type fire extinguisher are sodium bicarbonate and aluminium
sulphate. The main container is filled with sodium bicarbonate,
whereas the inner container is filled with aluminium sulphate.
Note: Chemical Foam Extinguishers are now banned on ships
because of the poisonous effect which the gas can create.
Mechanical foam – This extinguisher type also consists of two
containers- the outer one is filled with water, whereas the central
one has carbon dioxide charge and foam solution. The
mechanical foam fire extinguisher uses a long hosepipe
connected to the dip tube inside the internal structure of fire
extinguisher which allows it to use the foam portable fire
extinguisher upright.
4. Carbon Dioxide extinguisher CO2
Carbon dioxide extinguishers are mainly used for class B or class
C fires. They are not used for accommodation areas and confined
spaces because of the gas used in lethal. These are widely used
as engine room fire extinguisher.
Carbon dioxide is stored in liquid form under pressure. A central
tube acts as an outlet for carbon dioxide gas. A plunger attached
to a bursting disc at one end and a trigger at the other is used to
release the carbon dioxide gas. The liquid changes to gas as it
comes out of the extinguisher through a hose.
5. Dry Powder Extinguisher
Sodium bicarbonate powder is used to extinguish almost all types
of fires. It is mainly located in the engine room and near electrical
equipment. Dry powder extinguisher contains sodium bicarbonate
powder in the outer container.
A small container with carbon dioxide is placed beneath the
plunger mechanism.
When the plunger is pushed, it releases the carbon dioxide gas,
which in turn forces the dry powder out of the discharge nozzle.
Semi-Portable Fire Extinguishers:
The semi-portable type of fire extinguisher is higher in capacity
and weight than the portable ones. They are considered to be the
second line of defense in case the portable fire extinguisher fails
to stop the fire exposure.
As they are heavier to lift, it is provided with a wheel-trolley
arrangement which can be dragged to a nearby fire location.
These can be a semi-portable foam fire extinguisher or semi-
portable DCP type fire extinguisher.

Maintenance of portable fire extinguishers on ships:

The portable extinguishers are a type of pressure vessels and
should be routinely checked for leakage etc.
The operating mechanism of the portable fire extinguishers
should be regularly checked (where possible) every 3 months.
The vent holes to be checked for clearance.
All the cap threads should be lightly greased. There are holes
provided in the screw on caps to release any excess pressure.
Ensure these holes are clear.
The plunger should be checked for free movement, and any
missing or damaged plunger should be replaced.
Depending upon the types of fire on board ship, the flag state and
class requirement accordingly determines the number, types, and
locations of these portable fire fighting extinguishers as per
SOLAS.
The ship’s officer must ensure all the fire fighting equipment,
including the fire extinguishers, are always in the state of
readiness. Any problem or defect in the fire extinguisher to be
reported immediately to the master.
Check all the markings on portable fire extinguisher are visible
including the inspection dates.
The recharging of the extinguisher to be done as per the
instruction supplied by the manufacturer only.
For DCP, invert the extinguisher once in a while to ensure the
powder inside it is agitated.
Hydraulic tests of all the extinguishers with propellant cartridges
to be performed at an interval, not more than 10 years.
Other Portable Fire fighting system:
Portable foam applicator on ships
This type of portable fire fighting unit consist of a portable foam
tank carrying foam-forming liquid of at least 20l capacity with foam
applicator connected to an inductor type nozzle designed to be
connected to the fire main by a hose. One spare tank of foam
making liquid is also provided.
The nozzle shall be capable of producing the rate of at least 1.5
m3/m of foam for extinguishing an oil fire,
Fire Blankets – usually used on Galey

Drills:

GENERAL EMERGENCY DRILL : 7 OR MORE SHORT

BLASTS FOLLOWED BY 1 LONG BLAST ON THE SHIP'S
WHISTLE REPEATED ON THE ALARM

ACTION : ALL PERSONNEL TO DON LIFE JACKETS AND

WARM CLOTHING AND MUSTER AT DESIGNATED
STATION .

FIRE DRILL - CONTINUOUS SOUNDING OF THE ALARMS

ACCOMPANIED BY 4 LONG BLASTS ON THE WHISTLE

MAN OVERBOARD SIGNAL: THREE LONG BLAST ON THE

SHIP WHISTLE OR SIREN ACCOMPANIED BY THE SAME
ALARM ON THE SHIP'S INTERNAL ALARM BELLS.
A person discovering an EMERGENCY should sound the
nearest alarm and then advise type/location of the
Emergency to the BRIDGE.

Drill Matrix -
Collision -
Flooding -
Stranding -
Grounding -
Steering/ Gear Failure -
Enclosed Space Rescue -
Security Drill (stowaways search/ Bomb search/ Piracy Attack)
NAVIGATION

1. Means And Aim of IALA System

2. Lateral marks
3. Cardinal marks
4. Safe water mark
5. Isolated danger mark
6. Special marks
7. Emergency wreck marking buoy
8. REGION “A”
9. REGION “B”
10. Example of Countries Region “A”
11. Example of Countries Region “B”
12. Cardial marks
13. Shore Lights Characteristics
14. Contents of Passage Plan
15. What Is NO GO Areas
16. What Is Abort Point
17. What Is Contingency Anchorage
18. How will you determine risk of collision? -
19. What precaution you have to take while entering in Fog area
20. Determine situation when you need to reduce speed from full ahead to
safe speed
21. How you will understand if Gyro is fail
22. What is Radar overlay
23. What is PI (parallel Index)
24. What is Off-course Alarm
25. If the vessel will lose Gyro what is your action
26. Content of Maneuvering Card
27. What is Stopping Distance
28. What is Crash Stop
29. What is Tactical Diameter
30. Turning Circles
31. Drift Angle
32. Pivot Point
33. What is TSS
34. What is Narrow Channel
35. Navigational Light and day shapes from COLREG

Meteorology
36. What is Humidity
37. What is Dew Point
38. What is the Fog
39. Forecasting of sea Fog
40. Facsimile recorder what information provides
41. Type of air mass front
42. TRS Tropical Revolving Storm
43. Action When approaching to TRS
44. Action When approaching to TRS Northern Hemisphere
45. Action When approaching to TRS Southern Hemisphere
46. Atmospheric pressure Gradient
47. Beaufort wind Scale
48. Ocean Current
49. What is the Tide
50. Tidal flow
51. Define the tide types
52. What is High tide
53. What Is Low tide
54. What is Spring tides
55. What is Neap tides
NAVIGATION

1. MEANS AND AIM OF IALA BUOY SYSTEM - It is the International

association of marine aid to navigation and lighthouse authorities,

a. Lateral marks:- indicates the edge of a channel

b. Cardinal marks :-indicates the direction of safe water at a dangerous spot /
Lights:
c. Safe water mark:- indicates the deep water and open end of a channel
d. Isolated danger mark:-indicates a hazard to shipping
e. Special marks
f. Emergency wreck marking buoy
g. AIM is to use for safe pilotage of vessel at sea and in congested waters
გადატვირთული წყლები. It is also used to mark (shapes) to indicate
navigational dangers to the ships.
h. REGION “A”: when vessel enters in Region “A” we have Green Light on
STBD Side and Red on PS
i. REGION “B”: when vessel enters in Region “B” we have Green Light on
PORT Side and Red on STBD
j. Example of Countries Region “A” –UE, Part of Africa, most of Asia and
Oceania as well as Greenland
k. Example of Countries Region “B” – N and S America, Japan, N and S
Korea, Philippines, Taiwan, Hawaii and Eastern Island

How to answer ambiguous question დამაბნეველი/ორაზროვანი კითხვა–

“If we leaving the port, which color of lights will be on our starboard side?”-
when vessel living the port in Region “A” on starboard side should have
RED Lights, in case vessel living the port in Region “B” starboard side will
have GREEN Lights.
(Engage your brain in such provocative questions!!!)

Cardial marks:
 https://www.marineinsight.com/marine-navigation/iala-buoyage-system-
for-mariners-types-of-marks/

2. Shore Lights Characteristics

3. PASSAGE PLANNING- Before proceeding to sea, the Master shall carefully
check the Passage Plan, made after receiving the voyage instruction from the
Charterer or the Company. Passage plan shall be made from berth to berth
acting on the principle of Safety-first, while also taking operating efficiency
into consideration. The passage plan shall be prepared normally by the
Second Officer, signed for approval by master and for understanding by all
officers, before departure. Based on this Guide, the Master shall collect
necessary information and review the Plan including Emergency Contingency
Plans.
Collecting Information and Data for Passage Planning :
1. Data of the tide and current, the time of Sunrise and Sunset, and the ships
Time Correction schedule.
2. Data from Routing charts and various nautical publications like Sailing
directions, List of Lights, List of Radio Signals, Ocean passages, Mariners
hand book, etc.
3. Navigational Rules and Regulations through the passage.
(Traffic scheme, Signals, method of communications with VTS, etc.)
4. Draught and other ship conditions.
5. Sea and Weather forecast.
6. Navigational Warning.
7. Distance Table.
8. Environmental requirement such as Ballast exchange.
This necessary information and data shall be kept in proper order so that the
OOW may check them at any time.

