Book 7 - Nautical Watchkeeping PDF

NAUTICAL
WATCHKEEPING
NUTSHELL SERIES
BOOK7
BY
CAPT. H. SUBRAMANIAM
Extra Master, F.R.Met.S., M.R.I.I'J., F.N.I., F.e.M.M.I., M.l.Mar.Tech., M.I.Met.S.
Principal Emeritus
L.B.S. College of Advanced Maritime Studies & Research,
Mumbai.
General Manager & Principal,
Eurasia Centre for Advanced Learning,
Mumbai.
VIJAYA PUBLICATIONS
~ 912225217044; a-mail: [email protected]
2 Chaitra, 550 11th Road,
Chembur, Mumbai, 400071, India.
First edition: Nov 1992
Reprinted:
Sep94,Aug96,May98
Second edition: May 01
Reprinted:
Oct 01, Mar 03, Jul04
Feb 05, Sep 05, Sep 06
Copyright
All rights reserved
Price in India: Rs. 300/-
Printed & published by Mrs. Vijaya Harry for Vijaya Publications of

2 Chaitra, 550 11th Road, Chembur, Mumbai 400 071 at the Book
Centre Ltd.,6 th Road, Sian East, Mumbai 400 022, India.
Dedicated to my mother,
without whose patient and
constant encouragement,
this book would not have
been possible.
CAPT.P.S.BARVE
EXTRA MASTER,
Nautical Adviser to the Govt of India,
Jahaz Bhavan,
Bombay 400 038.
29th November 1991
FOREWORD
Watch keeping at sea as well as in port is the

basic duty of every deck officer. He receives training
in this aspect from his first day at sea. Inspite of such
an early start, the subject never received the formal
training it deserves and learning from seniors has
been the only process in the past.
Till IMO passed a resolution on guidelines to

watchkeeping, there was no authentic text on the
duties and responsibilities of a watchkeeping officer.
The IMO guidelines, because of its general purpose,
lacks the various details that need to be imparted in
training curriculae.
Considering the importance now being given to

formal education, there is a need for a textbook that
would specify the various aspects of watchkeeping
and further expand them so that each is understood in
the overall context.
Seen
. in this context, Capt.
. H. Subramaniam
has compiled a well arranged text book to take care of
the long felt need. The book has the. benefit of his
immense experience and attention to detail acquired
while teaching the subject for over two decades. fie
has thoughtfully included just enough 'explanation
wherever necessary.
Contrary to current practice on Indian ships,

the author has recommended that, during
anchor/mooring operations, the Third Officer be
stationed forward and the Chief Officer be on the
bridge. I consider this to be an excellent practice as it
would provide the Chief Officer with a good insight
into ship-handling and prepare him better for
'command' eventua1ly.
Capt. Subramaniam's reputation as an

excellent teacher is well known. So it is little wonder
that all his six earlier books have been great
successes internationally. I am sure that this book, his
seventh, shall not only be a good textbook for
competency examinations but would be a handy
reference book for watchkeeping . officers on board
ships.
(Capt. P. S. BARVE
PREFACE TO THE SECOND EDITION
Among all the books written by me so far, this

one has been the most thought provoking. Much of
the matter here is based on experiences and
observations by myself and the officers who have
been my students in this subject during the last twenty
years.
Seamanship is a subject where changes occur

frequently - different types of ships, differing
nationalities, varying types of equipment, new
legislation, increasing automation, clubbing of duties
of personneJ, reduction in manning scale, changes in
traditional practices that were once considered
sacrosanct, etc
In order to ensure that the material in this book

IS In line with current practices at sea, I did a four
month voyage in command of a foreign-going bulk
carrier just before publication of this book. After the
Second and Third Officers had read the various
chapters on anchor work, they had no problem going
forward in charge of anchor stations. I can now
confidently recommend that the Third Officer may be
in charge of forward stations, on all ships, as
suggested in this book.
In this second edition, watchkeeping on oil

tankers at sea and in port have been included.
Capt. H. SUBRAMANIAM.
CONTENTS
No: Title of chapter Page I

1. Assumotions 1
2. General Duties of the Third Officer 5
3. General Duties of the Second Officer 7
4. General Duties of the Chief Officer 9 ,
5. Some reasons concern ina stations 13
6. Sianals indicatina immediate danaer 16
7. Joinina a shio as Naviaational Watchkeeoer 22
8. Takina over caroo watch 28
9. Keeoino carao watch 42
10. Preoarino the vessel for sea 55
11. Testina controls before sailina 63
12. Takina over naviaational watch at niaht 68
13. Naviaational WatchkeeDina 77
14. Aooroachina toq in open sea 87
15. Preparations for heavv weather at sea 91
16. Preoarations to arrive oort 101
17. Anchors and cables 107
18. Dronolno anchor under normal circumstances 116
19. Droooinc an anchor in an emeraencv 127
20. Heavina uo anchor 130
21. Sliooina an anchor 136
22. Keeoino anchor watch 143
23. Own shio draaaina anchor 150
24. Another shio draaaina anchor onto own shio 155
25. Man-overboard at sea 162
26. Collision at sea 174
27. Runnina aaround 185
28. Princioles of fire fiqhtino aboard shio 193
29. Fire in a carao hold at sea 210
30. Fire in a carco hold in oort 218
31. Fire in the enqine room in port 226
32. Re-enterina encine room after lniectinc CO:> 234
33. Fire in the oumo room 241
34. Fire in the aallev 249
35. The Shio's Loabook 255
36. Entries in the Ship's Loqbook 264
37. Index 281
[1 - ASSUMPTIONS]
CHAPTER 1
ASSUMPTIONS
1. ASSUMPTIONS - at all times:
Unless otherwise stated, the following general status/

conditions have been assumed:
1.1. Single, right-handed, fixed-pitch propeller. Main

engine using heavy fuel oil when manoeuvring
and also when 'full away'.
1.2. Sea speed 13 knots at 100 RPM, Harbour Full

Ahead 10 knots at 80 RPM, Dead Slow Ahead 4
knots at 40 RPM.
1.3. Plenty of sea room, deep waters, calm weather,

good visibility, all ship's equipment in workable
condition.
1.4. Ship on autopilot always except in special circum-

stances such as arrival and departure port,
restricted visibility, high traffic density or restricted
sea room, emergency circumstances such as
man overboard, etc.
1.5. Navigating bridge manned at all times, when

underway or at anchor, by a Navigational Watch-
keeping Officer (OOW) and a Quartermaster.
[1 - ASSUMPTIONS]
1.6.When the ship is on autopilot, the Quartermaster

acts as the lookout.
1.7.When on hand steering, an additional person is

posted on the bridge - a seaman who serves as
lookout.
1.8.lnternal phone system connects the bridge to all

necessary spaces including cabins of officers and
crew.
2. ASSUMPTIONS if on a General Cargo Ship:
2.1.GT 10,000, LOA 150 m, Load draft aft 10 m, Load

W 20,000 t. Four holds forward and one aft of
engine room.
2.2. Electricalty operated deck equipment - windlass,

mooring winch, etc.
2.3. Macgregor type steel hatch covers with steel

wedges on top and sides.
2.4. Derricks and winches for cargo work.
3. ASSUMPTIONS - if on a Tanker:
3.1 .Double hull crude-oil tanker with centre line

division.
3.2. GT 43,400, I\lT 19,000, LOA 230 m, Load draft aft

16 m, DWT 85,000 t, Load W 100,000 t. 12 cargo
tanks (6 on each side) + 12 ballast tanks (6 on
2
[1 - ASS,UMPTIONSJ
each side) + 2 slop tanks. Total capacity of ballast

tanks 30,000 t.
3.3. Hydraulically operated deck machinery.
3.4. Pumps: 4 steam-driven COPs x 2500 m3/hr + 2

cargo eductors x 200 m3/hr + 2 electrically driven
ballast pumps x 2500 m3/hr + 1 steam-driven
stripping pump x 200 m3/hr.
3.5. Tank gauging by radar system with UTI (Ullage

and temperature indicator) back up.
3.6. A high level alarm, consisting of a siren and a

flashing light on the bridge front bulkhead, getting
activated when each oil tank gets 95% full.
3.7. The inert gas (IG)-cum-venting system .consists of

one main line above deck provided with:
3.7.1. One IG inlet master valve at the after end.

3.7.2. One mastriser valve at the forward end.
3.7.3. Branch lines, without any valves, leading to
the top of each cargo tank.
3.7.4. One Pressure Vacuum Breaker (PVB).
3.7.5. One Pressure Vacuum Valve (PVV).
3.7.6. A pressure gauge readable by persons on
deck.
3.7.7. A pressure gauge in the Cargo Control
Room (CCR).
3.7.8. A pressure gauge on the Navigating
Bridge.
3
[1 - ASSUMPTIONS]
3.8. Pressure values set as follows:
3.8.1. PVB blows outwards at 2100 mm WG.

3.8.2. PVB blows inwards at -700 mm WG.
3.8.3. PVV breathes outwards at 1400 mm WG.
3.8.4. PVV breathes inwards at -350 mm WG.
3.8.5. HP alarm sounds at 800 mm WG.
3.8.6. LP alarm sounds at 200 mm WG.
3.8.7. Very LP (also called Low LP) alarm sounds
at 100 mm WG.
3.8.8. When VLP alarm sounds, cargo pumps trip
off automatically.
-000-
4
[2 - DUTIES OF THIRD OFFICER]
CHAPTER 2
GENERAL DUTIES
OF THE THIRD OFFICER
1. At sea or at anchor: Keeping bridge watch from

0800 to 1200 hours and from 2000 hours to 0000
under the supervision of the Master.
2. In Port: Keeping cargo/deck watch twelve hours a

day (normally in 6 hour shifts) under the direction
of the Chief Officer.
3. During fire drill and boat drill: On the navigating

bridge, assisting the Master.
4. When arriving or leaving port: In charge of the

station forward (see reasons given in Chapter 5).
5. At all times:
5.1.ln charge of the maintenance of LSA and FFA

under the direction of the Chief Officer.
5.2.ln charge of the LSSA (light and sound signal-

ling apparatus) of the ship, reporting to the·
Chief Officer.
5
[2 - DUTIES OF THIRD OFFICER]
5.3. In charge of all meteorological equipment on

board - instruments, publications, stationery,
weather logbooks, etc, reporting to the Master.
SA. In charge of all nags onboard, reporting to the

Chief Officer.
5.5. Making of cargo plans under the direction of

the Chief Officer.
5.6. Any other duties assigned by the Master or

Chief Officer.
6. The foregoing general list of duties is that followed

by many shipping companies in the world.
Company specific duties may be listed in the
Quality System Documents of the company.
However, the Master has the right to interchange
any of the duties listed above with those of the
Second Officer or of the Chief Officer.
-000-
6
[3 - DUTIES OF SECOND OFFICER]
CHAPTER 3.
GENERAL DUTIES
OF THE SECOND OFFICER

0000 to 0400 hours and 1200 to 1600 under the
supervision of the Master.
2. In Port: Keeping cargo/deck watch twelve hours a

day (normally in 6 hour shifts) under the direction
of the Chief Officer.
3. During fire drill: In charge of the Boat Deck Party.
4. During boat drill: In charge of a boat.
5. When berthing or unberthing: In charge of the

station aft (see reasons given in Chapter 5).
6. At all times:
6.1.ln charge of charts and publications and all

bridge equipment under the direction of the
Master.
6.2.ln charge of all medical treatment and medical

stores under the direction of the Master. In
7
[3 - DUTIES OF SECOND OFFICER}
port, First Aid will be rendered by the Officer

on cargo/deck watch but follow-up treatment,
for ship's staff, including co-ordination of
medical help from ashore, whenever
necessary, is the responsibility of the Second
Officer, under the guidance of the Master.
6.3. Any other duties assigned by the Master or

Chief Officer.

. Company specific duties may be listed in the
Third Officer or of the Chief Officer.
-000-
8
[4 - DUTIES OF CHIEF OFFICER}
CHAPTER 4
GENERAL DUTIES
OF THE CHIEF OFFICER

0400 to 0800 hours and 1600 to 2000 under the
supervision of the Master.
I
2. When berthing or unberthing: On the bridge, as
the second in command (see reasons given in
Chapter 5).
3. During Fire stations: In charge of the attack party

at the seat of the fire.
4. During Boat stations: In charge of a boat.
5. At all times: .
5.1. The Chief Officer is the person next in line of

command of the ship. He is the head of the
deck department. The head of the engine
department is the Chief Engineer Officer.
5.2.ln charge of all cargo operations: This includes

planning, hold/tank preparation, loading,.
segregating, discharging, ballasting .and de-
9
[4 - DUTIES OF CHIEF OFFICER]
ballasting, signing of Mates receipts and all

correspondence relating to cargo. On General
Cargo ships, additional cargo related duties
include supervision of work being done by
stevedores, lashing/securing of cargo, trim-
ming of bulk cargo, segregation of dangerous
goods, segregation of incompatible goods and
special precautions for hazardous cargoes.
5.3.ln charge of stress calculations of the ship at

all times during loading/discharging, debal-
lasting/ballasting, still water conditions as well
as rough sea wave conditions.
5.4. In charge of the stability of the ship and all

related calculations.
.
5.5. In charge of maintenance and repairs of all
deck appliances, FFA and LSA, Gas meas-
uring instruments, hull, deck, superstructure,
accommodation, cargo spaces, fresh water
tanks, ballast tanks, store rooms, etc. Super-
vision of maintenance/repair work being done,
for the deck department, by shore labour.
5.6. In charge of all stores in the deck department

including paints, cargo spares, ropes, wires,
dunnage, las~ling gear, etc.
5.7. In charge of the safety and security of all

personnel aboard including maintenance of
anti-pilferage and anti-piracy watches when-
ever necessary.
10
5.8.ln charge of the making of contingency plans

to deal with emergencies including the making
of Muster Lists for boat and fire stations.
5.9. Allocation of daily work to the deck crew and

the supervision thereof.
5.10. Allocation of daily work to deck cadets and

the supervision of their training.
5.11. The Chief Officer is normally designated as

the 'Shipboard Training Officer' for the train-
ing of cadets, subordinate officers and crew.
5.12. In charge of enforcement of drug and

alcohol policy on board.
5.13. Social responsibilities include ensuring that

the rights of the crew are not violated with
regard to food, apparel, equipment, etc.
5.14. Any other duties assigned by the Master.

Company specific duties may be listed in the
Second Officer or of the Third Officer.
-000-
11
Space for notes
12
[5 - SOME REASONS]
CHAPTER 5
SOME REASONS
CONCERNING STATIONS
1. Why Chief Officer on bridge stations

1.1.ln some shipping companies, the Chief Officer
traditionally went on forward stations, and the
Third Officer on the bridge, whenever the ship
was berthing or unberthing. It would be a
much better idea for the Chief Officer, being
the second in command of the ship, to go on
bridge stations - in case of an emergency
whereby the Master suddenly became
incapacitated, the Chief Officer could take
command of the situation immediately
because:
1.1.1. He would be present on the bridge.
1.1.2. He would be fully aware of the
manoeuvres that are in the process of
being executed.
1.2. Furthermore, the Master may allow, under his
direct supervision, the Chief Officer to carry
out various manoeuvres such as picking up
pilot, dropping pilot, anchoring, etc., thereby
giving him practice in ship handling. This
would be helpful to him when he gets
command of a ship later on.
13
{5 - SOME REASONS]
1.3. On specific occasions the Chief Officer may

be sent forward, in view of his greater
experience, to oversee any specialised
operation such as making fast to a Single
Buoy Mooring (SBM), double banking, etc.
2. Why Third Officer on forward stations
2.1. The station forward has the special respon-
sibility of anchor operation whereas the station
aft has the special responsibility to keep the
propeller clear. Considering that 'Stations
forward' is called more often, and is on for
longer periods than 'Stations aft', it is
preferable for the Third Officer to go forward
since he has more convenient watch-keeping
hours at sea than the Second Officer. This
leaves the station aft for the Second Officer.
2.2. Since the Third Officer is the junior most
nautical officer on the ship, this practice
automatically ensures that every deck officer
would be familiar with anchor work. It is
consequently possible to cause less
interruptions of rest by utilising the services of
an officer up to one hour before and after his
watch, for dropping anchor, without waking up
a third person who may be asleep:
Anchoring Bridge Forward

Time AM/PM Station Station
3 to 5 Chief Officer Second Officer
5 to 9 Chief Officer Third Officer
9 to 3 Second Officer Third Officer
[5 - SOME REASONS]
3. Training of cadets for forward stations
Cadets would, and should, be trained properly in

anchor operation, bearing in mind that they would
be in charge of the station forward as soon as they
obtain their first certificate of competency.
-000-
15
[6 - DANGER SIGNALS}
CHAPTER 6
SIGNALS INDICATING
IMMEDIATE DANGER
The General Alarm or Emergency Signal:
1. The General Alarm, or Emergency Signal, is used

to denote that the ship is in immediate danger of
sinking.
2. This signal consists of seven or more short blasts

followed by one long blast on the ship's whistle.
3. This signal may also consist of seven or more

short rings followed by one long ring on the
electric bells fitted in accommodation and in the
engine room.
4. The crew's response to the electric bell is much

faster than to the whistle. This is because the
whistle is often used at sea and in port for ROR
purposes, fog, port signals, etc. In fact the ROR
signal, sounded to indicate doubt regarding the
intentions of another ship, consists of five or more
short and rapid blasts. A crew member would,
therefore, have to wait for the final long blast in
order to identify the signal, sounded on the
whistle, as the General Alarm. On the other hand,
16
[6 - DANGER SIGNALS]
the electric bell is never used for any other

purpose except to indicate either actual
emergency or a practice drill, both of which require
immediate response from the crew.
5. The whistle would be very effective if the crew is

working on deck, far away from the accom-
modation, where the electric bell may not be
heard.
6. The electric bell would be very effective for

persons inside the accommodation and also for
those in the engine room.
7. On hearing this signal, all persons on board are

expected to:
7.1.Alert any persons nearby who may not have

heard or realised the meaning of this signal.
7.2. Put on adequate clothing appropriate to the
circumstances, for protection against exposure
7.3. Put on safety shoes, failing which closed
footwear for protection of the feet. Bare feet
and feet clad in open slippers are prone to
injury by tripping, from falling objects, from
sole piercing and by walking on hot surfaces.
7.4. Don (put on) Iifejackets.
7.5. Put on helmets, failing which, any sort of cap.
This is to protect the head from injury from
bumping and from falling objects. Such
headgear would also serve as protection
against exposure.
7.6.lf available, put on working gloves for
protection of the hands.
17
7.7. Proceed to the designated boat station.

7.8. Nautical Officers should carry with them the
portable VHF set allotted to each of them. At
night, they should also carry a torch.
7.9. Meanwhile, listen for any special instructions
given on the ship's Public address System
(PAS).
The Fire Alarm:
8. The Fire Alarm signal is used to denote that there

is a fire on board.
9. This signal consists of a long continuous ring on

the electric bell in the accommodation and in the
engine room.
10. Announcement of the location of the fire, to the

ship's staff, via the Public Address System (PAS)
should follow.
11 . If crew are working on deck, and cannot hear the

electric bell, which is situated in the accom-
modation, shout the word 'Fire' loud enough for
them to hear.
12.On hearing this signal, all ,crew members are

expected to:
12.1. Alert any persons nearby who may not have

heard or realised the meaning of this signal.
12.2. Put on adequate clothing appropriate for
protection against exposure to the heat of
the fire.
12.3. Put on safety shoes, failing which closed
18
footwear for protection of the feet. Bare feet

and feet clad in open slippers are prone to
injury by tripping, from falling objects, from
sole piercing and by walking on hot
surfaces.
12.4. Don (put on) lifejackets.
12.5. Put on helmets, failing which, any sort of
cap. This is to protect the head from injury
from bumping and from falling objects. Such
headgear would also serve as protection
against exposure to the heat of the fire.
12.6. If available, put on working gloves for
protection of the hands.
12.7. Nautical officers should carry with them the
portable VHF set allotted to each of them
and, if available, a torch..
12.8. Meanwhile, listen for any special instructions
given on the ship's PAS (Public Address
System).
12.9. Proceed to fight the fire, the location of
which was announced on the PAS.
The General Alert:
13.Some companies have introduced a 'General

Alert' signal. This consists of the Morse letter 'N'
on the electric bell.
14.This signal is equivalent to the 'All hands on deck'

order of the sailing ship days.
15.Morse letter 'N' is chosen so as to be distinct from

the General Alarm (seven short rings followed by a
19
long ring) and the 'fire alarm (continuous ringing)

on the electric bell.
16.The purpose is to alert the crew to some

emergency such as Pirates on board, Man
overboard, etc.
17.This signal would be followed by instructions on

the PA (Public address) system.
18. This is a very safe and efficient practice because

announcements made directly on the PAS may
not be sufficient to wake up persons asleep in their
cabins.
19.The sounding of the General Alert on the electric

bell would wake/alert the ship's staff first so that
the subsequent announcement on the PAS would
have the desired effect and evoke proper
response from them.
20. The General Alert would also be certain to bring

the Master to the bridge very quickly, saving the
time needed for a separate phone call to him.
-000-
20
Space for notes
21
[7 - JOINING SHIP]
CHAPTER 7
JOINING A SHIP AS A
NAVIGATIONAL WATCHKEEPER
1. COMMON FOR SECOND & THIRD OFFICERS:

1.1. Report to the Master with:
1.1.1. Letter of appointment from employers.
1.1.2. COC (Certificate of Competency) and all
endorsements, if given separately.
1.1.3. GOC for GMDSS equipment.
1.1.4. CDC (Continuous Discharge Certificate).
1.1 .5. Passport.
1.1.6. Health Book (International Certificate of
vaccination and inoculation).
1.2. Report to the Chief Officer.
1.3. Meet the other Navigational Watch keepers of
the ship. Discuss generally the particulars of
the ship, cargo operation system, navigational
equipment, LSA, FFA, cargo on board, other
officers, crew, etc, and any problems faced in
the recent past.
1.4. Go to the shipping office for 'Signing on' with
the following documents:
1.4.1 .Appointment letter from the Master
1.4.2. Certificate of Competency.
1.4.3. Continuous Discharge Certificate.
1.4.4. Passport.
22
[7 - JOINING SHIP]
1.5.A representative of the employer's agents in

that port would also come there. In the
presence of the Shipping Master sign on
'Articles of Agreement' (referred to as 'The
Articles') .
1.6. If it is inconvenient to go to the shipping office

due to shortage of time, or the shipping office
being very far away:
1.6.1. 'Signing on' is done on board the ship

itself on a printed form, called 'Eng 2',
which has the same columns as the
articles ('Eng 1').
1.6.2. One copy of this form is sent to the
shipping office of the port where the
articles are registered and the other copy
is attached to the ship's copy of 'The
Articles',
1.7. Get familiar with the ship's layout, the cargo

operation system, LSA and FFA.
1.8. Get familiar with the SOPEP (Shipboard Oil

Pollution Emergency Plan) of the ship.
1.9. Get familiar with the operational procedures of

all electronic navigational aids on board by
asking other Navigational Watchkeepers and
also reading up on the operation manuals.
1.1 a.Get familiar with the manoeuvring character-

istics of the ship by studying the 'Pilot
information card'.
23
[7 - JOINING SHIP]
1.11.Go around and meet the other officers and

crew on board.
1.12.Get familiar with the mooring arrangements

at the forward and aft stations.
1.13.Start keeping cargo/deck watches as instruct-

ed by the Chief Officer.
1.14. Both, STCW '95 and the ISM (International

Safety Management) Code of the IMO,
require that, before taking over as a
watchkeeper, a person should undergo
either:
1.14.1. A ship-specific familiarisation prog-

ramme (on board and/or ashore) or
1.14.2. A period of parallel duties with the
outgoing watchkeeper.
1.15.Many employers comply with the foregoing

requirement by putting the watchkeepers
back on the same ship, or a sister ship, after
each period of leave.
2. ADDITIONAL POINTS FOR JOINING AS THE

THIRD OFFICER:
2.1 . Specifically enquire from the outgoing Third

Officer whether any supply of, or repairs to,
LSA, FFA, LSSA or flags are pending.
2.2. Take charge, from the outgoing Third Officer,

of the LSA, FFA & LSSA maintenance register
and list of 'flags on board.
24
[7 - JOINING SHIP]
2.3. Take charge, from the outgoing Third Officer,

the portable VHF set allotted to the Third
Officer of the ship.
3. ADDITIONAL POINTS FOR JOINING AS THE

SECOND OFFICER:
3.1. Specifically enquire from the outgoing Second

Officer whether any supply of charts,
publications, navigational stores or repairs to
navigational equipment are pending.
3.2. Take charge, from the outgoing Second
Officer, of all keys pertaining to.-
3.2.1. The bridge and all locks therein - cup-
boards, lockers, drawers, equipment, etc.
3.2.2. The medical locker, poison locker, the
hospital and all cupboards, lockers and
drawers therein, etc.
3.3. Check that the charts and publications

necessary for the intended voyage are on
board and that the charts have been corrected
uptodate.
3.4. Check that all navigational equipment,

electronic. and non-electronic, are working
satisfactorily.
3.5. Check that all necessary navigational spares

and stores are on board - spare bulbs and
rolls of paper for each equipment wherever
applicable, chart pencils, erasers, stationery,
25
[7 - JOINING SHIP]
etc. Check these quantities against those

mentioned in the 'Instrument list' (see note
below).
3.6. Check medical locker and hospital to ensure

that all medicines, medical stores and medical
equipment are as set out in the 'International
Medical Guide for Ships' published by the
World Health Organisation (WHO), a copy of
which is carried on all ships. The actual
quantity of each medicine or consumable item
should be as per the 'Medical list'.
3.7. Take charge, from the outgoing Second

Officer, the portable VHF set allotted to the
Second Officer of the ship.
NOTE: Most companies have appropriate printed

forms to be filled up and signed by incoming and
outgoing officers, whenever there is a change of
Master, Chief Officer, Second Officer or Third Officer.
One copy of each is to be forwarded to the head
office of the shipping company and the other, retained
on board. This is usually part of the Quality System
Management of the ship
-000-
26
[7 - JOINING SHIP]
Space for notes
27
[8 - TAKING OVER CARGO WATCH]
CHAPTER 8
TAKING OVER
CARGO WATCH
1. ON ALL TYPES OF SHIPS:
1.1. Go on deck about 20 minutes early.
1.2.lnspect accommodation ladder or gangway,

whichever is in use, to ensure that:-
1.2.1. It is manned by a responsible person

(seaman and/or watchman).
1.2.2.lt is properly illuminated at night.
1.2.3.lts lowering mechanism is secured
against accidental walk back.
1.2.4. A lifebuoy with a line attached is ready.
1.2.5. Its steps are safe, clean & non-slippery.
1.2.6. The guard ropes are tight.
1.2.7. The safety net is properly laid out.
1.2.8. The bottom platform is horizontal, at the
correct height and at the proper distance
off the wharf.
1.2.9.lf resting on the wharf, the bottom roller
has a level surface below it.
1.2.10. It is free from obstructions such as
cranes, bollards etc.
28
1.2.11. The Gangway Register (of persons

going in and out of the ship) is
maintained.
1.2.12. Necessary notices, such as 'No
smoking', 'Unauthorised persons not
allowed on board', etc are displayed
at the top of the gangway.
1.2.13. Notice regarding sailing time of ship
and expiry of shore leave are
displayed, if applicable.
1.2.14. Telephone numbers of police, fire
brigade and ambulance are displayed
on the gangway if not already
displayed prominently on the wharf.
1.3.As per SOlAS '74, a copy of the ship's fire

plan must be kept inside a waterproof,
fireproof cylinder, in the near vlcinity of the
gangway for ready reference in case of fire in
the accommodation. This plan not only shows
the details and location of fire fighting
equipment of the ship but also the deck-wise
arrangement of the accommodation - cabins,
doors, staircases, etc.
1.4. Take a round on deck and check that:

1.4.1. The ship is properly alongside with
adequate fenders provided to keep the
ship clear off the wharf, cranes, etc.
1.4.2. Overside water discharge from the ship
is not falling onto the wharf.
1.4.3. No oil is floating near the ship. if any,
inform the Chief Officer immediately.
29
[8- TAKING OVER CARGO WATCH]
1.4.4. 1\10 oily rags, rubbish, etc is lying

around.
1.4.5. Safe practices, as per 'Code of Safe
Working Practices for Merchant
Seamen', published by the Marine and
Coastguard Agency (MCA) are
followed by all.
1.5. Regarding any barges alongside:
1.5.1. They should be using adequate fenders.

1.5.2. Their mooring ropes should be secured
to cleats or bits or bollards, not on to air
pipes or the deck service line of the ship.
1.5.3.0verside water discharge from the ship
should not be falling into them.
1.6. No smoking except in safe, designated areas.
1.7. Anti-pilferage watch is maintained on deck and

all other spaces as necessary.
1.8. Entrances to spaces not actually being used -

masthouses, lockers, storerooms, accom-
modation, etc., are locked. Such entrances
should be well illuminated so as to deter
anyone from attempting to break in.
1.9. Moorings are reasonably tight and fitted

properly with rat guards.
1.10.Fire wires, if required by the port authorities,

have been properly rigged. On tankers, these
are compulsory in all ports.
30
1.11.Proper 'flags have been hoisted - Red

Ensign, courtesy flag, house flag and any
others necessary.
1.12.No unauthorised persons are on board

anywhere on the ship.
1.13.Authorised visitors are allowed only in

specific spaces in the accommodation and
NOT elsewhere such as on deck, in cargo
spaces, etc.
1.14.Enquire from the outgoing officer the

following other particulars:
1.14.1. Status of main engine.

