Guided Study Manual For Deck Cadets and at Operational Level

Guided Study Manual
For
Deck Cadets
&
At Operational Level
Cadet K S Chadha
All rights reserved. No part of this publication may be reproduced in any material form
for commercial use (including photocopy or storing in any medium by electronic means &
whether or not transient or incident to some other use of this publication), without the
written permission of the copyright holder.
Guided Study Manual

For
Deck Cadets
&
At Operational Level
Cadet K S Chadha
First Edition (2016)
* Open Source Book, Not For SALE.

PREFACE
The two most important days in our life are the day we are born and the day we
find out why.
I took birth on 23rd February 1993 at Mumbai, Maharashtra, India and on 18 July 2011, I
realized the purpose of my birth and therefore joined Merchant Navy. My purpose of joining
Merchant Navy was not because of my obligation but because of my passion. Passion to
learn things, passion to be proficient and passion to build a skill so that I can make my useful
contribution to the organisation I am working with and to this wonderful profession.
After designing a website www.shipwonders.com (FOR THE MARINERS BY THE MARINERS

AND TO THE MARINERS), I undertook a mission named as MISSION 3Fs(Free Access, For
Everyone, For Ever). As part of my mission 3Fs I have written my first open source book
(Free to download for non commercial use by anyone) which can be very helpful to all the
cadets and officers at the operational level. The topics in this book have broadly been divided
into Safety, Maintenance, Watch Keeping and Navigation, Ship Operations, Anchoring and
Mooring, Operational Management. These topics will give a broad idea to the readers
of this book on how various tasks under these topics are performed on board the ship.
I would like to bring a note to the readers of the book that to be among the good officer on
board the SHIP, its of utmost importance for all of us to have SHIP like qualities. The SHIP like
qualities are:-
S - Skill
H - Honesty
I - Intelligence
P - Proficiency
I would like to thank the following people and organisations with whose guidance and smile
wishes, I have written this book :-
1) My Parents 11) C/O Rohin Pal
2) Gearbulk Norway 12) C/O Raghav Rajiv Bhardwaj
3) Elite Mariners 13) C/O Vikram Singh Hira Singh Atwal
4) Maritime and Coastguard Agency 14) Commander P C Bisoi (Retd.)
5) Faculty members COGC 15) 2/O Pavittar Pal Singh
6) Rear Admiral I K Saluja (Retd.) 16) 2/O Arya Pratap Singh
7) Capt. Ranjit Shriniwas Gokhale 17) 3/O Swapnil Toraskar
8) Capt. Harmeet Singh Sehgal 18) 3/O Saket Deshmukh
9) Capt. Amit Madhav Ponkshe 19) Jr. 3/O Bhavin Tandel
10) C/O Vivek Desai 20) Jr. 3/O Rohit Kushwaha
At last I wish the mind and consciousness of the readers of this book and myself could be
opened widely and upgraded highly until they reach their smile perfection state.
Cadet K S Chadha
FORWARD
IND EX
Chapter No. Name of Chapter Page No.
Section 1 (Safety)
Chapter 1 Various Emergency Alarm Signals On Board 1

Chapter 2 Carrying Out Accommodation Fire Drill 5
Chapter 3 Carrying Out Deck Fire Drill 10
Chapter 4 Carrying Out Engine Room Fire Drill 15
Chapter 5 Carrying Out Oil Spill Response Drill 21
Chapter 6 Carrying Out Enclosed Space Rescue Drill 27
Chapter 7 Carrying Out Abandon Ship Drill 31
Chapter 8 IMO symbols for LSA and Fire Fighting Equipments 36
Chapter 9 Maintenance of Various Fire Extinguishers 41
Chapter 10 Life Boat Launching Procedures 49
Chapter 11 Life Raft Launching Procedures 54
Chapter 12 Operation of Emergency Fire Pump 58
Chapter 13 Operation of Fixed Fire Fighting Systems 61
Chapter 14 Organisation and Role of Emergency Teams 64
Chapter 15 Locations of Remote Stops, Shut Off Valves 66
Section 2 (Maintenance)
Chapter 16 Permits to Work System 67

Chapter 17 Various Personal Protective Equipment 76
Chapter 18 Risk Assessments on Board 80
Chapter 19 Survival Crafts (Provisions and Equipments) 86
Chapter 20 Maintenance Required on Lifeboat (Checklist) 93
Chapter 21 Maintenance Required on Life Raft (Checklist) 94
Chapter 22 How Life Rafts Are Attached To Deck Via HRU 96
Chapter 23 How And What Paint Is Used For 99
Chapter 24 Statutory Markings On LifeBoat, LifeRaft And LifeBuoy 109
Chapter 25 Maintenance On Ballast Tank Vents, Weather Tight Doors, Hatches 113
Chapter 26 Maintenance Of Mooring Ropes And Wires 118
Chapter 27 Maintenance of Mooring Winches & Windlass 121
Chapter 28 Maintenance Of Fixed Fire Fighting Systems 126
Section 3 (Bridge Watch Keeping & Navigation)
Chapter 29 Handing over and Taking over a Navigation Watch 128

Chapter 30 Duties of OOW during a Navigation Watch 132
Chapter 31 Safety and Security checks carried at Navigation Watch 138
IND EX
Chapter No. Name of Chapter Page No.

Chapter 32 Azimuth Calculations 141
Chapter 33 Actions of OOW during various Emergencies 145
Chapter 34 Precautions to be taken when entering Piracy Areas 148
Chapter 35 Bridge Equipment check Prior Departure from Port 154
Chapter 36 Bridge Equipment check Prior Arrival to Port 161
Chapter 37 Various SAR Reportings around the World 167
Chapter 38 Meteorological Observations 169
Chapter 39 Updating Navigation Charts 172
Chapter 40 Procedure for Changing to Emergency Steering 175
Chapter 41 Maneuvering Characteristics of the Vessel 179
Chapter 42 Maintaining Anchor Watch 182
Chapter 43 Publications on Bridge 185
Chapter 44 Statutory Certificates To Be Carried On Board 194
Section 4 (Ship Operations)
Chapter 45 Daily Soundings and Importance Of Taking It 199

Chapter 46 Procedure For Taking F.W And Maintenance of F.W System 203
Chapter 47 Assisting in Bunkering 209
Chapter 48 Handing Over a Cargo Watch 214
Chapter 49 Procedure for Loading of Cargo (Wood Pulp) 220
Chapter 50 Procedure for Discharging of Cargo (Wood Pulp) 223
Chapter 51 Hold Preparation 225
Chapter 52 Stowing And Securing Of Cargo (Wood Pulp) 229
Chapter 53 Safety And Security Rounds While In Port And At Anchor 231
Section 5 (Mooring & Anchoring)
Chapter 54 Mooring Deck Layout Plan (Fore & Aft) 236

Chapter 55 Procedures For Mooring, Singling Up And Letting Go 238
Chapter 56 Various Parts Of Windlass And Marking Of Anchor Cable 240
Chapter 57 Parts of Pilot Ladder and How it is Rigged 244
Chapter 58 Securing Deck Equipments And Stores For Sea 247
Chapter 59 Maintaining Deck Watch both Alongside and at Anchor 250
Chapter 60 Handing Over A Deck Watch When Alongside And At Anchor 254
Section 6 (Operational Management)
Chapter 61 Health And Safety Committee On Board 257

Chapter 62 Certificates That Vessel Needs To Have Before It Can Sail 259
Chapter 63 Management Structure Of The Company And Ship 264
Chapter 64 Responsibilities Of An Operational Level Officer 270
SEC TION - 1 ( SAFE TY)
CH APTER - 1
Va riou s Em ergency Ala rm Si gna ls On B oard
Describing Emergency Alarm signals on Board
Various emergency alarm signals heard on board are: -
1. Fire Alarm
2. General emergency alarm
3. Man Over Board Alarm
Fire Alarm
Fire alarm consists of continuous ringing on ships bell or continuous sounding of ships horn.
Activation Points
1. Navigation Bridge
2. Engine Control Room
3. From each deck in accommodation
4. Fire Station
5. From various places inside engine room
Fire Alarm Bell Fire Alarm

Activation Point
Actions to be taken by the Squads
1. Muster at our respective muster stations

2. At the same time announcement will be made on PA system by OOW about the loca-
tion of fire after looking in fire indicator.
Various Emergency Alarm Signals On Board 1

3. If fire is on deck/accommodation SQUAD 2 (mostly consist of deck crew) to make first
entry and if in machinery space then SQUAD 1 (mostly consist of engine crew) to
make entry.
4. SUPPORT SQUAD to support in boundary cooling and arrange for the first aid kit.
5. If the fire is on deck and accommodation SITE LEADER will be C/O and if in machinery
space then SITE LEADER will be C/E and they will be in continuous touch with the
bridge.
Fire Indicator Panel Muster Station
General Emergency Alarm
General emergency alarm on the ship is recognized by at least 7 short rings of bell followed
by a long ring or at least 7 short blast on ships whistle followed by one long blast.
Activation Points
General Alarm Activation

Point on Bridge

2. At the same time announcement will be made on PA system by OOW about the nature
of the emergency.
3. All 3 squads (SQUAD 1, SQUAD 2, SUPPORT SQUAD) along with the SITE LEADER to
take actions accordingly as per muster plan.
2 Various Emergency Alarm Signals On Board

Various Emergency Alarm Signals On Board 3
Man Overboard Alarm
When a man falls overboard, the ship internal alarm bell sounds 3 long rings and ship whistle
will blow 3 long blasts to notify the crew on board.
Activation Points

2. At the same time announcement will be made on PA system by OOW about the details
of Man Overboard like name of the crew member and whether he has fallen on PORT
SIDE or STARBOARD SIDE.
3. Suitable maneuver like Williamson turn will start to commence by the OOW.
4. One of the action squads prepares for launching the MOB boat/ Life boat.
5. SUPPORT SQUAD to bring first aid kit.
6. The other action squad prepare for recovery of MOB boat/ Life boat after completion of
the task.
4 Various Emergency Alarm Signals On Board

CH APTER - 2
Carrying Out Accommodation Fire Drill
Introduction
As per SOLAS Chapter - 3 (Life Saving Appliances and Arrangements) every crew member
shall participate in at least one fire drill every month. The drills of the crew shall take place
within 24 h of the ship leaving a port if more than 25% of the crew have not participated in
fire drills on board that particular ship in the previous month. When a ship enters service for
the first time, after modification of a major character or when a new crew is engaged, these
drills shall be held before sailing. The Administration may accept other arrangements that are
at least equivalent for those classes of ships for which this is impracticable.
Regulations Covered
1. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
3.4 (Fire Drills)
4.1 (On Board Training and Instructions)
4.2.4 (Operation and use of fire extinguishing appliances)
5 (Records)
Fire Drill Initial Actions
1. Raising the fire alarm.

Fire alarm is raised from the bridge and mustering of crew is awaited.

Activation Point
2. Mustering of crew.
Crew musters at their respective squad in the muster station.
Carrying Out Accommodation Fire Drill 5

Muster Station
3. Head Count.
Site Leader starts the head count and after taking the head count he reports it back to
the bridge where the bridge team informs the site leader the number of persons on
bridge under bridge emergency team. The ECR reports the number of persons in ECR
under engine control Room team and at the end checks are made that weather all
persons have been accounted for.
Fighting the fire
4. Altering the course

The course of the ship is so altered so as the fire lies on the leeward side of the ship.
5. Locating the fire

The bridge informs the site leader (in case of accommodation fire site leader is C/O) the
location of fire which has been detected on fire indicator panel.
Fire Indicator Panel
6. Fighting the fire

Since the fire is in accommodation so it is the responsibility of SQUAD 2 (mostly
consist of deck crew) to first enter and fight the fire where SQUAD 1 (mostly consist
of engine crew) is the stand by squad. SQUAD 2 rushes to the fire station to bring the
required equipments near the donning area.
6 Carrying Out Accommodation Fire Drill

Fire Station 1
7. Support Squad Action

In the meantime fire pump is started and Support Squad starts the boundary cooling
with the help of fire hose connected to a fire hydrant and also brings first aid kit if
someone is injured.
Fire Hose Fire Hydrant
8. Donning the firemans outfit

The Squad Leader reports to the site leader the name of the persons donning the
firemans outfit and their respective BA bottle pressure.
9. Man Entry
The squad leader reports to the site leader about making the man entry to the area to
fight the fire after the fire men are fully ready and equipped.
Making Man Entry

10. Stand By Squad making entry
If the SQUAD 2 is not able to extinguish the fire then after the SQUAD 2 comes out
to safety then SQUAD -1 makes the entry after their squad leader informs it to the site
leader.
11. Extinguishing the fire

Its the duty of the firefighter of either of the squad to prioritize to first extinguish the
fire with the appropriate means and if the fire is going out of control then to control
the fire in the smallest possible location.
CO2 and Water Extinguisher
12. Closing the Ventilation

If the firefighters are unable to extinguish the fire then emphasis are laid on to cut off
the ventilation of that area and allow the fire to smother. Boundary cooling should also
be done continuously.
13. Waiting period for fire to smother

Sufficient time should be given to fire to smother or either to starve depending upon
the volume of area and the availability of the combustible substances in the area.
14. Reporting back to muster station

All crew members should be mustered again at the muster area so as to again recount
the number of hands after extinguishing the fire or to further discuss on how to tackle
the fire if the fire goes out of control.
Debriefing
15. Debriefing should be carried out on the points where as a team we could have
improved more and also on the points where as a team things went exceptionally well.
If some mistake has been done by some individual he would be pointed out by the
senior officers and then he along with every crew member would be told on how to
correct it.
8 Carrying Out Accommodation Fire Drill

16. Proper use of firefighting appliances should again be instructed to everyone so as they
know how to use the equipment efficiently. [SOLAS Chapter 3 (Life Saving Appliances
and Arrangements), Regulation 19, Paragraph 4.2.4 (Operation and use of fire
extinguishing appliances)].
17. It will formally be announced by the Master that the drill has been completed.
Record Keeping
18. Proper Entries should be made in deck log book after completing the drill and
company to be reported about successfully completing the fire drill.

CH APTER - 3
Carrying Out Deck Fire Drill
Introduction
Regulations Covered
3.4 (Fire Drills)
5 (Records)


Activation Point
10 Carrying Out Deck Fire Drill

Muster Station
3. Head Count.
Site Leader starts the head count and after taking the head count he reports it back to
the bridge where the bridge team informs the site leader the number of persons on
bridge under bridge emergency team. The ECR reports the number of persons in ECR
under engine control Room team and at the end checks are made that weather all
persons have been accounted for.
Fighting the fire
4. Altering the course

The course of the ship is so altered so as the fire lies on the leeward side of the ship.

The bridge informs the site leader (in case of accommodation fire site leader is C/O) the

Since the fire is in accommodation so it is the responsibility of SQUAD 2 (mostly
consist of deck crew) to first enter and fight the fire where SQUAD 1 (mostly consist
of engine crew) is the stand by squad. SQUAD 2 rushes to the fire station to bring the
Carrying Out Deck Fire Drill 11

Fire Station 1

someone is injured.
Fire Hose Fire Hydrant Fire Pump No. 1

9. Man Entry
Making Man Entry

leader.


the ventilation of that area and allow the fire to smother. Boundary cooling should also
be done continuously.
13. Flushing in CO2

a. CO2 must be released by competent person.
b. Check how many CO2 bottles are required for that particular hold.
c. Open the required valve to let go the CO2 in the required Cargo Hold.
d. Manually punch the number of bottles required for that particular cargo hold.
CO2 Bottles CO2 line to Cargo Hold - 9
Carrying Out Deck Fire Drill 13

14. Waiting period for fire to smother
Sufficient time should be given to fire to smother or either to starve depending upon
the volume of area and the availability of the combustible substances in the area.

Debriefing
correct it.
Record Keeping
company to be reported about successfully completing the fire drill.

CH APTER - 4
Carrying Out Engine Room Fire Drill
Introduction
Regulations Covered
3.4 (Fire Drills)
5 (Records)


Activation Point
Carrying Out Engine Room Fire Drill 15

Muster Station
3. Head Count.
Site Leader (In this case C/E) starts the head count and after taking the head count he
reports it back to the bridge where the bridge team informs the site leader the number
of persons on bridge under bridge emergency team.
Fighting the fire

The bridge informs the site leader (in case of engine room fire site leader is C/E) the

Since the fire is in engine room so it is the responsibility of SQUAD 1 (mostly consist
of engine crew) to first enter and fight the fire where SQUAD 2 (mostly consist of
deck crew) is the stand by squad. SQUAD 1 rushes to the fire station to bring the
16 Carrying Out Engine Room Fire Drill

Fire Station 1

someone is injured.
Fire Hose Fire Hydrant
7. Starting of Emergency Fire Pump

If due to malfunction Fire Pump couldnt be started either from the bridge, Engine
Room or Fire station then emergency fire pump is started.
Emergency Fire Pump Fire Pump No. 1

9. Man Entry
Making Man Entry

leader.


the ventilation of that area and stopping the machineries by using quick closing valves
and then prepare for flushing the engine room with CO2.

13. Flushing in CO2
i. Start the emergency generator.
ii. CO2 must be released by competent person.
iii. Break the glass and take out key for CO2 release cabinet from key box. Using local
CO2 release cabinet is preferred.
iv. Open the release cabinet. Audio visual alarms will sound and ventilation blower
trips will activate.
v. In the CO2 release cabinet, open pilot cylinder valve first. Now open valve 1 for
master valve. Then open valve 2 for CO2 releasing mechanism. CO2 will be
released after 60-90 seconds of time delay.
vi. Now the system pressure can be checked from the pressure gauge on the
manifold.
vii. If CO2 is not released, then follow emergency releasing procedure. Open master
valve manually and open each CO2 main bottle by manual actuation lever by
simply punching it.
CO2 Bottles Pilot Bottle for activating

all CO2 Bottles at once
14. Waiting Period for Smothering

Sufficient time should be given to fire to smother before re-entering the engine room.
(Typically 24 - 48hrs).

Debriefing
correct it.

Record Keeping
company to be reported about successfully completing the fire drill. [SOLAS Chapter 3
(Life Saving Appliances and Arrangements), Regulation 19, Paragraph 5
(Records)].

CH APTER - 5
Carrying Out Oil Spill Response Drill
Introduction
International Convention for the Prevention of Pollution from Ships (MARPOL), Annex-1
Prevention Of Pollution By Oil & Oily Water, it is compulsory for all ships of more than 400
Gross Tons (Oil tankers of more than 150 GT) to carry a Ship board Oil Pollution Emergency
Plan onboard. The SOPEP forms an integral part of the International Oil Pollution Prevention
certificate, without which a ship could well be arrested on the inspection by Port State
Control (PSC).
Regulations Covered
1. International Convention for the Prevention of Pollution from Ships (MARPOL), Annex-1
Prevention Of Pollution By Oil & Oily Water, Regulation 37 Shipboard Oil Pollution
Emergency Plan.
Oil Spill Response Initial Actions
1. Raising the General Emergency alarm.

General Emergency Alarm is raised from the bridge and mustering of crew is awaited.
General Emergency General Alarm Activation

Alarm Bell Point on Bridge
Carrying Out Oil Spill Response Drill 21

Muster Station
3. Head Count.
Site Leader (In this case C/O) starts the head count and after taking the head count he
of persons on bridge under bridge emergency team. Here the master or his substitute
(chief Officer) gives a verbal order to abandon ship.
Acting On To Prevent Further Oil Pollution
4. Minimizing Oil spill to sea

Squad 1 along with the Squad Leader will be bring the SOPEP equipments and start
cleaning the oil and also try to minimize/ avoid oil spill to sea.
Some SOPEP Equipments
SOPEP Locker
5. Containing Oil at Sea

One of the action squad along with the Squad Leader will prepare the MOB boat/
Rescue boat to be lowered to sea so as to contain the oil spill at sea. If the oil has not
been spilled at sea then both the squads will help each other in cleaning the oil from
ships deck.
22 Carrying Out Oil Spill Response Drill

MOB Lifeboat
6. Bringing Fire Fighting Equipments

Support Squad along with the Squad Leader will bring the firefighting equipments to
the sight of the oil spill and after it the Support Squad will assist in the cleaning up
operation.
7. Shutting Down Non-essential air intake

All the non-essential air intake should be shut. Toxic and flammable vapours should be
prevented to enter inside the accommodation and the engine room spaces.
Mushroom Vent For Emergency

Steering Platform
8. Checking Ship For Damage

All the ballast tanks, fuel oil tanks and cargo holds should be sounded so as to assess
the oil spill on board the ship.

Sounding Pipe WBT 6P Sounding Pipe Cargo Hold Bilge 8 S
9. Checking the stability and stresses on the ship

Chief Officer will be tasked to re-calculate the stability of the ship and stresses so
developed on ships hull due to oil spill.
10. Prepare for Bunker Transfer

The Chief Engineer will make the new bunker plan and thus will try to shift the oil from
the damaged oil tank to other oil tank.
11. Informing Local Authorities

On orders from the Captain local authorities, agents, owner, P&I etc. should be
informed about the oil spill.
12. Co-ordinating Oil Spill with local shore parties.

If the captain in his capacity feels that he requires assistance from local shore parties for
cleaning the oil spill then he may do so and thus may co-ordinate the cleaning activities
between his ship and the local party.
Debriefing
correct it.
Record Keeping
company to be reported about successfully completing the oil spill response drill.
[International Convention for the Prevention of Pollution from Ships (MARPOL),
Annex-1 Prevention Of Pollution By Oil & Oily Water, Regulation 37 Shipboard Oil
Pollution Emergency Plan.]

CH APTER - 6
Carrying Out Enclosed Space Rescue Drill
Introduction
As per SOLAS Chapter - 3 (Life Saving Appliances and Arrangements) Enclosed space entry
and rescue drills should be planned and conducted in a safe manner, taking into account, as
appropriate, the guidance provided in the recommendations developed by the Organization.
The challenge of entering enclosed spaces safely is a subject that has tragically been with the
industry for many decades. It is not known exactly how many seafarers, shoreside workers,
surveyors and stevedores have died in enclosed spaces on ships and offshore units, but it is
estimated that there are dozens of fatalities every year.
Regulations Covered
3.6 (Enclosed Space Entry And Rescue Drills)
4.2 (On Board Training and Instructions), Sub Para 5 (Risks associated with enclosed
spaces and on-board procedures for safe entry into such spaces)
5 (Records)
Enclosed Space Rescue Drill Initial Actions


Carrying Out Enclosed Space Rescue Drill 27

Muster Station
3. Head Count.
Rescuing the Person
4. Testing the atmospheric conditions of the enclosed space.

With the help of the multi gas detector the air is sucked into it by lower a tube with one
end connected to the multi gas detector and other inside the enclosed space.
Multi Gas Detector
5. Ventilating the enclosed space

The ventilation of the enclosed space should be started if possible.
6. Responsibilities of the Squad - 1 and Squad - 2

If the enclosed space is on deck then it is the responsibility of Squad 2 (mostly consist
of deck crew) to enter first and if the enclosed space is inside the engine room then
Squad 1 (mostly consist of engine crew) enters first.
7. Bringing BA sets and other equipments

The respective Squads goes to their respective fire stations and bring the BA sets near
the donning area.
8. Donning the BA sets

The Squad Leader reports the Site Leader about the name of the person donning the
BA sets and their respective bottle pressure. The communication and other equipments
are checked and tested.
28 Carrying Out Enclosed Space Rescue Drill

9. Making Man Entry
The Squad Leader reports to the site leader about making the man entry to the
enclosed space after his men are fully ready to go in.
Ships Tunnel Lube Oil Tank

(Enclosed Space) (Enclosed Space)

The support Squad brings the stretcher and medical first aid kit and keep it stand by.
Then they may assist as required.
Neil Robinson
Stretcher
11. Bringing the casualty out of enclosed space

The casualty is brought out of the enclosed space in a stretcher or as required.
12. Medical Check-up of the survivor

The survivor is immediately checked for his airway, breathing and circulation and
measures are taken to resuscitate the survivor.
Debriefing
correct it.
Carrying Out Enclosed Space Rescue Drill 29

14. Risks associated with the enclosed space and on-board procedures for safe entry into
such spaces should be instructed to everyone so as they are more aware about the
enclosed spaces. [SOLAS Chapter 3 (Life Saving Appliances and Arrangements),
Regulation 19, Paragraph 4.2.5 (Risks associated with enclosed spaces and
on-board procedures for safe entry into such spaces)]
Record Keeping
company to be reported about successfully completing the enclosed space entry drill.
30 Carrying Out Enclosed Space Rescue Drill

CH APTER - 7
Carrying Out Abandon Ship Drill
Introduction
As per SOLAS Chapter -3 (Life Saving Appliances and Arrangements) every crew member
shall participate in at least one abandon ship drill every month. The drills of the crew shall
take place within 24 h of the ship leaving a port if more than 25% of the crew have not
participated in abandon ship drills on board that particular ship in the previous month. When
a ship enters service for the first time, after modification of a major character or when a new
crew is engaged, these drills shall be held before sailing. The Administration may accept other
arrangements that are at least equivalent for those classes of ships for which this is
impracticable.
When the emergency situation on board ship goes out of hands and ship is no longer safe
for crew on board ship. The master of the ship can give a verbal Abandon ship order, but this
alarm is never given in ships bell or whistle. The general alarm is sounded and everybody
comes to the emergency muster station where the master or his substitute (Chief Officer)
gives a verbal order to abandon ship.
Regulations Covered
3.3 (Abandon Ship Drills)
4.2 (Instructions given to crew)
5 (Records)
Abandon Ship Drill Initial Actions


Carrying Out Abandon Ship Drill 31

Muster Station
3. Head Count.
Abandoning the Ship
4. Proceeding to respective boat station

Crew members proceed to their respective boat station and life boat station in charge
again takes the head count and inform it to the master the number of persons at his life
boat station.
Port Life Boat Station Star Board Life Boat Station
5. Donning of Life Jacket

The life boat station in charge makes sure that everyone has donned their lifejackets
correctly. Checks are made that there are no straps hanging loose. If there are any
straps that are too long once adjusted, few hand knots are made onto them to shorten
them.
6. Checking knowledge of assigned duties

Each crew member is asked to go to their respective positions and explain their duties.
32 Carrying Out Abandon Ship Drill

7. Performing the assigned duties if life boat needs to be lowered
Each crewmember is asked to perform their respective duties in a sequential order in
order to lower the lifeboat till embarkation deck or at water which ever has been
ordered by the master.
8. Checking GMDSS walki-talkies

GMDSS walki-talkies should be tested by establishing the communication with both the
bridge and other lifeboat on the desired channel.
GMDSS emergency VHF
9. Checking Search And Rescue Transponder

SART of each of the life boat has to be tested. Before testing SART it is our prime duty
to make a safety call on VHF Ch. 16 to inform other ships in the vicinity about
conducting the test for SART so as they dont misinterpret the SART signals received on
their RADAR as an actual emergency situation.
Search and Rescue Transponder
10. Starting and operating life boat engine

The life boat engine is first started by the responsible engineer and then opportunities
are given to all the crew member to start the lifeboat engine. Crew members are also
explained the necessary checks which has to be carried before starting the lifeboat
engine. Crew members are also told about how to change the rpm of the shaft and how
to change the pitch of the propeller.
11. Launching of Life raft

All the crew members at their designated boat stations are informed about different
types of procedures for launching a life raft.
i. Manual Release
a. Making fast painter
Make fast the painter of the life raft to a strong point on the ship so as the
life raft doesnt drift away from the ship.

b. Pulling some painter out
Pull some painter out in advance so as while hauling the painter it doesnt get
struck somewhere.
c. Remove the senhouse slip

Remove the centre lashing of the life raft by removing it from senhouse slip.
Centre lashing connected

to senhouse slip
d. Check the ship side

Check that ship side is clear and there is no obstruction.
e. Throwing the life raft

Two people lift the life raft and throw it into the water horizontally.
f. Checking the painter

Make sure the painter is still fixed at a strong point so that the raft should not be
waved away by waters.
g. Inflating the life raft

Pull the painter till we feel till the painter finishes and at the end pull the painter
with a hard jerk to fire the gas bottle to inflate the raft.
h. Time Period for inflating the life raft

Life raft will take about 20 -30 seconds to inflate.
i. Boarding
Board the life raft using embarkation ladder.
Embarkation Ladder
34 Carrying Out Abandon Ship Drill

ii. Automatic Release
a. HRU comes under pressure

The HRU comes in action under the pressure of water exerted on HRU when
the ship sinks below 4m of water level.
b. Cutting the centre lashing by HRU

The HRU consists of a sharp knife or chisel which is used to cut the strap
lashed over the container carrying life raft, but it still holds the painter at the
weak link.
Hydrostatic Release Unit
c. Inflating of Life Raft

As the vessel sinks tension comes on painter which causes life raft to inflate.
d. Breaking Off the Painter

As the vessel continues to sink tension starts to act on the weak link which
causes it to break making the life raft free from the ship.
Debriefing
correct it.
and Arrangements), Regulation 19, Paragraph 4.2 (Instructions given to crew)]
Record Keeping
company to be reported about successfully completing the abandon ship drill. [SOLAS
Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph 5
(Records)]

CH APTER - 8
IMO symbols for LSA and Fire Fighting Equipments
Introduction
A symbol is an object that represents, stands for or suggests an idea, visual image, belief, ac-
tion or material entity. Symbols take the form of words, sounds, gestures or visual images
and are used to convey ideas and beliefs.
The standard IMO designs may be used without text. This format will be preferred where
English is not the first language of the passengers and crew.
Regulations and Resolutions Covered
1. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 20.10,

(Marking of stowage locations)
2. IMO resolution A.654(16)
3. IMO resolution A.952(23) and ISO 17631
Various LSA Symbols
36 IMO symbols for LSA and FFE

Various FFA Symbols [IMO resolution A.654(16)]
IMO symbols for LSA and FFE 37

Various FFA Symbols [IMO resolution A.952(23) and ISO 17631]

EXERCISE - 8. 1
Identify the LSA and FFE symbols
IMO symbols for LSA and FFE 39

EXERCISE - 8. 2
Identify the LSA and FFE symbols

CH APTER - 9
Uses and Maintenance of Various Fire Extinguishers
Introduction
A fire extinguisher is an active fire protection device used to extinguish or control small fires,
often in emergency situations. It is not intended for use on an out-of-control fire, such as one
which has reached the ceiling, endangers the user (i.e., no escape route, smoke, explosion
hazard, etc.), or otherwise requires the firefighting team. Typically, a fire extinguisher consists
of a hand-held cylindrical pressure vessel containing an agent which can be discharged to
extinguish a fire. Fire extinguishers manufactured with non-cylindrical pressure vessels also
exist, but are less common.
Fire Extinguishers can further be divided into:-
1. Portable
2. Semi-Portable
3. Fixed
Regulations Covered
1. SOLAS Chapter II-2 (Construction-Fire Protection, Fire detection and Fire Extinction),
Regulation 10, Paragraph 3.1 (Type and Design)
Regulation 10, Paragraph 3.2 (Arrangement Of Fire Extinguisher)
Regulation 10, Paragraph 3.3 (Spare Charges)
4. Fire Safety System (FSS) Code, Chapter 4 (Fire Extinguishers), Paragraph 3 (Engineering
Specifications)
Classes of Fire Extinguisher
1. Class A: These types of fire extinguishers are used in fires which are result of
burning of wood, glass fibre, upholstery and furnishing.
2. Class B: These fire fighters are used for fires which occur from liquids such as
lubricating oils and fuels.
3. 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.
4. Class D: Fires occurring as a result of combustible materials such as magnesium

and aluminum are extinguished by this type of fire extinguishers.
Uses and Maintenance of Fire Extinguishers 41

5. Class E: This type of fire extinguisher is used for subsiding fire resulting from any
of the above mentioned materials along with high voltage electricity.
Type of Portable Fire Extinguishers
There are five main types of fire extinguishers used in shipping industry:-
1. Soda Acid Extinguisher
Introduction: The soda acid extinguisher is used to fight Class A Fires and can be found
in 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.
Na2CO3 (aq) + H2SO4 (aq)---> Na2SO4 (aq)+ H2O (l)+ CO2 (g)
Construction: The arrangement of the extinguishers comprises of a container which

holds the sodium bicarbonate solution. A small glass bottle containing sulphuric acid is
placed below a plunger mechanism, which is covered by a safety glass along with a screw and
cap at the top.
Working: When the plunger is struck hard, the glass bottle breaks, resulting in mixing
of acid and soda. A chemical reaction takes place which produces carbon dioxide gas. The
carbon dioxide gas pressurises the space above the liquid (used for extinguishing fire) and
forces it out through the internal pipe of the nozzle.
Advantages: The products used are readily available.
Disadvantages: Poisonous effect created by the gas, hence banned on ships.
Refilling of Soda Fire Extinguishers:
Step 1 : Turn the extinguisher upside down and let it release all its contents.
Step 2 : Unscrew the handle and remove the handle and main body.
Step 3 : Unscrew the bottle of sulphuric acid in clock wise direction from the handle.
Step 4 : Remove residues of Sodium Bicarbonate Solution from the container.
Step 5 : Clean the container thoroughly.
Step 6 : Fill the container with the fresh solution of Sodium Bicarbonate.
Step 7 : Screw the new glass bottle of sulphuric acid to the handle in anti-clockwise direction.
Step 8 : Screw the handle and main body tightly.
42 Uses and Maintenance of Fire Extinguishers

2. Water Extinguisher
Introduction: To counter the A- Class fire, portable water extinguisher of 9Ltr are used.
Construction: The outer container is filled with water and fitted with a CO 2 Cartridge
(inner container) which forces the water out of the container with pressure.
Working: To operate the extinguisher, first the safety pin/clip is released. When
pressure is applied on the plunger, the CO2 cartridge ruptures and forces the water out of the
extinguisher.
Advantages: Water fire extinguishers are good for tackling Class A fires involving
burning wood, paper, textiles and general combustible materials. They dont contain any
harmful chemicals or residual agents and they are kind to the environment.
Disadvantages: Water fire extinguishers are strictly for class A use only and can make
the fire worse or cause harm to the user if used on other classes of fire. Water conducts
electricity and there by presents a risk of electrocution to the user if used on live electrical
equipment.
Refilling of Water Fire Extinguishers:
Step 3 : Unscrew the bottle of CO2 cartridge in clock wise direction from the handle.
Step 4 : Remove residues of water from the container.
Step 6 : Fill the container with the water.
Step 7 : Screw the new CO2 cartridge to the handle in anti-clockwise direction.

