SHIP’S MANAGEMENT

1)speak about ISM code?

The purpose of the ISM code is to provide an international standard for the safety
management and operation of ships and for pollution prevention.chapter IX of
solas convention and includes 16 chapter.
ISM code works with the motive of satisfying three important goals:
• Safety of people on board
• Safety of ship and cargo
• Safety of the marine environment
2)what does the safety management system include?
Every safety management policy should satisfy some of the basic functional
requirements to ensure safety of every ship. They are:
• Procedure and guidelines to act in an emergency situation
• Safety and environmental protection policy
• Procedure and guidelines for reporting accidents or any other form of non-
conformities
• Procedures and guidelines to ensure safe operations of ships and
protection of marine environment in compliance with relevant international and
flag state legislations
• Vessel details
safety management system would consists of details as to how a vessel would
operate on a day to day, what are the procedures to be followed in case of an
emergency, how are drills and trainings conducted, measures taken for safe
operations.

Safety management plan is mainly the responsibility of the owner of the vessel, or
the designated person, or the person appointed by the owner.
3) What are SMS sections?
•General
•Safety and environmental policy
•Designated person (DP)
•Resources and personnel
•Master’s responsibilities and authority
•Company’s responsibility and authority
•Operational procedures
•Emergency procedures
•Reporting of accidents
•Maintenance and records
•Documentation
•Review and evaluations OF CERTIFICATES
4)What is the ISPS Code?
ISPS is the International Ship and Port Facility Security Code is an essential
maritime regulation for the safety and security of ships, ports, cargo and crew.
5)What is the aim of ISPS code In Shipping?
The aim of ISPS code In Shipping is to enhance the security of ships and port
facilitie also detect security threats and implement security measures. To
establish roles and responsibilities concerning maritime security for governments,
local administrations, ship and port industries at the national and international
level.
6)Speak about the ISPS CODE IMPLEMENTATION?
The Code is divided into two part, Part A and Part B. Mandatory Part A outlines
detailed maritime and port security-related requirements and port authorities
and shipping companies must adhere to, in order to be in compliance with the
Code. Part B of the Code provides recommendatory guidelines how to meet the
requirements and obligations
7) What does the ISPS Code for Vessels include?
1) Company Security Officer ( CSO )
2) Ship Security Officer ( SSO )
3) Ship Security Plan ( SSP )
4) Ship Security Alert System
5) Security Equipment
8)What is Company Security Officer (CSO)?
Company Security Officer ( CSO )CSO is a company appointed person, who is
responsible for the ship security assessment and for the onboard survey to
confirm the development and implementation of the ship security plan as per
ISPS code.
9)What is Company DPA?
Designated Person Ashore”(DPA). The Company must appoint a person in the
office responsible for monitoring and following all “SAFETY” matters of the
vessels.
10) What is Ship Security Officer (SSO)?
Ship Security Officer ( SSO )SSO is in charge of security of the vessel onboard and
responsible for the other entire crew member to carry out duties for ship security
as per ISPS code. SSO is responsible for carrying out frequent drills for ISPS Code
as per SSP.
11)What is Ship Security Plan (SSP)?
Ship Security Plan (SSP) is a plan that ensure that the measures for security of the
ship are applied onboard.
The plan specifies responsibilities and procedures to counteract any anticipated
threat to the vessel and her cargo. It is a plan kept onboard vessel explains the
duty of crew members at different security levels.
12)What is Ship Security Alert System?
Different types of security equipment are kept onboard which includes a metal
detector for checking the person entering the vessel.most of the ship has installed
the Ship Security Alert System (SSAS) as per ISPS norms which do not sound on
the ship but alarm the shore authority about the security threat.
13)What is Security Equipment?
Minimum security equipment like scanner and metal detector must be available
at all times with the port facility to avoid the breach of security inside the port.
14)what are the security levels under ISPC code?
1)NORMAL-the level at which the ship and port facilities normally operates.
The level means that minimum appropriate protective security measures shall be
maintained at all times.under this level we are obliged to:
A) minimum security levels are maintained on board and in port;
B) ship and port operation is carried out as per ship and port security plan
C) port facilities ensures to keep the “no access”areas under surveillance at all
times
D) ship and port authorities mutually supervise loading and unloading
operation of cargo and stores,ensuring access control and other minimum
security criteria
E) minimum access in the ship is maintained at all times.
2)
15)what are restricted areas?
The SSP must identify areas that are restricted which is to be established on
board. The purpose of such areas is to restrict access, protect the personnel
onboard, protect the cargo from pilferage or tampering etc. The restricted areas
may include the navigation bridge, machinery spaces,ventilation spaces, spaces
containing IMDG cargo, accommodation, any other areas specified as per the SSP.
16)what is the objective of maritime labor convention?
The main objective of martime labor convention is to provide seafarers rights at
work.
17)what is the minimum requirement for seafarer to work on board?
A) minimum age
B) medical certificate
C) training and certifications
D) recruitment and placement
18)speak about health protection,medical care,walfare and social security
protection on board?
Medical care on board and ashore
Ship owner’s liability
Health and safety protection and accident prevention
Access to shore-based welfare facilities
Social Security
19)what is the role of internal ISM/ISPS/MLC audit?
The Internal ISM/ISPS/MLC Audit - The ISM Code states: “The Company should
carry out internal safety audits onboard and ashore at intervals not exceeding 12
months to verify whether safety and pollution-prevention activities comply with
the safety Management System (SMS)”..
Company Representative are able to carry out this audit and provide detailed
written report of any relevant points, including details of any ‘Findings’. (Non
Conformities / Observations).
20)what does findings mean.what is non-conformaties?what does observation
mean?
During the inspection if the inspector will find any non-conformities findings or
observation it means that the vessel doas not meet mandatory requirements and
appropriate certificate will not be issued for this vessel in extreme case the port
state may detain vessel,reject from the port or terminal may blacklist the vessel
for further calls or operation.
21)what is the external safety audit?
The External Safety audit or as Annual ISM / ISPS/ MLC Audit by flag state is
carried out the same way as the internal audit. In case of meeting specific
requirements for Safety and pollution prevention, a Safety management
certificate is issued which requires Annual verification, Intermediate Verification
or additional verification. During an audit, crew members and officers are also
questioned about familiarization with shipboard equipment as well as company
guidelines and policies regarding ISM/ ISPS and MLC Code
22)what is PSC inspections expended inspections?
PSC Inspections – is done by Administrations to verify that the foreign flag ships
calling at their ports comply with mandatory rules and regulations. A Port State
may detain a ship if there are serious deficiencies concerning the operational
requirements of international conventions (e.g. SOLAS, MARPOL).
An expanded inspection shall include a check of the overall condition, including
human element where relevant, in the following risk areas:

