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Checklists

GENERAL EMERGENCIES:

Appropriate remedial action taken and verified as soon as possible; Notification of all
those who need to know of the failure.
The external signs and signals and action required.
Essential checks to be carried out prior to changeover Sequences to be followed if a
remote control station has to be used.
Checks to be carried out on completion.

ABONDON SHIP:

Broadcast distress alert and message on the authority of master.
Instruct crew members to put on l/jackets and wear adequate and warm clothing.
Instruct crew members to wear I/suits (if carried) if water temp below 16 C.
Other crew members to go to lifeboat stations.
Prepare to launch l/rafts/l/boats.
Ensure that lifeboat painter attached to ship as far forward and clear of all obstructions.
Embark all crew in lifeboats/life rafts and launch.
Ensure that rafts/boats remain in close proximity to the ship and in contact with each
other.

SEARCH AND RESCUE:

Take bearing of distress message if DF fitted.
Retransmit distress message; Maintain continuous listening watch on all distress
frequencies.
Consult IAMSAR manual; Establish communication with all other surface units and
SAR aircraft involved in the SAR operation.
Plot position, courses and speeds of other assisting units; Monitor X band radar for
locating survival craft transponder (SART) signal using 6 or 12 nautical mile range
scale.
Post extra look outs for sighting flares and other pyrotechnic signals


RESCUE OF CREW FROM DISABLED VESSEL:

If both ships are making the same amount of leeway, go to windward of the distressed
vessel, as near as is safe, and lie with the wind and seas two or three points on the
weather bow.
Get the lee lifeboat ready for lowering and call for volunteers to man the boat.
Pass the toggle painter well forward, and pass line round the boat falls to frap (bind)
them close to ships side to reduce the effect of rolling of the ship causing the boat to
swing out and come back violently against the ships side when lowering.
Use oil to smooth the surface of the sea, and when the most vulnerable opportunity
comes with the ship is as steady as possible, lower the boat into water and get her clear
from the ship as quickly as possible.
The ship should remain in position to afford a lee shelter as the boat goes to the wreck.
The ship then moves to the leeward of the wreck in readiness for the return of the boat.
When the boat approaches the wreck a careful lookout should be kept for any floating
wreckage.
The people to be rescued should be hauled aboard the boat by lines.
If the disabled ship is making more leeway than the rescue ship, then the lifeboat should
be dropped to leeward of the wreck.
If inflatable life rafts are carried they should be floated to the wreck after passing a
messenger line by LTA.

FLOODING:

General emergency alarm sounded.
W/tight doors shut.
Bilges and tanks sounded.
Identify cause of leak and location of same.
Cut off electrical supply running through that area.
Shore up area to stem water flow.
Check bilge pump for operation.
Check auxiliary pumps for back up operation, if required.
Make ships position available to GMDSS station, satellite terminal and other automatic
distress transmitters and update as necessary.
Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and imminent
danger and immediate assistance is required otherwise broadcast an URGENCY
message to ships in the vicinity.

FIRE:


Sound fire alarm.
Call master if not already in bridge and notify E/R.
Muster crew; Establish communications.
Check for missing and injured crewmembers.
On locating the fire, notify all on board of that location.
If fire in E/R, prepare for engine failure.
Assess fire and determine Class of fire; appropriate extinguishing agent; how to prevent
spread of fire; the necessary personnel and firefighting methods.
Close down ventilation fans, all doors including fire and wetter tight doors and
skylights.
Switch on deck lighting at night.
Make ships position available to radio room/GMDSS station, satellite terminal or other
automatic distress transmitters and update as necessary.
message to ships in vicinity.