3. AFFF Fire Extinguisher
Introduction: AFFF Foam Fire Extinguishers provide a fast, powerful means of tackling
flammable liquids. The foam forms a seal over the surface to prevent re-ignition. Ideal for
class A and B fire.
Construction: In this extinguisher, foam concentrate is stored as a solution in water. A

CO2 gas cartridge is provided, which when pierced provides the pressure to discharge the
foam solution. The solution is carried upwards through the dip tube due to the gas pressure
above it.
Working: To operate the extinguisher, first the safety pin/clip is released. When pres-
sure is applied on the plunger, the CO2 cartridge ruptures and forces the solution out of the
extinguisher. The solution is aerated at the discharge nozzle to form foam.
Advantages: AFF Foam extinguishers are especially suitable for class B flammable liquid
fires such as paints, thinners, petrol etc. Foam is also very effective on class A fires such as
man-made furnishings.
Disadvantages: As they are wet they will damage dry goods such as office documents
or stock that they come into contact with.
Note: While using this extinguisher, do not allow the foam to strike the surface of the
burning liquid. Direct the jet on to a vertical surface so that foam can flow down gently to
spread on the burning liquid.
Refilling of AFFF Fire Extinguishers:
Step 4 : Remove residues of solution from the container.

Step 6 : Fill the container with the water and AFFF in the ratio as required.
4. Carbon Dioxide Extinguisher
Introduction: Carbon dioxide extinguishers are mainly used for class B or class C fires.
They are not used for accommodation areas and confined spaces because the gas used in
lethal. These extinguishers are mainly found in machinery spaces.
Construction: Carbon dioxide is stored in liquid form under pressure. A central tube
acts as an outlet for the 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.
Working: To operate the extinguisher, first the safety pin/clip is released. Press the
brass valve to release the CO2 gas.
Advantages: Carbon Dioxide fire extinguishers are safe for use on electrical appliances
and are non-residual, making them ideal for use in office environments where sensitive com-
puter equipment would be damaged by using other types of extinguishers.
Disadvantages: Carbon Dioxide fire extinguishers does not cool the fire very well, there
is a risk of the fire re-igniting. Fumes from CO2 extinguishers can be harmful if used in
confined spaces. The non-insulated horns freeze during discharge, so care must be taken no
to touch it.

Refilling of CO2 Fire Extinguishers:
Step 1 : Remove the gas-dispensing hose and horn with the wrench.
Step 2 : Place the CO2 tank onto the scale.
Step 3 : Attach the air compression hose into the head nozzle of the tank and tighten into
place with the wrench.
Step 4 : Use a metal spring clamp to keep the extinguisher handle continually held down. This
opens the valve into the tank allowing it to be filled.
Step 5 : Open the large CO2 tank valve by turning the handle to the left.
Step 6 : Open the head valve at the end of the air compression hose.
Step 7 : Turn on the CO2 transfer pump.
Step 8 : Monitor the scale and turn off the CO2 transfer pump once the appropriate weight
capacity is reached.
Step 9 : Close the head valve.
Step 10 : Turn off the large CO2 tank by turning the handle to the right.
Step 11 : Remove the metal spring clamp from the handle.
Step 12 : Remove the air compression hose from the head nozzle with the wrench.
Step 13 : Replace the gas-dispensing hose and horn tighten with the wrench.
5. Dry Powder Extinguisher
Introduction: Sodium bicarbonate powder is used to extinguish almost all types of

fires. It is mainly located in engine room and near electrical equipment.
2NaHCO3 (s) ----> Na2CO3(s) + H2O(steam) + CO2(g)
Construction: Dry powder extinguisher contains sodium bicarbonate powder in the

outer container. A small container with carbon dioxide is placed beneath the plunger
mechanism.
Working: When the plunger is pushed, it releases the carbon dioxide gas, which in turn
forces the dry powder out of the discharge nozzle.

Advantages: ABC Dry powder fire extinguishers are a multi-purpose and highly effective
extinguishing agent, making them an excellent choice for use in many circumstances. As their
extinguishing medium is dry they will not cause damage to items such as documentation in
the way that wet types such as water or foam will.
Disadvantages:
a. Very fine powder residue that will disburse on discharge over a wide area and settle
into every small places making the clean-up process of small fires more problematical.
b. The powder residue can cause damage to sensitive electronic equipment such as circuit
boards, computers etc.
c. Dry powder introduces exposure hazards in three ways:
i. It causes irritation on contact with the skin.
ii. It causes irritation and discomfort on contact with eyes.
iii. It causes breathing discomfort on inhalation.
Refilling of DCP Fire Extinguishers:
Step 3 : Remove residues of DCP from the container.
Step 5 : Fill the container with fresh DCP.
Maintenance of fire extinguishers
1. Annual Maintenance: Annual Maintenance of the fire extinguishers are carried by

the recognized shore company. Annual Maintenance tags are placed on the
extinguishers which are found satisfactory during the test.

2. Monthly Maintenance: Monthly Maintenance of the fire extinguishers are carried
by the responsible person on the ship. If the extinguishers are found to be in
satisfactory condition then the responsible officer signs against the month on the tag
which is tied fast across the extinguisher. During monthly tests following things are to
be checked:
a. Ensure easy access.

Make sure the extinguisher is in its proper spot, visible and easy to access.
b. Check the seals.

Look over the tamper seal and safety seal to make sure they are intact.
c. Check the pressure.

Many fire extinguishers have a pressure gauge that indicates whether the device
is in the proper operating range. If yours has one, check to make sure that the
gauge's needle indicates proper pressure. If the fire extinguisher has a test
indicator, press it to make sure the pressure reading is within the correct range.
d. Look for physical damage.

Visible signs of damage, such as corrosion, leakage or a clogged nozzle, may
mean it's time to replace the extinguisher.
e. The nozzle or other parts are not hindered in any way.

The nozzle of the fire extinguisher should not have any blockages or damaged in
a way which may result the fire extinguisher not to function in the efficient way
during an emergency.

CH APTER - 10
Life Boat Launching Procedures
Introduction
participated in abandon ship on board that particular ship in the previous month. When a
ship enters service for the first time, after modification of a major character or when a new
impracticable. Each lifeboat shall be launched with its assigned operating crew aboard and
maneuvered in the water at least once every three months during an abandon ship drill.
Regulations Covered
5 (Records)
Preparing Life Boat for Launching
1. Plugging the drain plugs

Both the forward and aft drain plugs should be plugged in before the life boat is
lowered. This is done to prevent any sea water to come inside the boat if the one way
valve/ check valve breaks down.
Drain Plug in Life Boat
Life Boat Launching Procedures 49

2. Clearing the safety line
Safety line is cleared and opened up so as when the life boat starts to get lowered the
bowman and stern sheet can hold it and dont fall down because of the jerk given to
the life boat while lowering.
Safety Line covered in

canvas cloth
3. Check that Tricing Pendant is rigged

Tricing Pendant is used to secure boat when all the other lashings are removed to re-
strict swinging of boat.
Tricing Pendant Rigged
4. Throw forward and aft painters

Throw the forward and aft painters to make fast them on strong points.
Painter covered in
Canvas Cloth
50 Life Boat Launching Procedures

5. Make Fast Forward and Aft Painters
Forward and Aft painters should be made fast to the ships strong point so as when
lowered the life boat doesnt drift away from the ship.
Painter to be made fast to bit

passed from panama lead
6. Release Forward and Aft Grabs

Forward and Aft Grabs are removed by removing the harbour safety pin and life boat is
kept only on single centre lashing.
Grab line on lifeboat
7. Remove Centre Lashing

Remove the centre lashing of the life boat by just hammering the hook.
Centre Lashing of the

Lifeboat

Lowering the lifeboat
8. Releasing the brakes

Brakes are released to lower the lifeboat and bring it till embarkation deck.
Release mechanism
marked by red color
9. Lower the lifeboat till embarkation deck

Continue to lower the life boat till it reaches the embarkation deck.
10. Making fast Bowsing Tackle and removing the Tricing Pendant
Make fast the Bowsing Tackle and remove the forward and aft tricing pendant. Tricing
Pendant is removed because it reaches its limit. Bowsing Tackle is akind of 3 fold
purchase made of manila rope to secure the boat along the embarkation deck to
restrict swinging while lowering.
Bowsing Tackle
11. Continue to lower the life boat

Continue lowering the life boat till it reaches the water level
12. Lower the Embarkation Ladder

Lower the embarkation ladder so as all the crew members can board the lifeboat.
Embarkation Ladder can be lowered by just giving a push/ kick to the ladder whose one
end is already made fast to the ship.
52 Life Boat Launching Procedures

Embarkation Ladder
13. Boarding the lifeboat

Now life boat is ready to be boarded by the crew members.
14. Casting Off

Cast off the life boat with the help of hatchets stowed one at each end.
Hatchet stowed in the

forward end

CH APTER - 11
Life Raft Launching Procedures
Introduction
participated in abandon ship on board that particular ship in the previous month. When a
ship enters service for the first time, after modification of a major character or when a new
impracticable. Each lifeboat shall be launched with its assigned operating crew aboard and
maneuvered in the water at least once every three months during an abandon ship drill.
Regulations Covered
4.2.1 (Operations and use of ships inflatable life rafts)
4.3 (Davit launched life rafts)
5 (Records)
Different Methods For Launching Life Rafts
1. Manual launching
2. Automatic Launching
3. Launching by Davits
Procedures For Manual Launching
1. Making fast painter

Make fast the painter of the life raft to a strong point on the ship so as the life raft
doesnt drift away from the ship.
2. Pull some painter out

Pull some painter out in advance so as while hauling the painter it doesnt get struck
somewhere.
54 Life Raft Launching Procedures

3. Remove the senhouse slip
Remove the centre lashing of the life raft by removing it from senhouse slip.
Centre lashing connected

to senhouse slip
4. Check the ship side

Check that ship side is clear and there is no obstruction.
5. Throwing the life raft

Two people lift the life raft and throw it into the water horizontally.
6. Checking the painter

Make sure the painter is still fixed at a strong point so that the raft should not be waved
away by waters.
7. Inflating the life raft

Pull the painter till we feel till the painter finishes and at the end pull the painter with a
hard jerk to fire the gas bottle to inflate the raft.
8. Time Period for inflating the life raft

Life raft will take about 20 -30 seconds to inflate.
9. Boarding
Board the life raft using embarkation ladder.
Embarkation Ladder
Life Raft Launching Procedures 55

10. Checking the life raft
Send one person into the life raft to have a thorough check on the inflated raft. If all
fine then start boarding
11. Caution
Avoid sharp objects like knives, shoes and other sharp objects etc. which may damage
the raft surface.
12. Casting Off

When everybody is aboard, after a headcount, cut the painter with a sharp knife.
Automatic Releasing Mechanism
1. HRU comes under pressure

The HRU comes in action under the pressure of water exerted on HRU when the ship
sinks below 4m of water level.
2. Cutting the centre lashing by HRU

The HRU consists of a sharp knife or chisel which is used to cut the strap lashed over
the container carrying life raft, but it still holds the painter at the weak link.
Hydrostatic Release Unit
3. Inflating of Life Raft

As the vessel sinks tension comes on painter which causes life raft to inflate.
4. Breaking Off the Painter

As the vessel continues to sink tension starts to act on the weak link which causes it to
break making the life raft free from the ship.
56 Life Raft Launching Procedures

Launching by Davits
1. Removing the Lashings

Open the lashing and remove the raft container from HRU by opening the manual slip
hook or bottle screw arrangement.
2. Making fast the painter

Tie up the one end of the painter of raft into a strong point at deck.
3. Attaching Life raft to Davit

Keep the container in the open and attach the davit hook to the given eye in the canis-
ter/ container.
4. Taking on the weight

Take up the raft load by davit and keep the container hanging at embarkation deck
area.
5. Lowering of life raft

Lower the life raft on the water level by carrying out the entire operation without any
jerks
6. Inflating the life raft

Pull the painter and inflate the raft.
7. Checking the life raft

Send one person into the life raft to have a thorough check on the inflated raft. If all
fine then start boarding
8. Boarding life raft

Start boarding the raft without the shoes and other sharp object.
9. Casting Off
After the boarding is completed, check the bottom is clear and release the securing
lines, if any.
Davit Launched Life Raft
Life Raft Launching Procedures 57

CH APTER - 12
Operation of Emergency Fire Pump
Introduction
Emergency fire is fixed independently driven by an electric motor whose power is supplied
from emergency generator. It can still be used as an alternative means of providing water for
firefighting if a fire in any one compartment could put all the fire pumps out of action either
by disabling the pumps of their source of power.
Emergency Fire Pump must be located outside the E/R room either in the steering flat or in
forward part of the ship.
Regulations Covered
1. SOLAS Chapter 2-2 (Construction-Fire protection, fire detection and fire extinction),
Regulation 10 (Fire Fighting), Paragraph 2.2.3.2 (Requirements for the space containing
the emergency fire pump)
2. Fire Safety System, Chapter 12 (Fixed emergency fire pumps)
Purpose of Emergency Fire Pump
Emergency Fire Pump is used as an alternative means of providing water for firefighting if a
fire in any one compartment could put all the fire pumps out of action either by disabling the
pumps of their source of power.
Important Regulations Regarding Emergency Fire Pump
1. Such arrangements for emergency fire pumps must be outside, and independent of,
the space containing the main fire pumps, and should be accessible, easy to operate
and capable of readily starting the engines when cold. When the emergency fire pump
is electrically driven by an emergency generator, or a direct or hydraulically coupled
compression ignition engine, the unit should be capable of being started manually. It is
essential that such emergency units should be capable of being readily started when
cold.
2. The means of starting should be capable of providing not less than six starts in a period
of thirty minutes, and at least two starts should be obtained in the first ten minutes.
Such starting arrangements should be independent of sources of power in the
machinery spaces.
3. Where air starting is used, an independent air compressor should be provided adjacent
to the emergency unit, and the capacity of the air receiver, together with the
independent air compressor, should be such as to provide for the number of starts in
58 Operation of Emergency Fire Pump

the times stated. The air compressor should be driven by a hand starting compression
ignition engine. The air receiver should be reserved solely for the purpose of starting
the emergency unit, and the air inlet pipe should be fitted with a non-return valve at
the receiver.
4. Emergency Fire Pump should have sufficient fuel to run on full load for at least 3 hrs
and reserve fuel for 15hrs. The fuel supply should be stored in a safe place having
regard to adjacent fire hazards, e.g. engine exhaust pipes, switchboards, etc.
5. The emergency fire pump is to be run and tested weekly for at least five minutes,
ensuring that remote starts are working and that the required pressure can be
maintained at the farthest away fire hydrant. If any defects are noted, including
insufficient water pressure, then the Company is to be notified and an urgent plan
agreed to rectify the situation as quickly as possible.
6. The suction lift of any pump is limited and for this reason emergency fire pumps must
have their own suction, total suction head should not exceed 4.5 meters under all
conditions of list or trim.
7. Pump capacity must not be less than 25m3/hr and must be able to deliver two
inches bore jet of water having a horizontal throw not less than 40 ft.
8. If the pump is fitted above the water level, priming arrangement must be fitted.
Operating and Starting the Emergency Fire Pump
1. Keep the Suction Line of the Pump full of water (Check always before start).
2. At the Pump Local Panel, Start the Emergency Fire Pump.
Start And Stop Switch
Operation of Emergency Fire Pump 59

3. After the Pump Motor Speed-up as indicated by a Green indicating lamp on panel.
4. Open the sea suction valve of the pump.
Sea Suction Valve
5. Always start the pump first before opening sea suction valve.
6. Observed the Pump Delivery Pressure.
Pump Delivery Pressure

Gauge
60 Operation of Emergency Fire Pump

CH APTER - 13
Operation of Fixed Fire Fighting Systems
Introduction
Fixed Fire Fighting system are those system which are used to contain big fires on ships, such
as fire in the engine room. Fixed fire-fighting system can be of many types.
Regulations Covered
Regulation 4 (Fixed fire-extinguishing systems)
2. Fire Safety System, Chapter 5 (Fixed Gas Fire-Extinguishing Systems)
3. Fire Safety System, Chapter 8 (Automatic Sprinkler, Fire Detection And Fire Alarm
Systems)
Various Fire Fighting Systems On-board
1. CO2 Flooding System
CO2 flooding system or central bank CO2 system is one of the common fixed fire fighting
system installed on most of the ships. It releases carbon dioxide (CO2) in bulk quantity to a
protected space (such as engine room and cargo hold) under fire. Smothering action of CO2
extinguishes the fire thereby preventing spreading of fire to other parts of the ship. It consist
of several CO2 cylinders located in a separate room, called CO2 room. These bottles contain
CO2 in liquid state. When the fire in a protected space goes out of control or in a situation
when the fire is not able to extinguish by local fire fighting media, CO2 flooding system
comes into picture. CO2 from the bottles directed via common manifold, main valve and
distribution pipe lines to nozzles through which it is released to the protected space for fire
extinction. Due to safety reasons, the CO2 flooding system is manually released from a release
cabinet located outside the protected space.
Flushing in CO2 to Engine Room
a. Start the emergency generator

b. CO2 must be released by competent person.
c. Break the glass and take out key for CO2 release cabinet from key box. Using local CO2
release cabinet is preferred.
d. Open the release cabinet. Audio visual alarms will sound and ventilation blower trips
will activate.
e. In the CO2 release cabinet, open pilot cylinder valve first. Now open valve 1 for master
valve. Then open valve 2 for CO2 releasing mechanism. CO2 will be released after 60- 90
seconds of time delay.
f. Now the system pressure can be checked from the pressure gauge on the manifold.
Operation of Fixed Fire Fighting Systems 61

g. If CO2 is not released, then follow emergency releasing procedure. Open master valve
manually and open each CO2 main bottle by manual actuation lever by simply punching
it.
CO2 Bottles Pilot Bottle for activating

all CO2 Bottles at once
Flushing in CO2 to Cargo Hold
a. CO2 must be released by competent person.

b. Check how many CO2 bottles are required for that particular hold.
c. Open the required valve to let go the CO2 in the required Cargo Hold.
d. Manually punch the number of bottles required for that particular cargo hold.
CO2 line to Cargo Hold - 9
2. Water Sprinkler System
A fire sprinkler system is an active fire protection method, consisting of a water supply
system, providing adequate pressure and flowrate to a water distribution piping system, onto
which fire sprinklers are connected.
Operation
Each closed-head sprinkler is held closed by either a heat-sensitive glass bulb or a two-part
metal link held together with fusible alloy. The glass bulb or link applies pressure to a pipe
62 Operation of Fixed Fire Fighting Systems

cap which acts as a plug which prevents water from flowing until the ambient temperature
around the sprinkler reaches the design activation temperature of the individual sprinkler
head. In a standard sprinkler system, each sprinkler activates independently when the
predetermined heat level is reached. Thus, only sprinklers near the fire will operate, normally
just one or two. This maximizes water pressure over the point of fire origin, and minimizes
water damage to the building.
Water Sprinkler In
Paint Store
Operation of Fixed Fire Fighting Systems 63

CH APTER - 14
Organisation and Role of Emergency Teams
Introduction
The Emergency team will have the front line job of tackling the emergency. In general the
chief officer will lead the team for the emergency on deck while the chief engineer will take
charge for engine room emergencies. The duties of each person will have to be laid down
and practice for every emergency so as to avoid duplication, confusion, and chaos.
Emergency Organisations and Communications (Example)
64 Organisation and Role of Emergency Teams

Various Emergency Teams on board
1. Emergency Control Team Bridge Bridge team is responsible for command and
control of the situation and for ensuring that an efficient muster of personnel is carried
out. If required, the bridge team will institute a controlled search for any person not
accounted for. The bridge team must also establish immediately external
communication; establish internal communications between the bridge, engine control
room, emergency and support teams. Maintain safe navigation of the vessel and keep a
detailed time events record and log the vital information and events in a proper way for
legal formalities at a later stage.
Usual Team Members Captain, 2nd Officer, Helmsman
2. Site Leader This team must report and advise the bridge the state of readiness of the
main and auxiliary machinery/ ships systems/ services. The advice must indicate the
status of main and emergency systems, which must be placed in a state of maximum
readiness. The team also must establish whether the emergency has had any adverse
effects on the operation of any equipment. This team is also responsible for leading the
emergency squads at the emergency position. Site Leaders also judge the damage so
caused during an emergency and any serious effect caused on the ships structure like
change in stability and stresses on ship.
Usual Team Members Chief Engineer, Chief Officer
3. Emergency Squad 1 & 2 The emergency squads first muster and report to the site
leader. They then make equipment ready and report their readiness to the site leader,
and ready to take action as directed by the site leader.
Usual Team Members (Squad 1) 2nd Engineer (Squad Leader), Oiler, Engine Boy,
Fitter, Fourth Engineer, Jr. Engineer
Usual Team Members (Squad 2) 3rd Officer (Squad Leader), Deck Cadet, Bosun, A/B,
OS 1, OS 2
4. Support Squad The Support Squad reports its readiness to the site leader and pro-
vides support to the emergency squads as when required and instructed by the site
leader. E.g.
a. Preparing Hospital and First Aid kit.
b. Providing additional firefighting equipment
c. Provide boundary cooling
d. Provide stretcher and immediate first aid when/ if necessary.
Usual Team Members Electrical Officer (Squad Leader), Jr. Third Officer, Chief Cook,
2nd Cook, G.S
5. Engine Control Room Team E.C.R Team takes care about all the machineries inside
the engine room and makes sure that the machineries are working efficiently.
Usual Team Members 3rd Engineer (Squad Leader), Jr. 4th Engineer, Wiper
Organisation and Role of Emergency Teams 65

CH APTER - 15
Locations of Remote Stops, Shut Off Valves
Introduction
Emergency stops are provided on ship so as to stop a particular machinery or an equipment

from a safe location in order to prevent a further catastrophic disaster in case of an
emergency.
General Locations of Remote Stops, Shut Off Valves
S.No Emergency Stop Location

1 Fuel Oil pump Fire Station 1
2 Lube Oil pump Fire Station 1
3 Ventilation System Fire Station 1
4 Main Engine Bridge
Emergency Stop For Main Engine At Bridge
Quick Closing Valves At Fire Station
66 Locations of Remote Stops, Shut Off Valves

SEC TION - 2 ( M AINTENANCE)
CH APTER - 16
Permits to Work System
Introduction
There are many types of operation on board ship where the routine actions of one person
may inadvertently endanger another or when a series of action steps need to be taken to
ensure the safety of those engaged in a specific operation. In all instances it is necessary,
before the work is done, to identify the hazards and then to ensure that they are eliminated
or effectively controlled. Ultimate responsibility rests with the employer to see that this is
done.
The permit to work system consists of an organised and predefined safety procedure. A
permit-to-work does not in itself make the job safe, but contributes to measures for safe
working.
The particular circumstances of individual ships will determine when permit-to-work systems
should be used. In using a permit to work, the following principles apply:
a. The permit should be relevant and as accurate as possible. It should state the location
and details of the work to be done, the nature and results of any preliminary tests
undertaken, the measures undertaken to make the job safe and the safeguards that
need to be taken during the operation.
b. The permit should specify the period of its validity (which should not exceed 24 hours)
and any time limits applicable to the work which it authorises.
c. Only the work specified on the permit should be undertaken.
d. Before signing the permit, the authorising officer should ensure that all measures
specified as necessary have in fact been taken.
e. The authorising officer retains responsibility for the work until he has either cancelled
the permit or formally transferred it to another authorised person who should be made
fully conversant with the situation. Anyone who takes over, either as a matter of routine
or in an emergency, from the authorising officer, should sign the permit to indicate
transfer of full responsibility.
f. The person responsible for carrying out the specified work should countersign the
permit to indicate his understanding of the safety precautions to be observed.
g. On completion of the work, that person should notify the responsible officer and get
the permit cancelled.
Permits to Work System 67

h. The person carrying out the specified work should not be the same person as the
authorising officer.
References
1. Code of Safe Working Practices, Chapter 16 (Permit To Work Systems).
Various Permits on board
1. Entry into enclosed or confined space.
Because of zero ventilation, these enclosed places generate and store toxic gases which
are either produced from chemicals stored in the place or leakage from pipelines. If a
person enters such place without taking precaution, he or she may suffer unconscious-
ness and sometimes even death. In order to prevent such unfortunate circumstances
there is a proper procedure that needs to be followed for safety and wellness of the
person entering the enclosed space.
Procedures for obtaining permit
a. While making enclosed space permit, following points should be checked:-
i. Risk assessment to be carried out by a competent officer as enclosed or

confined space entry is deficient in oxygen, making it a potential life hazard.
ii. A list of work to be done should be made for the ease of assessment for
e.g. if welding to be carried out or some pipe replacement etc. This helps in
carrying out the work quickly and easily.
iii. Risk assessment also needs to be carried out. Risk assessment includes what
work to be done, rescue operation etc.
iv. Potential hazards are to be identified such as presence of toxic gases.
v. Opening and securing has to be done and precaution should be taken to

check if the opening of enclosed space is pressurized or not.
vi. All fire hazard possibilities should be minimized if hot work is to be carried
out. This can be done by emptying the fuel tank or chemical tank nearby
the hot work place.
vii. The confined space has to be well ventilated before entering.
viii. The space has to be checked for oxygen content and other gas content with
the help of oxygen analyser and gas detector.
ix. The oxygen content should read 20% by volume. Percentage less than that
is not acceptable and more time for ventilation should be given in such
circumstances.
68 Permits to Work System

x. Enough lighting and illumination should be present in the enclosed space
before entering.
xi. Permit to work is to be valid only for a certain time period. If time period
expires then again new permit is to be issued and checklist is to be filled
out.
xii. Permit to work has to be checked and permitted by the Master of the ship
in order to work in confined space.
xiii. Proper signs and Men at work sign boards should be provided at required
places so that person should not start any equipment, machinery or any
operation in the confined space endangering life of the people working.
xiv. Duty officer has to be informed before entering the enclosed space.
xv. The checklist has to be signed by the person involved in entry and also by a
competent officer.
xvi. One person always has to be kept standby to communicate with the person
inside the space.
xvii. The person may also carry a life line with him inside.
xviii. The person should carry oxygen analyser with him inside the enclosed space
and it should be on all the time to monitor the oxygen content. As soon as
level drops, the analyzer should sound alarm and the space should be
evacuated quickly without any delay.
xix. No source of ignition has to be taken inside unless the Master or competent
officer is satisfied.
xx. The number of persons entering should be constrained to the adequate

number of persons who are actually needed inside for work.
xxi. The rescue and resuscitation equipment are to be present outside the
confined space. Rescue equipment includes breathing air apparatus and
spare charge bottles.
xxii. Means of hoisting an incapacitated person should be available.
Validity of Permit
At no time the validity of the permit should increase by 24 hrs.
Record Keeping
The permits filled and work carried has to be logged down in the deck log book. The
enclosed space entry permits and entries in deck log book should be readily available
when asked by the Port State Inspector.

2. Hot Work permit
Hot work is any work that involves burning, welding, using fire- or spark-producing
tools, or that produces a source of ignition.
a. Within any harbour or commercial areas, the master of every vessel on board
which, or on the hull of which it is proposed to carry out welding or flame cutting
operations in or from any position, whether on board the vessel or not, must
obtain a Hot Work Permit from the Harbourmaster, no less than two hours
before commencing the work.
b. The master of the vessel must ensure that before any hot work operations are
commenced, precautions are taken for the detection, prevention, and
extinguishing of fire on board the vessel and elsewhere during the welding
operations, and that the requirements of the Hot Work Permit are met.
Provision must be made for the continuance of the precautions until the
operations are completed.
c. If in any case the Harbourmaster is not satisfied that adequate precautions have
been taken, the Harbourmaster may forbid the operations to be commenced or
continued until he or she is so satisfied or has caused such precautions to be
taken as he or she thinks necessary.
d. While carrying out hot work on board the vessel when at sea, it is always
recommended to make a hot work permit and it has to be signed by the
responsible officer and the master of the vessel.
e. While making hot work permit, following points should be checked:-
i. Has the "Hot Work Precautions Matrix", been referred to and complied
with?
ii. Has a work planning meeting been held and a formal or informal risk
assessment carried out as required?
iii. Has the atmosphere of the hot work area been tested and found to be less
than 1% LEL?
iv. "Has appropriate firefighting equipment been arranged and kept ready for
immediate use? And required fire detectors checked in advance?"
v. Have measures to prevent scattering sparks, such as spark shelters, been

taken?
vi. Confirm no other work such as repairing pipelines that may cause leak of
combustible gas or oil, is being done in the same compartment?

vii. Have arrangements for placing required watchmen for monitoring hot work
area and adjacent areas been made?
viii. Has provision been made for sufficient ventilation and lighting?
ix. Have evacuation routes/passages been designated/secured?
x. Has the condition of tools and equipment been checked and found
satisfactory?
xi. Have personnel involved in work been provided with appropriate personal
protective equipment and danger indications, safety ropes etc. installed at
work site as necessary?
xii. Have areas where fire must not be directly applied, been clearly marked?
xiii. Have all crew engaged in the hot work been adequately trained and clearly
instructed in precautions to be observed when carrying out hot work?
xiv. Have measures been taken to prevent fire from coming in contact with gas,
residual oil, sludge and other dangerous and combustible materials?
xv. Has the other side of the bulkhead, deckhead or division on which hot work
is to be carried out, been checked to ensure no dangerous and combustible
materials?
xvi. Has safety of enclosed compartments been confirmed in accordance with

procedures for entry into enclosed spaces where applicable?
xvii. Is all crew engaged in work within enclosed space provided portable
lighting apparatus?
xviii. Confirm gas detection in spaces where there is danger of combustible gas
emissions (air pipe tops, areas near manholes, other openings and the like)
and in vicinity of the hot work area has been carried out prior work and will
continue periodically during work?
Validity of Permit
Record Keeping
hot work permits and entries in deck log book should be readily available when asked
by the Port State Inspector.

3. Working Aloft or Overside
Working aloft means work being performed at a height and involves risk of falling, re-
sulting in an injury.
a. While making working aloft permit, following points should be checked:-
i. Has pre-meeting been held and personnel clearly instructed of work scope,
procedure and precautions?
ii. Are personnel carrying out the work, in a physically fit condition for the
work?
iii. Are personnel carrying out the work, wearing appropriate clothing for the
work?
iv. Have personnel carrying out the work been provided with adequate
personal protective equipment?
v. Has the condition and strength of safety harnesses, lifelines, safety belts
been confirmed and adequate?
vi. Are bosun chairs, stage boards, scaffoldings & ladders suitable for use and
in good condition?
vii. Has the condition and strength of ropes and lifelines been confirmed and
adequate?
viii. Has equipment been correctly and properly rigged and measures taken to
prevent damage by chafing?
ix. Have anti-falling measures for tools been taken?
x. Taking into account rolling period and wind speed, can the work be carried
out safely?
xi. Has traffic under the working site been prohibited?
xii. Before working in vicinity of radar scanner, aerials, funnel & whistle, have
concerned persons been notified?
xiii. Are warning notices posted at proper places to avoid accident by use of
such equipment during working?
xiv. Is watchman posted where working crew is insufficient to take appropriate

measures to prevent accident?
xv. If using portable ladders, have they been set correctly at suitable places?

Validity of Permit
Record Keeping
working aloft permits and entries in deck log book should be readily available when
asked by the Port State Inspector.

Example of Hot Work Permit

Example of Enclosed Space Entry Permit Checklist

CH APTER - 17
Various Personal Protective Equipment
Introduction
Safety of self and co-workers is the prime priority kept in mind by a professional seafarer
while working onboard ship. All shipping companies ensure that their crew follow personal
safety procedures and rules for all the operation carried onboard ships. To achieve utmost
safety on board ship, the basic step is to make sure that everybody wears their personal
protective equipments made for different types of jobs carried out on ship.
Codes Referred
1. Code of Safe Working Practices Chapter 4 (Personal Protective Equipments.
List of Personal Protective Equipments
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.
76 Various Personal Protective Equipments

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 members 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.
Various Personal Protective Equipments 77

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.
78 Various Personal Protective Equipments

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.
Various Personal Protective Equipments 79

CH APTER - 18
Risk Assessments on Board
Introduction
Risk Assessments are carried out in order to find the risks associated to the particular task.
Thus taking actions so as to reduce the severity and likelihood of the risk. Risk assessment on
board the ship are carried out by responsible officer usually a management level officer. The
risk assessment form should clearly state the Location, Name of participants, Activity
undertaken, Hazards involved, The type of the risks involved and controls applied to minimize
the risk.
Risk Assessment Steps
80 Risk Assessments on Board

Sample Risk Assessments
Risk Assessmet : 1
Vessel/ Site Name (*) Falcon Arrow Responsible Officer Chief Officer
Trade FEBR Report Date 03-12-2016
Voyage No 85 Report ID FAA-11006
Title (*) Renewal of Aft Mooring Winch Pipeline
Participant 1 Master Participant 2 Chief Engineer
Participant 3 Chief Officer Participant 4 Second Engineer
Participant 5 Fitter Participant 6
Job Description (*) Location (*)
Gas Cutting And Welding Select/ Deselect All

Accomodations
Deck/ Cargo Holds/ Cranes
Engine/ Machinery Spaces
Tanks & Enclosed Spaces
Evaluation
1 of 3
Type of Risk (*)
Predominant
Environmental
Property Damage
Activity (Job Steps) * Hazards Existing Controls
Gas Cutting And Welding Personal Injury GBN Health and

Safety Policy
Estimate the Severity of the Event (*) 3
Note that severity is not necessariy the same as actual loss. It is evident that the loss could have
been bigger or if it is a near accident, the potential severity should be reported.
Slight/ First - Aid Case

Medical/ Hospital Treatment Case
Lost Time Injury (Signed Off)
Major Injuries With Permanent Disabilities
Fatality
Risk Assessments on Board 81

Estimate likelihood (Chance of Happening Again) * 1 3
Look at this from your present position (e.g. onboard present vessel)
S
Rare E
5 10 15 20 25
Unlikely V 4 8 12 16 20
E
Possible R 3 6 9 12 15
Likely I 2 4 6 8 10
T
Almost Certain Y 1 2 3 4 5
LIKELIHOOD
Additional Controls applied onboard to reduce risk
Proper PPE to be worn at all times.
Estimate the Severity of the Event after suggested new controls are used (*) 1

Fatality
Estimate likelihood When Suggested New Controls Are Used* 1 1
S
Rare E
5 10 15 20 25
Unlikely V 4 8 12 16 20
E
Likely I 2 4 6 8 10
T
LIKELIHOOD
2 of 3
Type of Risk (*)
Predominant
Environmental
Property Damage
Gas Cutting And Welding Fire 1)Hot Work Procedure

as per GISS
2)Hot Work Permit


Fatality
S
Rare E
5 10 15 20 25
Unlikely V 4 8 12 16 20
E
Likely I 2 4 6 8 10
T
LIKELIHOOD
Fire Fighting Equipments to be kept ready, Area to be checked for combustible materials, Combustible materials to be
removed from surrounding area, Dedicated fire watch to be maintained.