1. Documentation
2. Structural condition
3. Water/Weather tight condition
4. Emergency systems
5. Radio communication
6. Cargo operations
7. Fire safety
8. Alarms
9. Living and working conditions
10. Navigation equipment
11. Life saving appliances
12. Dangerous Goods
13. Propulsion and auxiliary machinery
14. Pollution prevention
23. What is VETTING INSPECTIONS - OCIMF SIRE?
vetting inspections are well known in tanker industry (SIRE is Ship Inspection
Report Programme). Its major goal is to expand the availability of ship inspection
information.Oil companies International Marine Forum (OCIMF) has established a
Vessel inspection Questionnaire (VIQ) for oil tankers and CDI (Chemical
Distribution Institute) checklist for Chemical tankers based on various areas of
shipboard operations, management system and other requirements are inspected
and the results are uploaded on the SIRE website.
24. What is TERMNAL Safety Inspections?
A terminal safety manager or representative visits the ship and provides safe
operations as per terminal requirements. It carring the operational readiness of
safety and navigation equipment of the vessel with propulsion and steering
gear.Any deficiency found during the inspection might lead to rejection of the
vessel. If any adverse remarks are reported the terminal may blacklist the vessel
for further calls or operations.
25. What is SSSCL / Ship Shore Safety Check List?
26. Describe the Duties of OOW during navigation?
• First duty is to navigate the ship safely by all means available onboard ship.
• Comply COLREGs all the time to avoid collision
• Assist master during pilotage or approaches
• Ensure the helmsman is taking and executing orders correctly from pilot or
conning officer
• Ensure the accuracy of ARPA
• Maintain all bridge logs
• Keep an eye on deck if crew are at work
• Follow the passage plan / Determine ships position by different methods
• Follow procedure in case of emergencies
• Plotting positions on proper charts or in ECDIS
• Obtaining compass error / Compare the compasses
• Checking all the equipment’s are working properly or not
• In case of any doubt call master
• Proper handing over and taking over a watch
27. Speak bout ARRANGEMENT OF PILOT LADDER, how to meet the PILOT?-
a.if the freeboard 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. communication to established with the bridge and reporting to
the bridge when pilot boat alongside , pilot on ladder, pilot on gangway, pilot
onboard, and pilot boat away.
28. How do we PREPARE THE BRIDGE FOR DEPARTURE?
c. Before departure make sure the intended passage plan is prepared and
available on bridge.
d. Passage should be checked and approved by master
e. Check the planned route should be available on ECDIS
g. 1 hour notice is given to the engine room
j. Check paper in the course recorder
k. Check paper in echo sounder and switch on the echo sounder .
l. Check the navigational lights by switching it on both up and down lights.
m. Check the navigational shapes and flags.
o. Test the steering gear
q. Check RADAR for proper functioning,ARPA ,ECDIS,VDR,BNWAS ,gmdss
equipment,SART and EPIRB.
s. Test the emergency engine stop,
t. Check speed indicator and distance log are operational.
u. Check helm
x. Azimuth mirror and binoculars to be ready
dd. Communication is made with the port control and confirm the pilot timing
and coming from sea side or shore side.
ee. Give 30 min notice to the crew for mooring station.
hh. Ask deck person to check weather tight doors are closed.
ll. Confirm all crew onboard.
uu. Engine OOW and bridge oow to complete the testing collectively
xx. Master takes the conn. of the bridge.
yy. Main engine tested ahead and astern.
bbb. Inform master bridge is prepared 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.
29. What is Master’ Standing orders and Night Orders?
The Master shall write his Orders. He shall issue night orders. The night orders
which include the course, speed, changes of course and/or speed and the time,
CPA with other Vessels or Fishing Boats and the characteristics of any light 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.
30. WHEN TO CALL MASTER?
a. Restricted visibility suspected.
b. Heavy traffic are causing concern.
c. Difficulty is in maintaining course.
f. On breakdown of main engine, steering gear radio rquipment or any other
essential navigational equipment, alarms or indication.
h. In heavy weather if any doubt about the possibility of weather damage.
i. If the ship meets any hazard to navigation
j. If in any other emergency or if in any doubt.
31. What BRIDGE WATCH LEVELS do you know?
According to prevailing conditions at sea we have 2 watch level:
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
BRIDGE WATCH I
This watch has one Deck Officer and lookout
during daylight hours, based on weather, navigation and traffic conditions he may
allow the OOW to permit the lookout to work, in the close-by area while 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.
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 delegate his responsibility.
32. What does Conning Officer mean?
The Conning Officer is responsible for the safe navigation of the ship.
Acknowledge the Conning Officer's helm and engine orders, making sure they are
carried out properly
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
Plot ship’s position using all available means
Check and record soundings at frequent intervals
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.
33. What do we INFORMING THE MASTER?
The Master must be informed whenever a significant event or change occurs.
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
• when receive any distress communications,
• If the actual depth soundings disagree with expected soundings,
• If unmarked navigation hazards are sighted,
• When experiencing difficulty in maintaining the course
• When approaching heavy traffic,
• Whenever there is any imminent danger.
34. Describe OOW –DUTIES AND RESPONSIBILITIES?
OOWs are the Master's representatives and are responsible to him for the
vessel's safe. OOWs must remember that the safety of personnel, vessel, cargo
and the environment is their responsibility whenever they have the conn.In an
emergency, OOWs must take any actions necessary to ensure the safety of the
vessel.
In order to assist the Master, Pilot, and/or Mooring Master, the OOW must
remain aware of all navigational circumstances including traffic, shoal hazards.
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.
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.
35. Speak about 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
• 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,
• Comply with anti-collision practices prescribed by COLREGS for vessels in
restricted visibility,
• Sound appropriate signals,
36. What are the ACTIONS TO BE TAKEN IN HEAVY WEATHER?
Due to weather information it should, be possible to obtain timely warning to
approaching heavy weather. the following shall be made in good time and before
encountering heavy weather:
• All watertight doors and openings to be inspected and confirmed tight.
• All lashings, to be inspected and confirmed secure.
• All Crew informed of the heavy weather and of any movement restrictions.
• Public rooms, galley and galley store rooms secured and prepared for heavy
weather.
full risk assessment shall be carried out whichever action is taken.
If necessary to increase the Bridge Watch Level the fact shall be noted in the Deck
Log Book.
37. Speak bout SHIP TO SHIP OPERATION RISK ASSESSMENT?
a. A Ship to Ship (STS) Operation is a common practice and the experience 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.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- The
International Chamber of Shipping / OCIMF- Oil Companies International Marine
Forum).
b. Prior to any STS operation Master shall ensure a thorough risk assessment
is carried out and the following factors shall be taken into account:
c. local currents and depth should be considered
e. Ask if the operation has been carried out in the intended location before.
f. Is the operation being carried out in compliance with OCIMF
recommendations?
h. When moored is the engine required to maintain the position?
38. What are :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 verifying the security of
lifeboats, liferafts, cranes and all equipment stowed on deck and all watertight
doors. 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 and entries shall be made in deck log book.
39. What is the purpose of CONTINGENCY PLAN?
CONTINGENCY PLAN PURPOSE - To provide guidance and advice counteract
accidents or emergency situations. This document is intended to provide a
framework on Plans for all identified potential emergencies on board.
Each Plan includes, as a minimum:
• The allocation of duties and responsibilities on board crew
• Actions to be taken to control of a situation
• Communication methods to be used on board and between ship and shore
• Procedures for requesting assistance
• Procedures for notifying Company DPA
40. What is LOF 90?
LOF 90 - If immediate tug assistance is required, the Master has the right to use it.
This will usually be agreement to a Lloyd's Open Form Contract (LOF 90). There is
no need to sign anything initially but 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.
41. What LOG BOOKS do you know?
Bell Book : Record engine orders and the ship's navigational course here.
Deck Log : The deck log is used to track heavy weather, Draft readings , how the
ship rides, and efforts to avoid bad weather.
Course recorder : the course recorder tracks a ship’s path.
Medical logs: this document records the cause injuries and illnesses to crew
members.
Official logbook : the master’s signature and that of the chief mate are required
for nearly all merchant vessels, They record:
• any legal conviction and the resulting punishment of a crew member
* sickness and injury of any crew member and the
treatment
• the wages of all seamen
Oil record book: MARPOL Annex I states that each oil tanker of 150 GT and above
and every ship of 400 GT and above shall be provided with an Oil Record Book
Part I (Machinery Spaces) and each oil tanker of 150 GT and above to carry an Oil
Record Book Part II (Oil Cargo Ops). This means the log is a mandatory record of
everything related to oil and its handling onboard.
Garbage Record Book: This log is to be accurately maintained onboard and all
garbage disposals, discharges or even accidental losses are recorded.