STRANDING OR GROUNDING:

Stop engines.
Change over to higher sea suction.
Retract log tube.
Sound general emergency alarm.
Close water tight doors.
Maintain a VHF watch on channel 16 and, if appropriate, on channel 13.
Exhibit lights/shapes and make sound signals as per rules.
Sound bilges and tanks.
Check hull for damage.
Visually inspect compartments, where possible.
Sound sea bed around ship.
Determine which way deep water lies.
Determine the nature of sea bed.
Obtain local information on currents and tides, especially rise and fall of tide.
Reduce draft of the ship by deballasting/lightering etc.
message to ships in vicinity.
Make record of all events.

COLLISION:

Sound emergency alarm.
Manoeuvre the ship so as to minimize effects of collision.
If weather permits stay embedded to allow other ship to assess the damage or prepare to
abandon ship.
Close water tight doors and automatic fire doors.
Maintain a VHF watch on channel 16 and, if appropriate, on channel 13.
Muster passengers, if on board, at emergency stations.
Sound bilges and tanks.
Check for fire/ damage.
Offer assistance to other ship.
Exchange masters name, ships name, port of registry and other relevant details with
other vessel.
Mark and record ships position at the time of accident.
Display NUC signals/shapes.
Pump out water from tanks getting flooded.
If ship expected to remain afloat correct list/trim and minimize stresses on the ship.
Make survival craft ready for abandonment or assisting other vessel.
message to ships in vicinity; Make record of all events.
Inform owners.

(IMMINENT) COLLISION AT ANCHORAGE OR MOORINGS:

Veer away on the cable or mooring wires as rapidly as possible and use rudder (if there
is current) to sheer the vessel away from danger or to make the blow a glancing one.
Open the brakes of windlass/winches so as to allow the vessel to move with the impact.
Shut w/tight doors. Sound emergency stations.
Use fenders to minimize damage.

MAIN ENGINE FAILURE:

Inform master.
Prepare for anchoring if in shallow waters.
Exhibit NUC lights/shapes.

Commence sound signaling.
Broadcast URGENCY message to ships in vicinity, if appropriate.
If weather is heavy spread oil to windward.
If the water is not too deep, unshackle the cable from one or both of the anchors, pay
out a long scope and let it drag along the bottom.
If water is too deep for the cables to keep her head up, do the best with makeshift sea
anchor.

STEERING FAILURE:

Inform master and E/R.
Engage emergency steering.
Prepare engines for maneuvering.
Prepare for anchoring if in shallow waters.
Exhibit NUC lights/shapes.
Commence sound signaling.
Broadcast URGENCY message to ships in vicinity, if appropriate.
Try to steer her by towing something astern and running the towrope across from
quarter to quarter. This could be done by means of gin running along a wire stretched
around the stern for that purpose.

RUDDER FAILURE:

Should the rudder fail to respond to wheel movements, it may be due to faulty steering
gear, or to a fractured rudder stock.
In both cases the rudder should be brought under control before repairs are attempted.
In the case of a fractured rudder stock, the rudder cannot be controlled from inboard,
and various methods are used to catch the rudder, including the lowering over side of
knotted chains. These are used to catch the rudder trailing edge and heave to one side,
after which it is secured while repairs proceed.
If a kedge anchor is available it has proved more satisfactory to lower this over the side
in a horizontal position i.e. stock vertical, on wires, down to the level of rudder. By
careful handling of the wires, the fluke may be caught against the rudder arms, the
rudder hove hard over, and secured.
In all cases the vessel is stopped immediately. In addition, in heavy weather, the vessel
must be maneuvered into a comfortable position while work proceeds. Without a
rudder, the vessel will assume a position beam-on to wind, which may lead to
disastrous synchronous rolling. Cargo may shift and capsizing may occur. The ship
should therefore be brought head to wind as quickly as possible. This can be achieved
by rigging a makeshift mizzen sail, streaming a sea anchor or by simply lowering one
anchor on a long scope of cable.

