Bi BLE
Bi BLE
Bi BLE
Magnetic compass
Gyro compass
Meteorology
Met Equipment
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GMDSS
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ROR
Buoyage
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RADAR PLOT
noon time)
College book
MARPOL
Oral report
COSWP
Signals
Seamanship
EDH
Cargo notes
MGN’S
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MGN 71 Muster, Drills, on board training and instructions, and decision support system
MGN 72 Passage Planning.
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MGN 77 (M+F) Instruction for Action in Survival Craft.
MGN 137 (M+F) Look out during periods of darkness and restricted visibility.
MGN 153 (M+F) Compliance with Mandatory Ship Reporting Systems.
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MGN 199 (M+F) Dangers of Interaction.
MGN 242 (M+F) Standard format and procedures for ship reporting, including reporting incidents
involving dangerous goods, marine pollutants, other harmful substances or safety
MGN 276 (M+F) Maintenance of Portable Fire Extinguisher.MGN 285(M+F) Electronic charts- use of
risk assessment methodology when operating ECDIS in the raster chart display system RCDs mode.
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MGN 299 (M+F) Interference with safe navigation through inappropriate use of mobile phones
MGN 301 (M+F) Manoeuvring information on board ship.
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➢ Sound emergency alarm signal and make announcement on PA
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➢ Wear proper PPE with life jacket and carry immersion suit proceed to muster
station
➢ Ensure EPIRB, SART, GMDSS portable VHF, spare batteries, extra ration, extra
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➢ Report to Bridge
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➢ Make a quick risk assessment (no slippery substances no objects in the area that
make the person fall)
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Send one engineer to start the boat engine (cold start) and check rudder
movement Hard Port and Hard STBD
Carry out dry test (move the boat from its stowed position and bring back)
As soon as master gives order send sufficient persons 1 engineer, 1 officer, 2 crew
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members who will board the boat and in case of emergency all will board the boat
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Ensure the ship side is clear and lower the boat at steady speed
Once boat is water borne FPD’s are removed and check the hydrostatic interlock
release mechanism is operational if not break the glass in emergency
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Remove the safety pin and pull back the handle to release the hooks
Once the hooks are released, release the painter and move away
Look around and pick up other survivors in emergency inside the boat
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marshal liferafts;
secure survival craft together, distribute survivors and equipment between survival
craft;
stream sea anchor; and
(if appropriate) rig exposure cover or foldable canopy.
MGN 77 Part A Instruction for immediate action in life raft.
Cut the painter and clear of ship.
Look for and pick up other survivors
Ensure sea anchor streamed when clear of ship (provide extra stability reduce drift rate)
Close up entrances ( to protect occupants from sea and weather, try to keep warm and
dry)
Read survival instruction.
Part B Instructions as how to survive in life raft.
1. Identify person in charge of liferaft.
2. Post a lookout.
3. Open equipment pack.
4. Issue anti-seasickness medicine and seasickness bags.
5. Dry liferaft floor and inflate, if appropriate.
6. Administer first aid, if appropriate.
7. Manoeuvre towards other liferafts, secure liferafts together and distribute
survivors and
equipment between survival craft.
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8. Arrange watches and duties.
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9. Check liferaft for correct operation and any damage and repair as appropriate
(ventilate if
CO2 leaking into liferaft).
10. Check functioning of canopy light and if possible conserve power during
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daylight.
11. Adjust canopy openings to give protection from weather or to ventilate the
liferaft as appropriate.
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Operation of launching parachutes and uses
Operation of line throwing apparatus and uses
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Man over Board recovery
Operation and maintenance of various extinguishers
Handling of fire hoses
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Handling and testing of gas instruments
Extinguishing medium for different classes of fires
Helicopter operation
Rescue by surface vessels
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Wear proper PPE with life jacket and carry immersion suit and proceed to
designated Muster Station and report to bridge to check the communication
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Ensure the SART, EPIRB, GMDSS portable VHF, spare primary cell, extra ration, extra
blankets, extra water, local charts are brought to place
Inform bridge
Open shackle (bridle ring) from the cover and pull the lifting shackle and attach to
Davit’s hook
Using the Bowsing lines secure the raft to ship side and report to bridge
After getting instruction from the bridge go inside and inspect the raft for its good
condition
Once instructed from bridge, tell crew to remove sharp objects from their pockets
if any then commence boarding
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Since it is hanging only on one wire, crew members must adjust themselves to
balance
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Once boarding is done report to bridge and check ship side clear and release the
bowsing line
When the raft is fully water borne and no load on hook, the raft will release
automatically, incase the raft not released pull the green grip to release from davit
Look for the survivors and pick them up into the raft
Note: - life raft Hook Mechanism some time due to tide, current and wind although Red
grip is pulled, since the load is acting due to the above reasons it is good as the Red
grip is not pulled and the weight still acting on the davit hook, if this situation is
occurred pull the green grip to release the raft and clear the ship side.
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❖ Must be at least 2 m above the waterline at embark position and fully loaded and
unfavorable 10 degree trim and 20 degree list
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Boat Hooks
Buoyant Bailer
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2 Buckets, Whistle, Signaling mirror, Bilge pump
Steering Failure Inform Master and Engine room
Engage emergency steering on
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Switch off mast lights
Side lights and stern lights will be on till she is fully stopped
Steer ship away from danger
Transmit urgency message
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Remote steering gear control system
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Emergency power supply
All Rudder angle indicator repeaters show the correct rudder position
safe navigation of the ship, in full compliance with the Convent.on o~ time
International Regulations
for the Prevention of Collisions at Sea (COLREGS).
The presence of the Master on the bridge does not relieve the OOW of respors
o. :ty for the watch.
A decision by the Master to assume responsibility for the watch should be una^c
guously advised to
the OOW and other members of the Bridge Team.
The OOW should comply with the requirements of the SMS and the Master's
standing a°d da ly
orders. Compliance ensures that agreed and robust procedures which promote
safety ana mitigate
risks are followed by Bridge Teams to execute and monitor the passage plan.
The primary duty of the OOW is to maintain a safe navigational watch at sea or
at anchor, which will
require ensuring:
• Compliance with the Company's navigational policies and requirements;
• Effective watch handovers;
• Management of the Bridge Team;
• Keeping a proper look-out;
• Familiarity with the bridge layout and equipment;
• Familiarity with bridge procedures;
• Maintaining situational awareness;
• Surveillance of the ship;
• Execution of the passage plan;
• Navigation and control of the vessel;
• Collision avoidance in compliance with the COLREGS;
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• GMDSS watchkeeping;
• Compliance with environmental requirements;
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• Monitoring the performance of navigational equipment;
• Recording bridge activities;
• Management of emergency situations; and
• Security awareness.
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EFFECTIVE WATCH HANDOVER
An effective watch handover should take place ensuring all pertinent information
is exchanged
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between the oncoming and off-going Bridge Team members (see Checklist B16). As
the Master's
representative it is the responsibility of the OOW to be satisfied that:
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• The relieving OOW is fit for duty (see Sections 1.2.9 & 1.2.11) and during the
hours of darkness "as
had sufficient time to allow for night vision adjustment; and
40 BRIDGE PROCEDURES GUIDE
The relieving officer has verified the ship's position and status.
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The watch handover should be deferred until after any action that is
imminent, or
During any watch handover the following information should be discussed and
verified:
• The ship's current position and proximity to navigational hazard
• The intended track (including any amendments to the passage plan), course and
speed and engine
controls as appropriate;
• Machinery status with particular reference to defects affecting maneuverability;
• Steering mode and equipment status with particular reference to defects
affecting maneuverability;
• The operational condition on and alarm status of all navigational and safety
equipment being used or
likely to be used during the watch;
• Compass errors;
• The traffic situation including vessel reporting requirements completed or due;
• Weather conditions, navigational and other hazards likely to be encountered
during the watch with
reference to Maritime Safety Information (MSI) received;
• Condition of draught, heel/list and trim;
• Any shallow water effects, including squat;
• Any work in progress such as crew working on deck, engine room maintenance
and cargo,
ballasting or tank cleaning operations; and
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• Any special instructions, particularly amendments to Bridge Orders.
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Heading control will steer to maintain the ship's heading but, unlike automatic track-keeping,
does not have the ability to compensate for the effects of wind and tidal-stream/current on the ship’s
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course over ground (COG).
should always be monitored closely, particularly to ensure that the OOW is able to
check that it is safe for the autopilot to make an alteration of c o u r s e .
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4.2 STEERING GEAR AND AUTOMATIC PILOT
4.2.1 OPERATION AND TESTING
The 00W should ensure that requirements for the operation and testing of the steering gear are
followed (see Checklist B1) and in particular:
• In restricted waters or restricted visibility, an additional steering gear power unit is in operation
when such units are capable of simultaneous operation; and
• The complete steering system is tested within 12 hours pr or to departure.
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as to the performance of the steering gear. Checks of steering equipment may also be
required by coastal states on entry onto their waters
Check and confirm rudder response to manual steering from all bridge positions using
each steering gear power unit singly and together
Before Entering Coastal or Congested Waters
Check communication between bridge and steering gear compartment
Check and confirm rudder response to manual steering from all bridge positions using
each steering gear power unit singly and together
Prior to Departure ( No More Than 12 Hours Prior To Departure)
Check communication between bridge and steering gear compartment
Test and confirm correct operation of the following:
Main steering gear
Auxiliary steering gear
Remote steering gear control system
Steering position on the bridge
Emergency power supply
All Rudder angle indicator repeaters show the correct rudder position
Remote steering gear control system power failure alarms
Steering gear power unit failure alarms
Automatic isolating arrangement and other automatic equipment
Emergency Steering Drills
Emergency steering drills should take place at least every 3 months and should include
direct control from within the steering gear compartment, the communication procedure
with the bridge and, where applicable, the operatopn and alternative power supplies
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Checks and Tests
• Confirm the full rudder movement according to the required capabilities of the steering
gear;
• Check the timing of rudder movement from hard-over to hard-over, using each steering
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gear power unit
singly and together, to ensure consistency with previous tests; and
• Visually inspect the steering gear and linkages for damage.
Changeover Procedures
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The regular testing of manual steering should be an opportunity for all Bridge Team
members to practise
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Radar and Radar Plotting Aids
Location and operation of radar(s) including operation performance monitors
Location of binoculars
Location of sextant(s)
Location and operators of bridge windscreen wipers and clear view screens including water
wash
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Internal communication
Location and operation of internal communications
Location and operation of emergency internal communication
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electro mechanical)
Location of LRIT equipment
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Location of bridge procedures manual, SMS and ship specific procedures
Navigation lights and shapes signaling equipment if fitted
Location and operation of navigation and signal light controls and alarm panel
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Location of bridge operated deck lighting
B4 ECDIS FAMILIARISATION
Initial Preparation
Establish if the vessel is approved to use ECDIS for navigation
Establish whether there are Company procedures concerning the use of ECDIS and
ensure that these
are followed
Establish whether any passwords are needed for management of the system and, if
so, obtain
the details
Establish how one to one familiarization is supported, such as by a CBT package and/
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or a built-in mode
Identify the primary ECDIS equipment and the facilities for back-up (if the back-up is
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a second ECDIS
of a different type to that of the primary installation, then this familiarization
checklist should be
completed for both systems
Understand ship procedures in event of ECDIS failure
Location of user manuals for ECDIS and its back-up
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Location of Base and Update media
Understand the procedure to obtain additional chart permits
Understand the position fixing systems that feed the ECDIS. Determine the method of
switching
between sources such as primary and secondary position fixing systems
Determine what other systems supply ECDIS, such as speed logs, GNSS, gyro compass,
radar/ARPA
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(acquired targets, radar picture overlay), AIS and echo sounder. For each, establish
the reference
framework a : ground, water or ship stabilized
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Determine the power supply modes and their specifications such as UPS
duration
Basic Operation
Determine how to switch the ECDIS on and off
Establish the function(s), position and general operation of the physical
controls and switches, including
cursor control and the access and selection of menu items
Understand how to access the main menu and select menu options
Determine the method for setting day/night viewing modes, brightness,
contrast and color correction
Determine how to switch between traditional and simplified symbology
Determine how to put equipment in route monitoring mode and route
planning mode
Determine the method for scrolling and zooming charts, including
determining the current scale of
displayed charts and setting the display to a particular scale
Determine how to select display Base and Standard Display
Determine how to display other information from ENCs, including the
display of All Other Information
Determine how to check that reformat on concerning own ship, such as
dimensions, is correct
Determine how to select the safe:, contour and safety depth
Determine how to select two or four color contour mode
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Determine how to select deep and shallow area display options
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Determine how to set all other safety parameters
Establish how alarms and other alerts are given by the ECDIS and
understand the procedure needed to acknowledge them
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B6 PREPARATIONS FOR SEA
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Ancillary bridge equipment e.g. d
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rocuiars) BNWAS
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Electronic position fixing systems Emergency
engine stops Engine(s)/propulsion (ahead and
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Stabilisers
Steering gear (Checklist B1)
Thrusters
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VDR
• Commercial losses; or
• Reputation losses due to delays or damage.