1.14.2. Instructions regarding any stores that
are to be received.
1.14.3. Instructions regarding receipt of fresh
water.
1.14.4. Any ballasting or deballasting to be
carried out.
1.14.5. Any bunkers (HFO/DO) expected.
1.14.6. The deployment of any shore labour for
cleaning, lashing, etc.
1.14.7. The deployment of any shore watch-
men on board.
1.14.8. Details of any repairs on board by
shore personnel.
1.14.9. Which half of the crew is available for
work and which half is off duty/ashore.
1.14.10. Instructions for sick party if any -
whether doctor is coming or whether
the sick persons are to go ashore.
31
1.14.11. Any verbal instructions or written

orders left by the Master or the Chief
Officer.
1.15.Enquire from the outgoing officer details of

any unusual incidents that may have
occurred during his watch.
1.16.Enquire from the outgoing officer 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.
1.17.Must be in full charge of the cargo watch at

the scheduled time. Soon thereafter, check
the draft F & A and the under-keel clearance
and report these to the Master and the Chief
Officer.
1.18.The officer being relieved should be satisfied

that the relieving officer appears to be 'fit in all
respects to take over and keep the watch. If
not, he should inform the Master (or the Chief
Officer if the Master is ashore) and remain on
watch until suitable relief is arranged.
1.19.Entries in the Logbook must be made as

soon as practicable after the watch is over
and the officer making them has been fully
relieved by another officer. The OOW may
make notes in the CCR Notebook, from time
to time, to help him to write the Logbook later
on after handing over the watch.
32
2. ADDITIONAL FOR GENERAL CARGO SHIPS
2.1. Thoroughly understand the stowage plan -

stowage locations, nature, quantity, desti-
nations, classification (of dangerous cargoes),
if any, of cargoes to be worked, dunnaging,
separation, segregation, trimming of bulk
cargo, if being loaded, and any other special
instructions left by the Chief Officer.
2.2. All gear used for cargo work is as per

'Register of Chains and Machinery'.
2.3. All beams, TO hatchboards, dunnage, etc, if

on deck, are neatly and safely stowed.
2.4. All shackle pins used in cargo work are seized

with seizing wire to prevent accidental opening
out (e.g. gin shackles. topping lift shackles,
guy shackles, preventer wire shackles, etc).
Note: Cargo shackles are usually of the screw
type whereas anchor shackles and mooring
shackles are of the non-screw type.
2.5. Winch drums have at least six turns of runner

wire around them at all times. If not, the runner
should be changed fo-r a longer one.
2.6. Surfaces of winch drums are coated liberally

with WRP (wire rope protector) - a special
grade of grease. If not, jerks would result
whenever the ginfall changes from slack to
taut. A jerk is estimated to be about six times
the constant load.
33
2.7. Winches are in proper gear - Single gear: less

load, more speed. Double gear: more load,
less speed. The limiting load for each gear is
clearly marked on the winch.
2.8. The sheaves of blocks in use are rotating

smoothly, without squeaks caused by lack of
lubrication.
2.9. Cargo wires are in good condition and coated

with WRP (wire rope protector) - a special
grade of grease. .
2.10.The angle between the ginfalls, when using

the union purchase system, is kept to a
minimum - generally in the region of about
90 0 but never in excess of 1200 • To achieve
this, the following actions should be taken:
2.10.1. If a sling is too long, use a 'Cat's paw'

each time to temporarily shorten it.
Otherwise, to lift the load above the
hatch-coaming, the monkey plate
would have to be hoisted unduly high,
resulting in a large angle between the
ginfall wires. In other words, keep the
distance between the monkey plate
and the top of the cargo in the sling to
a minimum.
2.10.2. Do not lower the outboard derrick more
than necessary.
2.10.3. Unship any portable rails in the path of
the slings.
34
2.11.Any bull ropes in use are directly from the

heel lock and not through the gin block at the
derrick head.
2.12.Slings should are suitable for the nature of

cargo being handled.
2.13.Weight of cargo in each sling is not

excessive.
2.14.Winch men are careful and diligent - no jerky

handling of cargo.
2.15.Wherever a hatch is open, or partly open, the

hatch pontoons are properly secured against
accidental closure.
2.16. Wherever cargo is being worked in the lower

hold, with some beams of the tween deck in
place, those beams are secured against
accidental unshipping by locking pins or
beam bolts.
2.17.Proper lighting is provided for cargo work.
2.18.Guard ropes or rails are in place whenever

cargo is not actually being worked so as to
prevent persons from falling overboard.
2.19.Balance parts of preventer wires and rope

guys are coiled and secured to the bulwarks/
rails and not lying loose on deck.
35
2.20.Enquire from the outgoing officer the

following cargo particulars:
2.20.1. Number of gangs aboard and their
distribution.
2.20.2. The number of hooks working or to be
worked and in which holds.
2.20.3. Details of cargo being discharged!
loaded - origin, destination, nature,
quantity, where stowed/to stow, special
precautions, etc.
3. ADDITIONAL FOR TANKERS:
3.1. While taking rounds on deck, ensure that:
3.1.1. The air intakes for the air-conditioning of
the accommodation are shut and that the
air-conditioning system is in the re-cycle
mode. This is to prevent cargo vapour
from entering the accommodation.
3.1.2. Scuppers are effectively secured to
prevent minor oil spills on deck from
going over-board.
3.1.3.The drip trays at the manifold are lined
up to be drained into an oil tank.
3.1.4. No naked lights anywhere except in safe,
designated areas.
3.1.5. Ensure that all portable electric and
electronic equipment to be used are
intrinsically safe. Mobile phones must
be switched off before going on deck.
3.1.6. 'Spill drill' equipment is ready - buckets,
sand, rags, etc.
3.1.7. FFA (Fire Fighting Appliances) are ready
near the manifold:
36
3.1.7.1.Deck water running. Under normal

circumstances, the discharge of this
water is through the anchor-wash
nozzles in the hawse pipes.
3.1.7.2.Two fire hoses with jet/spray
nozzles connected.
3.1.7.3.Two foam extinguishers.
3.1.7.4.AII fixed foam installation monitors
(turrets) pointing to the manifold.
3.1.8. Tension winches not allowed to be used
on tankers. The reason for this is as
follows:
3.1.8.1.When a sudden surge greater than
the setting of the winch is exp-
erienced, say due to the waves
caused by a passing ship, the winch
would walk back, maintaining the
pre-set tension.
3.1.8.2.The manifold connections, in many
past instances, have been wrench-
ed off with consequent oil spill.
3.1.8.3.ln modern terminals, the valve on
the loading arm will automatically
close and the arm will disconnect if
the vessel surges beyond a pre-set
limit value.
3.1.8.4.This appears to be safe while
loading but, while discharging, there
would be considerable oil spill.
3.1.8.5.Subsequently, the tension winch,
still maintaining the pre-tension,
would pull the ship alongside, with
37
considerable force and speed,

resulting in possible damage to the
ship's side.
3.1.9. Flag 'B' during day and red light at night
are displayed.
3.1.10. The IG PVB (Pressure Inert gas Vac-
uum Breaker) has adequate liquid in it.
3.1.11. 'Pump room entry permit is valid. This
is granted by the Chief Officer after
ensuring that:
3.1.11 .1. Pump room blowers are on.
3.1.11.2. Adequate lights are on.
3.1.11.3. ELSA (Emergency Life Saving
Appliance) is ready.
3.1.11.4. Rescue equipment (rescue
harness and hoist) is ready.
3.1 .11 .5. Gas levels (02 and HC) checked
and found acceptable.
3.1.11.6. Pump room bilges are clean.
3.1.11.7. There are no known oil leaks in
the pump room.
3.2. ~ead the contents of MSDS (Material Safety
Data Sheet) supplied by the oil-cargo shipper
through the shipowner/charterer or terminal.
This includes:
3.2.1. Material identification and description.
3.2.2.lngredients and occupational exposure
limits.
3.2.3. Physical data.
3.2.4. Fire and explosion data.
3.2.5. Reactivity data.
38
3.2.6. Health and hazard data.

3.2.7. Spill, leak and disposal procedures.
3.2.8. Special protection data.
3.2.9. Special precautions and comments.
3.3. Read and understand written instructions, left
by the Chief Officer, concerning oil cargo:
3.3.1. Density of the oil at 15°C, or API gravity
at 60°F, as declared by the shipper.
3.3.2. Agreed loading/discharging temperature,
if any, declared by the terminal.
3.3.3. Agreed loading rate (rate of loading
agreed to between the ship and the
terminal).
3.3.4.ln case of discharging, the agreed
manifold pressure to be maintained.
3.3.5. Agreed signals for emergency stoppage
as per ship-shore checklist.
3.3.6. Quantities of parcels/grades, if any.
3.3.7. Intended final distribution of cargo.
3.3.8. Loading/discharging sequence.
3.3.9. Deballasting/ballasting sequence.
3.3.10. The topping off ullages required after
making due allowance for trim.
3.3.11. Any other instructions.
3.4. Read the ship-shore safety checklist and items

to be periodically checked as stated therein.
3.5. Enquire from outgoing officer:
3.5.1. Current status of cargo work.

3.5.2. Current status of ballast.
3.5.3. Current status of Loadicator update. On
39
modern tankers, the Loadicator is on line

- updates automatically every few
minutes. In case it is not so, it should be
manually updated at regular intervals -
normally every hour but never exceeding
three hours.
3.5.4. Current status of valves of pipelines.
3.5.5. Names and ranks of support level
persons on watch.
4. Try out handheld VHF communication:
4.1. With support level persons on deck.
4.2. With terminal operator, also called loading
master.
5. Ensure that the gas measuring instruments are
calibrated, in working order and with fully charged
spare batteries.
Note: The foregoing points concerning tankers are of
a general nature. Details of tanker operation are
covered by:
(a) Tanker familiarisation courses.
(b) Specialised Training Programme for Oil Tanker
Operations.
(c) ISGOTT (International Safety Guide for Oil
Tankers and Terminals) published by OCIMF.
(d) SMS (Safety Management System) manuals of
the company.
(e) Other OCIMF publications.
(f) Additional requirements, if any, of terminals.
-000-
40
Space for notes
41
[9-KEEPING CARGO WATCH]
CHAPTER 9
KEEPING
CARGO WATCH
1. ON ALL TYPES OF SHIPS:
The following points are in addition to those

mentioned in the earlier Chapter 'Taking over cargo
watch'. Some very important ones are repeated here.
1.1 . Read and understand the log entries made by

the officer of the previous watch as soon as he
finishes making them. If necessary, ask for any
clarifications or bring any obvious omissions/
errors to his notice.
1.2. Smoking permitted only in safe, designated

spaces.
1.3.Anti-pilferage watch is maintained on deck and

all other spaces as necessary.
1.4. Ensure that watchmen, if posted, are alert.
1.5. Entrances to spaces not actually being used -

masthouses, lockers, storerooms, accommod-
ation, etc., are locked. Such entrances should
be well illuminated so as to deter anyone from
attempting to break in.
42
[9 - KEEPING CARGO WATCH]
Note on security:
Always check the identity, exact purpose of visit
and name of organisation represented of every
person who comes on board. Any surveyor, other
than an FSI/PSC inspector, comes on board only
on specific request from the agents of the company
(owners, charterers or ship operators). In all such
cases, the local agents would give prior information
of such visits. If not, cross-checking is necessary
especially in the case of cargo surveyors,
insurance inspectors, etc. Cases have occurred in
the past where the surveyor who came on board,
collected data and took photographs represented
people who had claims against the ship! If careful
enquiries had been made, that person should not
have been allowed such free access and
information without consulting the company's
agents or the P & I Club surveyor/lawyer.
On General cargo ships, because of the number of
stevedores who come on board, it may be
somewhat difficult to check each and every person
who comes on board. However, an attempt should
be made - people who come on board as
stevedores should come as a group identified by
the gang foreman and go directly to the respective
holds. The identity of anyone coming on board or
leaving separately should be checked. This is
necessary to discourage, if not prevent, stow-
aways, saboteurs, pilferers, con men and other
undesirable elements from coming on board. Such
people hesitate to go on board ships where
security appears to be stringent.
43
1.6. Inspect all work being done on board by shore

staff, at least once every hour, to ensure that:
1.6.1.The work is being done properly.

1.6.2. Safe practices, as per 'Code of safe
Working Practices', are being followed -
clothes, helmets, goggles, footwear,
equipment used, ventilation, etc are
appropriate for the work being done.
1.6.3. Fire extinguisher, bucket of water, sand,
etc are kept nearby if the nature of the
work being done warrants it.
1.6.4. Heat generated or sparks given off by
welding or gas cutting does not have a
chance of igniting other combustible
material nearby.
1.6.5.Any other precautions that the nature of
the work may warrant.
1.7. No garbage is thrown overboard. Garbage

should be kept, pending of disposal ashore, in
garbage bags (mouths secured) in covered
drums on deck located at designated spaces.
The drums must have disinfectant sprayed in
them to keep out insects.
1.8. Check overside frequently to ensure that there

is no oil floating near the ship. If any oil slick is
seen, inform the Chief Officer immediately.
1.9. Carry out ballasting/deballasting instructions, if

any, left by the Chief Officer.
44
2. ADDITIONAL FOR GENERAL CARGO SHIPS:
2.1. Thoroughly understand the stowage plan -

stowage locations, nature, quantity,
destinations, classification (of dangerous
cargoes), if any, of cargoes to be worked,
dunnaging, separation, segregation, trimming
of bulk cargo, if being loaded, and any other
special instructions left by the Chief Officer.
2.2. All gear used for cargo work is as per

'Register of Chains and Machinery'.
2.3. Each hold being worked must be visited soon

after taking over cargo watch and thereafter,
at least once every hour. On each visit, go
down into the hold and ensure that:
2.3.1. Dunnage is being properly laid out. The

first tier must be laid fore and aft so that it
would facilitate the flow of water towards
aft. Next to the transverse bulkheads at
the forward and after ends of the hold, a
gap of about ten centimetres must be left
to allow water to flow athwartships to the
bilge wells.
2.3.2. Cargo coming in is in good condition.
Torn or wet bags, damaged cartons,
bales with bands broken, etc should be
rejected and the matter brought to the
notice of the Chief Officer.
2.3.3. Cargo is being handled properly -
appropriate types of slings are used, no
45
[9 - KEEPING CARGO WATCH}
hooks are being used on cartons or

plastic bags, fragile cargo is not roughly
handled, bales are not lifted by their
bands, etc.
2.3.4. Cargo work is being carried out in
accordance with the instructions given by
the Chief Officer. A running plan is
maintained by the watchkeeping officers,
updated each time they are on duty.
2.3.5. The cargo is being stowed correctly - in
the designated position only, heavy
packages at the bottom and light ones at
the top, minimum broken stowage, tight
stow to prevent shift in bad weather, etc.
3. ADDITIONAL FOR TANKERS:
3.1. Peculiar nature of tanker operations:
3.1 .1 .Loading and discharging operations of

tankers is done under 'blind conditions'.
The tanks are sealed off and all
operations are monitored by instrument-
ation and control systems. It is not
possible to visually assess the progress
as is done on dry cargo ships. Hence the
dangers of maloperation or oversight are
not apparent until it is too late.
3.1 .2. High rates of loading or discharging
mean that a slight omission or lapse in
operation may result in overflow of oil
into the sea with disastrous ecological
consequences and phenomenal fines
and claims for clean up.
46
3.1.3. Whereas on dry cargo ships, the OOW

only supervises loading and discharging
of cargo work done by stevedores, on
tankers the entire cargo operations are
carried out by the ship's staff themselves.
3.1.4. Time schedules for loading and
discharging of tankers are very tight
putting severe pressure on the ship's
staff to perform at optimum levels each
time, every time.
3.1.5. The possibility of explosion and fire are
always present.
3.2. Common points for loading or discharging:
3.2.1. Entry into cargo tanks, ballast tanks or

enclosed spaces in the hazardous zone
must NOT be allowed unless all safety
precautions, as taught in Tanker
Operation Courses, are taken. There are
many and beyond the scope of this book.
3.2.2. The ship to be upright at all times.
3.2.3. The Loadicator, on modern tankers, is on
line - updates automatically every few
minutes. In case this is not so, it is to be
updated by the OOW preferably every
hour but in no case should this interval
exceed three hours.
3.2.4. Periodic safety checks, as per ship-shore
safety checklist, to be carried out and
recorded.
3.2.5. Support level watchkeepers should be
alert and keep in frequent touch with the
OOW.
47
3.2.6. Cargo loading/discharging operations, as

instructed by the Chief Officer, should be
carried out in correct sequence of tanks.
3.2.7. The IG PVB (Inert Gas Pressure Vacuum
Breaker) liquid level to be checked once
a watch and, if necessary, topped up.
3.2.8. Deballasting or ballasting operations, as
instructed by the Chief Officer, should be
carried out in correct sequence of tanks
and at correct stages of cargo work.
3.2.9. Drafts Forward and Aft to be checked at
regular intervals to ensure that the trim
by the stern is within levels stipulated by
the Chief Officer. This is very important
on tankers because of the very high rate
of loading/ discharging. Inadequate trim
by the stern may result in reduced rate of
discharge. Too great a stern trim may
cause undue stresses on the hull and
may also result in overflow from those
cargo tanks that have been topped off.
3.2.10. The Chief Officer should be kept
informed of the progress of cargo work
at regular intervals and also at the
beginning/end of each stage of cargo
operations.
3.2.11. The Chief Officer should be informed
immediately whenever any undue
variations from normal occur.
3.2.12. A record of each activity and its time of
occurrence to be recorded, as soon as
practicable thereafter, in the CCR
(Cargo Control Room) Notebook.
48
[9 - KEEPING CARGO WA TCH]
3.3. Additional points when loading:
3.3.1. The sounding of the HPA (High pressure

alarm) would indicate that the venting
system is not coping with the loading
rate. The Chief Officer should be
informed immediately so that corrective
action may be taken before it is too late.
The causes could be:
3.3.1.1.Adequate path not available due to
incorrect setting up of valves.
3.3.1.2. Venting valves shut/partially open.
3.3.1.3.0ther causes.
3.3.2. The tank radar gauging system in each

tank being loaded to be checked against
a reading of the UTI at least once in a
watch.
3.3.3. The tank radar gauging system to be
checked against a reading of the UTI, as
soon as practicable, after commence-
ment of loading in each tank.
3.3.4. As the consequences of overflow are
very severe, most tanker officers prefer
to use the UTI while topping off even
though the radar gauging system is
working well.
3.3.5. One of the last tanks to be loaded is
clearly designated, by the Chief Officer,
as the oil-spill/emergency tank. In case
of possible overflow due to any cause,
such as valve jamming, etc, the flow of
oil is to be immediately diverted to this
tank while corrective action is taken.
49
Keeping this in view, the OOW and the

support level watchkeepers on deck
should be familiar with the necessary
lining up of valves to divert the oil flow to
the oil-spill/emergency tank.
3.3.6. Well before any tank becomes 85% full
or so, the flow to the next tank to be
loaded should be tested by cracking
open its inlet valve for a few minutes.
This is essential because incorrect lining
up of valves, jamming of valves, etc can
happen. In such cases, there is time to
take corrective action before it is too late.
3.3.7. As soon as each tank becomes 95% full,
the high level alarm, consisting of a siren
and a flashing light on the bridge front
bulkhead, would get activated. The OOW
would be monitoring the ullage in the
tank and the alarm is only an additional
safety feature in case it escapes his
notice. The action required is as follows:
3.3.7.1.The audible alarm to be acknowled-
ged immediately to prevent waking
up persons off watch and/or causing
undue concern to persons ashore.
3.3.7.2.Cargo flow to be diverted to another
tank.
3.3.7.3.The tank's cargo valves to be shut.
3.3.7.4.Thereafter, the ullage in that tank to
be monitored frequently to ensure
that the oil level does not change.
3.3.7.5.Topping off is discussed in the next
chapter 'Preparing vessel for sea'.
50
3.4. Additional points when discharging:

3.4.1. The ship's overall efficiency is put to the
test, each time, during discharging -
efficiency of: cargo pumps, ballast
pumps, IG system, COW system,
eduction and stripping system, expertise
of ship's staff, etc.
3.4.2. The pressure of IG (Inert Gas) in the
supply pipeline to be monitored
continuously. At a pressure of 200 mm
WG, the LPA (Low Pressure Alarm)
would sound. At 100 mm WG, the VLPA
(Very Low Pressure Alarm) would sound
and the cargo pumps would automatic-
ally trip and discharging would stop.
Corrective action must be taken long
before hand to ensure that this does not
happen.
3.4.3. The 02 content of the IG (Inert Gas) in
the supply pipeline to be monitored
frequently and recorded. This should be
between 2 & 5%.
Note 1: In case O2 content rises above
5%, the IG supply valve to the IG main
line would automatically cut off. As
discharging continues, the LP alarm
would sound. Thereafter, the VLP alarm
would sound and the cargo pumps would
automatically trip off. Before all this
happens, the EOW (Engineer on watch)
should be intimated so that he may take
prompt, corrective action.
51
Note 2: In case the O2 content falls

below 2%, it indicates that the
combustion is too rich resulting in the
emission of black smoke from the
exhaust. Pollution of the atmosphere is a
serious offence in many countries. The
EOW should be intimated so that he may
take prompt, corrective action.
3.4.4. The Oxygen content of the atmosphere
in the cargo tanks to be monitored
frequently and recorded.
3.4.5. The agreed backpressure in the manifold
should be maintained.
3.4.6. Where the nature of the cargo warrants
it, the temperature of the oil cargo should
be maintained, at the level specified by
the shipper, by passing steam through
the heating coils. The quantity of steam
would have to be progressively reduced
as the cargo level drops in each tank.
The temperature should be frequently
monitored and recorded.
3.4.7. COW (crude oil washing) procedures
should be carried out as per COW
manuals of the ship and Chief Officer's.
instructions.
3.4.8. The heavy weather ballast tanks,
designated in accordance with MARPOL
73/78, and the lining up of lines for that
purpose, should be known to all
Navigational Watchkeeping Officers.
These tanks must be Crude Oil Washed
every time so that, if and when ballast
52
water is filled up therein, it would not

become contaminated with oil.
3.4.9. Eduction and stripping to be carried out
as per Chief Officer's instructions.
Note: The foregoing points concerning tankers are of

a general nature. Greater details of tanker operation
are covered by:
(a) Tanker familiarisation courses.

(b) Specialised Training Programme for Oil Tanker
Operations.
(c) ISGOTT (International Safety Guide for Oil
Tankers and Terminals) published by OCIMF.
(d) SMS (Safety Management System) manuals of
the company.
(e) Other OCIMF publications.
(f) Additional requirements, if any, of terminals.
-000-
53
Space for notes
54
[10 - PREPARING FOR SEA]
CHAPTER 10
PREPARING
VESSEL FOR SEA
1. AS SECOND OFFICER ON ALL SHIP-TYPES:
1.1. Ensure that all necessary charts, publications

and 'flags for the intended voyage are on
board.
1.2. Ensure that all such charts and publications
for the intended voyage are current editions
and have been corrected uptodate.
1.3. Study the appropriate publications and charts
and make out a passage plan, under the
advice of the Master.
1.4. Lay courses for the voyage, in accordance
with the decided passage plan.
1.5.ln case the gyrocompass has been switched
off, start it about 24 hours before sailing.
1.6. Obtain a time signal and check the error of the
chronometer.
1.7. Check compass error and the alignment of
gyro repeaters.
55
1.8. Try out all the electronic navigational aids on

the bridge. Feed necessary data into Decca
Navigator, Loran C, GPS, etc. and leave these
instruments on.
1.9. Inform the Master after each of the foregoing

duties have been completed.
2. AS OOW (OFFICER ON WATCH) ON ALL SHIp·

TYPES:
(Second or Third Officer, whoever happens to be
on duty):
2.1. Put up notice on the gangway regarding ETD

and expiry of shore leave - particulars to be
obtained from the Master.
2.2. Hoist flag P about 12 hours before sailing

(during daylight only).
2.3. Any ship's equipment on deck (oil drums,

painting raft, etc) to be lashed against shifting
in bad weather.
2.4. Test controls about one hour before sailing -

consult, arid report to, the Master regarding
this. The procedure for testing controls is
explained in Chapter 11 . .
2.5. Ensure from heads of departments that all

their staff are back aboard and report to the
Master.
56
2.6. Read the departure draft, density of water

outside and report the same, in writing, to the
Master and to the Chief Officer.
2.7. Look over the side and ensure that there are
no unnecessary ropes or ladders hanging out.
2.8. Any barges alongside should be informed that

the ship is due to sail out.
2.9. Hoist wireless aerials, forestay, mainstay, etc,

as appropriate.
2.10. Ensure that all visitors leave the ship.
2.11. Pick up gangway and rig up pilot ladder.
2.12.Search the ship for stowaways.
2.13.0btain instruction from the Master and call for

pilot on the VHF and/or hoist nag G.
2.14.Make appropriate entries in the Mate's

logbook.
3. ADDITIONAL POINTS AS OOW ON GENERAL

CARGO SHIPS:
3.1 . As cargo work in each hatch finishes:
3.1 .1 . Go down and check for over-carriage or

short-landing of cargo.
57
3.1.2. Check that adequate securing of cargo

has been done by lashing and/or shoring
against shift during bad weather.
3.1.3. After above have been carried out,
search the hold and tween deck spaces
for stowaways.
3.1.4. Lock the hatch entrance.
3.1.5. Close the hatch and batten it.
3.1 .6. Lower the derricks and secure their
heads in their housings in order to
prevent accidental unshipping in bad
weather.
3.1.7. Keep Chief Officer informed of the
progress of above duties.
3.2. Ship all portable guardrails on the ship's side.
3.3. Deck cargo, if any, to be secured (lashed and

shored) against shifting in bad weather.
4. ADDITIONAL POINTS AS OOW ON OIL

TANKERS:
4.1. The topping off procedure: Some ships top

off each tank as and when it gets full. Other
ships load all tanks until they are 95% full and
then top off all of them in quick succession.
The reasons in support of the latter are:
4.1.1. Topping off is a critical operation. Hence

the Chief Officer is always required to be
present to supervise this operation.
58
4.1.2. The Chief Officer's presence would be

required at one concentrated time and
not spread over all odd hours of the day
when each tank is topped off separately,
as and when it becomes full.
4.1.3. The trim of the ship would be the nearly
the same when topping off all tanks in
quick succession. So allowance for trim
when calculating the final ullage to stop
loading in each tank would be easy.
4.2. On completion of loading (topping off)/disch-

arging in each tank:
4.2.1. Cargo flow to be diverted to another tank.

4.2.2. The tank's cargo valves to be shut.
4.2.3. Thereafter, the ullage in that tank to be
monitored frequently to ensure that the
oil level does not change.
4.3. On completion of loading (topping off) the

last tank:
4.3.1. Before topping off the last tank, the mast-

riser valve at the forward end of the IG
main-cum-vent line to be shut off so that
positive pressure exists, in the tanks, on
completion.
4.3.2. As soon as loading is complete, the
manifold valve to be shut and the oil in
the pipeline to be drained into last tank
loaded.
59
4.4. On completion of discharging:

4.4.1. The manifold valve to be shut.
4.4.2. The ship's pumps to be stopped.
4.4.3. The IG inlet master valve on the after
end of the IG main line to be shut.
4.4.4. The ship's IG plant is then to be shut
down.
4.4.5. The residual oil in the ship's pipeline
would then be drained into the slop tank
or back into the last tank pumped out.
4.4.6. Some terminals may require that the ship
clear the shore pipelines of residual oil by
either draining such oil back into the
ship's tank or by pumping salt water
ashore.
4.5. After loading/discharging is complete:

4.5.1. The IG PVB (Inert Gas Pressure Vacuum
Breaker) liquid level to be checked and, if
necessary, topped up.
4.5.2. Cargo surveyor to be assisted in carrying
out the Ullage Survey to determine the
quantity of oil loaded/discharged.
4.6. The Chief Officer should be informed:

4.6.1. Of the progress of cargo work at regular
intervals.
4.6.2. At the beginning/end of each stage of
cargo operations.
4.6.3. Immediately whenever any undue
variations from normal occur.
60
4.7. A record of each activity and its time of

occurrence to be recorded, as soon as
practicable thereafter, in the CCR (Cargo
Control Room) Notebook.
-000-
61
{10 - PREPARING FOR SEA]
Space for notes
62
[11 - TESTING CONTROLS]
CHAPTER 11
TESTING
-, CONTROLS
BEFORE SAILING
1. 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.
2. Obtain instruction from Master as to what time

controls are to be tested.
3. Inform engine room regarding time for testing of

controls.
4. At the time of commencement of testing controls,

synchronise clocks of the Bridge and ER and also
the clock of the auto-recorder of the Bridge-ER
Telegraph.
5. By talking to the EOW (Engineer on watch), for the

above purpose, the communication system
between the Bridge and the ER is already being
tested.
6. Test Bridge-ER telegraph and its auto-recorder.
63
{11 - TESTING CONTROLS]
7. Soon after this, the EOW (Engineer on watch)

would go to the steering flat and call up from there
that he is ready for testing of the steering system.
Meanwhile, carry out testing of other controls.
8. Try out whistle (pneumatic), siren or klaxon

(electric) and foghorn (manual) by giving a very
short blast on each.
9. Check both sets of navigation lights - main and

emergency. Ensure that their audible 'failure
alarm' is working.
10.Try out lights of Christmas Tree (special mast with

various combinations of coloured light signals).
11 . Check daylight signalling lamp - on mains and

battery.
12.Try out lights of chart table, all instruments and

indicator panels such as standard compass, gyro
repeaters, tachometer, rudder indicator, etc.
13. Try out communication system to stations F & A.
14. Ensure that power has been switched on to the

windlass and the mooring winch and have them
tried out.
15. Ensure that charts for the voyage have been

placed ready and that courses have been laid as
per the passage plan approved by the Master.
64
16. Compare compasses - Gyro heading with that of

the magnetic compass. Ensure that all gyro
repeaters are aligned.
17. Inspect the azimuth book and ensure that the error
of the compass has been checked within the last
24 hours.
18.Try out VHF, radar and echo sounder. Other

electronic navigational aids such as Decca
Navigator, Loran C, GPS, etc would have already
been switched on and readied earlier by the
Second Officer.
19. By now the EOW would ring up from the steering

flat and state that he is ready for the steering gear
test. This is also a test of the communication
system between the Bridge and the steering flat.
20. Try out the steering system. This includes:
20.1.Using the two steering motors, one at a time.