4. NO GO AREAS - Some Cautionary Zones called 'No-Go Area' where the

ship cannot navigate safely. These areas must be shown by cross hatching
(using only Pencil on paper chart) in area close to charted track.
5. ABORT POINT - The Abort Point is a position to be marked on the charted
course where the ship may abandon her passage and be able to return (or
hold position safely). ABORT POINT - რუკაზე აღნიშნული ადგილი/
წერიტილი, საიდანაც გემს შუძლია თავისი ასრებული კურსიდან
გადასვლა და უკან დაბრნება(უსაფრთხო კურსის შენარჩნება)
6. CONTINGENCY AREA (anchorage) - Contingency Planning by the Master
shall be done in advance which may include Alternative routes, Safe
 anchorages, Waiting areas, Emergency berth etc., after passing the Abort
Point. CONTINGENCY -გაუთვალისწინებელი(გასათვალისწინებელი)
7. How will you determine risk of collision? - When determining risk of
collision a number of factors are involved:
1. Closest distance of approach.
2. Type of waterway.
3. Vessel size and manoeuvrability.
4. Speed.
5. Distance out from closest point of approach.
6. Relative bearing.
Steady Bearing Drift a rate of bearing change less than three degrees
indicate a high risk of collision. Track the ship and take action as necessary
to avoid collision
8. What precaution you have to take while entering in Fog area
Sound fog signal.
Reduce safe speed.
Place extra look out and in congested waters change auto to manual
steering.
Exhibit navigational lights.
Set watch on the radar.
Have engine ready for immediate maneuver.
Inform Master.
9. Determine situation when you need to reduce speed from full ahead to
safe speed
1. The state of visibility
2. The traffic density including concentration of fishing vessels or any other
vessels
3. The state of wind, sea and current, and the proximity of navigational
hazards
10. How you will understand if Gyro is fail
1. By Radar Overlay - Radar overlay (a raw radar image overlaid on an
electronic chart) is the best means of verifying cartographic data and the
output of navigation sensors. The radar overlay feature of an ECDIS not
only duplicates the radar itself
2. By PI (Parallel index) - Parallel indexing is a technique involves creating a
line on the screen that is parallel to the ship's course, but offset to the left
 or right by some distance which is marked on chart or screen. This parallel
line allows the navigator to maintain a given distance away from hazards
and verify vessel’s position.
3. By hourly comparison of Gyro and Magnetic course- every hour OOW
should verify Magnetic and Gyro courses
4. By MAGNETIC Compass Off-course Alarm - An off-course alarm serves
(on steering Gear) for the purpose of notifying the operator if there is any
difference in the set course and the actual heading of the vessel. The user
can manually set the required amount of degrees, after which an alarm will
sound to notify the user that the set degree of difference has exceeded.
11. If the vessel will lose Gyro what is your action
1. Inform Master.
2. Switch to over to Second Gyro Compass, If fitted.
3. Change over to Manual Steering with Magnetic Compass by applying the
last calculated Compass Deviation value with Deviation curve and
observation.
4. Calculate the course to steer by magnetic compass by taking into account
the deviation last calculated and the variation from the chart.
5. Plot positions frequently to confirm course made good and accordingly
allow correction to course steered. In coastal waters, make good use of
parallel indexing techniques to keep the vessel on charted track.
6. Also, secure the course made good (CMG) by plotting GPS position and
verify it with the Heading of Magnetic compass.
7. As there is Gyro failure in progress, consider the effect on other
navigational and communication equipment with gyro heading feed like
Radar/ ARPA and ECDIS and enter headings manually. The RADAR will
automatically switch to the heads-up mode.
8. Switch on both the steering motors.
9. Notify the Engineer-on-Watch about the Gyro failure. Reduce speed or
Stand By Engine if considered necessary.
10. If in the high-density traffic area, then as per master’s instructions inform
the nearby traffic, if required.
11. Change the bridge watch level to a higher level.
12. Input Manual headings in ECDIS ( if only one Gyro is fitted and if the
second Gyro fitted, change the feed to the second gyro).
13. Record the time (in GMT and LT) of gyro failure on the course recorder
chart.
14. Inform Pilots at the next port, about Gyro Compass unavailability.
 15. Note down the cause of the failure in Deck Log Book, if known.

12. Content of Maneuvering Card

 General Description
o Ship’s particulars
oCharacteristics of the main engine
 Maneuvering characteristics in deep water
o Course change performance
o Turning circles in deep water
o Accelerating turn
o Yaw checking tests
o Man-overboard and parallel course maneuvers
o Lateral thruster capabilities
 Stopping and speed control characteristics in deep water
o Stopping ability
o Deceleration performance
oAcceleration performance
 Maneuvering characteristics in Shallow Water
o Turning circle in shallow water
oSquat
 Maneuvering characteristics in wind
o Wind forces and moments
o Course-keeping limitations
oDrifting under wind influence
 Maneuvering characteristics at low speed
 Additional information

13. What is Stopping Distance

Stopping distance is the distance, which, a ship will continue to move after
STOP ENGINE action is taken and till the ship comes to rest on water.
Stopping distance details mast be provided for sea speed, harbour speed,
half speed etc. It mast be provided for loaded & light conditions.
14. What is Crash Stop
In crash stop maneuver the ship is stopped by applying from Full Ahead to
Full Aster power. Engine is using maximum power for Astern. Rudder
normally being kept amidships.
15. What is Tactical Diameter- is the lateral distance as above, if
measured while the ship’s head is 180 from original heading
16. Turning Circles - When a rudder is put hard over (35 degrees normally)
to port or starboard side, after a short interval the vessel begins to follow a
curved path towards the side on which the helm is applied. Radius of curve
keeps reducing & by the time ship’s head is 90 degrees away from original, a
steady radius of turn is reached.
17. Drift Angle - is the angle between ships fore and aft line & the tangent
to turning circle at any given moment
18. Pivot Point is a point about which a ship pivots in a turning circle. This
point is approximately 30% of length from forward when steaming ahead and
about 20% – 25% of length from the stern when the ship is going astern.
19. What is TSS - A traffic separation scheme or TSS is a maritime traffic-
management route-system ruled by the International Maritime Organization
or IMO. The traffic-lanes (or clearways) indicate the general direction of the
ships in that zone; ships navigating within a TSS all sail in the same direction
or they cross the lane in an angle as close to 90 degrees as possible.
20. What is Narrow Channel - A strait is a naturally formed, narrow,
typically navigable waterway that connects two larger bodies of water. Most
commonly it is a channel of water that lies between two land masses.
21. What is Humidity – it is the quantity of water vapor present in the
atmosphere, it could be Related and Absolute Humidity
22. What is Dew Point – Air is said to be Saturated when Relative Humidity
becomes 100% and the Temperature at which it occurs is called DEW
POINT, another word the atmospheric temperature (varying according to
pressure and humidity) below which water droplets begin to condense and
dew can form.
23. What is the Fog - a weather condition in which very small drops of
water come together to form a thick cloud close to the land or sea, making it
difficult to see: Thick/Heavy/Dense fog has made Navigation conditions
dangerous.
24. Forecasting of sea Fog – If the sea surface temperature falls below the
dew point, fog is almost certain to form.
25. Anemometer
26. Facsimile recorder what information provides - Facsimile (fax) is a
means of providing weather information to ships at sea. The information is
presented as a chart (map), showing barometric high pressures, low
pressures, pressure gradients, wind speed and direction, and temperature
27. Type of air mass front - Cold Front: cold air is moving toward the
frontal boundary.
Warm Front: cold air is moving away (i.e., retreating) from the frontal
boundary.
Stationary Front: cold air is moving parallel to the frontal boundary.
28. TRS Tropical Revolving Storm - is an intense rotating depression (a
region of low pressure at the surface) which develops over the tropical
oceans. It consists of a rotating mass of warm and humid air and creates
strong winds, thunderstorm , heavy rains, very heavy seas and swell etc.
The diameter of a tropical storm is generally less than 500 nm and often only
100 nm in its early stages of development. With pressure frequently about
960 millibars, and often much less, the pressure gradient is such that winds
regularly reach hurricane force.
29. TRS Avoiding actions may be as follows:
Keep at least 50 miles off from the center of the storm.
If possible, it is best to be at least 200 miles off to avoid any possibility of
danger altogether
Make good speed. A vessel speeding in the vicinity of 16-20 knots, following
a course taking her away from the eye, can easily outstrip an approaching
Tropical Revolving Storm (TRS). TRS move rather slow. This ought to be
done before the wind increases to the point that her movement becomes
restricted and speeding or any maneuver becomes cumbersome.
If the vessel is trailing the storm (behind the storm), i.e., in the navigable
semicircle, there should be sufficient time and sea room to move away from
the eye
30. Action When approaching to TRS Northern Hemisphere
In case that the wind is veering, the vessel is likely to be in the dangerous
semicircle. The vessel should proceed with maximum speed keeping the
 wind at 10° to 45°, on the starboard bow (depending on the speed). The
vessel should turn to starboard as the wind veers.
In case that the wind direction is steady or backs, such that the vessel is in
the navigable semicircle, the wind must be brought well on the starboard
quarter and vessel should proceed with maximum speed. Turn to port as the
wind veers.
31. Action When approaching to TRS Southern Hemisphere
In case the wind is backing, the vessel is likely to be in the dangerous
semicircle. The vessel should proceed with maximum speed keeping the
wind 10° to 45°, on the port bow (depending on the speed). The ship should
turn to port as the wind backs.
In case the wind direction is steady or backs, such that the vessel is in the
navigable semicircle, the wind should be brought well on the port quarter and
the vessel should proceed with maximum speed. Turn to starboard as the
wind backs.
32. Atmospheric pressure Gradient - Atmospheric pressure is expressed
in several different systems of units: millimetres (or inches) of mercury,
pounds per square inch (psi),
millibars (mb),
standard atmospheres,
kilopascals.
Standard sea-level pressure, by definition, equals 760 mm (29.92 inches) of
mercury, 14.70 pounds per square inch, 1,013.25 millibars, one standard
atmosphere, or 101.325 kilopascals.
33. Beaufort wind Scale - The Beaufort scale is an empirical measure that
relates wind speed to observed conditions at sea, from 0 scale which is Calm
condition up to 12 scale which is Hurricane condition
34. Ocean Current – it is general movement of body of sea water on
permanent, semi permanent or seasonal basis. It is different from tidal flow.
Warm Currents: Gulf stream, North Atlantic Drift, Mozambique Current,
Alaskan Current
Cold Current: Labrador Current, Falkland Current, Californian Current, West
Australian Current
35. What is the Tide - the periodic rise and fall of the waters of the ocean
and its inlets, produced by the attraction of the moon and sun, and occurring
about every 12 hours. Tides are the rise and fall of sea levels caused by the
 combined effects of the gravitational forces exerted by the Moon and the
Sun, and the rotation of the Earth.
36. Tidal flow - A tidal strait is connecting two oceans or seas. Tidal straits
are narrow seaways through which tidal currents flow. Tidal currents are
usually unidirectional but sometimes are bidirectional. They are frequently of
tectonic origin.
37. Define the tide types –
According to the height of the tide
High tide: when the sea water reaches its greatest height within the tide
cycle.
Low tide: when the sea water reaches its lowest height within the tide cycle.
Normally there are two high tides and two low tides for every lunar day as, at
the same time as the Moon lifts the water over the Earth on the side facing it,
it also separates the Earth from the water on the opposite side.
According to the lunar phase
In accordance with the lunar phase, we can distinguish two types of tides:
Spring tides
During the full moon and new moon phases, the Moon and the Sun are
aligned and their effects combined, producing the spring tides. On the tide
tables we can see the high tidal coefficient of the tides when both celestial
bodies are aligned.
Neap tides
During waxing and waning moons, on the contrary, the effects are detracted,
thereby obtaining tides of less amplitude (lower tidal coefficient), called neap
tides.