42. what is Ship’s Certification?

All flag states generally require merchant ship regulatory certificates and
documents.they are:
a. Certificate of Classification
The certificate states that the vessel is complying with the rules of the
classification society, but the document does not act as a warranty of
safety or seaworthiness of the vessel.
b. Certificate of Registry
Merchant ships must be registered in a flag state and carry a Certificate
of Registry detailing and verifying this registration.

43. What SOLAS Certificates do you know?

1. International Ship Safety Equipment Certificate: This certificate verifies the
operational readiness of all ship safety equipment under SOLAS Chapter III.
2. Minimum Safe Manning Certificate: This certificate lists the minimum number
of onboard crew required to safely operate a vessel, as established under SOLAS
Chapter V.
3. International Ship Construction Certificate: As required by SOLAS Chapter II-1,
this certificate verifies safe and secure ship construction.
4. International Ship Safety Radio Certificate: This certificate verifies a vessel has
the necessary equipment and that it is in good working condition.
5. Safety Management Certificate (SMC): This certificate verifies that a ship
complies with the International Safety Management Code. The SMC lasts for five
years,
44. What MARPOL Certificates do we have on board?
i. International Oil Pollution Prevention (IOPP) Certificate:
This certificate includes standards for oily water separation, filtering equipment
and oil discharge monitoring equipment. The IOPP Certificate is a necessity for oil
tankers,
j. International Pollution Prevention Certificate for the Carriage of Noxious
Liquid Substances in Bulk
Also called the NLS Certificate, this document verifies that ships carrying noxious
liquid substances in bulk comply with standards for discharge of residues that
contain pollutants.
k. International Sewage Pollution Prevention Certificate:
This certificate details a vessel’s sewage holding tank and its capacity or a vessel’s
sewage treatment plant
l. International Air Pollution Prevention Certificate:
This certificate verifies compliance with MARPOL Annex VI requirements for air
pollution, including limits on the emission of nitrogen oxides, sulfur oxides and
other pollutants,
p. International Tonnage Certificate
the International Convention on Tonnage Measurement of Ships established a
universal system for tonnage measurement of ships.gross and net tonnage.
q. Certificates for Masters, Officers and Ratings
All crew, including officers, masters and watch personnel, must meet qualification
standards for training, certification and watchkeeping, as outlined in the STCW.
s. DOC – Document of Compliance
45. What is International Load Line Certificate?
The International Convention on Load Lines establishes regulations for
determining ship load lines, for different seasons and zones.
The convention establishes six load lines that must be marked on all vessels:
• Summer
• Tropical
• Winter
• Winter North Atlantic
• Fresh Water
• Tropical Fresh Water
46. What is DOC – Document of Compliance
As per ISM code under SOLAS chapter IX. A Document of Compliance or DOC is
issued to a company based on the type of ship. This means that the DOC will be
different for different type of ships
DOC is issued under the authority of flag state government by successfully
auditing and reviewing companies SMS and its implementation.
Navigational equipment
1) Tell about RADAR?