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Occasions to Call the Master
As required by the SMS, Master's Standing Orders and daily orders, including:
• If restricted visibility is encountered or expected
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• If traffic conditions, density or the movements of other ships are causing concern
• When a distress alert has been received or a distress signal has been sighted
• If difficulties are experienced in maintaining course
• When there is a significant difference between the latest observed position and the
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occurs
• If amendments to the passage plan require immediate approval
• If the ship meets any hazard to navigation, such as ice or a derelict
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False Alert Sent on HF DSC
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Reset the HF DSC immediately
Cancel the alert on the HF DSC distress frequencies on which it was sent:
• 4207.5 kHz
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• 6312 kHz
• 8414.5 kHz
• 12577 kHz
• 16804.5 kHz
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Transmit a broadcast message to ALL STATIONS giving the ship's name, call sign and
MMSI, and cancel the false alert on each of the radio-telephony distress frequencies
in the bands on which the HF DSC was sent:
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• 4125 kHz
• 6215 kHz
• 16420 kHz
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Record details of the false alert and actions to cancel the alert
False Alert Sent via SES
Send a distress priority message cancelling the distress alert to the appropriate RCC
via CES through which the false distress alert was sent
Record details of the false alert and actions to cancel the alert
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2 +1
Colour: Red with one At the point where
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Preferred Horizontal green Band Channel divides
Channel to Shape: Cylindrical (Can) when proceeding
Starboard Pillar or Spar in conventional
Top Mark if Any: Single direction of the
Red Cylinder (Can) Buoyage it
Light when Fitted: Red indicated
Rhythm: Composite Preferred Channel
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Group Flashing 2 + 1 to STBD side so
that you leave Can
to Port
Any Other than 2+ 1, Continuous quick light, Single-flashing light, long flashing light,
Group flashing light
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Colour: Green with one At the point where
Preferred Horizontal Red Band Channel divides
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Channel to Shape: Cylindrical (Can) when proceeding in
Starboard Pillar or Spar conventional
Top Mark if Any: Single direction of the
Green Cylinder (Can) Buoyage it
Light when Fitted: indicated Preferred
Green Channel to STBD
Rhythm: Composite side so that you
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Group Flashing 2 + 1 leave Can to Port
Any Other than 2+ 1, Continuous quick light, Single-flashing light, Long flashing light, Group
flashing light
Cardinal Marks
Colour: Black Above It Indicates that
North Yellow deep water in
Cardinal Shape: Pillar or Spar that area is on
Mark Top Mark if Any: 2 the North side of
Black cones one above the buoy. It also
other point upwards indicates the safe
Light when fitted: side on which to
White pass a danger, To
Rhythm: Very Quick draw attention to
(or) Quick a feature in a
channel such as
bend or (or)
junction (or) the
end of shoal.
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Top Mark if Any: 2 the South side of
Black cones one above the buoy. It also
other point downwards indicates the safe
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Light when fitted: side on which to
White pass a danger, To
Rhythm: VQ 6 + one draw attention to
Long Flash every 10 Sec a feature in a
Q 6 + One channel such as
long flash every 15 Sec bend or (or)
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junction (or) the
end of shoal.
East Colour: Black yellow It Indicates that
Cardinal Black deep water in
Mark Shape: Pillar or Spar that area is on
Top Mark if Any: 2 the East side of
Black cones one above the buoy. It also
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Other Marks
Colour: Black with one The Buoy is erected
Isolated or more horizontal Red on, (or) Moored on
Danger Mark Bands (or) above an
Shape: Optional but isolated danger
not conflicting with which has
Lateral Marks, pillar (or) navigable waters
spar preferred all around it. They
Top Mark if Any: 2 indicate that
Black Sphere one above isolated danger of
the other limited size that
Light when fitted: have navigable
White waters all around
Rhythm: 2 Group them
Flashes
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or Spar with Spherical all around it, these
Top Mark include centre line
Top Mark if Any: marks and mid
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Single Red Sphere channel marks. It is
Light when fitted: also used as an
White alternative to a
Rhythm: Isophase, cardinal or lateral
Occulting, one Long flash mark to indicate
10 Sec (or) Morse letter Land Fall.
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“A”
Colour: Yellow The buoy is used to
Special Shape: Optional but indicates
Marks not conflicting with 1. Ocean Data
Navigational Marks Acquisition System
Top Mark if Any: (ODAS)
Single Yellow “X” Shape 2. .Spoilt ground
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Vessel type
Length
Aspect
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Is she underway? Is she making way?
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Day signal
Fog signal
3. He may then give you a range and bearing and ask what you will do
4. I will take a series of compass bearing and use all other available means to
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ascertain if a risk of collision exists. (He will generally only ask for this for the first
question and will tell you to assume risk of collision exists in subsequent situations)
5. The examiner may say “bearing is steady” indicating risk of collision exists
6. (if you are the give way vessel ) I will check my *port/starboard* side is clear,
sound *one short blast/two short blasts* and make a broad alteration of course to
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*port/starboard* and continue to monitor the situation until the other vessel is
finally past and clear.
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LIGHT LENGTH OF VISIBILITY in
VESSEL MILES
Mast Head Light Less than 12 mtrs 2’ miles
12 to 20 mtrs 3’ miles
20 to 50 mtrs 5’ miles
12 to 20 mtrs 2’ miles
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More than 50 mtrs 3’ miles
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Stern Lights Less than 50 mtrs 2’ miles
PILOT ON DUTY
FISHING OTHER THAN TRAWLER
FISHING TRAWLER LESS THAN 50 METERS
NUC
TOWING VESSEL LENGTH OF TOW LESS THAN 200 METERS
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TOWING VESSEL. LENGTH OF TOW MORE THAN 200 METERS.
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SAILING VESSEL UNDERWAY (ONLY SIDE AND STERN LIGHTS)
Mast Head Light Side Lights
Stern Lights
900 900 2250 112.5 112.50
1350
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22.50 22.50
67.50 67.50
22.50 22.50
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(90 + 90 + 22.5 + 22.5 = 225) (90 + 22.5 = 112.5) (225/2 = 112.5) (67.5 +
67.5 = 135) ( 360-225 = 135)
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P.D.V Underway not Making way through water 2 Prolong blast at intervals of
not more than 2 minutes
Vessels
NUC
RAM
TOWING OR PUSHING (1 Prolong blast followed by
2 short blast at intervals of
FISHING not more than 2
minutes)
SAILING
CONSTRAINED BY DRAFT
NOTE
* Vessels pushing or being push ahead as a composite unit shall be regarded as one power
driven vessel.
*Last vessel of tow if manned should sound 1 Prolong 3 short blast at
intervals not more than 2 minutes immediately after towing vessels
Pilot vessel when necessary , in addition to signals required for vessel of that size shall
sound 4 rapid blast.
Vessels at Anchor or Aground
Vessel less than 100 mtrs at anchor
Rapid ringing of bell for 5 seconds at intervals not more than 1 minute
Vessel more than 100 mtrs at anchor
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Rapid ringing of bell for 5 seconds at intervals not more than 1 minute
immediately sounding gong aft for 5 seconds at intervals not more than 1 minute.
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Vessels less than 100 mtrs Aground
3 strokes on bell 5 seconds ringing on the bell and again 3 strokes on bell
Vessel more than 100 mtrs Aground
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3 strokes on bell 5 seconds ringing on the bell and again 3 strokes on bell 5 seconds of
sounding gong aft.
A vessel at anchor may also sound the appropriate whistle signal 1 short 1 Prolong 1 short
blast giving warning of her position.
Definitions
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Flashing light: means a light is flashing at regular intervals at a frequency of 120 flushes
or more
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Whistle:- means any sound signaling appliance capable of producing the prescribed blast
and which complies with the specifications in annex III of ROR.
Short Blast:- means a blast of about one second duration.
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▪ FFA
1. FIRE MAIN
2. FIRE HYDRANT
3. FIRE HOSE
4. FIRE NOOZLE
10.FIRE WALLET
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11.VENTILATION ARRANGEMENT
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12.W/DOORS, FIRE DOORS
50mm
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Diameter 16 mm
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2.Dimensions
Outer diameter 178mm
Inner diameter 64mm
Bolt circle diameter (BCD) 132mm
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Slots in flanges 4holes X 19mm
Flange thickness 14.5mm minimum
Bolts and nuts 4 each of 16mm diameter X 50mm length
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3. Different ports will have different connections types hence in order to enable the vessel
to receive water or foam in case of emergency from shore facility the international shore
connection will provide facilitation.
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4. One side of the connection will go to the ships fire line fitting and the other will go the
shore.
5. vessels must carry ISC if they are more than 500 GRT. Requirement is 1 no.
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Maintenance
It should always be ready to use and kept at easy accessable location. Nuts and bolts
should be free of corrosion. Location should be suitably marked with IMO symbol.
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3 pulls= Help me out immediately/ Come out immediately.
Note
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The fire mans outfit must be stowed at widely separated locations.
Maintenance
1. Should be stowed according to fire control plan.
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2. Out fit condition must be checked for wear and tear (no cuts, no damage, always dry).
3. Conditions for helmet and boots to be checked.
4. Life line properly coiled condition of snap hooks to be checked.
5. Electric torch if required to be charged or replace battery.
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6. Scba to be checked.
7. Axe condition of handle and rubber grip to be checked.
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It is part of Fire mans outfit. Can also be used in enclosed spaces or dangerous spaces.
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Each fire mans outfit should have 2 spare cylinders. On tankers 4 fire mans outfit are
required.
4 fire mans outfit will have cylinders 4 Nos.
Spare cylinders 2 for each 8 Nos.
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Total 12 Nos.
Shore service once in 5 years.
In case of filling arrangement available then one spare cylinder will be sufficient. In this
case on tanker 8 cylinder required.
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Weekly Maintenance
1. Condition of cylinders.
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2. Pressure to be checked on pressure gauge or open the cylinder valve, close demand
valve and observe gauge reading the reading should not fall down.
3. Whistle test close the cylinder valve and slowly open the demand. The pressure will
slowly drop down, At pressure 20 observe for audible alarm.
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1. It helps to escape from hazardous area/compartment. It should not be used for fighting
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fires. EEBD provides oxygen for 10 minutes.
2. EEBD should be stored in a suitable bag protected from environment, with donning
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instructions printed on it.
3. During escape it should protect eyes, nose, and mouth. It should be capable of carrying
hands free i.e. during escape your hands must be free after donning.
4. The face mask should be made of flame resistant material and provide clear view.
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5. In case to rescue a person who is unconscious, any person who is wearing SCBA can hand
carry this to the area.
6. One training set which must be marked clearly.
7. Shore service once in 5 years.
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Fire Hoses
1. Fire hose shall be 1 for each 30mts of length of ship but, not less than 5 in all.
2. At any point on ship 2 jet of fire hose shall be able to reach. Jet 1 FIRE
Jet 2
3. Length:
• 15 m in machinery space
4. Diameter:
• 65 mm (deck/engine)
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Nozzle.
Fire nozzle:
Nozzle diameter 19mm (Engine/Deck) with Jet and Spray
Nozzle diameter 12mm (Accommodation) with Jet and Spray.
All nozzles of dual of dual purpose type (i.e: spray and jet) in corporations a shut off
Standard nozzle size 12mm, 16 mm, 19 mm
Fire hydrant:
1. Number and position such that at least two jets of water not come from the same hydrant
can reach any part of the ship
Maintenance
1. Check for physical damage of hose.
2. Check condition of rubber washers.
3. Leak test.
5. For Tankers Isolation Valve at end of accommodation and every 40mtrs to increase pressure.
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7. Fire Hydrant will be placed on Port and Starboard side on deck.
➢ Types of fire
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Class Elements Extinguishers
A Solids-wood, clothe, paper, rubber, Water/foam
plastic
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B Flammable liquid-oil, greases, tars, oil Foam
based paints, lacquers, flammable gases
etc
F Cooking oil- cooking fat, oil grease Wet chemical
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Use – Class A Use- burning For burning Burning liquid Cooking oil
(Solids-wood, liquid fire liquid and and electric fire
clothe, paper, electric fire
rubber, plastic)
Do Not Use: Do Not Use: Do Not Use: on Do Not Use: on Do Not Use:
burning liquid, electrical fire metal fire metal fire
electric, metal and flammable
fire Metal fire
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where non conducting media is required.
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5. Quantity
Dry chemical powder and CO2 5 Kg at least
Foam type 9Ltrs at least.
6. Spare chargers 100% for 1st 10 extinguishers and 50% for remaining extinguishers. Total
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spare chargers not more than 60 nos.
7. Instructions for recharging shall be carried on board.
8. Extinguishers which cannot be recharged on board shall have the spare extinguishers.
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10. Portable Foam applicator 20 Liters + 20 Liters spare foam forming liquid. Foam nozzle
capable of being connected to fire main through fire hose usually placed near boilers,
generators, incinerators, purifiers. During oil fire the output of foam shall be at the state
of 1.5 m3/ minute at the nozzle.
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Every year on board by competent person.
Every 5 years discharge and refill (on board/shore).
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Every 10 years pressure test hydraulic by shore.
Fixed Deck Foam
1. For tankers of 20,000 DWT or more it is mandatory.
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2. Capable of extinguishing oil spill fires and also prevent ignition of spilled oil not yet
ignited.
3. Shall be capable of combating fires in ruptured tanks.
4. Deck foam shall be capable of simple rapid operation.
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5. Rate of foam solution shall be 0.6 ltrs/min/square meter of deck area. Foam property
0.6ltrs shall cover square meter in a minute.
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6. Capacity of any monitor shall be at least 3ltrs/min/square meter of the area (monitor
output shall cover square meter in a minute for 3ltrs foam at least.
7. For 20,000 DWT at least 4 monitors shall be provided. Number and position of foam
main out lets shall be such that at least two applicators can be directed on to any part of
cargo tanks.
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8. System should be able to produce foam for 20 min if I.G fitted and if not than for
30mins.
