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.
Cadet K S Chadha
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.
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)
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
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
1. Navigation Bridge
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
1. Navigation Bridge
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)
2. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
4.1 (On Board Training and Instructions)
3. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
4.2.4 (Operation and use of fire extinguishing appliances)
4. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
5 (Records)
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.
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.
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.
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.
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)
2. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
4.1 (On Board Training and Instructions)
3. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
4.2.4 (Operation and use of fire extinguishing appliances)
4. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
5 (Records)
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.
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.
Debriefing
16. 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.
17. 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)].
18. It will formally be announced by the Master that the drill has been completed.
Record Keeping
19. Proper Entries should be made in deck log book after completing the drill and
company to be reported about successfully completing the 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)
2. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
4.1 (On Board Training and Instructions)
3. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
4.2.4 (Operation and use of fire extinguishing appliances)
4. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
5 (Records)
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.
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.
Debriefing
16. 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.
18. It will formally be announced by the Master that the drill has been completed.
Record Keeping
19. Proper Entries should be made in deck log book after completing the drill and
company to be reported about successfully completing the fire drill. [SOLAS Chapter 3
(Life Saving Appliances and Arrangements), Regulation 19, Paragraph 5
(Records)].
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.
2. Mustering of crew.
Crew musters at their respective squad in the muster station.
3. Head Count.
Site Leader (In this case C/O) 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. Here the master or his substitute
(chief Officer) gives a verbal order to abandon ship.
SOPEP Locker
13. 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.
14. It will formally be announced by the Master that the drill has been completed.
Record Keeping
15. Proper Entries should be made in deck log book after completing the drill and
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.]
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
1. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
3.6 (Enclosed Space Entry And Rescue Drills)
2. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
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)
3. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
5 (Records)
2. Mustering of crew.
Crew musters at their respective squad in the muster station.
3. Head Count.
Site Leader (In this case C/O) 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. Here the master or his substitute
(chief Officer) gives a verbal order to abandon ship.
Neil Robinson
Stretcher
Debriefing
13. 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.
15. It will formally be announced by the Master that the drill has been completed.
Record Keeping
16. Proper Entries should be made in deck log book after completing the drill and
company to be reported about successfully completing the enclosed space entry 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
1. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
3.3 (Abandon Ship Drills)
2. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
4.1 (On Board Training and Instructions)
3. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
4.2 (Instructions given to crew)
4. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
5 (Records)
Muster Station
3. Head Count.
Site Leader (In this case C/O) 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. Here the master or his substitute
(chief Officer) gives a verbal order to abandon ship.
i. Boarding
Board the life raft using embarkation ladder.
Embarkation Ladder
Debriefing
12. 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.
13. 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 (Instructions given to crew)]
14. It will formally be announced by the Master that the drill has been completed.
Record Keeping
15. Proper Entries should be made in deck log book after completing the drill and
company to be reported about successfully completing the abandon ship drill. [SOLAS
Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph 5
(Records)]
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.
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.
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)
2. SOLAS Chapter II-2 (Construction-Fire Protection, Fire detection and Fire Extinction),
Regulation 10, Paragraph 3.2 (Arrangement Of Fire Extinguisher)
3. SOLAS Chapter II-2 (Construction-Fire Protection, Fire detection and Fire Extinction),
Regulation 10, Paragraph 3.3 (Spare Charges)
4. Fire Safety System (FSS) Code, Chapter 4 (Fire Extinguishers), Paragraph 3 (Engineering
Specifications)
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.
There are five main types of fire extinguishers used in shipping industry:-
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)
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.
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.
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.
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 CO2 cartridge in clock wise direction from the handle.
Step 4 : Remove residues of water from the container.
Step 5 : Clean the container thoroughly.
Step 6 : Fill the container with the water.
Step 7 : Screw the new CO2 cartridge to the handle in anti-clockwise direction.
Step 8 : Screw the handle and main body tightly.
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.
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.
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 CO2 cartridge in clock wise direction from the handle.
Step 4 : Remove residues of solution from the container.
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.
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.
Working: When the plunger is pushed, it releases the carbon dioxide gas, which in turn
forces the dry powder out of the discharge nozzle.
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.
Step 1 : Unscrew the handle and remove the handle and main body.
Step 2 : Unscrew the bottle of CO2 cartridge in clock wise direction from the handle.
Step 3 : Remove residues of DCP from the container.
Step 4 : Clean the container thoroughly.
Step 5 : Fill the container with fresh DCP.
Step 6 : Screw the new CO2 cartridge to the handle in anti-clockwise direction.
Step 7 : Screw the handle and main body tightly.