20.2.lf provided with electro-hydraulic transmission
system, trying out each system separately.
20.3.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 EOW.
20A.The EOW would then inspect the steering
system - any hydraulic leaks, defects,
malfunctions, theft of vital parts, sabotage,
etc.
65
20.S.The EOW would also ensure that there are

no stowaways hiding in the steering flat and
report this to the OOW.
20.6.The EOW would then lock the external
access door of the steering flat to prevent
entry by unauthorised persons.
21. Report 'Controls tested and found satisfactory' to

the Master (in some companies, to the Chief
Officer also).
22. Make entry in Bridge Notebook, 'Controls tested &

found satisfactory'. Made Log entry after the watch
is over.
23. Soon after the controls have been tested, the

EOW would ask for 'Propeller clearance' so that
he may try out the main engine. Before this is
granted, the OOW must ensure that:
23.1.The moorings are tight - otherwise the ship

would surge ahead and possibly break loose
from its moorings.
23.2.The accommodation ladder or the gangway,
whichever is in use, is clear of any
obstructions nearby.
23.3.That there are no barges, boats or other
obstructions near the propeller.
23.4.Any watercraft in the near vicinity of the
ship's stern, even if clear of the propeller,
should be informed regarding the trying out of
the propeller and cautioned to have their
moorings tight so that they do not get drawn
in towards the rotating propeller.
66
[11 - TESTING CONTROLS}
23.5. Based on bad xperiences in the past, some

companies ins st that the EOW must obtain
propeller clear nce in writing, from the OOW
before trying out the engine. Such a written
clearance is u ually in a 'Propeller clearance
book' or 'Me sage chit book' and must
stipulate the timing and duration of the
clearance. The OOW should sign the book
only soon AFTER he has personally verified
that the propeller is clear AT THE
REQUESTED TIME. A responsible person, in
contact with the OOW by portable VHF,
should be posted aft to ensure that the
propeller is clear throughout the stipulated
period.
-000-
67
[12 - TAKING OVER BRIDGE WATCH]
During the day:
The oil in the tanks would expand due to warming up

of the decks and hull plAting:
1. The IG pressure would then increase.

2. At 800 mm WG, the HP alarm would sound in the
wheelhouse and in the CCR.
3. At 1400 mm WG, the PVV would breathe
outwards.
4. At 2100 mm WG, the PVB would blow outwards.
However, the DOW should take action when the HP

alarm is heard and not wait for the PVV to act. He
should inform the Chief Officer who would arrange to
partially open the mastriser valve until the pressure
falls to just below 800 mm WG. The HP alarm would
then become silent.
During the night:
The oil in the tanks would contract due to cooling

down of the decks and hull plating:
1. The IG pressure would then decrease.

2. At 200 mm WG, the LP alarm would sound in the
3. At 100 mm WG, the VLP alarm would sound in the
4. At -350 mm WG, the PVV would breathe inwards,
allowing air to enter the tank. This is dangerous as
entry of fresh air would render the atmosphere in
the tank to come within the flammable range.
5. At -700 mm WG, the PVB would blow inwards.
74
[12- TAKING OVER BRIDGE WATCH]
3. Read, understand and sign the Master's Bridge

Order Book.
4. Read and sign weather analysis/forecast, if any.
5. Inspect the compass error book (also called

azimuth book) and see if:
5.1. The error has been checked during the last
watch.
5.2. The error obtained is being applied.
6. Go to the wheelhouse at least five minutes before

time and get eyes accustomed to the dark.
Meanwhile carry out points 7 to 12.
7. Inspect tachometer (engine RPM).
8. Inspect navigation light sentinel.
9. Inspect the smoke detector (dry cargo ships only).
1a.lnspect the course recorder.
11. Ensure that the VHF is on and switched to

Channel 16.
12. See whether on autopilot or hand steering. If on

auto, check settings thereon.
13. See what course is actually being steered

(temporary alterations may have been made for
traffic, set of current, etc).
69
CHAPTER 12
TAKING OVER
NAVIGATIONAL
WATCH AT NIGHT
1. Go to the chart room about 15 minutes early.

2. Inspect the chart:
2.1. The course steered, the set and rate of current
experienced, and the course and speed made
good (ship's movement over ground) during
the previous hour.
2.2. The courses to steer during the watch.
Courses must be actually verified, not merely
inspected.
2.3. Anticipated times and positions for alterations
of course.
2.4. Expected under-keel clearances (charted
depths plus height of tide above chart datum
minus the draft of the ship).
2.5. Distances to pass off dangers.
2.6. Characteristics of lights, their rising/dipping
distances and the estimated times of such
occurrences.
2.7. The traffic separation scheme in that locality.
2.8. Any other relevant information.
68
24. Check that the position, as plotted by the outgoing

officer, is correct.
25. Discuss with the outgoing officer regarding any

important, unusual or interesting events that may
have occurred during his watch - concerning ship,
ship's staff, meteorological phenomena, VHF or
satellite communications with other ships, passing
ships of own company or any unusual craft, etc.
26. Ask the outgoing officer whether any verbal

instructions have been left by the Master or the
Chief Officer - hold ventilation, calling out of crew,
changing over of FW tank in use, etc.
27. Read the log entries made by the outgoing officer

before he leaves the bridge. If necessary, ask for
any clarifications or bring any obvious omissions/
errors to his notice.
28. The ship's draft should be prominently displayed

on the bridge for quick reference by the OOW. The
Chief Officer should update this whenever there is
any significant change so that the OOW is aware
of the under-keel clearance at all times.
29. Some makes of gyrocompasses require the ship's

latitude and speed to be fed in to offset gyro error.
In such cases, this must be done by the Second
Officer once a day, or earlier if there is any
significant change. The Master should be informed
as and when this is done. The Second Officer
should make an entry in the Bridge Notebook,
71
14. Identify any shore lights that may be in sight.
15. Understand the movement of all traffic in sight,

consulting the outgoing duty officer if necessary.
16.lf radar is on, get familiar with the picture.
17. Look overside, using the daylight-signalling lamp if

necessary, to ensure that there is no trace of oil
pollution around the ship.
18. Receive true course, gyro course and compass

course from outgoing officer and repeat them.
19. Must be in full charge of the watch at the

scheduled time - when 8 bells are struck (the
practice of striking half-hourly bells during the
watch has gradually died out in many companies).
20. The officer being relieved should be satisfied that

the relieving officer appears to be fit in all respects
to take over and keep the watch. If not, he should
inform the Master (or the Chief Officer if the
Master is ashore) and remain on watch until
suitable relief is arranged.
Soon after taking over watch:
21. Compare compasses.
22. Check soundings by echo sounder.
23. Ensure that the lookoutman is alert.
70
NOTE 3: On General cargo Ships:
Inspection of deck cargo lashings:
In good weather: Lashings of deck cargo would be

checked, once a day, by the cadets and/or crew
under the general supervislon of the Chief Officer.
Tightening may be necessary as the lashings tend to
stretch a bit. There should be sufficient scope left in
the turnbuckles for this purpose.
In bad weather: Lashings of deck cargo must be

checked at the end of each navigational watch.
The officer and the lookoutman, who just finished their
spell of duty on the bridge, should carry out this duty.
They would have plenty of time to do this thoroughly
and, if any lashings need major attention, they can
call out some more members of the crew and wait
until the faults have been rectified to the satisfaction
of the officer. The officer must then report to the
bridge that deck cargo lashings have been inspected
and found satisfactory. The officer currently in charge
of the navigational watch should then make a note in
the Bridge Notebook to remind him to make the entry
'Deck cargo lashings inspected and found
satisfactory' in the log book after he has been relieved
at the end of his watch.
NOTE 3: On Oil tankers:
The reading of the pressure gauge on the Bridge,

denoting the IG pressure in the tanks, should be
recorded every hour. Any undue variation should be
brought to the notice of the Master/Chief Officer.
73
each time, stating the date and time of entry and

the values of latitude and speed fed in.
NOTE1: Entries in the LogboOK:
Entries in the logbook must be made only after the

watch is over and the officer making them has been
fully relieved by another officer. The OOW may make
notes in the Bridge Notebook, from time to time, to
help him to write the logbook later on after handing
over the watch.
NOTE 2: General round of the ship:
Soon after handing over watch, the officer relieved

should make a general round of the ship and ensure
that:
1. Fire safety is maintained.

2. There are no apparent (visible) signs of flooding of
the ship.
3. There is nothing unusual visible anywhere - such
leaking hydraulic lines, loose electrical
connections, unsecured doors, etc.
4. There are no loose/unsecured articles in the
smoke room/lounge, pantry, etc.
5. The officer must then inform the bridge 'Fire and
safety inspection carried out'. The OOW (officer
currently on navigational watch) would then make
an appropriate entry in the Bridge Notebook in
order to remind him to make this entry in the
Logbook later on, after he has been relieved at the
end of his watch.
72
However, the OOW should take action when the LP

alarm is heard and act before the VLP alarm sounds.
He should inform the EOW who would arrange to top
up the IG by starting either:
• The IG 'Topping up Generator', if provided on

board or
• The IG plant itself.
In actual practice
When the diurnal range of atmospheric temperature is

expected to be large, some ships take steps to ensure
that the necessity to top up IG at night/early morning
should not arise. During the day, when the HP alarm
sounds, the audible signal of the HP alarm is
acknowledged (silenced) but the pressure, closely
monitored, is allowed to rise up to about 1300 mm
WG or so (the PVV breathes out at 1400 mm WG). If
the pressure exceeds 1300 rnm WG, the pressure is
released by partially opening the mastriser valve. The
IG pressure is thus maintained between 1200 and
1300 mm WG. During the night, the LP alarm may not
sound (pressure in the tanks may not fall to 200 mm
WG). The necessity to start the IG generator, or the
IG plant itself, may not arise.
In 'UMS' (Unmanned Machinery Space) ships, or

'UMS at night' ships, the EOW usually makes an
assessment at about 2200 hours or so and, if
necessary, tops up the IG in the tanks then itself so
that he is not woken up during the wee hours of the
morning for this purpose.
75
[12- TAKING OVER BRIDGE WATCH}
The ship should have a policy regarding this and the

Chief-Otticer should leave written, standing orders for
the OOW.
-000-
Space for notes
76
[13-NAViGATIONAL WATCHKEEPINGj
CHAPTER 13
NAVIGATIONAL
WATCHKEEPING
ON ALL SHIP TYPES:
1. Compare compasses soon after taking over

watch. Autopilots usually have a 'Magnetic
Compass Off Course Alarm'. Ensure that it is
switched on and check the 'Permissible drift value'
fed in (see note no:1 at the this chapter). If such
an alarm is not fitted, compare magnetic and gyro
compasses at regular, frequent intervals to check
for 'gyro wander'.
2. Check synchronisation of gyro repeaters at least

once a watch.
3. Fix the position of the ship at frequent, regular

intervals. The intervals would be according to the
Master's instructions. In coastal waters, it may be
30 minutes, 20 minutes, 15 minutes or even less,
depending on the scale of the chart, speed of own
ship, proximity of dangers, the current experience-
ed, etc. Whenever possible, rely on visual fixes
verified by Radar, Decca Navigator, Loran, etc. Do
not rely on positions obtained by one instrument
77
[13 - NA VIGA T10NAL WATCHKEEPINGj
alone. Compare fixes with DR positions and obtain

the set and rate of current.
4. Check compass error as soon as reasonably

possible, after taking over watch. Thereafter, if
practicable, check compass error every time a
major course alteration is made, after the compass
has settled. Each time, enter tr~ results in the
Compass Error Book (also calleo Azimuth Book)
for future reference.
5. Before altering course, check the chart once more

and verify that the intended course is safe and that
its value has been correctly read off.
6. Keep a sharp lookout. Periods away from lookout,

by the OOW, for any other essential work on the
bridge, should be never more than 2 or 3 minutes
at a time.
7. Inspect the 'Navigation Light Sentinel' to ensure

that each of the necessary navigation light bulbs
are aglow Recheck at least once every half-hour.
Once in a watch, check that the audible 'failure
alarm' is working.
8. Inspect the course recorder to ensure that the

course steered is reasonably straight under the
present weather conditions. If not, re-adjust auto-
pilot controls.
9. Ensure that the lookoutman is alert.
78
[13 - NA VIGA T10NAL WA TCHKEEPINGJ
10. Keep an eye on the weather conditions: pressure,

wind direction, wind force, air temperature, swell
(direction, height and period) and visibility. Inform
Master of any significant change.
11. Compile and send out appropriate 'Position

reporting messages' such as INSPIRE, AMVER,
etc.
12.Compile and send weather reports at synoptic

hours - 0000, 0600, 1200 and 1800 GMT.
13. Switch on weather facsimile receiver (FAX) and

obtain weather analysis and prognosis maps at
appropriate times.
14. Remember to advance/retard clocks as instructed

by the Master. This is usually done at 2200, 0200
and 0500 hours.
15. Comply with the instructions written in the

'Master's Bridge Orders' book.
16. Carry out verbal instructions, if any, left by Master

or Chief Officer e.g., change over of FW tanks,
hold ventilation, treatment of sick persons etc., if
they are not mentioned in the 'Master's Bridge
Orders' book.
17. Keep a record of any unusual or interesting events

for the information of the officer coming on watch
next and also the Master. For example: Change
over of FW tanks, status of health of sick persons,
79
[13 - NAVIGA TlONAL WATCHKEEPINGJ
malfunction of equipment, replacing of echo-

sounder paper or course recorder roll, replace-
ment of bulbs of navigation lights, passing ships of
the same nationality or the same shipowner,
passing naval ships, unusual meteorological
phenomena observed, etc. Since these events are
of current interest only, such a record need be
kept only on a piece of paper on the chart table. If
the event is of lasting importance, the record
should be kept in the Bridge Notebook and, if
necessary, entered in the Mate's Logbook after
the watch is over.
18. Keep clear of traffic and abide by ROR.
19.1n waters less than 100 metres deep, use the echo
sounder every hour (every half hour if sailing close
to land), ensure that the under-keel clearance is
adequate and enter the results in the Depth
Record Book. This book is just a notebook with the
headings: Date, ship's time, position by GPS,
sounding obtained, draft and depth of water.
20. See that all persons on deck, visible from the

bridge, take proper safety precautions as per
'Code of safe working practices'. For example: No
smoking except in designated areas, wearing of
goggles while chipping, safety harness in use by
all people working aloft, safety lanyards on all
portable equipment above deck level, etc.
21. The autopilot should be tested in the manual mode

at least once in a watch. (See note 2 at the end of
this chapter).
80
[13 - NAVIGATIONAL WATCHKEEPINGj
22. The Magnetic Compass Off Course Alarm should

be tested at least once in a watch (see note 1 at
the end of this chapter).
23. Entries in the Ship's Logbook should be made only

after the watch is over and having been relieved
by the officer of the next watch.
24.A general round of the ship should be taken, by

the officer relieved, and its results communicated
to the bridge soon thereafter (see notes at the end
of the earlier chapter 'Taking over navigational
watch at night').
25. NEVER leave the bridge, even for a minute,

unless specifically relieved by the Master or
another Navigational Watchkeeping Officer.
.
26. Call the Master whenever:-
26.1. In doubt: this includes doubts regarding the

position of own ship, safety of courses laid
out for the watch, erratic or incompre-
hensible movements of other ships that
cause concern, etc.
26.2. A close quarters situation is likely to
develop.
26.3. The safety of the own ship or its personnel
is likely to be affected. This includes
encountering restricted visibility, ice,
derelicts, debris, large oil patches, sudden
changes in atmospheric conditions,
significant reduction of engine RPM, failure
81
[13 - NAVIGA TlONAL WATCHKEEPINGj
of essential navigational equipment, inability

to maintain course, development of a list,
doubts about the stability or watertight
integrity of the ship, possibility of heavy
weather damage, etc;
26.4. The safety of another ship or its personnel
is likely to be affected. This includes sighting
of other ships that have suffered or are
suffering piracy, collision, fire, grounding,
man overboard, sighting of small boats in
the middle of an ocean, etc.
26.5. Anything unusual that warrants the
Master's presence on the bridge.
27. Never hesitate to call the master at any time.
28. Suggested methods to call the Master:
28.1. Portable VHF or by loudhailer if he is on

deck.
28.2. By telephone if his location in the accom-
modation is known.
28.3. By the ship's Public Address System (PAS)
if his location on board at that time is not
known.
28.4. In the case of the loudhailer or the PAS,
the communication is one way only. Hence
the following type of message is suggested:
28.4.1. 'Master to the bridge please.

Priority (one. two or three)'.
28.4.2. Priority one: Means that the
Master's presence on the bridge is
82
[13 - NAVIGATIONAL WATCHKEEPINGJ
required as soon as possible as

there is immediate danger.
28.4.3. Priority two: Means that the
Master's presence on the bridge is
required within five or ten minutes as
a dangerous situation is likely to
develop.
28.4.4. Priority three: Means that the
Master should contact the bridge, at
his earliest convenience, as his
instruction/advice is required.
29.After the Master comes on the bridge, the OOW

may take his advice but the OOW is still in
charge of the watch unless and until the Master
specifically informs him that he has taken charge.
30. When a pilot is on board, the OOW must remain

alert in all operations concerning control of the
ship, fix the position on the chart frequently and
satisfy himself that the actions taken are safe and
understood by him. Tactful discussion with the
pilot, without distracting him, would help.
31. ON GENERAL CARGO SHIPS
31.1. Check smoke detector alarm system once

every watch. Inspect the control panel for
visual signs of smoke every half an hour.
31.2. Attend to hold ventilation - generally the
exhaust blowers are ON and the ventilator
cowls are turned towards leeward.
83
[13 - NA VIGA TlONAL WA TCHKEEPINGj
32.0N TANKERS
32.1. Note the reading of the IG pressure gauge

on the bridge and record it every hour.
32.2. Attention is invited to further points,

concerning tankers, mentioned in the earlier
Chapter tiled, 'Taking over navigational
watch'.
-000-,
Note 1: Magnetic off course alarm
The qyrocempass may sometimes wander. This could

be caused by faults in the system or by
fluctuation/interruption in the electric supply. The ship
would then follow the erratic course of the
gyrocompass, undetected by the autopilot or the
course recorder, both of which are solely dependent
on the gyrocompass. To call attention to gyro wander,
a 'Magnetic Compass Off Course Alarm' is included,
on many ships, as part of the autopilot. This unit
usually has two input control knobs:-
Course input control: This is a rotary dial, marked in

degrees, to feed in the course as per the magnetic
compass.
Tolerance control: This is a rotary dial to feed in the

limiting number of degrees of yaw within which the
alarms would NOT be activated. Setting this to zero
would shut off this entire unit.
84
[13 - NA VIGATIONAL WATCHKEEPINGJ
Once the ship has settled on a gyro course, the

observed reading of the magnetic compass and a
reasonable value of tolerance are fed in. Thereafter, if
the compass course differs from the pre-set course by
more than the value of tolerance fed in, audible and
visible alarms would be activated.
At least once in a watch, this alarm should be tested.

This is done as follows:
Suppose the course by magnetic compass is 045 0
and the tolerance is set at 80 • Turning the Course
Input Control to less than 03r or more than 053 0
should cause the visible and audible alarms to be
activated. Resetting this input to any value between
03r and 053 0 would de-activate the alarms.
Note 2: Testing of autopilot in the manual mode:
The reason for this: The autopilot normally uses very

minor angles of helm while maintaining the set course
by the OOW. Cases have been known in the past
where the steering did not respond to sudden, large
helm orders while using the autopilot in the manual
mode, in a matter of urgency.
The test: Ensure that there are no ships or dangers

nearby. Switch the steering system to the manual
mode. Put the helm over to about 150 to one side.
Then put the helm over to about 150 to the other side.
See if the rudder indicator shows the appropriate
rudder angle each time. Significant alteration of
course is not necessary.
-000-
85
[13 - NAVIGATIONAL WATCHKEEPINGj
Space for notes
86
[14 - FOG AT SEA]
CHAPTER 14
APPROACHING
FOG IN OPEN SEA
Where visibility is restricted due to water particles in

suspension in the air, mist is said to exist. When mist
is so thick that visibility is one kilometre (0.54 Nautical
Mile) or less, fog is said to exist. Fog is usually
preceded and succeeded by mist. Chapter VIII of
STCW 78/95 and ROR (Rules of the Road) require
that a lookout must always be maintained, by all
available means. This includes by sight, by hearing
and by radar. Among all the navigational aids on the
bridge, radar is the only one that is also useful for the
prevention of collision.
When approaching fog:
1. Inform Master.
2. Inform E/R 'We are entering fog. Get engines

ready for manoeuvring and let us know as soon as
you are ready'.
3. Observe visually, and make a note of, the

movement of all traffic in sight.
4. Switch on ARPA and commence plotting.
87
[14 - FOG AT SEAl
5. Switch on navigation lights. This is a requirement

under RDR. It increases the range of visual
detection in restricted visibility. If and when visual
sighting is effected, each ship would be able to
determine our relative heading of the other, at a
glance, and take appropriate avoiding action..
6. Change over to hand steering (see note 1 later
on).
7. Switch on the other steering motor also.
a. Post double lookouts - one on the bridge as
lookout-cum-messenger and the other on the
forecastle, monkey island or crow's nest as
appropriate (consult Master regarding the
deployment of the second lookoutman).
9. Try out pneumatic whistle, electric klaxon and the
manual foghorn by giving a very short blast on
each. Try out the automatic fog signal unit.
10. Stop all noise on deck so that fog signals of other
ships would not get drowned by noises on board
the own ship.
11 .Keep open the outer doors of the wheelhouse so
that fog signals of other ships may be heard, even
if they are very faint.
12.Commence sounding fog signals before entering
fog. This is in the hope that a ship just within the
fog, and not visible, would hear own ship's signals.
13. Reduce to 'Safe speed' before entering fog.
88
[14 - FOG AT SEA]
14. Restrict hold ventilation. The entry of air with water

particles in suspension, into the ship's holds, is not
desirable.
15. Record all happenings in the Bridge Notebook.
Note 1: why change to hand steering
While the ship is on autopilot, any alterations of
course have to be carried out by the OOW (Officer on
watch) or by the Master - the quartermaster is not
competent to do so. When the ship is in restricted
visibility, or in a high traffic density area in any
condition of visibility, or in an area with restricted sea
room, etc, the ship must be on hand steering - the
quartermaster would comply with a verbal helm order,
however sudden, given from any part of the bridge. If
at that time, the ship was on autopilot, the officer of
the watch would have to run to the steering control
and effect the alteration himself. This delay may be
vital. Also, during this time, the attention of the officer
of the watch would be diverted, from other immediate,
important actions that may be necessary, to the
simple task of effecting alterations of course.
Note 2: The VHF
It is necessary that the ship's VHF set be on, guarding
channel 16, twenty four hours a day, while the ship is
at sea. More about this is covered in detail in the
GMDSS course.
-000-
89
[14 - FOG AT SEA]
Space for notes
90
[15 - HEAVY WEATHER PRECAUTIONS]
CHAPTER 15
PREPARATIONS FOR
HEAVY WEATHER AT SEA
When heavy weather is expected, the ship would

roll, pitch, yaw, sway, surge and heave. This
movement in six degrees of freedom, would pose
dangers of several kinds - structural stresses, rolling
of the ship resulting in shift of cargo, shift of
equipment, injury to persons, damage to property, etc.
Several precautions have to be taken to minimise
such risk to the safety of ship as a whole, injury to
persons on board, damage to equipment and
property, etc. The precautions would generally fall into
a systematic pattern as described below:
On all types of ships:
1. Inform Master.
2. Inform Chief Officer.
3. Inform Catering staff.
4. Inform Engine Room.
5. Secure all moveable equipment on the bridge.
6. Switch on ARPA and commence plotting.

91
7. Switch on navigation lights. Later on, clouds may

result in partial darkness; rain and/or spray may
result in decrease of visibility.
8. Switch on second steering motor also. •
9. Try out pneumatic whistle, electric klaxon and also

foghorn.
10. Keep a record of all relevant actions/events in the

Bridge l\Iotebook.
11.lnspect the chart and ensure that the intended

course is safe bearing in mind the following points:
11.1. More under keel clearance would be

required because of pitching, rolling and
heaving (heaving is the bodily movement of
the ship in the up and down direction due to
wave action).
11 .2. The ship would be more difficult to manage

in bad weather (less responsive to rudder
movements) and hence it may be necessary
to give dangers a wider berth than in calm
weather.
11.3. Failure of main engine, failure of generators,

failure of steering systems, etc, in bad
weather, are some of the possibilities that
must not be overlooked. These failures may
render the ship incapable of being controlled
to move along the intended path and thereby
drift on to dangers.
92
[15 - HEA VY WEATHER PRECAUTIONS}
The Chief Officer would ensure that the following

precautions are taken by the Deck Department but
the OOW should be aware of all of them:
12.Anchor lashings are checked and doubled if

necessary.
13. Hawse pipe covers are shipped and secured.
14. Spurling pipes are covered and cemented over.
15.The booby hatch leading into the forepeak store is

closed watertight.
16.All mooring ropes are either secured in place

(short passages) or stowed away below deck (long
passages) as appropriate.
17.All movable objects on deck (including the poop

deck), such as lubricating oil drums, hydraulic fluid
drums, painting raft, etc, are secured.
18.Additional lashings are put on accommodation

ladders, if necessary.
19.The gripes of lifeboats are tight and that locking

pins of davits are in place. Lifeboats and liferafts
must NOT have any additional lashinqs as they
would hamper quick launching in an emergency.
20. All weathertight doors on the upper deck, leading

to masthouses, accommodation, etc., are closed
effectively against entry of water.
93
21. The upper deck is free of rags or dirt that could

choke the scuppers.
22. All portholes on the bridge front bulkhead, and

those near the waterline, are closed and secured.
23. Deadlights (steel porthole covers that fit over the

glass ones), where provided, should be closed
and secured.
24. All equipment and spares in storerooms, paint

lockers, deck office, etc have to be secured
against shift due to the ship's rolling in the
anticipated bad weather.
25. Plugs of open lifeboats to be unshipped to prevent

accumulation of water inside them. Past
experience has shown that boats have suffered
permanent damage due to sagging resulting from
accumulated water inside.
26. Inform the crew to secure all loose items in their

cabins.
27. The work given to cadets and deck crew should

not expose them unduly to danger either directly
on deck or due to rolling while indoors.
Additional for General Cargo ships:
28. Lifelines are rigged on both sides of the upper

deck. It is NOT safe enough to rig a lifeline only on
the leeward side. In case of shift of wind direction,
94
[15 - HEA VY WEA THER PRECAUTIONS]
or alteration of course by the own ship, the other

side would become the leeward side.
29. Lashings of cargo, above deck and below deck,

are inspected and tightened as necessary.
30. All hatches are battened properly. All top and side
wedges to be rechecked and tightened wherever
necessary.
31.AII derrick heads are secured properly, in their

housings, against accidental unshipping in bad
weather. This highly likely when pounding
(slamming) occurs.
32.AII derrick guys, preventers, etc., are properly

secured. On long passages, these may be
unshackled and stowed away in mast houses,
tween decks or in storerooms.
33. All sounding pipe covers on the upper deck are

inspected to ensure that they have been screwed
down tight.
34.AII ventilator cowls to be trimmed to leeward. In

cases where extreme bad weather is expected,
the cowls of ventilators on the upper deck may
have to be unshipped and stowed away. The
ventilator coamings would then have to be
covered with wooden/metal covers, specially
provided for this purpose, covered with canvas
and secured.
95
Additional for Tankers:
35. Scuppers on deck, which were closed during

cargo operation in port, are open.
36. Drip trays are clean of oil and are unplugged for
release of water, which may accumulate in them,
to flow out on deck.
37.AII openings to the tanks - tank lids, sighting ports,

ullage ports, purge pipes, etc must be .shut
watertight. This is not only to prevent seawater
from entering the tanks but also to prevent oil from
loaded tanks from splashing up on deck when the
ship rolls. Normally, oil tankers would already
comply with this because of the IG pressure to be
maintained in the tanks.
38. Because of their low freeboard, tankers are very

prone to shipping seas on deck. In view of this, a
protective, central walkway (called the catwalk) is
provided on tankers, in accordance with the
Loadline Rules, for safe access between the
accommodation and the fore part of the ship. The
rigging of lifelines, like on General cargo Ships, is
hence not necessary.
39.The heavy weather ballast tanks, designated in

accordance with MARPOL 73/78, and the lining up
of lines for that purpose, should be known to all
Navigational Watchkeeping Officers.
96
The catering crew would ensure that the following

precautions are taken in the Galley, Pantry, Dining
Saloon, Smoke Rooms, etc. butthe OOW should be
aware of all of them:
40. The menu for meals is adjusted so that frying of

food, during heavy weather, is avoided - the
chances of the cook suffering burns from the
spillage of hot oil, due to rolling, is thus
considerably reduced, if not eliminated altogether.
It must be remembered that 100 degrees Celsius
is the temperature of boiling water whereas the
temperature of oil, during frying, is considerably
higher, may be around 400 degrees, and thus the
cook would suffer more severe burns from hot oil
than from boiling water.
41. Secure all loose items that could roll off or spill
over, in the galley.
42. The galley floor scrubbed free of any oily food

spills that could cause feet to slip.
43.Secure all items of crockery, cutlery, bottles,

glasses, etc in the pantry, the dining saloon and in
the smoke-roomlbar/lounge. .
44. Attach the safety hooks provided beneath all

chairs in the dining saloon, smoke-room/lounge
and in all cabins.
97
[15 - HEAW WEATHER PRECAUTIONS]
45. Raise the safety barriers provided around the

periphery of tabletops in the dining saloon, smoke-
roomllounge, etc.
46. Use damp tablecloths to provide anti-skid friction

on the dining tables.
47. Secure all loose items in officers' cabins.
48. All items in the provision store, bonded locker and

cold storage rooms are secure.
49. On receipt of information from the bridge that bad

weather is expected, the EOW (Engineer on
watch) would inform the Chief Engineer.
The Chief Engineer would ensure that the following

precautions are taken by the Engine Department but
the OOW should be aware of all of them.
50. The Engine Room skylight, if of the open-elose

type, should be closed. In many modern ships, the
skylights are closed semi-permanently by nuts and
bolts. The skylight is opened only to pass heavy
machinery parts with a crane. Such engine rooms
are provided with forced ventilation only.
51.AII equipment, spares, stores, tools, paints, etc of

the engine deparbnent to be secured.
52. The schedule of running maintenance, if any, to be

altered, if necessary, to ensure that the work to be
98
..
done is of a type safe enough to be carried out

while the ship is rolling.
53. Soundings of oil tanks in use would have to be

high to ensure that pumps do not lose suction
during rolling, especially the sump of the main
engine crankcase.
54. The main engine fuel control setting may have to

be adjusted to prevent excessive racing during
pitching. In most ships, a device called a governor
is fitted to prevent racing, wherein the upper limit
of engine RPM can be pre-set by the EOW.
55. By way of abundant caution, a second generator

may be started, and run in parallel, just in case the
one in use trips during the bad weather.
-000-
99
[15 - HEA VY WEA THER PRECAUTIONS]
Space for notes
100
[16-ARRIVAL PORT]
CHAPTER 16
PREPARATIONS
TO ARRIVE PORT
1. The Master and all navigational watch keeping

officers should, well before hand, thoroughly study
the Sailing Directions (often referred to as the Pilot
Book) and the chart of the approaches to the port.
2. The passage plan for arrival at the port should be

prepared and kept handy so that the OOW (Officer
on watch) would be able to monitor the navigation
of the vessel at all times, even when the Master or
the pilot is directing the process. This serves as a
second check on the navigational safety of the
ship.
3. Communicate to the arrival port, by VHF, the ETA

of the ship as and when instructed by the Master.
4. Inform the Master at the time indicated by him.