Spring tide: Sun and Moon on the same side (0°)

Neap tide: Sun and Moon at 90°
Spring tide: Sun and Moon at opposite sides (180°)
Neap tide: Sun and Moon at 270°
Spring tide: Sun and Moon at the same side (cycle restarts)
Terrestrial NAVIGATION
1.What is Passage plan and information it mast include
2.NO GO AREAS
3.ABORT POINT
4.CONTINGECY Anchorage
5.What is UKC and example
6.What is the SQUAD
7.How to Calculate Ship Squat
1.Explain What is Longitude
2.Explain What is Latitude
3.Nautical Mile
4.What is Mercator Chart
5.What is Gnomonic Chart
6.Explain why GC distance is shorter
7.What Is Magnetic Compass error
8.Why we need to take Compass Error
9.Explain what is Variation
10. Explain What is Deviation
11. METHODS TO FIND COMPASS ERROR
12. TRUE COURSE
13. TRUE BEARING
14. RELATIVE BEARING
15. VESSELS POSITION (MEANS OF OBSERVATIONS)

1.PASSAGE PLANNING- Before proceeding to sea, the

Master shall carefully check the Passage Plan, made after
receiving the voyage instruction from the Charterer or the
Company. Passage plan shall be made from berth to berth
 acting on the principle of Safety-first, while also taking
operating efficiency into consideration. The passage plan
shall be prepared normally by the Second Officer, signed for
approval by master and for understanding by all officers,
before departure. Based on this Guide, the Master shall
collect necessary information and review the Plan including
Emergency Contingency Plans.
Collecting Information and Data for Passage Planning :
 Data of the tide and current, the time of Sunrise and Sunset,
and the ships Time Correction schedule.
 Data from Routing charts and various nautical publications
like Sailing directions, List of Lights, List of Radio Signals,
Ocean passages, Mariners hand book, etc.
 Navigational Rules and Regulations through the passage.
(Traffic scheme, Signals, method of communications with
VTS, etc.)
 Draught and other ship conditions.
 Sea and Weather forecast.
 Navigational Warning.
 Distance Table.
 Tide Table
 Environmental requirement such as Ballast exchange.
 This necessary information and data shall be kept in proper
order so that the OOW may check them at any time.
2.NO GO AREAS - Some Cautionary Zones called 'No-Go
Area' where the ship cannot navigate safely. These areas
must be shown by cross hatching (using only Pencil on paper
chart) in area close to charted track.
3.ABORT POINT - The Abort Point is a position to be marked
on the charted course where the ship may abandon her
passage and be able to return (or hold position safely).
4.CONTINGECY AREA (anchorage) - Contingency Planning
by the Master shall be done in advance which may include
Alternative routes, Safe anchorages, Waiting areas,
Emergency berth etc., after passing the Abort Point.
5.UNDER KEEL CLEARENCE it is the vertical distance from
the keel plate (lowest part of the ship) to the sea bed.
Calculation:- UKC= min data depth of sea - the max. draft of
the ship - squad (in mtrs). UKC - subject to change
according to speed due to squad. Some example of
Company UKC policy:- When vessel is underway:- Deep
water:- 100% of the maximum draft / Shallow water:- 10% of
the maximum draft. When vessel is at anchor or moored - for
ships beam / Upto 20m beam it is 0.3 meters More than 20
meters it is 1.5% of the ships beam
6.SQUAD Squat is the bodily sinkage of a ship in the water
when making headway. This varies from ship to ship. The
amount of squat will depend upon several factors but in
certain conditions may be as much as two metres. When
navigating in channels or areas with restricted depth, the
effect of increased draught due to squat must be taken into
account. It must be borne in mind that this effect will increase
with speed and is greater when the channel is also restricted
in breadth. Squat information relevant to the vessel for both
loaded and ballast passages should be displayed on the
wheelhouse poster compliant with IMO Res. A.601(15) and
 included on the Ship to Shore Master/Pilot Information
Exchange provided to the Pilot.
How to Calculate Ship Squat:
Open Water: 1 x Cb x V2 / 100 (Block
Cooficient=Displacement/L*B*d)
Canals/prismatic channels: 1.43 x Cb x V2 / 100
Rock cuts/diametric channels: 2 x Cb x V2 / 100
Answer is in metres, where Cb is the vessel’s block co-
efficient and V is the ships speed in knots.
7.Longitude - shorter arc of equator or angle at the pole
between prime meridian and. Measured East or West from
0°-180°.
8.Latitude - the angular distance north or south from the
equator of a point on the earth's surface, measured on the
meridian of the point. 0°-90° to North or South
16. Nautical Mile - A nautical mile, a unit of measurement
defined as 1,852 meters, is based on the circumference
of the earth and is equal to one minute of latitude.
17. Mercator projection, type of map projection introduced
in 1569 by Gerardus Mercator. It is often described as a
cylindrical projection, The meridians are equally spaced
parallel vertical lines, and the parallels of latitude are parallel
horizontal straight lines that are spaced farther and farther
apart as their distance from the Equator increases. This
projection is widely used for navigation charts, because any
straight line on a Mercator projection map is a line of constant
true bearing that enables a navigator to plot a straight-line
 course. However, because the scale is distorted; areas
farther away from the Equator appear disproportionately
large. On a Mercator projection, for example, the landmass of
Greenland appears to be greater than that of the continent of
South America in actual area, Actually Greenland is smaller
than the Arabian Peninsula.

18.
Mercator   Gnomonic
On a mercator projection   On gnomonic projection
chart, lines of latitude are charts, meridians converge
parallel as are lines of and lines of latitude are
 curved.
Great circle routes are
longitude. straight lines and rhumb
lines are curved.
A rhumb line course of 040°
crosses each meridian A great circle is the longest
(lines of longitude) at the line that can be drawn
same angle. around the earth. A
segment of a great circle is
A rhumb line course is used the shortest distance
in all coastal navigation. If a between two points on the
passage is over 600 miles it earth surface.
may be quicker to sail a
great circle route, in practice When planning ocean
this not always practical as passages, small scale
winds, currents and weather gmomonic charts can be
systems all influence the used to calculate great circle
choice of the best route. routes. On longer passages,
ships can save fuel by
sailing the shorter great
circle route.

9.Magnetic Compass error - The combination of variation and

deviation which is the horizontal angle between the direction
indicated by a magnetic compass and true north
10. WHY WE TAKE COMPASS ERROR - compass error
should be checked each watch and on every new course to
measure the error of the gyrocompass, which is the angle the
gyro north makes with the True north to establish trends in
deviation on different courses at varying latitudes. This is
 important because should the gyro compass fail, this
information will be needed to set courses using the magnetic
compass.
11. METHODS TO FIND COMPASS ERROR:-
a.TRANSIT BEARING. - This is a line on the chart where an
observer would see two identifiable objects in line. A
bearing taken when both the objects are in line can be used
to determine the gyro and compass errors by comparing
charted and observed bearings

b. LEADING LIGHTS. - This is similar to transit bearings

where two identifiable objects are used to draw a line of
bearing on the chart. These bearing lines are used to
indicate track to be followed when approaching a port or a
channel. The difference between the charted bearing and
the heading of the ship when on the leads can be used to
determine the error on both gyro and magnetic compass.
BEWARE OF PARALLAX ERROR WITH THIS METHOD.