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 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. 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
1. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
3.3 (Abandon Ship Drills)
2. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
4.1 (On Board Training and Instructions)
3. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
5 (Records)
Painter covered in
Canvas Cloth
Release mechanism
marked by red color
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
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 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. 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
1. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
3.3 (Abandon Ship Drills)
2. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
4.1 (On Board Training and Instructions)
3. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
4.2.1 (Operations and use of ships inflatable life rafts)
4. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
4.3 (Davit launched life rafts)
5. SOLAS Chapter 3 (Life Saving Appliances and Arrangements), Regulation 19, Paragraph
5 (Records)
1. Manual launching
2. Automatic Launching
3. Launching by Davits
9. Boarding
Board the life raft using embarkation ladder.
Embarkation Ladder
11. Caution
Avoid sharp objects like knives, shoes and other sharp objects etc. which may damage
the raft surface.
9. Casting Off
After the boarding is completed, check the bottom is clear and release the securing
lines, if any.
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)
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.
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
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.
1. Keep the Suction Line of the Pump full of water (Check always before start).
5. Always start the pump first before opening sea suction valve.
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
1. SOLAS Chapter 2-2 (Construction-Fire protection, fire detection and fire extinction),
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)
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.
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
Water Sprinkler In
Paint Store
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.
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.
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.
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
Introduction
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.
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.
References
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.
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.
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.
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.
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.
xxi. The rescue and resuscitation equipment are to be present outside the
confined space. Rescue equipment includes breathing air apparatus and
spare charge bottles.
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.
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.
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?"
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?
viii. Has provision been made for sufficient ventilation and lighting?
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?
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
The permits filled and work carried has to be logged down in the deck log book. The
hot work permits and entries in deck log book should be readily available when asked
by the Port State Inspector.
Working aloft means work being performed at a height and involves risk of falling, re-
sulting in an injury.
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?
x. Taking into account rolling period and wind speed, can the work be carried
out safely?
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?
xv. If using portable ladders, have they been set correctly at suitable places?
Record Keeping
The permits filled and work carried has to be logged down in the deck log book. The
working aloft permits and entries in deck log book should be readily available when
asked by the Port State Inspector.
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. 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.
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.
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
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.
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.
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 Assessmet : 1
Vessel/ Site Name (*) Falcon Arrow Responsible Officer Chief Officer
Evaluation
1 of 3
Predominant
Environmental
Property Damage
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.
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
Estimate the Severity of the Event after suggested new controls are used (*) 1
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
2 of 3
Predominant
Environmental
Property Damage
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.
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
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.
Estimate the Severity of the Event after suggested new controls are used (*) 1
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
3 of 3
Predominant
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.
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
Estimate the Severity of the Event after suggested new controls are used (*) 1
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
Approved By Master
Other Comments
N/A
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)
2. 2 Boat Hooks
To be used in fending away from the ship side.
4. 1 Survival Manual
It contains life survival instructions.
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.
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.
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.
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.
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.
Buoyant Rescue
Quoits
Search Light
RADAR Reflector
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
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.
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.
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.
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
WORK DESCRIPTION
Date Vessel
****** 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.
SOLAS REGULATION:
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
Important Definitions
1. Life Raft - A raft, often inflatable, for use in emergencies, as when a ship must be
abandoned.
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.
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:-
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)
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.
Important Definitions
1. CORROSION
Corrosion mechanism
Anodic Reaction
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
Corrosion prevention
Cathodic protection
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.
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.
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.
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 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.
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.
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
Tube Worm
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
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
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.
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.
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.
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.
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.
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
Disadvantages
Relatively Slow
Airless coating is generally not achieved
In general twice as many coats has to be applied by brush
Brush Application
Advantages
Disadvantages
Advantages
Very fast
Relatively simple
Inexpensive equipment
Disadvantages
Advantages
Disadvantages
Expensive Equipment
When the air temperature falls below the lower drying or curing limit of the coating.
When the surface to be painted is wet with condensation or when condensation can
occur during the initial drying period of the paint.
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
GRAND TOTAL: SEA STOCK PAINT AND THINNER 430 2600 $10,102.50 $1,807.00
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. 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.
Name of the Ship: Falcon Arrow, Port of Registry: Nassau As Seen From Top
2. Serial number
6. Length of painter
7. Identification Card
9. Launching instructions.
Makers Name, Serial Number, Date Last Serviced etc. Seen On The Sticker
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.
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.
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.
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
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.
8. Fix the floater and rubber mesh back on the air vent.
10. Secure it with bolts and make sure that the bolts are fully tight.
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.
Compression Bar
Hatch 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.
Rubber Gasket
Dog
4. Make sure that greasing nipples of the dogs are free of any foreign object especially
paint.
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
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.
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.
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.