- 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. There are four main unit of
radar: Transmitter, Scanner, Receiver, Display. ARPA – Automatic Radar Plotting Aid, which calculates
track of objects, course, speed and CPA / TCPA / BCR(bow crossing range)/BCT(bow crossing time.
2) Tell about echo-sounder?

- Echo sounder –is an electronic equipment which measures the depth of sea bed by transmitting sound
waves into water. The time interval between emission and return of a pulse is recorded, which is used to
determine the depth of water. Formula is: depth=V x T/2 Where V-SOUND VELOCITY in water T-time
taken to travel distance. (Velocity of sound into the water is approximately 1445 Meter/second, its
depends on density and salinity of water)

3) Tell about GPS?

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. The GPS project was launched in the United States in 1973 as
NAVSTAR , since 1989 its called GPS. In total, there are at least 24 operational satellites in the GPS
constellation, with 3-5 additional satellites in reserve that can be activated when needed.

4) WGS-84?

The World Geodetic System 1984 is an Earth-centered, Earth-fixed terrestrial system and geodetic
datum. WGS- 84 is based on model parameters that describe the Earth's size, shape, and gravity and
geomagnetic fields. It is a standard for use in cartography, geodesy, and satellite navigation including
GPS.

5)Speed log?

Speed Log in an instrument to measure the speed and distance traveled by a ship. Only Doppler Log
measures speed over the ground, all other logs measure speeds through water. STW-we use while
maneuvering, because its include the current and set of water where we are floating. SOG-we use in
some navigation calculation.

6) BWNAS?

- 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. This system 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. The BNWAS should be
used at all times except when the ship is moored alongside, in Dry-dock or at a repair facility. Master can
switch off BNWAS if he takes over the conn from OOW.

7) Barograph and barometer?

-BAROGRAPH:- it is used to record the atmospheric pressure and to determine the pressure tendency.

BAROMETER:-It is used to determine the atmospheric pressure at the vessel position.

8) Sextant?

-: It an instrument with an arc of 60 degree , it is a sighting(მხედველობითი) mechanism ,used for

measuring the angular(კუთხოვანი) distance between objects and especially for taking
altitudes(სიმაღლე) of a celestial body in order to determine the observers latitude and longitude.

9)Pelorus?
- is a tool for maintaining bearing of a vessel at sea. It is a "dumb compass" without a directive element,
suitably mounted(დამონტაჟებული) and provided with vanes(ფრთები) to permit observation of
relative bearings.

10)Anemometer?

- is a device used for measuring wind speed and direction.

11)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 with reference to other navigational
equipment’s(ARPA/RADAR/ECDIS). It is not affected by the earths magnetic field, but it has 2
disadvantage. 1- Its requires eternal source of electricity. 2-its requires periodical mainatnce by special
tech-work.

12)Magnetic compass?

- MAGNETIC COMPASS:- Magnetic compass is the standard and main 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.

THERE ARE TWO TYPE OF MAGNETIC COMPASS:-

 DRY CARD COMPASS:- made of rice paper, diameter 254mm,cover-alluminium ring

 WET CARD COMPASS:-liquid mixed of distilled water and pure ethyl(ეთილის) alcohol or
glycol(გლიკოლი).

13) 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. It is a combination of hydraulic,
mechanical, and electrical system and is used to control the ship’s steering system from a Navigation
bridge.

14) 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.

15) 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.

16) VOYAGE DATA RECORDER (VDR)?

- To assist in casualty investigations, ships engaged in international voyages, are fitted with a Voyage
Data Recorder (VDR) should continuously maintain sequential records regarding ships equipment, and
commands . As a minimum ,the following parameters must be recorded: date and time, position, speed,
heading, radar data, echo sounder data, mandatory alarms, rudder data, telegraph data, hull opening
and ETC. 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( მთლიანად) automatic in
operation. VDR is mandatory requirement by IMO.

ECDIS
1) Which charts use ECDIS?

-There are 2 chart types in ECDIS: 1) RASTER CHARTS (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 CHARTS
(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. 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) What is S-57, S-63 and S-52 Standards?

- 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). S-57-main,transfer standard for digital
hydrographic data. S-52-chart content and display aspect. S-63-IHO data protection scheme.

3)What is AIO?

- ADMIRALTY Information Overlay (AIO) - is a worldwide digital dataset that is designed to be displayed
over ENCs in ECDIS and other chart display systems to provide additional 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) How to Update ENC?

- 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.

1. On data distribution media (DVD)

2. As an email attachment (SATCOM)
3. As a broadcast message via SATCOM
4. As an internet download
 SATCOM -geostationary communications satellites.