c. HORIZONTAL SEXTANT ANGLE (HSA). - used to plot

ship’s position, the observed bearing of one of the objects
used for plotting the position when compared to the bearing
line drawn on the chart from the observed ship’s position to
the same object would give the compass error.
d.VERTICAL SEXTANT ANGLE(VSA).- vsa gives you
distance off. take the compass bearing of that object then
from the position on chart take the true bearing the
difference will be error. vsa is equire to know ur position.
then only u can take true bearing
e. AZIMUTH ( SUN, MOON, PLANET, STAR).
f. AMPLITUDE (SUN, MOON) - it can only be done when the
sun is on the celestial True horizon, meaning only at
sunrise or sunset. Stars and planets being small and dim
when are on the horizon are not suitable. A pelorus
mounted on a gyro repeater is used in order to obtain a
bearing to the sun.
g.TERMINAL DIRECTION The difference between the
observed direction of the jetty and the charted direction
when the ship is fully alongside will give the compass error.
Caution: This will only be accurate if the vessel is close to
the jetty throughout its length and the jetty extends to the
full length of the vessel. This may not be accurate if either
the bow or stern is away from the jetty or the jetty is not
complete.
12. VARIATION:-It is the difference in degrees between the
true north and the magnetic north. Variation can be east or
west. We get variation on charts and ECDIS.
13. DEVIATION:- It is the difference in degrees between the
magnetic north and the compass north .
14. TRUE COURSE - the angle between the true north and
the direction of the ship.
15. TRUE BEARING - is the angle between true north and
direction on an object.
16. RELATIVE BEARING - is the angel between the
diametric plane of the ship and direction on an object.
17. VESSELS POSITION (MEANS OF OBSERVATIONS):
Vessel position can be determine by various method
a.Celestial fix by using sextant. - This method is not so
popular during coastal navigation because of few reasons.
One because this method requires longer time to
determine the position because of calculations involved.
Second because there are chances of user induced error
(like error in taking the sight). That could be risky when ship
is navigating in the proximity of dangers during coastal
navigation. To take accurate Celestial position need to have
clear sky and clear horizon so that we can measure the
altitude of the celestial body. Also it is difficult to measure
the sextant altitude when ship is rolling.
b.Visual fix – Used with taking the bearing or cross bearing
by pylorus and visual recognized objects.
c. Radar Fix - Position by radar gives quite accurate results
and must be used whenever we have radar conspicuous
 objects. The advantage with radar fixes is that it just needs
one object to get the ship’s position. We can get the range
and bearing of this object and plot the same on the chart.
Also could be used method with 2 or more objects Bearing
+ Bearing + Distance for more accuracy
d.GPS - This is most over relied method of position fixing. It is
Crisp accurate (most of the time) and quick fix. On ECDIS,
navigators do not need to do anything in plotting the GPS
positions. These are plotted automatically at the set
interval. Some ECDIS can even record the ship’s position
when it senses change in any parameters like change in
course.
For the passage planning we must ensure that PFI (Parallel
Fix Indexing) is set in the ECDIS, so that GPS positions
are marked and recorded automatically in the ECDIS.
e.Echo sounder during crossing depth isobate on the ENC
we may determine vessels position, it is not so accurate but
can be used as cross checking in complex of other methods
f. Parallel Fix Indexing – This is useful method of monitoring
cross track tendency in any condition of visibility. PFI mast
be prepared in advance to fixed objects, mast not be linked
to floating objects, crossing or approaching to PFI can give
advise to navigator vessels actual position even if GPS
and/or GYRO malfunction, also PFI can give advise for
WOP (wheel over point)
g.dead reckoning is the process of calculating one's current
position by using a previously determined position, or fix
and advancing that position based upon known or
estimated speeds over elapsed time and course.
Celestial Navigation
1. Celestial Sphere
2. Celestial poles
3. Celestial meridian
4. Celestial equator
5. Ecliptic
6. First Point of Aries/Libra
7. Zenith / Nadir
8. Sidereal hour angle SHA
9. Greenwich Hour Angle (GHA)
10. Local Hour Angle (LHA)
11. Declination
12. Altitude
13. Azimuth
14. Amplitude
15. Greenwich Mean Time
16. Local Mean Time
17. Definition of Sextant
18. Main Parts of Sextant
19. Angle of Sextant
20. Sextant Error
21. Parallax
22. Refraction
23. Altitude
1. Celestial Sphere
The celestial sphere is equatorial planes are
our star map. It is not a virtually the same.
physical sphere like the
Earth’s surface. It is a
construction of
convenience. The
celestial sphere has an
equatorial plane and
poles just like the Earth.
In fact, we define the
celestial poles to be an
extension of Earth’s
poles, and the two

2. Celestial poles
The north and south celestial poles are the two imaginary points in the sky
where the Earth's axis of rotation, indefinitely extended, intersects the
celestial sphere. The north and south celestial poles appear permanently
directly overhead to observers at the Earth's North Pole and South Pole,
respectively.
3. Celestial meridian
In astronomy, the meridian is the great circle passing through the celestial
poles, as well as the zenith and nadir of an observer's location.
Consequently, it contains also the north and south points on the horizon,
and it is perpendicular to the celestial equator and horizon.
4. Celestial equator 
The celestial equator is the great circle of the imaginary celestial sphere on
the same plane as the equator of Earth. the celestial equator is an abstract
projection of the terrestrial equator into outer space. Due to Earth's axial tilt,
the celestial equator is currently inclined by about 23.44° with respect to the
ecliptic.
5. Ecliptic
The ecliptic is an imaginary line on the sky that marks the annual path of the
sun. It is the projection of Earth’s orbit onto the celestial sphere. The
ecliptic plane mapped onto the celestial sphere is where can also see the
constellations of the zodiac mapped.
6. First Point of Aries/Libra
First Point of Aries. In astronomy, we need a celestial coordinate system
for fixing the positions of all celestial bodies in the celestial sphere. ... It is
the point at which the Sun crosses the celestial equator moving from south
to north along the ecliptic, also called vernal Equinox.
first point of Libra. The point of intersection of the ecliptic and the celestial
equator (equinoctial) when the sun is moving from the north to the south
direction. It is denoted by the symbol λ. Also called autumnal equinox.
7. Zenith / Nadir
The zenith is an imaginary point directly "above" a particular location, on
the imaginary celestial sphere. vertical direction opposite to the gravitational
force at that location. The opposite direction, i.e. the direction in which
gravity pulls, is toward the nadir. The zenith is the "highest" point on the
celestial sphere. The direction opposite of the nadir is the zenith.
8. Vertical & Prime circle
A vertical circle is a great circle on the celestial sphere that is
perpendicular to the horizon. Therefore, it contains the vertical direction,
passing through the zenith and the nadir. There is a vertical circle for any
given azimuth, where azimuth is the angle measured east from the north on
the celestial horizon.
The vertical circle which is on the east–west direction is called the prime
vertical.
9. Sidereal hour angle SHA
The sidereal hour angle, SHA, is the angular distance of a body from the
hour circle of the first point of Aries (also called vernal equinox), measured
westward from 0° through 360°.

10. right ascension (RA)

Right ascension is the angular celestial equator from the Sun at
distance of a particular point the March equinox - First Point of
measured eastward along the Aries, to the point above the earth
in question. Right ascension is degrees, arcminutes, and
the celestial equivalent of arcseconds.
terrestrial longitude. Both right
ascension and longitude measure
an angle from a primary direction
(a zero point) on an equator.
RA (right ascension) and DEC
(declination) are to the sky what
longitude and latitude are to the
surface of the
Earth. RA corresponds to
east/west direction (like longitude),
while Dec measures north/south
directions, like latitude.
Declination is measured in
11. Greenwich Hour Angle celestial object and the meridian of
(GHA) the observer, LHA = GHA (of
Greenwich Hour Angle between celestial object) - Longitude (of
the Greenwich Meridian and the observer).
meridian of a celestial body is
known as the. indicates the
position past the plane of the
Greenwich meridian measured in
degrees. Equivalent to longitude on
earth. It can be followed by East or
West.

12. Local Hour Angle (LHA)

Local Hour Angle is the angle
between the meridian of the
13. Declination
Declination is equivalent to the latitude on earth. it is followed by North or
South same as latitude. Declination's angle is measured north or south of
the celestial equator, along the hour circle passing through the point in
question.
14. Altitude contained between the observer’s
The Altitude of a celestial body is meridian and the vertical circle
its angular distance above the passing through the body.
Horizon. The Altitude of a celestial
body may be measured with a
sextant to give the measured
Altitude.
15. Zenith distance
Zenith distance the angular
distance of a celestial object from
the zenith measured by the arc of a
vertical circle intercepted between
the object and the zenith.
16. Azimuth
The azimuth of a heavenly body is
the angle at the observer’s zenith
17. Amplitude
The amplitude of a heavenly body is the arc of horizon contained between
the position of the body when rising or setting and the East or West point of
the horizon. Alternatively, it is the angle between the bearing of the body
when rising or setting and the East or West direction.
18. Greenwich Mean Time
Greenwich Mean Time (GMT) originally referred to the mean solar time at
the Royal Observatory in Greenwich, London. It is now often used to refer to
Coordinated Universal Time (UTC).
19. Local Mean Time
Local Mean Time (LMT) is a type of solar time, a timekeeping method using
the Sun's movements across the sky. Local Mean Time is the Mean Solar
Time for a specific location on Earth. It is the same for all locations that
share the same longitude.
20. The Sextant - Sextant is an essential tool for celestial navigation and
is used to measure the angle between the horizon and a visible object (or
two objects at sea).
The sextant is used to measure the following:
Vertical Sextant Angle (VSA)
 Horizontal Sextant Angle (HSA)
Altitudes
21. The sextant is an instrument used to measure angles. Mainly used
at sea, the tool is so named because its arc is one-sixth of a circle – 60
degrees. It adheres to the principle of double reflection hence it can
measure angles up to 120 degrees. Practically speaking, the arc of the
sextant is a little over 60 degrees and therefore the total angle
measurable is about 130 degrees.

22. Different Parts Of A Sextant

23. Sextant Error
1. The frame of the sextant and the index mirror are not perpendicular to
each other (called perpendicularity error).
2. The frame of the sextant and the horizon glass are not perpendicular to
each other (called side error).
3. The index mirror and the horizon glass are not parallel to each other at 0°
(called index error).
4. The telescope is not parallel to the frame (called collimation error).
24. Visible and horizon
The sensible horizon is the horizontal plane passing through the observer's
eye. The sensible horizon merges into the geoidal horizon when the
observer's eye is at sea level.
25. Visible horizon
visible horizon is the line where the earth's surface and the sky appear to
meet.
26. Rational horizon
Rational horizon the great circle of the celestial sphere whose plane passes
through the center of the earth and is parallel to the sensible horizon of a
given position.
27. Parallax
Parallax is a difference in the apparent position of an object viewed along
two different lines of sight, This is a geometrical error that near-by heavenly
objects, and is measured by the angle or semi-angle of inclination between
those two lines, so parallax can be used to determine distances.
28. horizontal parallax
horizontal parallax is the maximum geocentric parallax observed when the
celestial body is at the horizon and the altitude is equal to zero.
29. Refraction
Refraction is the deviation of light or other from a straight line as it passes
through the atmosphere due to the variation in air density as a function
of height. Celestial refraction causes astronomical objects to appear higher
above the horizon than they actually are.
30. Altitude
The altitude of a celestial body is its angular distance above the horizon. By
comparing the measured Altitude to the Calculated Altitude for your
Estimated Position, a Position Line may be drawn on the map or chart.
SHIPS HANDLING
1. Duties of OOW navigation
2. ARRANGEMENT OF PILOT LADDER, MEET PILOT
3. PREPARE BRIDGE FOR DEPARTURE
4. Master’ Standing orders and Night Orders (see additional
docs)
5. WHEN TO CALL MASTER:-
6. BRIDGE WATCH LEVEL (B.W.)
7. MASTER CONNING
8. Conning Officer
9. WHEN TO INFORM THE MASTER
10. OOW –DUTIES AND RESPONSIBILITIES
11. PROCEDURES IN DIMINISHING AND RESTRICTED
VISIBILITY
12. ACTION TO BE TAKEN IN HEAVY WEATHER
13. SHIP TO SHIP OPERATION RISK ASSESSMENT
14. SAFETY / SECURITY ROUNDS AND STAND-BY
DUTY
15. ANCHORAGE
16. MAXIMUM ANCHOR DEPTH.
17. Determining the length of cable
18. Anchoring Methods By gravity/By Gear
19. How you draw calculate the anchor swinging circle?
20. ANCHOR STATION
21. ANCHOR PARTY REPORTINGS TO THE BRIDGE:-
22. MOORING AND UNMOORING STATION
23. MOORING LINES
24. MOORING ARRANGEMENT
25. Headlines /Breast lines/Spring lines/Stern lines 3+2+2
26. FIRE WIRES
27. Single buoy or single point mooring (SBM)
28. Content of Maneuvering Card
29. What is Stopping Distance
30. What is Crash Stop
 31. Using anchor to stop the ship in emergency
32. What is Tactical Diameter
33. Turning Circles.
34. Drift Angle
35. Pivot Point