Fatality
S
Rare E
5 10 15 20 25
Unlikely V 4 8 12 16 20
E
Likely I 2 4 6 8 10
T
LIKELIHOOD
3 of 3
Type of Risk (*)
Predominant

Environmental
Property Damage
Gas Cutting And Welding Electric Shock 1)Hot Work Procedure

as per GISS
2)Hot Work Permit

Fatality
S
Rare E
5 10 15 20 25
Unlikely V 4 8 12 16 20
E
Likely I 2 4 6 8 10
T
LIKELIHOOD
Welding Equipments to be checked prior to be used, Welding Machine to be grounded.

Fatality
S
Rare E
5 10 15 20 25
Unlikely V 4 8 12 16 20
E
Likely I 2 4 6 8 10
T
LIKELIHOOD

RESULT
Approved By Master
Acceptable Risk Yes No
Are Existing Controls in Place Yes No
Other Comments
N/A

CH APTER - 19
Survival Crafts (Provisions and Equipments)
Introduction
The SOLAS regulations includes requirements for life-saving appliances and arrangements,
including requirements for life boats, rescue boats and life jackets according to type of ship.
The International Life-Saving Appliance (LSA) Code gives specific technical requirements for
LSAs and is mandatory under Regulation 34, which states that all life-saving appliances and
arrangements shall comply with the applicable requirements of the LSA Code.
Regulations Covered
1. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 34, (All life-
saving appliances and arrangements shall comply with the applicable requirements of
the Code.)
2. LSA Code Chapter 4 (Survival Crafts), Paragraph 4.4.8 (Life Boat Equipments)
3. LSA Code Chapter 4 (Survival Crafts), Paragraph 4.1.5 (Life Raft Equipments)
4. LSA Code Chapter 4 (Survival Crafts), Paragraph 4.2.9 (Additional equipment for inflata-
ble life rafts)
Life Boat Provisions and Equipments
1. Sufficient Buoyant Oars

Sufficient buoyant oars to make headway in clam seas together with a set of thole pins,
crutches or their equivalent.
2. 2 Boat Hooks
To be used in fending away from the ship side.
3. 1 Buoyant bailer and 2 Buckets

It is used to remove water from the life boat manually. Buckets should have lanyard
spliced on to the handles for securing it to the structure of the boat.
4. 1 Survival Manual
It contains life survival instructions.
86 Survival Crafts (Provisions and Equipments)

Survival Manual
5. Compass Binnacle
A binnacle containing an efficient compass which is luminous or provided with suitable
means of luminous or provided with suitable means of illumination. Compass must be
marked in 5 graduation.
Compass
6. 1 Sea Anchor
A sea anchor of adequate size fitted with shock resistant hawser and tripping line which
provides a firm hand grip when wet.
Sea Anchor
7. 2 Painters
Two efficient painter so of a length equal to not less than twice the storage height of
the lifeboat to the water line in the lightest sea going condition.
8. 2 Hatchets (Axes)
Stowed one at each end of the lifeboat. It is common practice to cover the metal head
of the axe with a canvas protective cover to prevent the metal from corrosion. They
must be readily available and attached to the boat by means of lanyard.
Survival Crafts (Provisions and Equipments) 87

Hatchet
9. Water tight receptacles

Water tight receptacles containing a total of 3 litres of freshwater for each person the
lifeboat is permitted to accommodate. 1 litre of this amount may be replaced by a
chemical de salting apparatus capable of producing an equal amount of fresh water in 2
days. The water is 0.5 litres per person per day. Water is issued in morning, mid-day and
at the time of sunset.
10. 1 Dipper
A rust proof dipper with a lanyard, used for extracting fresh water from the containers.
The lanyard should be long enough to reach the bottom of any water tank.
11. 3 drinking vessel

Rust Proof drinking containers are there to give water for drinking to the people in the
lifeboat.
12. Food Ration

A food ration totalling not less than 10,000 kilo joules for each person the lifeboat is
permitted to accommodate. These rations shall be kept in air tight packaging and be
stowed in a water tight container. The ration should be so distributed that it lasts for 4
days initially.
13. 4 Rocket Parachute Flares
14. 6 Hand Flares
15. 2 Buoyant Smoke Signals
16. 1 Torch
Water proof electric torch suitable for Morse Signalling, together with one spare bulb
and one spare set of batteries in a water proof container.
17. 1 Daylight Signalling Mirror

Daylight signalling mirror or heligraph with instructions for its use for signalling to ship
and aircraft. The sun rays can be reflected up to 5 nautical miles to ships and up to 20
nautical miles to aircrafts.
Day-Light Signalling Mirror

18. 1 Life Saving Signal Table
Lifesaving signals table on a water proof card or in a water proof container.
19. 1 Whistle
Whistle or equivalent sound signal. Normally of plastic construction. This will allow its
use in the cold weather without discomfort to the user.
20. First Aid Kit

A first-aid kit in a water proof casing capable of being closed tightly after use; should
be renewed after 3 years.
21. 6 Anti-Sea sickness medicine and 1 sea sickness bag per person
The anti-sea sickness medicine is normally in the tablet form. Anti-sea sickness pills
must be given to everyone in the craft and if anyone refuses to take, force him to take
as recommended by manufacturer.
22. 1 Jack Knife

A jack knife to be kept attached to the boat by lanyard. The blade normally incorporate
a tine opener and screw driver and a small hand spike is usually attached.
23. 3 Tin Openers
24. 2 Buoyant Rescue quoits

Buoyant rescue quoits, attached to not less than 30 meters of buoyant line. These are
normally stowed in the small gear locker.
Buoyant Rescue
Quoits
25. 1 Manual Pump

A manual pump is used to pump-out water usually fixed to the structure of the boat. It
is fitted with an easily removed lower to allow cleaning and the suction and contains a
gauze filter to avoid blockage of the system.
Manual Bilge Pump

26. 1 Fishing Tackle Set
The fishing tackle is provided to keep the survivors busy or pass time.
27. Sufficient tools

Sufficient tools to allow minor adjustments to the engine and its accessories.
28. 1 Fire Extinguisher

Portable fire extinguishing equipment suitable for extinguishing oil fire.
29. 1 Search Light

A search light, capable of effectively illuminating a light colored object at night having a
width of 1m at a distance of 10m, for total period of 6 hours and of working
continuously for not less than 3 hours period.
Search Light
30. 1 RADAR Reflector
RADAR Reflector
31. Thermal Protective Aids

Thermal Protective Aids which comply with the regulations, in sufficient number of 10%
of the total number of persons that the lifeboat is permitted to accommodate or two,
whichever is the greater.
32. 2 Match Boxes

Match Boxes to be in water tight container (Open Life boats only)
33. 3 Immersion Suits

In open lifeboats only

Life Raft Provisions and Equipments
1. 1 Buoyant Rescue quoits

Buoyant rescue quoits, attached to not less than 30 metres of buoyant line. These are
normally stowed in the small gear locker.
2. 1 Jack Knife
A jack knife to be kept attached to the boat by lanyard. The blade normally incorporate
a tine opener and screw driver and a small hand spike is usually attached.
3. Buoyant bailer
For a life raft which is permitted to accommodate not more than 12 persons, one
buoyant bailer. For a life raft which is permitted to accommodate 13 persons or more,
two buoyant bailers.
4. 2 Sponges
To absorb the water from life raft and keep it dry.
5. 2 Sea Anchor
Sea anchor to be attached with a shock resistant hawser and tripping line, one being
spare and the other permanently attached to the life raft in such a way that when the
life raft inflates or is waterborne it will cause the life raft to lie oriented to the wind in
the most stable manner.
6. 2 Buoyant Paddles
7. 3 Tin Openers
8. 1 Pair of Scissor
9. First Aid Kit
10. 1 Whistle
Whistle or equivalent sound signal. Normally of plastic construction. This will allow its
use in the cold weather without discomfort to the user.
11. 4 Rocket Parachutes
12. 6 Hand Flares
13. 2 Buoyant Smoke Signals
14. 1 Water Proof Electric Torch

Water proof electric torch suitable for Morse Signalling, together with one spare bulb
and one spare set of batteries.
15. 1 RADAR Reflector

16. 1 Day light Signalling Mirror
Daylight signalling mirror or heligraph with instructions for its use for signalling to ship
and aircraft. The sun rays can be reflected up to 5 nautical miles to ships and up to 20
nautical miles to aircrafts.
17. 1 Life Saving Signal Table

Lifesaving signals table on a water proof card.
18. 1 Fishing Tackle Set

The fishing tackle is provided to keep the survivors busy or pass time.
19. Food Ration

A food ration totalling not less than 10,000 kJ for each person the life raft is permitted
to accommodate. These rations should be palatable, edible throughout the
recommended shelf life, and packed in a manner which can be readily divided and easi-
ly opened. The rations shall be kept in airtight packaging and be stowed in a watertight
container.
20. Water tight receptacles

watertight receptacles containing a total of 1.5 1 of fresh water for each person the life
raft is permitted to accommodate, of which either 0.5 1 per person may be replaced by
a de-salting apparatus capable of producing an equal amount of fresh water in 2 days
or 1 I per person may be replaced by a manually powered reverse osmosis desalinator.
21. 1 drinking vessel
22. Anti-Sea sickness medicine and 1 sea sickness bag per person
Anti-seasickness medicine sufficient for a least 48 h and one seasickness bag for each
person the life raft is permitted to accommodate.
23. Instructions on how to survive
24. Instructions for immediate actions
25. Thermal Protective Aids
Thermal Protective Aids which comply with the regulations, in sufficient number of 10%
of the total number of persons that the lifeboat is permitted to accommodate or two,
whichever is the greater.

CH APTER - 20
Maintenance Required on Lifeboat (Checklist)
****** Inspection Of Lifeboat ******
VISUAL INSPECTION OF LIFEBOAT
Found Satisfactory
1. Check the markings and labellings
2. Harobour safety pin properly greased
3. Condition of manila rope in bowsing tackle.
4. Lifeboat Rations
5. Equipments of Lifeboat
6. Lifeboat Lashings
7. Safety Line
8. Sufficient fuel for engine
9. Conditions of Painters
10. Floating Ball in Lifeboat drain plugs
11. Wire Ropes for Brakes properly greased
12. No corrosion of lever for manual cranking
13. No Physical Damage
14. No corrosion in lifeboat boarding platform
15. Tricing Pendant Properly attached.
16. Condition of Embarkation Ladder
WORKINGS ON LIFE BOAT
1. Try out engines.
Photographs Taken During Maintenance
Maintenance Required on Lifeboat (Checklist) 93

CH APTER - 21
Maintenance Required on Life Raft (Checklist)
WORK DESCRIPTION
LIFERAFT MAINTAINANCE CHECKLIST
Date Vessel
****** Inspection Of Liferaft ******
VISUAL INSPECTION OF LIFERAFT
Found
Satisfactory
1. Liferaft container for any cracks and deterioration.
2. Marking are visible to identified (ship's name and reg.,serial no.).
3. Stain or dirt on the container.
4. Attachment and storage condition. Check base for wear and damage.
5. Expiration date. As per survey.
6. Presence of liferafts launching instruction.
7. Check painter for deterioration.
HYDROSTATIC RELEASE UNIT:
1. Check hydrostatic release condition.

2. Lubricate on grease parts.
3. Check for corrosion, dirt, other foreign matters.
4. Check for foreign object or obstruction around the parameter.
SOLAS REGULATION:
1. To be service by approve shore firm ,every 12 months and extendable up to 17 months.
No. ITEMS/DESCRIPTIONS QTY LOCATION MAKER / TYPE MANUFACTURED LAST SERVICE NEXT SERVICE
EXPIRY DATE
LIFERAFT
1 CAPACITY:
SN. :
LIFERAFT
2 CAPACITY:
SN. :
LIFERAFT
3 CAPACITY:
SN. :
LIFERAFT HYDROSTATIC
4
RELEASE UNIT
LIFERAFT HYDROSTATIC
5
RELEASE UNIT
94 Maintenance Required on Life Raft (Checklist)

Photographs Taken During Maintenance
No Cracks on Container Visible Markings
No Corrosion at Cradle Life Raft Launching Instructions Pasted
No deterioration on painter Well Lubricated Shackles
Expiry Month of HRU: April Expiry Year of HRU: 2016
Maintenance Required on Life Raft (Checklist) 95

CH APTER - 22
How Life Rafts Are Attached To Deck Via HRU
Important Definitions
1. Life Raft - A raft, often inflatable, for use in emergencies, as when a ship must be
abandoned.
Life Raft on Board the Ship
2. Hydrostatic Release Unit (HRU) - Hydrostatic release unit is a safety feature incorpo-
rated in life raft on board. When ship sinks, the HRU (hydrostatic release unit) cuts the
lashing(white strap) around the life raft at about 4 meters.
3. Painter Painter is a long rope attached to the life raft so as it can be made fast to the
ship and while launching in case of emergency doesnt drift away too far from the ship.
4. Weak Link Weak Link is a point where the painter of the life raft is connected and
during the sinking of ship when life raft gets inflated the weak link helps to cast of the
painter from the ship because of the tension formed on the painter due to two forces
acting in opposite direction i.e. buoyancy force of the life raft acting upwards and the
force exerted by the sinking ship downwards.
HRU Connected to Weak

Link and Sin House Slip
96 How Life Rafts Are Attached To Deck Via HRU

Attaching life raft to the ship
To be completely sure while at sea that the life rafts will be inflated during automatic release
while the ship is sinking, we need to make sure about 5 things (5 Finger Rule). Which are as
followed:-
1. Expiry date of HRU
Like every equipment even Hydrostatic Release Unit (HRU) has an expiry date. Using
HRU beyond the expiry date is not recommended. The current HRU should be replaced
with the new HRU well before the current HRU gets expired.
The expiry date of the HRU can be checked by seeing black spot against the month in
conjunction with the black spot marked against the year. It the figure below the expiry
date of the HRU is April 2016 (Black spot against the month of April and year 2016 can
be seen)
Expiry Month of HRU: April Expiry Year of HRU: 2016
2. Connecting Sin house Slip
Sin house slip is connected to hydrostatic release unit and it should be released before
manually launching the life raft into the water. Removing the Sin house slip helps us to
remove the centre lashing of the life raft.
Sin House Slip Connected to HRU
How Life Rafts Are Attached To Deck Via HRU 97

3. Connecting Weak Link with the Painter
Weak Link is a point where the painter of the life raft is connected and during the
sinking of ship when life raft gets inflated the weak link helps to cast of the painter from
the ship because of the tension formed on the painter due to two forces acting in
opposite direction i.e. buoyancy force of the life raft acting upwards and the force
exerted by the sinking ship downwards.
Weak Link Connected to Painter
4. Connecting Weak Link to a strong point on the ship

Weak link of the life raft which is always attached to the life rafts painter is always
connected to a strong point on the ship. This is done because if the life raft has to be
launched manually then the life raft should not drift far away from the ship.
Weak Link Connected To Strong

Point On The Ship
5. Tight Centre Lashing

One of the most important point to check on life raft is to check that the centre lashing
is tight. If the centre lashing is loose then the chances are that Hydrostatic Release Unit
wont be able to cut it through its chisel. Which means that in case of emergency
automatic release of life raft wont take place as required.
Tight Centre Lashing On The Life

Raft
98 How Life Rafts Are Attached To Deck Via HRU

CH APTER - 23
How And What Paint Is Used For
Important Definitions
1. CORROSION
In general terms corrosion can be defined as the spontaneous reaction between a

material and its environment which results in the degradation of that material.
Corrosion can also be defined as the oxidation of the metal at the metal/environment
interface. This reaction subsequently results in a deterioration in the mechanical
properties of the metal.
Corrosion mechanism
Mild steel is an impure, heterogeneous material. This is a major factor contributing to

its poor resistance to corrosion. The presence of what are referred to as anodic and
cathodic sites on the steel surface and their reaction with oxygen and water results in
the transformation of a metal atom to a metal ion by the loss of electrons.
Anodic Reaction
4Fe (Iron)---> 4Fe++ (Ferrous Ion) + 8e (Electrons)
This process is referred to as electrochemical corrosion. The reaction can only occur if
there is a suitable electron acceptor to combine with the electrons released by the iron
atom. Seawater contains dissolved atmospheric oxygen which readily serves this
purpose. The oxygen is electrochemically reduced to hydroxyl ions in the cathodic
reaction.
Cathodic Reaction
2O2 (Oxygen) + 4H2O (Water) + 8e (Electrons) ---> 8OH (Hydroxyl Ion)
Corrosion prevention
Preventing corrosion requires the elimination or suppression of the chemical reactions

described earlier. There are two principal methods, usually used in conjunction, cathodic
protection and coatings.
Cathodic protection
The objective with cathodic protection is to suppress the electrochemical reaction

taking place at the anode. Under normal corrosive conditions, current flow from the
anode results in a loss of metal at the anodic site with resultant protection of the metal
at the cathodic site. By making the structure we wish to protect cathodic, protection can
therefore be provided. There are two methods commonly used to do this:
How And What Paint Is Used For 99

a. Sacrificial anodes
When a metal corrodes it takes up its own electrical potential known as the
corrosion potential with respect to a fixed reference. When two dissimilar metals
are connected in seawater, the metal with the lowest potential will suffer the
greatest corrosion. In simple terms, the affinity of a metal to return to its natural
stable state can be advantageously used in cathodic protection. Metals such as
zinc and aluminium have a greater desire to return to their natural state than mild
steel. The corrosion rate of mild steel can therefore be controlled by connecting it
to for example, zinc, which will then become the anode and corrode in preference
to the steel. The zinc anode used on ships are referred to as a sacrificial anode
because it is slowly consumed (corrodes) during the protection process. It should
be noted that if the mild steel has a lower potential than other connecting metals,
e.g. stainless steel heating coils in a cargo tank, under the right conditions, the
mild steel will corrode preferentially.
Sacrificial Anodes in Fore Peak

Tank
b. Impressed current systems
In the same way that coupling mild steel to zinc results in a flow of electrons (and
hence protection) to the mild steel, the structure can also be made cathodic by
using a direct current source. An auxiliary anode made from a non-consumable
material replaces the anode of the sacrificial system. In this case, the anode is
permanent and is not consumed during the protection process. Another example
of the use of cathodic protection is the galvanising of steel using a thin layer of
metallic zinc. Generally, cathodic protection systems are used in conjunction with
coating systems.
Impressed Current System
100 How And What Paint Is Used For

c. Coatings
Paint is the most commonly used material to protect steel. Paint systems for steel
structures have developed over the years to comply with industrial environmental
legislation and in response to demands from ship owners for improved durability
performance. Previous five and six coat systems have been replaced by typically
three coat alternatives, and the latest formulations have focused on application in
even fewer numbers of coats, but with increasing individual film thickness.
Examples of this are epoxy paint coatings (typically used on ships) that are
designed for high build thickness in one or two coat applications.
Paint Coating in Fore Castle
2. FOULING
Fouling is the term generally used to describe the settlement and growth of marine
plants and animals on submerged structures. These structures typically include ships
hulls, piers, piling and oil rigs, but also includes the internals of pipework used to carry
water as a coolant.
Fouling can be classified into two broad groups:
Macro fouling which includes plant (weed) and animal fouling

Micro fouling which includes unicellular algae and bacteria (also referred to as
'slime').
FOULING ORGANISMS
There are many different types of fouling organisms. The most common types found on
ships or fixed structures are:
a. Animal Fouling
i. Barnacles - Barnacles are the most commonly encountered fouling animal. Bar-
nacle larvae are selective in their site for settlement and appear to recognise
other barnacles. This results in barnacles settling close to other members of the
species which aids in cross fertilisation. Barnacles live within hard calcareous shells
which can adhere very tightly and can be difficult to remove.

On ships, removal by underwater scrubbing or mechanical scraping typically
results in a barnacle residue being left behind. This can promote further
colonisation, increasing the fouling problem.
Barnacles
ii. Gooseneck barnacles - These animals are especially adapted for life attached to
moving objects. Gooseneck barnacles are unusual in that they are not a coastal or
shoreline fouling problem but can settle on moving ships hulls in the open
ocean.
Goose Neck Barnacles
iii. Hydroids - Plant like in appearance, hydroids live in colonies and are often found
on the flat bottom of vessels where they are often mistaken for algae. Due to the
low light levels on flat bottom areas, however, it is a safe assumption that
filamental growth on the flat bottom is likely to be a type of hydroid and not
algae.
Hydroids
iv. Molluscs - These are animals with hard, paired shells such as mussels and oysters.
Adhesion to submerged structures is relatively weak and this tends to limit
settlement to stationary structures rather than on active vessels e.g. oil platforms.
Molluscs

v. Tube worms - These organisms live in easily recognisable calcareous tubes which
protect their soft bodies. Tube worm larvae can recognise their own species
resulting in large colonies being established. They tend to settle on stationary
structures or on vessels which spend a comparatively longer time in port. Animal
fouling does not require light to grow and can proliferate on any area of an
underwater hull, including the flat bottom.
Tube Worm
b. Plant Weed Fouling
The most common plant fouling on ships is the brown algae Ectocarpus spp. and the
green algae Enteromorpha spp., often referred to as sea grass due to its similar
appearance and colour. Polycellular algae begins with the settlement of microscopic
spores. These spores can settle in seconds and colonise a submerged surface within
hours. Plant fouling usually occurs where there is available sunlight, i.e. around the
water line and a few metres below. It is not usually found on the flat bottom of vessels.
c. Slime fouling
Slime on submerged surfaces is attributable to the accumulation of unicellular algae

(diatoms). Difficult to control, slime has a very low surface profile and can remain
adherent on ships hulls at speeds in excess of 30 knots.
3. Paint
Paint is a pigmented coating material in liquid or in paste or powder form which when
applied to a substrate forms an opaque film having protective, decorative or specific
technical properties.
Paint Composition
Coatings are a combination of numerous ingredients, all of which fulfil a specific

purpose:-
i. Film formers: File formers are either macro-molecular products (eg chlorinated
rubber) or low molecular mass products which react to form macromolecular
structures (eg epoxy/amine). The molecular mass has a critical bearing on the final
paint as it influences mechanical and application properties inversely the right
blend is crucial for optimum overall performance. Most film formers are known as
resins.

ii. Resins: The essence of a resin is that it can be made to form a continuous
adherent film when applied to a substrate.
iii. Plasticiser: Plasticiser are organic liquids of oily consistency and low
volatility. They are used to modify the film characteristics of the film former/resin
being used, for example by improving flow and increasing flexibility.
iv. Binder: Film former/resin/plasticiser combinations are often referred to as

the binder of the system.
v. Pigments: Pigments are responsible for colour, hiding power and, in special
cases, for specific properties (eg passivation or fouling control). Pigments are
finely ground, crystalline solids dispersed in the paint. Metals, inorganic, organic
and organometallic compounds are all used as pigments.
vi. Extenders: Extenders are naturally occurring or synthetic materials which

have little hiding power or effect on colour. Extenders are used to impart specific
properties to the paint (eg gloss control, abrasion resistance or reinforcement).
Typical extenders are barytes, talc, mica and dolomite.
vii. Solvents: Solvents are volatile fluids used to assist in dissolving solid resins
and to aid the application of paint. Solvent evaporates from the coating during
drying and essentially plays no part in the final coating performance.
viii. Additives: a wide range of materials are used in paint at low levels to
improve the properties of the finished product.
4. Paint Application
The object in applying a coating is to provide a film which will give protection and/or
decoration to the surface being painted. The success of any paint application will be
governed by a number of parameters, including:
a. Surface preparation
Proper surface preparation is essential for the success of any marine coating
scheme. The importance of removing oil, grease, old coatings and surface
contaminants (such as millscale and rust on steel, and zinc salts on zinc
containing primers or galvanized surfaces) cannot be over emphasised.
b. Film thickness applied
An adequate film thickness is essential for the success of any coating system.
Under-application will generally result in premature failure for obvious reasons.
However, the old adage of the more paint, the better can be equally dangerous.
The gross over-application of coatings can lead either to solvent entrapment and
subsequent loss of adhesion, cracking or to splitting of primer coats. With the
majority of coatings, the limits of acceptable dry film thickness allow for
reasonable practical variation, but the specified film thickness should always be
the target during application.

c. Methods of application
The accepted methods of applying the coatings described in the datasheets are by
brush, roller, conventional (air) spray, conventional (pressure pot) spray and airless
spray. The advantages and disadvantages of each method are briefly discussed below.
i. BRUSH APPLICATION
Advantages
Generally used for small areas with decorative paints.

Good penetration
Particularly suitable spray where spray paint methods would lead to con-
siderable losses due to overspray and associated dry spray problems.
Disadvantages
Relatively Slow
Airless coating is generally not achieved
In general twice as many coats has to be applied by brush
Brush Application
ii. ROLLER APPLICATION
Advantages
Faster than brush.

Can be used on large surface.
Disadvantages
Control of film thickness in not easily achieved.

High film build will generally not be achieved.
The roller cover should be pre-washed to remove any loose fibres prior to
use.

Roller Application
iii. AIR SPRAY (CONVENTIONAL)
Advantages
Very fast
Relatively simple
Inexpensive equipment
Disadvantages
If conventional spray application is not controlled correctly, large losses of

paint can result from overspray and rebound from the surface.
The major disadvantage of conventional air spray is that high build
coatings can generally not be applied by this method as most paints have
to be thinned to a suitable viscosity for satisfactory atomisation, and so
lose their high build properties.
Air Spray Application
iv. AIRLESS SPRAY
Advantages
High build coatings can be applied without thinning.

Very rapid application is possible, giving an economic advantage.
Compared to conventional spray, overspray and bounce-back are reduced,
leading to reduced losses of material and less dust and fume hazards.
Disadvantages
Expensive Equipment

Airless Spray Application
Conditions during application
Painting should not be undertaken when
When the air temperature falls below the lower drying or curing limit of the coating.
During fog or mist conditions or when rain or snow is imminent.
When the surface to be painted is wet with condensation or when condensation can
occur during the initial drying period of the paint.

Paint Inventory (Sample)
Vessel: MV Outswinger Date: 1/1/2016

Supply Cons. R.O.B
R.O.B last Unit R.O.B this Cons. this
this this this
Description of Items month in Price month in month in
month month month
LTRS. USD(*) USD USD
in LTRS in LTRS in LTRS
INTERBOND 808 BUFF PART A/B 360 $5.60 0 100 260 $1,456.00 $560.00
INTERBOND 808 ALUMINIUM PART A/B 350 $5.60 0 0 350 $1,960.00 $0.00
INTERBOND 201 RED PART A/B 100 $4.00 0 50 50 $200.00 $200.00
INTERBOND 201 STORM GREY PART A/B 500 $4.00 0 50 450 $1,800.00 $200.00
INTERLAC 665 STORM GREY 40 $2.90 0 20 20 $58.00 $58.00

INTERLAC 665 YELLOW 50 $2.90 0 0 50 $145.00 $0.00
INTERLAC 665 WHITE 80 $2.90 0 0 80 $232.00 $0.00
INTERLAC 665 BLACK 20 $2.90 0 0 20 $58.00 $0.00
INTERLAC 665 SIGNAL GREEN 40 $2.90 0 0 40 $116.00 $0.00
INTERLAC 665 EAU DE NIL 60 $2.90 0 0 60 $174.00 $0.00
INTERLAC 665 GREY 10 $2.90 0 0 10 $29.00 $0.00
INTERLAC 665 CARRIBEAN BLUE 0 $4.43 0 0 0 $0.00 $0.00
INTERSHEEN 579 SIGNAL RED 40 $2.90 0 0 40 $116.00 $0.00

INTERSHEEN 579 SIGNAL YELLOW 20 $2.90 0 0 20 $58.00 $0.00
INTERSHEEN 579 BLACK 50 $2.90 0 0 50 $145.00 $0.00
INTERSHEEN 579 STORM GREY 300 $2.95 0 0 300 $885.00 $0.00
INTERSHEEN 579 SIGNAL GREEN 75 $2.90 0 10 65 $188.50 $29.00
INTERSHEEN 579 WHITE 80 $2.90 0 0 80 $232.00 $0.00
INTERLINE 925 (FW TANK) WHITE PART A/B 45 $2.90 0 0 45 $130.50 $0.00
INTERTHERM 891 ALUMINIUM 80 $7.30 0 0 80 $584.00 $0.00
INTERTHANE 990 WHITE PART A/B 200 $5.25 0 100 100 $525.00 $525.00
INTERTHANE 990 BLACK PART A/B 0 $5.25 0 0 0 $0.00 $0.00
TOTAL SEA STOCK PAINT 330 2170 $9,092.00 $1,572.00
Paint Thinner Stock
INTER GTA 220 500 $2.35 0 100 400 $940.00 $235.00

INTER GTA 004 0 $2.35 0 0 0 $0.00 $0.00
INTER GTA 713 30 $2.35 0 0 30 $70.50 $0.00
INTER GTA 007 0 $2.50 0 0 0 $0.00 $0.00
TOTAL SEA STOCK THINNER 100 430 $1,010.50 $235.00
GRAND TOTAL: SEA STOCK PAINT AND THINNER 430 2600 $10,102.50 $1,807.00

CH APTER - 24
Statutory Markings On LifeBoat, LifeRaft And LifeBuoy
Introduction
Markings are made on life saving appliances so as in case of distress the markings on life
saving appliance will help us to know that to which ship the equipment belongs to. Various
other details marked on the Life Saving Appliances helps us to maintain the equipment and
its limitations.
Regulations Covered
1. Life Saving Appliances (LSA) Code Chapter 4 (Survival Crafts), Paragraph 4.4.1
(Construction of Life Boat), sub paragraph 4.4.1.2 (Endorsed certificate of approval)
2. Life Saving Appliances (LSA) Code Chapter 4 (Survival Crafts), Paragraph 4.4.9 (Life Boat
Markings).
3. Life Saving Appliances (LSA) Code Chapter 4 (Survival Crafts), Paragraph 4.2.6
(Containers for inflatable life rafts), sub paragraph 4.2.6.3 (Markings on Life Raft
Container)
4. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 7 (Personal

Life Saving Appliances), Paragraph 1.4 (Markings on Life Buoy)
Markings on the life boat
1. Manufacturer's name and address
2. Lifeboat model and serial number
3. Month and year of manufacture
4. The number of persons for which the lifeboat is approved shall be clearly marked on it
in clear permanent characters.
5. The name and port of registry of the ship to which the lifeboat belongs shall be marked
on each side of the lifeboat's bow in block capitals of the Roman alphabet.
6. Means of identifying the ship to which the lifeboat belongs and the number of the life-
boat shall be marked in such a way that they are visible from above.
Statutory Markings On LifeBoat, LifeRaft etc. 109

Manufactures Name and Address, Lifeboat Model and Serial Number etc on Copper Plate
Number of Persons Approved: 30
Name of the Ship: Falcon Arrow, Port of Registry: Nassau As Seen From Top
110 Statutory Markings On LifeBoat, LifeRaft etc.

Markings on the life Raft
1. Maker's name or trade mark
2. Serial number
3. Name of approving authority and the number of persons it is permitted to carry
4. Type of emergency pack enclosed
5. Date when last serviced
6. Length of painter
7. Identification Card
8. Maximum permitted height of stowage above waterline (depending on drop-test

height and length of painter)
9. Launching instructions.
Makers Name, Serial Number, Date Last Serviced etc. Seen On The Sticker
Launching Instructions Seen On The Sticker
Statutory Markings On LifeBoat, LifeRaft etc. 111

Identification Card In The Bottle
Markings on Life Buoy
1. Each lifebuoy shall be marked in block capitals of the Roman alphabet with the name
and port of registry of the ship on which it is carried.
Name And Registry Of The Ship As Seen On the Life Buoy
112 Statutory Markings On LifeBoat, LifeRaft etc.

CH APTER - 25
Maintenance On Ballast Tank Vents, Hatches etc.
Introduction
Maintenance are the activities required or undertaken to conserve as nearly, and as long, as
possible the original condition of an asset or resource while compensating for normal wear
and tear.
Importance of air vents of ballast tanks
Air vents of ballast tanks have many importance some of them are:-
1. It prevents flow of water from sea to the ballast tank in case of deck immersion.
2. The ballast water flows out from the air vent in case of ballast tank is over filled.
3. Air vents maintain the required pressure inside the tank and hence does not allow
ballast tank to either collapse from less pressure or explode from high pressure.
Maintenance of air vents of ballast tanks
1. The bolts around the ballast tank vent head has to be removed in order to remove it.
Ballast Tank Air Vent Head Removed Condition of Air Vent Head
2. Wire mesh to be removed.
3. The floater inside the air vent has to be checked for the damage.
4. The rubber gasket around the vent inlet has to be checked for the damage.
5. Check vent pipe for any damages or leakages.
Maintenance On Ballast Tank Vents, Hatches etc. 113

6. The rusted parts of the air vent and air vent head should be chipped and grinded
properly.
Air Vent Head After

Chipping And Grinding
7. Applicable coating of paints should be applied on the chipped part.
1st Coat Epoxy Paint 2nd Coat Epoxy Paint
3rd Coat Epoxy Paint 4th Coat High Gloss Paint
8. Fix the floater and rubber mesh back on the air vent.
9. Fix the Vent Head back.
10. Secure it with bolts and make sure that the bolts are fully tight.
114 Maintenance On Ballast Tank Vents, Hatches etc.

Maintaining Weather Tightness of Hatch Covers
Hatch covers have to periodically maintained so as to maintain the weather tight integrity of
the cargo hold. This is done so as during rough weather the water dont ingress inside the
cargo hold and damage the cargo.
1. Check the compression bar
Compression Bar
2. Check the rubber gasket of the hatch.
Checking Rubber Gasket for

Weather Tight Integrity
3. Check the conditions of the Hatch Cleats
Hatch Cleats

4. Checking the condition of the flexipads as they transfer the weight of the cover, to the
ship's hull while allowing for relative movement between the cover and the hatch
coaming caused during tightening of the cleats.
Flexipads Attached To
Pontoon
5. Sufficient metallic sheeves to be placed between the flexipad and the hatch so as
during rolling the flexipad dont get distorted.
Maintaining Weather Tightness of Doors
1. Check the compression bar
2. Check the rubber gasket on the door
Rubber Gasket
116 Maintenance On Ballast Tank Vents, Hatches etc.