5) What is T&P NMs?

-The UKHO issues a weekly bulletin of Temporary and Preliminary Notices to Mariners (T&P NMs) which
contains temporary information regarding the safety of navigational, Digital vessels without paper charts
receive this information as updates and new editions of ENCs. AIO also provides additional information.

6) What is Chart N1?

-Its describes the symbols, abbreviations, and terms used on ENC charts.

7) What is 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) What is CATZOC?

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.

Category Position Accuracy Depth Accuracy Seafloor Coverage

A1(6 stars) ± 5 metres 0.5 metres±1% depth Full area search. Significant seafloor
features detected and depth measured.

A2(5 stars) ± 20 metres 1.0 metres±2% depth Full area search. Significant seafloor
features detected and depth measured.

B(4 stars) ± 50 metres 1.0 metres±2% depth Systematic survey, but some uncharted
hazardous features may exist but are not expected

C(3 stars) ± 500 metres 2.0 metres±5% depth Depth anomalies may be expected

D(2 stars) More than 500 metres More than 2.0 metres±5% depth Large depth
anomalies may be expected

U Unassessed (risk assasment and call the company!!)

For example: , 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

9) What is SAFETY DEPTH?

-Safety depth settings is the depth of water where we can safely navigate upon and satisfies UKC policy
of the company. Formula is: SAFETY DEPTH = Maximum Draft (static) + UKC (Company’s Policy) +
Squat(Maximum)+ CATZOC - Height of Tide.

10) Meaning of SAFETY CONTOUR?

- Safety Contour separates safe and unsafe navigating water on the chart with curtain or line and
showed in different colors. Could be the same but no less then SAFETY DEPTH. Formula is same: SAFETY
DEPTH = Maximum Draft (static) + UKC (Company’s Policy) + Squat(Maximum)+ CATZOC - Height of Tide.

11) What is the difference between the safety contour and the safety depth?

-Safety Contour separates safe and unsafe navigating water on the chart with a prominent(გარჩევადი)
line and different colors, Safety Depth is a setting to detect depths that are a danger to navigation.

12) Meaning of 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 or 2 x draft of the vessel.

13) SHALLOW CONTOUR?

-This setting shows that below this your ship will get aground. . It should be next contour shallower
than Safety Contour. Formula is : DRAFT+SQUAT.

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?

- CC= Producer Nation

- P= Navigation Purpose (1 – Overview;2 – General;3 – Coastal;4 – Approach;5 – Harbor;6 – Berthing)

- XXXXX= Individual cell name. Each producer has its own policy on naming of individual ENC cells.

-000= Extension indicates that it is base ENC

 NAVIGATION
1) Means And Aim of IALA System?

-- It is the International association of marine aid to navigation and lighthouse authorities. The main
AIM of this system is that we use it for safe pilotage of vessel at sea and in congested waters and
provide harmonized buoyage system for whole world. In order to prevent the confusion navigators in
different water and ports.

2-12)რვეულში!

13) Shore Lights Characteristics?

-Shore lights have appropriate characteristics. With the increase of distance, power of light increase
respectively. As example, if visible distance of light is 500m the light must have appropriate power
such as : WHITE-0.06 cd(candela) RED-0.40cd GREEN-0.60 CD. Flash of the shore light shall be not
more than 0.5 sec.

14) Contents of Passage Plan?

- 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 .The passage plan shall be prepared
normally by the Second Officer, signed for approval by master and for understanding by all officers,
before departure. Passage plan constits of 4 Steps: 1.appraisal 2.planning 3.execution 4.monitoring.
Collecting Information and Data for Passage Planning include:

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.

4. Draught and other ship conditions.

5. Sea and Weather forecast.

6. Navigational Warning.

7. Distance Table.

8. Environmental requirement such as Ballast exchange.

15) What Is NO GO Areas?

-Some Cautionary Zones called 'No-Go Area' where the ship cannot navigate safely. These areas must
be shown by cross hatching (დაშტრიხვა) on the chart.

16) What Is Abort Point?

-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). Beyond this point there is
no sufficient sea room to turn back the vessel. This point usually marked at the enterence of port or
channel/canal. If we want to mark abort point we must know maximum head reach of our vessel and
tactical diameter, additionally we shall take into the consideration the direction of wind and current.

17) What Is Contingency 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)

18) How will you determine risk of collision?

-- When determining risk of collision a number of factors are involved:

1. CPA.
2. Type of waterway.
3. Vessel size and manoeuvrability.
4. Speed.
5. TCPA.
6. Relative bearing.
7. Steady Bearing Drift .

19) What precaution you have to take while entering in Fog area?

1. Sound fog signal.(Rule-35 (sound signals in restricted visibility)-a)PDV underway- 1 prolong

blast interval not more than 2 min. B)PDV stopped 2 prolong blast intervals less than 2 MIN.
(2 sec interval btw them)
2. Reduce speed.
3. POST extra look outS and in congested waters change auto to manual steering.
 4. Exhibit navigational lights.
5. Set watch on the radar.
6. Have engine ready for immediate maneuver.
7. Inform Master.

20) Determine situation when you need to reduce speed from full ahead to safe speed?

 The state of visibility

 The traffic density including concentration of fishing vessels or any other vessels
 The state of wind, sea and current, and the proximity of navigational hazards.

21-24) How you will understand if Gyro is fail?

1. By Radar Overlay - Radar overlay (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. This parallel line allows the navigator to maintain a given distance away
from hazards and verify vessel’s position/course. Parallel indexing on floating objects is prohibited.

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 - this alarm serves for the purpose of notifying the
operator if there is any difference between set course and actual heading of ship.

25) If the vessel will lose Gyro what is your action?