(The Master may want to be called at a particular
time by the clock or he want to be called when the
ship reaches a certain position marked by him on
the chart).
101
[16-ARRIVAL PORT]
5. Give notice to the engine room at the time, or

charted position, as instructed by the Master.
Inform Master when this has been done.
6. Synchronise clocks of the bridge, the engine room

and the auto-recorder of the bridge-ER telegraph.
7. Call up a seaman to act as the bridge messenger.
8. Change over to hand steering.
9. Switch on the other steering motor also.
10.Try out the steering system. After a long sea

passage, it is necessary to try out the steering
system about two hours before reaching confined "
waters. This done by:
10.1. Changing over to hand steering and then

putting the helm hardover to one side and
then the other whilst using one steering
motor.
10.2. The same is then repeated while using the
other steering motor.
10.3. If the ship is fitted with electro-hydraulic
steering system, it is necessary to try out the
steering on the electric and the hydraulic
systems separately.
10.4. On ships fitted with a shaft generator, it
would normally be necessary to inform the
Engine Room before making sudden helm
movements in order to prevent the generator
from tripping off. If this happens, a diesel
102
{16-ARRIVAL PORT]
generator would automatically come on but,

in the intervening couple of minutes, there
would be no electric supply on the ship.
11.Take in the log (retract log sensor). (Doppler logs

do not have any sensors protruding from the hull).
12.lf daytime, keep flags ready - Red Ensign,

courtesy nag, house flag, G, a, H, etc.
13.lf night time, try out lights of Christmas Tree by

switching them on momentarily.
14.Try out pneumatic whistle and electric klaxon by

giving a very short blast on each.
15. Rig up the daylight signalling lamp and try it out on

the mains and also the battery.
16. Check communication system to the forward and

aft stations and to the steering gear compartment.
17. Have pilot ladder, life buoy with rope attached,

heaving line and boat rope kept ready to be rigged
(also flood light at night).
18. Give adequate notice to the crew for coming on

arrival stations.
19. Electric power to be switched on to the windlass

(and to the mooring winch if aft stations are also
expected to be called).
103
[16 - ARRIVAL PORT]
20..Keep a record of all events and their timings in the

Bridge Notebook. The important entries are to be
copies into the Mates Logbook later on.
21. Keep 'Pilot information card' ready for presentation

to the pilot as soon as he enters the wheelhouse.
This card contains the necessary information
regarding the ship's particulars, navigational
equipment, etc in a standard format as given in the
'Bridge Procedures Guide' published by the
International Chamber of Shipping (ICS). This card
is separate from, and in addition to, the 'Wheel-
house Poster' displayed in the wheelhouse.
22. After ringing Stand-By Below (SBB) on the

telegraph, the Master would try out the engine "by
going astern. An entry 'Engine tried out astern'
should be made in the Bridge Notebook and, later,
copied into the Ship's Logbook.
23. Anti-pilferage watch to be arranged on deck to

commence before arrival port.
24. While going alongside, the pump room blowers

should be switched off. This is to prevent sparks
from the funnels of tugs used 'from being drawn
into the pump room.
The Chief Officer would have earlier, in consultation

with the Master, during the working hours of the crew,
made the following preparations:
104
[16 - ARRIVAL PORT]
25. The anchor lashings removed, hawse pipe covers

opened and spurling pipes uncovered.
26. The additional lashings, if any, on the gangway

removed.
27.The mooring ropes and wires brought out on deck

"from the stores below, if expected to go alongside
right away.
28. The pilot ladder checked and cleaned.
29.Whenever the total height of the upper deck above

the waterline is greater than nine metres, one of
the following methods would have to be used for
embarking the pilot:
29.1. A combination consisting of a pilot ladder

and an accommodation such that the pilot
does not have to climb the pilot ladder more
than nine metres.
29.2. A pilot hoist specially provided for this
purpose.
-000-
105
[16-ARRIVAL PORT]
Space for notes
106
[17 - ANCHORS & CABLES]
CHAPTER 17
ANCHORS
AND CABLES
A ship's anchor is of the stockless type and consists

mainly of three parts: the crown, the shank and the
joining shackle (please see sketch below).
SHACKLE
< )
o
SHANK
CROWN
Front and side view of an anchor
107
The crown:
The crown pivots about the shank, in one plane, and
can make an angle up to about 45 degrees to the
shank. It has four projections, one at each corner,
called tripping palms. It has two arm-like extensions
called flukes (please see sketch on the previous
page).
The shank:
The shank is a long shaft that lies between the flukes
and the joining shackle. It is joined to the fluke by a
pivoting pin: This pin passes through two holes in the
crown, one on either side, and a hole through the
shank (please see sketch on the previous page).
The joining shackle:

The joining shackle is a D-type shackle that connects
the shank to the anchor chain, also called anchor
cable (please see sketches on the next page). The
pin of the shackle is oval in cross-section and slides
into oval shaped holes on the ends of the lug (please
see sketch on the previous page).
How an anchor holds the ship in position
When the anchor is dropped, the crown pierces the

slush on the seabed and when the shank becomes
horizontal (due to the force of gravity), the tlukes dig
into the sea bed. In case the flukes fail to dig in
sufficiently at that time, the tripping palms help in
pulling the flukes down into the seabed, as shown in
the following sketches.
108
Flukes dig in and hold
Tripping palms induce flukes to dig in
An anchor would hold well only so long as its shank is

horizontal. It has been estimated that if the shank is
lifted up from the horizontal by as little as thirty
degrees, the holding power of the anchor reduces by
fifty percent.
In order to ensure that the shank remains horizontal,

while on the seabed, the amount of chain paid out is
about six times the vertical distance from the hawse
pipe to the seabed.
Studded chain
Anchor cables are usually studded chains. Studded

chains have the following advantages over unstudded
chain of the same diameter:
109
1. The studs increase the weight of the chain by

about fifteen to twenty percent. This causes a
catenary to form which in turn ensures that, when
the ship tries to drift away, the pull on the shank,
exerted by the chain, is horizontal.
2. Studs prevent deformation of the links. When a

link is subjected to tension, it tends to increase in
length with a corresponding decrease in breadth.
The stud fitted across prevents the reduction in
breadth, thereby preventing increase of length.
This is very important because each stud has to
exactly fit into grooves provided on the gypsy of
the windlass and also on the compressor type of
bow stopper (referred to as cable compressor).
Kink in unstudded chain
Stud prevents kinks
110
3. Studs prevent kinks from forming in the chain.

Kinks can form in unstudded chain when the chain
is slack (see following figure). When these kinks
straighten out under tension, they would do so
with a jerk. A jerk causes a force which may be as
much as six times the tension exerted.
The end of the chain, furthest from the anchor, is

called the bitter end and is connected to a strong
point in the chain locker, in one of many ways. The
most popular method is by means of an instant
release mechanism (such as a senhouse slip) which
can be released from the forepeak store without
requiring any person to enter the chain locker.
Anchor chains come in lengths of fifteen fathoms

each, connected by joining shackles. Lengths of cable
are thus expressed in shackles, each representing
fifteen fathoms (27.5 metres).
Joining shackles
Joining shackles (this term refers to cable-joining
shackles) are of two types - Lug (or D-type) and
lugless. The shackle joining the chain to the anchor,
usually referred to as the anchor shackle, can only
be a lug shackle because it has to have a pin which
passes through a hole in the top of the shank.
Lug shackles
A lug shackle has two parts - a rounded part and a
pin. The pin is oval in cross section and has a head at
one end. The pin slides into the lug. A tapering hole is
provided through the lug and the end of the pin of the
111 .
shackle. A tapered, wooden spile pin is hammered

tightly into this hole to prevent it from coming out,
especially due to vibration when the chain is slack. An
iron nail is driven into the wooden pin to ensure a
snug fit. To open such a shackle, an anchor-shackle
rod punch and a sledgehammer are used to punch
out the shackle pin. The wooden pin and iron nail get
sheared off in the process.
.
I
0:
I
Lug shackle
Lug shackles in the anchor chain must always be

fitted with the rounded part towards the anchor. This
is to facilitate easy passage over the gypsy, cable
compressor and the top of the hawse pipe when the
anchor is dropped.
When lug shackles are fitted as joining shackles, the

end links (first and last link) of every length would be
an open link (without a stud) to allow the lug of the
shackle to pass through.
112
Lugless shackles
A lugless shackle (please see sketch on the next

page) consists mainly of four parts - two rounded
sections, a stud and a tapered steel pin. When
assembled, a lugless shackle resembles a stud link,
except that it is looks thicker. The two rounded parts
slide into corresponding grooves to form an open link.
The stud then slides position by means of grooves
provided for this purpose. There is a tapered hole into
which the steel pin is hammered tight. Each end of
the tapered hole is then plugged watertight by gently
hammering in a suitable pellet made of lead.
, \
,--,
,,",,
\ \
'. '
Lugless shackle
Where lugless shackles are provided, there are no

open links at the ends of lengths of chain because
there is no need for lugs to pass through them.
113
Marking of shackles
In most ships, all joining shackles are painted ·in red

colour. White paint and seizing wire are used as
markers so that the amount of chain paid out can be
determined at a glance.
In the case of the first shackle:
(a) The first studded link on either side of the

shackle is painted white
and
(b) Seizing wire, or a jubilee clip, is attached to the
studs of those links.
In the case of the second shackle:
(a) The two studded links on either side of the

shackle are painted white
and
stud of the second studded link on either side of
the shackle.
In the case of the third shackle:
(a) The three studded links on either side of the

shackle are painted white
and
stud of the third studded link on either side of the
shackle, and so on.
-000-
114
Space for notes
115
[18 - DROPPING ANCHOR]
CHAPTER 18
DROPPING ANCHOR UNDER
NORMAL CIRCUMSTANCES
1. Clearing away of anchors

'Clearing away anchors' means the removal of all
lashings, covers and other fittings (except the bow
stoppers) that may come in the way of dropping the
anchors. This is done whenever the ship is
approaching harbour, or when approaching fog or
other dangers, etc in shallow waters, when it may be
necessary to drop anchor at short notice. The
procedure involves:
1.1 . Clearing of the covers of the hawse pipes.

These are usually sliding covers that have to
be slid open in their grooves.
1.2.The removal of devil's claws or other lashings

of the anchor cable.
1.3. Removal of the covers of the spurling pipes

(also called naval pipes). These usually
consist of metal or wooden covers topped by
canvas and cement to prevent water from
entering the chain locker while the ship is on a
long sea passage.
116
1.4. Checking that the windlass brakes of both

anchors are as tight as reasonably possible.
1.5. Ensuring that there is no tension on the bow

stoppers.
1.6.Trying out the bow stopper mechanism to

ensure that operates freely but returning it to
the active position.
Note: Releasing the bow stoppers is not done at

this stage. Clearing away is done well in advance
of the required anchoring time. It is not safe to
keep the anchor up in place only by the brake.
Brake slippage, while the ship is underway at full
speed, could end up with disastrous results.
2. Getting anchor ready

2.1. Look over the side to ensure that there is no
boat, buoy, tug, etc under the anchor.
2.2. Ensure that the anchor brakes of the windlass
are tight.
2.3. Release the bow stoppers.
2.4. Engage the anchor gear of the windlass.
2.5. Release the anchor brake of the windlass.
2.6. Walk back the windlass until the anchor
comes clear of the hawse pipe.
2.7. Continue to walk back the windlass until the
anchor is just above the water.
2.8. Tighten the brake.
2.9. Take the windlass out of gear.
2.10. The anchor is now ready for letting go.
117
{t8 - DROPPING ANCHOR]
2.11. This position of the anchor is referred to as

'Cock-a-bill' .
2.12. Inform Bridge, 'Starboard (or port as the
case may be) anchor is ready for letting go'.
3. This procedure is necessary to ensure that:

3.1. The anchor is saved from the unnecessary
height of fall - from hawse pipe to waterline.
3.2. The anchor does run out when the brake is

released (see following note).
Note: Cases have occurred in the past where the

anchor did not run out when the brake was
released while the anchor was in the hawse pipe.
This could have been because the chain had
toppled in the chain locker, owing to bad weather,
added to other reasons such as inertia, friction (in
the gypsy, the bow stopper and hawse pipe), rust
(causing the anchor to stick to the shell plating),
etc.
4. Dropping height
4.1. During the process of anchoring, the anchor is
usually allowed to fall 'free by about 10 to 20
metres (approximately 5 to 10 fathoms). This
is to ensure that the anchor pierces the slush
on the seabed.
4.2. It is inadvisable to let the anchor fall from too

great a height, say more than 20 metres
(roughly 10 fathoms), because it may result in:
118
4.2.1. Damage to the anchor. The tripping

palms are especially vulnerable to
damage while dropping anchor.
4.2.2. A whiplash. The momentum with which

the shank goes from the vertical (while
falling) to the horizontal (on the seabed)
causes a whiplash. This would travel up
and cause a violent jerk that could cause
the cable to part at the lower end of the
hawse pipe.
4.2.3. Undue wear and tear on the brake liners

of the windlass in stopping the run of the
cable when it has so much momentum.
4.2.4. Piling up of cable on the seabed and

toppling of the top part resulting in the
chain fouling its own anchor.
4.3. When the depth of water is greater than 20

metres (approximately 10 fathoms), it is
necessary to walk back the anchor (payout
cable under power) into the water, until it is
about 10 to 20 metres above the seabed
before dropping it.
4.4. By way of abundant caution on ships more

than about 100,000 tonnes displacement,
many Masters prefer to walk the anchor back
all the way instead of dropping it.
119
4.5. When anchor stations are called, the

following ship's staff are required forward:
4.6. A Navigational Watchkeeping Officer (Second

Officer or Third Officer). In the olden days, the
Chief Officer used to go forward for anchor
stations. However, modern companies now
prefer otherwise. The reasons for this change
are given in Chapter 5.
4.7. The Boatswain (abbreviated to Bosun), called

Serang on Indian ships.
4.8.ln the olden days, the Carpenter and the Deck

Cassab (Storekeeper of the deck department)
were part of anchor stations. Nowadays, due
to downsizing of the crew, these two posts
have been abolished. Hence one seaman is
called out instead of these two.
4.9. For the purposes of training, a cadet also is

summoned for anchor stations.
5. The various actions of the officer in charge of the

anchor stations include the following:
5.1. Go forward with a portable VHF set.
5.2. If dark, carry a torch also.
5.3. Ensure that the 'Anchors have been cleared

away'. (The procedure for this has been
explained earlier in this chapter).
120
5.4. Ensure that both the anchor brakes of the

windlass are tight.
5.5. Release the bow stoppers of both anchors.
5.6. Try out the windlass.
5.l.Ask the bridge, by portable VHF, which anchor

to keep ready. This also serves as a test of the
portable VHF set.
5.8. Look over side and see that there is no boat,

tug or buoy under the anchor.
5.9. Get the anchor ready for letting go (the

procedure for this has been explained earlier
in this chapter).
5.10. If day time, keep the anchor ball ready.
5.11. If night time, the anchor lights to be tried out

by being switched on momentarily. The
switch, on many ships, is on the Bridge.
5.12. Inform the bridge that the anchor is ready for

letting go.
6. On receipt of the order to let go:
6.1 .The order to let go would normally mention the

number of shackles to be paid out. For
example, 'Let go PORT anchor and bring up to
FIVE on deck'.
121
6.2. Look over the side to ensure there is no boat,

tug, buoy, etc under the anchor.
6.3. Ensure that nobody is standing forward of the

cable (see following note 1).
6.4. Give the Bosun the order, 'Let go'. (Since the
port anchor has been kept ready, he would be
standing by that anchor).
6.5. As soon as the anchor has reached the

seabed, stop the slack run of the cable (see
note 2 below). Soon thereafter, keep the brake
wide open and let the cable run out by itself
without any restriction from the brake. It is
important that no tension comes on the cable
during the above process otherwise the
anchor flukes will break loose from the
seabed.
6.6.lf day time, display the anchor ball.
6.7.lf night time, the anchor lights and the flood-

lights above deck should be switched on and
the navigation lights switched off. On modern
ships, the switches of all these lights would be
on the bridge.
6.8. Keep informing the bridge, by portable VHF, of

the number of shackles paid out. In the olden
days, the bell on the forecastle was struck to
indicate the number of the shackle that came
122
on deck. On modern ships, the bell is not

struck because:
6.8.1. Modern ships are very long such that the

bell struck on the forecastle is not heard
on the bridge, especially when there is a
crosswind.
6.8.2. As a safeguard against piracy, the
forecastle bell is stowed away in the
forepeak store.
6.9. Keep informing the bridge, by portable VHF,

the direction of the cable from the hawse pipe.
6.10. Since the order was for five on deck, after

the fourth shackle has come out of the
spurling pipe, progressively tighten the brake
so as to gradually bring more and more
tension on the cable. This is called 'checking
on the cable'.
6.11. While checking on the cable, inform the

bridge of the amount of tension in it - slight,
moderate, great or very great. If the ship has
considerable sternway over the ground,
there would be very great tension while
checking on the cable. On hearing such a
report from the forward station, the Master
would give a kick ahead on the main engine.
6.12. 'Bring up' to the required number of shackles

(see following note 3).
123
6.13. Inform the bridge 'Brought up to five (or

other number as the case may be) on deck'.
6.14. The final order from the bridge would be

'Screw up and that will do forward'. The
brake of the windlass should then be
screwed up tight the personnel dispersed.
(See following note 4).
NOTE 1:
When the anchor cable runs out, particles of mud,

rust, etc, get thrown up and are likely to injure
anybody who is directly forward of the cable.
NOTE 2:
As explained earlier in this chapter, the anchor would

normally be allowed to fall by only 10 to 20 metres. So
when one shackle has run out after the order to let go,
the anchor would have reached the bottom.
Thereafter, if the cable was allowed to keep running
out unrestrictedly, owing to its momentum, it would
pile up on the seabed, topple and possibly foul the
anchor.
NOTE 3:
'Brought up' to an anchor means that the tension in

the cable is equal to the stern pull experienced by the
ship, signifying that the ship is at rest. While bringing
up, the ship would oscillate, in the fore-and-aft
direction, about the final position of rest. First the ship
124
would drop astern, causing more links to be visible

above the water. Then she would surge ahead,
causing fewer number of links to be visible above the
water. This oscillation would continue three or four
times, with diminishing amplitude. Then it would be
observed that the same link is constantly at the water
surface, indicating that the forces have reached
equilibrium - the ship has brought up to the anchor.
NOTE 4:
After the ship is brought up, and before the dispersal

of personnel, it is a good idea to tie a conspicuous,
white rag to the link at the top of the gypsy. At any
subsequent time, if the rag were not visible from the
bridge (or the accommodation), it would indicate that
the brake of the windlass has allowed the cable to slip
out, warranting immediate investigation and possible
remedial action. This is very useful in cases where the
noise of the cable slipping out may not be heard on
the bridge/accommodation owing to noisy cargo work,
cross wind, length of ship, etc. Such slippage has
been known to happen due the bow wave of a
passing ship, even though the brake liners of the ship
at anchor were in good condition and the brakes were
as tight as reasonably possible.
-000-
125
Space for notes
126
· .£19 - DROPPING ANCHOR - EMERGENCY)
CHAPTER 19
DROPPING ANCHOR
IN AN EMERGENCY
Sometimes, it may be necessary to drop an anchor in

an emergency such as engine or steering failure in a
narrow channel, imminent collision with the wharf or
another ship when manoeuvring in docks, etc. This
action is to possibly reduce the speed of the ship so
as to minimise, if not prevent, damage due to own
ship as a result of collision or grounding.
In such a case, there would be insufficient time to

bring the anchor to the cock-a-bill position (walk back
the anchor out of the hawse pipe and down to the
waterline).
Assuming that the anchors have been cleared away

earlier, and that the ship is proceeding at full speed in
a narrow channel, the action by the Navigational
Watchkeeping Officer would be as follows:
1. Run forward to the forecastle with a portable VHF

set (and a torch, if dark).
2. Release both the bow stoppers. (During 'clearing

away' earlier, before arriving in shallow waters, the
127
[19 - DROPPING ANCHOR - EMERGENCY]
anchor brakes of the windlass would have been

checked for tightness and the mechanism of the
bow stoppers would have been tried out for free
movement).
3. Look over the side to ensure that there is no boat,

barge, tug or other obstruction below the anchor.
4. Contact the Bridge on the portable VHF and obtain

instructions which anchor to let go and at how
--4
many shackles to hold on.
5. When instructions are received from the bridge,

open the brake and let the anchor run out directly
from the hawse pipe"
6. Try to check the cable and hold on to the length of

cable ordered by the Bridge.
7. If too much cable is paid out before checking, the

anchor would hold very securely and the
momentum of the ship would cause the cable to
part, most probably at a point just outside the
hawse pipe, where there is a nip in the cable.
8. If very little cable is paid out, the anchor would just

hop on the seabed - as soon as the cable gets
tight, the shank would lift up, the flukes would be
pulled out of the seabed, and the anchor would
jump ahead and land on the seabed again.
9. The number of shackles to payout before

checking the cable may be in the region of about
128
[19 - DROPPING ANCHOR - EMERGENCY]
two to three times the depth of water. The idea is

that the anchor should drag along the bottom and
give as much resistance to movement ahead as
practicable, without parting the cable,
10. The Navigational Watchkeeping Officer dropping

the anchor under these circumstances should be
aware that it may become necessary to drop the
other anchor also, soon after the first one.
-000-
129
[20 - HEAVING UP ANCHOR}
CHAPTER 20
HEAVING
UP ANCHOR
1. The following personnel are normally present

when heaving up anchor:
1.1. A Navigational Watchkeeping Officer (Second

Officer or Third Officer). In the olden days, the
Chief Officer used to go forward for anchor
stations. However, modern companies now
prefer otherwise. The reasons for this change
are given in Chapter 5.
1.2. The Boatswain (abbreviated to Bosun) called

Serang on Indian ships.
1.3.ln the olden days, the Carpenter and the Deck

Cassab (Storekeeper of the deck department)
were part of anchor stations. Nowadays, due
to downsizing of the crew, these two posts
have been abolished. Hence one seaman is
called out instead of these two.
1.4. For the purposes of training, a cadet also is

summoned for anchor stations.
130
[20 - HEA VING UP ANCHOR]
2. The various actions of the officer in charge of the

anchor stations include the following:
2.1. Go forward with a portable VHF.
2.2. If at night, carry a torch also.
2.3. Try out the windlass.
2.4. Open the valve for the anchor wash nozzles in

the hawse pipes.
2.5. Ask Bridge for water on deck.
2.6. Talking to the bridge also serves as a test of

the portable VHF set.
2.7. Ensure that the hawse pipe covers are open.

They may have been shut, as an anti-piracy
measure, to prevent unauthorised access
through the hawse pipes.
2.8. Ensure that the bow stopper is off (the bow

stopper is not normally used on the riding
cable).
2.9. Look over the side to ensure that there is no

boat, barge, tug or other object near the cable.
2.10. On receiving the order 'Standby to pick up

anchor', put the windlass in gear and release
the brake. Inform the bridge, 'Ready to heave
up anchor'.
131
[20 - HEAVING UP ANCHOR]
2.11. As soon as the order is given, start heaving

up the cable.
2.12. As each shackle comes on deck, indicate the

same to the bridge by portable VHF. In the
olden days, the bell on the forecastle was
struck to indicate the number of the shackle
that came on deck. On modern ships, the bell
is not struck because:
2.12.1. Modern ships are very long such that

the bell struck on the forecastle is not
heard on the bridge, especially when
there is a cross wind.
2.12.2. As a safeguard against piracy, the
forecastle bell is stowed away in the
forepeak store.
2.13. At regular intervals inform the bridge about

the extent of tension in the cable - slight,
moderate or great. The Master may decide to
give the engine a kick ahead to ease the
tension so as to save time - the windlass
would heave up faster when the load on it (i.e.
tension in the cable) is reduced.
2.14. The water jets in the hawse pipes are

normally sufficient to clean the cable of mud
but, sometimes, this is not enough especially
where the seabed is of clay. In such cases,
the residue should be removed by hand while
the cable is being have up. If such residue
were allowed to stay on, it would not only dirty
132
[20 - HEA VING UP ANCHOR]
the chain locker but also result in large lumps

of mud being thrown up while dropping
anchor the next time.
2.15. The anchor would lift off the bottom when the
amount of cable still out becomes less than
the depth of water. However, the actual
moment of lift off can be judged - the windlass
would suddenly slow down when the anchor
is lifted. off. A lot of vibration of the deck is
often experienced while the weight of the
anchor gets transferred from the seabed to
the chain. Inform the bridge 'Anchor aweigh'
when this occurs.
2.16. Inform the Bridge 'Flukes clear' when the

anchor flukes come out of the water and are
seen to be clear of any obstructions that may
be picked up from the seabed. Ships have
been known to have picked up mooring wires,
old chains, submarine cable, etc while picking
up anchor.
2.17. As soon as the anchor is aweigh, the anchor

signal must cease to be displayed - during
day time, the anchor ball must be lowered;
during night time, the anchor lights and flood
lights on deck must be switched off and the
navigation lights switched on. Since on
modern ships these light switches are all on
the bridge, the officer in charge of the forward
station need to remind the Bridge only if he
notices a lapse, and that too, after a
reasonable amount of time.
133
{20 - HEA VING UP ANCHOR}
2.18. The anchor is usually kept under the surface

of the water, while the ship proceeds ahead,
until the shank and flukes are completely
clean of mud. Then it is hove up into the pipe.
The brake is tightened, the windlass taken out
of gear a.nd the bridge informed 'Anchor in the
hawse pipe'.
2.19. On hearing the order 'Secure anchors and

that will do forward', the bow stoppers of both
anchors are put on and the hawse pipe
covers shipped and secured in place.
2.20. On specific instructions from the Bridge, the

additional lashings are put on to the cables
and the spurling pipes are covered with
cement and canvas.
-000-
134
[20 - HEA VING UP ANCHOR}
Space for notes
135
[21 - SLIPPING AN ANCHOR}
CHAPTER 21
SLIPPING
AN ANCHOR
Definition
Slipping an anchor is an emergency procedure

whereby the cable is detached at its inner end and
both, the anchor and the cable, are cast off into the
sea. It is generally intended that they be recovered at
a subsequent time.
When is it done?
Slipping an anchor is done when it is not practicable

to heave up the anchor because of one of the
following possible reasons:
1. The process of heaving up would pull the ship

towards danger such as another ship dragging
anchor on to own ship.
2. The anchor seems stuck to the seabed and the

ship cannot wait for shore assistance to come and
free the same.
136
[21 - SLIPPING AN ANCHOR]
3. Damage to the forecastle, breakdown of the

windlass or absence of motive power to the same
makes it impracticable to heave up the anchor
when the ship has to move or be towed away.
Slip from bitter end only
While slipping an anchor, it would be impractical to try

to open one of the intermediate shackles on deck.
Time may not permit this. Even it does, it would be
dangerous for the crew to attempt it because there
would be no proper device to take the tension of the
cable while the crew work on an intermediate shackle.
Hence slipping is always done from the bitter end (the
end of the cable in the chain locker).
Least expensive mode of recovery
Slipping an anchor, when necessary, must be done in

such a manner that recovery of the anchor would be
least expensive, preferably without any, failing which
minimum, assistance from any external party.
Preparation when time permits
1. Time permitting, the bitter end should be detached

from the chain locker and attached to a mooring
wire, using a proper mooring shackle (see notes 1
and 2 at the end of this chapter).
2. The inner end of this mooring wire should be

attached to a gant line (manila rope of 20 mm
diameter). The inner end of this gant line should
137
[21 - SLIPPING AN ANCHOR}
be attached to a heaving line, and the inner end of

the heaving line, to a float. The sequence would
then be: bitter end - wire - gant line - heaving
line - float. The type of float that may be used for
this purpose is discussed later in this chapter.
Recovery of anchor and cable
At a subsequent time, when it is desired to recover

the anchor and cable, the ship has to only pick up the
float, with the help of its own emergency boat (or life
boat) and keep heaving. The heaving line would come
up, then the gant line, then the wire and finally the
cable - recovery can be done without help from any
external party.
Slipping procedure when time permits
For the sake of clarity, the earlier paragraphs

described the attachments from the anchor cable
towards the float. Actually, the procedure should start
with the float and work towards the cable:
1. The required ropes and the mooring wire should

be flaked out on deck.
2. When all the attachments have been made, the

float should be thrown overboard through the
hawse pipe and the lines and the wire paid out
fully.
3. For this purpose, the float should be small enough

to fit through the hawse pipe.
138
4. When all have been paid out, the crew on the

forecastle should stand well clear.
5. The bitter end of the cable should be detached,

from the chain locker.
6. The brake of the windlass slacked off until the

cable runs out.
Slipping when time is very short
When the time available is very short, it may not be

possible to carry out the entire procedure described
earlier. In that case:
1. A gant line should be used to attach the bitter end

to the float.
2. The length of the gant line should be sufficient,

making due allowance for the depth of water at
that time and for rise of tide.
3. The float should then be thrown overboard through

the hawse pipe and the gant line paid out fully.
4. The bitter end should then be detached.
5. The crew on the forecastle should stand clear.
6. The brake of the windlass should be slack off until

the cable runs out.
139
Recovery in this case
In this case, a diver would have to be employed to

shackle on the ship's mooring wire to the bitter end of
the cable lying on the seabed. In most cases, visibility
near the seabed would be very poor and the cable
would lie submerged in the bottom slush. It would be
near impossible for the diver to search for and locate
the cable. By using the gant line (which is attached to
the float) as a guide, the diver can precisely locate the
bitter end very quickly and shackle the mooring wire
on to it. (See note 1 at the end of this chapter).
The float
Most Indian ships carry two galvanised iron, orange

coloured, anchor buoys as part of their regular
equipment. Each such buoy consists of two cones
welded together at their bases and fitted with an eye
at each apex. The total height of the buoy is about 60
cm and the diameter, about 30 cm so that it could
easily pass through the hawse pipe.
In case an anchor buoy is not provided on board, a

piece of wood of about 10 cm square cross section,
about 50 cm long, with a hole near one end, would be
an ideal choice to serve as a float. A seizing wire
grommet should be made, through the hole in the
wood, to enable the heaving line to be attached to the
float. To make it easily visible, while afloat in sea
water, it should be painted orange.
140
Since time may not permit the making of such a float

just when required, it is suggested that two such floats
be made, by way of abundant caution, well before
hand, and kept handy in the fore peak store.
In case a wooden float is not readily available just

when required, an empty 20-litre paint drum would
suffice, provided that it can be closed watertight.
Some notes on the foregoing
Note 1: It is not necessary to attach the mooring wire

or gant line to exactly the last link at the bitter end.
Any link near the end would do. In case a gant line is
being attached directly to the bitter end, it would be'
good seamanship to note the number of the link, from
the bitter end. During recovery operations, the diver
would be working in zero visibility. He would be able
to feel the cable, count the links and shackle on the
mooring wire to the last link at the bitter end.
Note 2: Joining the wire to the anchor cable should

be done with a mooring shackle and not a cargo
shackle. Cargo shackles are generally of the screw
type and would therefore deform and get jammed if
they are stressed beyond their elastic limit. Mooring
shackles are of the sliding pin type and hence would
not get jammed even if they get deformed slightly due
to overload.
-000-
141
Space for notes
142
[22 - KEEPING ANCHOR WATCH]
CHAPTER 22
KEEPING
ANCHOR WATCH
For all types of ships:
1. Ensure that the ship is not dragging anchor by

fixing the position frequently. (See notes later on).
2. Check compass error on ships head on ebb tide

and on flood tide at least once in a watch.
3. Display prominently, the times and heights of high

water and low water for that day.
4. Check under-keel clearance regularly, especially

at low water.
5. Ensure that anchor signals are displayed properly.
6. During daytime, ensure that necessary flags are

hoisted correctly.
7. At night, ensure that the upper deck is properly

illuminated.
8. Keep a good lookout for:
143
[22 - KEEPING ANCHOR WATCHj
8.1. Signals from shore station or other vessels.