PILOT CARD DETAILS:

Port and date; Ships particulars: name, C/sign, displacement, deadweight, year built, LOA,
breadth, bulbous bow (yes/no), draft F,A and amidships. Air draft and height above keel
Port anchor and starboard anchor: number of shackles on each chain
Engine: Type, maximum power in kW and HP
RPM for F/ahead, H/ahead, S/ahead, DS ahead and all stages of stern movement and their
respective speeds for LOADED as well as LIGHT conditions.
Engine critical RPM; Maximum number of consecutive starts
Time: F/ahead to F/astern in seconds and Time limit astern in minutes.
Any equipment or machinery defects

WHEEL HOUSE POSTER:

Name, c/sign, GRT, NRT, maximum displacement, deadweight, and block coefficient, full
load summer draft.
Loaded and ballast drafts at which maneuvering characteristics are given.
Steering particulars: type of rudder, maximum rudder angle, time hard over to hard over with
one and with two power units.
Anchor chain particulars: Number of shackles for each chain
Propulsion particulars: Type of engine, type of propeller, critical RPM, maximum RPM speed,
emergency F/ahead to F/astern in seconds, stop to astern in seconds, astern power ---- % of
ahead power, maximum number of consecutive starts, RPM and speeds for loaded and ballast
conditions at every stage of ahead and astern propulsion.
Port and starboard turning circles for loaded and ballast conditions with advance, transfer and
tactical diameters in miles/cables.
Stooping distances for loaded and ballast conditions
Man overboard maneuvers.

FAMILIARISATION WITH BRIDGE EQUIPMENT:

Bridge and deck lighting.
Emergency arrangements in the event of main power failure.
Navigation and signal lights including search lights, signaling lamps, Morse light.
Sound signaling apparatus including whistle, bell and gong system.
LSA equipment including pyrotechnics, EPIRB and SART; Bridge fire detection panel.
General and fire alarm signaling arrangements.
EFP, ventilation and water tight door controls.
Communication facilities including VHF radios, PA system.


NAVIGATION COASTAL WATERS:

Advice in sailing directions.
Ships draft in relation to available depth of water.
Effect of squat on UKC in shallow waters.
Tides and currents.
Weather, particularly in areas prone to R.V.
Available navigational aids and their accuracy.
Position fixing methods to be used.
Daylight/night time passing of danger points.
Traffic likely to be encountered---- flow, type, volume.
Any requirements for TSS/ routeing schemes.
Local/coastal warnings to be monitored.
Participation in reporting areas including VTS.
Ships position fixed at regular intervals.
Following equipments checked/tested regularly.
Gyro/compass errors.
Manual steering before entering coastal waters.
Radar performance and radar heading line marker alignment.
Echo sounder.
OOW prepared to use engines and call lookout or helmsman to the bridge.
Measures taken to protect the environment from pollution by the ship and to comply
with applicable pollution regulations.

NAVIGATION IN OCEAN WATERS:

Look out given top priority.
NAVAREA, HYDROLANT AND HYDROPAC navigational warning broadcasts and
other long range weather reports being closely monitored.
Barometer being regularly observed and changes to local weather monitored.
Participation in area reporting systems (AMVER etc.).
Ships position being fixed regularly.
Celestial navigation techniques being practiced.
Gyro/compass errors and radar performance regularly checked.
Compasses compared.
Off course alarm active.
Navigation lights working and also inspected at regular intervals.
Never leave bridge unattended.
When in soundings use echo sounder.
Attend to hold ventilation.

Study and adjust auto pilot settings as weather/situation change.
In clear visibility radar techniques practiced.
Preparations made for landfall.
Measures taken to protect the environment from pollution by the ship and to comply
with applicable pollution regulations.