Ships Handling

1. Duties of OOW navigation:-

a. First and foremost duty is to navigate the ship safely by
all means available onboard ship.
b. Comply COLREGs all the time to avoid collision
c. Assist master during pilotage or approaches
d. Ensure the helmsman is taking and executing orders
correctly from pilot or conning officer
e. Ensure the conning officer order during maneuvering are
reasonable and correct
f. Operate the engine telegraph and ensure it is working
properly
g. Ensure the accuracy of ARPA
h. data and radar plotting
i. Comply VTIS and local regulation
j. Maintain all bridge logs
k. Keep an eye on deck if crew are at work
l. Incase of any defect or malfunction if any equipment
inform master
m.Monitor near by traffic and determine the risk of collision
and also monitor ECDIS( Electronic Chart Display and
Information and TCPA of near by targets
n. Follow the passage plan / Determine ships position by
different methods
 o. Monitor weather / Determine navigational danger
p. Comply master standing order
q. Follow procedure in case of emergencies
r. Vessel reporting to the VTIS
s. Plotting positions on proper charts or in ECDIS( Electronic
Chart Display and Information System)
t. Taking fix by different method
u. Obtaining compass error / Compare the compasses
v. Checking all the equipment’s are working properly or not
w. Keep watch on gmdss(Global Maritime Distress and
Safety System) vhf ch 70,and other channel as per
required
x. Incase of any doubt call master
y. Proper handing over and taking over a watch
2. ARRANGEMENT OF PILOT LADDER, MEET PILOT:-
a. Pilot ladder arrangement and which side pilot ladder set to
be prepare as per the instruction of pilot on vhf before
reaching pilot boarding. if the free board is more than 9
meter than combination ladder to be rigged, Combination
ladder as accommodation + pilot ladder, if less than 9
meter than only Pilot Ladder is sufficient.
b. OOW always go down on deck to meet the pilot and
check pilot ladder is properly rigged as per instructions
and if required go down to the gangway to meet pilot on
lowest platform of accommodation ladder. communication
to established with the bridge and reporting to be done to
the bridge when pilot boat alongside , pilot on ladder, pilot
on gangway, pilot onboard, and pilot boat away.