8.2. Passing vessels.
8.3. Vessels anchoring too closely.
804. Any small craft that may be in need of
assistance.
8.5. Pilot boat, if expected.
8.6. Unauthorised boats that try to come alongside.
9. Keep VHF on channel in use in the port but

guarding channel 16 also.
10. Maintain anti-pilferage watch on deck:

10.1. In ports where piracy is known to occur,
special lookouts to be posted fore and aft
provided with portable VHF sets.
10.2. Hawse pipe covers to be shipped in place
and secured against unauthorised access.
10.3. Entrances to spaces not actually being used
- masthouses, lockers, storerooms, accom-
modation, etc., to be locked. Such entrances
should be well illuminated so as to deter
anyone from attempting to break in.
1004. Any special instructions issued by the port,
with regard to piracy, should be followed.
11. Gangway or pilot ladder should be kept ready, with

proper lighting, a life buoy (with line attached), a
heaving line and a boat rope ready.
12. Safe practices, as per 'Code of Safe Working

Practices', are followed by all.
144
13. Keep an eye on crew working aloft, on deck or

over the side.
14. Look over the side frequently to make sure that no

oil is being pumped overboard.
15. Attend to any boats that come alongside.
16.Watch the weather carefully and inform the Master

if there is any significant change in:
16.1. Barometric pressure.
16.2. Wind direction and force.
16.3. Direction and height of swell.
16.4. Storm signals, if any, displayed by the port.
17.Additional for General Cargo Ships:

17.1. Inspect smoke detector frequently to ensure
that there is no fire in the cargo spaces.
17.2. Attend to hold ventilation.
18. Additional for Tankers:

18.1. An all-round red light is to be displayed to
indicate that flammable oil cargo is aboard.
18.2. Keep a record of the IG pressure in the
tanks as described in chapters 12 & 13.
Some notes on position fixing whilst at anchor:
1. Fixes by Loran C are usually not accurate enough

for this purpose.
2. Fixes by GPS may not be relatively accurate

enough for this purpose:
145
2.1. The chart may be based on a different datum.

2.2. The position of the main point of reference on
the chart, on which the original survey was
based, may not tally exactly with that obtained
for that point by the GPS. All positions on that
chart would have a constant error from that
obtained by the GPS.
3. The accuracy of position fixing is to be with
reference to the relative positions between the
ship and dangers nearby. Hence visual fixing, by
the observation of several shore objects, verified
by radar distances of charted objects, is by far the
best method.
4. Radar distances of shorelines vary with the height

of tide. Hence they should be applied with caution.
5. Visual fixing should be augmented by use of all

available aids to navigation such as GPS, Radar/
ARPA, Doppler Log, etc. The accuracy of all these
systems, under the present circumstances, can be
checked and noted. These observations come in
handy if the visibility deteriorates due to rain, mist,
fog, haze, etc.
6. The detection of the dragging of anchor, by the

ship, is reliably obtainable by the GPS. Shift of
ship's position, beyond limits set in by the OOW,
would be detected and indicated by audible and
visible alarms. The GPS position of the anchor,
and a radius of tolerance (length of cable paid out
plus the distance of the bow from the bridge plus a
reasonable margin), can be fed in. If the ship's
146
position ever falls outside the circle of tolerance,

an alarm would automatically be activated.
7. The dragging of anchor by a ship is not always

detectable by the observation of visual bearings
alone. Compass bearings of closeby objects may
change considerably, due to yaw, without any
appreciable change of position of the ship.
8. The position of the ship should be plotted on the

chart and marked with a small circle with the time
mentioned nearby. A good idea is to draw a small
arrow also, indicating the ship's true head at that
time.
9. It is easily possible to detect the dragging of

anchor by the ship, bearing in mind that:
9.1. Strong tides tend to drag the ship in a direction
away from the anchor i.e. in the direction
opposite to the ship's head last marked by the
arrow on the chart.
9.2. The position obtained on the chart should lie
within a circle whose centre is the anchor and
whose radius is the sum of the length of cable
paid out and the distance 'from the bow to the
bridge.
10. For plotting visual bearings and obtaining the

correct position of the ship, to determine whether
she is maintaining position or dragging anchor, it is
necessary to know the compass error accurately.
147
11. One method to obtain the ship's position

accurately, and also ascertain the compass error
at the same time, is:
11.1. To take the compass bearings of three
suitable objects, in quick succession, while
the ship's head is steady.
11.2. The difference between any two such
bearings is the horizontal angle between the
two objects observed.
11.3. By using the three bearings taken, two
horizontal angles can be computed and the
ship's position plotted.
11.4. From this position on the chart, the true
bearings of the three observed objects can
be read off.
11.5. By comparing the three true bearings and
the three compass bearings, the compass
error may be deduced, thrice.
11.6. The average of these three errors is then
entered in the compass error book thrice.
12. The horizontal angles could be directly obtained

more accurately by using a sextant. However, this
would take much longer and would not give the
compass error.
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148
Space for notes
149
[23 - DRAGGING ANCHOR]
CHAPTER 23
OWN SHIP
DRAGGING ANCHOR
The earlier chapter, titled 'Keeping Anchor watch',

discussed the various ways in which the dragging of
anchor by own ship may be detected. If and when
dragging anchor occurs, the action taken should be
as quick as possible to save the ship. The actions
would include:
1. Inform Master.
2. Inform engine room, 'This is an emergency. Get

engines ready as soon as possible and let us
know when you are ready. Switch on power to the
windlass'.
3. Call anchor stations.
4. Call for a messenger on the bridge because the

quartermaster would be manning the wheel.
5. Switch on steering motors.
6. Switch on radar/ARPA.
150
7. Try out pneumatic whistle and electric klaxon.
8. The VHF would already be on, while at anchor,

guarding Channel 16
9. Keep a record of all happenings, and their timings,

in the Bridge Notebook.
10. Carry out Master's orders.
11.lf the Master is ashore, the Chief Officer would

automatically take charge of the situation.
12.ln the rare circumstance of both of them being

ashore, the Second Officer would have to
manage. In such a case, the following points
would be of great importance.
13.The length of cable paid out (usually about six

times the depth of water) is only to ensure that the
pull on the anchor shank, while it is on the sea
bed, is horizontal. Once that is assured, paying out
more cable would NOT help.
14. Heaving up anchor, manoeuvring the ship, and re-

anchoring should ONLY be a last resort by the
Second Officer. Having insufficient experience in
ship handling, and being without proper support on
the bridge, the Second Officer may find this too
much of a risk - the chances of running aground
while manoeuvring, colliding with another ship
(which may be underway or at anchor) or losing
151
the anchor and cable owing to misjudged speed,

etc are high.
15.lnform harbour control by VHF, My ship is

I
dragging anchor. Require a pilot immediately to re-

anchor.'
16. Call up agents on telephone through VHF and

inform them, 'Ship is dragging anchor. Master and
Chief Officer are ashore. Please contact them and
send them aboard as soon a possible.'
17. Put the wheel hard over away from the first anchor
(one that is already down) and hold it there.
18. Prepare the second anchor for letting go.
19. When the ship has sheered away from the first
anchor, drop the second anchor on the bottom and
stop the run of the cable.
20. Put both cables in gear and walk back equally on

both ensuring that the first anchor has at least half
a shackle left in the chain locker - suppose, in the
beginning, the first anchor had the fifth shackle on
deck out of a total of eleven. When the second
anchor was dropped just on the bottom, suppose
its second shackle came on deck. We now have
five shackles out on the first anchor and two
shackles out on the second. If five shackles were
now walked back (paid out under power) simul-
taneously on each, we would have ten shackles
152
out on the first anchor and seven shackles out on

the second anchor.
21. Put both the brakes on, take the windlass out of
gear and hold on.
22. Keep anchor watch to ensure that the anchors are

holding.
23. Keep engines on stop at short notice.
24. The Master, or the Chief Officer, would take

charge as soon he comes aboard.
25.lf the pilot comes on board before the Master or

the Chief Officer, size up the situation - if the
anchors are holding and they are expected aboard
very soon, wait for them; if not, instruct the pilot to
re-anchor the vessel.
26. Keep a record of all happenings in the Bridge

Notebook.
27.After the Master comes back on board, make

suitable entries in the Mate's Logbook in
consultation with him.
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153
Space for notes
154
[24 - ANOTHER SHIP DRAGGING ANCHOR]
CHAPTER 24
ANOTHER SHIP DRAGGING
ANCHOR ON TO OWN SHIP
Another ship dragging anchor on to own ship is a very

complicated situation. No single answer can cover all
possible circumstances. However, the following points
are generic and should cover most aspects.
Variations can be made to suit different
circumstances.
1. Sound 'U' on the whistle. This will attract the

attention of other ships, if any, in the vicinity but
none of them would know who is sounding the
whistle and for whom the signal is intended. The
other ships would thus be alerted and become
witnesses.
2. On hearing the whistle, the Master of the own ship

would rush to the bridge. In case he does not,
inform him. The various methods of calling the
Master to the bridge were discussed in Chapter 13
titled 'Navigational watchkeeping' .
3. Call up the other ship by VHF. At this close range,

the other ship's name would be clearly visible.
Inform him that he is dragging anchor on to you.
155
4. In case the OOW (Officer on watch) on that ship

does not respond to VHF calls, flash "U" at him by
the Daylight Signalling Lamp. When he responds,
ascertain by VHF, what action he is taking.
Note: This flashing of the daylight signalling lamp

at such close range is likely to attract the attention
of the OOW of that ship, failing which the
attention of some person on board that ship who
would presumably alert the OOW therein.
5. Inform the engine room, 'This is an emergency.

Get engines ready as soon as possible and let us
know when you are ready. Switch on power to the
windlass'.
6. Call anchor stations urgently.
7. Call for a messenger on the bridge because the

quartermaster would be manning the wheel.
8. Switch on steering motors.
9. Switch on radar/ARPA.
10. Keep a record of all happenings, and their timings,

in the Bridge Notebook.
11. Carry out Master's orders.
Note: If the Master is ashore, the Chief Officer would

automatically take charge of the situation. In the rare
circumstance of both of them being ashore, the
156
Second Officer would have to manage. In such a

case, in addition to the points mentioned on the
previous page, the following actions are suggested.
12. Summon an additional officer or cadet to assist on

the bridge.
13. Inform harbour control on VHF, 'Ship

is dragging anchor onto me. Require a pilot
immediately to shift my ship'.
14. Call up agents on telephone through VHF and

inform them, 'Ship is dragging anchor
onto own ship. Master and Chief Officer are
ashore. Please contact them and send them
aboard as soon as possible.'
15. Heaving up anchor in this case would not be

advisable because own ship would get closer to
the other ship during this process.
16. Payout cable on the riding anchor until only about

half a shackle is left in the chain locker. This would
cause own ship to drop astern considerably, giving
more time for both ship's to take remedial action.
17. Put the wheel hard over away from the other ship
and hold it there. This would cause the own ship to
move transversely away from the other ship. The
distance moved transversely would vary directly
as the amount of cable paid out and the strength
of the tide.
157
Assumption 1: There are no other ships anchored

immediately astern of own ship:
18. Prepare the second anchor for 'letting go'.
19. Prepare to slip the first anchor. For this procedure,

refer to Chapter 21, titled 'Slipping an anchor'.
20.lf the other ship has not yet been able to use her
engine and move ahead, she would, as a result of
actions 16 and 17 above, hopefully drag past and
clear without her anchor snagging own ship's
cable.
21. By this time, the EOW (Engineer on Watch) would

ring up and say that the engines are ready. Then
put the telegraph on 'Standby'.
22.lf the other ship's anchor, while dragging past,

snags own ship's cable, own ship will feel a
sudden pull towards the other ship. If this
happens, IMMEDIATELY slip the cable of the 'first
anchor (described in Chapter 21 titled 'Slipping an
anchor').
23. When the own ship has dropped astern

sufficiently, and is well clear of the other ship, put
the wheel amidships and drop the second anchor.
24. Start checking on this cable (progressively

tightening on the brake) at about 'five on deck'.
Note: No tension should be allowed to come on
this cable until the fifth shackle has come on deck.
158
Otherwise, the anchor may break loose from the

seabed and not hold - own ship would then start
dragging this anchor.
25.lf the tide is strong, it may be necessary to give a

kick ahead on the engine to reduce the sternway
while checking on the cable. Bring the ship up to
about 'seven on deck'.
26. The Master or the Chief Officer, whoever returns

aboard first, would take charge.
27. Calling for a pilot is purely a precaution just in

case matters get out of control. The message
would be recorded by the pilot station and may
then be used as evidence later to establish that
the other ship did drag anchor.
28. Even if his services were not actually used, the

pilot would serve as a reliable, expert, external
witness, i"f necessary later on.
29.Appropriate entries should be made in the Mate's

Logbook regarding this incident.
Assumption 2: There are other ships anchored

immediately astern of own ship.
3D. In such a case, slipping own anchor would result

in a collision between own ship and others astern
whereas the ship causing the problem may
escape damage! Proving all this later would be a
very complicated and difficult, in not impossible,
task.
159
[24 - ANOTHER SHIP DRAGGING ANCHOR}
31. Under these circumstances, letting the other ship

drag past may be the best action. Any damage
caused would be to the ship dragging anchor and
own ship and possibly not involve any more ships.
32. Request the other ship, by VHF, to put his helm

hard over, away from own ship. This would in
crease the lateral displacement (transverse
distance) between the two ships.
33. Put out as many fenders as possible in

appropriate places.
34. Evacuate the accommodation on the side where

damage is expected so that members of the crew
do not get injured. This can be done by sounding
the General Alert (Morse 'N') on the electric bell
(see Chapter 6) and making appropriate
announcements on the ship's Public Address
system (PAS).
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160
Space for notes
161
[25 - MANOVERBOARD AT SEA]
CHAPTER 25
MANOVERBOARD
AT SEA
Assumptions, as stated in chapter 1, are: plenty of

sea room, deep waters, calm weather, good visibility,
all ship's equipment in workable condition.
The first four duties mentioned below are extremely

urgent and must be executed in very quick sequence.
The notes at the end explain the reasons in detail,

where necessary, for the actions listed here.
For illustration purposes, it has been assumed that

the man has fallen overboard on the starboard side.
The action necessary for man overboard on the port
side, if different, is indicated in brackets.
1. Shout 'Man overboard starboard side' (or port

side, as the case may be) several times.
2. Change over to hand steering and put the wheel

hard over to starboard (to port if he fell on the port
side). In case the quartermaster is not near the
wheel at this instant, a large alteration of course
by autopilot, in the appropriate direction, would do.
162
[25 - MANOVERBOARO AT SEA]
3. Release lifebuoy from the starboard wing of the

bridge (from the port wing if he fell on the port
side). This would have a buoyant, self-igniting light
cum self-activating smoke-float already attached.
4. Press the 'Man overboard' button on the GPS

receiver to mark the position for future reference.
Such a button is available on most GPS receivers.
5. Sound '0' on the klaxon or whistle. This is a very

quick way to get the Master on the bridge. (There
are other important reasons for taking this action -
see explanatory notes at the end of this chapter).
6. Post a lookout as soon as possible.
7. Sound the 'General Alert' (Morse 'N') on the

electric bell (see chapter 6 for detailed
explanations regarding this signal). It is possible
that, owing to air-conditioning, cross winds,
location of the horn on the foremast, etc, the
sounding of '0' on the klaxon or whistle may not
be adequately heard in the accommodation.
Hence the sounding of the General Alert is highly
desirable.
8. Soon thereafter, announce on the PAS (Public

Address System), 'Man overboard starboard (or
port) side. Prepare rescue boat'..
9. Inform engine room 'Man overboard. Let us know

as soon as engines are ready to manoeuvre'.
163
[25 - MANOVERBOARD A T SEAl
10.Change over to hand steering (if not already dor:

• earlier) and instruct the quartermaster to steady
the vessel on the reciprocal of the original course
(the value in degrees must be given to him).
11. Switch on radar/ARPA, if not already on.
12.The VHF would already be on channel 16
13. Maintain a record of all events and their times in

the Bridge Notebook..
14. Carry out Master's orders. Orders such as those

listed below should be anticipated by the OOW
(Officer on Watch) and, if and when necessary, he
should remind the Master. In the interests of
overall efficiency, most Masters would welcome
such reminders from the OOW so long as they are
given respectfully, tactfully and at the proper time.
15.The Chief Officer to take charge of all deck

operations such as the lowering of the rescue
boat, its subsequent heaving up, etc.
16.The Third Officer to assist the Master on the

bridge.
17.Communications officer to send 'Urgency Signal' if

there are any ships approaching, or likely to pass
close to own ship.
18. If by day, post as many lookouts as possible to try

to locate the man visually and keep him in sight.
164
~5-MANOVERBOARDATSEN
19. Keep the lifebuoy in sight. This would not be

difficult because, during night, the light on it would
be visible and, during day, the orange smoke
would be conspicuous.
20. When the lifebuoy is about four points on the

quarter, put the wheel hard over again and come
round to the original course. By the time the ship
heads in the original direction, about seven or.
ei£)ht minutes would have elapsed. By this time,
the EOW (Engineer on watch) would ring up and
inform the bridge that the engines are ready to
manoeuvre. If by a rare chance, the EOW has not
yet rung up by this time, the EOW can be
instructed to reduce the engine RPM so that the
main engine is ready to manoeuvre, before the
ship actually reaches the man.
21.The rescue boat should be manned with adequate

number of crew under the charge of an officer,
usually the Second Officer.
22. One portable VHF set to be carried by the officer

in charge of the rescue boat.
23. When the main engine is ready, the Master would

reduce speed and manoeuvre the ship close to the
windward side of the man, creating a lee, if
necessary, for the rescue boat.
24. The rescue boat to be lowered and the man

picked up.
165
25. During daytime, it may happen that the man may

be visible 'from the bridge but not from the boat. In
that case, the ship could guide the boat by VHF.
,26. The Officer in charge of the rescue boat should

search for the man - from the lifebouy in a general
direction within about 45 degrees on either side of
the reciprocal of the ship's original course.
27. Appropriate first aid, especially resuscitation,. to be

rendered in the boat itself.
28. The lifebuoy should be picked up (see para 38).
29. The boat to return and be hoisted back on board.
30. The ship to resume course.
31. 'Urgency Signal' to be sent out, by VHF, cancelling

the earlier one.
32. Appropriate entries to be made in the Ship's

Logbook.
33. The Master would hold an inquiry into the incident

and make appropriate entries in the Official
Logbook.
Explanatory notes on the foregoing actions
34. Why not 'stop engine' immediately:
34.1. It is not advisable to attempt to stop the

engine immediately, in this case, with the
166
intention of saving the man from the

propeller. A ship 150 metres long, steaming
at 15 knots, would cover its own length
entirely in less than 20 seconds.
34.2. If the man fell overboard from the stem of

the ship, he would be past the propeller in
about 20 seconds. If he fell from somewhere
else on the ship, he would be astern of the
propeller in less time than that.
34.3. When the telegraph is put to 'Stop', the
EOW would shut off the fuel supply to the
main engine but, due to inertia, the propeller
would continue to rotate for a considerable
period thereafter. During this time, the man
would be well astern of the ship, with
possible fatal injuries caused by the rotating
blades of the propeller.
34.4. Attempting to stop the engine immediately
would, therefore, not serve any purpose. It
would cause unwarranted delay in the
rescue of the man.
35. Why put the wheel hard over:
35.1. Putting the wheel hard over to the side on

which the man fell would cause the stern of
the ship to move away from the man in the
water. This action would possibly save the
man from death or injuries likely to be
caused by contact with the rotating blades of
the propeller.
167
[25 - MANOVERBOARD A T SEA]
35.2. The sudden alteration of course should be

done sensibly - making sure that it would not
result in collision or grounding.
36. Why shout 'Man overboard starboard (or port)

side':
Shouting would alert the quartermaster and any

other persons on or in the vicinity of the bridge. It
is important that as many persons are alerted as
soon as possible so that their services may be
utilised quickly. Any person - officer, crew,
passenger, super-numerary, etc - can be used
effectively as lookouts.
37. Why release lifebuoy:
The lifebuoys on the bridge wings would each

have a self-igniting light cum self-activating
smoke float attached. These properties would
make the position of the lifebuoy conspicuous by
day or night. Even if the man in the water is not
able to get to the lifebuoy, he would be
somewhere in the vicinity. So the lifebuoy would
serve as a good reference point from which the
search could commence.
38. Lifebuoy to be picked up later:
While searching for the man who fell overboard,

the rescue boat should leave the lifebuoy in the
water to serve as a floating reference point. After
he has been picked up, the lifebUOy should be
168
retrieved. Otherwise, passing ships would

assume that this is floating debris from a ship that
had foundered (sunk). They would stop, put a
boat out, pick up the lifebuoy, ascertain the name
of the ship from the lifebuoy and alert all ships in
the vicinity to keep a lookout for possible
survivors.
39. Why sound '0':
39.1. It is possibly the fastest way to bring the

Master on the bridge.
39.2. It would alert all persons on deck.
39.3. It would alert other vessels, if any, in the
vicinity, of the reasons for own ship's sudden
alteration of course.
39.4. Hearing the whistle would give the man in
the water a morale boost - hope that rescue
is on the way - even if he. did not know that
three long blasts on the whistle signifies that
a man has tallen overboard.
40. Why send out an urgency signal:
40.1. The Urgency Signal is sent out by VHF to

alert any other ships in the vicinity. If they
are likely to pass close to own ship, they
would keep well clear so as to not hinder
rescue activities by carried out by the own
ship.
40.2. Details of this message are covered in
GIVIDSS courses.
169
[25 - MANOVERBOARD AT SEA]
41. Why cancel urgency signal:
On hearing the Urgency Signal, all ships in the

vicinity would steer well clear so as not to hamper
the rescue operations in progress. It is therefore
imperative that the Urgency Signal be cancelled
as soon as its necessity is over. Details of such a
message are covered in GMDSS courses.
42. The 'Williamson turn':
This was developed by Commander Williamson

(US Naval Reserve) in 1942.
In order to execute a Williamson Turn:
42.1. Note the position of the ship.

42.2. Put the wheel hard over to one side.
42.3. After the ship has altered course by about
60 or 70 degrees, put the yJheel hard over to
the other side.
42.4. Steady up on the reciprocal of the original
course.
42.5. The ship would come back to the original
position or nearly so.
43. When is a Williamson Turn the best method:
43.1. When a man is missing and, after a search

of the ship, is presumed to have fallen
overboard some time earlier, the Master
would like to proceed on the reverse track,
as exactly as possible, in the hope of
170
[25 - MANOVERBOARD A T SEA}
sighting the man and rescuing him. In the

past, people have been rescued like this,
after several hours in the water.
43.2. In poor visibility.
44. To test the efficacy of a Williamson Turn:
44.1. Drop two markers (empty, 20-litre paint

drums would do), one at a time, with an
interval of about a minute between them.
44.2. The markers would tlius be about a quarter
of a mile apart, on the course of the ship.
44.3. After about another minute, carry out a
Williamson Turn.
44.4. As soon as the ship is heading in the
opposite direction, the markers should
appear in transit, or nearly so.
44.5. The author tried out this manoeuvre, to port
and to starboard, in light and loaded
conditions, on a handy size bulk carrier
(displacement 60,000 tonnes) in 1992. The
results were very good.
45. Why not a Williamson Turn always:
45.1. Though a Williamson Turn gives very good

results, many shipmasters prefer the DOW
to execute a delayed turn described earlier -
helm hard over, reverse course for two or
three minutes, helm hard over to same side
and return to original course - as they have
the following reservations against a
Williamson Turn by the DOW.
171
[25 - MANOVERBOARD A T SEA]
45.2. It is difficult for the Master to take over

charge, from the OOW, while the latter is in
the midst of this manoeuvre.
45.3. It would be confusing to other ships in the
vicinity.
46. Log entries:
Entries in the Logbook are of great legal

significance and hence should be made with care
(see chapter 36 tormore details).
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172
[25 - MANOVERBOARD A T SEAl
Space for notes
173
[26 - COLLISION A T SEA]
CHAPTER 26
COLLISION
AT SEA
Collision at sea is a very complicated subject. No

single answer can cover all possible circumstances.
However, the following points are generic and should
cover most aspects. Variations can be made to suit
different circumstances.
Assumptions, as stated in chapter 1, are: plenty of

sea room, deep waters, calm weather, good visibility,
all ship's equipment in workable condition.
The first four duties mentioned below are extremely

urgent and must be executed in very quick sequence.
The notes at the end of this chapter explain the

reasons in detail, where necessary, for the: actions
listed here.
1. Stop engine.
2. Mark the position quickly, for future reference, by

pressing the 'Man overboard' button on the GPS
receiver. Such a button is available on most types
of receivers.
174
[26 - GOLl.:.IS/ON A T SEA]
3. Inform engine room:
3.1. 'We have collided with another ship.

3.2.1 am sounding the General Alarm purely as a
precaution.
3.3. Keep engine room watchkeepers below until
further orders.
3.4. Sound all tanks and bilges of engine room.
3.5. Report any leak or camage as soon as it is
noticed'.
4. Sound the General Alarm (see chapter 6) - the

Master will rush to the bridge on hearing this so
there is no need to inform him separately. The rest
of the ship's company, except the engine room
watchkeepers, would rush to the boat deck.
5. Change over to hand steering.
6. Switch on ARPA/Radar if not already on
7. If possible, read the name and port of registry of

the other ship. The use of the daylight signalling
lamp (or search light, if one is fitted) would be
necessary during darkness.
8. If night time, switch on floodlights on deck.
9. Mark the own ship's position, by a cross on the

chart, for ready reference by the Master. Clearly
write the latitude, longitude, ship's time and UTC
of the collision. These particulars will be required
for sending out radio messages later on.
175
[26 - COLLISION A T SEA}
"I C Display NUC signal - by day: two black balls. By

night: two all round red lights in lieu of the
masthead lights. The side lights and the stern light
should be switched off only after the ship has
completely lost all headway.
11. Keep a record of all events, and their timings, in

the Bridge Notebook.
12. Entries in the Mate's Logbook should be made at a

subsequent, convenient time (see note 'Log
Entries' at the end of this chapter).
13. Carry out Master's orders. Orders, such as those

listed below, should be anticipated by the OOW
14.Communications officer to send 'Urgency Signal'.
15. The officer in charge of each boat to swing it out,

bring it to the embarkation deck and ready it for
lowering.
16.AII personnel to be accounted for - they should be

at their boat station or on specific, essential duties
.with the knowledge' of the Master.
17. As instructed earlier, The EOW would have all

tanks and bilges of the ER sounded. A report to be
176
made to the bridge as soon as each sounding is

obtained stating whether any significant change
has occurred thereof.
18.The Chief Officer, accompanied by a seaman or a

cadet, to assess the visible damage and report to
the bridge by portable hand-held VHF.
19. One seaman and a cadet (if there is no cadet on

board, then another seaman) to sound all tanks
and bilges and report. A report should come to the
bridge, by portable VHF, as soon as each
sounding is obtained.
20. The OOW should have the Tank and Bilge

Sounding Book brought to the bridge for reference
(this book is usually kept on a special rack on the
bulkhead, in the alleyway outside the Chief
Officer's office or outside his cabin).
21.As soon as each sounding is obtained, the OOW

should note it down in the Bridge Notebook,
compare it with the last recorded sounding of the
bilge or tank and then report the sounding and its
variation to the Master. It is suggested that the
words UP, DOWN and STEADY be used to
designate increase, decrease or no change in the
sounding of each space ..
22. Two examples of the entry to be made in the

Bridge Notebook, immediately after a sounding
report is received, and the oral report to be made
to the Master by the OOW soon thereafter, are
177
given in the explanatory notes at the end of this

chapter.
23. Start pumping out water from those water tanks

and bilges where the sounding has increased.
24. Communications Officer to exchange radio signals

with the other ship - name, port of registry, port of
destination, whether any assistance is required,
etc. Details of the format of such messages are
covered in GMDSS courses.
25. Render first aid to any persons on board who may

have suffered injuries.
26.lf own ship appears to be sinking:
26.1. Inform the EOW (Engineer on watch), by

telephone, to abandon ship.
26.2. Transmit orders 'Abandon ship' by PAS
(Public Address System), by VHF and by
word of mouth to crew.
26.3. Send out a distress call.
26.4. Activate EPIRB.
26.5. Collect all relevant records from the bridge -
charts used recently, Bridge Notebook,
Mate's Logbook, Tank and Bilge Sounding
Book, Course Recorder paper roll in use,
GPS& Depth record book, etc (see note at
the end of this chapter).
26.6. The Master would arrange to collect all
documents and papers of the ship and crew,
ship's cash balance, etc.
178
27. If the ship is expected to remain afloat:
27.1. The Master would attempt to correct any

adverse list, trim, etc and relieve the hull of
undue shear force and bending moment by
transferring liquids aboard, ballasting,
deballasting, etc.
27.2. If, while trying to pump out a compartment,
the pumps are not effective, it means that
the compartment is bilged.
27.3. If the sounding drops while pumping out, but
increases thereafter, it means that the
compartment is leaking - pumps could be
used to ensure positive buoyancy from that
compartment by keeping it dry.
27.4. Carry out the procedures contained in
SOPEP (Shipboard Oil Pollution Emergency
Plan) of the ship.
27.5. Carry out any temporary repairs possible.
27.6. Communicate the situation to the owners.
27.7. Set course for destination or for an inter-
mediate port where repairs can be carried
out, in consultation with the owners.
[Continued]
179
28. Why General Alarm in this case:
The General Alarm (Emergency Signal) is

sounded, in the situation being discussed, purely
as a precaution, just in case the ship founders
(sinks) very quickly. It is advisable to inform the
engine room before sounding the emergency
signal, in this case, otherwise the engineers may
abandon the engine room right away and proceed
to their boat stations, leaving nobody below to
start the pumps, give engine movements, etc. All
ship's staff, except those on bridge watch or
engine room watch, would assemble at their
designated boat stations - they would all be ready
to abandon ship, if that becomes necessary. If
not, they would be available for emergency
duties. They must remain at their boat stations
unless specifically ordered otherwise.
29. Why sound ALL tanks and bilges:
Shock damage may occur, far away from the

point of impact, resulting in flooding of
compartments not directly affected by the
collision. Though the spaces near the point of
collision may be sounded first, it is necessary to
sound all tanks and bilges in order to assess the
full extent of damage to the ship.
[Continued]
180
[26 - COLLISION A T SEAl
30. Reports of soundings of tanks and bilges:
30.1. Example 1:
30.1.1. Report to Bridge by cadet at 0306:

Forepeak sounding 12 metres.
30.1.2. Entry in Bridge Notebook after

comparing reported sounding with the
last entry in the Tank and Bilge
Sounding Book:
0306: FPT Sdg 12 m, down by 3 m.
30.1.3. Report to Master by OOW:

Forepeak sounding now 12 metres,
gone down by 3 metres.
30.2. Example 2:

No:1 DB Tank sounding 2.5 metres.