9. Foam expansion ratio shall not exceed 1:12 (1 liter concentrate shall give 12 liters
foam).
10. Control area should be far from cargo area, next to accommodation readily accessible.
11. Monitors shall be free to rotate 360 degree, check condition of handle and rubber grip.
Fire Pumps
1. Cargo vessels of 1000 GRT or more at least 2 fire pumps.
2. Total capacity of fire pumps 180 cubics/hr maximum.
3. Each pump should deliver not less than 25 cubics/hr for at least 2 jets of water.
Emergency Fire Pump
1. Total capacity 40% of the capacity of main fire pump.
2. The emergency fire pump shall deliver not less than 25 cubics/hr for at least 2 jets of
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water.
3. It should be able to meet the above criteria in all conditions of list, roll, trim, pitch and
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heel.
Fixed CO2
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1. Co2 is an excellent smothering agent for extinguishing all fires. Since it is particularly
effective in machinery spaces, pump rooms and Cargo spaces.
2. In oil fires don’t use water because the fire will become more, the water is heavier so it
settles down and the top oil will keep burning. The water makes the oil to splash.
3. Water flooding can cause stability problem and spoils the equipment.
4. High expansion foam can be used on oil fires in machinery spaces instead of CO2 but not
low expansion foam.
5. DCP cannot be used no cooling effect and damage to equipment.
6. CO2 is less maintenance and DCP might form a cake and more expensive.
Requirement In Machinery Spaces
1.40% of Gross volume of large machinery space to be protected (excluding casing e.g.
main engine casing).
2.35% of the Gross volume of large machinery space to be protected including casings.
Requirement in Cargo Holds
1.30% of the Gross volume of largest cargo space.
CO2 calculations 1Kg of CO2 should cover 0.56 cubics of area number of cylinders should
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be calculated accordingly.
Machinery spaces and Pump rooms
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85% of CO2 charge must be released into machinery spaces within 2 minutes.
Co2 Controls
1.2 separate controls pilot cylinders to be provided to release CO2 in protected space with
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alarm.
2. One control shall be used for opening the valve into the protected space and 2nd control
shall be used to discharge CO2 from the cylinder bank.
3.2 controls shall be located inside a release box, clearly marked for the particular space.
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4. The fixed CO2 shall be capable of operating from 2 different remote places. (one
positions CO2 room the other fire control station).
5. Control box containing pilot cylinders when locked the key must be available next to
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Testing
1. System alarms should be checked weekly by opening the control box.
2. Once in 3 months blow air through CO2 piping system.
3. Once in a year CO2 level should be checked.
4. Once in 5 years over hauling of CO2 bottles by shore.
5. Pressure test once in 10 years.
a. Open lock, immediately the vents will be closed automatically and alarm will rise.
b. Choose the selection engine room or pump room.
c. Pull the lever to operate pilot cylinder.
d. Out of 2 cylinders one will activate the relay as per choice. (Eng/room or pump room)
the other will activate the cylinder bank as per the requirement.
e. Eng room all cylinders will activate, pump room designated cylinders will activate.
Hyper Mist
Comes in machinery space. It should auto and manual activation without loosing main
propulsion system it should be able to operate. Supply duration 20mins. Generally works
on fresh waters, usually connected to fresh tanks.
Recommended Areas this is in addition to fixed fire fighting system.
1. Generator platforms
2. Boiler fronts.
3. Incenirators.
4. Purifier area.
Purpose
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the main purpose is to protect the above areas without necessity of engine shut down,
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personal evacuation and without sealing the space.
Hyper mist /High fog water drop size 0.005mm average. It can be used on any class of
fires (including high voltages) provides cooling and smothering effect.
Advantages cheaper because Fresh Water is always available and can be reused again and
again where as CO2 it is not possible. Less maintenance.
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Sprinklers: - Used in paint lockers works on salt water.
Operation Outside the paint locker there will be valve which has to be opened.
Maintenance Once in a month remove the nozzles and clean. Try out once a month.
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Heat Detectors Range 54 deg c to 78 deg c. When the rate of rise of temperature is 1 deg/
min and the temperature rises 54 deg c (or as per pre adjusted temperature) it should
activate the alarm. However the higher side 78° c should not exceed used generally in
galley and machinery spaces.
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Smoke Detectors density of smoke exceeds 2% obscuration per meter used in stairways,
escape route, accommodation spaces.
Types Ionization, optical smoke detectors use of light source to determine obscuration or
light scatter caused by smoke particles entering the chamber.
Flame Detectors Infrared and ultra violet frequency produced by flame will be detected by
infrared detectors. The detectors mainly detects the flame flickering frequencies.
Emergency Generator
For period of 3 hours. Emergency lightning at muster point LIFRBOAT and LIFERAFT
embarkation stations. For a period of 18 hours for the following areas.
1. All accommodation spaces
2. Machinery spaces
5. At steering Gear
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8. For 18 hours navigational lights equipments
9. MF/HF Radio
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10. VHF Radio
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Part C Casualties
Chapter 2-1
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Part A Definitions
Part A 1 Structural, Mechanical Electrical requirement
Protective coating of dedicated sea water ballast tanks
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Safe access to tanker bows
Emergency towing arrangements on tankers
New installation of materials containing asbestos
Access to and within spaces in and forward of cargo area of oil tanker and bulk carrier
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Notification of crew and passengers
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Means of escape
Part E operational requirement
Operational readiness and maintenance
Instructions on board training and drills
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Operation
Part F alteration design and arrangements
Part G special requirements
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Instructions for on board maintenance
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Muster lists and emergency instructions.
Chapter4 Radio Communication
Part A Definitions
Part B undertaking by contracting governments
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5 provisions of Radio communication services
5-1 GMDSS identities
Part C ship requirements
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6 Radio installation
7 Radio equipment general
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8 Sea Area A
9Sea Area A and A2
10 Sea Area A A2 and A3
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15 Principles relating to bridge design
16 Maintenance of equipment
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17 Electromagnetic compatablity
18 Surveys and performance standards of Nav Equipment
19 Carriage requirement of ship borne Nav. Equip
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19-1 LRIT
20 VDR
21 Interco and Iamsar manual
22 Navigation bridge visibility
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Summary
• Immediate change-over from automatic to manual control in given
conditions.
• Requirement for additional helmsperson in such conditions.
• Changeover to be supervised by officer.
• Testing of manual steering after prolonged period in autopilot.
Regulation 24
1. In areas of high traffic density, in conditions of restricted visibility and in all
other hazardous navigational situations where heading and/or track control systems
are in use, it shall be possible to establish manual control of the ship's steering
immediately.
3. The changeover from automatic to manual steering and vice versa shall be
made by or under the supervision of a responsible officer.
4. The manual steering shall be tested after prolonged use of heading and/or track
control systems, and before entering areas where navigation demands special caution.
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MCA Guidance
1. Reg. 24 applies to all ships which proceed to sea except for UK-flagged pleasure
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vessels of less than 150 gt.
33Distress situation
34 Safe navigation and avoidance of danger
34-1 Master discretion
35 Misuse of distress signals.
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4 Documents
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5 Cargo securing manual
6 Reporting of incidents involving dangerous goods
Part A
7 Definitions
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7-1 Applications
7-2 Documents
7-3 Stowage segregation requirements
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8 Definitions
9 Application to chemical tankers
10 Requirement to chemical tankers
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5. Safety equipment
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6. Safety radio
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8. International air pollution prevention certificate
12. D.O.C (documents of compliance) with for ships carrying dangerous goods
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Life boat engine is running satisfactorily
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Sprinkler system where fitted
Air supply where fitted
Power supply system, move the life boat from its position and bring back
Inspection on life saving appliances including life boat to ensure that they are in good
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condition
Annual inspection
External inspection by shore of all life rafts, inflatable life jackets
Life boats or rescue boat annual winch brake test by lowering empty boat when the boat
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Operational winch brake test shall be done by lowering the boat loaded to its full
compliment of persons and equipment or equivalent load.
Every 5 year an on load test shall be carried out for all life boat, rescue boat and life raft
davits. The davits shall be turned out and lowered when loaded with weight of total mass
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of life boat or life raft. This includes dis engaging gear, winch and foundations shall also be
tried out
Solas Chapter 3 the info can be obtained from Solas chapter 3/ LSA code/ SEQ cert/
Life Buoys cargo ships shall carry a minimum number of Life Buoys as follows
Under 100 mtrs 8Nos L/B with S/I lights 4Nos
100 and under 150 mtrs 10Nos with S/I lights 5Nos
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150 and under 200 mtrs 12Nos with S/I lights 6Nos
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200 and over 14Nos with S/I lights 7Nos
At least one half of the total number of life buoys shall be fitted with S.I Lights
At least 2 life buoy shall be fitted with self activated smoke signal MOB marker.
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Life buoy with lights and smoke signals shall be equally distributed on both sides of the
ships.
Life Buoy specifications:-
Outer diameter 800mm
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Weight not less than 2.5 kg (MOB not less than 4 kg)
When enveloped by total fire should not burn for a period of 2 seconds
Drop resistance 30mtrs in water
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L/B with smoke signals shall have weight sufficient enough to release the MOB usually 4
kgs
Shall be fitted with grab line 9.5mm in diameter and secured at 4 equidistant points to
form 4 loops
Life Buoy markings:-
Vessel name and port of registry, R.R tapes and DOT approval stamp.
Life Buoy with S.I Lights requirement ½ the total
Cannot be extinguished by water
White color not less than 2 candles 360 deg of upper hemisphere continuously or not less
than 50 flashes and not more than 70 flashes/minute flickering
Source of energy for 2 hours // Drop resistance 30mtrs in water
Life Buoy with self activating smoke signals requirements:- 2Nos ( at least 2)
Emit smoke of high visible color at uniform rate for 15 minutes in calm water
Not ignite explosively or emit any flame during entire smoke emission
Not to be flooded in seaway
When fully submerged in water emit smoke for 10 seconds
Drop resistance 30mtrs in water weight 4 kg
Life Buoy with buoyant life lines
Be Non kinking
Diameter not less than 8mm length 30mtrs or twice the height of position it is stowed in
high sea going condition
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Breaking strength not less than 5 kn
Maintenance
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Ensure access if free of obstructions
Check the condition of RR tapes and name and port of registry clearly visible
Check the expiry date of MOB marker and expiry of S.I lights
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Check the life line free of kinking and coiled properly
Check the placement of all L/B as per LSA plan
Life Jackets fitted with RR tape+ life jacket light ((visibility 1 mile))
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Life jacket for persons on watch E.g. Bridge, ECR and other manned watch stations stowed
at watch station
Life jacket for use at remotely located survival craft position
Additional 5% of the total number of persons on board. These life jacket are to be
conspicuously stowed in places on deck or at the muster station.
Construction requirement
Without guidance or demonstration at least 75% of persons must be able to wear within 1
minute without assistance
It must be able to wear and capable of being worn one side only
Must allow wearer to jump from a height of at least 4.5meters into water without injury
and dislodging
Turn the body of an unconscious person to position mouth clear of water by 120mm in not
more than 5seconds
Buoyancy not to reduce more than 5% after 24 hours submerged in fresh water
When totally enveloped if fire should not burn or melt for 2 seconds
Be of high visible color
Shall be fitted with a whistle firmly secured by a cord non metallic
Shall have a light fitted not less than 0.75 candles in all directions in upper hemisphere
white light
Source for light must be at least for 8 hours
Flash rate not less than 50 flashes and not more than 70 flashes per minute with 0.75
candles. It can be manually operated or on immersion. Flashing lights must be of manual
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operation.
Inflatable Life Jacket
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1. Pilot
In free fall life boat only inflatable life jacket are permitted
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Stowage
Readily accessible and their position clearly indicated
Must always be in ready to use condition
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Life jacket in totally enclosed and free fall life boat must not impede entry, seating
arrangement, use of seat belts and operation of life boat.
Maintenance
Regular checks of straps and buckles for good order
Check for sound stitching and cuts and damage
Retro reflective tape, whistle and life of battery to be checked
Stowage of child life jacket must be clearly marked with child symbol
Allow wearer to jump 4.5m with arms holding and 1mtr without holding
Rescue boat:
1. Capable of launching from stowed position with parent vessel making a headway of
5 knots
2. Capable to maneuver 6 knots at 4 hours and tow the largest life raft with full
compliment at 2 knts
Requirement:
1. Length not less than 3.8 m and not more than 8.5 m
Additional requirement:
1. One buoyant line of 50 m in length for towing purpose
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2. Two buoyant rescue quoits with 30 m line
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3. Efficient radar reflector or SART
7. Walkie talkie
Can be packed and donned without assistance with in 2minutes taking into A/C associated
clothing together with Life jacket if provided in conjunction
When totally enveloped in fire sustain burning or melting for 2 seconds
Should be designed to minimize air in legs preventing them to elevate above the body in
the water
Wearer must be able to climb up and down 5mtr vertical ladder
After jumping 4.5mtr into water the suit must not get damaged
Allow wearer to swim short distance to board survival craft
If required the life jacket shall be worn with warm clothing
Shall be able to turn from face down to face up position in not more than 5 seconds
Anti exposure suits will have a pocket to carry VHF and also allows the wearer to swim 25
mtrs to board life raft/survival craft
Maintenance
Check the storage bags general condition
After use lay the suit flat and make sure it is dry in and out
Visual check for damages
Repairs must be carried out as per manufacturer’s instruction
Check the zipper for free operation. Lubricate the zipper with wax if required
The suit must be removed from service if zipper is out of order
If fitted check the inflatable head support damage
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Check the condition of RR tapes and replace as necessary
If fitted check whistle and expiration date of light and battery
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With zipper fully opened load the suit in the storage bag
Once in a month crew must try to wear
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Thermal performance of immersion suit:
No inherent insulation: for a period of 1 hour in calm circulating water at temperature 5
C, the wearer body temperature does not fall more than 2C
Inherent insulation: core temperature does not fall more than 2 C after a period of 6 hours
in water of temperature between 0° to 2° C
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TPA must be large enough for a person wearing life jacket. It must be capable of easily
donned without assistance in a survival craft or rescue boat if it impairs the ability to
swim. The wearer must be able to remove the TPA in water in not more than 2 minutes.