3. PREPARE BRIDGE FOR DEPARTURE:-

a. OOW shall complete this procedure prior departure from
berth or anchor. This shall include, shifting from
anchorage to berth and shifting between berths. Prior
departure OOW shall:-
b. Bridge is prepared as per the navigational checklist 02:-
pre –sailiing checks
c. Before departure make sure the intended passage plan is
prepared and available on bridge.
d. Passage should be checked and approved by master and
to be briefed to other watch keeping officer.
e. Check the planned route should be available on ecdis
f. Check for encs, adps, are updated. Latest navtex
warning & navigational warning are to be plotted on
ecdis .
g. 1 hour notice is given to the engine room and clock is
sync with engine room.
h. Check gyro compass and repeaters in steering are and
bridge wings are synchronized.
i. Check paper in the engine movement recorder.
j. Check paper in the course recorder
k. Check paper in echo sounder and switch on the echo
sounder .check the echo sounder is working properly.
Check the remote display. Sign the recording paper.
l. Check the navigational lights by switching it on both up
and down lights.test the navigational light alarm. Check
other lights like NUC ,RAM,steering light,signal lights.
m.Check the navigational shapes and flags.
n. Test the telegraph/main engine control with duty engineer.
o. Test the steering gear as per the navigational checklist
12.it should be checked in both fu and nfu mode.
p. Check the communication between bridge ,engibne room
and morring stations.
q. Check RADAR for proper funtioning( pm test to be carried
out). ARPA - automatic radar plotting aid ,ECDIS -
Electronic Chart Display and Information System,VDR -
Voyage data recorder,, ,BNWAS- Bridge Navigational
Watch Alarm System tested and operational.
r. Pre departure test to be carried out for gmdss
equipment.check SART and EPIRB.all the test to be
logged in gmdss log.epirb and sart to be tested.
s. Test the emergency engine stop,if not done within 90
days.
t. Check speed indicator and distance log are operational.
Remote radout operational.
u. Check helm ,rpm indicator operational on the bridge
wings and inside bridge.
v. Test the whistle both forward mast and main
mast,signalling lamp.
w. Check the clear view screen and wipers are operational
x. Azimuth mirror and binoculars to be ready
y. Ais to be put on normal power and necessary details to be
updated.
z. Put VHF on normal power.
aa. Check the wind speed indicator is operational.
bb. Bridge flash light are operational.
cc. All the form are prepared, like ukc form, pilot card,
master pilot information exchange form
dd. Communication is made with the port control and
confirm the pilot timing and coming from sea side or shore
side.all the reporting done and to be logged in gmdss log.
ee. Give 30 min notice to the crew for mooring station.
ff. Cargo handling equipment are secured.
gg. Stability and draft information are sent to FPC.
hh. Ask deck person to check weather tight doors are
closed.
ii. Record event on bridge movement book
jj. Confirm deck power for mooring winches, deck crane,
deck light
kk. Risk assessment to be carried out for unmooring.
ll. Confirm all crew onboard.
mm. Clear anchor lashing.
nn. Ensure stowaways checked by SSO- Single sign-on
oo. Make sure all the shore personnel are checked out.
confirm it with gangway.
pp. When pilot onboard, note the boarding time in
movement book. take sign on the MPIE and on pilot card.
qq. Ask the deck crew to secure the gangway.
rr. Confirm propeller clearence from deck watch.
ss. Call engine room and request them to commenced the
main engine blowthrough.
tt. Testing of main engine:-
uu. Engine OOW and bridge oow to complete the testing
collectively and entries to be made their own bell book.
vv. ECR will test the main engine from ECR.
ww. Maine engine control is transferred to bridge.
xx. Master takes the conn. of the bridge.
yy. Main engine tested ahead and astern. Check the
command RPM and engine RPM . It should same. If not
inform engine room.
 zz. Engine to be tested from emergency engine control
station.
aaa. Upon successful testing of Maine engine. Make all the
entries in the bridge movement book and log the standby
engine time and pass the entries with timing to the engine
OOW.
bbb. Inform master bridge is prepared ready for departure.
ccc. OOW shall :- Confirm master order
 Confirm that all moorings lines are taut.
 Confirm gangway clear from jetty
 Confirm all cargo and bunker hoses are
disconnected
 During testing one crew to standby forward and
stern.
 Engine oow will commenced the engine blow through
from ECR.
4. Master’ Standing orders and Night Orders (see
additional docs)
The Master shall write his Orders. He shall issue night
orders every night before retiring when the vessel is at sea,
anchorage and at any other time when he considers specific
orders to be required. The night orders shall include but not
be limited to the course, speed, changes of course and/or
speed and the time thereof, CPA with other Vessels or
Fishing Boats and the characteristics of any light and landfall
which may be sighted during the night and any other
information of precaution that may be suitable and
necessary to enable the OOW to navigate the vessel
accurately and safely. Before taking over the watch, each
OOW shall read and sign the Masters Orders to confirm that
he has read and fully understood them.
5. WHEN TO CALL MASTER:-
 a. Restricted visibility encountered or suspected.
b. Heavy traffic or the movement of other ships are causing
concern.
c. Difficulty is experienced in maintaining course.
d. On failure to sight land, navigation mark or change in
sounding by expected time.
e. If unexpectedly sighted land or navigational mark or
change in sounding occurs.
f. On breakdown of main engine, steering gear or any other
essential navigational equipment, alarms or indication.
g. If radio equipment are malfunction.
h. In heavy weather if any doubt about the possibility of
weather damage.
i. If the ship meets any hazard to navigation, such as ice or
derelict.
j. If in any other emergency or if in any doubt.
6. BRIDGE WATCH LEVEL (B.W.) shall be set at the Master's
direction and discretion according to prevailing conditions as
follows:
PRIMARY CONDITIONS BRIDGE WATCH (B.W.)
Open Waters:
Clear weather, little or no traffic - Level I
Clear weather, higher traffic density - Level II
Restricted visibility - Level II
Restricted Waters (Limited Manoeuvring Room):
Clear weather, little or no traffic - Level II
Clear weather, higher density traffic - Level II
Restricted visibility - Level II
7. BRIDGE WATCH I
This watch has one Deck Officer and lookout
 However during daylight hours, where the Master may
consider it safe to do so, based on weather, navigation and
traffic conditions such as good visibility, open sea, minimal
traffic etc., he may authorize the OOW to permit the lookout
to work, in the close-by area from where lookout could reach
the wheelhouse at short notice, whilst always ensuring that
the lookout is in communication with OOW via UHF radio.
Between sunset and sunrise, the lookout will not leave the
bridge for any reason. They will accompany the OOW in
carrying out accommodation fire rounds after their watch.
8. BRIDGE WATCH II
This watch requires two Deck Officers, a lookout and
helmsmen
Though one officer is usually the Master, under special
circumstances he may delegate authority to another Deck
Officer (e.g. Chief Officer) but by doing so the Master does
not thereby delegate his responsibility.
9. Conning Officer
The Conning Officer is responsible for the safe navigation of
the ship.
Officer of the Watch
The primary duties of the OOW shall be collision avoidance,
with additional communications and navigational
responsibilities.
Aside from other duties ordered by the Conning officer, the
OOW shall:
 Acknowledge the Conning Officer's helm and engine
orders, making sure they are carried out properly,
 Operate the engine order telegraph and ensure it
responds correctly. The RPM indicator shall be checked to
ensure correct response to engine orders,
 Be aware of the vessel’s speed to ensure compliance with
VTS and/or local regulations and to ensure accuracy of radar
plotting and ARPA data,
  Co-ordinate all GMDSS radio communications and log
them as required.
 Plot ship’s position using all available means, visual,
radar, by electronic navigational aids and celestial
observations on the appropriate chart,
 Check and record soundings at frequent intervals, as
applicable
 Plot closing targets and/or others called for by the conning
officer to obtain closest point of approach ("CPA"), time of
CPA, and the course and speed of the targets. Data must be
promptly and accurately reported to the Conning Officer who
shall acknowledge its receipt ,
 Correctly maintain all Bridge Logs and records,
 Compare compasses at frequent intervals
 Ensure all bridge equipment is functioning correctly and
report any deficiencies to the Master or Conning officer.
It should be recognised that assigning Team Members to
specific tasks will create the most effective team, especially
in high stress situations. Accidents / Incidents are nearly
always unexpected and most occur because there is no
system in place to detect and prevent one person from
making an error or omission
10. MASTER CONNING
When the Master takes over or hands over the conn, he
must inform the OOW verbally and an entry to this effect
must be made in the Deck Log Book by OOW.
11. INFORMING THE MASTER
The Master must be informed whenever a significant event
or change occurs.
The Master must be informed well in time to allow for a full
assessment of the situation and to undertake any corrective
actions that may be necessary. As a minimum he must be
informed immediately whenever any of the following events
occur:
  At any time the OOW is in doubt as to the safety of the
ship.
 Immediately it becomes evident that any vessel" is not
taking appropriate actions as required by the COLREGS
 When any navigation equipment fails, or if any doubt
exists concerning the accuracy of such equipment,
 Upon receipt of any distress or distress related
communications,
 If missing a navigational mark at the expected time or if
the OOW is in doubt as to the vessel's position,
 If the actual depth soundings disagree with expected
soundings,
 If unmarked navigation hazards are sighted,
 When experiencing difficulty in maintaining the course as
laid down in passage plan
 When approaching or experiencing a reduction in visibility,
 When approaching heavy traffic,
 If engine speed is reduced,
 In any situation not mentioned above which would be
considered a "special circumstance" as defined by
COLREGS, an
d  Whenever there is any imminent danger.
12. OOW –DUTIES AND RESPONSIBILITIES
The Master may increase the duties and responsibilities
listed in this part by expanding upon them at his discretion at
any time to improve the safe operation of the vessel.
OOWs are the Master's representatives and are responsible
to him for the vessel's safe navigation in compliance with
COLREGS, current laws and regulations. OOWs must
remember that the safety of personnel, vessel, cargo and the
environment is their responsibility whenever they have the
conn. OOWs are responsible for carrying out the Master's
lawful, orders at all times. In an emergency, OOWs must
take any prudent actions necessary to ensure the safety of
the vessel.
 Refer to Emergency Checklists in SOPEP or SMPEP, VRP,
Contingency Manual.
The practice of good seamanship must be observed by all
OOW at all times. They and their subordinates on Watch
shall be alert and attentive to their duties at all times. In
order to assist the Master, Pilot, and/or Mooring Master, the
OOW must remain aware of all navigational circumstances
including traffic, shoal hazards, and possible equipment
failure so as to be able to notify the Master or Conning
Officer. The OOW should have good “situational awareness”
at all times. When navigating in, coastal or restricted waters,
the OOW shall plot and log the ship’s position at frequent
intervals, as mentioned in the Passage Plan.
Out in the open sea, the OOW shall log and plot the vessel's
position hourly. Unless the scale of the chart makes it
impractical to do so however, the ship’s position shall be
plotted at sufficient intervals to effectively monitor the
vessel’s progress. . Fixing should be at a time period such
that it is not possible for a ship to get into danger between
the two fixes. Whenever the engine is required for
manoeuvring in restricted waters, the OOW shall notify the
engine department well in advance to ensure that a suitable
number of generators are operational and the main engine is
ready for manoeuvring. However, this does not stop the
OOW from using main engine immediately in an emergency.
The Master and/or Chief Engineer shall explain to the OOWs
the procedures for reducing main engine RPM when the ship
is out in the open sea. OOWs shall also be explained the
use of various Main Engine controls available in the
wheelhouse, e.g.: Auto slow down, Auto slow down override.
At the Master's discretion, OOWs shall be rotated to ensure
cross training and meeting the development needs of the
officers.
13. RESTRICTED VISIBILITY:- Comply COLREG Rule 19
for Restricted Visibility and Rule 35Inform master and engine
 room, determine all the traffic nearby, start the sound
signals, changeover to hand steering and post extra lookout,
reduce speed to safe speed, start both steering motors,
open bridge wing doors, close all water tight doors or
weather tight doors, monitor VHF, start echo sounder,
comply company navigation checklist.
14. PROCEDURES IN DIMINISHING AND RESTRICTED
VISIBILITY
In restricted visibility or on approaching restricted visibility,
the OOW shall
 Inform the Master immediately, who will increase the
Bridge Watch level as applicable
 Call additional watch personnel as required by the Master,
 Log the Bridge Watch level , and any change of conn,
 Engine Room to be manned
 Notify the engine room to be prepared for immediate
maneuvering,
 Reduce speed as required,
 Post Lookouts as required,
 Change to manual steering,
 Start additional steering motor/s,
 Comply with anti-collision practices prescribed by
COLREGS for vessels in restricted visibility,
 Sound appropriate signals,
 Ensure navigation lights are exhibited ( In our company
Navigation lights are switched on when the vessel leaves the
berth and switched off on berthing of the next port or on
anchoring),
 Complete Check List NAVIGATION, RESTRICTED
VISIBILITY,
 Log all additional actions and precautions taken.
Department heads shall take due consideration of prevailing
condition of restricted visibility in their work planning to
ensure personal safety.
15. ACTION TO BE TAKEN IN HEAVY WEATHER
 Due to the availability of reliable and up to date weather
information it should, in the majority of cases, be possible to
obtain timely warning to approaching heavy weather. The
Master will normally have time to take action to either avoid
the worst of the weather or prepare for inclement conditions,
whatever the course of action that is decided on however,
the following shall be undertaken in good time and before
encountering heavy weather:
 All watertight doors, vents and openings to be inspected
and confirmed tight.
 All lashings, especially on deck equipment and heavy
items, to be inspected and confirmed secure. Additional
lashings may be deemed necessary and shall be fitted at
this time.
 All store rooms are to be inspected and gear stowed
securely, additional lashings may be necessary.
 All Crew advised of the impending heavy weather and
advised of any movement restrictions that may be introduced
as a safety measure (i.e. no personnel allowed outside the
accommodation)
 Public rooms, galley and galley store rooms secured and
prepared for heavy weather.
The above list is not exhaustive and a full risk assessment
shall be carried out whichever action is taken.
Should it be considered necessary to increase the Bridge
Watch Level the fact shall be noted in the Deck Log Book;
consideration shall also be given to manning of the Engine
Room during this period.
16. SHIP TO SHIP OPERATION RISK ASSESSMENT
a. A Ship to Ship (STS) Operation is a common practice in
the industry today and the experience gained over the
years has proved STS transfers are safe. Each Master
of the vessels involved in such an operation remains
responsible for the safety of his own ship, its crew,
cargo and equipment and should not permit safety to be
 prejudiced by the actions of others. All tankers should
be provided with STS plan approved by class, which
provides guidelines on conducting STS operation. STS
operation shall be conducted in accordance with STS
plan and Ship to ship transfer guide (ICS / OCIMF).
b. Prior to any STS operation Master shall ensure a
thorough risk assessment is carried out and it should
include sufficient information which will assist in a good
understanding of the operation. The company has
provided all ships with generic STS Risk assessment.
While doing risk assessment Master shall take into
account below mentioned factors in addition to
guidelines provided in STS plan.
c. During the planning stage careful consideration to be
given to the currents in the area particularly local
currents.
d. Depth of water in relation to draught, it must be
remembered that if the depth is less than twice the
draught with a current running, squat, and other effects
should be expected, and allowed for, in the risk
assessment
e. Ask if the operation has been carried out in the
intended location before and request the outcome
f. Is the operation being carried out in compliance with
OCIMF recommendations?
g. When moored is the weight on the anchor cable
excessive?
h. When moored is the engine required to maintain the
position?
17. SAFETY / SECURITY ROUNDS AND STAND-BY
DUTY
On completion of work each day the Chief Officer and Bosun
must ensure that the vessel is secure for the night. This
check should include but not be limited to verify the security
of lifeboats, liferafts, cranes and all equipment stowed on
 deck and all watertight doors/ opening on weather deck are
closed. During the hours of darkness, the outgoing (OOW)
Officer of the Watch and his lookout shall perform Fire
rounds of accommodation spaces after his bridge watch; the
rounds shall include checks for fire, leaks, electrical fittings
etc.
Once the fire rounds are completed the individual performing
rounds shall inform the OOW at which time an entry shall be
made in the Deck Log