Sounding Book:
0310: No:1 DBT Sdg 2.5m, up by 1.5m

l\Jo:1 DB Tank now 2.5 metres, gone
up by 1.5 metres.
[Continued}
181
[26 - COLLISION AT SEA]
31. Why send urgency signal:
31.1. The Master would send out a Distress

Message only when' he has. serious doubts
whether the own ship would remain afloat
after the collision. It may happen that the
own ship may appear to remain afloat after
the collision but may suddenly sink
thereafter, leaving no time to send out a
Distress Message. The rest of the world
would not know that such a ship had collided
and then foundered (sunk). By way of
abundant caution, and in anticipation of such
an eventuality, it would be prudent to send
out an Urgency Signal as soon as possible
after the collision.
31.2. Details of such messages are covered in

GMDSS courses.
32. Depth Record Book:
While in waters less than about 100 metres deep,

the depth of water obtained by ecllo sounder,
corrected for draft, is entered in a book every hour
(every half-hour if sailing close to land). In ships
fitted with GPS, the latitude and longitude by GPS
are also recorded alongside the time and depth of
water. This is done in order to maintain a
continuous record of positions of the ship and the
depth of water at regular intervals. .
[Continued]
182
[26 - COLLISION AT SEA]
33. Log entries:
Entries in the Logbook are of. great legal

(see chapter 36 for more details).
-000-
183
[26 - COLLISION A T SEAl
Space for notes
184
[27 - RUNNING AGROUND]
CHAPTER 27
RUNNING
AGROUND
Unintentional contact with the seabed is called

'running aground' or grounding.
When a ship is run aground intentionally, with the

intention of preventing it from foundering (sinking) in
deep water, it is called beaching. In the case of
beaching, the prime objective would be save the ship
with least damage to ship, minimum pollution of the
environment and greatest chances of reflotation.
Running aground may be the result of many causes

such as navigational error, error of judgement in
manoeuvring, uncharted shoals, failure of machinery
(propulsion, steering, etc), inability to control the
movement of the ship due to bad weather, collision,
etc.
No single answer can cover all possible

circumstances. However, the following points are
generic and should cover most aspects. Variations
can be made to suit different circumstances.
The notes at the end of this chapter explain the

reasons in detail, where necessary, for the actions
listed here.
185
Actions to be taken when ship runs aground:
1. Stop engine.
2. Sound the General Alert (Morse I'J on the electric

bell). For further details of this signal, refer to
chapter 6).
3. Announce on the Public Address System (PAS),

'Our ship has run aground'.
4. The Master will rush to the bridge on hearing 2 & 3

above. This saves the time required to inform him
by telephone.

pressing the 'Man overboard' button on the GPS·
of receivers.
6. Inform engine room:
6.1. 'Vessel has run aground.

6.2. Change over to hiqher sea suction.
6.3. Sound all tanks and bilges of engine room.
6.4. Report any leak or damage as soon as it is
noticed'.
7. Switch steering from auto to manual.
8. If the ship has a log sensor unit protruding below

the hull, retract it.
186
9. Display signal for vessel aground.

of the incident. These particulars will be required

12. Entries in the Ship's Logbook should be made at a

subsequent, convenient time (see chapter 36 for
more details).
13.Carry out Master's orders. Orders, such as those

14. Render first aid to any persons on board who may

have suffered injuries - the sudden arrest of the
ship's movement may have caused them to lose
their balance and get hurt.
15.Communications officer to send 'Urgency Signal'.
16.One seaman and a cadet (if there is no cadet on

board, then another seaman) to sound all tanks
and bilges and report. A report should come to the
187
[27 - RUNNlN.G AGROUND]
bridge, by portable VHF, as soon as each

sounding is obtained.
17. The OOW should have the Tank and Bilge

Sounding Book brought to the bridge for reference
(this book is usually kept on a special rack on the
bulkhead, in the alleyway outside the Chief
Officer's office or outside his cabin).
18. As soon as each sounding is obtained, the OOW

should note it down in the Bridge Notebook,
compare it with the last recorded sounding of the
bilge or tank and then report the sounding and its
variation to the Master. It is suggested that the
words UP, DOWN and STEADY be used to
designate increase, decrease or no change in the
sounding of each space.
19.Two examples of the entry to be made in the

Bridge Notebook, immediately after a sounding
report is received, and the oral report to be made
to the Master by the OOW sOOn thereafter, are
given in the explanatory notes at the end of this
chapter.
20. One nautical officer to read the draft forward and

aft and report to the bridge.
21. The drafts reported should be noted in the Bridge

Notebook.
22. Start pumping out water from those water tanks

and bilges where the sounding has increased.
188
[27 -: RUNNING AGROUND]
23.lf pumping out does not cause any change of

sounding, it means that the compartment is bilged.
24.lf the sounding drops while pumping out, but

increases thereafter, it means that there is a leak
into the compartment - pumps could ensure
buoyancy from that compartment and consequent
decrease of mean draft and change of trim.
25. Carry out the procedures contained in SOPEP

(Shipboard Oil Pollution Emergency Plan) of the
ship.
26. Further action will be to:
26.1. Ensure safety of life of those on board.

26.2. Limit any further damage to ship.
26.3. Minimise environmental pollution.
26.4. Refloat the ship.
27. Subsequent action will depend on the prevailing

circumstances.
-000-
[CONTINUED]
189

28. Why send urgency signal:
28.1. The Urgency Signal lets other ships in the

vicinity know that the originator of the signal
has run aground and, should no further
messages be transmitted by that ship"
search and rescue could commence from
the position indicated in the Urgency Signal.
It is important that the Urgency Signal be
sent out as soon as practicable, and
updated later on as appropriate. In case the
ship breaks into two, or there is an explosion
or other sudden setback, it may not be
possible to send messages thereafter -
hence the importance of sending an
Urgency Signal as soon as practicable.

GMDSS courses.
29. Reports of soundings of tanks and bilges:
29.1. Example 1:

Forepeak sounding 12 metres.

Sounding Book:
0306: FPT Sdg 12 m, down by 3 m.
190

Forepeak sounding now 12 metres,
gone down by 3 metres.
29.2. Example 2:

No:1 DB Tank sounding 2.5 metres.

Sounding Book: .
0310: No:1 DBT $dg 2.5m, up by 1.5m

No:1 DB Tank now 2.5 metres, gone
up by 1.5 metres.
30. Log entries:

(see chapter 36 for more details). /
-000-
191
[27 - RUNNING AGROUND}
Space for notes
192
[28 - FlREFIGHTING PRINCIPLES]
CHAPTER 28
PRINCIPLES OF FIRE
FIGHTING ABOARD SHIP
Fire at sea is a terrifying thought and a horrifying

experience. The Master and the crew have to fight the
fire with the limited resources available on board
within the severely cramped spaces of the ship.
Communicalion between individuals scattered all over
the ship is one of the biggest difficulties.
1. On a ship on fire at sea:

1.1. The crew is at the location of the fire (the ship
itself) at all times with no place to back off
even temporarily. While fighting a fire on land,
the fire fighters have the space and
opportunity to move back to a safe place, re-
group and re-plan strategy.
1.2. Shore support is not available for fire fighting.
1.3.lt has been known in the past that some ports
have refused pennission, for port entry, to
ships that were on fire.
1.4. Taking persons off the ship is not easily
feasible owing to distance from the shore
and/or bad weather.
1.5. The only consolation is that the human
resource complement of ship would be
complete - the Master and the entire crew
would be on board, available to fight the fire.
193
[28 - FIREFIGHTING PRINCIPLES]
2. While in port, if a 'fire occurs on board ship,

support available from the shore includes:
2.1. Assistance from the fire brigade - experienced
manpower and fire fighting equipment.
2.2. Medical services of shore hospitals including
ambulances with stretchers and para-medics
in attendance, helicopters, etc.
2.3. Transportation for evacuating personnel non-
essential for "fire fighting.
2.4. Catering services where ship's resources are
restricted by the fire.
Assistance from the fire brigade:
3. Though the 'fire brigade would assist in many

ways, the overall responsibility for the safety of the
ship rests with the Master.
4. The ship's officers would have intimate knowledge

of the ship - its layout, ventilation system, fire
fighting equipment, pumping arrangements,
distribution and nature of cargo, stability, structural
strength, etc and also the nature of fire.
5. The port fire brigade would have several pumps,

hoses, SCBA (Self Contained Breathing
Apparatus) sets, 'fireman's suits, foam, asbestos
blankets, ladders, etc. When necessary, they can
summon more equipment and assistance from
other fire stations in the city.
6. The most important asset of the fire brigade is its

trained manpower. Since the port fire brigade's
194
primary function is to fight fires on ships, and other

areas within the port, their personnel would have a
great amount of fire fighting experience. Their
expert help, in this case, is invaluable. .
7. On the other hand, the number of actual fires

experienced by various members of the ship's
staff, during their career, would be very few,
sometimes none. Furthermore, the ship's staff
would be handicapped by the fact that up to half
the personnel may be away on shore leave.
8. As soon as the fire brigade crrlves alongside, the

ship's staff should receive them and their chief
introduced to the officer in charge of the ship -
Master or, if he is ashore, the Chief Officer.
9. The immediate information that the fire chief would

require would include:
9.1. Location of the fire.
9.2. The nature of the fire (what is the material that
is on fire).
9.3. The extent of the fire.
9.4. Any special dangers that the fire fighters
would be exposed to such as toxic gas,
chemicals, etc because of the various
substances that may be stowed inside the
compartment on fire.
9.5. What fire fighting action the ship's staff has
taken so far.
9.6. The Master's opinion as to the best line of
action to be taken by both, the ship's staff and
the fire brigade, in extinguishing the fire.
195
10. The fire chief would then make his suggestions to

the Master of the ship. The two would then decide
on the plan of action and execute it.
11. Hopefully, there should not be any major

difference of opinion because the aim of both is to
fight the fire effectively, safely and with least
damage to the ship, its cargo and the port.
12. The two chiefs would then monitor the progress of

fire fighting.
13. The overall charge would be with the ship but

instructions to the personnel would have to be
given by their respective chiefs.
14. Some problems of shipboard fire whilst in port:
14.1. The Master and/or some senior officers may

be ashore.
14.2. Half the crew may be on shore leave.
14.3. Cargo operations may be in progress.
14.4. The presence of many outsiders on board
carrying out routine operations.
14.5. Possible clash of interest between the ship
and the port on the course of action to be
taken.
For the Master: Own ship's safety and
financial implications are most important.
For the port authorities: The safety of the
port is paramount; everything else is
incidental.
14.6. Possible adverse media coverage.
196
14.7. Hindrance by newspaper reporters. (They

should not be allowed on board during fire
fighting operations. Even thereafter, only a
designated person on board should meet
them. Innocuous statements made in good
faith may have adverse effects on P & I and
insurance claims later on).
15. Some common causes of shipboard fires:

15.1. Faulty electrical appliances/circuitry.
15.2. Electrical overload.
15.3. Careless disposal of cigarette ends.
15.4. Carelessness with hand pressing irons.
15.5. Incorrect methods of drying laundry.
15.6. Overheating of cooking oils in the galley.
15.7. Spontaneous combustion - oily rags, etc.
15.8. Ignition of combustible vapour by a spark or
cigarette, as in paint lockers, etc.
16. Management of fire fighting operations is

distinct from actual fire fighting actions. The former
requires not only thorough knowledge of fire
fighting but also of many other aspects that
include:
16.1. The "fire "fighting medium to employ.
16.2. The equipment to use.
16.3. Human resource deployment.
16.4. Internal communication methods to use:
16.4.1. Fire Alarm (always, without doubt).
16.4.2. Public Address System (PAS).
16.4.3. Loud hailer.
16.4.4. Intercom (internal telephone).
16.4.5. Hand held VHF sets.
16.4.6. Word of mouth.
197
16.5. First Aid to crew members injured, if any.

16.6. External communication:
16.6.1. Type of communication - urgency
signal, medical advice, messages, etc.
16.6.2. The necessary recipients - owner,
charterer, ship reporting systems,
others.
16.7. Record of all significant/important commun-
ications and decisions (some of them may
not normally be recorded in the Bridge
Notebook).
16.8. Evaluation of actions taken already and their
effectiveness/results.
16.9. Evaluation of possible future courses of
action regarding:
16.9.1. Fire fighting.
16.9.2. Safety of crew.
16.9.3. Stability of the ship.
16.9.4. Stresses on ship's structure ..
16.9.5. Possibility of, and the minimisation of,
environmental pollution.
16.9.6. External assistance.
16.9.7. Destination or port of refuge or
beaching.
16.9.8. Legal implications.
16.9.9. Financial responsibilities.
17.The responsibilities of management of fire on

board ship weigh heavily on the Master. Hence
leadership qualities, w ich include team spirit,
ability to inspire confid nce in others, personal
communication, motiv tion, enforcement of
discipline, etc, are essen ial.
19
18. Support by an efficient shipboard team, the

members of which are well aware of the
responsibilities of management of fire on board, is
most essential.
19.Though final decisions are the responsibility of the

Master, it is the ability of the shipboard team that
helps him make them.
20. General procedure of fighting shipboard fires:
20.1. Sound the fire alarm.

20.2. If in port:
20.2.1. Inform the port fire brigade.
20.2.2. Get all shore persons off the ship.
20.3. Restrict ventilation.
20.4. In the case of burning liquids, shut off further
supply, if possible.
20.5. Remove any flammable material close by.
20.6. Fight the fire by all available appropriate
means.
20.7. Effect boundary cooling if necessary and
practicable.
20.8. If at sea, send Urgency Signal.
20.9. Keep a record of all events and their timings.
20.10. Make appropriate log entries later on.
20.11. Render first aid to those injured, if any.
20.12. Assess effectiveness of fire fighting already
carried out.
20.13. Maintain fire vigil on that space for the next
twenty four hours to check for re-flash.
20.14. Proceed to destination or to a port of
refuge as appropriate.
199
[28 - FlREFIGHTING PRINCIPLES]
20.15. Cancel or downgrade Urgency Signal sent

out earlier, as appropriate.
20.16. Consider replenishment of fire fighting
equipment at next convenient port.
20.17. Inform owners/charterers after suitable
action has been taken.
21. Explanatory notes on the foregoing actions
21.1. Why send Urgency Signal:

The Urgency Signal lets other ships in the
vicinity know that the ship originating the
signal is on fire and, should no further
messages be transmitted by that ship,
there is an explosion or other sudden
setback, it may not be possible to send
messages thereafter - hence the importance
of sending an Urgency Signal as soon as
practicable.
Details of such messages are covered in
GMDSS courses.
21.2. Log entries:
significance and hence should be made with
care (see chapter 36 for more details).
22. Fire fighting media

The subject of fire fighting is amply covered by
the two levels of IMO Model Courses prescribed
200
for seafarers - Fire Prevention and Fire Fighting

(FPFF) Courses and Advanced Fire Fighting
(AFF) Courses. Adequate practical exercises are
also included in these courses. However, for
emphasis, some points are repeated here.
The various media available for fighting fire on

board a ship, and their properties, are:
23. Water
23.1. Method of extinction of fire: Cooling.
23.2. Availability: Inexhaustible supply from the

sea. Hence is generally the best method.
23.3. Effectiveness: Very effective in most cases

(see under 'application' below). Very
effective for boundary cooling in the case of
all fires.
23.4. Not for fires involving:

23.4.1. Electrical and electronic eauipment.
Possibility of electric shock if power is
not switched off. Equipment tends to
get damaged beyond repair due to
corrosive effect of salt water.
23.4.2. Low Flash Point liquids. It is not
possible for the cooling effect of water
to reduce the temperature of the
surface of the burning liquid to below
its flash point. Hence water is not only
ineffective in such cases but would
201
possibly add to the danger. Water,

being. denser than the burning liquid,
would sink and may raise the level
enough to overflow to other spaces.
23.4.3. Certain chemicals. Some chemicals
react adversely with water. On contact
with water, some give off oxygen that
would intensify the fire. Others give off
large quantities of heat (exothermic
reactions) which may result in
spontaneous combustion or intensify
the fire already existent
23.5. Application: Jet or spray.
23.5.1. A water jet has a long reach such that

the persons handling the fire hose may
stay well back from the heat of the fire.
However, it should not be used on the
surface of burning liquids as it would
cause splashing and consequent
spread of fire.
23.5.2. Water spray consists of millions of
small droplets of water. Since the total
surface area of all the droplets is
enormous, the ability to absorb heat is
high - cooling effect is considerable.
Latent heat of vaporisation also causes
further cooling. Water spray is thus
very effective:
23.5.2.1. For boundary cooling.
202
23.5.2.2. For forming a protective shielc to

cool persons handling a fire hose
near the fire.
23.5.2.3. On the surface of High Flash
Point liquids. All oils in the Engine
Room - Fuel oil, Diesel oil, High-
speed Diesel oil, etc - are High
Flash Point oils. Water spray is
very effective on their surfaces, if
on 'fire.
23.6. Disadvantages:
23.6.1. Excessive use of water may result in
stability problems (free surface effect,
loss of GM, list, adverse trim, etc) and
severe structural stresses.
23.6.2. Water damage caused to general
cargo or equipment not actually on fire
may result in enormous claims/
expenses. Such loss may sometimes
be avoided by using some other
suitable medium of 'fire extinction.
23.6.3. Water, being denser than the burning
liquid, would sink and may raise the
level enough to overflow to other
spaces.
24. Foam
24.1. Method of extinction of fire: Smothering.
24.2. Availability: Limited supply.

24.3. Effectiveness:
203
24.3.1. Very effective on the surface of burning

liquids.
24.3.2. Foam remains stable even at very high
temperatures.
24.3.3. Foam is lighter than all liquids. It will
remain on top, effectively smothering
the fire and preventing rekindling.
24.3.4. If supply of foam runs out when only a
part of the surface of burning liquid has
been covered, then that part will
remain safe from rekindling.

24.4.1. Electrical and electronic equipment.
Possibility of electric shock if power is
not switched off. Equipment tends to
get damaged beyond repair due to
corrosive effect of foam which is salt-
water based.
24.4.2. Certain chemicals. Foam is salt-water
based. Some chemicals react
adversely with water. On contact with
water, some give off oxygen that would
intensify the fire. Others give off large
quantities of heat (exothermic
reactions) which may result in
spontaneous combustion or intensify
the fire already existent
24.5. Application:
24.5.1. The jet of foam should be directed
against some obstruction above the
burning liquid so as to take off its
204
velocity. It would then slide on to the

surface of the liquid.
24.5.2. Foam will find its own level on the
surface of liquid and flow around
obstructions. Hence continuous
application on any part of the surface
would do.
24.6.1. Even a small quantity of water spray,
on top of foam, disintegrates it - 'kills
the foam' - and renders it totally
ineffective as a smothering agent.
24.6.2. Being water based, foam could cause
water damage to general cargo and/or
equipment if it is sprayed on it.
25. Dry powder
25.2. Availability: Very limited supply. Only a few

kilograms in each extinguisher.
Very effective on electrical equipment
because it has no water content.

Electronic equipment: Electronic equipment
tends to get damaged beyond repair. After
the fire is extinguished, the PCBs cannot get
clean enough for use again due to the sticky
nature and corrosive effect of the powder.
205
25.5. Application:
Available only in extinguisher form.
A dry powder extinguisher is one shot
weapon with very few seconds of effective
use. During these few seconds, the powder
must be directed correctly against the
burning electrical equipment, after the power
has been switched off.
26. Carbon-di-oxide gas (C02)
26.2. Availability: Limited supply in extinguishers

or in steel cylinders.
26.3.1. It is free of water content. It is a very
clean fire fighting medium. It does not
cause any damage to cargo or
equipment.
26.3.2. Very effective on all kinds of fire,
especially in enclosed spaces.
26.3.3. Because it is stored and then released
from a compressed form, its
subsequent expansion results in a fair
amount of cooling.
26.3.4. Because it is about 1.5 times heavier
than air, it is released from the top of a
compartment. It then descends to the
bottom and remains there, effectively
smothering the fire.
206
26.3.5. In cargo holds containing cotton or jute

bales, injection of CO2 into the hold
may not extinguish the fire because
there is air trapped within the bales.
Injection of CO2 would, however,
prevent a smouldering fire in a few
bales from developing into a
conflagration.

Effective on all kinds of fire. Only limitation is
the quantity available.
26.5. Application: Available in extinguisher form

or as a total Iloodinq system.
26.5.1. A CO 2 extinguisher is very effective on
electrical & electronic equipment on
fire.
26.5.2. Total flooding system consists of CO 2
gas compressed until it is in liquid state
and then carried in steel cylinders.
26.5.3. As a total flooding system, it is very
effective against fires in the engine
room, pump room (of tankers) and
cargo holds.
26.6.1. Available in limited quantity only.
26.6.2. A CO 2 extinguisher is one shot weapon
with very few seconds of effective use.
During these few seconds, the jet of
CO 2 gas must be directed correctly
against the burning electrical or
207
electronic equipment, after the power

has been switched off.
26.6.3. Being a one shot weapon, the compart-
ment must be totally sealed off,
ventilation-wise, before injection of CO 2
by way of a total flooding system.
Otherwise, the escape of CO 2 from the
compartment, or entry of air into the
compartment, may defeat the very
purpose of injection of CO2 •
26.6.4. Necessity to evacuate personnel. and
take a head count, before injection into
a compartment by a total flooding
system.
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208
Space for notes
209
[29 - FIRE IN HOLD AT SEA]
CHAPTER 29
FIRE IN A CARGO
HOLD AT SEA
Fire in a cargo hold indicates that the ship is a dry

cargo ship, and not a tanker, (please see chapter 1,
'Assumptions' for details of the ship assumed).
Attention is invited to the contents of Chapter 28

'Principles of fire fighting aboard ship'.
Fire in a cargo hold, whilst out at sea, would normally

be detected by the Smoke Detector Unit on the
bridge. Also, smoke would be seen to come out from
the ventilators.
For illustration purposes, it has been assumes here

that the fire is in no: 2 hold containing general cargo.
In consonance with the general principles of fire

fighting (Chapter 28), the actions should be:
1. Sound the fire alarm (see Chapter 6).
2. Shut off the blowers of that hold.
3. Announce on the PAS (Public Address System),

'Fire in No: 2 Hold.'
210
[29 - FIRE IN HOLD A T SEA]

pressing the 'Man overboard' button on the GPS
of receivers.
5. The Master would come rushing to the bridge after

hearing the fire alarm, possibly before the
announcement on the PAS.
6. Inform the Engine room, 'Fire in no: 2 cargo hold.

Open water on deck'. In many ships, the fire pump
is started from the bridge. In such a case, it would
be a good idea to inform the EOW (Engineer on
watch) of this intention so that he will, if necessary,
start another generator to cope with the additional
load. Then switch on the fire pump.

of the incident. These particulars will be required
8. Consult Master whether to change over to hand

steering (see note at the end of this chapter).

10. Entries in the Mate's Logbook should be made at a

subsequent, convenient time (see note 'Log
entries' at the end of this chapter).
11.Carry out Master's orders. Orders, such as those

listed below should be anticipated by the OOW
211
and, if and when necessary, he should remind the

Master. In the interests of overall efficiency, most
Masters would welcome such reminders from the
OOW so long as they are given respectfully,
tactfully and at the proper time.
12. Communications officer to send 'Urgency Signal'.
13.The ship's staff would go about their respective fire

stations:
13.1. The Third Officer would be on the bridge,
assisting the Master.
13.2. The Second Officer would be in charge of
the Boat Deck Party getting all the boats
swung out, brought to the embarkation deck
and prepared for lowering.
13.3. The Chief Officer would be in charge of the
Attack Party at the seat of the fire.
14. The Chief Officer would:

14.1. Ensure that the blowers of that hold are off.
(These should have been switched off by the
000 earlier).
14.2. Ensure that there is no one inside the hold,
shut the entrance and post a sentry there to
prevent anybody from going inside thereafter
without his specific authority.
14.3. Ensure that the top and side wedges of the
hatch-covers are tight.
14.4. Shut the fire dampers on the ventilator
coamings of that hold.
14.5. Inform the bridge, by portable VHF, as each
of the above has been effected.
212
[29 - FIRE IN HOLD AT SEAl
15. As soon as all the foregoing actions have been

taken, the Master would order the injection of
carbon-di-oxide (C02) into the hold (refer to note
at the end of this chapter).
16. Start boundary cooling - spray water on any part

of the deck or ship's side that gets warm. This
helps to take away some of the heat generated by
the fire.
17. Measure the temperature of the air in the hold

about one hour after injecting CO2 . There are
special pipes provided for this, fitted with screw
down covers resembling those of sounding pipes.
18. Keep a record of the hold temperature at four-hour

intervals.
19. Injection of CO2 may not fully extinguish hold fires

in certain types of cargo, such as cotton or jute
(hessian) bales, but it will certainly restrain t~e fire.
20. The Master would make port (preferably the port

of destination failing which a port of refuge) to
seek shore help in extinguishing the fire.
21. The method of extinguishing the fire with shore

help is discussed later under 'Fire in a cargo hold
in port'.
22. Communicate situation to owners/charters.
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213
23. Hand steering or auto-pilot:
23.1. In cases like this, the Master may prefer to

change over to hand steering because the
Master and the OOW, being under great
pressure carrying out various functions
related to the emergency, may not be able to
devote much attention to monitor the 'course
keeping' of the ship. He may also not want
themselves to be tied down to steering
duties - course alterations while the ship is
on auto-pilot have to be done by the OOW
or the Master, not by the quartermaster.
23.2. On the other hand, some Masters may

prefer to keep the ship on auto-pilot with the
quartermaster standing by, monitoring the
'course keeping' of the ship, so that the
quartermaster may be available for other
urgent duties, from time to time. Since the
ship is in open sea, course alterations during
fire fighting would be few, possibly none.
24. Why send Urgency Signal:
24.1. The Urgency Signal lets other ships in the

vicinity know that the ship originating the
signal is on fire and, should no further
messages be transmitted by that ship,
214
[29 - FIRE IN HOLD A T SEAl

there is an explosion or other sudden
setback, it may not be possible to send
messages thereafter - hence the importance
of sending an Urgency Signal as soon as
practicable.

GMDSS courses.
25. CO 2 injection procedure
25.1. Since the description of the entire CO 2

system is outside the scope of this book,
only the steps to be taken to inject CO 2 are
listed here, with minimum description.
25.2. Shut off the blowers of that compartment

and close the fire dampers on its ventilator
coamings.
25.3. Ensure that there is nobody inside, seal off

its entrance and post a sentry outside.
25.4. Turn the three-way valve of the compart-

ment on fire (No: 2 hold in this case) from
the 'Smoke' position to the 'C0 2 ' position.
25.5. Ascertain, by inspection of the 'C0 2 system

diagram' on the bulkhead near the smoke
detector unit, the number of CO 2 cylinders
215
[29 - FIRE IN HOLD A T SEA]
required for this compartment (in this case,

no: 2 hold, say 56 cylinders).
25.6. When the Master orders injection of CO 2 ,

inform the CO 2-room-in-charge how many
CO 2 cylinders to release - 56 in this case.
25.7. Soon after release on CO 2 into the.

compartment, smoke will be seen to come
out through various places - between hatch
pontoons, ventilators, etc. This is normal -
the introduction of CO2 (30% of the volume
of the compartment) will cause increase of
pressure that will release itself through all
paths possible.
26. Log entries:

.(see chapter 36 for more details).
-000-
216
[:;9 - FIRE IN HOLD A T SEAl
Space for notes
217
[30 - FIRE IN A HOLD IN PORT]
CHAPTER 30
FIRE IN A CARGO
HOLD IN PORT
Fire in a cargo hold indicates that the ship is a dry

cargo ship, and not a tanker, (please see chapter 1,
'Assumptions' for details of the ship assumed).
For illustration purposes, it is assumed that fire has
occurred in a hold where general cargo is actually
being worked.
In keeping with the chapter 'General principles of fire

fighting', earlier in this book, the actions should be:
1. Shout 'Fire' many times.
2. Sound the fire alarm (see chapter 6). While the

crew is scrambling to fire stations, the OOW can
initiate communications with various authorities.
3. Announce the location of the fire on the PAS

(Public Address System) of the ship.
4. Establish contact with the Master and the Chief

Officer by portable VHF. (On modern ships, whilst
in port, the Master, Chief Officer and the OOW
have their portable VHF sets on, switched to a
common channel referred to as the internal
working channel of the ship).
218
5. Stop cargo operations in that hold and evacuate

all persons from it as soon as possible.
6. Cargo work in other holds would come to a stop

automatically and the stevedores would come up
on deck owing to their curiosity. If and when that
happens, send all those persons also ashore.
7. Have the port 'fire brigade informed, either by

telephone or by VHF.
8. Inform the Port Control by VHF or telephone.

should remind the Master. In the interests 'ot
1a.lf the Master is ashore, the Chief Officer would

take charge. In the very rare circumstance of both,
the Master and the Chief Officer, being ashore at
this time, the Second Officer would have to
manage until one of them comes back. Most
companies have standing orders that the Master
and the Chief Officer must not go ashore at the
same time when cargo operations are in progress.
11. Have the company's agents informed by

telephone. In many ports, a telephone is available
at the head of the gangway itself. If not, the call
may be made through the VHF itself.
219
12. Switch off the inlet blowers of the hold, in case

they are on (they are normally kept switched off
during cargo work). If there is too much smoke, it
may be useful to switch on one blower in the
exhaust mode so that the crew could tackle the
fire locally. This would, no doubt, cause air to
enter the hold. The OOW would have to use his
discretion at that time, depending on the nature,
extent and accessibility of the seat of "fire.
13. Fight the fire immediately - try to extinguish it right

away by using appropriate extinguishers or a well-
aimed fire hose.
14. Take care to avoid undue water damage to other

cargo in the hold. Cases have been known where
o the water used to fight a fire caused more
damage than the 'fire itself might have done!
15. Port control may insist on towing the ship out to

anchorage in case they feel that other ships
nearby and/or the port itself may be endangered.
16. Hopefully, the above situation would be avoided

by either extinguishing the fire (by extinguishers or
hoses) or bringing it under control by injecting C02
(as described at the end of the previous chapter
titled 'Fire in a hold at sea') before the tugs arrive.
Assuming that the actions already taken have not

been entirely successful:
17. Shut off the exhaust blower of that hold, in case it

is on (mentioned earlier in this chapter).
220
18. Close the hatch and batten it down.
19. Make sure that there is nobody inside the hold.