3. Check that dogs are not rusted and can move freely.
Dog
4. Make sure that greasing nipples of the dogs are free of any foreign object especially
paint.
5. Proper Open and Shut markings to be there on the door.
Open And Shut Marking

On Weather Tight Door

CH APTER - 26
Maintenance Of Mooring Ropes And Wires
Introduction
Mooring ropes found on board are of varied types with good elasticity. Generally mooring
roles supplied on board are of nylon, polyurethane and wire ropes.
Maintenance
1. Synthetic ropes should be kept away from direct sunlight.
2. Ropes should preferably be stored under deck for long voyages but if kept on deck
they should be covered with tarpaulins or canvas to prevent exposure to sun and sea
water.
3. While using a wire rope sharp angles should be avoided.
4. A very common cause of a wire rope developing a kink is uneven turns, which are too
tight or too slack where the wire gets snapped between the other turns on the drum.
Thus, sharp angles or nips to be avoided with wire ropes.
5. When heaving or slacking a wire, care should be taken so as to ensure that the turns on
the drum are taken uniformly with sufficient tightness, avoiding any loose or extreme
tight turns can cause the rope to get chaffed in between the turns and develop a kink.
A good practice is to use rollers with wires to prevent unnecessary chaffing.
118 Maintenance Of Mooring Ropes And Wires

6. Wire ropes should be regularly lubricated with recommended wire lubes, surret fluids
or grease using wire rope lubricators, which helps grease reach the core of the wire and
prevent corrosion. Greasing with hands may not be effective as it often lubricates the
outer strands and the grease doesnt reach the core of the wires.
7. Whenever opening or uncoiling a new wire reel, follow the instructions provided for
uncoiling the rope. In general, to prevent chaffing of a wire rope, rollers must be used.
If wire rope is being run off from one reel to a winch drum or another reel, run it from
top to top or from bottom to bottom.
8. If in any length of the 8 diameters of a wire rope the numbers of visible broken wires
exceed 10% of total number of wires in the rope, it should be discontinued from use.
The more the number of wires in a strand, the more the wire is flexible. If flexibility
increases the strength of the rope decreases.
9. Mooring wires are provided with synthetic tail ropes at the end to secure. Tails being
elastic thus provide the assembly for wire and tail to be tightened aptly while securing a
vessel alongside. Tails are connected by means of tonsberg or mandal shackle. It is
recommended to rig or connect the shackle in the correct manner as per makers
instructions to ensure proper transfer of forces and to provide flexibility.
10. Avoid surging or chaffing of synthetic ropes to prevent wear and tear due to friction.
Some ropes have low melting point which can cause them to fuse permanently and get
damaged. A rope should never be stowed in a wet condition to avoid rotting.
11. While securing a synthetic rope on bitts the top turn should be secured against acci-
dental springing off by means of light lashing. Synthetic ropes should be free of grease
oil stains and paint marks as pose a greater danger while handling than various other
shipboard activities.
Maintenance Of Mooring Ropes And Wires 119

12. Long wires under tension can stretch enough to snap back with a considerable force.
Possibility of snap back should always be considered while handling ropes as often the
static energy stored in a synthetic rope gets released by parting of a rope and it
snapping back to its own length. Synthetic lines do not essentially provide any external
warning or signs against the danger of snap back. A hazard zone can be defined as a
zone of ten degree cone around the line from any point at which it may break.
13. Excessive heat can damage synthetic fibre ropes. Coils of polypropylene and
polyethylene should not be stored against steam lines, bulkheads with high
temperatures or under direct sunlight. Some synthetic ropes can be damaged by
chemicals such as acids, alkalies , paints or thinners. When a rope becomes oily it can
be scrubbed with fresh water and any other effective cleaning material.
14. Being not effectively resistant to cuts and abrasions, synthetic lines should not be
exposed to deterrent conditions which can damage them. While dragging them contact
with sharp edges should be avoided.
15. The surface of chocks and fairleads are grooved or roughened by wires which may be
grinded or levelled before use with synthetic lines. Dirt, grit, sand and rust particles
often cling to and penetrate into synthetic ropes causing internal abrasion. Brushing or
cleaning of ropes can be a good practice before stowing them.
16. Kinks formed in ropes must be removed by easing up loads first. Coiling direction of
rope too play an important role in removal of kinks. Most lines are of right handed lay
and coiled clockwise. New rope from a coil can be removed by suspending with a shaft.
Winch mounted lines can be turned end to end periodically to prevent uneven wearing.
17. Documentation which keep a track of wear and use of wire ropes, synthetic ropes and
rope tails is helpful in planning maintenance schedule. Based on that few points to be
considered are as under :
a. All ropes, wires when received on board should be checked for certificate of
approval or conformity. Test reports which specify manufacturer, date, minimum
breaking load, lay of rope, length, thickness, number of strands, material and
construction.
b. All ropes must be marked in a distinguished manner to be verified for their

certification whenever required.
c. Rope tails or wires are required to be replaced after a certain specified period or
upon deterioration or damage to the rope or as per company procedures which
often is supported by a document in which the duration of their usage is
recorded to provide an overview if replacement is necessary. Wires can be turned
end to end midway of their renewal date to avoid uneven wear.
d. Records of inspection, maintenance, end to end renewal, uncoiling of new rope

must be kept on board to provide history of the rope.
120 Maintenance Of Mooring Ropes And Wires

CH APTER - 27
Maintenance of Mooring Winches & Windlass
Introduction
Correct operation of the mooring and anchoring equipment onboard is indeed important for
the overall safe operation of a vessel in port. Mooring and anchoring, being such a critical
operation, reminds us of the fact that any unforeseen event could prove dangerous and
sometimes fatal.
In order to implement safety and avoiding lives to be at risk, its imperative for ships
personnel to maintain high standards of integrity of the mooring and anchoring equipment.
A better way will be to incorporate all the parts of the mooring and anchoring equipment
into the ships planned maintenance system.
Maintenance of mooring equipments (Winches, Fairlead, Winch drums, Capstan etc.)
1. Make Checks Prior Mooring
After an extended sea passage or a passage undertaken in heavy seas and prior to
mooring operation, ensure to check the following:-
a. Any physical damages to the mooring mechanism.
b. All controls, linkages and the operating levers are well oiled, greased and free /
easy to use.
c. Ensure that all the brake drums and linings are suitably dried and clean of salt
deposits.
2. Do Frequent Greasing of Moving Parts (Rollers, fairlead, winch drums, capstan

etc.)
All rotating parts of the mooring equipment, which would include rollers, fairleads,
winch drums, capstan etc. must be moved and lubricated on a frequent basis.
Multipurpose grease is the best lubricant for such applications (check the vessels
lubricating chart for the right application). Normally, high pressure grease guns are
used for this kind of work. Particular attention must be given to the roller fairleads and
capstan as these often suffer from little use and thereby are neglected. Rollers should
turn smoothly and must be checked for integrity as corrosion may have weakened
them.
Note: Always check the grease nipples before application and make sure the
nipples are free of rust, salt and grit. Change the nipples if necessary.
Maintenance of Mooring Winches & Windlass 121

Capstan Guiding Roller
3. Check Brake Liners
Regular inspections must be made of the winch / windlass brake linings for wear and
tear. Oil, heavy rust and moisture on the brake linings or the drums could seriously
reduce the brake holding capacity of the winch and in some cases as much by 75%. To
remove the moisture in the linings, apply the brakes lightly while running the winch
(remember to avoid excessive wear and tear during this operation). Oil has the
tendency to get impregnated into the lining itself which is difficult to remove. Thus the
only option would be to change the lining as early as possible.
4. Check Break Drums
Whenever brakes are opened up for any reason, ensure that the brake drum is
thoroughly checked / examined for build up of rust or other worn out brake material.
The part to be de-scaled and fitted with the replacement as required.
5. Check Brake Linkages
The brake linkages should be checked for free movement. If the linkages are not free
then there would be a loss of brake holding capacity. This would create a wrong
impression to the operator that the brake has been applied fully, but in fact has not or
the brake mechanism is hardened up from lever bars ,which have a tendency to build
up high stresses on some mechanical parts of the brakes.
6. Inspect Gear / Hydraulic Oil
Inspect the gear oil regularly through the inspection cover in the winch / windlass.
Whitish color of the liquid means the liquid is contaminated and requires to be
changed immediately. Use the replacement oil that is recommended by the
manufacturers.
7. Carry Out Regular Visual Inspection
Ensure that regular inspection of the synthetic mooring hawsers, heaving lines,
messenger ropes, etc. is carried out for damages, chafed areas, kinks and loose ends.
122 Maintenance of Mooring Winches & Windlass

Also make sure that each mooring rope carries a certificate from the manufacturer.
Additionally, check that the ID number of each certificate is conspicuously marked /
embossed on an identification plate and subsequently attached to the end of the
corresponding mooring hawser. If the hawser is not supplied with the certificate, then
the vessel has all the right to reject such a supply and inform the office / purchasing
department.
8. Clear Walkway
An important part of the mooring operation is to have the deck completely free of
obstructions and oily residues. Therefore, it is essential to keep the decks clean, dry and
if possible have anti-slip paint coatings over the deck surface, as and how required.
Often there have been cases where the support brackets for the gratings (for winch
operation) have been found neglected and therefore are heavily corroded making the
area most unsafe to step on. Officers should include such neglected yet critical areas for
planned maintenance in order to prevent an unforeseen event when least expected.
Snap Zone Marked With

Yellow Colour Sectors
9. Do Proper Marking and Labelling
Marking the mooring equipment is another important aspect for a safe and effective
operation. The ships officers should ensure that the bollards, fairleads, rollers, etc. are
marked with their safe working limits. Additionally, the winches and windlass shall be
marked for rotating direction of the drums (render / heave), braking capacity, test dates
and ID numbers of the equipment subsequent to the certificates carried onboard.
SWL of bitt 32 t

Maintenance of Anchoring Equipments
1. Regular inspection of external and moving parts of gear and shaft to judge the wear
and amount of use of this important machinery.
2. While using windlass for hoisting, an early indication can be temperature rise on the
exterior of hydraulic pipe lines driving the main shaft. This further needs to be
investigated for the correct technical specification and properties of the oil used and
load on the motors.
3. The bearing, pin and sliding parts of the assembly require a special grease
recommended to be used on open gears to prevent them from weather damage as
well.
4. Filters of the hydraulic pumps used for running windlasses are cleaned regularly by the
ships crew.
5. The main shaft or gear shaft too may be checked for temperature rise to indicate lack
of or less lubrication than required.
6. Often windlass shaft is coupled with mooring winch and it is important to put the
mooring winch brake on and the clutch in disengage position for the winch before
operating the windlass.
7. When anchoring speed is high the anchor runs away and the brake lining might get
damaged due to heat. Thus dropping the anchor and repeating the drop and stoppage
at every shackle is advisable to prevent damages to brake liner due to heat.
124 Maintenance of Mooring Winches & Windlass

8. In rough weather it is necessary to loosen the anchor chain tension while heaving up by
using engines to avoid excessive load on the windlass.
9. A weekly schedule for windlass should involve lubricating all the plain bearings through
the grease nipples and the gear teeth. Monthly or quarterly checks recommended for
the condition of brake linings should be carried out depending on the frequency of use.
10. When the brake lining has worn away it can be adjusted to render the necessary
holding force. Often manufacturers recommend after a specific reduction in thickness
of the brake lining to replace it with new one. However, when the liner thickness
reduces within the limits applicable, brake setting can be adjusted with the regulating
screw as a makeshift measure. Both the linings, upper and lower should be changed at
the same time.
11. During liner replacement it is very important to secure the chain and anchor with extra
lashings if the ships staff is carrying out this job at sea. The job should preferably be
carried out in calm waters without any uneven rolling or pitching.
12. The foundation of windlass should be examined after and before each anchoring
operation.

CH APTER - 28
Maintenance Of Fixed Fire Fighting Systems
Introduction
Fixed Fire Fighting system are those system which are used to contain big fires on ships, such
as fire in the engine room. Fixed fire-fighting system can be of many types.
Regulations Covered
Regulation 4 (Fixed fire-extinguishing systems)
2. Fire Safety System, Chapter 5 (Fixed Gas Fire-Extinguishing Systems)
3. Fire Safety System, Chapter 8 (Automatic Sprinkler, Fire Detection And Fire Alarm
Systems)
Maintenance Of Various Fire Fighting Systems On-board
1. CO2 Flooding System
a. High-pressure cylinders are in place and properly secured.

b. Shutoff valve is open, and that the pilot pressure supply valve is open.
c. Liquid level gauge should be observed. If at any time a container shows a loss of
more than 10 percent, it should be refilled unless the minimum gas requirements
are still provided.
d. Carbon dioxide storage is connected to discharge piping and actuators.
e. All manual actuators are in place and tamper seals are intact.
f. Nozzles are connected, properly aligned, and free from obstructions and foreign
matter.
g. Detectors are in place and free from foreign matter and obstructions.
h. The system control panel is connected and showing the normal-ready condition.
CO2 Bottles Pilot Bottle for activating all CO2 Bottles
126 Maintenance Of Fixed Fire Fighting Systems

2. Water Sprinklers
a. No physical damage.
b. Visually inspect control valves to ensure that they are in the normal open position.
c. No leakages in the fire line connecting the sprinklers.
d. Heat Sensitive glass bulb is intact.
Water Sprinkler In Paint Store
Maintenance Of Fixed Fire Fighting Systems 127

SEC TION - 3
(B RIDG E WATCH K EEPING & NAVIG ATION)
CH APTER - 1
Handing over and Taking over a Navigation Watch
Introduction
As per MGN 315 (M) (Keeping a safe navigational watch on merchant vessels) guidance
have been laid for officers in charge of a navigational watch, which Masters are expected to
supplement as they consider appropriate. It is essential that officers of the watch (OOW)
appreciate that the proper performance of their duties is necessary in the interests of the
safety of life and property at sea and the prevention of pollution to the marine environment.
The Master shall not be constrained by the ship owner, charterer or any other person from
taking any decision on the fitness of the officer of the watch (OOW) which, in the Masters
professional judgment, is necessary for safe navigation. It is the duty of the Master of every
vessel to ensure that the Officer of the Watch (OOW) is fit for performing navigation duties
on the bridge.
Regulations and Publications Referred
1. MGN 315 (M) (Keeping a safe navigational watch on merchant vessels)

2. MGN 92 (M) (Training and certification guidance PART 2 Certificates of Competency
Deck Department)
3. Standards of Training, Certification and Watch keeping, Section A-II/2(Education and
Training Requirements for Masters)
4. Standards of Training, Certification and Watch keeping, Section A-II/1(General
requirements to obtain a certificate of competency as officer in charge of a navigational
watch)
5. Standards of Training, Certification and Watch keeping, Section A-II/3(Officers in charge
of a navigational watch on ships of less than 500 gross tonnage)
6. Bridge Procedure Guide Checklist B-12 (Changing over the watch)
Handing over a watch
1. The relieving officer is fully capable and fit for doing his duties.
It is of utmost importance to be sure that the relieving officer is fully capable of doing
his duties. He should not be under the influence of alcohol or drugs. Person suffering
from lack of sleep should also be not handed over.
128 Handing over and Taking over a Navigation Watch

2. Standing orders and other special instructions of the master relating to
navigation of the ship.
Masters night orders and standing orders should be told to the reliever and all doubts
should be cleared to him to his satisfaction level. If we are not able to clear his doubts
request should be made to the master for the same.
3. Position, course, speed and draught of the ship.
Especially in coaster waters we should inform our reliever about the Course over
Ground, Speed, Position and Draught of the vessel so as he knows the limitations of the
vessel in that condition.
ECDIS showing the heading,

course and speed of the ship
4. Prevailing and predicted tides, currents, weather and visibility and the effect of
these factors upon course and speed.
Approximate direction of the currents, weather and visibility conditions should be

informed to the reliever so as he knows the speed through water, speed over ground,
the set and direction of the current, expected weather which he may encounter during
his watch and to decide whether he wants an extra look out or to turn on both the
RADARS depending upon the visibility level.
5. Procedures for the use of main engines to manoeuvre when the main engines are
on bridge control, and the status of the watch keeping arrangements in the
engine room.
If the Telegraph control is given to bridge then procedures for adjusting the RPM of the
ship. If the ships speed has to be changed from Navigation full ahead to manoeuvring
speed then the time period required to give notice to the engine room.
If the engine room is manned then the reliever to be informed about the name and
rank of the engineer/s in the engine room.
Handing over and Taking over a Navigation Watch 129

Bridge Telegraph and Alarm Panel
6. The ship security status.
If ship is passing from high risk piracy areas then the security status should be informed
to the reliever like number of people taking security rounds on deck, rigging of fire
hoses and security lights or any other thing related to the security of the vessel.
Security lights for focsle switched on after receiving piracy warning (Malacca Strait)
130 Handing over and Taking over a Navigation Watch

7. Sufficient time has been allowed for night vision to be established and that such
vision is maintained.
Sufficient time should be given to the reliever to adjust his eye sights especially during
night watches so as he is able to see everything clearly from the bridge during the night
period.
8. Navigational situation, including but not limited to:
a. The operational condition of all navigational and safety equipment being used or
likely to be used during the watch.
b. The errors of gyro and magnetic compasses.
c. The presence and movements of ships in sight or known to be in the vicinity.
d. The conditions and hazards likely to be encountered during the watch.
e. The possible effects of heel, trim, water density and squat on under keel
clearance.
f. Any special deck work in progress.
OCCASIONS WHEN WE WILL NOT HAND OVER THE WATCH
1. When reliever is not fully fit to do duty.
2. When a manoeuvre is in progress until it is completed.
Handing over and Taking over a Navigation Watch 131

CH APTER - 30
Duties of OOW during a Navigation Watch
Introduction
A deck officer assigned with the duties of watch keeping and navigation on a ships bridge is
known as the officer on watch (OOW). While keeping a watch on the bridge he is the
representative of the ships master and has the total responsibility of safe and smooth
navigation of the ship.
Officer on Watch (OOW) is also in charge of the bridge team, which is there to support him in
the navigation process. He is also responsible to ensure that the ship complies with COLREGS
and all the orders of the master are followed with utmost safety under all conditions.
Regulations and Publications Referred
1. MGN 315 (M) (Keeping a safe navigational watch on merchant vessels)
2. MGN 92 (M) (Training and certification guidance PART 2 Certificates of Competency

Deck Department)
3. Standards of Training, Certification and Watch keeping, Section A-II/2(Education and

Training Requirements for Masters)
4. Standards of Training, Certification and Watch keeping, Section A-II/1(General

requirements to obtain a certificate of competency as officer in charge of a navigational
watch)
5. Standards of Training, Certification and Watch keeping, Section A-II/3(Officers in charge

of a navigational watch on ships of less than 500 gross tonnage)
6. Bridge Procedure Guide Chapter - 3 (Duties of the Officer of the Watch)
Primary Duties
1. Watch keeping
The watch keeping duties of the OOW include maintaining a lookout and general
surveillance of the ship, collision avoidance in compliance with the COLREGS, recording
bridge activities and making periodic checks on the navigational equipment in use.
Procedures for handing over the watch and calling for support on the bridge should be
in place and understood by the OOW.
132 Duties of OOW during a Navigation Watch

2. Navigation
The navigational duties of the OOW are based upon the need to execute the passage
plan safely, and monitor the progress of the ship against that plan.
3. Radio communications
With the introduction of the Global Maritime Distress and Safety System (GMDSS) radio
communications have now become an important element in the functions of the OOW,
who will be responsible for maintaining a continuous radio watch at sea. During distress
incidents, one of the qualified radio personnel should be designated to have primary
responsibility for radio communications. On passenger ships that person can have no
other duties during a distress situation.
Duties of Officer on Watch
1. Maintaining a proper watch along with general surveillance of the ship
Proper and effective watch should be maintained at all times by sight, hearing and all
available meant appropriate in the prevailing circumstances and condition.
Full account has been taken of all relevant factors, including, but not limited to:
State of weather
Visibility
Traffic density
Proximity of dangers to navigation
The attention necessary when navigating in or near traffic separation schemes
The Officer of the Watch (OOW) should be well aware about people working on deck,
the permits issued (eg. Hot work permit, enclosed entry permit, working aloft permit)
and being updated continuously about the progress of the work through the
established means of communication.
2. Monitoring and recording all bridge activities
All the electronic equipments should be well monitored and problems so arising with
them should be immediately corrected so as efficient use of those equipments can be
carried out for navigation.
Paper recordings from the equipments such as INMARSAT C should be well

documented so as it can be referred to when deemed necessary.
Digital recordings such as recordings on VDR, ECDIS, Course Recorder and Echo
Sounder should not be tampered so as those records can be referred to in case the ship
meets with some accident and thus the entire scene could be recreated.
Duties of OOW during a Navigation Watch 133

3. Checking navigational equipment in use at regular interval of time
All the navigational equipments on the bridge should be regularly checked so as to

make sure that all the equipments are working satisfactorily.
Equipment epically RADAR should be tested with performance monitoring to check the
condition of the magnetron. In order to have the maximum working hours for the
magnetron, one RADARS can be used alternatively when in open sea.
Proper range should be selected in echo-sounder, RADAR, ECDIS so as to get the best
desired result.
During navigation: gains, sea-clutters, rain clutters, appropriate pulse, Vectors, Trails
and Motion should be set according to the prevailing circumstances and conditions.
RADAR Screen ECDIS Screen
4. Following a proper navigation plan to avoid any kind of collision according to

COLREGS
In clear weather, the risk of collision can be detected early by taking frequent compass
bearings of an approaching vessel to ascertain whether or not the bearing is steady and
the vessel is on a collision course. Care however must be taken when approaching very
large ships, ships under tow or ships at close range. An appreciable bearing change
may be evident under these circumstances but in fact a risk of collision may still remain.
In restricted visibility, conduct of vessels is specifically covered by the COLREGS. In

these conditions, radar and in particular electronic radar plotting can be effectively used
for assessing risk of collision. The OOW should take the opportunity to carry out radar
practice in clear visibility, whenever it is possible.
5. Must know how to use Automatic Radar Plotting Aid (ARPA)
Automatic radar plotting aid (ARPA) helps us to create tracks using radar contacts. The
system can calculate the tracked object's course, speed and closest point of approach
(CPA), thereby knowing if there is a danger of collision with the other ship or landmass.
Must know how to use Electronic Chart and Display System (ECDIS)

6. Should be conversant with the ships speed, turning circles, and ship handling
characteristics
The Officer of the Watch (OOW) should be well aware of the manoeuvring
characteristics of the ship such as:-
Minimum steering speed is Normal Loaded Condition and Normal Ballast

Condition
Maximum available Rudder angles
Time and Distance to stop at various speeds.
Engine order/ RPM to speed table.
Turning circle diagram in normal loaded condition and normal ballast condition.
Ship Maneuvering
Characteristics
7. Keep a continuous watch on GMDSS radio for any kind of distress or general
signals
The Officer of the Watch (OOW) should keep a continuous watch on all the GMDSS
equipments for distress, urgency and safety calls.
Watches on distress frequencies such as ch-70 (156.525MHz) on VHF, 2187.5 KHz on

MF, 8414.5 KHz on HF are kept by DSC (Digital Selective Calling).
Response to all the alerts including distress, urgency and safety should be given as
appropriate in the prevailing circumstances and conditions.

Part of Ships
GMDSS equipments
8. Prepare, execute, and monitor a safe passage plan
The Officer of the Watch (OOW) should be able to prepare the safe passage plan
during the critical period like in emergency. He should also be capable and competent
enough to execute and monitor the safe passage plan as prepared by the responsible
officer on board the ship.
9. Ensure handing over of the watch is done according to shipboard operation

procedures
Due importance should be given to handing-taking over the navigation watch and each
of the officer who is handing over and the officer who is taking over should be well
aware about the procedures laid down for it. The procedures can so be found in Bridge
Procedure Guide and also in the Companys list of procedures.
No negligence should be accepted and no procedures should be bypassed in order to

maintain an efficient watch as the performance of their duties is necessary in the
interests of the safety of life and property at sea and the prevention of pollution to the
marine environment
10. Asking for support whenever required
The Officer of the Watch (OOW) should not feel hesitant to call for the support when he
feels it necessary in the prevailing circumstances and conditions. The support can be in
the form of having advice from the master when deemed necessary or asking for a
lookout/ helmsman when the weather and visibility conditions ruin or traffic increases.
Restricted Visibility

11. Contact master when need arise
The OOW should not be hesitant to call the master when he feels it necessary and thus
should notify the master, in accordance with standing orders or special instructions,
when in any doubt as to what action to take in the interests of safety.
12. Must use helm and signalling apparatus whenever required
There may be at times when the Officer of the Watch (OOW) should consider the use of
the HELM may be in conditions like bold alteration, slow down etc.
The OOW should also know how to use the signalling apparatus on the bridge such as
ALDIS lamp and fog horns to communicate efficiently with the other ship as per
International Code of Signals.
Aldis Lamp
13. Should not leave the bridge unattended during his watch
At no point of time the Officer of the Watch (OOW) should keep the bridge
unattended. If the circumstances and conditions are such that he has to leave the
bridge then he should request the master to come on the bridge for that duration of
time.

CH APTER - 31
Safety and Security checks carried at Navigation Watch
Introduction
A deck officer assigned with the duties of watch keeping and navigation on a ships bridge is
known as the officer on watch (OOW). While keeping a watch on the bridge he is the repre-
sentative of the ships master and has the total responsibility of safe and smooth navigation
of the ship.
Officer on Watch (OOW) is also in charge of carrying out safety and security checks before,
during and after his navigation watch.
Safety and Security Checks
1. Maintain general surveillance of the ship.
2. Keep a sharp lookout for any suspicious motor boat approaching the ship.
Suspicious Motor Boat
3. Check navigational equipment in use at regular interval of time.
RADAR Screen ECDIS Screen
138 Safety and Security checks carried at Nav. Watch

4. Make sure that the GMDSS equipments are switched on and are properly programmed
as required.
Part of Ships
GMDSS equipments
5. Should not leave the bridge unattended during his watch.
6. He should be well aware about the traffic density and the safe route which he will
follow to avoid high traffic density (especially like fishing traffic)
Traffic At Singapore Strait
7. During hours of darkness/restricted visibility, adjust the brilliance of the equipments

and all the artificial lights, as it helps in the purpose of an effective look-out. It takes
around 15 minutes for the eyes of an average person to get adjusted to low lights from
artificial lights. Also ensure that complete darkness is maintained on the bridge during
night watches.
8. Check the latest entry of the logbook while taking over the watch. All the necessary in-
formation found there should be noticed. Any misgiving entries should be clarified with
the OOW in no time. Also take note of the gyro-error.
Safety and Security checks carried at Nav. Watch 139

Deck Log Book
9. Go through the Masters daily orders in addition to the existing Standing orders. Such
daily orders will contain special guidelines and information about navigating the
present leg of the voyage, and hence should be read with good care and the same
should be signed and complied.
10. Information about any out-of-ordinary jobs in progress or ready to commence on deck
or engine room, such as
a. Tank entry/ Inspection / Cleaning
b. Cargo Hold Entry
c. Fire watch/ Hot works / Welding on deck
d. Working aloft
e. Working on monkey island
f. Working on masts
Aneroid Barometer Anemometer
140 Safety and Security checks carried at Nav. Watch

CH APTER - 32
Azimuth Calculations
Azimuth
Azimuth is an angular measurement in spherical co-ordinate geometry.
For calculating azimuth we always need a reference point, same as we have in the case of
simple 2-Dimensional Geometry.
Azimuth is used to calculate the True bearing of the heavenly body.

000 (Reference Point)
N Y (+)
270 W E 090 X (-) X (+)

(0,0)
(Reference Point)
S Y (-)
(NAVIGATION) 2-D GEOMETRY
Definition
The vector from an observer (origin) to a heavenly body projected perpendicularly on the
reference plane; the angle between projected vector & the reference vector on the reference
plane is called as azimuth.
Zenith
Heavenly
Body
Reference
North
Plane Observer
Projection
Azimuth
Azimuth Calculations 141

For doing Celestial Navigation, most important things for calculations are:-
1. Our DR position (Latitude and Longitude).

2. Declination of the heavenly body.
3. GMT (Greenwich Meridian Time)
4. Date
5. LHA (Local Hour Angle)
6. Sextant Altitude
There are several methods for calculating azimuth, but the easiest of all is by using A, B and C
Table.
Note If we dont have Scientific Calculator to compute the values for A, B and C then we
should refer the Noories Table which is generally available on board.
Step 1 (Compute the values of A & B)
A = Tan (Lat) { If LHA is between 90 - 270 then naming will be same as Latitude else it
Tan (LHA) will be opposite of latitude.}
B = Tan (Decl) { The naming will always be same as Declination of the Heavenly Body. }
Sin (LHA)
Note If the value comes as Negative, we will then remove the ve sign and will consider it
as +ve only in all cases.
Step 2 (Find the value of C)
{ If same names of A & B then Add, if different names of A & B then

subtract.
C = AB
While Subtracting name of C will depend upon the name of the biggest
arithmetic value between A & B. }
Step 3 (Find the Azimuth)
Tan (Azimuth) = 1 { The Preceding name will always be same as C .

C * Cos (Lat)
The Succeeding name will depend upon LHA:-
Azimuth = Tan-1 1 If LHA between 0 - 180 then WEST
C * Cos (Lat) If LHA between 180 - 360 then EAST }
142 Azimuth Calculations

Observers
Longitude
0-180 Western
Side
Eastern 0-180 180-360
Side 180-360 Western Eastern
Side Side
Note LHA (Local Hour Angle) is always measured westwardly form observers longitude.
Step 4 (Find the True Bearing)
The combination of namings which can take place for Azimuth are
1. N Azm E
2. N Azm W
3. S Azm E
4. S Azm W
We always start from the preceding name and move towards succeeding name of the
azimuth.
To find the true bearing we will first plot the direction component so as to understand in a
better way.
N
Case - 1
True Bearing = N 20 E
20
In this case the preceding name is NORTH and
succeeding name is EAST W E
So, we will move 20 from NORTH towards EAST
Hence,
True Bearing = N 20 E
True Bearing = 020 (T)
S
Azimuth Calculations 143
N
Case - 2
True Bearing = N 70 W
In this case the preceding name is NORTH

and succeeding name is WEST 70
W E
So, we will move 70 from NORTH towards
WEST
Hence,
True Bearing = N 20 W

S
N
Case - 3
True Bearing = S 45 E
In this case the preceding name is SOUTH

and succeeding name is EAST W E
So, we will move 45 from SOUTH towards EAST

45
Hence,
True Bearing = S 45 E
True Bearing = 135 (T) S

N
Case - 4
True Bearing = S 35 W
In this case the preceding name is SOUTH

and succeeding name is WEST W E
So, we will move 35 from SOUTH towards WEST
Hence, 35
True Bearing = S 35 W
S
144 Azimuth Calculations

CH APTER - 33
Actions of OOW during various Emergencies
Introduction
Emergencies may occur at any time. It has no date or time to occur. All persons should be
prepared at all times to meet such types of contingencies through their own initiative and
skill.
An emergency situation on ship must be handled with confidence and calmness, for haste
decisions and jumping to conclusions can make the matters even worse. Efficient tackling of
emergency situations can be achieved by continuous training and by practical drills on-board
vessel. However, it has been seen that in spite of adequate training, people get panic attacks
and eventually do not do what they should in an emergency situation.
References
1. Bridge Procedure Guide Part C (Emergency Checklists), Checklist C-1 (Main engine or
steering failure).
2. Bridge Procedure Guide Part C (Emergency Checklists), Checklist C-2 (Collision).
3. Bridge Procedure Guide Part C (Emergency Checklists), Checklist C-3 (Grounding).
4. Bridge Procedure Guide Part C (Emergency Checklists), Checklist C-4 (Man Over
Board).
Actions during Gyro Failure
1. Inform to the Master.

2. Navigate with the GPS heading if fitted else following things should be followed.
3. Change over to Hand steering for steering with magnetic compass with applying
Compass deviation value.
4. Consider effect on other navigational and communication equipment which have a
gyro feed especially Radar/ ARPA and ECDIS and enter headings manually.
5. Plot positions more frequently to confirm course made good and accordingly allow
correction to course steered. In coastal waters, make good use of parallel indexing
technique to keep vessel on charted track.
6. Also secure True course run (Course made good) by plotting GPS position and verify
with Heading of Magnetic compass.
7. Reduce speed if considered necessary.
8. Inform Engine Room.
9. In the meantime, to check Instruction Manual for troubleshooting guide.
Actions of OOW during various Emergencies 145

Actions during Steering Failure
1. Inform Master.
2. Change over the steering Motor.
3. If no satisfactory result found than switch over the systems.
4. Display Not Under Command lights or shapes as necessary.
5. Sound Appropriate Sound Signals.
6. Switch Over from Gyro to NFU.
7. If still steering not under command then prepare to steer from the emergency steering
gear.
8. Issue a SECURITY message to all stations on VHF Ch.16 (156.8 MHz)
9. Modify AIS status message to communicate relevant information.
10. Check for the proximity of any navigational hazards.
11. Fix and record the vessels position.
12. Additional manning to the Bridge if required.
13. Slow down or take all the way off if required.
14. Communicate with the Engine Room as to the cause of the blackout and as to the
expected duration of any maintenance prior to normal services being resumed.
15. If the blackout looks to be prolonged, and if conditions so warrant it, consider the use
of anchors, and call relevant manpower.
16. Inform VTS or port authority if in controlled or similarly monitored waters.
Actions during Blackout
1. Inform Master
2. Display the Not Under Command lights or shapes as necessary.
3. Acknowledge all alarms.
4. Check for any traffic in the immediate vicinity. Should any vessel pose a threat then the
whistle, Aldis lamp, and VHF may be utilised to mitigate the threat. If vessel is totally
blacked out with no battery power then the SOLAS VHF walkie talkies may be utilised.
5. Issue a SECURITY message to all stations on VHF Ch.16 (156.8 MHz)
6. Check for the proximity of any navigational hazards.
7. Fix and record the vessels position GPS operates on battery mode.
8. Additional manning to the Bridge if required.
9. Engage manual steering and steer away from the nearest hazard. Note that with the
emergency generator you can use the port steering motor No 2.
10. If time permits switch radars to standby mode, and computers off.
11. Communicate with the Engine Room as to the cause of the blackout and as to the ex-
pected duration of any maintenance prior to normal services being resumed.
12. If the blackout looks to be prolonged, and if conditions so warrant it, consider the use
of anchors, and call relevant manpower.
13. A concise and chronological recording of events in the Deck Operations Log is required.
14. Following due consultation with the Engine Room, put the telegraph back to the stop
position since it will require resetting for Bridge Control functions. Engine Room
Control may be required.
146 Actions of OOW during various Emergencies

Actions during Man Over Board
1. Release the MOB life buoy from the bridge.