1. Inform Master.
2. Switch to Second Gyro Compass, If fitted.
3. Change over to Manual Steering with Magnetic Compass .
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 .(CMG-the course which vessel makes
over ground, with considered affect of current/tide/wind/sea state.)
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.
8. Notify the Engineer-on-Watch about the Gyro failure. Reduce speed or Stand By Engine if
considered necessary.
 9. If in the high-density traffic area, then as per master’s instructions inform the nearby traffic,
if required.
10. Change the bridge watch level to a higher level.
11. Input Manual headings in ECDIS
12. Record the time of gyro failure on the course recorder chart.
13. Inform Pilots at the next port, about Gyro Compass unavailability.
14. Note down the cause of the failure in Deck Log Book, if known.

26)Content of Maneuvering Card?

1)General Description

o Ship’s particulars
o Characteristics of the main engine

2) 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

3 )Stopping and speed control characteristics in deep water

 Stopping ability
 Deceleration performance
 Acceleration performance

4) Maneuvering characteristics in Shallow Water

 Turning circle in shallow water

 Squat

5) Maneuvering characteristics in wind

o Wind forces and moments

o Course-keeping limitations
o Drifting under wind influence

6) Maneuvering characteristics at low speed

7) Additional information.

27) 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 must be provided for sea
speed, harbour speed, half speed and provided for loaded & light conditions of vessel.

28) 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 diretion. Rudder normally being kept amidships.

29) What is Tactical Diameter?

- is the lateral(გვერდითი) distance as above, if measured while the ship’s head is 180 from original
heading, this is a diameter of turning circle.

30) 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. When radius
of path will start reducing and our vessel will make 3600 circle that is turning circle.

31) Drift Angle?

- is the angle between ships fore and aft line and the tangent(მხები) to turning circle at any given
moment.

32) Pivot Point?

-is a point about which a ship pivots(მოხვევა) in a turning circle. This point is approximately 30% of
length from forward when operating ahead and about 20% – 25% of length from the stern when the
ship is going astern.

33) 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 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.

34) What is Narrow Channel - Achannel is a naturally formed, narrow, typically navigable waterway
that connects two larger bodies of water. This is water that lies between two land masses.when
channel is artificial its called canal. Regarding navigation in narrow channel read colregs rule N9.

35) Navigational Light and day shapes from COLREG-კოლრეგის წესები 20-31

36) What is Humidity?

-– it is the amount of water vapor present in the air, it may be Related and Absolute Humidity.

37) What is Dew-Point?

-– Air is said to be Saturated(გაჯერებული) when Relative Humidity becomes 100% and the
Temperature at which it occurs is called DEW POINT, in another word the atmospheric temperature
below which water droplets begin to condense and dew(ნამი,ცვარი) forms.

38) What is the Fog?

- a weather condition in which very small drops of water come together to form a thick cloud close
near to the land or sea, making it difficult to see: Thick/Heavy/Dense fog makes navigation
dangerous.

39) Forecasting of sea Fog?

- If the sea surface temperature falls below the dew point, fog and dew are imminent.

40) Facsimile recorder what information provides?

-Facsimile is a means of providing weather information/forecast to ships at sea. The information is

presented as a chart, showing ATM-barometric high pressures, low pressures, pressure gradients,
wind speed and direction, and ATM- temperature. Pressure expressed in MILIBARS on this map.

41(5)) Type of air mass front?

 Cold Front: cold air is moving toward the frontal boundary. (on facsimile map its imaged as
blue pointed triangular.)
 Warm Front: cold air is moving away from the frontal boundary.( on facsimile map its imaged
as red OVAL.)
 Stationary Front: cold air is moving parallel to the frontal boundary.

42) TRS Tropical Revolving(მბრუნავი) Storm?

- is an intense rotating depression(LOW Pressure) 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.

43)44)45) Action When approaching to TRS? In NORTH and SOUTH hemispheres?

- 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. A vessel speeding in the vicinity can easily FIND OUT an
approaching Tropical Revolving Storm (TRS). TRS Northern Hemisphere-In case that the wind is
veering(საათის მიმართულება), 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 ..In case
that the wind direction is back(საათის ისრის საწინააღმდეგო), 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. 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 . . In case the wind direction is veering, 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.

46) Atmospheric pressure Gradient?

1. millimetres of mercury,
2. pounds per square inch
3. millibars
4. kilopascals/Hectopascal.

Standard sea-level pressure, by definition, equals 760 mm of mercury/1013 milibars.

47) Beaufort wind Scale?

--The Beaufort scale is an empirical(დაფუძნებული გამოცდილებაზე) measurement which relates

to wind speed to observe sea condition, from 0 scale which is Calm condition up to 12 scale which is
Hurricane condition.

48) Ocean Current?

- it is general movement of body of sea water on permanent, semi permanent or seasonal basis. It is
different from tide. Warm Currents:GULF stream, Mozambique,Alaska. COLD currents:Labrador,
California and etc.

49) 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.

50) Tidal flow?

-A tidal flow is connecting two oceans or seas. Tidal flows are narrow seaways, currents are usually
unidirectional(ცალმხრივი) but sometimes are bidirectional(ორმხირივი). They are frequently of
tectonic origin.

51)52)53)54)55) Define the tide types? What is High tide? What Is Low tide? What is Spring tides?
What is Neap tides?

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.

According to the lunar phase

Spring tides(სიზიგია)- The highest tides, called spring tides, are formed when the earth, sun and
moon are lined up in a row. This happens every two weeks during a new moon or full moon.
Neap tides(კვადრადურა)- Smaller tides, called neap tides, are formed when the earth, sun and
moon form a right angle. This causes the sun and moon to pull the water in two different directions.
Neap tides happen during a quarter or three-quarter moon.

56) What is UKC and example?