Seal off the entrance and post a sentry there to
prevent anyone from going inside. This is very
important because somebody (say a stevedore
who forgot some belonging of his inside the hold)
may go inside, without the knowledge of the
OOW, and subsequently lose his life when CO 2 is
injected.
20. Shut the fire dampers on the ventilator coamings

of that hold.
21. Inject CO2 into the hold. (This procedure has been
described in the notes at the end of the previous
chapter titled 'Fire in a hold at sea').
22. In case any boundary of the hold is getting warm,

cool it by spraying water from the fire main,
wherever practicable.
23. After injecting CO 2 into a hold, It is NOT advisable

to open the hatch until the Master specifically
decides to so. This is discussed later in this
chapter.
The need to depute others
24. The OOW should depute others to carry out the

different functions while he concentrates on the
various actions to be taken. If he tries to ::io too
much by himself, he would not be able to
221
effectively take overall charge. The Third Officer

and cadets would be of great help in this regard.
The fire brigade
25. Though the fire brigade would assist in many

ways, the overall responsibility for the safety of
the ship rests with the Master (see Chapter 28).
26. As soon as the fire brigade arrives alongside, the

ship's staff should receive them and their chief
introduced to the Master of the ship.
27. The immediate information that the fire chief

would require would include:
27.1. Precise location of fire.
27.2. Nature of fire (what is the material that is on
fire).
27.3. Extent of fire.
27.4. Any special dangers that the fire fighters
would be exposed to such as lack of oxygen
(resulting from injection of CO 2 ) , toxic gas,
chemicals, etc because of the specific
substances stowed inside that compartment.
27.5. The fire 'fighting actions taken, by the ship's
crew, so far.
27.6. Any existent danger of instability or
structural problems of ship under the
circumstances.
27.7. The Master's opinion as to the best line of
action to be taken by both, the ship's crew
and the fire brigade, in extinguishing the fire.
222
28. The Master and the Fire Chief would then decide
on the plan of action and execute it.
29. Hopefully, there should not be any major

difference of opinion because the aim of both is to
fight the fire effectively and safely.
30. The Master and the Fire Chief would then monitor
the progress of fire fighting.
31. The overall charge of the ship would be with the

Master.
32. Instructions to personnel would have to be given

by their respective chiefs - the Master for the
ship's crew and the Fire Chief for the fire brigade.
Final action in this case
33. A few selected members of the crew and/or fire

brigade personnel, wearing a breathing apparatus
each, should standby in readiness to enter the
hold. This is, hopefully, the final attack party.
34. Instruct all personnel to stand well clear and then

open the hatch covers.
35. One exhaust blower may be switched on

momentarily to remove the smoke.
36. The final attack party should then enter the

compartment and ascertain whether the 'fire has
been extinguished.
223
37. Residual pockets of fire, if any, to be extinguished

locally by well aimed fire hoses.
38. Minimum quantity of wat~r to be used so as to

restrict water damage to Jther cargo.
39. It may be necessary for some general cargo to be

shifted/taken out of the hold to ensure this.
40. The time spent in the hold, by the final attack

party, should be kept to a minimum bearing in
mind the type of breathing apparatus used, the
heat, the physical exertion involved, etc.
41. After the fire is fully extinquished, the hatch

covers should be left open and the hold kept
under careful observation from the deck. Cases
have been known where the fire suddenly erupted
again signifying that it had not been extinguished
fully earlier.
42. Man entry thereafter must be allowed only:

42.1. After proper ventilation.
42.2. Under proper supervision.
43. Appropriate entries must be made in the Ship's

Logbook at the first available, convenient
opportunity later on (see chapter 36).
44. The Master would make appropriate entry in the

Official logbook later on.
-000-
224
Space for notes
225
[31 - FIRE IN ENGINE ROOM IN PORT}
CHAPTER 31
FIRE IN THE ENGINE
ROOM IN PORT
1. Shout 'Fire in the engine room' loudly many times.
2. Have the ship's fire alarm sounded.
3. Announce the location of the fire, to the ship's

staff, via the PAS (Public Address System).
4. Establish portable VHF contact with the Master

and the Chief Officer. (On modern ships, whilst in
port, the Master, Chief Officer and the OOW have
their portable VHF sets on all the time, switched to
a common channel referred to as the internal
5. Have the port fire brigade informed, either by


226

9. If the Master is ashore, the Chief Officer would

take charge.
1O.ln the very rare circumstance of both, the Master

and the Chief Officer, being ashore at this time,
the Second Officer would have to manage until
one of them comes back. Most companies have
standing orders that the Master and the Chief
Officer must not go ashore at the same time.
11.ln any case, since the fire is in the engine room,

the seniormost engineer on board at that time -
Chief Engineer, Second Engineer or the EOW
(engineer on watch) - would take charge of the
fire fighting at the scene of the fire. Their intimate
knowledge of the layout of the equipment in the
engine room is invaluable.
12. The EOW (engineer on watch) would commence

fighting the fire as soon as it is detected - try to
extinguish it right away by using all appropriate
means - extinguishers, water jet or water spray.

anchoraqe in case they feel that other ships
227
[31 - FIRE IN ENGINE ROOM IN PORT]
14. If the fire cannot be effectively tackled within the

first fifteen minutes or so, it may be prudent to
flood the space with CO2 . Total flooding by CO2
has a high success rate in extinguishing fires in
the engine room.
15. The procedure to inject CO2 into the Engine

Room would broadly fall into four heads:-
• Evacuate all personnel inside.

• Trip quick closing valves.
• Seal off all sources of inlet of air.
• Release CO2 .
• Effect boundary cooling if necessary.
16. Evacuation of personnel
16.1. The order to evacuate the ER should be

shouted locally and, if possible, announced
on the PAS.
16.2. As soon as the persons inside have come
out, the entrance doors should be effectively
shut. This is to prevent:
16.2.1. Air from entering the ER
16.2.2. Smoke from the ER from coming into
the accommodation.
16.2.3. CO2 , when released, 'from coming into
the accommodation.
16.3. A sentry should be posted at each entrance
to the ER to restrain any persons from
entering the ER without specific permission
from the person designated for this purpose
- normally the Chief Engineer. If any person
228
[31- FIRE IN ENGINE ROOM IN PORT]
is given such permission, the sentry should

note the names and timings, in and out. A
head count/tally should be taken of all ship's
staff outside to ensure that there is nobody
left in the ER. This is very important because
any person left inside would certainly lose
his life when CO2 is injected.
17. Tripping of quick closing valves
All oil storage tanks in the ER would have quick

closing valves operable from outside the ER. Once
these valves are closed, outflow of oil from storage
tanks is prevented. All running machinery would, as a
result of this, come to a stop. Also, if any pipeline now
gets breached due to any cause, the contents of the
tank would not empty into the ER. Inadvertent feeding
of the fire would thus be averted.
Tripping levers of quick closing valves would be in a

steel box located outside the ER, in a suitable place
like the accommodation or the boat deck. The box
would be covered by a glass panel.
Each lever would be labelled indicating which tank it

pertains to. Operation would involve breaking the
glass and pulling the appropriate lever. In case of fire,
it would be prudent to pull all the levers inside.
For testing purposes, the panels may opened, without

breaking the glass, by using a key kept with the Chief
Engineer or the Second Engineer.
229
18. Sealing off air inlets to engine room
18.1. Switch off the blowers of the ER.

18.2. Shut the WT door between the ER and shaft
tunnel. This may be done from the ER itself
and also a point outside the ER with an
indicator clearly showing whether the door is
open or shut. Note: In most ships of today,
the ER is the situated in the after end of the
ship. Hence the after bulkhead of the ER
and the Afterpeak bulkhead would be the
same. There would then be no separate
shaft tunnel and hence no watertight door on
the after bulkhead of the ER.
18.3. The doors leading from the deck/accom-
modation have already been shut, and
sentries posted, as part of the procedure for
evacuation of personnel.
18.4. If skylights are provided for the ER, shut and
screw them down tight. Most ships of today
do not have openable skylights.
18.5. Shut the fire dampers on the ventilator
coamings leading to the ER.
18.6. Shut the inlets of the blower intakes leading
to the ER. In case the blowers are running
because of automatic electric supply from
the emergency generator, switch them off
before shutting their intakes.
18.7. Shut the funnel flaps - ventilation outlets
fitted in or on the funnel.
18.8. Close the door leading into the funnel.
18.9. The engine room should now be effectively
sealed off against entry of air.
230
19. Release of CO2 into the engine room
A panel with a steel door (no glass panel), open able

by a key, is usually provided. The key is housed in a
glass panel nearby with the legend 'In case of fire,
break glass and use key'. A spare key is usually with
the Chief Engineer or the Second Engineer to test the
system without breaking the glass each time.
On opening the steel door, a reverse switch is

released thereby making an alarm sound. Whereas all
other alarms usually call the Engineers into the ER,
this alarm is meant to inform anyone inside that he
should get out as soon as possible. The sound of this
alarm is, therefore, distinct from all other alarms.
Frequent practice drills should make all concerned
familiar with this alarm.
Inside the panel, two control levers would be provided

and marked 'ER Master Valve' and 'C0 2 ' . Operation
of the 'ER Master Valve' control would open the valve
in the pipeline leading from the CO 2 Room to the ER.
Operation of the 'C0 2 ' control lever would release the
entire number of CO 2 cylinders required for the ER.
The procedure:
19.1. Break glass and take out the key inside.
19.2. Use that key to open steel panel.
19.3. Alarm will sound in ER warning all persons
to come out of ER.
19.4. Pull lever marked 'ER Master valve'.
19.5. On specific orders of the Master, pull lever
marked 'C0 2 ' .
231
20. Boundary cooling after release of CO 2
20.1. Start the emergency fire pump to make

water available in the fire main.
20.2. Carry out boundary cooling by spraying
water from the fire main, wherever prac-
ticable, all round the ER.
21. Assistance from the fire brigade
Assistance from the Port Fire Brigade is discussed in

Chapter 28 titled 'Principles of fire fighting aboard
ship' earlier in this book.
-000-
232
Space for notes
233
[32 - RE-ENTERING ER AFTER CO2 ]
CHAPTER 32
RE-ENTERING E.R.
AFTER INJECTING CO 2
The dangers encountered while re-entering the ER

after injection of CO 2 would mainly be:
• Lack of Oxygen.
• Presence of smoke.
• Partial darkness as lighting provided by the
emergency generator might not be adequate
under the circumstances OR total darkness due to
lack of electricity power.
• A false sense of security lulling persons to remove
the mask of the SCBA (Self Contained Breathing
Apparatus) resulting in the instantaneous loss of
consciousness followed by death within minutes.
• Presence of pockets of CO 2 , even after ventilation,
as CO 2 is 1.5 times denser than air, odourless and
colourless.
The general procedure to re-enter the ER would be:
• Ensure that the fire is extinguished.
• Ventilate.
• Test atmosphere for Oxygen.
• Enter with breathing apparatus.
• Isolate affected circuits.
• Start a generator, switch on blowers.
• Precautions by ER staff.
• Return gradually to normal.
234
[32 - RE-ENTERING ER AFTER CO 2]
Elaboration of the foregoing headings:
1. Ensure that the fire is extinguished

1.1. First ensure that any boundaries that were
heating up, during the fire, cool to ambient
temperature. During this inspection, it may be
necessary to temporarily stop boundary
cooling of the area being inspected.
1.2. Record the temperature of the atmosphere in
the ER at hourly intervals by lowering a
thermometer through a convenient opening, at
the top of the ER, such as the skylight, funnel,
etc. Care should be taken not to allow
ventilation to occur during this process.
Ensure that precautions against hypoxia (less
Oxygen) are taken while near these openings
to prevent danger to personnel.
1.3. It would be prudent to assume that the fire has
been extinguished only when the atmospheric
temperature in the ER comes to within about
5° Celsius of the ambient temperature.
2. Ventilate
2.1. Ventilation of the ER, after injecting CO 2 , may

take several hours.
2.2. While ventilation is going on, there must be a
sentry at each door leading from the accom-
modation into the ER to prevent anyone from
entering the ER. This is very important. CO2 is
colourless and odourless. A person unaware
of this would become unconscious, with
possible disastrous consequences, as soon as
235
[32 - RE-ENTERING ER AFTER COd
he passes through the ER entrance. The

sentries may be withdrawn only after the ER is
declared safe for entry.
2.3. Commence natural ventilation 'from the top by
opening the funnel flaps, funnel door, skylight
(if one is provided), fire dampers of ventilator
coamings and intakes of main blowers. This
will allow warm air and smoke to escape from
the top.
2.4. If cowl ventilators are provided for the ER, turn
these into the wind.
2.5. Do not open any doors between the ER and
the accommodation as smoke and CO2 may
enter the accommodation and endanger lives.
2.6. Open the WT door between the tunnel and the
ER (if such a door exists on the ship). This can
be done from outside the ER. This will allow
cool air to enter from below.
2.7. On modern ships, one blower of the ER can
be switched on from the switchboard of the
emergency generator. Switch this on.
3. Test atmosphere for Oxygen
3.1. It is a golden rule to never send a person into

a confined space known to be deficient in
Oxygen, even if he is wearing a breathing
apparatus.
3.2. However, if a person is trapped/unconscious
inside such a space, a rescuer may be
permitted to enter only if he is wearing a
breathing apparatus and provided that there is
reasonable chance of successful rescue.
236
Risking another person in order to rescue an

unconscious person is important and urgent
but bringing out the body of a person who is
certainly dead can wait.
3.3. While contemplating man entry, it must be
remembered that, since CO2 is 1.5 times
heavier than air,the lower levels of the ER
may be Oxygen deficient even though the
higher levels may appear all right for man
entry.
3A'. In case a portable, Oxygen content monitor is
available on board (definitely so on tankers),
the atmosphere inside the ER can be
monitored by sending in the probe of the
instrument. If the reading is over 20%, man
entry may be contemplated, with caution.
3.5.ln case an Oxygen analyser is not available on
board (as in the case of general cargo ships),
a clean, open bottle full of water call be
lowered, made to empty itself into the ER and
hoisted again. The bottle now contains a
sample of air from the ER. Insert a glowing
splinter (Aggarbatti is ideal for this) into the
bottle. If the splinter gets extinguished
immediately, there is insufficient Oxygen.
Continue ventilation for some more time. If the
splinter continues to burn unaffected, it means
that there is at least 14 % Oxygen in that
sample. Though this adequate for a generator
to be started, it is insufficient for man entry.
This experiment gives an idea of the progress
of ventilation towards normalisation.
237
4. Enter only with breathing apparatus
When the Oxygen content of the air in the ER is 20%

or more, one person wearing a breathing apparatus
may be sent down to monitor the Oxygen content at
various levels in the ER. He should be in direct
contact, by portable VHF, with the person in charge
outside. He should not go below levels in the ER
where the Oxygen content is less than 20%.
5. Isolate affected circuits
After due ventilation and testing of the atmosphere,

an engineer wearing a breathing apparatus should go
down and isolate, from the main switchboard, any
electric circuits affected, or likely to have been
affected, by the fire. This is done to prevent short
circuits and other complications when the main
generator is started and put on load.
6. Start a generator, switch on blowers
After the foregoing actions have been taken, the

engineer (who went down wearing a breathing
apparatus) should start a main generator and switch
on all the blowers of the ER.
7. Precautions by englne room staff
Engine Room staff going inside should be cautioned

that:
7.1. CO 2 is odourless and colourless and is hence
not detectable by smell or by sight.
238
7.2. CO 2 is heavier than air and is hence likely to

be present in obscure corners of the ER,
below floor plates, etc, even after considerable
ventilation.
7.3. CO 2 is non-toxic. Its presence indicates
hypoxia (less Oxygen) or anoxia (no Oxygen).
7.4. Should anyone feel faint or dizzy, while in the
ER after re-entry, he should rush to the central
area near the blower inlets.
7.5. No equipment is to be switched on or started
until it has been checked 'Jut for ill effects
resulting from the fire in the ER.
7.6. For the first few hours after re-entry, the staff
inside should remain in sight of one another.
Only one person should initially enter a
compartment. When he states that he feels no
ill effects, others may enter.
7.7. Nothing should be done which will come in the
way of investigations to determine the exact
cause of the fire.
8. Return gradually to normal
It must be remembered that normalcy can be restored

only gradually over a considerable period of time.
Impatience can have serious consequences.
-000-
239
Space for notes
240
[33 - FIRE IN THE PUMP ROOM]
CHAPTER 33
FIRE IN THE
PUMP ROOM
The term 'Pump room' clearly indicates that the

subject vessel is a tanker. For the sake of illustration,
it is assumed that the fire in the pump room occurs
whilst cargo operations are in progress in port. The
pump room is most vulnerable to fire under such
circumstances.
Fire in any part of a ship is a serious matter but the

fact that cargo pipelines pass through the pump room
make it very dangerous. While discharging, cargo oil
will actually be passing through the pumps in the
pump room.
Though the pump room is of small area, it extends

vertically to the full depth of the cargo tanks. Even a
small fire in any part of the pump room would make
entry into it nearly impossible due to the heat and
smoke that would rise upwards.
Chances of success in fighting any fire are best in the

first few minutes before it spreads. If a person already
inside the pump room detects the fire, he should raise
the alarm and also fight it right away with all available,
241
appropriate means - extinguisher, water spray, etc. If

success is not immediate, he should get out as soon
as possible. Further actions to be taken are quite
similar to those where there is fire in the engine room.
1. Shout 'Fire in the pump room' loudly many times.
3. Inform the loading master (liaison person at the

terminal) by VHF, 'Fire in the pump room. Cargo
operations to be stopped immediately'.
4. Stop cargo operations and shut all necessary

cargo valves including the manifold valve.

6. Establish portable VHF contact with the Master



242


11.lf the Master is ashore, the Chief Officer would

take charge.
12.ln the very rare circumstance of both, the Master


14.lf the 'fire cannot be effectively tackled within the

first five minutes or so, it would be prudent to flood
the space with CO 2 • Total flooding by CO 2 has a
high success rate in extinguishing fires in the
pump room, if done in the early stages itself.
15.lf any person is trapped/unconscious inside, a

rescuer may be permitted to enter only if:
243
15.1. he is wearing a Fireman's suit and also a

SCBA and
15.2. provided that there is reasonable chance of
successful rescue.
Risking another person in order to rescue an

unconscious person is important and urgent but
bringing out the body of a person who is certainly
dead can wait. The word 'certainly' here is highly
debatable.
16. The procedure to inject CO2 into the pump

room would broadly fall into four heads:-
• Evacuate any persons inside.

• Shut off blowers of pump room.
• Seal off all sources of inlet of air.
• Release CO2
17. Evacuation of personnel
17.1. The order to evacuate the pump room

should be shouted locally and, if necessary,
communicated by portable VHF to anyone
inside..
17.2. As soon as the persons inside have come
out, the entrance doors should be effectively
shut. This is to prevent:
17.2.1. Air from entering the pump room
17.2.2. Smoke from the pump room from
coming out on deck.
244
17.2.3. CO2 , when released, from coming out

on deck.
17.3. A sentry should be posted at the entrance to
the pump room to restrain any persons from
entering the pump room without specific
permission from the person designated for
this purpose - normally the Chief Officer. If
any person is given such permission, the
sentry should note the names and timings, in
and out. A head count/tally should be taken
of all ship's staff outside to ensure that there
is nobody left in the pump room. This is very
important because any person left inside
would certainly lost his life when CO2 is
injected.
18. Sealing off air inlets to pump room
18.1. Switch off the blowers of the pump room.

18.2. The doors leading from the deck/accom-
modation have already been shut, and
sentries posted, as part of the procedure for
evacuation of personnel. .
18.3. Shut the inlets of the blower intakes leading
to the pump room.
18.4. The pump room should now be effectively
sealed off against entry of air. .
19. Release of CO 2 into the pump room
A panel with a steel door (no glass panel), openable

by a key, is usually provided. The key is housed in a
glass panel nearby with the legend 'In case of fire,
245
break glass and use key'. A spare key is usually with

the Chief Engineer or the Second Engineer to test the
system without breaking the glass each time.
Such a panel could be common for the engine room

and for the pump room. The controls inside would be
similar but clearly marked.
On opening the steel door, a reverse switch is

released thereby making an alarm sound. This alarm
is meant to inform anyone inside that he should get
out as soon as possible. The sound of this alarm is,
therefore, distinct from all other alarms. Frequent
practice drills should make all concerned familiar with
this alarm.
Inside the panel, two control levers would be provided

and marked 'Pump Room Master Valve' and 'Pump
Room CO2'. Operation of the 'Pump Room Master
Valve' lever would open the valve in the pipeline
leading from the CO2 Room to the pump room.
Operation of the 'C02' control lever would release the
correct number of C02 cylinders required for the
pump room.
The procedure:
19.1. Break glass and take out the key inside.
19.2. Use that key to open steel panel.
19.3. Alarm will sound in pump room warning all
persons to come out of pump room.
19.4. Pull lever marked 'Pump Room Master
valve'.
19.5. On specific orders of the Master, pull lever
marked ·C02'.
246
20. Boundary cooling after release of CO 2
20.1. Inform EOW (Engineer on watch) to open

water on deck.
20.2. Carty out boundary cooling by spraying
water trom the fire main, wherever
practicable, all round the pump room.
Assistance trom the Port Fire Brigade is discussed in

Chapter 28 titled 'Principles at fire fighting aboard
-000-
247
Space for notes
248
[34 - FIRE IN THE GALLEY]
CHAPTER 34
FIRE IN
THE GALLEY
The fires discussed so far were in workspaces or in

cargo compartments located somewhat away· from
the accommodation. Fire in any part of a ship is a
serious matter but. fire in. the accommodation is the
most difficult to handle.
The reasons for the above include:

• Concentration of people.
• Congestion in respect of space.
• Difficulty of access to precise location of fire.
Accesses. to cabins, etc is possible only through
narrow alleyways and staircases.
• Concentration of ditferent types of combustible
material. .
• Spread of fire aggravated by air conditioning. Even
after SWitching off the system, the ducts provide
means of transfer of air and heat and hence
promote the spread of fire.
• The vertical distribution of the accommodation
causes heat and smoke to easily travel allover.
• The navigating bridge,being right on top of the
accommodation, is vulnerable to heat, smoke and
spread of fire.
249
• Loss of navigational control and communication

facilities of the ship is highly likely.
• Once outside the accommodation, personnel are
exposed to the weather - heat, cold, rain, wind,
spray, etc.
• Once outside the accommodation, personnel are
deprived of basic necessities such as drinking
water, food, toilet facilities, apparel (clothing),
space for rest between bouts of fire fighting
activities, etc.
Galley fire assumed: For the purposes of illustration,

the fire is assumed to occur in the galley. Galleys may
be of two types - oil fired and electric. Both have their
advantages and disadvantages. However, modern
ships are all fitted with electric galleys - oil fired
galleys are practically extinct.
Probably cause: Fire in a galley would, most

probably, be due to:
• Combustible material such as cooking oil, fat, oily
rags, etc coming into contact with the hot surface
of the cooking platform. If the burning liquid spills
over to the deck, fire would spread to other
combustible objects, paiR! On the bulkheads, etc.
• Electrical short-circuit in some appliance in the
galley. The fuse should automatically trip off. In
case it does not, the high current passing through
the wires would cause them to get very hot. The
insulation would melt/catch fire. The fire would
spread to the paint covering the bulkheads.
250
Immediate action: The chances of success in any

fire fighting operation is best in the 'first few minutes,
before the fire spreads. The person who detects the
fire 'first should raise the alarm and also fight it right
away with all available, appropriate means. The
actions are elaborated below.
Further actions to be taken are:
1. Shout 'Fire in the galley' loudly many times.

4. Establish portable. VHF contact with the Master


telephone.or by VHF.

251

9. If the Master is ashore, the Chief Officer would

take charge.
1o.ln the very rare circumstance of both, the Master

11 . Port control may Insist on towing the ship out to

nearby and/or the port itself may be endangered .
.. ~
12.lf the cause is an electrical short circuit, the action

should be:
12.1. Switch off power supply to the equipment,
or, H necessary, to the entire galley.
12.2. Use an appropriate extinguisher - either a
CO2 or a dry powder type.
13.lf it is liquid on fire - oil or cooking fat - a foam

extinguisher should be used.
14.lf oily rags are on fire, any extinguisher or just

water would do.
252
15.The use of blankets, provided as part of 'fire

fighting equipment for the galley, for the purpose
of smothering the fire should be considered.
16.lf the fire cannot be effectively tackled within the

first five minutes or so, it would be prudent to
tackle it as a full-scale operation. This exercise is
well covered in fire fighting courses:
• Evacuate any persons inside.