Person suffering from Hypothermia may be placed in TPA to assist recovery. It must be
worn along with a life jacket.
Maintenance
Visual checks at regular intervals must be carried for any damage. If found damaged it
must be replaced.
Difference between TPA & Immersion Suit:
TPA: it is a bag or suit made of water proof material with low thermal conductance
IMMERSION SUIT: it is a protective suit which reduces the body heat loss of person wearing
in cold water
Visual Signals Pyrotechnics
2 Buoyant Smoke Signal
4 Rocket Parachute Flares
6 Hand Flares
Buoyant Smoke Signal No’s 2
Be contained in a water resistant casing
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Shall not ignite explosively when used in accordance with manufacturers instruction
Have brief instructions or diagrams clearly illustrating the use of the buoyant smoke signal
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printed on its casing
The Buoyant Smoke Signal shall
Emit smoke of a highly visible color at a uniform rate for a period of not less than
3minutes when floating in calm water.
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Not emit any flame during the entire smoke emission time.
Not be swamped (flooded) in a seaway.
Continue to emit smoke when submerged in water for a period of 10 seconds under 100mm
of water
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Should be designed in such a way not to cause discomfort to the person holding case when
used in accordance with the manufacturers instructions.
When fired vertically reach an altitude of not less than 300 meters. It shall eject a
parachute flare which shall
Burn with Bright Red color
Burn with average luminous intensity of not less than 30,000 cd
Have a burning period of not less than 40 seconds
Have a rate of descent of not more than 5m/s
It should not damage the parachute or attachment during burning
Shall be kept in or near bridge
Mandatory requirement 12 Nos.
In life raft mandatory requirement 4 Nos.
Hand Flares 6
Shall be contained in a water resistant casing.
Have brief instructions or diagrams clearly illustrating the use of it printed on its casing.
Have a self contained means of ignition.
Should not cause discomfort to the person holding the case and should not endanger the
survival craft by burning residues when used accordingly to manufacturers instructions.
Hand flares shall
Burn with bright red color.
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Burn uniformly with average luminous of not less than 15,000 cd.
Have a burning period of not less than 1 minute.
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Continue to burn after having been immersed for a period of 10 seconds in 100mm water.
Line Throwing Appliance
Be capable of throwing the line with reasonable accuracy.
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Not less than 4 projectiles, should carry at least 230 meters.
Breaking strength not less than 2KN.
Have brief instructions on container illustrating the use of the equipment.
Different types of Pyrotechnics.
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Marine Meteorology
Masons Hygrometer
Two identical thermometers are placed in Stevenson screen. One thermometer is wrapped
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in muslin bag. The cotton wick around the bulb of the thermometer is connected to the
reservoir containing pure water.
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Thermometer must measure the air temperature in the shade.
Thermometer must be shielded from the heat of the ship.
Stevenson screen must be painted white in colour.
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The dry bulb reads the temperature of the air. The wet bulb gives the depression i.e.
difference between dry bulb and wet bulb. The depression of wet bulb indicates the
humidity of air i.e. humidity indicates amount of water vapor in the air.
Example
Dry bulb temperature 17.5 c
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17.5 c and depression of wet bulb is 3.5 c there fore relative humidity is 66%. Similarly
dew point temperature is 11 c. please note that relative humidity and dew point
temperature can be found in two different and separate tables.
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Fig 5.2 Water vapour content of air
28
23
grams (g) of water vapour per kilogram (Kg) of air
18
D
ATE
UR
13
SAT
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8
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3
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-40 -30 -20 -10 0 10 20 30
-2
Temperature C
Barometric Tendency
The change in atmospheric pressure over a period of time
Whirling Psychrometer
The Stevenson screen usually ensures that the air flow over the Mason’s hygrometer is 2-4
knots. In places where there is no air flow for example cargo hold it is necessary to
ventilate the thermometers. The two thermometers are not mounted in a case so that
they may be rotated by hand.
Ensure the psychrometer is not in direct sunlight
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Since the rate of air flow is different , a different set of tables (hygrometric tables) should
be used to determine humidity and dew point temperature.
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The Barometer
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Function
Inside the barometer there is a small vacuum box. Small amount of air is left in the
vacuum box. It is an air tight box from which air has been partially removed/evacuated.
As the air pressure rises the box is compressed.
As the air pressure falls the box expands.
The greater the area of the vacuum box the greater the accuracy of the instrument.
Positioning Barometer
It should be fixed in place easy to read on center line.
Direct sun light should not fall on it.
No significant change in temperature.
It is not subjected to sudden jerking (like door closing etc).
Read the reading nearest to hectopascal by gently tapping the instrument.
Corrections
Height above mean sea level.
Index error.
Height above mean sea level
The pressure is measured at sea level. The height of barometer will affect the reading.
Example
Imagine 3 vessels one above the sea level 100ft, other 20ft above sea level and another
vessel yacht at sea level. The vessel at sea level gives accurate reading. Apply height
correction.
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Index error
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It depends on the care taken to manufacture it, the material used in construction. The
only way to check the Index error is compare the heading with an accurate one.
Precision aneroid barometer reading 1002.5mb
Own ship barometer reading 1000.2mb
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Own ship Index error - 2.3mb
This Index error is to be added to your ship’s barometer reading in order to get accurate
reading i.e. 1000.2+2.3 = 1002.5mb. The error can alter over a period of time. So the
barometer should be checked as often as possible.
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Note:- As the height increases the pressure decreases because the column of air
acting on barometer decreases.
Barograph
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It is constructed on a similar principle as aneroid barometer with the difference that the
readings are recorded by the movement of a pen on a specifically prepared recording
paper. This equipment also consists of an air tight chamber from which air has been
partially evacuated.
When the atmospheric pressure increases the air tight chamber is compressed and when
pressure decreases the air tight chamber will expand.
These motion of expansion and depressions are transferred through a system by levelers
connected to a pen, which leaves a visible trace. The scale on the paper is graduated
horizontally in millibars and vertically in a period of 2 hours. The paper is tightly mounted
on a drum. The drum will rotate at an uniform rate like clock the paper chart which lasts
for a week. During this entire week the pen will rise and fall based on the movement of
the vacuum box. The advantage of this type of barometer is that you can see at a glance
how much the pressure has rise or fallen, in the last few hours. It is not a precision
instrument and should not be used as an alternative to the barometer.
Maintenance
Since it is delicate instrument handle with care.
Bearings to be cleaned and lubricated with clock oil.
The paper should be fixed tightly and check the movement of pen.
Clean pen with spirit.
Excess ink should not built up.
Barograph is set to GMT when replacing the paper.
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Sea Temperature
The temperature of the air and its humidity value are important both to the ship and
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meteorological office. Sea temperature influence the cooling and heating of cargo. When
both air and sea temperature are compared on board ship and the sea temperature is just
below that of the dew point of the air, the sea surface will cool the air below its dew point
causing the air to saturate with water droplets namely fog.
The sample of water to be collected away from ship in a rubber bucket and the
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thermometer must be fully immersed. The water can be taken as a sample drawn from the
top in engine room.
While taking the sample from engine room the following precautions should be taken
The intake must be Aft of discharge.
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Water is taken at various depths due to rolling and pitching causing potential variation in
temperature.
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The water may become warm as it passes through the pipeline. The actual temperature is
the temperature at the surface of water but not at a depth of say example 10meters.
Tropical Revolving Storm (TRS)
It is an area of low pressure in which isobars are nearly perfectly circular with a wind speed of at least 64kts
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beau fort scale force 12. The tropical cyclone is to be referred by its local name like Hurricane, Typhoon or
cyclone.
India/Australia Cyclone
USA Hurricane
Japan Typhoon
Northern Hemisphere :- Anti clock wise direction. Wind flow from high to low.
Celestial Navigation
Parallel of Declination
Is the angle at a celestial pole measured west ward from the Greenwich celestial meridian to hour circle
passing through the body from 000 deg to 360 deg.
Is the angle at the celestial pole or the arc of the equinoctial, measured west ward from the observer celestial
meridian to the hour circle passing through the body.
Seasons
Summer June 22
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Equinoctial
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Ist Point of
Aries Springs March 21
Winter Dec 22
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Declination :- Angle at the centre of celestial sphere from equinoctial to body
Dec 1
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The Sextant
Principle
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When a rayof light is reflected twice in the same plane by two plane mirrors the angle
between the first and last direction of the ray is twice the angle between the mirrors.
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The Errors are of two types.
Correctable errors
Non correctable errors
Correctable errors (P.S.I)
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Perpendicularity
Side error (Star Method, Horizon Method)
Index error ( Star Method, Horizon Method)
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Colimation error
Perpendicularity :- the index mirror must be perpendicular to the plane of the
instrument. Set the index bar to middle of the arc. Hold sextant horizontally arc away
from you, view the true arc and reflected image of the arc they must appear as
continuous line. If not adjust it by 1st adjustment screw.
Note :- when finding the side error and index error set the index bar and micrometer
to zero.
Side error:- can be corrected by star and horizon method.
Star method set the index bar to zero hold the sextant vertically and veiw a well defined
star. The true and the reflected images should be in same vertical plane. Adjust by 2nd
adjustment screw.
Horizon method :- set the index bar to zero, hold the sextant to near horizontal and view
a well defined horizon. The true and reflected image should be one continuous line.
Correct by 2nd adjustment screw.
Index error :- can be corrected by star method and horizon method. The horizon glass and
index mirror must be parallel when the sextant reads 0 00.0
Star method :- set the index bar and micrometer to zero. Hold the sextant vertical and
view the star. The true and reflected images should be super imposed. Correct it by 3rd
adjustment screw.
Horizon method :- set the index bar and micrometer to zero. Hold the sextant vertical
and view a well defined horizon. The true and reflected image should form a continuous
line. Correct it by 3rd adjustment screw.
Note :- movement of 3rd adjustment screw may once again re-introduce the side error,
there fore if the index error is small it is better to apply rather than correcting it.
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Applying Index error correction
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Sun method :- set the index bar to zero. Hold the sextant vertical and using appropriate
shades view the sun. rotate the micrometer screw until the true and reflected images are
just touching and note the reading on the arc. Reverse the image and note the reading off
the arc. Find the difference between on the arc and off the arc readings. Divide it by 2
and name the answer on the arc or off the arc depending on the findings which ever is
greater. E.g on the arc is 2 deg 20.8 and off the arc is 3deg 26.8
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Off the arc 3deg 26.8
Off the arc reading:
On the arc 2deg 20.8
1 degree 57.8’ (60’-57.8’)= 2.2’
Differece 1deg 06.0 i.e 66 minutes divide by 2 = 0deg 33.0
1 degree 2.2’
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Worm and Rack error :- this is due to free movement of micrometer on the worm (the
teeth are not holding)
Optical errror :- the glass used for lenses, shades and mirrors
Graduation error :- in correct cut graduation on arc
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Collimation error :- the axis of the telescope is not parallel to the plane of the instrument
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Turning Circle :- when a vessels alters 360 deg she roughly moves on a circular path. The
path is traced by the ships centre of gravity which is close to the pivot point.
Tactical Advance :- Distance travelled by vessels centre of gravity along original course
when the vessel alters course by 90 deg.
Total Advance :- The total distance travelled by vessels centre of gravity along the
original course.
Transfer :- the distance travelled sideways by vessels centre of gravity when the vessels
alters course by 90 deg.
Tactical diameter :- the total sideway distance travelled by vessel centre of gravity from the
original course when the vessel altered her course by 180 deg.
Stopping Distances
Inertia Stop :- when the vessel is moving ahead and vessel is stopped (telegraph to stop position)
and engines are not put on astern, the vessel will proceed to same distance by its centre of gravity
before coming to total halt. This is called Inertia stop. The distance travelled depends on type of
ship, speed, displacement and trim.
Crash Stop :- when the engines are put on astern to stop the vessel as quickly as possible this is
known as crash stop. The conventional way of carrying out crash stop is to stop the engines first
and put them on full astern as soon as possible with rudder amidships.
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Track Reach :- the total distance travelled along the ship’s original path is known as track reach.
Head Reach :- the total distance travelled in the direction of the ship’s original course is head
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reach.
Transverse Thrust :- it is the effect caused by propeller turning in water which moves the stern of
the vessel side ways but dose not contribute until there is wake to follow.
Effects :- going ahead transverse thrust pushes the stern to starboard side. Going ahead transverse
thrust pushes the stern to port side.
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Transverse thrust is very important when ship is on light ballast. The effect is greater at slow speed
and shallow water. It is very pronounced when going astern.
A major hazard for tugs when working with ship is Girding also known as Girting. This situation
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develops when the towline comes abeam from the tug the ship pulls the tug during motion due to
which the tug will list and the pull is considerable then the tug may capsize usually with loss of life.