NAVIGATION IN RESTRICTED VISIBILITY:

Memorize fog characteristics of fog signals that may be heard.
Order silence on deck.
If near land, have anchors ready for emergency.
Reduce speed.
Start fog signal.
Make sure your signal not synchronizing with signal of other ships.
Decide if necessary to connect extra boilers.
Operate radar /ARPA.
Switch on navigation lights.
If in soundings, start sounding.
If in doubt about ships position, alter course at once parallel to or away from coast.
Post extra lookout esp. on monkey island and forward; Warn E/R

NAVIGATION IN HEAVY WEATHER:

Inform master, E/R and crew of the situation.
All moveable objects secured above and below decks, particularly in E/R, galley and
stores.
Ships accommodation secured and all portholes and deadlights closed.
All weather deck openings secured.
Speed reduced and steering changed to manual from auto.
Course and speed adjusted.
Safety lines/hand ropes rigged where necessary.
Weather reports monitored.
Transmit weather reports to appropriate authorities or, in case of tropical storms, danger
messages in accordance with SOLAS.
Keep in mind rolling/pitching can reduce UKC.
Check gripes of lifeboats and securing arrangements of life rafts.
Anchor lashings to be checked / tightened.
Hold ventilators to be shut.
FSE eliminated, swimming pool emptied.

Spurling pipes covered properly.

NAVIGATION IN ICE:

Master, crew and E/ informed of the situation.
Water tight doors shut.
Speed reduced.
Frequency of soundings of tanks and bilges increased.
Monitor ice advisory service broadcasts.
Transmit danger messages in accordance with SOLAS

CHANGING OVER WATCH:

Relieving officer to personally satisfy himself regarding following:
Standing orders and other special instructions by Master.
Never sign orders you do not fully understand.
Position, course, speed and draft of ship.
Prevailing and predicted tides, currents, weather, visibility and the effect of these
factors upon course and speed.
Procedures for the use of main engine to maneuver when the main engines are on
bridge control and the status of w/keeping arrangements in E/R.
Operational condition of navigational and safety equipment (tachometer, course
recorder, auto pilot, VHF channels 16 & 70, PPI of radar) used or likely to be used
during the watch.
Errors of gyro and magnetic compasses.
Presence and movement of ships in sight or known to be in vicinity.
Conditions and hazards likely to be encountered during the watch.
Possible effects of heel, trim, water density and squat on UKC.
Any special deck work in progress.
Anticipated positions of course alterations.
Characteristics of shore lights.
Read last entries in log book, weather reports and Navtex messages.
Always be fit for bridge duty.
Arrive early and in time to adjust to the situation.
Never take over watch during a maneuver.
Never leave bridge unattended.

PREARATION FOR SEA:

Charts, publications, provisions, F.W., flags for the intended voyage on board.
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C h e c k l i s t s

Passage plan for intended voyage prepared.
Following equipment checked and ready for use: anchors, bridge movement book, echo
sounder, Navtex, AIS, Electronic position fixing systems, Gyro/magnetic compass and
repeaters, radars, speed/distance recorder, clocks synchronized.
Has the following equipment been tested, synchronized and ready for use: bridge and
E/R telegraphs, RPM indicators, Emergency engine stops, Both sets of navigation
lights, Thruster controls and indicators, Communication facilities including bridge to
E/R, mooring stations communication, portable radios, VHF radios, Search lights,
signaling lamp, Morse light, binoculars; Sound signaling apparatus including whistles,
gong and bell; Steering gear including manual, auto pilot and emergency change over
arrangements and rudder indicators; Window wiper/clear view arrangements.
Is the ship secured for sea: Cargo handling equipment secure, Hull openings secure and
watertight?
Cargo/passenger details available, Stability and draft information available.
All crew on board and all shore personnel ashore, Ship checked for stowaways.
Are pilot disembarkation arrangements in place

PREPARATION FOR ARRIVAL IN PORT:

Give notice to E/R and inform master.
Pre-pilotage information exchange carried out.
Passage plan updated following receipt of Shore to Ship, Pilot/Master Exchange form
and all latest navigational warnings.
ETA sent with all relevant information required by local regulations (e.g. details of
dangerous/hazardous goods carried).
Is it necessary to rearrange ballast / cargo?
Has the following equipment been prepared and checked: course and engine movement
recorders, clock synchronization, communications with E/R and mooring stations,
signaling equipment including flags/lights, deck lighting, mooring winches, hawsers
and heaving lines, pressure on fire main, anchors cleared away, stabilizers and tubes
housed.
Steering gear tested, manual steering engaged in sufficient time for helmsman to
become accustomed before maneuvering commences.
Engines tested and prepared for maneuvering.
Pilot Card completed and pilot embarkation arrangements made.
VHF channels for various services (e.g. VTS, pilot, tugs, berthing instructions) been
noted and radio check carried out.
Port made fully aware of any special berthing requirements that the ship may have.
Additional lookout/bridge messenger.