2. Start executing Williamson Turn.
3. Raise the MOB alarm on ships bell and whistle.
4. Plot the position.
5. Press MOB button on GPS or ECDIS.
6. Inform Master.
7. Ask for extra lookout, never lose sight of that person.
8. Inform sight leader about the emergency.
9. Inform Engine Room to change to manoeuvring speed.
10. Engage Manual Steering.
11. If require assistance from other ships then make an Urgency Broadcast on channel 16
(156.8MHz).
Actions during Oil Spill
1. Sound Generally Emergency Alarm

2. Inform the sight leader about the incident.
3. Brief Master about the situation when he comes on bridge.
4. On orders of master immediately inform the coastal authority like port state control
and owner or office management.
5. On orders of master establish contact with Oil Spill Response Organization which are
available 24 hrs for further cleaning up operation by shore team.
6. Entry to be made in Bridge log book, Engine room log book and Oil Record Book about
the spill.
Actions during Grounding
1. Stop engines immediately.

2. Sound General Emergency Alarm.
3. Exhibit lights and shape as required
4. Inform Master.
5. Determine the nature of the seabed.
6. Obtain local information about tides especially about the timing of high and low water.
7. Determine which way the deep water lies.
8. Inform coastal state authorities if appropriate.
9. Broadcast DISTRESS ALERT and message if the ship is in grave and imminent danger.
10. On orders of the master, contact the salvage team.
Actions during Collision
1. Sound the general emergency alarm.

2. Inform Master
3. Request to close watertight doors.
4. Manoeuvre the ship so as to minimise effects.
5. Ask the other ship about the damage caused.
6. Broadcast DISTRESS ALERT and message if the ship is in grave and imminent danger.
7. If the emergency under control then assist other ship as required.

CH APTER - 34
Precautions to be taken when entering Piracy Areas
Introduction
The practice of attacking and robbing ships at sea is called as Piracy.
While the number of piracy attacks along the coast of Somalia has decreased, there has been
a substantial increase in piracy incidents along the coast of West Africa. As maritime
organisations continue to bring in newer regulations and guidelines to protect ship from
pirates, seafarers are also required to stay extremely cautious and vigilant when their ship
enters a piracy sensitive area.
Things we need to do before entering piracy area
1. Keep Yourself Updated with the Latest Happenings of the High Risk Areas
Get all the latest available information on piracy sensitive areas your ship is about to
enter. Collect all the useful information on piracy activities from important maritime
websites. Based on this information, carry out a thorough risk assessment of the vessel
to assess the likelihood and consequences of piracy attacks. The ships master is also
required to prepare an Emergency Communication Plan to Include All Emergency
Contact Numbers and prepared messages which should be ready at hand or
permanently displayed near all external communication systems. All important warnings
and information on high risk areas should be carefully reviewed.
2. Ship security Assessment and Plan
It is the duty of the company/ owner to review the SSA and SSP on a regular basis
under the ISPS code. Company security Officer (CSO) must encourage ship personnel,
especially Ship Security Officer (SSO) and master, to implement the SSP by exercising
and briefing well ahead of ship passing high risk areas.
3. Take all Measures for Crew Safety
The safety of the ships crew is of prime importance. Ensure all measures are taken to
prevent illegal boarding and external access to the ships accommodation area. The
location of the muster station and citadel should be such that they are easily and
quickly accessible by the ships crew. Care should also be taken to ensure that the crew
members are not trapped inside and are able to escape in other emergency situations
like fire.
As pirates usually fire at the bridge first to stop the vessel, proper ballistic protection
must be provided to the ships crew on the bridge during piracy attack.
148 Precautions while entering Piracy Areas

4. Check Ships Freeboard
As usually seen, pirates try to board the ship using the lowest point above the waterline
as it is easy for them to climb. On the basis of past incidents, it is said that the ships
having a minimum freeboard greater than 8 meters have better chances of escaping a
piracy attempt. However, it is to note that a large freeboard would not be of any help if
the ship has easy access points to climb the ship. Special protective measures must be
provided to these access points.
5. Prepare to Keep Ships Speed More Than 18 knots
Ships speed is considered one of the most effective ways to prevent a pirate attack.
According to sources, there have been no reports of ships having more than 18 knots
getting hijacked. As it is difficult for pirates to board at high speeds, ships are
recommended to proceed at full speed or at least 18 knots during their transit through
high risk area.
Note: Usually a pirate attack is carried out using small crafts which are supported
by bigger vessels, also known as mother ships. This tends to restrict their operations to
moderate sea state. Sea state 3 and above are difficult to operate small crafts. So keep
the sea condition in mind while preparing for the piracy zone.
Pirates Boat Speed Usually

Less Than 18 Knots
6. Keep Non-Lethal Weapons Ready
Keep all the non-lethal weapons handy and ensure they are in proper working
condition. Crew members must know how to operate non-lethal weapons during
emergency situations.
Note: Several countries have started allowing armed guards on board ships to
keep pirates away.
Non-Lethal Rubber Grenade

7. Check Fire Pumps and Engines
Check all fire pumps are working properly as they will be required to run fire hoses
during pirate attacks. Also ensure that the engines are working properly as the ship will
be required to transit at full speed through the high risk zone.
Checking The fire Pumps
8. Brief Crew and Conduct Drill
Before entering high risk zone the ships crew should be properly briefed on the
preparations taken and piracy drill should also be conducted. All personnel should
know their duties and must be familiar with piracy alarms and necessary response for
the same.
9. Secure Doors and Hatches
Doors and hatches providing access to bridge accommodation and machinery spaces
should be properly secured to prevent pirates from them. If required additional means
must to taken to properly secure doors and hatches for additional protection.
Prior to entering high risk areas, procedures for controlling access to accommodation,
machinery spaces and store rooms should be set out and practiced.
10. Controlled and Restricted Entry
As discussed in the above point, it is important to secure different entry points in the
ship, as it will be practically not possible to shut all for few entry/ exit points are
required for watch and other important ship operations to continue. It must be ensured
that any emergency exit cannot be opened by outside and if pirates do gain access to
the upper deck of a vessel they will be tenacious in their efforts to gain access to the
accommodation section and in particular, the bridge.
11. Use Physical Barriers If Available
If possible use physical barriers such as razor wires and electrified fence along the
periphery of the ship to prevent pirates from boarding. Also keep water cannons,
ballast / fire pumps, and fire hoses ready. Use all kind of barriers that are available to
prevent pirates from boarding the ship. Also, check if all the alarms and deck lights are

working properly or not.
Use of Razor Wire as

Physical Barrier
12. Check Ships AIS system, Radar, and other important navigation equipment
Ensure that the ships AIS system and other important navigation equipment are
working properly. It is recommended to keep the ships AIS system on while transiting
the high risk zone. Ensure that the ships radar system is working properly. Also, the
ship security plan and ship security alert system (SSAS) should also be checked.
13. Keep Communication ON
Communication is an important aspect to tackle any emergency operation, especially in

piracy related situations. It is important that all the crew members keep an active
communication throughout:
a. All personnel on duty to carry a radio.
b. VHF channel 16 (8) on the bridge and in safe room.
c. Identify the relevant contact information that should be available on the bridge.
This could include: MTO Dubai Hotline, own company, MSC-HOA, CJTF-HOF, Res-
cue sources, other ships and naval ships nearby.
d. Test of all communication equipment.

Actions when vessel comes under piracy attack
1. Follow contingency plan.
2. Activate the ship security alert system, which will alert your Company Security Officer.
3. Sound emergency alarm and make a PA announcement Pirate attack.
PA System On Board
4. Muster all crew in a safe area inside the accommodation.
5. Carry out small zigzag manoeuvre, not more that 7-10 degrees rate of turn to maintain
speed. Avoid creating a lee for the pirates; if possible increase their exposure to the
wind / waves.
6. Mayday call on VHF Ch 16 and Ch 8 (monitored by military vessels).
7. Send a distress message via the DSC (Digital Selective Calling) system and Inmarsat-C
as applicable.
8. Increase or maintain speed if possible. Evidence from failed attacks is that the pirates
will give up if unable to board within 30 - 45 minutes.
9. Turn on fire hoses, if not already running.
Turn On Fire Hoses If Not

Running

10. Call the Maritime Security Centre Horn of Africa (MSCHOA). Emergency contact details
located on the Contact Us page within the Registered User area.
11. Call the UK Maritime Trade Operations (UKMTO) To Report of Somali piracy incidents
only please contact below immediately
UKMTO: Tel: +971 50 552 3215.
12. To Report incidents on Piracy and Armed Robbery occurring anywhere else in the world
please contact the IMB Piracy Reporting Centre:-
Tel: +60 3 2078 5763 Fax: + 60 3 2078 5769
Actions if Boarded by Pirates
1. Offer no resistance otherwise this could lead to unnecessary violence and harm to crew.
Crew Member Taken

Hostage By Pirate
2. Before pirates gain access to bridge inform Company and/or the Maritime Security
Centre.
3. Remain calm and co-operate fully with the pirates.
4. Ensure all crew, other than bridge team, stay together in one location.

CH APTER - 35
Bridge Equipment check Prior Departure from Port
Introduction
Controls are to be tested about one or two hours before sailing. If they are tested too close
to sailing time, there would be insufficient time to set right any malfunctions/ defects noticed.
If they are tested too early, it is possible that things could go wrong before sailing.
Instructions from the Master as to what time controls are to be tested should be obtained
well in advance. After obtaining the instructions Engine Room should be informed regarding
the time for testing of controls.
References
1. SOLAS chapter 5 (Safety of Navigation), Regulation 26 (Steering Gear: Testing and

Drills)
Checks to be carried out on the bridge and navigating equipments
1. Test Bridge - ER telegraph.
2. Try out Fog Horns.
3. Try out Clear View Screen.
4. Try out the Glass Wipers.
5. Try out lights of Christmas Tree
154 Bridge Equipment check Prior Departure

6. Check Aldis Lamp both on Main Power and Battery.
7. Check the light and buzzer alarms for Navigation Light Failure.
Bridge Equipment check Prior Departure 155

8. Check the light and buzzer alarm for Bridge Alarm Pannel.
9. Try out lights but adjusting brilliance level of indicatory panels such as gyro repeaters,
magnetic compass, rudder angle indicator, rpm indicator, indicator panel, chart table
etc.
10. Try out Emergency Communication System.
11. Ensure that the charts for the voyage has been placed ready and the current navigation
chart is open and kept on the chart table.

12. Compare Gyro compass with that of Magnetic compass and find the deviation.
13. Ensure all Gyro repeaters are synchronised.
14. Try out VHF and make sure that channel selected on one VHF is Ch.16 and channel on
other VHF is as required by ALRS Vol.6 or Local Pilot Channel.
15. Try our both the RADARs (X-Band) and (S-Band) and make sure appropriate Range,
Pulse, Anti Sea Clutter, Anti-Rain Clutters, Vectors, Trails, Motion, View etc. has been set
as required.

16. Echo Sounder is switched on and appropriate range level is selected.
17. Check that updated details are fed in AIS.
18. Check that the routes have been loaded in ECDIS and if not load the routes in it.
19. Appropriate Vector, Scale of Chart, Motion etc. to be selected on ECDIS.

20. Check that way points have been loaded in GPS.
21. Check that INMARSAT-C Printer is switched on and adequate paper is there in the
printer. Also make sure that the correct satellite and EGC is selected in it.
22. Trying out the steering system.
a. Use two motors one at a time.

b. Use two transmission system, trying out each system separately.
c. Testing the Rudder Angle Indicator on the bridge. The wheel is turned to various
helm angles. The read out of the rudder indicator in the wheelhouse should tally
with the angle as seen in the steering flat by the engineer officer.
d. The engineer officer will then check the steering system for any hydraulic leaks,
malfunctions, theft of vital parts, sabotage etc.
Helm Steering Gear

23. Report Controls tested and found satisfactory to the Master and Chief Officer.
24. Make a log entry in the deck log book.
25. Checking the engines:-
a. The moorings should be tight otherwise the ship would surge ahead and
possible break loose from its moorings.
b. The gangway should be clear of any obstructions.
c. No barges, boats or other obstruction should be there near the propeller.
d. Try out engines with small forward and aft kicks.
26. Check that NAVTEX is switched on and appropriate category of messages to be

received is selected.

CH APTER - 36
Bridge Equipment check Prior Arrival to Port
Introduction
As an Officer of Watch (OOW), we must know that there are important jobs to be performed
when a ship arrives at or departs from a port. These things are necessary for a smooth sail of
the ship. Failure in carrying out any of these duties might lead to hindrances in sailing and
manoeuvring while entering harbours or narrow channel.
References
1. Bridge Procedure Guide Checklist B-3 (Preparation for Arrival in Port)
2. SOLAS chapter 5 (Safety of Navigation), Regulation 26 (Steering Gear: Testing and

Drills)
Checks to be carried out on the bridge and navigating equipments
1. Pre pilotage information been prepared.
2. Has the passage plan been updated following receipt of the shore to ship pilot-master
exchange form.
3. Has the ETA been sent with all relevant information required by local regulations e.g.
details of dangerous/ hazardous goods carried?
4. Is it necessary to rearrange ballast to get the required UKC or air draught.
5. Test Bridge - ER telegraph.
Bridge Equipment check Prior Arrival to Port 161

6. Communications with ECR and mooring stations been established.
7. Try out lights of Christmas Tree.
8. Check Aldis Lamp both on Main Power and Battery.
162 Bridge Equipment check Prior Arrival to Port

9. Check the light and buzzer alarms for Navigation Light Failure.
10. Check the light and buzzer alarm for Bridge Alarm Panel.
11. Prepare and check deck lightings.
12. Try out Emergency Communication System.
13. Ensure all Gyro repeaters are synchronised.

14. Try out VHF and make sure that channel selected on one VHF is Ch.16 and channel on
other VHF is as required by ALRS Vol.6 or Local Pilot Channel.
15. Try our both the RADARs (X-Band) and (S-Band) and make sure appropriate Range,
Pulse, Anti Sea Clutter, Anti-Rain Clutters, Vectors, Trails, Motion, View etc. has been set
as required.

16. Echo Sounder is switched on and appropriate range level is selected.
17. Check that the routes have been loaded in ECDIS and if not load the routes in it.
18. Appropriate Vector, Scale of Chart, Motion etc. to be selected on ECDIS.
19. Trying out the steering system.
a. Use two motors one at a time.
b. Use two transmission system, trying out each system separately.
c. Testing the Rudder Angle Indicator on the bridge. The wheel is turned to various
helm angles. The read out of the rudder indicator in the wheelhouse should tally
with the angle as seen in the steering flat by the engineer officer.
d. The engineer officer will then check the steering system for any hydraulic leaks,
malfunctions, theft of vital parts, sabotage etc.

Helm Steering Gear
20. Checking the engines:-
a. The moorings should be tight otherwise the ship would surge ahead and
possible break loose from its moorings.
b. The gangway should be clear of any obstructions.
c. No barges, boats or other obstruction should be there near the propeller.
d. Try out engines with small forward and aft kicks.
21. Make sure that port been made fully aware of any special berthing requirements.

CH APTER - 37
Various SAR Reportings around the World
Introduction
Ship reporting systems contribute to safety of life at sea, safety and efficiency of navigation
and protection of the marine environment. A ship reporting system, when adopted and
implemented in accordance with the guidelines and criteria developed by the Organization
shall be used by all ships, or certain categories of ships or ships carrying certain cargoes in
accordance with the provisions of each system so adopted.
Regulations Covered
1. Safety of Life At Sea (SOLAS), Chapter 5 Safety of Navigation, Regulation 11, Ship
Reporting System.
Various Ship Reporting Systems
1. AMVER (USA)
AMVER, or Automated Mutual-Assistance Vessel Rescue System is a worldwide

voluntary reporting system sponsored by the United States Coast Guard. It is a
computer-based global ship reporting system used worldwide by search and rescue
authorities to arrange for assistance to persons in distress at sea. With AMVER, rescue
coordinators can identify participating ships in the area of distress and divert the
best-suited ship or ships to respond. Participating in AMVER does not put ships under
any additional obligation to assist in search and rescue efforts, beyond that which is
required under international law.
2. IDSAR (India)
The Indian (maritime) search and rescue (computerised ship reporting system),
developed by the Indian coast guard, is a unique computer-based, and voluntary ship
reporting system used by search and rescue authorities to arrange for assistance to
people in distress at sea. With INDSAR, rescue co-ordinators can identify participating
ships in the area of distress and divert the best-suited ship or ships to the scene.
Participating ships send voyage messages to the INDSAR centre managed by the coast
guard at MRCC Mumbai via INMARSAT 'C'.
3. SISTRAM (Brazil)
SISTRAM (Maritime Traffic Information System). It was created to help satisfy the
requirements and recommendations of international conventions such as the
International Convention for the Safety of Life at Sea (SOLAS). It is aimed at overseeing
the movement of vessels in a specific area so that prompt assistance can be provided in
emergency situations. It is mandatory for vessels sailing under the Brazilian flag and
those chartered by Brazilian ship owners to join SISTRAM by reporting their position
Various SAR Reportings around the World 167

and navigation data anywhere in the world. Vessels sailing under foreign flags, not
chartered to Brazilian owners, are invited to join SISTRAM by reporting their position
and navigation data while sailing in Brazilian jurisdictional waters (200 miles from the
coast). It is mandatory for such ships to join SISTRAM while sailing in Brazilian territorial
waters (12 miles from the coast).
4. CHISREP (China)
CHISREP is an active ship reporting system. Besides the ability of plotting ships,
CHISREP has several unique features compared with other ship reporting system.
Firstly, CHISREP can certify the safety of ships by an automatic early warning of ship
not transmitting reports as predicted. That is, CHISREP keeps a close watch on the
reporting ships all the time. Secondly, CHISREP employs specific personnel to plot
ships in uncertain conditions or in distress, through which a certain search area are able
to be suggested for the SAR centre. Thirdly, CHISREP can transfer the reports through
telex or e-mail in accordance with ships requirement.
5. AUSREP (Australia)
AUSREP is a ship reporting system designed to contribute to safety of life at sea and is
operated by the Australian Maritime Safety Authority (AMSA) through the Australian
Rescue Coordination Centre (RCC Australia) in Canberra. Consistent with Australias
obligations under the International Convention for the Safety of Life at Sea (SOLAS),
MO 63 provides a system for the reporting of the movement, or intended movement,
of ships within the Australian ship reporting area (AUSREP area).
6. MASTREP (Australia)
The Modernised Australian Ship Tracking and Reporting System (MASTREP) is a Ship
Reporting System designed to contribute to safety of life at sea and is operated by the
Australian Maritime Safety Authority (AMSA) through AMSA Search and Rescue in
Canberra. Participation in MASTREP is mandatory for certain vessels but others are
encouraged to participate.
168 Various SAR Reportings around the World

CH APTER - 38
Meteorological Observations
Introduction
Meteorological observations at the ship are the set of data which helps us to predict the
weather system. Following elements are observed when taking meteorological observations
from the ship:-
1. Cloud Type, height and amount

2. Visibility
3. Wind Speed and direction
4. Dry and wet air temperature and dew point
5. Atmospheric Pressure, tendency and its characteristics
6. Weather Present and Past
7. Course and Speed of the ship.
8. Sea Surface Temperature
9. Sea waves and swell - period, direction and height
10. Ice Conditions including icing on board the ship.
Following are the equipments required for making weather observations
1. Barometer Barometer is an instrument measuring atmospheric pressure.
Aneroid Barometer
2. Stevenson Screen - The Stevenson Screen or thermometer screen is a standard shelter

(from rain, snow and high winds) for meteorological instruments, particularly wet and
dry bulb thermometers used to record humidity and air temperature.
Meteorological Observations 169

Stevenson Screen
3. Sea Temperature thermometer Sea temperature thermometer is used to measure

the temperature of the sea water.
Sea Temperature Thermometer]
4. Anemometer - An anemometer is a device used for measuring wind speed and

direction.
Anemometer
Electronic Method used on ship for making weather predictions

1. Capt. Dosca Software
170 Meteorological Observations

Meteorological Observations (Examples)
Date : 16/12/15 Time : 07:10:00 SMT
Course Over Ground 042 Wind Speed 2 Kts

Speed 13.6 Kts Wind Direction S
Clouds Cirrus Sea Temperature 25 C
Visibility Very Good Swell Direction SE
Dry Temperature 27 C Swell Height 0.5 metres
Wet Temperature 23 C Icing on board Nil
Pressure 1016 mb Past Weather Good
Date : 17/12/15 Time : 07:10:00 SMT

Speed 14.1 Kts Wind Direction SE
Dry Temperature 27.5 C Swell Height 0.5 metres
Date : 18/12/15 Time : 07:30:00 SMT

Clouds Cirro Stratus Sea Temperature 26.5 C
Visibility Very Good Swell Direction S
Wet Temperature 26.5 C Icing on board Nil
Date : 19/12/15 Time : 07:10:00 SMT

Pressure 1016 mb Past Weather Slight Percipitation
Meteorological Observations 171

CH APTER - 39
Updating Navigation Charts
Introduction
Correcting and upgrading a navigation chart is a constant process. Once a chart is published,
constantly changing navigational features and aids or other relevant information have to be
promulgated in order to update the ships navigating in those areas.
Admiralty Notices to Mariners or Weekly Notices serve the purpose of correcting and
updating charts, which are being supplied to the vessels electronically or in paper format.
Various Means to update and keep the chart outfit system corrected onboard are :
1. Weekly Notices to Mariners
Issued on a weekly basis by the Admiralty, these notices contain corrections to charts
and various other publications such as Admiralty sailing directions and Admiralty list of
lights and radio signals. They also include temporary and preliminary notices to correct
charts. The year begins with notice no .1 being issued in first week of January and the
numbering increases chronologically till last week of the year. They also notify about
any new charts or new editions being published and their previous editions being
cancelled.
The corrections are mentioned either in the form of co-ordinates with instructions or in
the form of overlay chart tracings and blocks to be cut and pasted. New editions of
Admiralty list of lights and fog signals, Admiralty Sailing directions and Admiralty List of
Radio Stations are provided when available.
2. Cumulative List of Notices to mariners
These are published twice a year in January and July. The main purpose of them is to
provide a list of current editions of all Admiralty Charts and the serial numbers of
notices affecting them which have been issued in previous two years. The charts
present onboard can be verified for any missing corrections by checking them against
the Cumulative Lists.
3. Annual Summary of Notices to Mariners
All the temporary and preliminary notices for a previous year are being published
collectively in Annual Summary of Notices to Mariners. They are quick and handy
references available to determine which all temporary and permanent corrections are
applicable to a chart. They also contain summary of corrections to sailing directions.
172 Updating Navigation Charts

4. Chart correction software and computer ( Chart Co)
The paper copy of weekly notices to mariners is digitized using software popularly
named as Chart Co. Being online with a chart correction service provider, this organizes
chart folios onboard in the form of a database and the corrections received being
individually listed under respective charts. A navigating officer can then access the
system using chart number to print and apply any specific or all applicable corrections
for any chart present onboard. There is an offline database and software in use onboard
ships where corrections are supplied in the form of weekly mail attachments. These are
used to keep the chart correction database up to date exactly like the paper copy of
Weekly Notices to Mariners.
Screen Shot Of Chartco Software
Updating Navigation Charts 173

5. Navarea Warnings
Navarea warnings are promulgated to ships operating in various areas. The world is
divided into 16 NAV AREAS and these warnings are broadcasted by World Wide
Navigational Warning Service. Through a network of Area Coordinators and National
coordinators important international, coastal and local warnings and notices related to
navigation are transmitted to ships which they receive using MF/HF radio frequencies
and satellite networks.
6. Navtex Warnings
These are broadcasted by Telex Broadcasting stations established in various coastal

areas. Mostly they broadcast navigational, meteorological and distress warnings. They
play a vital source of providing early warning in coastal navigation. A receiver onboard
named as a Navtex Receiver is used to receive Navigational warnings. E.g. In Dec. 2004
the Navtex stations were the first to broadcast urgency and distress warnings related to
Tsunami to fishing and other merchant vessels operating in Indian ocean and adjacent
coastal areas.
174 Updating Navigation Charts

CH APTER - 40
Procedure for Changing to Emergency Steering
Introduction
An emergency steering system is a system which is used during the failure of the main
steering system of the ship.
Emergency Steering Drill
An Emergency Steering Drill is to be carried out at least once every 3 months. It is to consist
of direct operation of the main steering gear by manual control within the steering
compartment. Steering is to be directed by communication from the bridge to the steering
compartment. Where applicable, the operation of alternative power supplies is to be tested.
Notices are to be posted next to the steering gear emergency station with a warning that no
testing of the steering gear control system or its components is to take place whilst the vessel
is underway, unless under the direct supervision of the Chief Engineer. All ships staff must be
made aware of this requirement.
Regulations Covered
1. SOLAS Chapter 5 (Safety of Navigation), Regulation 26 (Steering Gear testing and drills)
Steering Gear Unit
A ship consists of electromechanical steering gear unit which steers the vessel from one port
to other. A ships steering gear unit may have 2 ram electro-hydraulically operated unit with
two hydraulic motor for the ram movement or 4 ram electro-hydraulically operated unit with
four hydraulic motor for the ram movement.
Steering Failure
A situation can occur in which the remote control operation may fail to work and there can
be a sudden loss of steering control from the bridge. This can be due to sudden power
failure, any electrical fault in the system or the control system which includes faulty
tele-motor or servo motor which is used for transferring the signal from bridge to the
steering unit.
To have control the steering of the ship at such emergency situation with manual measure
from within the steering gear room, an emergency steering system is used.
Procedure for Changing to Emergency Steering 175

Procedure for Emergency steering Operation
1. Non-Follow up Unit (NFU)
a. Make sure that the steering system is switched on.
Steering System No.2 in Use
b. Switch over the steering to NFU mode.
Switch Over from Gyro to NFU

mode
c. Place the steering lever to centre.
d. Wait until the rudder angle to 0.
e. Move the steering lever to the desired direction (Port/ Starboard)
Steering Lever
f. Observer Rudder angle indicator.
g. When the desired heading is obtained, move the steering lever to the centre
position.
176 Procedure for Changing to Emergency Steering

2. Emergency steering from Steering Gear
a. Switch over to hand mode from auto pilot system.
Switch Over To Hand Mode From

Gryo (Auto Pilot)
b. Turn off the systems for the steering gear.
From System No.2, Switch to

SYSTEM OFF
c. Ensure a clear communication for emergency operation via VHF or ships

telephone system.
Telephone and Emergency

Telephone
d. Remove protection cap from the pump control device and attach the pump
control handle to the handle shaft.
Procedure for Changing to Emergency Steering 177

e. Switch on the hydraulic motor the power of which is supplied from the
emergency generator directly through emergency switch board. It should also be
displayed in the steering room or can be started locally from the emergency
steering room.
f. There is a safety pin at the manual operation helms wheel so that during normal
operation the manual operation always remains in cut-off mode. Remove that
pin.
Emergency Steering Gear
g. Operate the steering gear by turning the pump control handle
i. Clockwise : Starboard
ii. Anticlockwise : Port
h. Check the Rudder Angle.
i. If there is a power failure, use emergency line communication to receive orders

from the bridge for the rudder angle. As soon as you get the orders, turn the
pump control handle and check the rudder angle indicator.
Remote Steering system block diagram
178 Procedure for Changing to Emergency Steering

CH APTER - 41
Maneuvering Characteristics of the Vessel
Introduction
Each ship will have its own maneuvering characteristics. The position of the pivot point will
vary performance, while performance itself can be affected by numerous factors. Not least,
growth on the hull. The propellers, of such varied construction these days, can expect to
generate increased thrust with reduced cavitation, while slip and transverse thrust affects
have as yet, not been eliminated from propeller activity.
Example Of Maneuvering characteristics of the vessel To Be Known To OOW
1. Minimum Steering Speed
Normal Loaded Condition 3 knots

Normal Ballast Condition 3 knots
2. Maximum Available Rudder Angle
Hard Right or Starboard 35

Hard Left or Port 35
3. Engine Order/ RPM/ Speed Table
Speed Loaded Speed Ballast

Engine Order RPM
Condition (kts) Condition (kts)
Full Sea Ahead 100 15.3 16.9
Full Ahead 70 10.0 11.3
Half Ahead 62 8.3 10.2
Slow Ahead 54 6.3 8.8
Dead Slow Ahead 33 5.4 5.7
Dead Slow Astern 33
Slow Astern 54
Half Astern 62
Full Astern 70
Maneuvering Characteristics of the Vessel 179

4. Time and Distance to Stop
Normal Loaded Condition Normal Ballast Condition
Time Distance Time Distance
Full Sea Speed 12 minutes 1.54 miles 6.6 minutes 1.09 miles
Full Speed 8 minutes 0.74 miles 4.2 minutes 0.49 miles
Half Speed 7.4 minutes 0.65 miles 3.9 minutes 0.32 miles
Slow Speed 6.6 minutes 0.32 miles 3.5 minutes 0.30 miles
5. Turning Circle at full sea speed in normal loaded condition
6. Turning Circle at slow sea speed in normal loaded condition
180 Maneuvering Characteristics of the Vessel

7. Turning Circle at full sea speed in normal ballast condition
8. Turning Circle at slow sea speed in normal ballast condition
Maneuvering Characteristics of the Vessel 181

CH APTER - 42
Maintaining Anchor Watch
Introduction
The operation of a ship is a complex activity, especially when it is being carried out away from
immediate help and at the mercy of nature. Optimum performance can therefore only be
achieved by using the available workforce in an efficient manner.
The very core aspect of watch keeping is to minimize any prospect of human error and
thereby reduce risk of damage to the ship or cargo. More than often, the time at anchorage
is considered to be a time to relax. However, depending on the area in which the vessel is
operating in, the anchorage might be a time to be extra vigilant.
At anchorage, it is solely up to the Master to decide whether the watch is to be kept on deck
or on the bridge. As otherwise, the officer on watch (OOW) has to ensure that all measures
are taken for safety of the vessel, its cargo and crew.
Procedures for watch keeping at anchorage
1. Calculate the Swinging Circle
Swinging Circle (M) = L.O.A + Length of Cable UKC
The swinging circle might vary with the changes in tidal levels and in weather. However,
it is important to have a fair idea of the radius around which the ship might move
about. Knowing the swinging circle of the anchor is very important so as we know when
the anchor is dragging .
2. Follow the Masters Standing Orders
Every ships master writes their own standing orders based on the ship, the experience
of its officers, the trade patterns which in turn determine the standing orders. These
orders reflect the Masters requirements based on past experiences with the ship and
his contemporary workforce, therefore making it imperative that the orders are
followed to prevent any anomaly or to maintain a set grade of performance. Clearly, the
master puts faith in the officer when saying Call me if in doubt and expects the officer
to do so if required and in ample time.
3. Keep a Check on our own Ship and other Ships in the Vicinity
Keep a close watch on our ship and other ships in the vicinity to avoid danger if they
start dragging after anchoring. Dragging might occur due to changes in tidal levels,
changes in weather or due to the brake giving away to a lot of yawing. The danger here
is primarily to ensure that our own vessel does not drag and also to double check if
there are other vessels drifting towards our vessel. Use the bow stopper when at anchor
to minimize any probability of a blunder.
182 Maintaining Anchor Watch

Singapore Anchorage
4. Keep a Constant Check on the Ships position.
This point is generally laid down in the Masters Standing Orders and almost always
mentions the intervals at which the position must be plotted on the chart. Use the GPS
or the Radar or both to determine the exact position of the ship, which, very obviously,
helps to determine if the ship is stationery or dragging.
If our ships anchor is dragging then we would be able to get an idea from the
following ways:-
a. RADAR by seeing the heading and Course Over Ground Vector in opposite
directions and where we have bigger than normal vector for course over ground.
b. Appreciable change in bearing of a fixed land object.
c. Ship outside the swinging circle.
5. Display Appropriate Lights
This enables other vessels to know that we are anchored, therefore making it evident
that they should not anchor too close to our vessel and also give them an indication of
proximity, if dragging occurs.
Navigation Lights for Vessel at

Navigation Light Control on Bridge
Anchor More Than 100m In Length
Maintaining Anchor Watch 183

6. Keeping a Constant VHF watch
If slated to receive a pilot on board or for information on vessels in the area, it is very
important to keep a constant VHF watch. The coast authorities generally promulgate
extremely useful information that might be integral to the safety of the vessel.
Wreckages, vessel information, ETA to pilot etc are necessary data that optimize
operational procedures.
VHF Radio Telephony
7. Alert Nearby Vessels When Required
If another vessel seems to be coming close to our own vessel, get their attention on the
VHF or by flashing the Aldis lamp. Use any available means at the time to bring to their
attention regarding the grave nature of the situation and avert any danger that may be
impending.
Aldis Lamp
8. Take Compass Errors
Compass errors should be regularly taken once every watch so as we know the
deviation and hence can navigate the ship to safety in case of gyro failure.
9. Monitoring UKC
Under keel clearance should be regularly monitored by looking the UKC in the echo
sounder. Proper range should be selected in the Echo Sounder to get the best results.
184 Maintaining Anchor Watch

Echo Sounder
10. Frequent rounds on Bridge wings
Frequent rounds on the bridge wings should be taken by the Officer of the Watch to
check:
a. Looking over side that no oil is being pumped out from our ship.
b. Pilot Boat if expected.
c. Unauthorized boats that try to come alongside.
Note:-
1. Watch keeping at anchorage might seem to be an easy task, for there is barely any
movement. However, the very fact that the vessel is halted makes it vulnerable to a
variety of dangers. As is done usually, the OOW must be vigilant at all times and use
the assistance of additional look outs if necessary.
2. In areas prone to piracy, the importance of alertness cannot be stressed on more. The
ship being stationery makes it open to attacks and pilferage. And very little can be left
to the imagination in case the pirates attempt to board the vessel when it is anchored.
3. Responsibility and diligence in the part of the OOW will keep the vessel safe and away
from harm. That is to say that the OOW should basically just do what he does on an
everyday basis.
Maintaining Anchor Watch 185

CH APTER - 43
Publications on Bridge
SL NO NAME OF PUBLICATION EDITION
1 BROWNS NAUTICAL ALMANAC 2014