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.
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.
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.
After an extended sea passage or a passage undertaken in heavy seas and prior to
mooring operation, ensure to check the following:-
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.
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.
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.
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.
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.
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.
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.
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.
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
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.
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.
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
1. SOLAS Chapter 2-2 (Construction-Fire protection, fire detection and fire extinction),
Regulation 4 (Fixed fire-extinguishing systems)
3. Fire Safety System, Chapter 8 (Automatic Sprinkler, Fire Detection And Fire Alarm
Systems)
a. No physical damage.
b. Visually inspect control valves to ensure that they are in the normal open position.
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.
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.
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.
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.
4. Prevailing and predicted tides, currents, weather and visibility and the effect of
these factors upon course and speed.
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.
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)
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.
a. The operational condition of all navigational and safety equipment being used or
likely to be used during the watch.
e. The possible effects of heel, trim, water density and squat on under keel
clearance.
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.
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.
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.
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
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.
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.
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.
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.
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.
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)
The Officer of the Watch (OOW) should be well aware of the manoeuvring
characteristics of the ship such as:-
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.
Response to all the alerts including distress, urgency and safety should be given as
appropriate in the prevailing circumstances and conditions.
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.
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.
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
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.
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.
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.
2. Keep a sharp lookout for any suspicious motor boat approaching the ship.
Part of Ships
GMDSS equipments
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)
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.
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
d. Working aloft
f. Working on masts
Azimuth
For calculating azimuth we always need a reference point, same as we have in the case of
simple 2-Dimensional Geometry.
S Y (-)
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
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.
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.
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.
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
Hence,
True Bearing = N 20 E
True Bearing = 020 (T)
S
Azimuth Calculations 143
N
Case - 2
True Bearing = N 70 W
W E
So, we will move 70 from NORTH towards
WEST
Hence,
True Bearing = N 20 W
Case - 3
True Bearing = S 45 E
True Bearing = S 45 E
Case - 4
True Bearing = S 35 W
Hence, 35
True Bearing = S 35 W
True Bearing = 215 (T)
S
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).
4. Bridge Procedure Guide Part C (Emergency Checklists), Checklist C-4 (Man Over
Board).
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.
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.
Introduction
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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
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.
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.
2. Activate the ship security alert system, which will alert your Company Security Officer.
PA System On Board
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.
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.
11. Call the UK Maritime Trade Operations (UKMTO) To Report of Somali piracy incidents
only please contact below immediately
12. To Report incidents on Piracy and Armed Robbery occurring anywhere else in the world
please contact the IMB Piracy Reporting Centre:-
1. Offer no resistance otherwise this could lead to unnecessary violence and harm to crew.
2. Before pirates gain access to bridge inform Company and/or the Maritime Security
Centre.
4. Ensure all crew, other than bridge team, stay together in one location.
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
7. Check the light and buzzer alarms for Navigation Light Failure.
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.
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.
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.
18. Check that the routes have been loaded in ECDIS and if not load the routes in it.
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.
a. The moorings should be tight otherwise the ship would surge ahead and
possible break loose from its moorings.
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
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?
10. Check the light and buzzer alarm for Bridge Alarm Panel.
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.
17. Check that the routes have been loaded in ECDIS and if not load the routes in it.
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.
a. The moorings should be tight otherwise the ship would surge ahead and
possible break loose from its moorings.
21. Make sure that port been made fully aware of any special berthing requirements.
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.
1. AMVER (USA)
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
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.
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:-
Aneroid Barometer
Anemometer
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 :
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.
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.
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.
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.
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
Introduction
An emergency steering system is a system which is used during the failure of the main
steering system of the ship.
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)
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.
Steering Lever
g. When the desired heading is obtained, move the steering lever to the centre
position.
d. Remove protection cap from the pump control device and attach the pump
control handle to the handle shaft.
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.
i. Clockwise : Starboard
ii. Anticlockwise : Port
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.
Slow Astern 54
Half Astern 62
Full Astern 70
Full Sea Speed 12 minutes 1.54 miles 6.6 minutes 1.09 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
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.
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 .
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.
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.
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.
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.
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
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.
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.
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.
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
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
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.
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.
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.
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.
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.
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.
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.
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.
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.
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
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.
15. International Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk (NLS Certificate)
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
Reference: IGC Code, section 1.5; IGC Code as modified by resolution MSC.17(58),
section 1.5
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.
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.
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.
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.
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.
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.
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.
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.
Reasons of not using sounding tape for taking Fresh Water Sounding
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.
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.
1. Drinking
3. In laundry services
4. Hold Cleaning
5. Deck Washing
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.
2. Open the valve. Keep one person stand by near the fresh water intake valve.
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.
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.