Squat
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When travelling in shallow waters at speed, the speed forces the water at the beam to gain
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Due to pressure drop the vessel will sink deeper into the water.
Signs of Squat
Large increase in bow and stern waves.
Change in UKC.
Reduction in Rpm/Speed/.
Increased vibration.
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Turning short round turn (Right hand pitch propeller)
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Prior making turn
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alters course to STBD. Wheel hard to STBD and engines on half ahead. Once the vessel is
seen making head way stop engines and wheel mid ship
Engines full astern. Effect of transverse thrust will swing the stern part of the vessel to
port. Once the vessel is seen making stern way stop engines.
Engine half ahead and wheel to hard STBD. Vessel will turn to STBD.
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Rudder mid ship and stop vessel.
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Maintain speed throughout turn.
Williamson Turn
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Advantage :- after the turn has been completed the vessel will be on reciprocal course.
Can be used for any situation.
Disadvantage :- not as quick as single turn in an immediate action situation.
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Deviate 240 deg from original course.
Once 240 deg is reached rudder hard over to opposite side.
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When heading is 20 deg short of reciprocal course rudder to mid ship, and steady on
reciprocal course.
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IAMSAR VOL 3
International Aeronautical AND Maritime Search and Rescue
Vol 1: Organization and management-requirement of government
Vol 2: mission co-ordination-requirement for coastguard
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Section 1: overview-responsibilities:
• If you are in doubt you have to go for assistance
Man power
Trained
Common methods
Section 2: rendering assistance:
• Searching
• Rescuing
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Action taken
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Details the record
Time interval between the last reported and the arrival of SAR facilities.
Effect of wind in that area
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The datum position is found by plotting the last known position and applying the direction
of drift.
Expanded search
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Will be carried out on a small area. Search conducted by one vessel.
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Sector search
Best when datum is accurate and search area is small. Conducted by single vessel. MOB
marker can be used as reference as it may be dropped at datum. Aircraft and vessel may
perform independent searches of same area.
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PROCEEDING A DISTRESS:
Never acknowledge a DSC call, use appropriate R/T frequency, and give and acknowledge
from there. If the used system is out of range of coast station you can relay it by
appropriate system
Initial action:
1. Acknowledge by R/T
2. Gather info
I. Position of ship
III. No of POB
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V. Type of assistance required
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VI. No of victims
Onboard preparation:
LSA
Lifeboat
Lifebuoys
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Pilot ladder
Life raft
Life lines
Life jacket
Portable jacket
SIGNALLING
ALDIS lamp
Torch
Smoke buoyant
Search light
Floating light
MEDICAL
First aid kit
Clothes
Oxygen resuscitation kit
Blanket
Stretcher food
Safety Signs
Symbols with Red colour indicates Prohibition / Fire Equipment
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No smoking
No naked lights
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No unauthorized person
Fire hose, extinguisher and fire alarm.
Symbols with Yellow colour indicates Danger
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Flammable material
Explosive material
Toxic material
Corrosive material
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Seera Mike Vessel engaged in speed trials
SOLAS Card
Otherwise known as the ‘Table of Lifesaving Signals’, the SOLAS Card can be found
on pages 17 – 21 of signals course notes. You will have seen this on-board in the
form of an orange poster or orange card.
On-board you will find the SOLAS Card in the following places;
- Bridge (on the bulkhead and in the International Code of Signals)
- Mess Room
- Lifeboats
- Life rafts
Some vessels may store the card in additionally places.
The card covers;
- Landing signals for the guidance of small boats with crew or persons in distress.
- Signals to be employed in connection with the use of shore life-saving apparatus.
- Replies from life-saving stations or maritime rescue units to distress signals made
by a ship or person.
- Signals to survivors
The signals quizzes found in this course will help you answer questions related to the
SOLAS card.
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Annex IV Distress Signals
Signals by Power
Gun or other explosive signals fired at intervals of about a minute
A continuous sounding with any fog signaling apparatus
Rocket or shells, throwing red stars fired one at a time at short intervals
SOS signal on Morse Code
Signal sent on Radio Telephony consisting of word May Day
Flames on the vessel by burning a tar barrel, oil barrel etc
Rocket parachute flares or hand flare showing Red light
By VHF DSC 70, By MF /HF frequencies 2187.5, 8414.5, 6312, 12577, 16804.5 Khz
Ship to shore distress alert by Inmmarsat
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Signal transmitted by EPIRB
Approved signals by SART
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Signals without Power
International code of signals of distress by November Charlie flag
Signal consisting of square flag having above or below it a Ball or anything resembling a
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Ball
A smoke signal giving orange color smoke
Slowly and repeatedly raising and lowering arms out stretched to each side.
Dye marker
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Muster point primary :- starboard side poop deck
Muster point secondary :- port side poop deck
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Fire station
Command team (will be in bridge)
Emergency team, Backup team, Support team, Roving team
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Life boat in charges
Boat No1 STBD Master Boat No2 Port Chief Officer
Oil pollution
Bridge team
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Damage control team takes care to cut off electricity stops ventilation, prepare pumps
and arrange spares.
Clean up team
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Bring Wilden pump , rags saw dust, mops, drums and start cleaning up.
Equipment to be carried in case of Abandon ship
Life jacket. Immersion suits, extra water, extra ration,
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Keep clean/clear in Pump Room
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The pump room should always be kept free of oil, oily rags. The pump room bilges must be
kept clean and dry. Storage of oil or substance capable of emitting vapors or spontaneous
combustion should be avoided. Oil traces or oily rags must be removed as soon as possible
and be disposed off correctly.
Maintenance work in Pump Room
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During maintenance work in pump room including pumps, valves strainers strict attention
must be paid to possible development of flammable or toxic gases.
Rescue equipment shall be maintained and kept in state of readiness.
Notice to be posted outside pump room
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Proper lightning/illumination.
Personal gas meters carried.
Communication with duty officers.
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backflow of cargo gases to the machinery spaces, fixed and portable measuring
instruments and control devices.
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Inerting
The introduction of inert gas into a tank with the object of attaining the inert condition.
Lower flammable limit
Any hydrocarbon concentration below which there is insufficient hydrocarbon gas to
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support combustion.
Upper flammable limit
Any hydrocarbon concentration above which air is insufficient to support combustion.
Material Safety Data Sheet (MSDS)
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A document identifying the substance and all its constituents, providing the recipient
with all necessary information to safely manage the substance.
Oxygen analyser/meter
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Margins of safety for various stages of passage
Planning
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Plot courses on large scale charts, no go areas and safe distances
Courses to be marked in 3 deg notation
Radar conspicuous objects, racons for radar fixing
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Parallel indexing ranges and bearing to be marked
Safe speed, wheel over positions and contingency anchorages marked
Minimum UKC for critical areas
Execution:- actual implementation of plan
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not going as per plan inform master and take steps to ensure safety of vessel is intact
Obtain latest weather and meteorological information
Cross check vessels position by various fixing methods
Checking navigation equipments at regular intervals
Mandatory reporting procedures to be followed deligently
Ropes
Care of ropes
Examine the ropes for chafing, cutting and internal wear.
Keep away from direct sunlight, they should be stored under deck for long voyages but, if
kept outside they should be kept covered with tarpaulins and on gratings.
Ropes should never be stowed wet to prevent rotting.
They should be free from grease, oil stains and paint marks etc.
They should be never surged to prevent wear and tear due to friction, some ropes have a
low melting point and can permanently fuse and get damaged.
Wire ropes should be regularly lubricated with patent lubricants such as surrey fluid or
wire grease.
For a wire rope care should be taken while breaking a new coil as the rope may get kinked
or a person may get injured due to faulty handling, therefore break the coil as per
instruction given in seamanship manuals or by manufacturers.
Sharp angles (Nips) to the wire rope should be avoided.
Rollers should be used to avoid unnecessary chafing.
Man made Fiber Ropes
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Types of man made rope:
5. Manmade Materials
Synthetic ropes have substituted almost all the natural material ropes. These ropes are
used in a variety of applications because of the long length of their fibers, which increases
the strength and durability of the materials. The different types of synthetic materials
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are:
Polyester
This is one of the most widely used fibers because of its strength and high resistance to
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load and degradation. Having very low elasticity, polyester does not stretch and is thus
less affected by wear and tear. It also has a high resistance towards chemicals, acids,
water and sunlight. The ropes made of polyester do not float and are generally used for
mooring applications.
Polypropylene
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This is the only manmade fiber that is affected by sunlight and thus needs various
additives during making. Polypropylene can be made from a single filament fiber or a
multi filament-fiber. A polypropylene rope is not used where more of friction is there.
Resistant to most of the chemicals, the ropes made from these materials are lighter and
float on water.
Polyethylene
Generally used for making light weight ropes, this plastic easily wears and tears. The rope
made out of this material is a bit difficult to tie in knot. Due to the light weight of the
material, the rope made out of it floats on water.
Polyamide
Also known as nylon, it is one of the strongest manmade materials for ropes. It is elastic,
durable and is not affected by chemicals or water. Though the material loses strength
when wet, it has a high ability to absorb loads, tension and shocks. Ropes made from nylon
float on water.
Melting points
Polyamide 250°C
Polyester 260°C
Polyethylene 135 °C
Polypropylene 165 °C
Manila and sisal do not melt, but charring commences at 150°C
(Advantages) Disadvantages
Low water Absorption On surging they melt
Mild dew (fungus) dose not attack No warning before breaking
Floats on water since it is Plastic
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hazardous to marine environment
Low cost
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Light weight
Easy to handle
They stretch up to an extent
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Precautions
Should be kept away from sunlight, chemicals, detergents, paints and thinners.
Note :- A high degree of powdering indicates excessive wear.
When using stoppers use same material and the stopper is west country stopper.
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Manila rope
Some of the advantages are gives good grip easy to handle, gives warning before breaking
and used where safety of life is concerned.
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Polypropylene Rope Hemp
Rope
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Container requirements
While loading dangerous goods what do you expect
DG cargo declaration form, container packing form, certificate and stowage plan.
Dangerous goods containers should be loaded 3meters away from engine room under the
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Radar performance monitor checked
Put radars on sea stabilized mode
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One radar on long range scanning and one on short range scanning
Stop noisy work on deck
Keep bridge doors open
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Post extra lookout
Anchoring
Put proper PPE / take company check list
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Ensure anchor lashing are removed and cement on spurling pipe removed and cleared
Engage gear and brake on tight
Inform bridge anchor is ready for let go
After getting orders from Master again check ship side and lower the anchor
Once completed lowering put on anchor ball and inform Master about the cable condition
Risk Assessment
Principle A risk assessment is intended to be careful examination of what, in nature of
operation, could cause harm, so that decision can be made as to whether enough
precaution have been taken or more should be done to prevent harm. The aim is to
minimize accidents and ill health on board ship.
Elements of Risk Assessment
Classify work activities
Identify hazards and personnel at risk
Identify risk controls
Estimate risk
Decide the tolerability of the risk
Prepare risk control action plan
Review adequate action plan
Ensure risk assessment and controls are effective and up to date
What is Hazards
A source of potential harm or damage.
What is Risk
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• The likely hood that hazard may occur or
• the consequences of the hazardous event.
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Traffic Separation Scheme Rule 10
When Power driven is following lane, she should keep of NUC, RAM, CBD as per rule 18
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When Power drive is crossing lane she should keep clear of Fishing and Sailing vessel as per
rule 18
When Power driven is following lane and another power driven or vessel less than 20
meters in length is crossing from STBD side to PORT she shall alter her course to STBD as
per rule 15
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When Power driven is crossing the lane and on STBD side of another Power driven less than
20meters in length which is following the lane then, power drive crossing has not to take
any action she should give 5 short blast as she is also power driven.
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1. RADAR/ARPA
3. AIS
4. GPS/DGPS
5. Echo sounder
There are 2 types of charts
Raster charts Back up
Vector charts ENCS official name for vector charts
Separate power supply
Raster charts ( standars S-61)
These are facsimile or scanned copies of paper charts. These charts have no intelligence. Some
systems permit zoom X2. UKHO produced BA charts in raster form in 11 CD’s
Raster charts attributes to
They are facsimiles of official paper charts
They are produced according to international standards
The IHO issuing hydrographic office will be responsible for its contents
They are regularly updated with official update by distributor
Advantages :- looks like a paper chart and simple to use
Disadvantages :- they are not intelligent, they distort on zooming, individual elements cannot be
changed
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Vector charts
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These are digital capture of individual charted objects based on their geographical positions. This
information is sorted in different layers. The users can omit certain layers like lights. During day
time the user can delete this layers.
The hydrographic office bears the responsibility of chart
They are issued only by the responsible hydrographic office
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They are regularly updated with official with official update information distributed electronically.
They are referred to WGS84 datum
Advantages of Vector charts
They can be interrogated (intelligent)
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Unfamiliar symbols
Expensive and time consuming in preparation
Certain symbols may not be displayed if using incorrect usage band
Abbrivations
ENC :- Electronic Navigation Chart. Enc’s are official vector charts produced on behalf of
International Hydrographic Office
SENC :- System Electronic Navigation Chart are transformed of original ENC data by the ECDIS
system. The original ENC has to be kept unaltered. The updates will be sent to ENC. The SENC is a
copy of ENC where modification will be done (like removing layers etc).
RNC :- Raster Navigational Charts these are approved charts of International hydrographic office.