2 NORIES NAUTICAL TABLES, FULLY REVISED AND RESET EDITION
3 GUIDE TO SEA STATE,WIND AND CLOUDS
4 RAPID SIGHT REDUCTION TABLE FOR NAVIGATION /
5 VOL 1 / AP3270 / NP 303
6 SIGHT REDUCTION TABLES VOL II PUB NO:249
7 SIGHT REDUCTIONS TABLES FOR AIR NAVIGATION / VOL III PUB NO:249
8 SIGHT REDUCTION TABLE FOR AIR NAVIGATION .SELECTED PUB NO:249
9 STARS EPOCH 2015(GOOD THROUGH YEAR 2019) VOL:1
10 PORTS AND TERMINAL GUIDE 2009-2010
11 VOL:1 COUNTRIES A-D 2009-2010
12 VOL:2 COUNTRIES E-L 2009-2010
13 VOL:3 COUNTRIES M-S 2009-2010
14 VOL:4 COUNTRIES T-Z 2009-2010
15 ACCIDENT PREVENTION ONBOARD SHIP AT SEA AND IN PORT ILO 02
16 CUMULATIVE LIST OF ANM WEEKLY EDITION 31(01/08/2013)
17 " " 31(01/01/2013)
18 Jan-11
19 Jun-11
20 Jun-12
21 Jan-13
22 Jun-13
23 Jan-14
ADMIRALTY ANNUAL SUMMARY OF NOTICE TO MARINERS PART - 1
24 ANM 1 - 26 , T & P NOTICES 247(1) 2014
ADMIRALTY ANNUAL SUMMARY OF NOTICE TO MARINERS PART - 2
25 ANM 1- 26 , T &P NOTICES 247(2) 2014
27 ISM CODE 2002
28 PROCEDURE FOR PORT STATE CONTROL 2011-2012
SECTION - V MANUAL ON OIL POLLUTION / ADMINISTRATIVE ASPECT
29 OF OIL POLLUTION RESPONSE 1998
186 Publications on Bridge

RAISED MARPOL ANNEX VI /REGULATIONS FOR FOR THE PREVENTION
30 OF AIR POLLUTION FROM SHIPS AND Nox TECHNICAL CODE 2008/2009
31 SECTION II MANUAL ON OIL POLLUTION / CONTIGENCY PLANNING 1995
32 SECTION III MANUAL ON POLLUTION / SALVAGE 1997
GUIDELINES FOR THE CONROL AND MANGEMENT OD SHIPS BALLAST
33 WATER / TO MINIMISE THE TRANSFER OF HARMFUL AQUATIC ORGANISMS
AND PATHOGENS / RESOLUTION A.868 (20)
BALLAST WATER MANAGEMENT CONVENTION
34 SECTION VI / MANUAL ON OIL POLLUTION
35 IMO GUIDELINES FOR SAMPLING AND IDENTIFICATION OF OIL SPILLS
MARPOL / CONSOLIDATED EDITION 2011
36 GUIDELINES FOR THE IMPLEMENTATION OF MARPOL ANNEX V 2012
37 MARPOL / ANNEX VI AND NTC 2008 2013
38 MANUAL ON POLLUTION / SECTION IV / COMBATING OIL SPILLS
39 GUIDELINES FOR THE IMPLEMENTATION OF ANNEX V OF MARPOL 2006
40 BMP4 / BEST MANAGEMENT PRACTISE FOR PROTECTION AGAINST
SOMALIA BASED PIRACY / VERSION - 4 Aug-11
41 PIRATES AND ARMED ROBBERS - 4 TH EDITION
42 SECURITY AT SEA
43 MARITIME SECURITY
44 INTERNATIONAL CODE FOR FIRE SAFETY SYSTEM / SUPPLIMENT JUNE 2012 2007
45 CODE ON ALARMS AND INDICATORS 1995
46 FSS CODE 2007
47 FTP CODE / INTERNATIONAL CODE FOR APPLICATION OF FIRE TEST
PROCEDURES / 2010 2012
48 REGULATIONS FOR TRANSITTING THE PANAMA CANAL REVISED 2012
49 LSA CODE 2010
50 INTERNATIONAL CODE FOR SAFE CARRIAGE OF GRAIN IN BULK/
INTERNATIONAL GRAIN CODE 1991
51 BLU CODE / CODE OF PRACTISE FOR THE SAFE LOADING AND
UNLOADING OF BULK CARRIER
52 CODE OF SAFE PRACTISE FOR CARGO STOWAGE AND SECURING
INCLUDING REVISED GUIDELINES FOR THE PREPARATION OF THE
CARGO SECURING MANUAL)CSS CODE) 2011
53 GUIDELINES FOR THE PREPARATION OF THE CARGO SECURING MANUAL
54 LOADLINES 2005
55 REVISED RECOMMENDATIONS ON THE SAFE TRANSPORT OF DANGEROUS
CARGOES AND RELATED ACTIVITIES IN PORT AREA 2007
56 CODE OF SAFE PRACTICE FOR SHIPS CARRYING TIMBER ON DECK 2012
57 INTERNATIONAL CONVENTION FOR SAFE CONTAINERS 2014
58 STEEL CARRIAGE BY SEA - 4 TH EDITION
59 GUIDELINES ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING
SURVEYS OF BULK CARRIER AND OIL TANKERS 2008
Publications on Bridge 187

60 THOMAS STOWAGE / THE PROPERTIES AND STOWAGE OF CARGOES
61 IMDG CODE VOL I 2012
62 IMDG CODE VOL II 2012
63 IMDG CODE SUPPLEMENT 2010
64 LUMBER DECK CARGO LOADING MANUAL
CODE OFSAFE WORKING PRACTICE FOR MERCHANT SEAMEN -
66 CONSOLIDATED EDITION 2011
67 THE CODE OF SAFE PRACTICE FOT THE CONSTRUCTION AND USE
OF 15 M LENGTH OVERALL TO LESS THAN 24 M LENGTH FISHING VESSEL
MSN(1770F)
68 INTERNATIONAL CODE OF SIGNALS 2005
69 ISPS CODE 2003
70 GUIDELINES ON THE APPLICATION OF THE ISM CODE - 3 RD EDITION
71 A 10 MINUTES GUIDE ON ISM CODE
72 SOLAS AMENDMENTS 2010 AND 2011
73 SOLAS AMENDMENTS 2008 AND 2009
74 SOLAS CONSOLIDATED EDITION 2009
75 NOISE LEVELS ONBOARD SHIPS
76 A POCKET GUIDE TO COLD WATER SURVIVAL 2006
77 A POCKET GUIDE TO COLD WATER SURVIVAL 2012
78 PERSONNEL SURVIVAL AT SEA
79 LIST ODF SHIP STATIONS AND MARITIME MOBILE SERVICE IDENTITY
ASSIGNMENTS 2011(1ST)
80 LIST OF COAST STATIONS AND SPECIAL SERVICE STATIONS 2011(1ST)
81 LIST OF SHIP STATIONS/50 EDITION/ LISTE V 2010
82 LIST OF CALL SIGNS AND NUMERICAL IDENDITIES OF STATIONS USED
BY THE MARITIME MOBILE AND MARITIME MOBILE SATELITE SERVICES
24e EDITION/LISTE VII/ 2008
83 LIST OF RADIO DETERMINATION AND SPECIAL SERVICE STATIONS
17 e EDITION / LISTE VI / 2008
84 LIST OF COAST STATIONS / 22 e EDITION / LISTE IV / 2010
85 LIST OF RADIO DETERMINATION AND SPECIAL SERVICE STATIONS
17 TH EDITION / 1,2,3,4(MAR ,SE9-2009,MAR - 2010,NOV - 2010)
86 LIST OF COAST STATIONS 21 ST EDITION SUPPLIMENT
1,2,3(OCT - 2008,APRIL, OCT-2009)
22 ND EDITION SUPPLIMET1,2(OCT, APR)
87 LIST OF SHIP STATIONS/50 EDITION SUPPLIMENT
1,2,3( JUNE, SEP, DEC - 2010)
88 LIST OF CALL SIGNS AND NUMERICAL IDENDITIES 24TH EDITION
SUPPLIMENT-1,2,3,4,5,6(JULY,OCT-2009)(JAN,APR,JULY,OCT - 2010)
89 KH CHARTS LIST OF COAST STATIONS ANS SPECIAL SERVICE STATIONS
COMPLIATION UPDATE COVERING PERIOD01/11/2011 - 31/10/2012

90 KH CHARTS LIST OF COAST STATIONS ANS SPECIAL SERVICE STATIONS
LIST (IV) 3 RD EDITION MAY 2013 - 01/11/2011 - 30/04/2013
91 MANUAL FOR USE BY THE MARITIME MOBILE MARITIME MOBILE SATELITE
SERVICES /CD 2011
92 MANUAL FOR USE BY THE MARITIME MOBILE MARITIME MOBILE SATELITE
SERVICES / ENGLISH EDITION / 2009
93 LIST OF NATIONAL OPERATIONAL CONTACT POINTS - ANNEXE 2 2012
94 IMO STANDARD MARINE COMMUNICATION PHRASES
95 PIRACY THE MENACE AT SEA / CD
96 EMERGENCY FIRST AID/ A QUICK REFERENCE GUIDE TO STEP BY STEP
PROCEDURE FOR EMERGENCY FIRST- AID
97 MEDICAL EMERGENCY FIRST - AID(META) REFERENCE MANUAL
98 QUANTIFICATION ADDENDUM/ INTERNATIONAL MEDICAL GUIDE FOR SHIPS
3 RD EDITION
99 THE SHIP CAPTAIN MEDICAL GUIDE 22 ND EDITION
100 MERCHANT SHIPPING NOTICES, MARINE GUIDANCE NOTES AND
MARINE INFORMATION NOTES CONSOLIDATED TO JULY -2011
VOL - I ,II,III, IV
101 GUIDE TO MARITIME SECURITY AND THE ISPS CODE 2012
102 STOWAWAYS BY SEA / ILLEGAL IMMIGRANTS / REFUGEES /
ASYLUM SEEKERS
103 KELVIN HUGHES CATALOGUE 2010
104 KELVIN HUGHES / SYMBOLS AND ABBREVIATIONS USE ON ENC 2010
105 KELVIN HUGHES / THE MARITIME PROGRESS BOOK
106 ADMIRALTY GUIDE TO THE PRACTICAL USE OF ENC NP 231 / 1 ST EDITION 2012
ADMIRALTY TIDE TABLES NP 201 / VOL 1 2015
107 ADMIRALTY TIDE TABLES NP 202 / VOL 2 2014
112 CANADIAN TIDE AND CURRENT TABLES / VOL -6 2014
113 TIDAL CURRENT TABLES / PACIFIC COAST OF NORTH AMERICA AND ASIA 2014
114 TIDAL CURRENT TABLES / ATLANTIC COAST OF NORTH AMERICA 2014
115 TIDE TABLES / HIGH AND LOW WATER PREDICTION / WEST COAST OF
NORTH AND SOUTH AMERICA INCLUDING HAWAIAN ISLANS 2014
116 TIDE TABLES / HIGH AND LOW WATER PREDICTION / EAST COAST OF
NORTH AND SOUTH AMERICA INCLUDING GREEN LAND 2014
117 ADMIRALTY TIDAL STREAM ATLAS NP 265 / EDITION 2 2005
118 ADMIRALTY TIDAL STREAM ATLAS NP 251 / EDITION 4 / NORTH SEA
119 ADMIRALTY TIDAL STREAM ATLAS NP 252 / EDITION 3 / 1975
120 ADMIRALTY TIDAL STREAM ATLAS NP 233 / EDITION 3 1995
121 ADMIRALTY TIDAL STREAM ATLAS NP 256 / EDITION 4
122 ADMIRALTY TIDAL STREAM ATLAS NP 250 / EDITION 4
123 BROWNS TIDAL STREAMS FOR BRITISH COAST , IRELAND AND NORTH SEA

124 CG 595 + PLUS/ FOREIGN VESSEL RULES/ BOOK 1 CFR 33 AS OF JULY 1
2013 /NAVIGATION AND NAVIGABLE WATERS 2013/14
125 CG 595 + PLUS/ FOREIGN VESSEL RULES/ BOOK 2 CFR 46 AS OF JULY 1
2013 / SHIPPING
ADMIRALTY SAILING DIRECTIONS
126 AFRICA PILOT VOLUME - 1 / 16TH EDITION NP 1 2012

127 AFRICA PILOT VOLUME - 2 / 17TH EDITION NP2 2013
128 AFRICA PILOT VOLUME - 3 / 16TH EDITION NP3 2013
129 SOUTH EAST ALASKA PILOT / 7TH EDITION NP4 2010
130 SOUTH AMERIC PILOT VOL - 1 / 17 TH EDITION NP 5 2011
131 SOUTH AMERICA PILOT VOL- 2 / 18 TH EDITION NP 6 2011
132 SOUTH AMERICA PILOT VOL - 3 / 11 TH EDITION NP 7 2011
133 SOUTH AMERICA PILOT VOLUME - 4 / 6 TH EDITION NP 7A 2013
134 PACIFIC COAST OF CENTRAL AMERICA / 13 TH EDITION NP 8 2013
135 ARTIC PILOT VOL - 1 / 8 TH EDITION NP10 2010
136 ARTIC PILOT VOL - 2 / 11TH EDITION NP 11 2013
137 ARTIC PILOT VOL - 3 / 9 TH EDITION NP 12 2012
138 AUSTRALIA PILOT VOL - 1 / 3 RD EDITION NP 13 2011
139 AUSTRALIA PILOT VOL - 2 / 12 TH EDITION NP 14 2013
140 AUSTRALIA PILOT VOL - 3 / 12 TH EDITION NP 15 2012
141 BALTIC PILOT VOL - 1 / 16 TH EDITION NP 18 2012
142 BALTIC PILOT VOL - 2 / 15TH EDITION NP 19 2011
143 BALTIC PILOT VOL - 3 / 12 EDITION NP20 2013
144 BAY OF BENGAL PILOT / 12 TH EDITION NP 21 2013
145 BAY OF BISCAY PILOT / 12 TH EDITION NP -22 2013
BERING SEA AND STARIT PILOT 8TH EDITION 2013
146 BLACK SEA AND SEA OF AZOV / 4 TH EDITION NP 24 2013
147 BRITISH COLUMBIA PILOT VOL 1 / 15TH EDITION NP25 2013
148 BRITISH COLUMBIA PILOT VOL 2 / 10 TH EDITION NP 26 2011
149 CHANNEL PILOT /9TH EDITION NP 27 2011
150 DOVER STRAIT PILOT / 10 TH EDITION NP 28 2013
151 CHINA SEA VOL 1 /9 TH EDITION NP 30 2013
152 CHINA SEA VOL 2 / 10 TH EDITION NP 31 2012
153 CHINA SEA PILOT VOL 3 / 9 TH EDITION NP 32 2013
154 PHILLIPINE ISLAND PILOT / 4 TH EDITION NP 33 2011
155 INDONESIA PILOT VOL 2 / 6 TH EDITION NP 34 2012
158 WEST COAST OF ENGLAND AND WALES / 18 TH EDITION NP 37 2011
159 WEST COAST OF INDIA / 17 TH EDITION NP 38 2013
160 SOUTH INDIAN OCEAN / 13 TH EDITION NP 39 2011

161 IRISH COAST PILOT / 19 TH EDITION NP40 2014
162 JAPAN VOL1 / 10 TH EDITION NP 41 2012
163 JAPAN PILOT VOL 2 / 4 TH EDITION NP 42A 2013
164 JAPAN PILOT VOL 3 / 10 TH EDITION NP 42B 2013
165 JAPAN PILOT VOL 4 / 3 RD EDITION NP 42C 2011
166 SOUTH AND EAST COAST OF KOREA, EAST COAST OF SIBERIA PILOT
9 TH EDITION NP 43 2011
167 MALACCA STRAIT / 11 TH EDITION NP 44 2013
168 MEDITERRANEAN PILOT VOL 1 / 14TH EDITION NP 45 2011
169 MEDITERRANEAN PILOT VOL 2 / 14 TH EDITION NP 46 2013
173 NEWFOUNDLAND PILOT / 13 TH EDITION NP 50 2011
174 NEWZEALAND PILOT / 18 TH EDITION NP 51 2010
175 NORTH COAST OF SCOTLAND PILOT / 8 TH EDITION NP52 2012
176 NORTH SEA - WEST PILOT / 9 TH EDITION NP 54 2013
177 NORTH SEA - EAST PILOT / 8 TH EDITION NP 55 2012
178 NORWAY PILOT VOL - 1 / 15 TH EDITION NP 56 2012
179 NORWAY PILOT VOL - 2A / 11 TH EDITION NP 57A 2013
180 NORWAY PILOT VOL - 2B / 9 TH EDITION NP 57B 2012
181 NORWAY PILOT VOL - 3A / 7 TH EDITIONNP 58 A 2010
182 NORWAY PILOT VOL - 3B / 7 TH EDITION NP 58 B 2013
NOVA SCOTIA AND BAY OF FUNDY PILOT - 15 TH EDITION NP 59 2013
183 PACIFIC ISLANDS PILOT VOL - 1 / 12 TH EDITION NP 60 2012
186 PERDIAN GULF PILOT / 16 TH EDITION NP 63 2013
187 RED SEA PILOT / 17 TH EDITION NP 64 2012
188 ST LAWRENCE PILOT / 17 TH EDITION NP 65 2012
189 WEST COAST SCOTLAND PILOT / 17 TH EDITION NP 66 2011
190 WEST COAST SPAIN AND PORTUGAL PILOT / 11 TH EDITION NP 67 2011
191 EAST COAST USA PILOT VOL - 1 / 14 TH EDITION NP 68 2013
192 EAST COAST USA PILOT VOL - 2 / 12 TH EDITION NP 69 2011
193 EAST COAST CENTRAL AMERICA / 6 TH EDITION NP 69A 2012
194 WEST INDIES PILOT VOL- 1 / 5 TH EDITION NP 70 2011
195 WEST INDIES PILOT VOL - 2 / 17 TH EDITION NP 71 2012
196 SOUTHERN BARENTS SEA / 2 ND EDITION NP 72 2010
197 U.S COAST PILOT 7 / PACIFIC COAST / 46 TH EDITION 2014
198 U.S COAST PILOT 8 / ALASKA / DIXON ENTRANCE TO CAPE SPENCER
35 TH EDITION 2013
199 U.S COAST PILOT 9 / CAPE SPENCER TO BEAUFORT SEA / 31 ST EDITION 2013
200 SAILING DIRECTIONS / CANADA / PAC 201 / 1 ST EDITION

201 IAMSAR MANUAL VOL - 1 ORGANISATION & MANAGEMENT 2013
202 IAMSAR MANUAL VOL - 2 MISSION CO- ORDINATION 2013
203 IAMSAR MANUAL VOL - 3 MOBILE FACILITIES 2013
204 AMENDMENTS TO IAMSAR MANUAL - 25/06/2012
205 AMENDMENTS TO IAMSAR MANUAL - 24/05/2010
206 PERFORMANCE STANDARDS FOR SHIP BORNE COMMUNICATON AND
NAVIGATIONAL EQUIPMENT 2011
207 STCW, INCLUDING 2010 MANILLA AMENDMENTS 2011
208 TRAINING AND ASSESMENT ONBOARD
209 A MASTERS GUIDE TO BERTHING
210 ILO MARITIME LABOUR CONVENTION / A GUIDE FOR SHIPPING INDUSTRY 2006
211 AN OFFICERS GUIDE TO THE MERCHANT SHIPPING LEGISLATION OF THE
BAHAMAS / 2 ND EDITION
212 BRIDGE PROCEDURE GUIDE / 4 TH EDITION 2007
213 RECOMMENDATIONS FOR SHIPS FIITING FOR USE WITH TUGS / 1ST EDITION
214 LY2 / THE LARGE COMMERCIAL YACHT CODE / 2 ND EDITION
215 THE MARINERS ROLE IN COLLECTING EVIDENCE/ 3 RD EDITION 2006
216 RADAR AND AIS FOR WATCH KEEPING OFFICERS
217 SHIPS ROUTEING 2013
218 GMDSS MANUAL 2013
219 BRIDGE TEAM MANAGEMENT / 2 ND EDITION
220 PERIL AT SEA AND SALVAGE / A GUIDE FOR MASTERS / 5 TH EDITION 1998
221 SHIP TO SHIP TRANSFER GUIDE/ PETROLEUM / 4 TH EDITION
222 DRUG TRAFFICKING AND DRUG ABUSE / 2 ND EDITION
223 GUIDE TO HELICOPTER - SHIP OPERATIONS / 4 TH EDITION 2008
224 COMPENDIUM OF MARITIME LABOUR INSTRUMENTS
225 BEST MANAGEMENT PRACTICES - BMP 4
226 THE STCW CONVENTION/ 2 ND EDITION
227 A GUIDE FOR CORRECT ENTRIES IN OIL RECORD BOOK / 2 ND EDITION 2009
228 NATIONAL WEATHER SERVICE/ OBSERVING HANDBOOK NO :1
ALRS
229 (a) VOL 1 (1) MARITIME RADIO STATIONS/ EUROPE,AFRICA, ASIA /281(1) 2013/14
b VOL 1 (2) MARITIME RADIO STATIONS/THE AMERICAS, FAR EAST AND
OCEANIA / 281(2) 2013/14
c VOL 2 - RADIO AIDS TO NAVIGATION, DIFFERENTIAL GPS (DGPS) / 282 2013/14
d VOL 3(1) MARITIME SAFETY INFORMATION SERVICE-EUROPE,AFRICA
ASIA / 283(1) 2013/14
e VOL 3(2) MARITIME SAFETY INFORMATION SERVICE- THE AMERICAS,
FAR EAST,OCEANIA / 283(2) 2013/14
f VOL 4 METEREOLOGICAL OBSERVATION STATIONS/ 284 2013/14
g VOL 5 GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM(GMDSS) 285 2013/14

Other Publications
230 OCEAN PASSAGE OF THE WORLD/ 5 TH EDITION NP 136

231 MARINERS HANDBOOK NP 100 / 9 THE EDITION 2009
232 ADMIRALTY DISTANCE TABLES / PACIFIC OCEAN / 1 ST EDITION 1984
233 ADMIRALTY DISTANCE TABLES / ATLANTIC OCEAN / VOL - 1/
NP 350 (1) / 2 ND EDITION 2011
234 ADMIRALTY DISTANCE TABLES / INDIAN OCEAN / VOL 2
NP 350 (2) / 3RD EDITION 2008
235 IALA MARITIME BOUYAGE SYSTEM NP 735 / 7 TH EDITION 2012
236 HOW TO KEEP YOUR ADMIRALTY CHARTS UPTODATE / NP 294
4 TH EDITION / 2007
237 SYMBOLS AND ABBREVIATIONS USED ON ADMIRALTY PAPER CHARTS
CHART 5011(INT 1) / 5 TH EDITION
238 CHART CATALOGUE NP 131 / 2014 EDITION 2014
239 INTERNATIONAL MARITIME SOLID BULK CARGOES CODE 2013

CH APTER - 44
Statutory Certificates To Be Carried On Board
Introduction
Statutory Certification has lifetime perspective for each vessel, from initial certification in
connection with delivery, through annual, intermediate and renewal surveys during the
operational life of the vessel.
List of Certificates
1. International Tonnage Certificate (1969)
An International Tonnage Certificate (1969) shall be issued to every ship, the gross and
net tonnage of which have been determined in accordance with the Convention.
Reference: Tonnage Convention, article 7
2. International Load Line Certificate
An International Load Line Certificate shall be issued under the provisions of the
International Convention on Load Lines, 1966, to every ship which has been surveyed
and marked in accordance with the Convention or the Convention as modified by the
1988 LL Protocol, as appropriate.
Reference: LL Convention, article 16; 1988 LL Protocol, article 18
3. International Load Line Exemption Certificate
An International Load Line Exemption Certificate shall be issued to any ship to which an
exemption has been granted under and in accordance with article 6 of the Load Line
Convention or the Convention as modified by the 1988 LL Protocol, as appropriate.
4. Cargo Ship Safety Construction Certificate
A certificate called a Cargo Ship Safety Construction Certificate shall be issued after
survey to a cargo ship of 500 gross tonnage and over which satisfies the requirements
for cargo ships on survey, set out in regulation I/10 of SOLAS 1974, and complies with
the applicable requirements of chapters II-1 and II-2, other than those relating to fire
extinguishing appliances and fire control plans.
Reference: SOLAS 1974, regulation I/12, as amended by the GMDSS amendments;

1988 SOLAS Protocol, regulation I/12
194 Statutory Certificates To Be Carried On Board

5. Cargo Ship Safety Equipment Certificate
A certificate called a Cargo Ship Safety Equipment Certificate shall be issued after
survey to a cargo ship of 500 gross tonnage and over which complies with the relevant
requirements of chapters II-1 and II-2 and III and any other relevant requirements of
SOLAS 1974. A Record of Equipment for the Cargo Ship Safety Equipment Certificate
(Form E) shall be permanently attached.

1988 SOLAS Protocol, regulation I/12 (2000 amendments), appendix
6. Cargo Ship Safety Radio Certificate
A certificate called a Cargo Ship Safety Radio Certificate shall be issued after survey to a
cargo ship of 300 gross tonnage and over, fitted with a radio installation, including
those used in life-saving appliances, which complies with the requirements of chapters
III and IV and any other relevant requirements of SOLAS 1974. A Record of Equipment
for the Cargo Ship Safety Radio Certificate (Form R) shall be permanently attached.

7. International Oil Pollution Prevention Certificate
An International Oil Pollution Prevention Certificate shall be issued, after survey in

accordance with regulation 4 of Annex I of MARPOL 73/78, to any oil tanker of 150
gross tonnage and above and any other ship of 400 gross tonnage and above which is
engaged in voyages to ports or offshore terminals under the jurisdiction of other
Parties to MARPOL 73/78. The certificate is supplemented with a Record of
Construction and Equipment for Ships other than Oil Tankers (Form A) or a Record of
Construction and Equipment for Oil Tankers (Form B), as appropriate.
Reference: MARPOL 73/78, Annex I, regulation 5
8. International Sewage Pollution Prevention Certificate
An International Sewage Pollution Prevention Certificate shall be issued, after an initial

or renewal survey in accordance with the provisions of regulation 4 of Annex IV of
MARPOL 73/78, to any ship which is required to comply with the provisions of that
Annex and is engaged in voyages to ports or offshore terminals under the jurisdiction
of other Parties to the Convention.
Reference: MARPOL 73/78, Annex IV, regulation 5; MEPC/Circ.408
9. Document of Compliance
A document of compliance shall be issued to every company which complies with the
requirements of the ISM Code. A copy of the document shall be kept on board.
Reference: SOLAS 1974, regulation IX/4; ISM Code, paragraph 13
Statutory Certificates To Be Carried On Board 195

10. Safety Management Certificate
A Safety Management Certificate shall be issued to every ship by the Administration or

an organization recognized by the Administration. The Administration or an
organization recognized by it shall, before issuing the Safety Management Certificate,
verify that the company and its shipboard management operate in accordance with the
approved safety management system.
11. International Ship Security Certificate (ISSC) or Interim International Ship Security
Certificate
An International Ship Security Certificate (ISSC) shall be issued to every ship by the
Administration or an organization recognized by it to verify that the ship complies with
the maritime security provisions of SOLAS chapter XI-2 and part A of the ISPS Code. An
interim ISSC may be issued under the ISPS Code part A, section 19.4.
Reference: SOLAS 1974 (2002 amendments), regulation XI-2/9.1.1; ISPS Code part
A, section 19 and appendices.
12. Cargo Ship Safety Certificate
A certificate called a Cargo Ship Safety Certificate may be issued after survey to a cargo
ship which complies with the relevant requirements of chapters II-1, II-2, III, IV and V
and other relevant requirements of SOLAS 1974 as modified by the 1988 SOLAS
Protocol, as an alternative to the above cargo ship safety certificates. A Record of
Equipment for the Cargo Ship Safety Certificate (Form C) shall be permanently attached.
Reference: 1988 SOLAS Protocol, regulation I/ 12 (2000 amendments), appendix
13. Document of authorization for the carriage of grain
A document of authorization shall be issued for every ship loaded in accordance with
the regulations of the International Code for the Safe Carriage of Grain in Bulk either by
the Administration or an organization recognized by it or by a Contracting Government
on behalf of the Administration. The document shall accompany or be incorporated
into the grain loading manual provided to enable the master to meet the stability
requirements of the Code.
Reference: SOLAS 1974, regulation VI/9; International Code for the Safe Carriage
of Grain in Bulk, section 3
14. Passenger Ship Safety Certificate
A certificate called a Passenger Ship Safety Certificate shall be issued after inspection
and survey to a passenger ship which complies with the requirements of chapters II-1, II
-2, III and IV and any other relevant requirements of SOLAS 1974. A Record of
Equipment for the Passenger Ship Safety Certificate (Form P) shall be permanently
attached.

1988 SOLAS Protocol, regulation I/12, (2000 amendments), appendix
15. International Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk (NLS Certificate)
An International Pollution Prevention Certificate for the Carriage of Noxious Liquid

Substances in Bulk (NLS Certificate) shall be issued, after survey in accordance with the
provisions of regulation 10 of Annex II of MARPOL 73/78, to any ship carrying noxious
liquid substances in bulk and which is engaged in voyages to ports or terminals under
the jurisdiction of other Parties to MARPOL 73/78. In respect of chemical tankers, the
Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk and the
International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk,
issued under the provisions of the Bulk Chemical Code and International Bulk Chemical
Code, respectively, shall have the same force and receive the same recognition as the
NLS Certificate.
Reference: MARPOL 73/78, Annex II, regulations 11 and 12A
16. International Certificate of Fitness for the Carriage of Dangerous Chemicals in

Bulk
A certificate called an International Certificate of Fitness for the Carriage of Dangerous

Chemicals in Bulk, the model form of which is set out in the appendix to the
International Bulk Chemical Code, should be issued after an initial or periodical survey
to a chemical tanker engaged in international voyages which complies with the relevant
requirements of the Code.
Reference: IBC Code, section 1.5; IBC Code as modified by resolutions MSC.16(58)
and MEPC.40(29), section 1.5
17. International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
A certificate called an International Certificate of Fitness for the Carriage of Liquefied

Gases in Bulk, the model form of which is set out in the appendix to the International
Gas Carrier Code, should be issued after an initial or periodical survey to a gas carrier
which complies with the relevant requirements of the Code.
Reference: IGC Code, section 1.5; IGC Code as modified by resolution MSC.17(58),
section 1.5
18. Special Purpose Ship Safety Certificate
In addition to SOLAS certificates as specified in paragraph 7 of the Preamble of the

Code of Safety for Special Purpose Ships, a Special Purpose Ship Safety Certificate
should be issued after survey in accordance with the provisions of paragraph 1.6 of the
Code for Special Purpose Ships. The duration and validity of the certificate should be
governed by the respective provisions for cargo ships in SOLAS 1974. If a certificate is
issued for a special purpose ship of less than 500 gross tonnage, this certificate should
indicate to what extent relaxations in accordance with 1.2 were accepted.
Statutory Certificates To Be Carried On Board 197

Reference: Resolution A.534(13) as amended by MSC/Circ.739; SOLAS 1974,
regulation I/12; 1988 SOLAS Protocol, regulation I/12
19. High-Speed Craft Safety Certificate
A certificate called a High-Speed Craft Safety Certificate shall be issued after

completion of an initial or renewal survey to a craft which complies with the
requirements of the 1994 HSC Code or the 2000 HSC Code, as appropriate.
Reference: SOLAS 1974, regulation X/3; 1994 HSC Code, section 1.8; 2000 HSC
Code, section 1.8
20. Document of compliance with the special requirements for ships carrying
dangerous goods
The Administration shall provide the ship with an appropriate document as evidence of
compliance of construction and equipment with the requirements of regulation II-2/19
of SOLAS 1974. Certification for dangerous goods, except solid dangerous goods in
bulk, is not required for those cargoes specified as class 6.2 and 7 and dangerous
goods in limited quantities.
Reference: SOLAS 1974, (2000 amendments), regulation II-2/19.4
21. Minimum safe manning document
Every ship to which chapter I of the Convention applies shall be provided with an
appropriate safe manning document or equivalent issued by the Administration as
evidence of the minimum safe manning.
Reference: SOLAS 1974, regulation V/14.2
22. International Anti-fouling System Certificate
Ships of 400 GT and above engaged in international voyages, excluding fixed or

floating platforms, FSUs, and FPSOs, shall be issued after inspection and survey an
international Anti-fouling System Certificate together with a Record of Anti-fouling
Systems.
23. International Air Pollution Prevention Certificate
Ships constructed before the date of entry into force of the Protocol of 1997 shall be
issued with an International Air Pollution Prevention Certificate. Any ship of 400 gross
tonnage and above engaged in voyages to ports or offshore terminals under the
jurisdiction of other Parties and platforms and drilling rigs engaged in voyages to
waters under the sovereignty or jurisdiction of other Parties to the Protocol of 1997
shall be issued with an International Air Pollution Prevention Certificate.
Reference: MARPOL Annex VI, regulation 6

SEC TION - 4
(SHIP OPERATIONS)
CH APTER - 45
Daily Soundings and Importance Of Taking It
Definition
Sounding is a term used for taking measurement of the amount of fluids in the tanks of a
ship.
Sounding Table
Sounding table is a chart describing the construction, capacity and most importantly the
volumetric content of the tank at given depth of sounding or ullage. All vessels have their
own sounding table documents for each tank containing fluid in bulk.
Importance of taking soundings (Bilges, Ballast Water, Fresh Water)
On a ship, it is very important to keep the updated record of the quantity of liquid (in all
forms) present in the tanks for the following reasons:
1. Port state authority randomly check the micro-biological content of ballast water
present on-board.
2. Sounding of Ballast Tanks helps us to know the quantity of ballast water which
has to be recorded for ready reference of chief officer for stability, berthing and
canal crossing etc.
3. Sounding Cargo Hold bilges helps us to keep track of any water ingress in Cargo
Hold.
4. Sounding Cargo Hold bilges helps us to get an idea of ships sweat or cargo
sweat inside the Cargo Hold.
5. Sounding Fresh Water Tanks helps to calculate the consumption and generation
of Fresh Water taking place on board.
International Convention for the Control and Management of Ships Ballast Water
and Sediments
Under the Convention, all ships in international traffic are required to manage their ballast
water and sediments to a certain standard, according to a ship-specific ballast water
management plan. All ships will also have to carry a ballast water record book and an
international ballast water management certificate. The ballast water management standards
will be phased in over a period of time. As an intermediate solution, ships should exchange
ballast water mid-ocean. However, eventually most ships will need to install an on-board
ballast water treatment system.
Daily Soundings and Importance Of Taking It 199

Aim of this convention is to prevent the spread of harmful aquatic organisms from one
region to another, by establishing standards and procedures for the management and
control of ships' ballast water and sediments.
Taking soundings of Ballast Tank and Bilge Well
1. Make sure the bob is tightly held with the tape using a strap hook. Ensure that the tape
is not damaged anywhere in between to avoid dropping of bob or tape inside the pipe.
2. Know the last reading of the tank in order to have a rough idea whether to take
sounding or ullage.
3. Apply water finding paste to get exact readings.
4. Drop the tape inside the pipe and make sure it strikes the striker plate.
5. Coil up the tape and check for impression of paste and then note the sounding.
6. Check the trim and list of the ship to read the correct reading for volumetric content of
the ship.
7. Note down the sounding in the deck log book.
Sounding Tape and Water Detection Paste Sounding Pipe WBT 6P
Taking soundings of Fresh Water Tanks
1. Open the air cork.
2. If ship is still then see the level of water in the tank through the glass tube in
conjunction to the tank sounding scale.
3. If Ship is rolling then see the highest level of water and lowest level of water in a single
roll within the tank through the glass tube in conjunction to the tank sounding scale.
Take the mean of the highest and the lowest value so obtained.
4. Advisable to repeat step 3 for at least 3 times to increase the accuracy
5. Close the air cork.
200 Daily Soundings and Importance Of Taking It

FW tank glass tube and sounding scale Fresh Water Generator
Reasons of not using sounding tape for taking Fresh Water Sounding
1. To prevent contamination by using same sounding tape we use in ballast tank.
2. To prevent any individual to willfully contaminate the fresh water either by

poison.
3. To prevent any harmful foreign particles to enter the tank through an opening.
4. To prevent foreign particles from entering the tank so as they dont choke the
fresh water supply line from the tank which is of small diameter.
Daily Soundings and Importance Of Taking It 201

Keeping Sounding Log (Example)
202 Daily Soundings and Importance Of Taking It

CH APTER - 46
Procedure For Taking F.W And Maintenance of F.W System
Introduction
Fresh water is of dire need on a ship. In the past, people used to carry tons and tons of fresh
water in barrels or in specially made tanks. This was because there were no other sources of
fresh water once the ship was in sea, except rain, which was quite unpredictable.
Today in spite of means on board to generate fresh water, ships carry tons and tons of fresh
water in segregated fresh water tanks. But there are many other processes in which fresh
water is used and as generally the fresh water tanks provided are not sufficient, the need
arises to generate fresh water on board. Fresh water is always insufficient on ships also
because it is very difficult to keep a check on the water usage by the crew members and also
the usage cannot be avoidable as water is continuously required on board ship.
Fresh water is generated on ship by a fresh water generator, also known as evaporator. The
process by which fresh water is generated is known as distillation process. Sea water is
converted into fresh water by evaporating and condensing the sea water. Evaporation of the
sea water is either done by boiling or by flash process. This process enables the reduction of
32,000 parts per million in sea water to 1 to 2 parts in fresh water.
Uses of Fresh Water
1. Drinking
2. For preparing food
3. In laundry services
4. Hold Cleaning
5. Deck Washing
6. Cooling Main Engine etc.
Procedures for Taking on Fresh Water
Whenever a vessel approaches any port or land, the Fresh Water Generator must be stopped
as at such places the sea water is heavily infected with bacteria, which may be transferred to
the fresh water stored on board. So while doing coasting for many days it may be obvious
that we run out with our Fresh Water stored in our tanks and thus there may be a need to
take Fresh Water from shore. Following steps are followed while taking on the Fresh Water
from shore.
1. Open the cap lock of Fresh Water Intake valve.
2. Open the valve. Keep one person stand by near the fresh water intake valve.
Procedure For Taking F.W And 203

Maintenance of F.W System
3. Lay down the Fresh Water hoses.
4. Connect one end of Fresh Water with a nozzle and other end to the shore supply.
5. Inform the shore personals about the quantity of the fresh water for intake.
6. Take the reading in the flow meter.
7. Take the initial sounding of the Fresh Water Tank.
FW tank glass tube and sounding scale
204 Procedure For Taking F.W And

8. Make sure that Fresh Water Nozzle connected to the hose in not inside the Fresh Water
intake valve.
9. Start the Fresh Water from shore.
10. Initially let the Fresh Water flowing through the hoses go overboard which will help to
clean the hoses from inside.
11. After letting the sufficient Fresh Water to go overboard, taste the Fresh Water.
12. If the taste of Fresh Water seems to be fine then put the Fresh Water nozzle inside the
Fresh Water intake valve else stop the operation and inform responsible persons.
13. Continue to monitor the flow meter and the sounding inside the Fresh Water tank.
14. Make sure one person is always standby near the Fresh Water intake valve so as to
prevent any person to adulterate the Fresh Water tank.
15. After the desired sounding has been reached, stop the flow of Fresh Water from shore.
16. Close the Fresh Water intake valve.
17. Lock the cap of Fresh Water intake valve.
Fresh Water intake valve

(Cap Locked)
18. Coil the hoses and put them in secured position
19. Take a formal receipt signed by the shore personal stating the date, place and quantity
of Fresh Water Taken.
20. Make an entry in the Fresh Water intake log.