-it is the vertical distance from the keel plate to the sea bed. Calculation:- UKC= min data depth of sea
- the max. draft of the ship - squad (in mtrs). UKC – is changeable 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.

57) What is the SQUAt?

Squat is the bodily sinkage of a ship in the water when making headway. When navigating in
channels or areas with restricted depth, the effect of increased draught due to squat must be taken
into account. It must minded 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 included on the Ship to Shore Master/Pilot
Information Exchange provided to the Pilot. FORMULAS :

WHEN ship is in CONFINED (შეზღუდულ)waters : CBxV2/50

WHEN ship in OPEN waters:CBxV2/100

WHEN ship is Canals/prismatic channels: 1.43 x Cb x V2 / 100

Answer is in meters. CB=volume of displacement/LENGTH x BREADTH x DRAUGHT.

58) Explain What is Longitude?

- Longitude is the measurement east or west of the prime meridian from 0°-180.

59) Latitude?

-the angular distance north or south from the equatorline, measured 0°-90° to North or South
respectively.

60) Nautical Mile - A nautical mile is measurement unit defined as 1852 meters, equal to one minute
of latitude.

61) What is Mercator Chart?

- type of map projection introduced in 1569 by Gerardus Mercator. It is often described as a

cylindrical projection, 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 allows a navigator to plot a
straight-line course. However, because the scale is distorted(დამახინჯებული) areas far 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 whole continent of South America but, Actually
Greenland is smaller.

62) What is Gnomonic Chart?

On gnomonic projection charts, all meridians and lines of latitude are curved. Great circle routes are
straight lines and rhumb lines are curved.A great circle is the longest line that can be drawn around
the earth..When planning ocean passages, small scale gmomonic charts can be used to calculate great
circle routes. On longer passages, ships can save fuel by sailing the shorter great circle route.

ეს იკითხა საშამ, საჭირო თემაა ნავიგაციაში ისეც: ლოქსოდრომია და ორთოდრომია.

GREAT CIRCLE AKA- ORTHODOMIC NAVIGATION-It’s a practice in navigation when we are

navigating alongside the great circle, which is the shortest deistance between 2 points on the globe.
This path crosses the maridians of longitude with different angles.

RHUMB LINE AKA LOXODROME- IN navigation is a arc which crosses the maridians of longitude
with same angles, so any line this is a path with constant bearing.

63)Why GC is shorter ?

A gnomonic map projection displays all great circles as straight lines so GREAT CIRCLE AKA-
ORTHODOMIC NAVIGATION-It’s a practice in navigation when we are navigating alongside the
great circle, which is the shortest deistance between 2 points on the globe. This path crosses the
maridians of longitude with different angles.

64) What Is Magnetic Compass error?

Magnetic Compass error – the algebraic sum of deviation and variation.

65) Why we need to take Compass Error?

-compass errorS should be checked each watch and on every new course , GyroCompass has a Gyro
Error this is a angle between gyro north and true north.(canculation is GYRO HEADING-ACTUAL
HEADING OF VESSEL) Magnetic Compass error – the algebraic sum of deviation and variation

66) Explain what is Variation?

- It is the difference in degrees between the true north and the magnetic north. Variation can be east
or west. We get variation from charts and ECDIS.(from COMPASS ROSE)

67) DEVIATION?

-It is the difference in degrees between the magnetic north and the compass north . We get deviation
from schedule or deviation map.

68) METHODS TO FIND COMPASS ERROR?

1)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.

2) LEADING LIGHTS. - This is similar to transit bearings where two identifiable objects are used to
draw a line of bearing on the chart. LEADING LIGHTS Additionally are used to indicate track to be
followed when approaching a port or a channel.

3) 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.

4) VERTICAL SEXTANT ANGLE(VSA)-. take the compass bearing of that object then from the
position on chart take the true bearing the difference will be error. vsa requires to know your
position exactly.

5) AZIMUTH ( SUN, MOON, PLANET, STAR).

6)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.

7)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. This will only be
accurate if the vessel is close to the jetty.

69)TRUE COURSE - the angle between the true north and the direction of the ship.(0-360 clockwise
direction)

70)TRUE BEARING - is the angle between true north and direction on an object/target.(0-360
clockwise direction)

71) RELATIVE BEARING - is the angel between the diametric plane of the ship and direction on an
object/target. relative bearing+true course= true bearing

72) VESSELS POSITION (MEANS OF OBSERVATIONS): Vessel position can be determine by

various method

1)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 induces(აღძრავს) a error. 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.

2)Visual fix – Used with taking the bearing or cross bearing by pelorus and visual recognized objects.
3) Radar Fix - Position by radar gives q 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.

4)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.

5)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

6)Parallel Fix Indexing – By PI (Parallel index) - Parallel indexing is a technique involves creating a
line on the screen that is parallel to the ship's course. This parallel line allows the navigator to
maintain a given distance away from hazards and verify vessel’s position/course. Parallel indexing on
floating objects is prohibited.

7)dead reckoning is the process of calculating one's current position by using a previously determined
position, or fix. Formula is D=SPEED x TIME/60

8)Running fix(კრუიზ პელენგი)-determine of vessels position by ONE Aids to navigation. Formula

is D=SPEED x TIME/60 . time is taken 30 minutes between bearings.