18. ANCHORAGE: Approach the anchor position (on

vessel up to 50K DWT) keep heading into wind and tide with
speed around 2 knots, when approaching to position 1Nm
reduce the speed up to 0.5NM, in 2 cables to position STOP
the Engine and give Dead Slow Astern.
Lower the anchor with gear to SEA LEVEL and then hold the
anchor on brake
Give Stern movement in order to stop the vessel over the
ground, once the vessel is in the anchoring position drop the
anchor by opening the brake maintain around 0.5 knots stern
speed to allow the cable not to pile up., and Anchor Flukes
bite the ground properly, this must be monitored and
reported on bridge by Anchor Officer.
Hold the break once required cable length is paid out.
Secure Chan by Chain Bar (Tongue), Put the Anchor Mark
on Chain which Should be visible from Bridge, Hoist the
“Anchor Ball” and Anchor Light
19. MAXIMUM ANCHOR DEPTH
A notice must be posted in the wheelhouse stating windlass
hauling capacity and maximum anchoring depth basis “up
and down” weight of anchor and chain cable.
Whilst weighing anchor, the maximum load on the windlass
will occur as the anchor just leaves the bottom. The
combined weight of anchor and cable at this stage must
never exceed the hauling capacity of the windlass.
 Do not anchor in depths greater than windlass pulling power.
Find alternate anchorage or remain underway.
20. Determining the length of cable
While various factors would need to be taken into account in
determining the length of cable that a vessel would ride to,
(draft, strength of wind and tide etc.) A rough guide would be
as follows:
A simple rule in determining length of cable to use: Square
Roots (disambiguation) from depth √Depth
Or:
Standard condition: Normal conditions: 2 x D + 90 meters
(where D=depth of water in meters)
Length of cable = [(Depth of water in meters * 2) + 90 ] / 27.5
When good holding power can not be expected:
(e.g. Strong Wind, Strong Current, Harder Sea bottom) :
Rough Weather: 3 x D + 140 meters
Length of cable = [(Depth of water in meters * 3) + 140 ] /
27.5
21. Anchoring Methods Decide on which method of
anchoring to be used and the number of shackles depending
on the depth of water, expected weather and holding ground.
As we know, there are two ways an anchor can be dropped
to the seabed
By letting go (By gravity)
By Paying away (By Gear)
Each of these ways has its advantages and disadvantages.
in most of the cases, it is up to the discretion of master how
he wants to anchor, However, if the depth is more than
60mtrs it is recommended to lower down anchor by gear
until anchor reach the seabad, and than, secure anchor by
holding brake, disengage the gear and continue to pay away
by gravity
22. How you draw calculate the anchor swinging
circle?
 Ship’s length (Bridge GPS antenna to fwd) + (How many
shackles x 27.5m)
FOR Example :
= 6 shackle on deck and (bridge GPS antenna to fwd) is
indicated by L = 100m
= 6 shackle +L
= 6×27.5m +100
= 265m
= (265/ 1852 ) nm
= 0.1431nm
= (0.1431×10) cable @ one NM is equal to 10 cable
= 1.431 cable
Note :
Centre of swinging circle is the point where anchor fluke
touches SEABED.
Alternatively, The following is the formula used to calculate
Swing Radius of a vessel at anchor.:
Swing Radius = LOA + [ ( RODE ) 2 – ( DEPTH +
FREEBOARD)2 ] 1/2
LOA: Overall length of the boat, including any additions or
extensions from the stern
RODE: The length (line to the anchor) of the rode from the
bow pulpit to the anchor.
DEPTH: The water depth over the anchor.
FREEBOARD: The distance from the deck at the bow pulpit
to the water.
Note all measurements of length and distance must be in the
same units.
23. ANCHOR STATION:-
a. Prior entering the anchorage area, the anchor party
should be stand by forward to undertake checks and
preparations to commenced the anchor operation.
b. Officer in charge should ensure that the anchor party
wearing proper PPE for the anchor station.
 c. • hydraulic power on
d. • windlass operation checked
e. • break properly working
f. • anchor lashing removed
g. • anchor ball prepared
h. • communication tested with bridge
i. • prepare the anchor to drop
j. It is very important to maintain good communication
between bridge and anchor party.a secondary means of
communication to be tested and kept stand by .
24. ANCHOR PARTY REPORTINGS TO THE BRIDGE:-
a. Master will order to lower the anchor upto water level.
Report master anchor is at water level.
b. Master will then order let go the anchor up to 3 shackles in
water and hold. After acknowledging the order , the officer
will let go the anchor and check the no. Of shackle ,at
three shackles officer will stop lower anchor and report to
bridge three shackle in water leading 11 o’clock short
stay.
c. Master will than wait for sometime and order to lower the
shackles upto 6 in water by using gear. after
acknowledging the order,the officer will lower the shackles
upto 6 in water and report anchor chain leading 11 o’clock
medium stay.
d. Master will wait for some time to brought up the anchor
and ask how is the anchor chain leading. the officer will
check the anchor chain lead and report it is leading 11
o’clock short stay and holding.
e. Master will ask the officer to secure the anchor station and
finish with the anchor station.
 f. After this the officer will make sure every thing is secured
in forward, anchor is on break and bar, anchor ball
hoisted, anchor flag is on. Than officer will report
everything secured.
g. Master will order finish with forward.

25. MOORING AND UNMOORING STATION:- It is a

critical operation done during the berthing and unberthing of
the ship. Deck crew and officers are divided by two
team ,one tean controlling the forward station and the other
team controlling the aft station. In this operation the ship is
made fast to ashore by using mooring lines.
26. MOORING LINES:- Mooring to be done to prevent the
ships from drifting away from a berth and holds the ship in
place in relation to the loading/discharging arm or hoses,
which may only have limited freedom of movement.
27. Wire mooring line
The wire mooring line are used on large Large vessels over
then 50K DWT. Typical wire rope constructions are spiral
strand, six strand rope and the multiple strand rope. The
costs of a wire mooring line are relatively low.
Polyester is the most durable of the common materials with
high strength. Polyester has a low co-efficient of friction and
a relatively high melting point. It has good resistance against
external abrasion and does not lose strength rapidly due to
cyclic loading.
High modules fibres are much stronger than conventional
synthetic polyester and polypropylene ropes The strength is
similar to the wire but has a significantly lower weight.
 However, the costs of a synthetic fibre rope are relatively
high.
28. Headlines :-mooring lines leading ashore from the fore
end or forecastle of a ship ,often at an angle of about 45
degrees to the fore and aft line of the ship.it provide very
less mooring strength as compared to the breast and spring
lines.
Breast lines:-mooring lines leading ashore as perpendicular
as possible to the ship fore and aft line.it restrains the
transverse movements of the ship.it ensures that the ship is
alongside the jetty.
Spring lines:-mooring lines leading in a nearly fore and aft
direction, the purpose of which is to prevent longitudinal
movement(surge) of the ship while in berth. It restrain the
ship in two directions, the forward spring /prevents the
forward motion and the aft spring prevents the aft motion.
Stern lines:-mooring lines leading ashore from poop deck of
a ship, often at an angle of about 45 degrees to the fore and
aft line of the ship. It provide very less mooring strength as
compared to the breast and spring lines.
29. MOORING ARRANGEMENT:-
4+2+2:-FORWARD:- 4 HEAD LINES,2 BREAST LINES AND
2 SPRING LINES
STERN:- 4 STERN LINES,2 BREAST LINES AND 2
SPRING LINES
3+2+2:-FORWARD:- 3 HEAD LINES,2 BREAST LINES AND
2 SPRING LINES
STERN:- 3 STERN LINES,2 BREAST LINES AND 2
SPRING LINES
 2+2+2:-FORWARD:- 2 HEAD LINES,2 BREAST LINES AND
2 SPRING LINES
STERN:- 2 STERN LINES,2 BREAST LINES AND 2
SPRING LINES
4+2:- FORWARD:- 4 HEAD LINES, 2 SPRING LINES
STERN:- 4 STERN LINES, 2 SPRING LINES
30. FIRE WIRES:-Fire wire is a wire rigged forward and aft
to the water line over the off berth side of a ship to facilities
towing away in emergency. Its is used by the tugs to pull the
ship away from the pier without the assistance of any crew in
case of serious fire or explosion.
31. Single buoy or single point mooring : Often larger
ships which cannot approach ports and terminal are berthed
outside the port limits or in sheltered anchorages and the
cargo transfer carried out with the help of Single point or
single buoy moorings. The basic principle of the buoy is to
keep the position of the vessel with respect to the buoy
steady and at the same time allowing vessels to swing to
wind and sea.

32. Content of Maneuvering Card

 General Description
o Ship’s particulars
oCharacteristics of the main engine
 Maneuvering characteristics in deep water
o Course change performance
o Turning circles in deep water
o Accelerating turn
o Yaw checking tests
 o Man-overboard and parallel course maneuvers
o Lateral thruster capabilities
 Stopping and speed control characteristics in deep
water
o Stopping ability
o Deceleration performance
oAcceleration performance
 Maneuvering characteristics in Shallow Water
o Turning circle in shallow water
oSquat
 Maneuvering characteristics in wind
o Wind forces and moments
o Course-keeping limitations
oDrifting under wind influence
 Maneuvering characteristics at low speed
 Additional information
33. What is Stopping Distance
Stopping distance is the distance, which, a ship will continue
to move after STOP ENGINE action is taken and till the ship
comes to rest on water. Stopping distance details mast be
provided for sea speed, harbour speed, half speed etc. It
mast be provided for loaded & light conditions.
34. What is Crash Stop
In crash stop maneuver the ship is stopped by applying from
Full Ahead to Full Aster power. Engine is using maximum
power for Astern. Rudder normally being kept amidships.
35. Using anchor to stop the ship in emergency –
During Passage on River or Channel, Anchor Party should
St/By Fwd Station with both Anchors “Ready for Emergency”
 Put the rudder hard over to the side you can turn the
ship.
  Drop the anchor to the side of the turn. So if you are
turning to starboard, drop starboard anchor.
Before we drop anchor we must ensure that we are
dropping the anchor in an area of suitable anchoring
depths. Put the rudder hard over to the side you can turn
the ship. Drop the anchor to the side of the turn. So if you
are turning to starboard, drop starboard anchor. Turning
would reduce the vessel’s speed. As the speed of the ship
reduces, keep on going ASTERN on the engine
movement too.
36. What is Tactical Diameter- is the lateral distance as
above, if measured while the ship’s head is 180 from original
heading
37. Turning Circles - When a rudder is put hard over (35
degrees normally) to port or starboard side, after a short
interval the vessel begins to follow a curved path towards the
side on which the helm is applied. Radius of curve keeps
reducing & by the time ship’s head is 90 degrees away from
original, a steady radius of turn is reached.
38. Drift Angle - is the angle between ships fore and aft
line & the tangent to turning circle at any given moment
39. Pivot Point is a point about which a ship pivots in a
turning circle. This point is approximately 30% of length from
forward when steaming ahead and about 20% – 25% of
length from the stern when the ship is going astern. A ship
normally turns (swings) around the PIVOT point. (It is not
Center of gravity)
1. Definition of Stability
2. Definition of FREE SURFACE EFFECT
3. Definition of G – Center Of Gravity
4. Definition of B – Center of Buoyancy
5. Definition of KG – VCG Vertical of Center of Gravity
6. Definition of M – Metacenter
7. Definition of BM- Metacentric Radius
8. Definition of GM – Metacentric Height
9. Definition of GZ – Righting Force (Arm)
10. Definition of Lightweight
11. Definition of DWT
12. Definition of Displacement
13. Definition of NRT
14. Definition of GRT
15. Definition of Plimsoll Mark
16. Definition of FWA – Fresh Water Allowance
17. Definition of Block Coefficient
18. Definition of Reserved Buoyancy
19. Definition of Damage Stability
20. Which Stability Criteria do you know
21. Downflooding angle