Fresh Water Generator Arrangement
The main body of a fresh water generator on the ship consists of a large cylindrical body with
two compartments. One of the compartments is the condenser and the other is the
evaporator. The fresh water generator also consists of an educator which helps in generating
the required vacuum. The fresh water pump and ejector pump helps in transfer of water to
and from the fresh water generator.
Maintenance of the Fresh Water Generator
Several routines are followed while carrying out the maintenance and cleaning of fresh water
generation system on board ships. Some of the important points that should be considered
during maintenance of drinking water systems on ships are:
1. Check Salinity Alarm
The salinity alarm or salinity indicator needs regular checks as it allows only pure fresh
water to flow into the fresh water tank. The electrodes of salinity alarm must be cleaned
on monthly basis to remove dust or scale deposits. Alarm settings must be verified
before putting the Fresh Water Generation system into operation after cleaning.
2. Stopping Fresh Water Generator At Right Time
Whenever a vessel approaches any port, land or estuary, the Fresh Water Generator
must be stopped as at such places the sea water is heavily infected with bacteria, which
may be transferred to the fresh water stored on board. As per recommended in Safety
Management System Manual or Flag State Requirements, the Fresh Water Tanks are
generally cleaned once in six months or on yearly basis.
3. Open Separator Shell When Required
The separator shell and heat exchanger covers can be opened up and inspected during
scheduled inspections for scale formation or if cooling tubes are fouled with any sludge
formation.
4. Cleaning of Heating Tubes Should Be Done On Regular Intervals of Time
Cleaning or descaling of the inside of heating tubes should be made twice or three
times in a year physically or dissolved by chemical methods. Scaling can be prolonged
by not operating the plant at contaminated water areas such as in harbors or ports.
5. Use Scale Inhibitors
Scale inhibitors are used to prevent scale formation by dispersing scale deposits and
delaying reaction. This also prevents scale deposits from adhering to heat transfer
surfaces, also called as the Threshold effect . Scale formation inside heat exchanger
requires cleaning if specific temperatures cannot be obtained for inlet and outlet of
fresh water.

6. Remove Damaged Coating
In case coating inside fresh water generator is damaged, the damaged covering is to be
scraped off and the surface should be then thoroughly dried. After putting the
undercoat on the steel surface, epoxy-resin or food coating (as prescribed by FWG
manufacturer) is to be applied.
7. Inspect Impeller Periodically
The impeller of ejector pump wears out in due course of time and its surface also gets
damaged due to high speed revolution. This is inevitable due to continuous operation
of the pump. The condition of the impeller should thus be inspected periodically,
keeping in mind the running hours.
8. Check Cooling Pipe
The cooling pipe should be checked for loosening in expansion area during inspection.
Fresh Water Generator
Cleaning of Fresh Water Tank
The fresh water tank must be inspected and cleaned at regular intervals of time (normally 6
months). Ensure that the person entering the tank for cleaning does not have any skin
disease and he/she must wear new clean pair of shoes before making an entry in the tank.
Every alternate tank cleaning (yearly) must include disinfection with a solution of 50pm
chlorine. Some points to consider while cleaning Fresh Water Tanks are:
1. Use High Pressure Spray While Cleaning Tanks
While cleaning the fresh water tanks it is advisable to use high pressure spray of fresh
water. The spray machine is electrically operated on some ships. Care should be taken
for proper insulation of them during use and any risks of electrical shock should be
eliminated.

2. Be Careful While Using Chemicals and Scrubbing
Chemicals, if any, are to be used should be bio degradable. Mostly fresh water tanks do
not get rusted and have a special coating inside. It should be kept in mind not to scrub
the tank surface too hard so that it results in removal of coating from the tank walls.
3. Take Proper Steps While Applying Paint
Paint if applied on the tank surface must be of approved type, immiscible in water and
suitable to the surface. Allow the paint to be completely dry before filling the tank
again with water in order to prevent amalgamation of any smell of paint with the
drinking water.
4. Follow Proper Enclosed Space Entry Procedures
If ships staff is involved in cleaning fresh water tanks, enclosed space entry checklist
and procedures must be complied with. Care should be taken for adequate illumination
and means of ventilation inside the tank. All filling or equalising lines to the tank should
be isolated or disconnected if required.
5. Wear Proper PPEs
Protective clothing and safety shoes or boots used by the ships crew must be clean
and free of any grease, dirt, paint or chemicals.
Fresh Water Tank opened for

cleaning
Cleaning of Water Fountains
Apart for regularly cleaning the Fresh Water Generator various drinking water fountains
inside accommodation also require scheduled cleaning and replacement of filters.

CH APTER - 47
Assisting in Bunkering
Introduction
Bunkering is the supply of fuel for use by ships.
Bunkering is one process on ship which has been the reason for several accidents in the past.
Bunkering on ship can be of fuel oil, sludge, diesel oil, cargo etc. Bunkering of fuel or diesel
oil requires utmost care and alertness to prevent any kind of fire accident or oil spill.
Ordering the Bunkers
Upon knowing the fuel oil consumption for a day and the next voyage plan, the quantity of
fuel oil required is calculated and compared with the available bunker tank capacity. A
requisition is placed through the C/E and Master of the vessel to the Owners. The requisition
is processed and evaluated for the quality and quantity of fuel to be supplied for the
particular ship. Planning is done for the delivery of bunker at a particular port where the oil is
available at a comparative lesser cost. On taking all these aspects into consideration, the
Owners, deliver bunker to the vessel. Upon receiving the bunker, a sample collected during
bunkering operation is sent for lab analysis to confirm the delivered oil meets the required
standard for the safe and efficient operation of the auxiliary engines & main propulsion
engine.
Procedures Followed Before Bunkering
1. The chief engineer will calculate and check which bunker/fuel oil tanks are to be filled
after he receives confirmation from the shore office about the amount of fuel to be
received.
2. It might be required to empty some tanks and transfer the oil from one tank to other.
This is required so as to prevent mixing of two oils and prevent incompatibility between
the previous oil and the new oil. The transfer of oil if carried has to be recorded in Oil
Record Book Part1.
3. A meeting will be held between the crew members that will take part in the bunkering
process and they will be explained about the following:-
a. Which tanks are to be filled?
b. Sequence order of tanks to be filled.
c. How much bunker is to be taken.
d. Emergency procedure in case oil spill occurs.
e. Responsibilities of each officer and crew members are explained.
Assisting in Bunkering 209

4. Sounding is taken before bunkering and record is made.
5. A checklist is to be filled so that nothing is missed on.
6. All deck scuppers and save all trays are plugged.
Scupper Plugged In
7. Save all trays are checked to be empty.
Empty Save All Trays
8. Adequate lighting at bunker and sounding position is to be provided.
9. No smoking notice should be positioned.
10. On board communication between the people involved in bunkering is made.
11. Red flag/light is presented on masthead.
Bravo Flag Hoisted
12. Opposite side bunker manifold valves are closed and blanked properly.
13. Vessel draught and trim is recorded before bunkering.
210 Assisting in Bunkering

14. All equipments in SOPEP (shipboard oil pollution emergency plan) locker are checked
to be in place for using in case of emergency.
SOPEP Equipments Standby
15. When barge is secured to the ship side, the persons involved on barge are also
explained about the bunker plan.
Bunker Barge Alongside Other Vessel
16. Barge paperwork is checked for the oils grade and the density as per the specification.
17. The pumping rate of bunker is agreed with the barge.
18. The hose is then connected to the manifold.
19. All the valves required are open and checked.
20. Proper communication between the barge and the ship is to be established.
21. Emergency stop procedures are explained to everyone involved in bunkering.
22. Sign and signals are to be followed as discussed in case of communication during
emergency.
23. After this, the manifold valve is open for bunkering.

During Bunkering
1. During start of the bunker the pumping rate is kept low, this is done so as to check that
the oil is coming to the tank to which the valve is opened.
2. After confirming the oil is coming to the proper tank the pumping rate is increased as
agreed before.
3. Generally only one tank filling is preferred because gauging of more than one tank at a
time increases the chances of overflow.
4. The max allowable to which tank is filled is 90 % and when the tank level reaches about
to maximum level the barge is told to pump at low pumping rate so as to top up the
tank, and then the valve of other tank is opened.
5. During bunkering, sounding is taken regularly and the frequency of sounding is more
when the tank is near to full.
Sounding Tape
6. The temperature of bunker is also to be checked; generally the barge or supplier will
provide the bunker temperature. Temperature above this may lead to shortfall in
bunker.
7. A continuous sample is taken during bunkering with the help of sampling cock at the
manifold.
Sealed Bunker Sample
212 Assisting in Bunkering

After Bunkering
1. Draught and trim of the ship is checked.
2. Take sounding of all the tanks bunkered.
3. The volume bunkered should be corrected for trim, heel and temperature correction.
4. In general for each degree of increase in temperature the density should be reduced by
0.64 kg/m3.
5. Four samples are taken during bunkering. One is kept on board, one for barge, one for
analysis, one for port state or IMO.
Previous Bunker Samples Locked In
6. The chief engineer will sign the bunker receipt and the amount of bunker received.
7. If there is any shortfall of bunker received the chief engineer can issue a note of protest
against the barge/supplier.
8. After everything is settled the hose connection is removed.
9. The sample is sent for laboratory analysis.
10. The new bunker should not be used until the report from the lab has been received
satisfactorily.

CH APTER - 48
Handing Over a Cargo Watch
Introduction
Most of the vessels usually follow a tight schedule of ports of call. They presumably follow
one fixed route with certain numbers of ports, which are likely to be changed as per the
interest of the company.
During the port stay of the vessel, the deck officers are in-charge of monitoring the loading
and discharging of cargo and numerous other indispensable happenings on board.
One need to hand over or take over a watch with the right information and plan of action, to
carry out all operations during cargo watches with the maximum efficiency.
Steps for handing/ taking over a cargo watch
1. Go on the deck about 15 minutes early
It is usually a good practice to go on the deck 15 minutes prior to our watch so as we

can take over the watch efficiently and the outgoing officer have the sufficient time to
handover the watch.
2. Gangway properly manned and rigged.
Make sure that the gangway is manned by the responsible person and in no
circumstances the gangway is left unmanned. If due to some exception circumstances
the gangway watchman has to go somewhere, send the duty A/B to relieve him.
Properly Rigged Gangway with Safety Net
3. Visitors Log (Persons going in and Out of the ship) is maintained.
Visitors log has to be properly maintained. The entries are to be made by the gangway
watchman. The entries should include the name of the person, purpose of his visit, time
in, time out and his signatures.
214 Handing Over a Cargo Watch

Visitors Log
4. Unauthorized access is restricted
All the entries to the spaces not actually being used such as bridge, accommodation,
store room, tunnes etc. should be locked as per the security level and the keys should
only be with the responsible persons.
Bosun Store Locked As Re-

quired By Security Level-1
5. Conditions of moorings
The moorings should not be too tight or too loose. If the moorings are too tight then
the tension will develop on the moorings especially during high tide and hence the
mooring ropes can snap which may cause some damage either to life or property.
Because of too loose moorings gap will be developed between the ship and the jetty.
6. Fire wire if required by the port authorities, have been properly rigged
Fire wire is used to tow away the vessel away from the ports in case of some emergency
such as fire. Fire wire has to be rigged by all the tankers and in some cases by general
cargo ship if required by the port.
Handing Over a Cargo Watch 215

7. Proper flags have been hosted
Flags such as Companys flag, Countrys flag in which we are, En-sign and special flag if
any such as Alpha flag, Bravo Flag etc. to be hoisted from sunrise to sunset.
En-Sign Flag At Stern (Bahamas) Chinese Flag (Stbd) and

Companys Flag (Port)
8. Instructions regarding any stores that are to be received.
9. Instructions regarding receipt of Fresh Water.
10. Any ballasting, deballasting to be carried out.
Ballasting and deballasting is carried out so as to minimize the stresses on the ship. The
stress may include hogging, sagging, torsion, racking, shear force etc. All these stresses
should always be within the required range. Poor planning for the ballasting or
deballasting may result in breaking of the ship.
11. Any bunkers expected.
If bunkers are expected then the duty officer can make sure of the following things:-
a. All the deck scuppers and save all trays are plugged.
b. Strict No Smoking policy on deck during bunkers are adhered to.
c. Helping in making fast the bunker barge.
12. Deployment of stevedores in cargo hold.
It should be known to the duty officer carrying out cargo watch that stevedores are
present in which cargo hold and what job they are performing.
13. Number of stevedores on ship.
Taking a count of number of stevedores coming on the ship and leaving the ship is of
great importance. It helps us to prevent stowaways on the ship.

Stevedores Working
Inside Cargo Hold
14. Details of any repairs being carried out by shore personnel.
Special details such as under hull inspection, under water work or any work being
carried out on deck should be known to the duty officer. Knowing these details are of
great importance and help us to deal with emergencies taking into account of the
nature of the work and the location of the work.
15. Any night orders by the Chief Officer.
16. Instructions for any sick person going ashore to seek a doctor.
17. Any unusual incident that may have occurred during his watch.
Unusual incident may include snapping of crane wire, cargo gear failure.
18. Whether the master and the chief officer are on board or ashore. If ashore, their
whereabouts, phone number, etc. for use in case of emergency.
19. Ask the outgoing officer Forward, Midship (If loading bulk) and Aft draft of the
ship.
20. Thoroughly understand the stowage plan, stowage location and quantity.
The stowage plan should be well understood as the stowage plan has been prepared
by taking into consideration of so many things such as stability of the ship, compact
stow of the cargo, any stowing limitations imposed to the cargo etc.
21. Details about stoppages if any and for how long
22. Reason for cargo stoppages.

23. Instructions of Chief Officer regarding dunnage to be used.
Instructions given by the chief officer regarding dunnage to be used for the cargo
should be passed on to officer taking over the watch. As improper use of dunnage may
lead to shifting of the cargo at sea which in some exception circumstances may even
lead the ship to capsize.
Using Airbag as Dunnage

between Void Spaces
24. Expected time of completion of the cargo operation.
25. Any company personnel, Port State Control, agent or visitor expected.
26. Any heavy lift to be loaded or discharged using shores cargo crane.
Due regard should be paid to the Safe Working Load of the ships cargo handling gear
if a heavy lift has to be loaded on the ship or discharged from the ship. The weight of
the heavy lift should never be more than the safe working load of the ship.
27. Where about of the foreman.
Foreman is an important person, he is the one to whom we can resolve our queries like
quantity of cargo loaded, any cargo break to be taken, to address our concern
regarding safe operations especially where language is a barrier.
28. Expected weather if known.
It is very important to know the expected meteorological conditions to be encountered

during our watch such as predicted rain. It helps us to be prepared to stop the cargo
operations when deemed necessary and close our hatches to prevent our cargo from
getting wet.
29. Expected tides if known.
By knowing the tides we can accordingly adjust our mooring ropes, gangway which
may get damaged during change in tide levels. Change in tide level affects the mooring
a lot. Due to high tide tensions may develop in the mooring rope which on further

increasing may snap the mooring rope causing damage to life or property. A gap
between the ship and jetty may be developed due to loose mooring ropes.
30. Current Security level.
Knowing the current security level of the ship is of utmost importance as the duty
officer can make sure that the entries to various parts of the ship are locked as per the
plan. He will also make sure that persons and stores are checked according to the ship
security plan.
Ship At Security Level-1

CH APTER - 49
Procedure for Loading of Cargo (Wood Pulp)
Introduction
1. A unit of woodpulp is generally 2 metric tons and consists of 8 * 250 Kg bales.
2. Woodpulp can be wrapped (enclosed by a woodpulp wrapper) or unwrapped.
3. Each bale is held together by thin baling wires.
4. 8 bales are unitised by lifting wires, wound around the unit at least 7 times.
5. Different shipers have different size pulp units, some shippers have several sizes.
a. 2 mt unit from Brazil could measure - height 1.85m, length 1.36m, width 0.96m.
b. 2 mt unit from Chile could measure - height 1.80m, length 1.46m, width 0.84m.
Wood Pulp Loading At Chile
Wood Pulp Hold Requirements
1. Ensure the rermoval of previous bulk cargo residues on the top of hatch coamings,
around deck protrusions, corner brackets and the undersides of hatch covers. Particular
attention is to be paid to cross joints, access ways to holds and wheel areas where
applicable.
2. All surfaces should be painted, care should be taken on preparing surfaces and on paint
application to avoid excessive paint thickness.
220 Procedure for Loading of Cargo

(Wood Pulp)
These issues will result in the hold failing inspection
Crusts On Bulkhead Rusty Bulkhead Lack Of Paint On Tanktop
Scratches Dirty And Stained Cargo Hold
The following holds will pass
Productivity
Productivity will vary from port to port, anticipate 300 - 400 mt/hr for jib craned vessels and
400 - 600 mt/hr for gantry craned vessels.
Procedure for Loading of Cargo 221

(Wood Pulp)
Important Notes About Loading Wood Pulp
1. Pulp can also be presented in an 'unbleached' state - this pulp will contaminate the
bleached pulp.
2. Unbleached pulp must therefore never be stowed together with bleached pulp, without
specific approval by shippers.
3. Always try to maximise the number of units being lifted.
Loading With Full Lifts
4. Lift size should always be dependant on crane SWL, cargo frame tare weight/ rigging
and loading pattern.
5. A unit must only be lifted if there are 2 hooks connected to the unit lifting/ unitising
wires.
6. A precise stow pattern, tier by tier should be planned for each cargo hold.
7. The stow should be tight without unnecessary gaps, fore and aft gaps over 30cms must
be split in two.
Use Of Airbags To
Prevent Shifting
8. Stevedores should 'bang-up' the cargo in order to achieve a tight stow, this should be
done with care.
222 Procedure for Loading of Cargo

(Wood Pulp)
CH APTER - 50
Procedure for Discharging of Cargo (Wood Pulp)
Introduction
Productivity
Productivity will vary from port to port, anticipate 300 - 400 mt/hr for jib craned vessels and
400 - 600 mt/hr for gantry craned vessels.
To achieve a good discharge productivity we must be able to discharge the cargo in full lifts
with unitising wires intact.
Procedure for Discharging of Cargo 223

(Wood Pulp)
Important Notes About Discharging Wood Pulp
1. Make sure that airbags in between the units are taken out and kept under safe place.
2. Always try to maximise the number of units being lifted.
Discharging With Full Lifts
3. Lift size should always be dependant on crane SWL, cargo frame tare weight/ rigging
and loading pattern.
4. A unit must only be lifted if there are 2 hooks connected to the unit lifting/ unitising
wires.
5. Keep a track of weather conditions. Stop the cargo operation if it starts raining.
224 Procedure for Discharging of Cargo

(Wood Pulp)
CH APTER - 51
Hold Preparation
Introduction
On completion of the discharge of cargo, all holds, beams and hatch covers are to be
thoroughly cleaned to pass the hatches for loading next cargo. It depends up on the nature
and type of the cargo which had been discharged and is to be loaded. Generally the hold
should be thoroughly swept cleaned and dry. There should not be any kind of odour or
infestation in the cargo hold.
Hold Preparation
1. All holds to be thoroughly cleaned with the help of a broom to remove old traces of
the cargo.
Traces of Old Cargo
2. Rinse the bulk heads and tank top of the cargo hold with fresh water.
3. Ensure that area near the single lashing eye is thoroughly cleaned. Any residual of old
cargo in this area will fail the hold survey.
4. Cargo Hold should be dried up.
Wet Tank Top
5. Any loose paint flakes, paint blisters or rusts should be scrapped and cleaned.
Hold Preparation 225

Rusty Bulkheads
6. The bare metal on bulkhead or tank top should be applied with a thin coat of 2
component paint.
Bare Metal on Tank top
7. The paint so applied should be given sufficient time to dry up before loading the next
cargo.
Wet Paint
8. Bilges are to be thoroughly cleaned and dried.
9. Strum box to be removed from the position and ensured that all holes in the strum box
are cleaned and the strum box is fixed back.
226 Hold Preparation

Bilge and Strum Box Cleaned
10. Ensure no infestation or foul smell is coming from the bilge.
11. If loading general cargo then bilges to be covered with a plate containing water ingress
holes.
12. If loading bulk cargo then after the hold survey bilges to be covered with a solid plate.
The plate itself to be covered with burlap cloth and the edges packed with tape to
prevent dislocation.
13. Check for the presence of traces of old cargo near hold ventilator ducts and CO2
pipelines and also that they are not obstructed.
Traces of Old Cargo Near Hold Ventilator
14. If loading bulk cargo CO2 pipe outlet inside the hold to be covered with a tape so as
cargo doesnt get inside it.
CO2 Pipe covered with tape
Hold Preparation 227

15. Check the water tightness of the hatch cover either by hose test or chalk test. Hold
surveyors usually conduct water tightness test with ultrasound.
Checking Rubber Gasket for

Weather Tight Integrity
16. Ensure channel on the hatch coaming and its drainage system are free from
obstruction.
Clean Channels of Cargo Hold
17. Check the conditions of the hatch cleats so as to achieve maximum weather tight
integrity of the cargo hold.
18. Ensure that the holds and access to the holds have sufficient lights and there is no
hindrance in the access area.
228 Hold Preparation

CH APTER - 52
Stowing And Securing Of Cargo (Wood Pulp)
Introduction
Important Notes About Securing Wood Pulp
1. The stow should be as compact as possible.
Compact Stow
Stowing And Securing Of Cargo 229

(Wood Pulp)
2. The stow should be tight without unnecessary gaps, fore and aft gaps over 30cms must
be split in two.
3. In Cargo Hold No. 1 & Cargo Hold No.2 for the 7th and 8th tier air bags should be used
to prevent both fore-aft movement and transverse movement.
4. In Cargo Hold No.1 & Cargo Hold No.2 airbags connected to a manifold should be
preferably be used.
5. In remaining Cargo Holds air bags should preferably be used to prevent transverse
movement. In some exceptional circumstances airbags
Using Of Airbags Between The Gaps
230 Stowing And Securing Of Cargo

(Wood Pulp)
CH APTER - 53
Safety And Security Rounds While In Port And At Anchor
Introduction Deck Watch on deck
When ship is in port for loading or unloading cargo, a deck officer is very much responsible
for the safe operations, security and safety of the ship. The deck officer is also called cargo
officer. The port watch is carried out mainly by 2nd officer and 3rd officer along with able
seaman and the chief officer takes care of the cargo operations.
Points to consider while doing deck watch when alongside
1. Make rounds to inspect the ship at appropriate intervals.
2. Make sure gangway watch and patrols shall be carried out in accordance with the
vessels Ship Security Plan. All restricted areas must remain secured or manned.
3. Check the condition and securing of the gangway, anchor chain and moorings,
especially at the turn of the tide and in berths having a large rise and fall, this is to
ensure that they are in normal working condition.
Gangway In Proper Condition
4. Check the draft, under-keel clearance and the general state of the ship, to avoid
dangerous listing or trim during cargo handling or ballasting.
5. Check the weather and sea state.
6. Observe all regulations concerning safety and fire protection.
7. Check the water level in bilges and tanks.
8. Rat guards are to be always in place on mooring ropes while at berth.
Safety And Security Rounds While In 231

Port And At Anchor
Rat Guards In Place
9. Deck scuppers are to remain plugged at all times except briefly opened to drain rain
water.
Scuppers Plugged In
10. Knowledge of all persons onboard and their location, especially those in remote or
enclosed spaces is to be kept.
11. Exhibit and sound all lights and signals, where ever appropriate and required.
12. In bad weather or in receiving a storm warning, take the necessary measures to protect
the ship, persons on board, and the cargo. Take every precaution to prevent pollution
of marine environment by ships operations.
13. In an emergency threatening the safety of the ship, raise alarm, inform the master, take
all possible measures to prevent damage to the ship, its cargo and persons on board,
and, if necessary, request assistance from the shore authorities or neighbouring ships.
14. Be aware of the ships stability condition so that, in the event of fire, the shore fire
fighting authority may be advised of the approximate quantity of water that can be
pumped on board without endangering the ship.
15. Take necessary precautions to prevent accidents or damage when propeller is to be

turned while testing the engines.
16. Enter in the appropriate log-book all important events affecting the ship
232 Safety And Security Rounds While In

Port And At Anchor
Points to consider while doing anchor watch when alongside
water.
Scuppers Plugged In
4. Make sure no suspicious boat comes closer to the ship.
Suspicious Boat
5. If any boat comes closer to the ship, inform the bridge and keep a track of that boat.
6. Frequently check the hawse pipe of the ship is covered with a solid steel plate so as to
prevent any unauthorized access.
Hawse Pipe Covered With A Solid

Steel Plate
7. Report to bridge every 30 minutes.

Port And At Anchor
8. If any unauthorized person tries to come on board then inform the bridge.
9. Prevent the unauthorized person from boarding the ship.
10. Make sure all the security locks are in place.
Bosun Store Locked As Per ISPS
11. Try to scan the horizon with the help of the security lights on the deck.
12. Depending upon the construction of the ship, move on the ship from where you can
well be noticed by other approaching small boats.
Moving On Hatch Top For Security

Rounds
Key Areas and Equipments to be monitored
1. Gangway net properly tied up.
2. Gangway rail ropes properly tightened.
3. No oil on Deck.
4. No oil leakage from gantry cranes.
5. No grease on deck.
6. Proper PPE to be worn by all personnel on deck.
234 Safety And Security Rounds While In

Port And At Anchor
7. No abnormal noise coming from cranes.
8. Scuppers plugged in.
9. Safe All trays to plugged in
10. All restricted accesses to be locked.
11. Mooring ropes adequately tightened.
12. Rat Guards are in place.
13. Brakes of the mooring drums are tight.
14. Hawse pipe to be covered with a solid steel plate when dropped anchor.
15. No unauthorized boat alongside near the sea side of the ship.