ARCS :- Admiralty Raster Chart System produced by admiralty
Dual Fuel :- System capable of using Vector Charts and Raster Charts
Inputs
Latitude and longitude from GPS or Electronic Position Fixing System
Ship’s heading from Gyro
Ship’s speed from Speed Log
Course made good and speed made good are from Electronic Position Fixing System
Time from GMT/AIS information such as Buoys etc will disappear
Radar and ARPA info can be over laid
User generated Inputs
Planning notes, courses
Switching on and off additional info like lights. Pipelines etc
Selection of vector mode i.e. increasing or discharging vector length
Ship’s motion over ground
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Ship’s motion over water
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Zone of confidence (warn mariners which part of the chart are based on good or poor info
& which area should be navigate with caution)
Based upon:
A1 +/- 5 HIGH ACCURACY A2 +/- 20 Meters
position accuracy
depth accuracy
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B +/- 50 Meters C +/- 500 Meters
sea floor
coverage
D Worse than D U Unusable
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ALARM INDICATOR
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Limitation of ECDIS
Hardware problems
IMO: ECDIS
Software problems
IHO: CHART
Effected by virus
S-52: LIBRARY
Electrical problems
S-57: DATA BASE
GPS failure
Charts are not available every where
ECDIS is being used to display both navigational data and collision avoidance
information by the use of ARPA overlay
ECDIS should not be used for collision avoidance assessment without reference to
RADAR, ARPA & visual
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ECDIS must have the capability of updating a GPS, LORAN-C or DR position by
alternating means such as Range and Bearing
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ECDIS only gives True Vector
Note: there is no way can see survey date/data on ENC cell. This is one of the ENC
LIMITATION.
ARPA Automatic radar Plotting Aid ( for anti-collision speed through water)
Limitations:-
Small objects may not be detected
Use of rain/sea clutter may obscure some targets
Oow should be aware of any blind and shadow sector
It takes time to determine ROC
The information is past information of targets. Alteration of course and speed are not
immediately apparent
In clear weather RADAR should be used for taking bearing
Target swap can be there
TRUE MOTION climbing up
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Target Swap ((does not give alarm)) (when 2 targets are close by the information is
interchanged i.e. target ‘A’ information to target ‘B’ and Target ‘B’ information to Target
‘A’
It takes 3 minutes to give the details of targets
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If the course and speed inputs are wrong the output is wrong
CPA (closet point of approach) can be wrong up to ½ mile because radar is giving the range
and bearing to ARPA these small errors from ARPA may pile up and that is the reason why it
is possible to get ½ mile error
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ARPA does not give information of all targets on the screen at a same time (targets have to
be selected to acquire information)
ARPA does not give aspect
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2. Trial course
3. Trial speed
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ATT: AUTOMATIC TARGET TRACKING
1. ATA: Automatic tracking aid:
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Enable manual acquisition & automatic tracking & display of atleast10 targets
2. ARPPA ( Automatic radar plotting aid)
Enable manual and auto acquisition of targets & automatic tracking & display of all
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relevant targets information for at least 20 targets for anti collision decision
making. Also enable trial maneuver
After changing range scale on an ARPA, or resetting the display, full plotting
information shall be displayed within a period of time not exceeding 4 scans
Minimum following information shall be immediately available from an ARPA for any
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tracked vessel:
➢ Present range and bearing
➢ TCPA
➢ TRUE COURSE
➢ SPEED
➢ BEARING
➢ RANGE
ARPA--- Alert:
I. Auto acquisition inside a guard ring r zone limit
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II. Violation of CPA &TCPA parameter
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III. Time to execute the planned Trial Maneuver
NOTE: relative trails, relative vectors, CPA, TCPA & bow crossing data is neither ground
nor sea stabilized, its simply relative to own ship
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Sea stablised:
to achieve sea stablise the operator must input own ship’s course and speed through water
to the RADAR/ARPA. The course is the same as the ships heading and comes from an
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data to manually input speed through the water i.e; ship’s speed based on propeller
revolution
Ship stablised info relates to own ship’s & targets course & speed through water. This
means that the operator has information about the heading & therefore the aspect of the
targets
The COLREGs refer to heading & aspects which make sea-stablised information best suited
to collision avoidance
GROUND STABLISED :
Operator must input own ship course and speed over the grounf to RADAR/ARPA
INPUT SOURCES
I. GPS/DGPS
II. LORAN-C
IV. ECHO REFERENCE: Allow the ARPA to calculate course and speed over ground by
tracking a target that is fixed to ground e.g: light vessel, RACON (target must be
acquired)
MANUALLY:
Input course and speed over the ground based upon regular position fixes on chart. i.e;
course and speed made good or input set and drift information, so RADAR uses this
information to calculate course & SOG
( not recommended because tide might change quickly and user might not use the
correct/update data)
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USE:
It is very useful for navigational, pilotage & ship handling purposes
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❖ Heading and Aspect of targets not reliable &that’s why NOT recommended for
COLLISION AVOIDANCE
Small vessels and ice may not be detected by radar at an adequate range
Blind and shadow sectors cause problems in accurate detection constraints imposed by
radar range scale in use
Weather (use of rain and sea clutter)
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Note:- Two ranges and a bearing to be used highly recommended for position fixing.
Heading line for radar is fore and aft line of ship. The error should not be greater than 1
degree
Radar Setup
Check on radar screens inside bridge for any warning or alert notices if posted. Visually
check radar scanner for obstruction e.g. hail yard line.
Put on 12 miles range scale and long pulse or as by user manual.
Brilliance adjust for display and brightness
Gain adjust it amplifies the return Echoes. Set it up to lightly specal background to know
its working and then take it down again.
Tuning to set frequency to match received frequency to the transmitted pulse (to filter
other frequencies).
Performance monitor should be checked every watch after setting it on range and pulse
as per user manual and see for the picture or display mentioned in it. It will test the
system itself and receiving performance.
Auto clutter: the rain & sea clutter is in-operative when sea clutter is on
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Enhance (video boost): magnifies targets on the display
Performance monitor: allows the operator to determine if there has been a significant drop in system
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relative to standard established at the time of installation
It displays as concentric ring on plumes
Should check
1. When RADAR is switched on
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2. At least once a watch
Ring range: are used for approximate range estimation & for checking the VRM
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VRM: Can be adjusted by ring range the accuracy of range ring & VRM is 30 m or 1 % of the range scale
in use or whichever is greater
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2. Reduce the gain
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Rolling and pitch: target detection should not be impaired if rolling or pitching is +/- 10
degree
Principle :- it is range and bearing device uses the echos. Range in meters = speed x time/
2
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Head up mode
Gives only Relative Bearing that too ship on steady heading
The heading line which represents the fore and aft line of own ship stays at top the
screen, irrespective of course
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Parallel indexing techniques are not recommended because the picture swings as the ship
yaws, and the fixed point taken as reference for parallel indexing moves
If the ship alters course the targets move in the opposite direction
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North up mode
On radar screen north always upwards
Course and bearings are true
The orientation of the display is same as chart with North on top
Course is stablised mode because the heading input is from Gyro. When altering course the
heading line rotates to new heading & picture does not move
Course up
Course will be shown on tip of the display
Orientation same as looking from the bridge to forward
Stabilized mode because the heading input is from Gyro
Sometimes used in pilot age situations, canal or river transit
When you alter course make sure to reset
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vector pointing each other Risk of Collision Risk of Collision
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Note:- vector time and length can be selected
Relative Trails True Trails
Own vessel has no Trails own vessel has Trails
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Target trails OA line target WA line
Note: trails are RADAR representation .if ARPA fail still trail will be available
RADAR set up:
▪ Safety check:
▪ Ensure no one is working on or near the RADAR scanner
• Setup:
2. Clutter zero
3. Gain zero
4. Set brilliance
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7. Set the picture orientation Head – up , north-up
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8. Check the displayed heading reads the same as the master gyro
13. Select long pulse length for set up. Adjust as necessary after setup as
required
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17. Adjust manual rain or sea clutter control or switch on automatic anti clutter
24. Check the PERFORMANCE MONITOR of the RADAR using the performance
monitor
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1. Select a small isolated target which is RADAR conspicuous
2. Swing the ship through 360 degree turn inside (not around) the target &
note the relative bearing on which the target starts to fade (shadow sector)
& then disappear (blind sector) & then re-appear (end of blind sector) and
goes back to its original strength (end of shadow sector)
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3. Create a diagram from this information which should be displayed near to
the RADAR
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2. By AIS
Check visually
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Position fixing: when suitable visual fixes are not available the next most accurate means
of fixing the position is 3 RADAR RANGES of known fixed targets with an angle of cut 60
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degree
Parallel Indexing:
Purpose: is to monitor own ship position, left or right of the charted track
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2. The passing distance from the charted track to the CIR (cross index reference)
2. RADAR
3. LORAN-C
4. CELESTIAL
5. GPS/DGPS
6. ECHO SOUNDER
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GPS Global Positioning System
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Principle GPS satellite uses atomic clocks and GPS receiver uses quartz clock the delay
between the signal transmitted and received is used to calculate the range since the
position of the satellite is known to give the position line. 2 satellites are used to get 2
position line. And 3rd satellite is used to synchronize the clock
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Horizontal Dilution of Precision (HDOP)
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The position line may not be a fine line. For a best cut 90deg is needed to achieve 90deg
cut always it is not possible. Maximum HDOP value as per SOLAS is 1.4 usually we get less
than 1.4. this is because more than 2 position lines are being used using more than 2
satellites.
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HDOP HDOP
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90deg cut HDOP IS LESS Less than 90deg cut HDOP is more
Inputs checks continued on next page
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SBAS: satellite based augmentation system are satellite supported DGPS whereby
correction signal that improves the accuracy of DGPS receivers are transmitted by satellite
Datum
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Usually the datum is WGS84, but other datum can be selected as required per chart
Height and position of Antenna
Ensure your GPS is on GPS mode but not on DR mode
The GPS transmits on 2 codes
‘P’ code for military use--- precision cod--- L1 & L2 frequency
‘CA’ code for civilians use--- coarse/acquisition code--- L1 frequency
Alarms
Anchoring, waypoint, man over board, loss of signal and cross track (in put the cross track
value, if the value exceeds the alarm sounds)
Anchoring:- when anchor drags alarm sounds
Way point:- when the way point is reached alarm sounds
Loss of signal:- when signal from satellite is lost alarm sounds
MOB:- when the vessel takes round turn and comes back to original position alarm sounds
Errors
Multipath Error:- these are greater and more likely to occur when a satellite is low in the
sky. This can be overcome by excluding those satellites below certain elevation. This is
achieved by using masking Angle, the value of which is selected by user error 1-2 meter.
Clock Error:- although the satellite clock uses atomic clocks which are precise, they may
not be perfect. Minor discrepancies which occur will translate the time measurement.
Error is +/- 2 meter.
Inospheric effect:- when GPS signal passes through charged particles of Inosphere it gets
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slow down and gets some error. Error is +/- 5 meters
Satellite position Error/ ephemeris error:- even though the satellites are being
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monitored on a regular basis, they can not be monitored every second. Slight position
error can occur between two observation times. Error +/- 2.5 meters
Tropospheric effect:- the water vapor in the troposphere slows down the signal. Error +/-
1 meter
Operator Error:- entering wrong antenna height will give an error in position. The height
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of antenna will vary with relation to the draught
Datum Error:- entering wrong datum into GPS receiver will also cause error. The datum
used in GPS calculation is WGS84
Differential GPS
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Shore based station which will take errors into consideration and send the corrected
position to ship. Shore station range is 30-50 Nm. It is used in coastal passage for more
accurate position
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It works 30-50Nm.
The DGPS stations are available in ALRS Volume 2
Limitations of GPS:
1. Wrong setting of Horizontal datum. in extreme cases this could lead to an error up
to 5miles
3. Incorrect or no use made of HDOP values in the GPS. Too high a HDOP figure will
degrade accuracy
5. SOLAR flare activity might affect not only the signal but the satellite as well
6. Multipath error might effect accuracy. This might occur when navigating within a
harbor or almost oil rigs
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Echo Sounder
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Principle
A echo sounder works by measuring the time taken for a pulse of a sound to travel from
the vessels transmitter to the sea bed & return to the vessel’s receiver
Speed of sound waves travels at 1500m/sec
Therefore Speed x time/2 = 1500m/sec x time taken in seconds/2
Accuracy:
For up to 20 m depth +/- 0.5 m or +/-2.5 % For up to 200 m +/- 5 m or 2.5 % (or
depth (whichever is greater) whichever is greater)
Set up
Switch on power
Feed in the draught to get total depth of water
Select the scale (low range)
Check paper (profile distortion)
Synchronize ship’s speed and paper speed. If the paper speed is faster it will show less
depth, if the paper speed is slow it will show more depth.
Errors
Multiple Echo in shallow water
Secondary trace Echo (signal ‘A’ is sent with no response then signal ‘B’ is sent. The Echo
of ‘A’ is returned. The equipment interprets it is the echo of ‘A’ and records less depth
Profile distortion caused due to improper paper speed settings
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Double Echo echos returned from mud and rock
Cross noise caused by ship’s structure E.g. longitudinal bulkhead
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In correct stylus speed
Aeration air bubbles under the hull tend to shield the acoustic pulse, producing a weak
echo, or no echo at all. This is more dominant in bow transducer
Fish weeds and other suspended objects can produce false echo
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❖ Salinity: speed of the sound increase with salinity. Thereof speed of the sound is
greater in salt water then fresh water. In fresh water sound travels slower
therefore record greater depth than actual depth
or water pressure
❖ Marine echo sounder are calibrated for relative density 1.025 (salinity) 16°c
(temperature) &1500 m/s(velocity)
Speed error: when salinity, temperature and pressure increases the speed of the sound
increases, thus creating proportional error in the indicated depth
Salinity error: speed of the sound increases with salinity, therefore that the speed of the
sound in SW (RD 1.025) is faster than in FW (1.000). so it will feed more dept which is
salinity error
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Speed Log SDME : speed and distance monitoring equipment
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Electronic system used to determine the speed and distance travelled. It can be used as a
basis of dead reckoning position (DR). They can be used as input to other systems E.g. GPS
and ARPA
Doppler log ( error occurs when ship is not even keel or pitching)
It works on Doppler shift method. A transducer below the ship sends high beam of sound
energy at an angle of 60deg from the horizontal down towards the sea bed ahead. The
return echo is received. The difference between transmitted echo and received echo
(frequency shift is used to calculate the speed.