SHIPS HANDLING

1. ANCHORAGE
2. MAXIMUM ANCHOR DEPTH.
3. Determining the length of cable
4. Anchoring Methods By gravity/By Gear
5. How you draw calculate the anchor swinging circle?
6. ANCHOR STATION
7. ANCHOR PARTY REPORTINGS TO THE BRIDGE:-
8. MOORING AND UNMOORING STATION
9. MOORING LINES
10. MOORING ARRANGEMENT
11. Headlines /Breast lines/Spring lines/Stern lines 3+2+2
12. FIRE WIRES
13. Single buoy or single point mooring (SBM)
14. Content of Maneuvering Card
15. What is Stopping Distance
16. What is Crash Stop
17. Using anchor to stop the ship in emergency
18. What is Tactical Diameter
19. What is Turning Circles.
 20. What is Drift Angle
21. What is Pivot Point
22. Action During MOB
23. MOB Actions
24. MOB Turns

Ships Handling

1. Procedure of 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 Chain by Chain Bar
(Tongue), Put the Anchor Mark on Chain which Should be visible from Bridge, Hoist the
“Anchor Ball” and Anchor Light
2. 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 a drift.
3. Determining the length of cable
While various factors would need to be taken into account in determining the length of
cable, (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:
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 (shackle length)
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
4. 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 Windlass)
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 seabed,
 and than, secure anchor by holding brake, disengage the gear and continue to pay away
by gravity
5. 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.
6. 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. prepare the anchor to drop
i. communication tested with bridge
It is very important to maintain good communication between bridge and anchor party,
secondary means of communication to be tested and kept stand by .
7. 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 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 number 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 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: “Anchor 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 reports to bridge everything secured.
g. Master will order finish with forward.

8. 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 terminal by using mooring lines.
9. 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.
It is responsibility of Duty Officer to ensure all mooring lines are properly tight at
all the time

Type of the Mooring Lines

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 fibres rope are relatively high.

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.
10. 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
11. FIRE WIRES:-Fire wire is a wire rigged forward and aft up 2 meters above the water for
stand by and ready for towing away by tug 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.
12. MBL - Minimum breaking load
This load represents a force that is required to make the lifting equipment fail or yield,
also known as the Minimum Breaking Load (MBL). SWL or WLL are calculated by
dividing MBL by a safety factor (SF).
13. Safe Working Load (SWL) sometimes stated as the Normal Working Load (NWL) is the
maximum safe force that a piece of lifting equipment, lifting device or accessory can
exert to lift, suspend, or lower, a given mass without fear of breaking. Usually marked on
the equipment by the manufacturer. It is a calculation of the Minimum Breaking Strength
(MBS) aka Minimum Breaking Load (MBL) divided by a safety factor, usually ranging
from 4 to 6 on lifting equipment. The factor can be as high as 10:1 or 10 to 1, if the
equipment has poses a risk to a person's life.
14. Working Load Limit (WLL), which is the maximum working load designed by the
manufacturer. This load represents a force that is much less than that required to make
the lifting equipment fail or yield. The WLL is calculated by dividing MBL by a safety
factor (SF). An example of this would be a chain that has a MBL of 2000 lbf (8.89 kN)
would have a SWL or WLL of 400 lbf (1.78 kN) if a safety factor of 5 (5:1, 5 to 1, or 1/5)
is used.
As such:
WLL = MBL / SF
15. SWL is no longer used to identify the maximum capacity of equipment due to it being too
vague and leaving it open for legal issues. The US and European standards switched to
The Working Load Limit' standard shortly after.

16. 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.

17. Content of Maneuvering Card

 General Description
o Ship’s particulars
o Characteristics 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
o Acceleration performance
 Maneuvering characteristics in Shallow Water
o Turning circle in shallow water
o Squat
 Maneuvering characteristics in wind
o Wind forces and moments
o Course-keeping limitations
o Drifting under wind influence
 Maneuvering characteristics at low speed
 Additional information

18. 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.
19. 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.
20. 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.
21. What is Tactical Diameter- is the lateral distance, if measured while the ship’s head is
180 from original heading
22. 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.
23. Drift Angle - is the angle between ships fore and aft line & the tangent to turning circle
at any given moment
24. 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)
25. Type of propellers: Generally, propellers are of two types – Fixed Pitch Propeller
( FPP) and Controllable or Variable Pitch Propeller ( CPP).
Fixed Pitch Propeller ( FPP): The blades in fixed pitch propeller are permanently
attached to the hub. The fixed pitch type propellers are casted and the position of the
blades and hence the position of the pitch is permanently fixed and cannot be changed
during the operation. They are normally made from copper alloy.
Fixed pitch propellers are robust and reliable as the system doesn’t incorporate any
mechanical and hydraulic connection.
Controllable or Variable Pitch Propeller ( CPP): Unlike the fixed pitch propeller, the
blades of these propellers can be altered, set whatever pitch is required, across the
whole power band from full ahead to full astern. This is usually achieved with hydraulic
pumps or pistons, In Controlled Pitch type propeller, it is possible to alter the pitch by
rotating the blade about its vertical axis by means of mechanical and hydraulic
arrangement. This helps in driving the propulsion machinery at constant load with no
reversing mechanism required as the pitch can be altered to match the required
 operating condition. Thus the maneuverability improves and the engine efficiency also
increases.
26. Bow / Stern thruster: Bow thrusters are a type of propeller-shaped system fitted either
on the bow (forward part) and stern part (known as a stern thruster) of the ship. Bow /
Stern thruster helps in better maneuverability of the vessel at lower speeds, it is not
effective if the speed of the vessel more that 3-4knots.Bow thrusters are generally used
for maneuvering the ship near the coastal waters, channels or when entering or leaving
a port while experiencing bad currents or adverse winds.
27. 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 Inform master

Note wind speed and direction

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 according
to Contingency Check list
 1. Williamson Turn
Advantages:

Makes a good original track line

Good in reduced visibility

A simple maneuver

Disadvantages

Takes the ship farther away from the incident

Slow procedure

Execution:

Put the rudder over full toward the person

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)
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:

1. 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).
2. When clear of the person, go all ahead full, still using the full rudder.
3. After deviating from the original course by about 250 degrees (about 2/3 of a complete circle),
back the engines 2/3 or full.
4. 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
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.