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C h e c k l i s t s

PILOTAGE:

Immediately on arrival in bridge pilot informed of ships heading, speed, engine setting
and draft.
Pilot informed of LSA provided on bridge.
Details of proposed passage plan discussed with the pilot and agreed with the master
including: radio communications and reporting requirements, bridge watch and crew
stand by arrangements, deployment and use of tugs, berthing/anchoring arrangements,
expected traffic during transit, pilot change over arrangements, fender requirements.
Completed Pilot Card handed to pilot and pilot referred to Wheelhouse Poster.
Responsibilities within the bridge team for the pilotage defined and clearly understood.
Language to be used on bridge between ship, pilot and shore agreed.
Progress of the ship and execution of orders being monitored by the master and OOW.
E/R and ships crew regularly briefed on the progress of the ship during pilotage.
Correct lights, shapes and flags displayed.

TAKING OVER CARGO WATCH:

Gangway(watchman or seaman manning, illumination, lowering mechanism secured
against accidental walk back, lifebuoy with line, steps safe and clean, bottom platform
horizontal, guard ropes OK, roller on flat surface & clear of obstructions).
Necessary notices like No smoking, shore leave , unauthorized persons not
allowed etc. in place; telephone nos. of police, fire brigade, ambulance etc. available.
Copy of fire plan in place.
Ship properly alongside wharf.
No over side discharges.
No oily rags on deck etc.
Cranes, moorings, winches, shackles etc. OK.
Sores locked, if necessary.
Status of ballasting/deballasting.
No. of gangs / hatches being worked.
Sores, bunkers, F.W. expected.
Any doctor party.
Cargo plan.
Any hot work going on.
Any confined space open.
Any special / repair work underway.
Any technician onboard.
Anti-pilferage watch.
Flags/signals displayed.
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C h e c k l i s t s

Any instructions by Master/ Chief Officer.

MAKING A LANDFALL:

Fix ships position.
Call master in accordance with instructions.
Use echo sounder.
Positively identify lights, lighthouses and coastlines.
Use tide tables and keep check on UKC.
Use the rising distance to improve the accuracy of first land based position.
Readjust course, if required.
Recalibrate your electronic position fixing equipment.
Tune your radar for best performance.

GENERAL IDEAS WHILE TAKING ACTION:

Take appropriate action.
Verify that it is having the desired effect.
Call for assistance.
Notify all those who need to know.
Inform the outside world through lights, signals, flags and VHF etc.
Ensure changeover procedure properly carried out and any alternative system is tested
and verified.
Make certain proper communications enable actions to be verified and monitored.
Support emergency organization when it is working; keep a vigilant lookout to ensure
that ship is not put at risk while the emergency is being resolved.
Keep accurate records.

ALWAYS KNOW ABOUT/HOW TO:

Sound general alarm.
Dimensions of ship.
Appropriate lights and shapes.
Illuminate parts of ship.
Use communications equipment.
Control engines.
Change over steering.
Seek assistance.
Log times.
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C h e c k l i s t s

Record ships position at moments notice.
Think through in critical situation and to ask What will I do if a particular emergency
took place.
Know your obligations in various situations like R.V., narrow channels, TSS etc.
Know ideas about good seamanship.
Know when to call Master.

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1 | P a g e C h e c k l i s t s

UH lH For more details please visit: www.captyashpal.blogspot.com

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