If Doppler log is selected in the bottom tracking mode then the signal is bounced back
from the sea bed and gives speed over ground. Bottom tracking works up to 200 meters.
If Doppler log is selected in water tracking mode the sound energy that passes from one
layer into different layer with different salinity or temperature there will be a reflection.
In water tracking mode a log speed will read speed over water
Up to 200 meters speed over ground can be used and over that speed over water is
recommended also less than 200 meters depth can be used to measure speed over water.
Dual Axis log
Four transducers are used. 2 in forward and,2 in athwart ship direction. Works on Doppler
shift method and gives speed over ground and speed through water.
Electromagnetic log
Uses the principle of generator. Uses the Foraday’s law of electromagnetic induction. Here
water is conductor when moving past the hull the magnetic field produced by solenoid
cuts two electrodes. The emf is taken as reading. Gives speed over water, used for anti
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collision purpose.
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Doppler log Errors :- location of sensors away from propellers, dischargers, thrusters as
they would give rise to errors
Rolling and pitching errors
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Electromagnetic log Errors:- speed varies with conductivity of water. Rolling and pitching.
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AIS Automatic Identification System
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Should handle 2000 reports a minute
AIS should be operational 2 minutes after switch on
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every 6 minutes and on request.
Dynamic information (Automatically updated from sensors). Updated every 6 minutes
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on request and when amended.
Ships position
Time in GMT from internal GPS
Heading ,Course over ground and speed over ground
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Navigation status E.g. underway, at anchor, NUC, moored etc.
Rate of turn
Angle of heel, pitch and roll
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Voyage related information (manually entered) (update every 6 mins & on request &
when info amended)
Ships draught
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In addition system allows to send short messages up to 58 characters. Eg: iceberg sighted
or a buoy not in position)
According to SOLAS chapter V AIS shall
Provide automatically suitably equipped shore stations other ships, air craft information
which includes Ships Name, Call Sign, MMSI number, IMO number, Type, Position, Course,
Speed, Navigational status and other safety related information
Receives automatically the above information from the other ships when fitted with AIS
Monitor and track ship
Exchanges data with shore based facilities
Purpose of AIS
Helps in identifying vessels AIS – SART
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AIS should be operational in 2 minutes after switched on
AIS can be interfaced with Radar and ECDIS
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AIS pilot port plug is mandatory and IMO recommendation where it can be connected to
pilot personal lap top
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COLERGS
AIS key board should have alphanumeric key pad
Benefits of AIS to officer of watch
Unambiguous identification of RADAR targets
It improves situation awareness
Ability to see around bends and shadow sectors
Faster prediction of CPA and TCPA
Faster in detection the change in course and speed of target then ARPA
Reduce ship to ship VHF communication
Exchange of information with nearby vessel
Benefits of AIS to VTS watch keepers
Automatically identifies radar targets
Overcome target Swap
Constant coverage of vessels
Tracks vessels around bends and corners
ABILITY TO SEND INFORMATION AUTOMATICALLY TO AL VESSELS
Limitations
Range is only VHF range (20-30 miles)
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Not all ships may carry AIS E.g war ships fishing vessels etc
AIS may not be switched on
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Wrong input of manual information
Lack of training
If over laid cluttering the display
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Sensor input may be wrong
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Purpose:
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Tilt about horizontal axis
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Turn in azimuth about vertical axis
Gyroscopic Inertia
The ability of gyroscope to remain pointing in the same direction in space regardless of
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the movement of ship
Factors effecting Inertia
Inertia is directly proportional to mass
Inertia is directly proportional to RPM
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The further the mass from spinning axis the greater inertia
Errors
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Latitude error (damping error) Eliminated by manufacturer latitude, course and speed
error (steaming error) apply error
Input to gyro Latitude
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2. Azimuth: true bearing of the heavenly body calculated at a given time in GMT.
3. Amplitude: true bearing of the heavenly body calculated at a given time in GMT
made when body is on the above half of the horizon. Rising or Setting
4. Transit: take the bearing is one in which tow conspicuous terrestrial object are in a
line one in front of the other.
5. Leading light: first of all i will take the bearing of leading light after i will move
the ship head in a line of leading light than take bearing and compare both bearing
if there any difference or not
Checks to be made:
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Gyro compass associated equipment:
Course and rudder recorder rate of turn indicator
Satellite TV GPS
Inmarsat C X-Band & S-Band Radar
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Auto pilot voyage data recorder
Gyro repeaters ECDIS
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MAGNETIC COMPASS:
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ANCHORING:
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Navtex
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A-navigational warning
B-meteorological warnings
D-search and rescue warnings
L-additional navigational warnings
It works on 518 KHz for English and local languages can also be selected. It is a receiver
and not a transmitter.
ALRS Volumes
Volume 1 coast radio stations
Volume 2 radio navigational aids (details of time signals to broadcast)
Volume 3 radio weather services and Nav warnings
Volume 4 list of meteorological observation station
Volume 5 GMDSS (Global maritime safety system)
Volume 6 pilot services and port operation
Volume 7 VTS reporting systems
Volume 8 satellite navigational systems
Types of Mooring
Open mooring
Mediterranean mooring
Baltic mooring
Standing mooring
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Running mooring
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MARPOL 73/78
Marpol Annexes
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Annex 1 Regulation for the prevention of pollution by OIL
Discharge criteria that must be complied with when a ship more than 400 GT is to
discharge machinery space bilge water inside a special area
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Discharge criteria that must be complied with when an oil tanker more than 400GT
is to discharge cargo pump room bilges;
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• Baltic sea
• Mediterranean sea
• Black sea
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• Red sea
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• Gulf area
• Gulf of Aden
• Antarctic
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• Oman area of the Arabian sea
bulk
(a) In the Antarctic area, any discharge into the sea of Noxious Liquid
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And
X The tank must be prewashed before the ship leaves the port. The resulting
residues must be discharged to a reception facility until the concentration of the
substance in the effluent to such facility is at or below 0.1% by weight; remaining
tank washings must be discharged to the reception facility until the tank is empty.
Any water subsequently introduced into the tank may be discharged into the sea in
accordance with the above criteria.
When the required concentration level has been achieved:
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Y and Z If the unloading of a substance of Category Y or Z is not
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carried out in accordance with the Manual, a prewash has to be
carried out before the ship leaves the port of unloading. The resulting
tank washings of the prewash must be discharged to a reception
facility.
Annex 3 Regulation for the prevention of pollution by harmful substances in
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packaged form
No discharge at all
Annex 4 Regulation for the prevention of pollution by Sewage from ship
Discharge of sewage into the sea is prohibited except when,
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3. Ship is discharging sewage using a approved sewage treatment plant .(Ship has in
operation a sewage treatment plant or an approved sewage comminuting and
disinfecting system with storage tank or a holding tank of adequate capacity
certified by the organization)
4. It should not cause any discoloration of the surrounding waters nor produce visible
floating solids
Special area:
Baltic Sea
Annex 5 Regulation for prevention of pollution by Garbage from ship
Type of garbage Ships outside special areas
Food waste not comminuted or Discharge permitted ≥12 nm from the nearest
ground land and en route
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Cargo residues1 contained in wash ≥12 nm from the nearest land and en route
water
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Cleaning agents and additives1
contained in cargo hold wash water
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Discharge permitted
Cleaning agents and additives1
contained in deck and external
surfaces wash water
Special area
• Mediterranean Sea
• Baltic Sea
• Wider Caribbean region including the Gulf of Mexico and the Caribbean Sea
• Black Sea
• Red Sea
• "Gulfs" area
• North Sea
• Antarctic area (south of latitude 60 degrees south)
Annex 6 Regulation for the prevention of the Air pollution from ship
• Regulation 12 Ozone Depleting Substances (ODS)
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• Regulation 16 Shipboard incineration
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Annex VI: Prevention of air pollution by ships (Emission Control Areas)
Date of Entry
Special Areas Adopted # In Effect From
into Force
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Baltic Sea (SOx) 26 Sept 1997 19 May 2005 19 May 2006
North Sea (SOx) 22 Jul 2005 22 Nov 2006 22 Nov 2007
North American
(SOx, and NOx 26 Mar 2010 1 Aug 2011 1 Aug 2012
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and PM)
United States
Caribbean Sea
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(d) Regulation 16
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• Sewage sludge and sludge oil either of which is not generated on board
the ship; and.
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other plastics.
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II. Check the physical condition of hydrometer, scale, floating bulb and
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weighted bulb should not be cracked or damaged
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III. Check errors of hydrometer using distilled water
IV. Take a clean bucket and take samples from 6 points around the ship
from at least half draft depth
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V. Make sure sample is taken away from overboard discharges and
floating debris
VI. Make sure bucket is filled enough so that hydrometer doesn’t touches
the bottom and floats freely
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VIII. Put hydrometer in bucket and give it a slight spin to break surface
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tension
IX. Make sure hydrometer doesn’t touches the sides of the bucket
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2) HYGROMETER:
Hygrometer is used:
I. To calculate humidity in air and predict fog
I. Take the dry bulb and wet bulb temperatures from windward side -
for any given time
III. Get the dew point temperature from dew point temperature table
using dry bulb temperature and depression of wet bulb
E
IV. Get sea temperature for that time from engine room (E/R)
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V. Plot these temperatures against time axis for successive hours
VI. Extend these lines, wherever dew point temperature and sea
temperature meet each other that is the predicted time of fog
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• DEFITNITIONS:
I. Put the damper (to prevent sudden change in pressure by sudden gust
of wind, rolling and pitching
II. Press push button and turn the dial
IV. Take the reading, if a reading is between two readings then take the
odd one
VI. Apply temperature and height correction, using a table in the box or
mariners handbook.
Pressure taken on the ship is above sea level and we know that
pressure decreases as altitude increases, therefore this correction is
always added.
E
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• What is diurnal variation of pressure?
If diurnal variation of pressure drops more than 3mb than average it means
ship is in the vicinity of a storm and if it drops more than 5mb it means TRS
is within 200nm
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4) MAGNETIC COMPASS:
• There are 2 types of compass cards:
I. Dry card:
• Liquid inside the bowl is ethyl alcohol and water in the ratio 2:1
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III. Prevents liquid from evaporating
I.
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What to do if you get a bubble?
Turn the bowl upside down and bring filling cap up and top it up with
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pure alcohol
Brass or glass
• What maintenance will you carry out on a magnetic compass?
I. Replace it with the spare bowl kept upside down in the navigation
locker
E
II. Do not calculate the deviation because deviation is in the ship
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What corrector magnets are soft and what are hard?
Performance standards
3.) Equipment must comply with the IMO Performance Standards as follows:
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b.) using electromagnetic lifting appliances to load or discharge;
c.) a casualty in which the ship has been subject to severe contact or electrical charges;
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or,
d.) the ship has been laid up or has been lying idle - even a short period of idleness can
lead to serious deviations, especially for small vessels.
9.) Further to 8(b), the retentive magnetism can alter a ship’s magnetism, making
compasses unreliable. However, a large amount of the magnetism induced by an
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electromagnet may subsequently decay so immediate readjustment is not advised. Every
effort should be made to determine the compass deviation.
Monitoring Compass Performance
10.) Compass performance should be monitored by frequently recording deviations in
the compass deviation book. Compass errors should be determined after every large
alteration of course, and at least once every watch when there have been no major
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course alterations. Checking the compass deviation regularly may show the need for
repair, testing or adjustment. In addition, compasses should be inspected occasionally by
a competent officer or compass adjuster.
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5) SEXTANT:
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• Parts of a sextant:
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• Errors of a sextant:
I. Adjustable errors:
Method to remove:
a) Hold sextant horizontally, frame up handle down
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ii. Side error (2nd error):
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If horizon mirror is not perpendicular to the plane of
instrument side error exists
Method to remove:
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a) Hold sextant horizontally and look at horizon or look at
a distant object (star)
iii. Parallelism:
Method to remove:
a) Hold sextant vertical and look at horizon or distant light
source
iii. Warm and rack error – Caused by wear on the gearing rack
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vi. Centering – Pivot of index bar not at the exact center of
curvature of the arc
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6) AZIMUTH RING:
• Parts of azimuth ring:
I. Mirrored prism
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II. Magnifying lens
IV. Compare the 2 readings – If same then there is no error in the azimuth ring
if not then there is a error
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V. If bearings are different then it should not be used and sent ashore for
repair
II. View reflected image of compass card and actual terrestrial object in case
of terrestrial objects
IV. View reflected image of celestial body and actual compass card in case of
celestial objects
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II. When ship sinks a water pressure within 1.5 - 4m activates HRU and a
very sharp knife cuts this rope and liferaft floats in the water
III. As ship sinks painter gets a jerk with which CO2 bottle gets activated,
liferaft gets inflated, weak link breaks and liferaft floats free
I. New and existing tankers of 20,000 DWT and above should be fitted
with an ETA
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i. Pickup gear
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iii. Towing pennant
iv. Fairlead
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v. Strong point
VIII. Aft gear should be pre rigged and capable of being deployed in 15
minutes
GYRO COMPASS:-
PRINCIPLE:-The axis of a perfectly balanced wheel that is spinning at a high speed
and is free to turn & tilt and remain pointing towards a fixed direction in the
space.