Stability
1. Stability - ability of a vessel to return to its initial upright
position after being inclined by wind or sea.
2. G – Center Of Gravity a point through which a weight act
vertically down. The center of gravity will move towards a
weight added
3. B – Center of Buoyancy is at the center of the underwater
volume and is the point through which the force of buoyancy
acts vertically upwards.
4. Fb – Buoyancy Force – equal to weight of water displaced
by immersed body
5. KB – VCB Vertical Center of Buoyancy = 0.53* Draft
(Hydrostatic Tables or Curves)
6. K – Keel point
7. KG – VCG Vertical of Center of Gravity position “G” is
expressed in terms of “meters above the keel” (can be find
in loading “lodicator” provides from Loading Condition)
8. M – Metacenter - the point of intersection between an
imaginary line drawn vertically through the center of
buoyancy of a floating vessel and a corresponding line
through the new centre of buoyancy when the vessel is
tilted.
9. BM- Metacentric Radius = (Hydrostatic Curves) the vertical
distance from the Center of Buoyancy to the Metacenter. It is
a different fact that, the metacenter of the ship changes
 itself, every moment. Why? Because with every angle of
heel, the transverse shift in center of buoyancy will vary,
therefore creating a new metacenter
10. GM – Metacentric Height GM=KM-KG GM=BM+KB-
KG (KM from Hydrostatic Tables)
The vertical distance from the center of gravity to the
metacenter is called the metacentric height.
a. GM>0 Stable EQUILIBRIUM “M above G”
b. GM=0 Neutrally Stable EQUILIBRIUM “M equal G”
c. GM<0 Unstable EQUILIBRIUM “M below G”
It Is aim of the officer in charge of loading the ship to
ensure that this is the case at all times the initial
metacentric height (GM) should not be less than 0.15m. It
is essential that ship has a suitable GM. As a guide the
GM should be in the region of 4-8% of the ship’s breadth.
For a ship with breadth of 16m this would mean a GM of
between approximately 0.6 to 1.3 m.
11. KG+GM=KM=KB+BM height from bottom of keel and
metacenter (Hydrostatic Tables or Curves)
12. GZ – Righting Force (Arm) is the horizontal distance
between vertical forces acting through B¹ and G. The
stability depends upon the length of GZ and the buoyancy
force. GZ=GM*sin List (before 12-15list) when a vessel is
heeled the horizontal separation between G (acting down)
and B (acting up) is the righting lever. The righting levers for
specified angles of heel are represented on a Curve of
Statical Stability, commonly known as GZ curve as shown.
Generally, the lower the center of gravity the larger the GZ
will be. “Curve of Statical Stability”
13. GZ CURVE –

14. Plimsoll line or the Plimsoll mark - indicates the limit

until which ships can be loaded with enough cargo. It
 generally varies from one vessel to another. Seafarers
should be wary of the fact that the water level should not rise
above the line markers due to surcharging of cargo or any
technological fault. It might prove to be severely unsafe to
the ship as tactless overloading of heavy shipment would
sink the ship’s stability
15. WNA Load Mark (Winter North Atlantic) is only for
vessels 100<, Ships over 100m will load to the “W” mark
16. FWA – Fresh Water Allowance - is the number of
millimeters by which the mean draught changes when a ship
passes from salt water to fresh water, or vice-versa, when
the ship is loaded to the Summer displacement.
17. Block Coefficient (Cb) - The block coefficient of a ship
is the ratio of the underwater volume of ship to the volume of
a rectangular block having the same overall length, breadth
and depth. Block coefficient is the ratio of vessel’s
underwater volume (Displacement) to the volume of a box
that this could fit in. more the block coefficient of the vessel,
more will be the squat.
Cb = Displacement of the ship / L x B x d
18. DISPLACEMET – is the equivalent mass of water
displaced by the hull. Therefore displacement is equal the
TOTAL weight of the vessel (DISPL=DWT+LIGHTWEGHT)
19. DEADWEIGHT – is difference in tones between
DISPLACEMENT and the lightweight of the vessel

20. LIGHTWEIGHT – is displacement of the vessel without

cargo, fuel, lub oil, consumable stores, crew and there
effects.
21. GRT – 2.83 м³ total VOLUME measured ALL
accommodation and cargo compartments

22. NRT - 2.83 м³ only VOLUME measured cargo

compartments, used for calculation harbor and canal dues, it
can be found in International Tonnage Certificate.

23. FREE SUFACE EFFECT - Free surface effect is the

change in stability of a vessel caused by liquids moving
freely in a tank. Because of this effect, the center of gravity
of the ship moves away from the centreline, which reduces
the righting lever ‘GZ’ & the height of the metacentre, which
further increases the angle of heel. When a tank is partially
filled, the liquid’s centre of gravity position will change as the
ship is inclined. Liquid in partially filled tank always
 decreases the initial metacentric height GM, righting lever
GZ, and angle of vanishing stability. A partially filled tank is
know as a “slack tank”. The reduction of stability caused by
the liquids in slack tanks is known as free-surface or
SLOSHING effect.

24. Reserve Buoyancy – The freeboard assigned will

ensure the ship has adequate reserve buoyancy in all
conditions of loading. Reserve buoyancy may be considered
to be the enclosed volume above the waterline. Which is
equials or not less volume that the volume of the Biggest
compartment on board the vessel. Reserve buoyancy is a
very important factor in determining a ship’s seaworthiness,
minimum freeboards are assigned to a ship to ensure that
there is adequate reserve buoyancy at all times. It increase
the ship's buoyancy.
25. Type “A” Ships - are those which are designed to
carry only liquid cargoes in bulk, and in which the cargo
tanks have only small access openings closed by watertight
gasket covers of steel or equivalent material
26. Type “B” Ships – All other ships which are not Type
“A”
27. INTACT STABILITY CRITERIA - According to the
International Code on Intact stability, 2008, the following
criteria are mandatory for passenger and cargo ships
constructed on or after 1st January 2010:
1. The area under the righting lever curve (GZ curve) should
not be less than 0.055 metre-radians up to 30° angle of heel.

2. The area under the righting lever curve (GZ curve) should
not be less than 0.09 metre-radians up to 40° angle of heel
or the angle of downflooding if this is less than 40°.

3. The area under the righting curve between the angles of

heel of 30° and 40° or between 30° and the angle of
 downflooding if this angle is less than 40°, should not be less
than 0.03 metre-radians.

4. The righting lever GZ should be at least 0.20 m at an

angle of heel equal to or greater than 30°.

5. The maximum righting arm should occur at an angle of

heel preferably exceeding 30° but not less than 25°.

6. The initial metacentric height GM should not be less than

0.15 m.

7. Severe wind and rolling criterion (weather criterion)

(SHORTLY - For a cargo vessel, the intact stability

requirements are follows-
Initial GM or metacentric height should not be less then 0.15
m.
Righting lever GZ should be at least 0.2 m and angle of heel
Ѳ ≥ 30̊.
Maximum righting lever should occur at heel >30̊ preferably
but not less than 25̊.
The Area of the GZ curve should be at least:
a) 0.055 m radian up to Ѳ = 30̊
b) 0.090 m radian up to Ѳ = 40̊
c) 0.03 m radian between 30̊ and 40̊ or between 30̊ and
angle of down flooding.)

28. 30. Downflooding angle- means the static angle from

the intersection of the vessel's centerline and the waterline in
 calm water to the first opening that cannot be closed
weathertight and through which downflooding can occur.
The angle of down flooding is an angle at which deck
immersion takes place with subsequent water ingress.

29. DAMAGE STABILITY - The ship should be able to

survive the breach (flooding) of any one or more
compartment. A damage stability criterion varies from ship to
ship and the requirement for the same is given in SOLAS
chapter II-1. It may be single compartment flooding, multi
compartment flooding, engine room flooding etc. Under all
the criteria as applicable, vessel margin line should not be
submerged after the damage. Margin line is an imaginary
line drawn 75mm below the free board deck.
Oil tankers shall comply the following requirements a
damage stability criteria :
 .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
.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 the righting
lever curve has at least a range of 20° beyond the position
of equilibrium in association with a maximum residual
righting lever of at least 0.1 m within the 20° range; the area
under the curve within this range shall not be less than
0.0175 m·rad.
For oil tankers of 20,000 tonnes deadweight and above
delivered on or after 6 July 1996, the damage assumptions
shall be:

.1 longitudinal extent:
.1.1 ships of 75,000 tonnes deadweight and
above: 0.6L measured from the forward perpendicular;
.1.2 ships of less than 75,000 tonnes deadweight:
0.4L measured from the forward perpendicular;
.2 transverse extent: B/3 anywhere in the bottom;
.3 vertical extent: breach of the outer hull.