• Shut off exhaust blowers of the galley.
• Seal off all sources of inlet of air - portholes,
entrance doors, etc.
• Use a water spray through a porthole or an
entrance door.
Assistance from the Port Fire Brigade is discussed in

Chapter 28 titled 'Principles of fire fighting aboard
-000-
253
Space for notes
254
[35 - SHIP'S LOGBOOK]
CHAPTER 35
THE SHIP'S
LOGBOOK
The Ship's logbook is sometimes called the

'Mate's logbook' because the entries in it are made by
the Mates who keep watch. It is also called the 'Deck
logbook'.
Different from OLB
The Ship's logbook should not be confused with the

ship's Official logbook (OlB) which is supplied by the
Shipping Master when the 'Articles of Agreement' are
opened before him. The OlB is in the custody of the
Master and entries in it are made by him. The OlB
must be returned to the Shipping Master when the
Articles of Agreement are closed (normally at the end
of a stipulated period, of say nine months or a year).
Supplied by whom
Ship's logbooks are printed and supplied by the

company (shipowner, charterer or ship operator, as
the case may be). There is no standard pattern for
Ship's logbooks devised by the IMO or any other
international body. Traditionally, each newly formed
255
company copied the format of the company in which

the Marine Superintendent had served earlier, with
some modifications, if thought necessary. Therefore,
the layout varies from country to country and from
company to company. The overall pattern of Ship's
Logbooks on ships of Commonwealth countries is
generally the same.
Duration covered by a logbook
Each logbook covers one calendar month and,

therefore, has pages sufficient for thirty two days. The
extra page is meant for cases where the ship crosses
the International Date Line from East to West on an
Easterly course. Old logbooks must be preserved on
board for record and reference if and when
necessary.
Office copy of Ship's Logbook
A copy of the Ship's Logbook is sent to the company's

head office after each month is over. .
In the olden days: The copy for the office was written
up, in the Chief Officer's own handwriting. This copy
was then called the fair logbook. Companies used to
insist that only the Chief Officer, and no one else,
write up the fair Logbook. The reason given was that
the Chief Officer would then have to read each and
every entry while copying the same and hence notice
any lapses, omissions, errors, etc and would take
corrective and preventive action. Subsequently, with
the invention of the photocopying machine, some
companies allowed photocopies to be sent each
256
month, relieving the Chief Officer of needless, tedious

work.
In modern days: Each page of the Ship's Logbook

has a perforated, detachable sheet underneath. The
underside of each main sheet, and the topside of the
detachable sheet underneath, are chemically coated
such that entries made on top, using a ballpoint pen,
would appear on the sheet below. Fountain pens
would not suffice as they would not exert the
necessary - pressure required for the transfer of
impression below. This does the same job as carbon
paper but without the attendant black smudges. The
two chemical coatings would react only to each other
- impressions would not transfer otherwise. The
perforated pages are detached at the end of each
month, stapled together and sent to the head office
for record.
When a ship is sold
When a ship is sold, Ship's Logbooks (originals), and

all other operational records maintained by the ship's
staff, must be removed and sent to the head office of
the former company (shipowner, charterer or ship
operator, as the case may be). They should NOT be
handed over along with the ship. Any claims against
the ship would be directed against the ownerl
charterer/ship-operator at the time when the incident
occurred. Hence the possession of original Logbooks,
for reference by the company, and as evidence, is
essential.
257
Period of records in office

In the absence of any claims against the ship or
company, Ship's Logbooks, and other operational
records kept by ship's staff, should be preserved in
the head office for a period of at least four years after
the last entry therein. Claims made after four years
are time barred and hence records beyond that time
are not of legal importance.
Description of the Ship's Logbook
1. The front cover:
1.1. The front cover would have the name and
address of the company (shipowner,
charterer or ship operator, as the case may
be) printed on it.
1.2. The front cover would have designated
spaces for the name of the ship, and the
month covered, to be entered when the
Logbook is taken into use.
2. The preliminary pages:
The preliminary pages would include:
2.1. The standing orders of the company.
2.2. Beaufort information for quick reference:
Wind scale; description of sea, swell and
weather; visibility scale, etc.
2.3. Company's instructions for making entries in
the Logbook.
2.4. A table to show the names of the Master and
all Navigational Watchkeeping Officers, their
dates of joining the ship and, if any of them
left the ship during the current month, then
that date.
258
[35 - SHIP'S LOGBOOK}
2.5. The name of each Seamen and Helmsman

and the reference (or key) number allotted to
each. These numbers are used in the
Logbook to indicate when each such person
was on watch.
2.6. Some companies have a table to record all
drills carried out during the month - Fire
Drill, Abandon ship Drill, SOPEP Drill, etc.
2.7. Some companies have tables to record
inspections carried out of various spaces in
the accommodation.
2.8. Some companies have tables to record
inspections and tests carried out of the
steering systems of the ship.
3. The main pages:

3.1. Older type Logbooks had two pages, facing
each other, for each day. Modern day
Logbooks with chemically coated pages
have the two pages combined into one large
page for each day, divided into the left half
and the right half.
3.2. There would be sufficient pages for thirty two
days (reasons given earlier in this chapter).
3.3. On the top of the page for each day, there
would be designated spaces for:
3.3.1. Name of the ship.
3.3.2. The date at ship.
3.3.3. The voyage number (may be).
3.3.4. 'From' (name of the last port visited).
3.3.5. 'To' (the name of the next port of call).
3.3.6. 'At' (berth and place when in port).
259
3.4. On the left half of the page: There would

be two sets of columns - one for
navigational data and the other for
meteorological data.
The navigational data columns would
include one each for Ship's time, Latitude,
Longitude, True course, Gyro course,
Compass course, Gyro error, Variation,
Deviation, Reading of the distance log and
average RPM of the engine.
The meteorological data columns would
include one each for Wind direction, Wind
force, Height of sea, Direction of swell,
Height of swell, Barometric pressure,
Atmospheric temperature (dry and wet), Sea
temperature and Beaufort notations for
present weather and visibility.
There would be rows for each hour of
ship's time from 0000 hours to 2400 hours.
In the middle of the page, between 1200
hours and 1300 hours, some rows would be
provided for noon particulars:
Noon particulars - navigational: There
would be cells for Ship's time difference from
GMT, Ship's position at noon, the means
used to obtain the noon position, the course,
distance and speed made good noon to
noon, set and rate experienced noon to
noon, etc.
260
Noon particulars - engine related: There

would be cells for Distance covered by
engine, Average RPM noon to noon, Slip %,
HFO and DO consumed and received during
the past twenty four hours and their balance
at noon, etc.
3.5. On the right half of the page: There would

be a large column for the narration section
and a small one for the initials of the OOW
(Officer of the watch).
The hourly rows: on the left half of the
page would continue into the right half of the
page but, in the narration column, they only
serve as horizontal lines.
Tabular spaces: There may be tabulated
spaces for:
1) Soundings of tanks and bilges under the
control of the nautical department.
2) Status of FW - Received, generated,
consumed, balance.
3) Lookoutman and helmsman for each
hour at sea or at anchor.
4) Draft forward, aft and mean at 0600 and
1800 hours and also the density of water
outside.
In the middle of the page, between 1200

hours and 1300 hours, some rows would be
provided for anchor bearings, times of
Sunrise, sunset, navigation lights switched
on/off, etc.
261
3.6. At the bottom of the entire page: There

may be tabulated spaces for maintenance
work carried out by crew, Name and nature
of repairs by shore workshops, Cadets
training carried out/imparted, List of persons
sick, Timings of cargo stoppage/resumption,
Cargo tank pressures (tankers only), etc.
-000-
262
Space for notes
263
[36 - LOG ENTRIES]
CHAPTER 36
ENTRIES IN
THE SHIP'S LOGBOOK
As mentioned in Chapter 35, the Ship's

Logbook is sometimes called the 'Mate's logbook'
because the entries in it are made by the Mates who
keep watch. Entries are to be made only by the
respective watch keeping officers, in their own
handwriting, and signed by them.
1. Importance of entries in the Ship's Logbook

Courts of law have, in the past, held that the Ship's
Logbook is one of the most important records on a
ship. Other records are supporting evidence.
Hence entries in the Ship's Logbook have high
legal significance and should be made with great
care ensuring that:
1.1. They are purely statements of facts.

1.2. They must be accurate and indisputable.
1.3. They are made at appropriate times.
1.4. They must be precise and concise but contain
enough details for re-construction of events at
a later date.
1.5. There should be no discrepancies between the
entries in Bridge Notebook and those in the
Ship's Logbook.
264
[36 - LOG ENTRIES]
2. Corrections of entries made

Entries in the Ship's Logbook, or any records kept
on board, should NOT be erased or over-written.
Any correction should be made as follows:
2.1. Normally, only the person who made the
original entry should make the correction.
2.2. Corrections must be made using a ballpoint
pen, NOT an ink pen or a pencil. (Note: Since
modern Logbooks have chemically coated
pages to make simultaneous, duplicate
copies, the original entries would have been
made using a ballpoint pen).
2.3. The mistake must be scored out by a line
drawn neatly across it in such a manner that
the old entry can still be read.
2.4. The correct entry must be made nearby.
The correction should be signed and, if made on a

later date, then the date of correction must be
mentioned below the signature. All corrections,
especially those made at a later date, will be
viewed with suspicion by courts if a claim should
arise.
3. When should entries be made

The Ship's Logbook should be written up soon
after the end of each watch - navigational watch
at sea, anchor watch in anchorage and cargo/deck
watch in port. In case an emergency has occurred
whereby it is not possible to make log entries soon
after the watch is over, the entries should be made
as soon as practicable thereafter. Meanwhile,
notes should be made, preferably in the Bridge
265
[36 - LOG ENTRIES]
Notebook (or the 'Cargo Control Room Notebook'

on tankers in port), to keep a record of significant
events.
4. Scrutiny by the Chief Officer and the Master

At the bottom of the page for each day, there are
designated spaces for the signatures of the Chief
Officer and the Master. It is expected that they
would each scrutinise the entries made for that day
to ensure correctness of entries, look for any
factual omissions or mistakes and advise the
officers concerned for improvements in future. As a
normal routine, such scrutiny and signature should
be done, by the Chief Officer and the Master, the
very next day, when memories are still "fresh.
5. Soon after joining a ship:

The Master and all Watchkeeping Officers must,
soon after each of them joins the ship:
1) Enter their names and date of joining in the
appropriate cells of the tables in the preliminary
pages of the Logbook.
2) Read, understand and sign at the bottom of the
standing orders of the company contained in
the preliminary pages of the Logbook. This
signifies that they have seen the orders,
understood them and would abide by them.
6. At the beginning of each month:

6.1. The name of the ship and the month covered
by the Logbook are to be entered, by the
Chief Officer, in the designated spaces on the
cover, when a new Logbook is taken into use.
266
[36 - LOG ENTRIES]
6.2. The Chief Officer must enter the names and

date of joining of the Master and ali
Navigational Watchkeeping Officers in the
appropriate cells of the tables in the
preliminary pages of the Logbook.
6.3. The Master and all watchkeepers must sign at
the bottom of the preliminary pages
containing the standing orders of the
company signifying that they have seen the
orders, understood them and would abide by
them.
7. Daily entries at the top:

On the top of the page for each day, the officer of
the watch (OOW) at 0000 hours should make the
following entries in their designated spaces:
7.1. Name of the ship.
7.2. The date at ship.
7.3. The voyage number (may be).
7.4. 'From' (name of the last port visited). This is
entered only while the ship is enroute
between ports.
7.5. 'To' (the name of the next port of call). This is
entered only while the ship is enroute
between ports.
7.6. 'At'. While the ship is enroute between two
ports, the word 'Sea' is entered, in this space,
after 'At'. Whilst in port, the number of the
berth and the name of the port is entered
here. For example: 'Port Kembla anchorage'
or 'Alongside no: 4 Jetty, Jawahar Dweep,
Mumbai'.
267
[36 - LOG ENTRIES]
8. Routine entries at sea include:

8.1. On the left side of the page:
8.1.1. All cells of navigational data are filled up
at the end of each watch (e.g., 0000
hours, 0400, 0800, etc.), in the
corresponding row of time.
8.1.2. Alterations of course are entered in the
appropriate row corresponding to the time
at which they were made.
8.1.3. All cells of meteorological data are filled
up at the end of each watch (e.g., 0000
hours, 0400, 0800, etc.), in the
corresponding row of time. In case of bad
weather, the meteorological data is
recorded every hour. Sudden changes in
meteorological data are also recorded
against their times of occurrence.
8.1.4. All noon particulars, both navigational and
engine related, should be entered in the
cells provided for them.
Navigational data at noon includes Ship's
time difference from GMT, Ship's position
at noon, the means used to obtain the
noon position, the course, distance and
speed made good noon to noon, set and
rate experienced noon to noon, etc.
Where there was more than one course
steered during the previous day, the cells
for course and speed made good noon to
noon and the current experienced would
be entered as 'Various'.
Engine related data includes Average
RPM noon to noon, Distance covered by
268
[36 - LOG ENTRIES]
engine (propeller rotations x pitch), Slip

%, HFO and DO consumed and received
during the past twenty four hours and
their balance at noon, etc.
8.2. On the right half of the page at sea:

Tabulated data:
8.2.1. Cells in the tables provided should be
filled up at the end of each watch. These
include Lookoutman and helmsman for
each hour at sea or at anchor, etc.
8.2.2. Times of sunrise and sunset, when
navigational lights were switched on and
switched off are to be entered by the
OOW at their times of occurrence.
8.2.3. Soundings of tanks and bilges under the
control of the nautical department: During
the 0400 to 0800, and the 1600 to 2000
watches, the Chief Officer should make
the entries in the appropriate cells in the
table provided. These soundings would
be taken twice daily, and the 'Tank &
Bilge Sounding Book' shown to the Chief
Officer, before the end of his watch. In
case of very bad weather, the cells in the
table should be scored out neatly and the
entry, 'Tanks & bilges could not be
sounded due to bad weather (or heavy
rolling)' should be made in the narration
section during the Chief Officer's watch.
8.2.4. The Chief Officer should enter FW
generated, consumed and the balance at
noon daily.
269
[36 - LOG ENTRIES]
Entries in the narration section at sea:

Navigation related entries include:
8.2.5. 'Courses checked. Compasses compared
and error verified'.
(Note: Proof of verification of compass
error must be available in the Azimuth
Book). In case the error could not be
verified, the term 'Error not verifiable'
should be made.
8.2.6. When course is altered: ship's time,
position and new course - True & Gyro.
8.2.7. Time and position when 100 fathom line
(depth contour) or 200 metre line is
crossed first time when approaching land.
8.2.8. The time whenever the steering mode is
changed from manual to auto and vice
versa.
8.2.9. The time when the steering motor is
changed over or when a second motor is
switched on.
8.2.10. At night and in restricted visibility:
'Navigation lights checked'.
8.2.11. Alteration of ship's time - times and
quantum when advancement or
retardation of clocks was done.
Engine related entries at sea:

8.2.12. Time and cause of any change in the
status of the main engine - reduction of
speed from Full Away due to restricted
visibility, passing through narrow,
congested waters, bad weather, engine
trouble, etc., and increase back to Full
270
[36 - LOG ENTRIES]
Away. Instructions, if any, given to ER

regarding engagement and disengage-
ment of shaft generator for navigational
reasons, etc.
8.2.13. Time of testing of steering systems and
main engine prior to arrival port. If cells
are available for tabular entries of these
tests, then they need not be mentioned
again in the narration section.
Cargo related entries at sea include:

8.2.14. On General Cargo ships: 'Hold
ventilation attended to. Smoke detector
checked. Deck cargo lashings checked
and found satisfactory (or tightened as
necessary)'.
8.2.15. On tankers: 'Tank pressures monitored'.
This entry need not be made if tabulated
spaces for tank pressures are provided
in the Logbook.
Weather related entries at sea include:

8.2.16. Slight/moderate/heavy (one of these)
sea, Low/moderate/heavy (one of these)
swell. The wave heights corresponding
to these terms are given in the Beaufort
scale and also repeated in the
preliminary pages of the Logbook. If the
height of sea waves and/or swell is
insignificant, no entry regarding sea or
swell need be made in the narration
section.
8.2.17. Clear skies/Partly cloudy/Cloudy/Over-
cast (one of these words) and/with clear/
271
[36 - LOG ENTRIES]
moderate/poor visibility (clear means

good visibility). If moderate or poor,
reason should be specified - due to
haze/mist/fog/drizzle/rain/snow/hail/
spray (one of these words).
Ship's motion related entries:

These are made only in bad weather. The
entries here should also correspond to those
concerning weather. Some examples are
given below.
8.2.18. Slight/moderate/heavy/very heavy (one
of these terms) rolling. [Slight may
mean upto 10° moderate may mean
I
upto 20° and heavy my mean upto 30°

and very heavy may mean more than
30°]. Some Masters prefer to enter the
actual amount of rolling in degrees and
avoid the words slight, moderate or
heavy.
8.2.19. Slight/moderate/heavy (one of these)
pitching with occasional/frequent (one
of these words) slamming.
8.2.20. Shipping slight/moderate/heavy (one of
these words) spray [on starboard/port
side (one of these words)].
8.2.21. Shipping moderate/heavy/very heavy
(one of these terms) seas on deck
occasionally/frequently (one of these
words). [This can occur only if the ship is
pitching very heavily].
In pirate frequented areas at sea:
8.2.22. Anti-piracy watch maintained.
272
[36 - LOG ENTRIES]
9. Routine entries leaving port include:

9.1. Time of 'Controls tested & found satisfactory'.
9.2. Time pilot embarked and his name.
9.3. Time and name when each tug was made
fast.
9.4. Time of 'Singled up F & A'.
9.5. Time of S8E.
9.6. Time 'Cast off fwd' (when last line was cast off
forward.
9.7.Time of 'All gone and clear aft'. All gone here
means that all lines were cast off aft and clear
in this case means that the propeller was clear
for engine movements thereafter.
9.8. Time of the first engine movement.
9.9. Time when each tug was cast off.
9.10. Time when 'Ship fast in lock'.
9.11. Time when 'Ship clear of lock'.
9.12. Times of passing important navigational
reference points so that ship's passage
could be retraced on the chart if any claims
arise at a subsequent date.
9.13. Time when pilot disembarked.
9.14. Time and position when Full Away was
ordered and the first course - True, Gyro and
Compass - thereafter.
9.15. Time when distance was log streamed and
the reading at that time.
9.16. Example of entries in the Bridge Notebook:
Date: 13/09/2000 Departure Port Gamma.
0600: Controls tested and found satisfactory.
0810: 8M 08 Mr.V.S.Kartik. Stations F & A.
0811: 8M shown 'Pilot info card'.
0820: SSE.
273
[36 - LOG ENTRIES]
0830: SU fwd to one head line.

0834: SU aft to a line and spring.
0836: Tug Alpha fast fwd.
0838: Tug Bravo fast aft.
0840: Cast off aft.
0848: All gone & clear aft.
0850: Cast off fwd.
0854: Tugs turning ship around to stbd.
0859: Completed turning ship around.
0900: OS ahd.
0902: Stop.
0920: Tug cast off fwd. Ship entering lock.
0921: Port head line ashore.
0925: Port stern line ashore.
0926: Tug cast off aft.
0930: Ship fast in lock. BM away.
0945: POB Mr. H.P.Prasad.
0946: Pilot shown 'Pilot info card'.
0950: Lock gate opens fwd.
0955: OS Ahd.
1000: Ship leaving lock. Cast off head line.
1003: Cast off aft.
1006: Propeller clear.
1008: Ship clear of lock aft. S.Ahd.
1010: H.Ahd. Stations called off aft .
1012: F.Ahd. Stations called off fwd..
1032: Bullock Rk By --4
1033: S.Ahd.
1036: Stop.
1040: Pilot away..
1042: F.Ahd.
1048: Fairway By ~
1050: RFA. Set co: 140 0(T),
149°(G). Log O.
274
[36 - LOG ENTRIES]
9.17. Corresponding entries in Ship's Logbook:

0600: Controls tested and found satisfactory.
0810: BM Mr. V.S.Kartik aboard.
0820: SBE.
0836: Tug Alpha fast fwd.
0838: Tug Bravo fast aft.
0848: All gone & clear aft.
0850: Cast off fwd.
0900: OS ahd. Engine & Helm to Master's
orders & Pilot's advice.
0920: Tug cast off fwd.
0926: Tug cast off aft.
0930: Ship fast in lock.
0945: POB Mr. H.P. Prasad.
1008: Ship clear of lock.
1040: Pilot away.
1048: Fairway By ---4
1050: RFA. Set co: 140° (T), 149°(G), Log O.
10. Routine entries arriving port include:

10.1. Time when 2 hour's notice to ER was given.
10.2. Time when 1 hour's notice to ER was given.
10.3. Time & reading when distance log hauled in.
10.4. Time when half hour's notice to ER given.
'~
10.5. Times of passing important navigational
reference points so that ship's passage
could be retraced on the chart if any claims
arise at a subsequent date.
10.6. Time of SBE.
10.7. Time of 'first engine movement.
·10.8. Time pilot embarked and his name.
10.9. Time and name when each tug was made
fast.
275
[36 - LOG ENTRIES]
10.10. Time when first line went ashore.

10.11. Time when each tug was cast off.
10.12. Time of 'All fast port (or starboard) side to
No: __ ' (for example No: 4 Indira Dock').
10.13. Time when 'FWE' was ordered.
10.14. Time pilot disembarked.
10.15. Example of entries in Bridge Notebook:
Date:19/09/2000 Arr Port Oscar.
1300: Two hrs notice to E/R.
1300: Informed Port by VHF: ETA 1530.
1400: One hr notice to E/R.
1430: Half hour notice to ER.
1500: Anchors cleared away.
1515: SBE. Log hauled in, reading 41.
1516: VHF message from port control:
'Come for pilot'.
1520: S.Ahd
1525: Fairway By ~
1530: Stop.
1535:, POB Mr. Walker. Full Ahd.
1536: Pilot shown 'Pilot info card'.
1545: Anchor stations.
1546: Slow Ahd.
1555: Stop.
1600: Full Ast.
1605: Let go Port anchor.
1607: Stop.
1610: S.Ahd.
1611: Stop.
1625: BU to 5 shackles on deck.
1630: FWE
1632: Stations called off fwd.
1636: Pilot away.
276
[36 - LOG ENTRIES]
10.16. Corresponding entries in Ship's Logbook:

1300: Two hrs notice to E/R.
1400: One hr notice to E/R.
1400: Half hr notice to E/R.
1515: SBE. Log hauled in, reading 41.
1520: S.Ahd. Engine & Helm to Master's
orders.
1525: Fairway By ~
1535: POB Mr. Walker.
1605: Let go Port anchor.
1625: BU to 5 shackles on deck.
1630: FEW.
1636: Pilot away.
11. Routine Log entries in port include:
Meteorological data: This is entered ·on the left-
hand page at the end of each watch of six hours.
Data regarding height of sea and swell, direction
of swell and sea temperature need not be entered
inside a sheltered port or harbour. Simple
remarks on the weather, at the end of each
watch, should be made in the narration section on
the right-hand page, similar to those made at sea.
The drafts of the ship: These are to be entered by
the OOW:
(i) On arrival and departure at/from each port. The
density.of water outside should also be entered.
(ii) Daily at 0600 & 1800 hours, in the tabulated
spaces.
Tank & bilge soundings: These are to be entered
by the Chief Officer, in the tabulated spaces
provided for the same, morning and evening.
277
[36 - LOG ENTRIES]
Safety and security related entries to include:

'Gangway manned and register maintained. Anti-
pilferage watch maintained on deck. Moorings
checked (or attended to)'.
Operation related entries to include: Boats/barges
that come alongside and leave. Shore labour
coming and/or leaving carrying out repairs,
testing, cleaning, supply of materials, etc. Stores,
provisions, bunkers, FW, etc., received. In each
case the ship's time is to be mentioned.
Survey and inspection related entries to include:
(FSI, ISM, PSC, Classification, P & I, Cargo, etc).
Name of surveyor, organisation represented, time
arrived, time left and nature of survey/inspection
carried. out.
Environment related entries to include: Anti-
pollution precautions taken. (These include
precautions against discharge of oil overboard,
Garbage, Obnoxious substances, Smoke from the
funnel, etc).
Cargo related entries to include:
On General cargo Ships, the time and number of
gangs that came on board and, later on, the time
they left. If shore cranes are used, then the
number used and where deployed.
On all ships:
Times of commencement, stoppage and reason
thereof, resumption and completion of cargo work
in each compartment.
278
[36 - LOG ENTRIES]
12. Entries of unusual events to include:

(The times of occurrence are to be mentioned):
12.1. Fire on board and subsequent actions.
12.2. Collision: The position of occurrence, the
identity of other vessel and subsequent
actions taken.
12.3. Grounding: The position of occurrence and
subsequent actions taken.
12.4. Damage: Any damage suffered to ship or
cargo as a result of heavy weather
experienced.
12.5. Main engine: Reduction of RPM, or
stoppage, whilst under Full Away and
reason for the same (instructions from the
bridge, engine trouble, etc). Thereafter, the
first engine movement and thence full away.
12.6. Equipment failure: Failure of any vital
equipment such as steering, generators, etc
and subsequent actions taken.
12.7. Oil spill: Oil spill on board, or overboard, and
subsequent actions taken.
12.8. Injury: Name and designation of any person
injured and subsequent actions.
12.9. Manoverboard: Name and designation of the
person who went overboard and subsequent
actions taken.
12.10. Others: Any other unusual happenings
worth noting.
13. When in doubt: Consult Master regarding

necessity and nature of entry.
-000-
279
[36 - LOG ENTRIES]
Space for notes
280
[INDEX]
.INDEX
(Chapter headings are shown in capital letters)
Accommodation ladder 28
Anchor
- Aweigh 133
- Brought up to 124
- Buoys 140
- Checking on the cable 123
- Clearing away 116
- Dropping height 118
- Getting ready 117
- How it holds the ship 108
- Joining shackle 108
- Lug shackle 111
- Lugless shackle 113
- Marking of shackles 114
- Stations 120,130
- Studded chain 109
ANCHORS AND CABLES 107
ANCHOR DRAGGING - Another ship 155
ANCHOR DRAGGING - Own ship 150
ANCHOR DROPPING - Ernerqencv 127
ANCHOR DROPPING - Normal 116
ANCHOR - HEAVING UP 130
ANCHOR - SLIPPING OF 136
ANCHOR WATCH 143
Anti-pilferage watch while at anchor 144
APPROACHING FOG 87
ARRIVAL PORT - Preparations 101
Articles of Agreement 23
ASSUMPTIONS of ship types 1
Assumptions - General cargo Ship 2
281
[INDEX]
Assumptions - tanker
f-------
2
Autopilot - testing in manual mode 85
Beaching • 185
Bitter end 111, 137
Boundary cooling 199,213,
221,232,
247
Brought up - after anchoring 124
Bridge Note Book 72,73,80,
89,92,104,
151, 153,
156,164,
176,177,
178, 181,
187,188,
190,191,
211,264,
265,273,
276
Bridge Procedures Guide 104
CARGO WATCH - Keeping of 42
CARGO WATCH - Taking over 28
Cat's paw 34
CO 2 - Cautions regarding 238
CO 2 - Injection into ER 228,231
CO 2 - Injection into hold 213,215,
221
CO 2 - Injection into pump room - 245
CO 2 - Re-entering ER after injection 234
CO 2 - Sealing off engine room 230
Cock-a-bill - position of anchor 118 1
Code of safe working practice.§ 30,44, 1~
COLLISION AT SEA 174
282
[INDEX]
DANGER SIGNALS 16
Deck carqo - Inspection of lashinqs 73
Depth record book 80,182
Distress Messaqe ,178,182
Draft information - Display on bridqe 71
Dunnage - Laying of, 45
DUTIES OF THE CHIEF OFFICER, 9
DUTIES OF THE SECOND OFFICER, 7
DUTIES OF THE THIRD OFFICER, 5
Ernerqency fire pump 232
Emergency Signal (see General Alarm) -
Eng 1 & 2 forms 23
Enoine Room Master Valve 231
Engine trials before arrival port 104
Entry permit to pump room 38
EPIRB 178
Familiarisation programme - prior 24
ioinino shtp
FOQ at sea 87
Fire alarm 18,199,210
Fire alarm - Response by crew 18
Fire brigade 194,219,
222,226,
242,251
Fire fiqhtinq - General procedures 199
Fire fiQhtinQ - Manaqernent of 197
Fire fighting media 201
Water 201
Foam 203
Dry powder 205
CO 2 206
FIRE FIGHTING - PRINCIPLES" ;, 193
283
[INDEX]
FIRE IN A CARGO HOLD AT SEA 210

FIRE IN A CARGO HOLD IN PORT 218
FIRE IN THE ENGINE ROOM IN PORT 226
FIRE IN THE GALLEY 249
FIRE IN THE PUMP ROOM 241
FIRE - RE-ENTERING ENGINE ROOM 234
AFTER II\I..IECTING CO 2
Fire plan of ship near gangway 29
Fire - Some common causes on board
... - 197
Gangway 28
Gangway reqister 29
General Alarm 16,175,180
General Alarm - Response by crew 17
General Alert 19, 160, 163,
186
General round of ship after watch at sea 72,81
Ginfalls - Angle between, 34
GPS & Depth record book 178, 182
Grounding - see runninq aqround -
Hand steering - Why change to 89
HEAVY WEATHER - Precautions 91
Heavy weather precautions by Catering 97
staff
Heavy weather precautions by Chief 98
Engineer Officer
Heavy weather precautions by Chief 93
Officer
Heavy weather - six degrees of 91~
movement
ISGOTT 40,53
International Medical guide for ships 26
JOINING SHIP AS A WATCHKEEPER 22
284
[INDEX]
Latitude and speed input to gyro 71

LOG BOOK - Description 255
LOG BOOK - Entries in 72,81,172,
176,183,
187, 191,
200,216,
264
OCIMF 40,53 .
Official Logbook 255
MAN OVERBOARD 162
I Master - how to call 82
Master - when to call 81
Master's Bridge Orders book 79
Material Safety Data Sheet (MSDS) 38
Monkey plate 34
Naval pipe (Spurling pipe) 116
Navigating bridge~": manning of 1
Navigation Light Sentinel 69, 78
NAVIGATIONAL WATCH - Keeping of 77
NAVIGATIONAL WATCH - Taking over 68
Off Course Alarm - Magnetic compass 77,81,84,
85
Oxygen analyser 234
Passage plan 55,101
Pilot book (see Sailing Directions)
Pilot information card 23, 104
Pilot ladder 105
PREPARING VESSEL FOR SEA 55
PREPARATIONS TO ARRIVE PORT 101
Propeller clearance 67
Quick closing valves of ER 229
Register of chains and machinery 33,45
285
[INDEX]
Rescue boat 163, 164,

165,166,
168
RUNNING AGROUND 185
Sailing Directions 101
Shackle - unit length of anchor cable 111
I Shackle - markings on anchor cable 114
Shipping Master 23
Signing on 22
SLIPPING AN ANCHOR 136
SOPEP 23, 179
Sounding Book 177, 188
Spurling pipe (Naval pipe) 116
Steering system - check before arrival 102
port
Studded chain 109
s
Tankers - peculiar nature 46
Tension winches 37
TESTING CONTROLS, ·63
Three-way valve 215
Topping off 58
Unstudded chain 110,111
Urgency Signal 164, 166,
169,170,
176,182,
187,190,
199,200,
212,214
Williamson Turn 170,171,
172
-000-
286

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NAUTICAL

Price in India: Rs. 300/-

Printed & published by Mrs. Vijaya Harry for Vijaya Publications of

29th November 1991

Watch keeping at sea as well as in port is the

Till IMO passed a resolution on guidelines to

Considering the importance now being given to

Contrary to current practice on Indian ships,

Capt. Subramaniam's reputation as an

Among all the books written by me so far, this

Seamanship is a subject where changes occur

In order to ensure that the material in this book

In this second edition, watchkeeping on oil

No: Title of chapter Page I

1. ASSUMPTIONS - at all times:

Unless otherwise stated, the following general status/

1.1. Single, right-handed, fixed-pitch propeller. Main

1.2. Sea speed 13 knots at 100 RPM, Harbour Full

1.3. Plenty of sea room, deep waters, calm weather,

1.4. Ship on autopilot always except in special circum-

1.5. Navigating bridge manned at all times, when

1.6.When the ship is on autopilot, the Quartermaster

1.7.When on hand steering, an additional person is

1.8.lnternal phone system connects the bridge to all

2. ASSUMPTIONS if on a General Cargo Ship:

2.1.GT 10,000, LOA 150 m, Load draft aft 10 m, Load

2.2. Electricalty operated deck equipment - windlass,

2.3. Macgregor type steel hatch covers with steel

2.4. Derricks and winches for cargo work.

3.1 .Double hull crude-oil tanker with centre line

3.2. GT 43,400, I\lT 19,000, LOA 230 m, Load draft aft

each side) + 2 slop tanks. Total capacity of ballast

3.3. Hydraulically operated deck machinery.

3.4. Pumps: 4 steam-driven COPs x 2500 m3/hr + 2

3.5. Tank gauging by radar system with UTI (Ullage

3.6. A high level alarm, consisting of a siren and a

3.7. The inert gas (IG)-cum-venting system .consists of

3.7.1. One IG inlet master valve at the after end.

3.8. Pressure values set as follows:

3.8.1. PVB blows outwards at 2100 mm WG.

OF THE THIRD OFFICER

1. At sea or at anchor: Keeping bridge watch from

2. In Port: Keeping cargo/deck watch twelve hours a

3. During fire drill and boat drill: On the navigating

4. When arriving or leaving port: In charge of the

5.1.ln charge of the maintenance of LSA and FFA

5.2.ln charge of the LSSA (light and sound signal-

5.3. In charge of all meteorological equipment on

SA. In charge of all nags onboard, reporting to the

5.5. Making of cargo plans under the direction of

5.6. Any other duties assigned by the Master or

6. The foregoing general list of duties is that followed

OF THE SECOND OFFICER

1. At sea or at anchor: Keeping bridge watch from

2. In Port: Keeping cargo/deck watch twelve hours a

3. During fire drill: In charge of the Boat Deck Party.

4. During boat drill: In charge of a boat.

5. When berthing or unberthing: In charge of the

6.1.ln charge of charts and publications and all