19. Take a formal receipt signed by the shore personal stating the date, place and quantity
of Fresh Water Taken.
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.
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:
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.
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.
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.
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.
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.
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.
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.
The cooling pipe should be checked for loosening in expansion area during inspection.
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:
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.
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.
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.
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.
Protective clothing and safety shoes or boots used by the ships crew must be clean
and free of any grease, dirt, paint or chemicals.
Apart for regularly cleaning the Fresh Water Generator various drinking water fountains
inside accommodation also require scheduled cleaning and replacement of filters.
Introduction
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.
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.
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:-
Scupper Plugged In
12. Opposite side bunker manifold valves are closed and blanked properly.
15. When barge is secured to the ship side, the persons involved on barge are also
explained about the bunker plan.
16. Barge paperwork is checked for the oils grade and the density as per the specification.
20. Proper communication between the barge and the ship is to be established.
22. Sign and signals are to be followed as discussed in case of communication during
emergency.
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.
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.
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.
10. The new bunker should not be used until the report from the lab has been received
satisfactorily.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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
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.
Introduction
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.
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.
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.
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.
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.
Introduction
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.
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.
1. Make sure that airbags in between the units are taken out and kept under safe place.
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.
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.
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.
5. Any loose paint flakes, paint blisters or rusts should be scrapped and cleaned.
6. The bare metal on bulkhead or tank top should be applied with a thin coat of 2
component paint.
7. The paint so applied should be given sufficient time to dry up before loading the next
cargo.
Wet Paint
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.
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.
14. If loading bulk cargo CO2 pipe outlet inside the hold to be covered with a tape so as
cargo doesnt get inside it.
16. Ensure channel on the hatch coaming and its drainage system are free from
obstruction.
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.
Introduction
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.
Compact Stow
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
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.
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.
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.
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.
16. Enter in the appropriate log-book all important events affecting the ship
3. Deck scuppers are to remain plugged at all times except briefly opened to drain rain
water.
Scuppers Plugged In
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.
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.
3. No oil on Deck.
5. No grease on deck.
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.
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.
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.
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.
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.
17. Repeat the process for all the mooring ropes as per the plan and at the end inform the
bridge about all fast.
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.
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.
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.
3. On receiving the order release the brake slowly of that particular drum.
6. Heave the lines to bring them on board and inform the bridge that all lines are on
board.
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.
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.
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"
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. 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.
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.
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.
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.
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.
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.
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).
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.
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.
9. Lashings should be enough so as to prevent the loads from moving when the ship rolls
heavily.
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.
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.
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.
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 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.
16. Enter in the appropriate log-book all important events affecting the ship
3. Deck scuppers are to remain plugged at all times except briefly opened to drain rain
water.
Scuppers Plugged In
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.
8. If any unauthorized person tries to come on board then inform the bridge.
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.
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.
1. Information on all restricted areas must be given as whether they are locked or
manned.
3. Knowledge of all persons onboard and their location, especially those in remote or
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.
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.
UHF Walki-Talkie
9. Any unusual incident that may have occurred during the watch.
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.
1. To ensure that safe working practices and standards are followed on the ship and are
not compromised at any cost.
4. To act as the representative of the crew to address concerns and queries to the ship
management.
8. To ensure that necessary safety tools and equipment are available to the crew
members, along with safety publications.
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.
List of Certificates
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.
Survey Period: Intermediate Survey usually between 2nd and 3rd anniversary of
the ship.
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.
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.
Survey Period: Intermediate Survey usually between 2nd and 3rd anniversary of
the ship.
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.
Survey Period: Intermediate Survey usually between 2nd and 3rd anniversary of
the ship.
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.
Survey Period: Intermediate Survey usually between 2nd and 3rd anniversary of
the ship.
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.
Survey Period: Intermediate Survey usually between 2nd and 3rd anniversary of
the ship.
Survey Period: Intermediate Survey usually between 2nd and 3rd anniversary of
the ship.
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.
Survey Period: Intermediate Survey usually between 2nd and 3rd anniversary of
the ship.
Survey Period: Intermediate Survey usually between 2nd and 3rd anniversary of
the ship.
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.
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.
Survey Period: Intermediate Survey usually between 2nd and 3rd anniversary of
the ship.
Date of Expiry: 5 Years
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.
Survey Period: Intermediate Survey usually between 2nd and 3rd anniversary of
the ship.
Date of Expiry: 5 Years
13. International Sewage Pollution Prevention Certificate
Introduction
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.
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.
Introduction
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.
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.
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.
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.
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.
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
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.
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.
All the GMDSS equipments should be tested in the time frame stated and should be
logged down.
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.
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.
EEBD (LSA)
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.
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
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