Port And At Anchor
SEC TION - 5
(MOORING & ANCHORING)
CH APTER - 54
Mooring Deck Layout Plan (Fore & Aft)
Introduction
A mooring refers to any permanent structure to which a vessel may be secured. A ship is
secured to a mooring to forestall free movement of the ship on the water.
236 Mooring Deck Layout Plan (Fore & Aft)

Mooring Deck Layout Plan (Fore & Aft) 237
CH APTER - 55
Procedures For Mooring, Singling Up And Letting Go
Introduction
A mooring refers to any permanent structure to which a vessel may be secured. A ship is
secured to a mooring to forestall free movement of the ship on the water.
Procedures for Mooring
1. Establish the communication between mooring station and bridge.
2. Switch on the mooring winches after doing priming.
3. Master informs the mooring station about which side the ship will be alongside.
4. Master informs the mooring station about the mooring plan after discussing it with the
pilot.
5. Master will inform the mooring station that which line will be sent ashore first (Spring
line, Breast line, Head/ Stern Line).
6. As per the plans mooring ropes are laid on the deck for ready to letting go.
7. Appropriate gear of the mooring drum is engaged which is supposed to go first.
8. Heaving line is prepared.
9. As soon as the ship reaches near the birth Master will inform the mooring stations
about when to let go the heaving line.
10. Heaving line with the monkey fist end will be thrown ashore and bridge to be informed.
11. Appropriate mooring rope as ordered by the master will be sent ashore by the heaving
line.
12. Send one/ two ropes at a time as required by the lines man.
13. When the rope is on the bollard then heave the line and tighten it.
14. Put the brakes on the drum.
15. Disengage the gear as required.
16. Inform bridge about the mooring line being fast.
17. Repeat the process for all the mooring ropes as per the plan and at the end inform the
bridge about all fast.
238 Procedures For Mooring, Singling Up

And Letting Go
18. Make sure all the brakes of the drums are tight.
19. Disengage all gears.
20. Put the Rat Guards on the mooring ropes.
21. Switch of the hydraulic pump.
Singling up
Singling up means all the lines are released except for a single line from the ship to the pier is
still attached in each mooring line position. Singling up is done just before letting go all the
lines.
1. Wait for the orders from the bridge.
2. When received orders from the bridge then let go all head lines except 1 and all spring
lines except 1. Usually lines on drums are kept on for singling up.
3. Inform bridge about casting of the mooring lines.
4. Pick up the mooring lines.
5. When the casted off lines are on board, inform bridge.
6. Inform bridge about holding the station on one plus one.
7. Disengage the required gears of the mooring drum.
8. Engage the gears of the mooring drum of whose mooring ropes are still made fast on
the jetty.
Letting Go
Letting go the lines means casting off all the mooring lines for departure of the ship.
1. Wait for the orders from the bridge.
2. Engage the gears of the required drum.
3. On receiving the order release the brake slowly of that particular drum.
4. Then let go all the lines.
5. On casting off inform the bridge.
6. Heave the lines to bring them on board and inform the bridge that all lines are on
board.
Procedures For Mooring, Singling Up 239

And Letting Go
CH APTER - 56
Various Parts Of Windlass And Marking Of Anchor Cable
Introduction
An anchor windlass is a machine that restrains and manipulates the anchor chain on the ship,
allowing the anchor to be raised and lowered by means of chain cable. A brake is provided
for control and a windlass is usually powered by an electric or hydraulic motor operating via a
gear train.
Various Parts of Windlass
240 Various Parts Of Windlass And

Marking Of Anchor Cable
Various Parts Of Windlass And 241
Anchor Cable Marking
Anchor chain is marked so that personnel tending the anchor will know exactly how much
chain has already run out. This is important since it is the only way of reading the length of
the scope. The marking consists of turns of wire and stripes of white paint on varying
numbers of links that are next to the detachable link.
7 SHACKLES IN HAWSE PIPE
Bitter End
The anchor is shackled to the anchor cable, the cable passes up through the hawse pipe,
through the pawl, over the windlass gypsy down through the "spurling pipe" to the chain
locker under the forecastle. The anchor bitts are on a bulkhead in the cable locker and the
bitter end of the cable is connected to the bitts using the bitter pin, which should be able to
be released from outside the locker to "slip" the anchor. This would occur if the windlass
brake has slipped (in a storm, for example) and the cable has reached "the bitter end". This is
the origin of the term "to the bitter end"
242 Various Parts Of Windlass And

Inside Chain Locker
Various Parts Of Windlass And 243

CH APTER - 57
Parts Of Pilot Ladder And How It Is Rigged
Introduction
A Pilot ladder is a highly specialised form of rope ladder, typically used on board cargo
vessels for the purposes of embarking and disembarking pilots. The design and construction
of the ladders is tightly specified by international regulation under the SOLAS regime.
The lowest four steps of the ladder are normally made from a synthetic or composite resin,
which is more resistant than hardwood, to the interaction between the host vessel and the
pilot boat coming alongside.
Because the decks of most commercial ships are far above the waterline, pilots and others
who need to come aboard at sea can usually only do so if a pilot ladder is put out. When not
being used, the ladder is stowed away (usually rolled up) rather than left hanging.
Regulations Covered
1. SOLAS Chapter 5 (Safety of Navigation), Regulation 23 (Pilot Transfer Arrangements).
Various Parts of Pilot Ladder
244 Parts Of Pilot Ladder And How It Is Rigged

Points to consider for rigging the Pilot Ladder
1. A pilot ladder should be capable of covering the whole length from the point of access
to the water level. The height from water level is informed to the bridge by the port
control or the pilot himself depending on the height of the pilot vessel.
2. The top portion or head of the pilot ladders should be secured at the strongest point of
the vessel.
3. Pilot ladder should be positioned and secured, so that it is clear of any discharges from
the ship, with parallel body length of the ship and as far as practicable within the half
way length (midship) of the ship.
4. All steps of the pilot ladder should rest firmly against the ship side. In certain ships,
where constructional features such as fenders or rubbing band prevent the
implementation of above safety features, special arrangements are to be made for safe
embarkation and disembarkation.
5. Two man ropes not less than 28 mm and made of manila rope or other material which
gives firm grip for climbing the ladder, should be rigged along the side of pilot ladder if
requested.
6. During night, the whole length of the pilot ladder, point access should be well
illuminated.
7. A life buoy with self igniting light and a heaving line should be kept ready.
Pilot Boarding Through A Pilot Ladder
Parts Of Pilot Ladder And How It Is Rigged 245

Points to consider for rigging the Pilot Ladder with Combination Ladder
If the point of access from sea level is more than 9 meters, a combination ladder should be
used. A combination ladder is a conjunction of pilot ladder. This is a common arrangement
found on vessels with high freeboard.
1. The lower platform should be in a horizontal position.
2. Intermediate platforms should be self-levelling.
3. The ladder and platform should be equipped on both sides with stanchions and rigid
handrails or handrope for safety.
4. The accommodation ladder is rigged in such a way that it leads aft of the vessel and
has a slope angle of not more than 55 degrees.
5. The pilot ladder should be rigged adjacent to the lower platform and the upper end
should extend at least 2 m above the lower platform.
6. During night, the whole length of the pilot ladder, point access should be well
illuminated.
7. A life buoy with self igniting light and a heaving line should be kept ready.
Pilot Boarding Through A Pilot Ladder In Conjunction With A Combination Ladder
246 Parts Of Pilot Ladder And How It Is Rigged

CH APTER - 58
Securing Deck Equipments And Stores For Sea
Introduction
Securing the ships deck before going out at sea is really very important task to perform.
Securing the deck may involve securing of deck equipments and stores. If the deck
equipments and stores are not secured for sea then may be due to rough seas the equipment
and store will get damaged, which may cause an unnecessary financial loss to the ship and
the company.
Securing Deck Equipments And Stores
1. All movable items on deck, including under-deck passages should be firmly secured.
Any unsecured items, in heavy weather, risk not only being damaged themselves, but
could also pose a danger to vessel safety by violent contact with sensitive equipment or
fittings.
Lashing of Stores Inside The

Container
2. Any stores or spares received in port must be stowed at their designated positions. In
extreme circumstances, when it is impracticable to do so immediately, they must be
protected and lashed very thoroughly. Cases have occurred where expensive spares
have been burnt from funnel sparking (especially after funnel blow through).
3. Other loose items including stores are to be so secured that the arrangement will
withstand the transverse and longitudinal forces at sea which may give rise to sliding or
tipping of the item.
4. Cranes, trolley hoists, davits are housed and well secured.
Securing Deck Equipments And Stores For Sea 247

Gantry Arm Secured With Bottle Screw Gantrys Trolley Secured By Centre Bolt
5. Windlasses, mooring winches, hawsers, wires and any associated mooring equipment
are free from damage and ready for re-use.
6. Anchors, Pilot ladders and Gangways shall, after use, be properly stowed and secured,
(upon departure only when confirmation received from the bridge).
Gangway Secured With

Butterfly Bolt
Points To Remember While Securing Ships Stores
1. A good tight stowage of stores on ships may avoid the need to totally secure it,
provided the cargo is adequately packaged and there are no heavy components.
2. Bulky and heavy units may still be required to be secured even if the space around
them is filled with other things. Particular attention should be paid to the chances of
such units sliding or tripping.
3. A number of units can be secured or lashed together into one block.
4. Permanent securing points on the deck should be used.
248 Securing Deck Equipments And Stores For Sea

Pad Eye To Be Used As Strong
Point
5. Independent lashings must be secured properly to suitable strong points of the ships
fittings and structure, preferably onto the designated lashing points.
6. Lashings must be pulled tight and as short as possible for a better hold.
7. If possible the multiple lashings to one item should be kept under equal tension. The
integration of different lashing material components having different strengths and
elasticity should be completely avoided.
8. Lashings must be able of being checked and tightened when on a passage.
9. Lashings should be enough so as to prevent the loads from moving when the ship rolls
heavily.
Securing Deck Equipments And Stores For Sea 249

CH APTER - 59
Maintaining Deck Watch Both Alongside And At Anchor
Introduction To Deck Watch On Deck
When ship is in port for loading or unloading cargo, a deck officer is very much responsible
for the safe operations, security and safety of the ship. The deck officer is also called cargo
officer. The port watch is carried out mainly by 2nd officer and 3rd officer along with able
seaman and the chief officer takes care of the cargo operations.
Points to consider while doing deck watch when alongside
2. Make sure gangway watch and patrols shall be carried out in accordance with the
vessels Ship Security Plan. All restricted areas must remain secured or manned.
3. Check the condition and securing of the gangway, anchor chain and moorings,
especially at the turn of the tide and in berths having a large rise and fall, this is to
ensure that they are in normal working condition.
Gangway In Proper Condition
4. Check the draft, under-keel clearance and the general state of the ship, to avoid
dangerous listing or trim during cargo handling or ballasting.
5. Check the weather and sea state.
7. Check the water level in bilges and tanks.
8. Rat guards are to be always in place on mooring ropes while at berth.
250 Maintaining Deck Watch Both

Alongside And At Anchor
Rat Guards In Place
water.
Scuppers Plugged In
enclosed spaces is to be kept.
11. Exhibit and sound all lights and signals, where ever appropriate and required.
12. In bad weather or in receiving a storm warning, take the necessary measures to protect
the ship, persons on board, and the cargo. Take every precaution to prevent pollution
of marine environment by ships operations.
13. In an emergency threatening the safety of the ship, raise alarm, inform the master, take
all possible measures to prevent damage to the ship, its cargo and persons on board,
and, if necessary, request assistance from the shore authorities or neighboring ships.
14. Be aware of the ships stability condition so that, in the event of fire, the shore fire
fighting authority may be advised of the approximate quantity of water that can be
pumped on board without endangering the ship.
15. Take necessary precautions to prevent accidents or damage when propeller is to be

turned while testing the engines.
16. Enter in the appropriate log-book all important events affecting the ship
Maintaining Deck Watch Both 251

Points to consider while doing anchor watch when on deck
water.
Scuppers Plugged In
4. Make sure no suspicious boat comes closer to the ship.
Suspicious Boat
5. If any boat comes closer to the ship, inform the bridge and keep a track of that boat.
6. Frequently check the hawse pipe of the ship is covered with a solid steel plate so as to
prevent any unauthorized access.

Steel Plate
252 Maintaining Deck Watch Both

7. Report to bridge every 30 minutes.
8. If any unauthorized person tries to come on board then inform the bridge.
9. Prevent the unauthorized person from boarding the ship.
10. Make sure all the security locks are in place.
Bosun Store Locked As Per ISPS
11. Try to scan the horizon with the help of the security lights on the deck.
12. Depending upon the construction of the ship, move on the ship from where you can
well be noticed by other approaching small boats.
Moving On Hatch Top For Security

Rounds
Maintaining Deck Watch Both 253

CH APTER - 60
Handing Over A Deck Watch When Alongside And At Anchor
Introduction To Deck Watch On Deck
Handing over a deck watch while the vessel is alongside or at anchor is one of the most
significant ship-board operations. It is very much important so as to carry out shipboard
operations in an efficient manner.
Points to consider while handing over deck watch when alongside
1. Information on all restricted areas must be given as whether they are locked or
manned.
2. Predicted tide and weather conditions to be handed over.
enclosed spaces to be handed over.
4. If any special operation is being going on the ship it should be handed over.
5. Conditions of moorings.
Tight Mooring Ropes
6. Instructions regarding any stores that are to be received.
7. Instructions regarding receipt of Fresh Water.
8. Any bunkers expected.
9. Deployment of stevedores in cargo hold.
10. Number of stevedores on ship.
11. Any night orders by the Chief Officer.
254 Handing Over A Deck Watch When

Chief Officers Night Orders
12. Any unusual incident that may have occurred during his watch.
13. Whether the master and the chief officer are on board or ashore. If ashore, their where-
abouts, phone number, etc. for use in case of emergency.
14. Any company personnel, Port State Control, agent or visitor expected.
15. Current Security level.
Points to consider while handing over anchor watch when alongside
1. Frequency of reporting to bridge.
2. UHF Channel being used for communication.
UHF Walki-Talkie
Handing Over A Deck Watch When 255

3. ISPS security key to be handed over.
4. Severity of security threat to be informed.
5. Details of shipboard access which have been locked.
6. Hawse pipe covered with a steel plate.

Steel Plate
7. Places where the ISPS security lights have been placed.
8. Any suspicious thing.
9. Any unusual incident that may have occurred during the watch.
256 Handing Over A Deck Watch When

SEC TION - 6
(OPERATIONAL MANAGEMENT)
CH APTER - 61
Health And Safety Committee On Board
Introduction
In order to ensure that the ship and its crew follows all safety procedures while doing work,
maintains a safe working environment and maintain a proper hygiene on the ship a health
and safety committee is formed on ship under the chairmanship of the master.
The health and safety committee comprises of the health and safety officer and the
representative along with other competent persons. Maximum crew members are also
included in the committee.
The health and safety committee works with the goal of enhancing the hygiene on the ship,
safety standard on board ships by ensuring that all safety procedures and practices are
followed by the ships crew members.
Purpose of Health and Safety Committee
1. To ensure that safe working practices and standards are followed on the ship and are
not compromised at any cost.
2. To improve the standards of safety by enhancing safety-first attitude among crew

members.
3. To make recommendations regarding enhancement of occupational health and safety

measures on ships.
4. To act as the representative of the crew to address concerns and queries to the ship
management.
5. Inspect safety officers records.
6. To take appropriate actions pertaining to occupational health and safety policies.
7. To keep a record of safety meetings, suggestions, progress, and actions taken.
8. To ensure that necessary safety tools and equipment are available to the crew
members, along with safety publications.
9. To look into the accuracy of accident reports.
10. To make sure that safety meetings are held every 4 to 6 weeks or whenever need arise.
11. All the records of the committee are properly noted down in official log book.
Health And Safety Committee On Board 257

Health And Safety Committee Document
258 Health And Safety Committee On Board

CH APTER - 62
Certificates That Vessel Needs To Have Before It Can Sail
List of Certificates
1. International Tonnage Certificate (1969)
An International Tonnage Certificate (1969) shall be issued to every ship, the gross and
net tonnage of which have been determined in accordance with the Convention.
Reference: Tonnage Convention, article 7
Survey Period: Intermediate Survey usually between 2nd and 3rd anniversary of
the ship.
Date of Expiry: Subject to Intermediate Surveys.
2. Minimum safe manning document
Every ship to which chapter I of the Convention applies shall be provided with an
appropriate safe manning document or equivalent issued by the Administration as
evidence of the minimum safe manning.
Reference: SOLAS 1974, regulation V/14.2
Date of Expiry: 5 Years
3. Cargo Ship Safety Construction Certificate
A certificate called a Cargo Ship Safety Construction Certificate shall be issued after
survey to a cargo ship of 500 gross tonnage and over which satisfies the requirements
for cargo ships on survey, set out in regulation I/10 of SOLAS 1974, and complies with
the applicable requirements of chapters II-1 and II-2, other than those relating to fire
extinguishing appliances and fire control plans.

the ship.
Certificates That Vessel Needs To Have 259

Before It Can Sail
4. Cargo Ship Safety Equipment Certificate
A certificate called a Cargo Ship Safety Equipment Certificate shall be issued after
survey to a cargo ship of 500 gross tonnage and over which complies with the relevant
requirements of chapters II-1 and II-2 and III and any other relevant requirements of
SOLAS 1974. A Record of Equipment for the Cargo Ship Safety Equipment Certificate
(Form E) shall be permanently attached.

1988 SOLAS Protocol, regulation I/12 (2000 amendments), appendix
the ship.
5. International Load Line Certificate
An International Load Line Certificate shall be issued under the provisions of the
International Convention on Load Lines, 1966, to every ship which has been surveyed
and marked in accordance with the Convention or the Convention as modified by the
1988 LL Protocol, as appropriate.
the ship.
6. Cargo Ship Safety Radio Certificate
A certificate called a Cargo Ship Safety Radio Certificate shall be issued after survey to a
cargo ship of 300 gross tonnage and over, fitted with a radio installation, including
those used in life-saving appliances, which complies with the requirements of chapters
III and IV and any other relevant requirements of SOLAS 1974. A Record of Equipment
for the Cargo Ship Safety Radio Certificate (Form R) shall be permanently attached.

the ship.
260 Certificates That Vessel Needs To Have

Before It Can Sail
7. International Oil Pollution Prevention Certificate
An International Oil Pollution Prevention Certificate shall be issued, after survey in

accordance with regulation 4 of Annex I of MARPOL 73/78, to any oil tanker of 150
gross tonnage and above and any other ship of 400 gross tonnage and above which is
engaged in voyages to ports or offshore terminals under the jurisdiction of other
Parties to MARPOL 73/78. The certificate is supplemented with a Record of
Construction and Equipment for Ships other than Oil Tankers (Form A) or a Record of
Construction and Equipment for Oil Tankers (Form B), as appropriate.
Reference: MARPOL 73/78, Annex I, regulation 5
the ship.
8. Document of compliance with the special requirements for ships carrying

dangerous goods
The Administration shall provide the ship with an appropriate document as evidence of
compliance of construction and equipment with the requirements of regulation II-2/19
of SOLAS 1974. Certification for dangerous goods, except solid dangerous goods in
bulk, is not required for those cargoes specified as class 6.2 and 7 and dangerous
goods in limited quantities.
Reference: SOLAS 1974, (2000 amendments), regulation II-2/19.4
the ship.
9. Safety Management Certificate
A Safety Management Certificate shall be issued to every ship by the Administration or

an organization recognized by the Administration. The Administration or an
organization recognized by it shall, before issuing the Safety Management Certificate,
verify that the company and its shipboard management operate in accordance with the
approved safety management system.
the ship.

Before It Can Sail
10. Document of Compliance
A document of compliance shall be issued to every company which complies with the
requirements of the ISM Code. A copy of the document shall be kept on board.

the ship.

11. International Ship Security Certificate (ISSC) or Interim International Ship Security
Certificate
An International Ship Security Certificate (ISSC) shall be issued to every ship by the
Administration or an organization recognized by it to verify that the ship complies with
the maritime security provisions of SOLAS chapter XI-2 and part A of the ISPS Code. An
interim ISSC may be issued under the ISPS Code part A, section 19.4.
Reference: SOLAS 1974 (2002 amendments), regulation XI-2/9.1.1; ISPS Code part
A, section 19 and appendices.
the ship.
12. International Air Pollution Prevention Certificate
Ships constructed before the date of entry into force of the Protocol of 1997 shall be
issued with an International Air Pollution Prevention Certificate. Any ship of 400 gross
tonnage and above engaged in voyages to ports or offshore terminals under the
jurisdiction of other Parties and platforms and drilling rigs engaged in voyages to
waters under the sovereignty or jurisdiction of other Parties to the Protocol of 1997
shall be issued with an International Air Pollution Prevention Certificate.
Reference: MARPOL Annex VI, regulation 6
the ship.
13. International Sewage Pollution Prevention Certificate
An International Sewage Pollution Prevention Certificate shall be issued, after an initial

or renewal survey in accordance with the provisions of regulation 4 of Annex IV of
MARPOL 73/78, to any ship which is required to comply with the provisions of that
Annex and is engaged in voyages to ports or offshore terminals under the jurisdiction
of other Parties to the Convention.
Reference: MARPOL 73/78, Annex IV, regulation 5; MEPC/Circ.408
262 Certificates That Vessel Needs To Have

Before It Can Sail
Port State Control Inspection For Certificates

Before It Can Sail
CH APTER - 63
Management Structure Of The Company And Ship
Introduction
Organisation structure is typically hierarchical arrangement of lines of authority,

communications, rights and duties of an organization. Organizational structure determines
how the roles, power and responsibilities are assigned, controlled, and coordinated, and how
information flows between the different levels of management.
A structure depends on the organization's objectives and strategy. In GEARBULK at ship and
shore, the top layer of management has most of the decision making power and has tight
control over departments and divisions.
PLEASE TURN OVER
264 Management Structure Of The Company

And Ship
Organisation Structure At Shore (Example)
Management Structure Of The Company 265

And Ship
Organisation Structure at shore (Example)
1. Board of Directors - A board of directors (B of D) is a group of individuals that are

elected as, or elected to act as, representatives of the stockholders to establish
corporate management related policies and to make decisions on major company
issues.
2. Managing Director - Managing director (MD) describes the position of the most
senior corporate officer, executive, or administrator in charge of managing an
organization.
3. Designated Person Ashore - Designated person ashore is the key person to ensure
effective implementation of the company's safety management system and requires to
be based ashore for developing and implementing safety culture within the company.
4. Company Security Officer - The CSO is responsible for the maintenance of the
Security Plan. The CSO shall have access to relevant security information. The CSO may
delegate duties as necessary to assure timely completion of responsibilities. The CSO
may be assigned other duties and responsibilities unrelated to security.
5. Human Resource Manager Human Resource Manager is an individual within an
organization responsible for hiring new employees, supervising employee evaluations,
mediation between employees and bosses as necessary, and general overseeing of the
personnel department.
6. Health Safety Environment and Quality (HSEQ) - HSEQ department, often called the
"HSE" department which is responsible for environmental protection, occupational
health and safety at work.
7. Operation Department - Operations department refers to the department which
create the highest level of efficiency possible within an organization. It is concerned
with converting materials and labour into goods and services as efficiently as possible
to maximize the profit of an organization.
8. Training Department Training Department is responsible for training the employees
in such a way so as they can reach the standards of the company and thus can increase
their efficiency level.
9. Technical Department Technical department processes and teams along with using
their technical skills to provide the necessary environment for project success.
10. Procurement Department - The Procurement Department is the entity requests for
Proposal, Requests for Quotation and issue contracts. The Procurement Department
issues purchase orders, develops term contracts, and acquires supplies and services.
11. IT Department IT department is accountable for the smooth running of computer
systems within the limits of requirements, specifications, costs and timelines.
12. Accounts Department - An accounting department provides accounting services and
financial support to the organization. The department records accounts payable and
receivable, inventory, payroll, fixed assets and all other financial elements. The
department's accountants review the records of each department to determine the
company's financial position and any changes required to run the organization cost
effectively.
13. Fleet Personnel Fleet personnel is responsible for providing logistic support to the
companys fleet for day to day running.
14. Manager Manager is a person responsible for controlling or administering an
organization or group of staff.
15. Superintendent Superintendent is a person responsible for a group of ships based at
shore.

And Ship
Organisation Structure at ship (Example)

And Ship
1. Captain - The Captain (or Master) of the ship is at the top of all the ranks, holds the
highest post of the ships crew, and is accountable to the owner of that ship. He
shoulders immense responsibilities and presides over the activities occurring on board.
He tackles serious issues and guides the crew to perform better. The Captain stays in
command of the vessel, all the time and he regulates the proper daily transaction and
handles the legal affairs of the maritime issues.
2. Chief Officer - Chief Officer occupies the second responsible position after the Captain
of the vessel. He acts as the leader of the deck department and mainly engages in the
cargo affairs. He also supervises the vessels crew and looks after the various deck
operations. The Chief Mate prioritizes the security and safe functioning of the vessel,
and is concerned about the welfare of crew on board. Additionally, the correct working
of the hull, the accommodation section, the cargo gearing, the security appliances and
the fire prevention equipment is managed by the Chief Officer.
3. Second Officer - He is the primary officer behind the navigational section of the vessel
(Navigation chart preparation and paperwork) and his designation implies that he is
third-in-command. His main responsibility is the standard 12-4 navigation watch duty.
4. Third Officer - He is basically employed with the security measures on board, and
therefore is greatly answerable to the Captain for maintaining the safety of the
particular ship and its crew. After the captain, he is appointed as the fourth-in-
command. Usually, the Third Officer handles the standard 4-8 watch duty.
5. Jr. Third Officer He has just taken over his rank after completing his training and
obtaining the required license and therefore takes care of safety appliances along with
the third officer. After the captain, he is appointed as the fifth-in-command. Usually, the
Jr. Third Officer handles the standard 8-12 watch duty.
6. Cadet - The role of a deck cadet is quite important on ships as he can be assistance to
all the officers. He is basically new to the ship and is on ships for the training purpose.
Prior joining he has to undergo several courses to avoid disasters and accidents on the
vessel, along with knowledge on firefighting equipment, first aid and other security
measures. Special training is meted out to the Deck Cadets under the maritime law, and
they prove their worth in the navigational section, besides dealing with the cargo. A
newly appointed Deck Cadet needs to report to the Chief Officer of the ship, from time
to time. A Cadet must observe and lend a helping hand, and try to gain as much of
knowledge as possible. His ineligibility for the Certificate of Competency award im-
plies that he has no permission to keep watch. He accompanies a senior officer while
they stand in watch, instead.
7. Chief Engineer - Chief engineer is the head of the engineering department on a vessel.
The required qualification for this position is loosely referred to as the Chiefs Ticket.
Alternatively, he can also be alternatively termed as the The Chief and usually draws
the same payment as the Captain, although the complete responsibility of a particular
vessel falls solely on the Captains shoulder. The Chief Engineer cannot take over the
ships charge, unless such a situation arises which has been documented under the
safety measures. Chief engineer gives orders for operation and maintenance of ships
machinery system and is responsible for the engine room department.
8. Second Engineer - He is associated with the day-to-day activities in the engine room,
and he is accountable to the Chief Engineer. He stays extremely busy most of the time
on board, as he needs to constantly supervise the proper functioning of all engine
room machinery systems and also assigns jobs to the other engine officers and crew.

And Ship
9. Third Engineer - This is the next position after the Second Engineer, and is assigned
jobs to look after machinery ordered by the chief engineer, along with daily watch
keeping. He reports to the second engineer. His main duty is to look after the ships
generators.
10. Fourth Engineer - The Fourth Engineer is concerned about the correct working of the
machinery systems assigned to him and also carry our watch keeping. He reports to the
second engineer. His main duty is to look after the ships compressor, purifier etc.
11. Jr. Fourth Engineer - This is the most junior rank in the engineering department. He
reports to the second engineer. He is given duties by the Second Engineer as required
in the engine room.
12. Jr. Engineer Jr. Engineer is a trainee under the Second Engineer officer, and he assists
and learns while observing and carrying out activities in the engine room. He would
accompany a senior officer (mostly second engineer) during the watch duty.
13. Chief Cook - Chief cook falls under the catering department of the ship. It is his duty to
prepare meals regularly for the crew and passengers. He is also in charge of the food
stores, and he can utilize or replenish them. The Chief Cook also inspects the
equipment needed to keep the ship clean and uncontaminated in the galley area.
14. Second Cook Second cook assists chief cook in preparation of meals and managing
provision.
15. General Steward - The general steward is assigned tasks include cooking and serving
meals on time, sweeping and maintaining the living quarters of the officers, and
stocktaking the stores.
16. Galley Boy Galley boy assists the general steward in serving meals, sweeping and
maintaining the living quarters of the officers, and stocktaking the stores.
17. Trainee Mess man - Tr. Mess man is a trainee directly under Chief Cook who learns
things about catering department.

And Ship
CH APTER - 64
Responsibilities Of An Operational Level Officer
Introduction
The operational level officers in the company usually consists of:-
1. Junior 3rd Officer
2. 3rd Officer
3. 2nd Officer
An operational level officer is one who is a licensed member of the deck department of a
merchant ship holding a Second Mates Certificate of Competency, which is issued by the
administration.
Duties of an Operational Level Officer
1. Officer of the Watch (OOW) as per masters instructions/ Duty list.
A deck officer assigned with the duties of watch keeping and navigation on a ships
bridge is known as the officer on watch (OOW). While keeping a watch on the bridge
he is the representative of the ships master and has the total responsibility of safe and
smooth navigation of the ship. Officer on Watch (OOW) is also in charge of the bridge
team, which is there to support him in the navigation process. He is also responsible to
ensure that the ship complies with COLREGS and all the orders of the master are
followed with utmost safety under all conditions.
2. Keep and correct navigation charts
Whenever a new area is to be added to a chart or it has to represent an area different

from the previous chart, or the depth units shown on previous charts have to be
changed or if the scale on which a previous chart was made has to be renewed, then
Admiralty publishes a New Chart.
However if there are major changes in a chart or large amount of data is to be inserted
for e.g. Insertion of a New Traffic Separation Scheme not present on the previously
used chart, the Admiralty then publishes a New Edition of that chart replacing the
existing one.
The Catalogue of Admiralty Charts and Publications is published every year with
current and updated editions of charts, however, if during the year the Weekly Notices
to Mariner indicate any new editions or new charts or any corrections to the existing
charts, then the navigation charts are to be inserted in the chart catalogue or corrected
as required by the navigating officer.
270 Responsibilities Of An Operational Level

Officer
Correcting Paper Charts
3. Keep and correct nautical publications.
All vessel should keep an updated list of nautical publications as per regulations set by
IMO. If a new edition is published, this too shall be entered along with edition on board
to keep a check until it is received. The Nautical Publications will include Sailing
Directions, List of Lights, Tide Tables, List of Radio signals, Nautical Almanac, Charts
Catalogue, Mariners Handbook and others necessary for the safe navigation of the ship.
To correct the Sailing Directions (Pilots), it is recommended that the correction index on
the inside of the front cover is used to record weekly corrections (from Notices to
Mariners / Digitrace) and also the affected pages in the Sailing Direction.
For corrections to Admiralty List of Lights & Fog signals and Admiralty List of Radio
Signals, these should be pasted on top of the existing (superseded) entry in the
publication and the correction index at the front of the publication updated.
Smaller corrections may also be done by Pen, in the Publication.
Amendment Pasted in SOLAS
Responsibilities Of An Operational Level 271

Officer
4. Inspect and maintain navigation equipment in accordance with instructions.
All the electronic equipments should be well monitored and problems so arising with
them should be immediately corrected so as efficient use of those equipments can be
carried out for navigation. Paper recordings from the equipments such as
INMARSAT C should be well documented so as it can be referred to when deemed
necessary.
Digital recordings such as recordings on VDR, ECDIS, Course Recorder and Echo
Sounder should not be hampered so as those records can be referred to in case the
ship meets with some accident and thus the entire scene could be recreated.
All the navigational equipments on the bridge should be regularly checked so as to

make sure that all the equipments are working satisfactorily. Equipment epically RADAR
should be tested with performance monitoring to check the condition of the
magnetron. In order to have the maximum working hours for the magnetron, one
RADARS can be used alternatively when in open sea.
5. Inspect and maintain signalling equipment including flags.
The Officer should also know how to use the signalling apparatus on the bridge such as
ALDIS lamp, fog horns, flags to communicate efficiently with the other ship as per
International Code of Signals. The ALDIS Lamp should be checked regularly to make
sure that the equipment is working efficiently. Proper records should be kept for the
flags on board. Orders for new flags should be placed for the flags which are torn,
which makes them impossible to use.
Aldis Lamp
6. Prepare and send AMVER or other reporting as per Masters instructions.
AMVER, or Automated Mutual-Assistance Vessel Rescue System is a worldwide voluntary

reporting system sponsored by the United States Coast Guard. It is a computer-based global
ship reporting system used worldwide by search and rescue authorities to arrange for
assistance to persons in distress at sea. With AMVER, rescue coordinators can identify
participating ships in the area of distress and divert the best-suited ship or ships to respond.
Participating in AMVER does not put ships under any additional obligation to assist in search

Officer
and rescue efforts, beyond that which is required under international law.
The basic format for Amver reports follows the International Maritime Organization
(IMO) standard. The first line in every report begins with Amver followed by a slash (/),
the report type [Sailing Plan (SP), Position Reporting (PR), Deviation Reports (DR), Final
Arrival Port (FR)], and ends with a double slash (//). Each remaining line begins with a
specific letter followed by a slash (/) to identify the line type. The remainder of each line
contains one or more data fields separated by single slashes (/). Each line ends with a
double slash (//). All reports should end with a "Z" end-of-report line.
7. Keep and update radio publications and Radio Log Book.
A Radio log with adherence to the SOLAS Chapter V and Merchant Shipping
regulations is required to be maintained on board most merchant ships / vessels. It
should be retained onboard on the navigating bridge well-situated near the radio
equipment. Again, it is liable for compulsory examination during surveys.
The person designated for the radio record keeping, generally the senior navigating
officer or radio officer (if on board) is sole responsible for its upkeep. Like all official
logs, this one too comes with a leaflet of instructions on how to enter the details.
8. Keep and maintain all equipment or radio station.
All the GMDSS equipments should be tested in the time frame stated and should be
logged down.
Part of Ships GMDSS

equipment
9. Prepare all reports required by Flag State Administration/ Port State

Administration.
Port State Control of Flag State control may ask international instruments that are
legally binding for states parties in the reports which have to be sent when requested
by them. They do not set any new standards. They basically aim to make sure that all
ships operating in the region meet the internationally agreed standards. Only
internationally accepted conventions shall be enforced during the port state control
inspections. Inspect and maintain firefighting equipment accordance with instructions.

Officer
10. Inspect and maintain lifesaving equipment in accordance with instructions.
Each survival craft, rescue boat, and launching appliance must be visually inspected to
ensure its readiness for use.
Each lifeboat engine must be run ahead and astern for a total of not less than 3
minutes, unless the ambient air temperature is below the minimum temperature
required for starting the engine. During this time, demonstrations should indicate that
the gear box and gear box train are engaging satisfactorily.
Each EPIRB and each SART must be tested monthly.
EEBD (LSA)
Co-ordinations to be carried by an Operational Level Officer
1. Assisting in Computer Planned Maintenance System.
Planned Maintenance System is a paper/software-based system which allows ship

owners or operators to carry out maintenance in intervals according to manufacturers
and Classification society requirements. The maintenance, primarily are under taken by
the on-board personnel.
2. Assisting to keep and update all safety related records, files and documentation.
Assistance should be given to senior officers for maintaining records such as Work
Permits, Ballast Water record, Work and Rest hours, Declaration of security, minutes of
health and safety committee, minutes of common safety meeting, draft surveys,
certificates of various equipments, working hour arrangement, garbage management
plan, undertaking familiarisation of the new crew members, drills carried out etc.

Officer
Records and Documents
Kept Onboard
3. Assisting to plan and organise safety training and drills.
Assistance should be given to senior officers so as to fulfil the requirement of SOLAS

chapter 3 (Life Saving Appliances and Arrangements), regulation 19 (Drills).
4. Assisting in taking care of hospital and medicine chest.
Assistance should be given to the senior officers in maintaining the equipments of the
hospital and keeping the records of medicines on board, medicines given and ordering
the medicines as required.
Hospital Maintained
Onboard

Officer
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Guided Study Manual

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First Edition (2016)

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After designing a website www.shipwonders.com (FOR THE MARINERS BY THE MARINERS

Chapter 1 Various Emergency Alarm Signals On Board 1

Chapter 16 Permits to Work System 67

Chapter 29 Handing over and Taking over a Navigation Watch 128

Chapter No. Name of Chapter Page No.

Chapter 45 Daily Soundings and Importance Of Taking It 199

Chapter 54 Mooring Deck Layout Plan (Fore & Aft) 236

Chapter 61 Health And Safety Committee On Board 257

Describing Emergency Alarm signals on Board

Various emergency alarm signals heard on board are: -

Fire Alarm Bell Fire Alarm

1. Muster at our respective muster stations

Various Emergency Alarm Signals On Board 1

Fire Indicator Panel Muster Station

General Emergency Alarm

General Alarm Activation

Actions to be taken by the Squads

1. Muster at our respective muster stations

2 Various Emergency Alarm Signals On Board

Actions to be taken by the Squads

1. Muster at our respective muster stations

4 Various Emergency Alarm Signals On Board

Fire Drill Initial Actions

1. Raising the fire alarm.

Fire Alarm Bell Fire Alarm

Carrying Out Accommodation Fire Drill 5

Fighting the fire

4. Altering the course

5. Locating the fire

Fire Indicator Panel

6. Fighting the fire

6 Carrying Out Accommodation Fire Drill

7. Support Squad Action

Fire Hose Fire Hydrant

8. Donning the firemans outfit

Making Man Entry

Carrying Out Accommodation Fire Drill 7

11. Extinguishing the fire

CO2 and Water Extinguisher

12. Closing the Ventilation

13. Waiting period for fire to smother

14. Reporting back to muster station

8 Carrying Out Accommodation Fire Drill

Carrying Out Accommodation Fire Drill 9

Fire Drill Initial Actions

1. Raising the fire alarm.

Fire Alarm Bell Fire Alarm

10 Carrying Out Deck Fire Drill

Fighting the fire

4. Altering the course

5. Locating the fire

Fire Indicator Panel

6. Fighting the fire

Carrying Out Deck Fire Drill 11

7. Support Squad Action

Fire Hose Fire Hydrant Fire Pump No. 1

8. Donning the firemans outfit

Making Man Entry

12 Carrying Out Deck Fire Drill