PROPERTIES OF FREE GYROSCOPE:-
• Three degrees of freedom to :-
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to movement of the ship.
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FACTORS AFFECTING INERTIA:-
a) Mass of spinning wheel. The greater the mass the greater the inertia.
b) Mass distribution. The further the mass from the spinning axis, the
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greater the inertia.
c) Rate of spin. The greater the RPM the greater the inertia.
• Gyroscopic precision:- is the direction the ‘spin axis’ will move when an
external force is applied.
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Radars
GMDSS
Autopilot
Steering Systems
GYRO ERROR: - is composed from two smaller errors.
These errors can either be corrected or allowed for by adjusting settings on the
gyro control panel.
Gyro errors are either High or Low.
If the gyro reads numerically larger than the true direction the error is regarded as
High and vice versa.
E
NAVIGATIONAL EQUIPMENTS ON BOARD
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1) RADAR (Radio Detection And Ranging):
sN
• How will you test your RADAR prior departure?
IV. Check speed input – log(spd over water) not GPS(spd over ground)
VI. Set up 2 RADAR’s, 1 for short range(X Band-short pulse) and 1 for long
range(S Band-long pulse)
VARIOUS SITUATIONS:
I. Ice navigation – X band (3cm, 9GHz)
If there are 2 equi distant targets, RADAR strikes the targets bounces
back and can show 2 or more targets
E
Targets cannot be detected in blind sectors usually behind the funnel
iv. Range discrimination:
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When 2 targets have same bearing, different ranges RADAR may show
it as a single target
v. Bearing discrimination:
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When 2 targets have same range, different bearing RADAR may show
it as a single target
vi. Target swap:
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Sea stabilized:
This is where the RADAR is hooked to the ship’s log and gives the ship’s
speed through the water
Ground stabilized:
This is where the RADAR is hooked up with Doppler log and gives the ship’s
speed over ground
Short pulse:
It is best for finding targets in heavy rain shower
Long pulse:
It is best for finding a target on the opposite side of heavy rain shower
E
• What set up you had on your last ship’s RADAR?
OT
On my last ship we used to have:
ii. Scale used to vary depending in which area we are, traffic conditions,
etc
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iii. Sea and rain clutters were removed using anti-sea and anti-rain
clutters knob
iv. We used to make use of EBL (Electronic bearing line) and VRB
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I. Static information:
i. MMSI
ii. IMO number (where available)
iii.Call sign & name
iv. Length and beam
v. Type of ship and
vi. Location of the position-fixing antenna on theship (aft of bow/ port or
starboard of centreline)
E
II. Dynamic information:
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i. Ship’s position with accuracy indication and integrity status
ii. Position time stamp (in UTC)
iii. Course over ground (COG)
iv. Speed over ground (SOG)
v. Heading
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vi. Navigational status (e.g. at anchor, underway,aground etc. - this is
input manually) and
vii. Rate of turn (where available)
• Limitations of AIS:
iii. Incompatible coding and decoding between ship and shore stations
iv. CPA/TCPA based on COG/SOG
• Legalities:
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3) ECHO SOUNDER:
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• Components of echo sounder:
i. Transdecuer
ii. Amplifier
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iv. Recorder
i. Range switch
v. Mechanical noise
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ix. Cavitation – propeller bubble
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x. Draft mark – stylus position wrong
i. Software virus
v. Information overload
ENC RNC
i. Vector i. Raster
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vi. Variable scale vi. Fixed scale
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vii. CATZOC vii. Source data box
i. There should be 2 ECDIS onboard with separate power supply for each
• Logs:
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i. Multipath error:
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It occurs when a GPS signal bounces of a nearby object
Eg. Measure length of your living room with a tape one end to other
keeping a sofa in b/w and passing tape over it
ii. Ionosphere error:
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It occurs when signals from satellite get delayed in reaching the
receiver on passing through an area of charged particles of
Ionosphere and our atmosphere
iii. Orbital error:
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• Dilution of precision:
HDOP (Horizontal DOP), VDOP (Vertical DOP), PDOP (Positional 3D DOP) and
TDOP (Time DOP) – They follow mathematically from the position of the
usable satellites
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GMDSS
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(Global Maritime Distress AND Safety System)
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GMDSS equipment
1. INMARSAT-C
5. EPIRB
6. SART
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HF & Satellite SEA AREA A4
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HF & Satellite SEA AREA A4
All
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Ships Carriage Requirements
Ships
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➢ VHF Transceiver (Tx. 70, 16, 13, 06)
➢ VHF DSC Controller (Ch. 70)
➢ 2 SARTS
➢ Navtex Receiver
➢ EPIRB
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◆ Sea Area A1
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◆ UNCLOS and SOLAS both state we have a legal and moral obligation to assist
those in distress.
◆ We must assist unless the vessel is so far away that we cannot possibly help.
◆ Even if we cannot help, any distress alert that has not been acknowledged
must be relayed ashore.
◆ DO NOT acknowledge a distress unless you intend to render assistance or
relay the alert ashore.
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◆ If no response to your voice acknowledgement, and no CRS
acknowledgement, RELAY ASHORE*
◆
◆
◆
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2187.5kHz – A2
Frequency to 2182kHz for VOICE communication
Allow 3-5 minutes for CRS, RCC to respond
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◆ Acknowledge by voice on 2182kHz
◆ If no response to your voice acknowledgement, and no CRS
acknowledgement, RELAY ASHORE*
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◆ 2187.5kHz – A3 or A4
◆ Frequency to 2182kHz for VOICE communication
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◆ Any HF Frequency
◆ DO NOT ACKNOWLEDGE
◆ Set Transceiver to associated voice frequency eg, 8414.5 kHz to 8291 kHz;
12577kHz to 12290kHz
◆ Allow 3 minutes for CRS to respond
◆ If no response received by voice or DSC, Relay Ashore by any means
Frequencies
The following are the Voice and Associated DSC Frequencies
Voice 2182Khz DSC 2187.5 kHz
4125 4207.5
6215 6312
8291 8414.5
12290 12577
16420 16804.5
Information on the frequencies can be found in ALRS Volume 5
CHECKS:
I. Daily:
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daily while ON-LOAD (See the General Information Book).
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iii. Check printers have ink and paper
ii. VHF test with spare batteries for testing purpose (But not on
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CH 16 use CH 15 or CH 17)
III. Monthly:
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ii. EPIRB – Physical condition, expiry of battery, self test, HRU and
bracket (Each EPIRB should be tested using the internal test
routine without using the satellite system)
SEA AREAS:
Sea Area A1 – within range of a shore-based VHF-FM coast station (typically
20-50miles from shore)
Sea Area A2 – within range of a shore-based MF coast station (typically
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100-400 miles from shore, excluding Sea Area A1)
Sea Area A3 – within INMARSAT satellite coverage, between 70N and 70S,
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excluding Sea Areas A1 and A2
Sea Area A4 – the Polar Regions excluding Sea Areas A1, A2 and A3
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• GMDSS CRS for each sea area must maintain DSC distress and safety
watch as follows
b) Call sign
c) MMSI number
d) Port of registry
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7) SART (Search and Rescue Radar Transponder):
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i. SART works on a X-band (3cm, 9GHz) RADAR
d) Once been detected by any RADAR this light will turn green
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I. Carry out risk assessment
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II. Raise alarm
III. Muster people, take head count, check PPE and ask duties
VI. Secure drain plug and try out engine ahead and astern for 3 min. and check
rudder movement
VIII. All crew go down by ladder board the boat and make sure everyone seated
and belted
X. Start engine and check fore and aft movement (seated and belted)
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II. Serial number
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III. Length of painter
V. SOLAS
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VI. Date of last service
4) MARKINGS ON A LIFEBOAT:
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X. Bailing system
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6) MAINTANANCE REQUIRED ON LIFEBOAT FALLS:
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I. Shall be maintained by ship’s crew as per PMS (Planned Maintanance
system)
IV. There is no longer any requirement of end to end change after 2.5 yrs
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7) MUSTER LIST:
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iii. Indicate primary and secondary muster station for each crew
member
iv. Duties of all ranks in case of emergencies
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II. If not possible to conduct a full fledge drill in 24 hrs then atleast a
muster should be taken, duties explained and abandon ship
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procedures should also be explained
III. Shall be such that every crew member takes part in 1 abandon ship
and 1 fire drill each month
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9) MONTHLY CHECKS ON FFA (FIRE FIGHTING APPLIANCES):
I. PA system and ship’s alarms
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X. O2 resuscitator
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I. Operation of all hydrants
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II. Antifreeze solutions
IV. Visual inspection of all fixed fire fighting equipments, free from
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damage or obstruction
VI. Check all fire pumps develop correct pressure and flow rates
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VII. Check all fire detection systems work correctly as per manufacturers’
instructions
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I. Use of survival equipment
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II. Use of fire detection equipment
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III. Diameter of grab line – not < 9.5mm
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IV. Capable of being dropped from a height of 30m without sustaining
damage
II. In addition one other pump such as a ballast pump shall be capable of
delivering water to fire main
V. In E/R machinery spaces atleast one hydrant on each side with a hose
and nozzle
VI. All nozzles shall have a spray, jey and shut off facility
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II. Check pressure for SCBA bottles
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III. Check low level whistle alarm
I. Cargo ships and Mobile Offshore Drilling Units 500GT and above on
international voyages comply with ISPS code
II. For ships built before July 2004, CSR should, atleast, provide details
from that date
III. CSR is issued by flag state to each ship entitled to fly its flag
INFORMATION IN CSR:
I. Name of flag state
VII. Name and address of company which carries out safety management
activity for that ship
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VIII. Name of classification society
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IX. Name of administration which issued DOC, interim DOC, SMC, interim
SMC
will agree as to who will be responsible for what part. For eg.
I. Vessel’s contact details
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I. Security drill must be carried out once every 3 months
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II. If at any one time, more than 25% of crew changes then a security
drill must be carried out within 1 week
EXERCISES:
I. At least once every 12 months with no more than 18 months
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between exercises(CSO,SSO,PFSO)
As per flag state, UK records of following shall be kept onboard for 3 yrs
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VIII. Duties of personnel
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IX. SSAS test, maintenance and use, procedure
X. Audit procedure
I. Visitor log
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IX. SSP review checklist
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X. ISPS audit checklist
III. A – Carry out internal ISPS audit and arrange for ISPS external audit
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ISM CODE
1) DEFINITION:
International Safety Management code for safe operation of ships and pollution
prevention.
2) OBJECTIVE:
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II. Prevention of human injury or loss of life
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IV. Provide safe practices in ship operation and safe working environment
VI. Improve safety management skills of personnel ashore and onboard ships
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VII. Preparing for emergencies related to both – safety and environmental
protection
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VIII. Records of activities are maintained
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IX. Any non-confirmity is reported with its possible cause if known and
appropriate corrective action is taken
III. Both certificates are issued by MCA and renewed in every 5 yrs
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VI. I will have a set of procedures for guidance in day-today working
activity
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VII. I will have a set of procedures for guidance in emergencies
IMDG CODE
OBJECTIVE:
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Packaging information
Stowage and segregation requirements
II. VOL II – DG (Dangerous Goods) list
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DANGEROUS GOODS DECLARATION and CONTAINER PACKING CERTIFICATE can be
combined in one form and must contain:
I. UN number
IV. Quantity
V. Number of goods
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II. Gases
V. Oxidizing substances
RISK ASSESSMENT
1) WHAT IS RISK ASSESSMENT:
It is a process of detecting hazards and assessing associated risks
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I. Identify hazards
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II. Control risks
As per COSWP-2015
Risk assessment: risk assessment is the examination to identify of what can cause
harm and to take action for preventing it
Levels of risk assessment: 4 levels of risk assessment:
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1. Level 1 Generic risk assessment:
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4. Level 4 Dynamic risk assessment (personal assessment of risk)
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Process of risk assessment:
1.Classify work activities:
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2.identify hazards
a) Is there a source of harm?
b) electrical
c) physical
d) radiation
e) substances
3.Determine risk
Severity of harm:
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Slightly harmful: minor cuts, eye irritation
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Harmful: burn, minor fracture
• Low: tolerable
• Medium: risk that should be reduced so that they are tolerable or acceptable
• High: same as medium
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WORK AND REST HOURS
From 1st January 2012 all ships need to comply with STCW 2010 hours
of rest
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I. Minimum amount of rest 77 hours per week
least 6 hours and the other 2 should not be less than 1 hour each
III. Max interval between 2 periods should not be more than 14 hrs
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MARPOL
1) SOPEP – CONTENTS:
I. General arrangement plan, tank plan and fuel oil piping diagram
II. Ship’s identification data page
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I. Training and drills procedures
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II. Record keeping procedures
VI. Maintain oil pollution equipments – UTI, ODME, oily water separator
and other SOPEP gear
II. ODME
IV. Incinerator
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V. SOPEP gear
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VI. Sewage treatment plan
working conditions and a lot of pollution incidents and accidents were taking place on
such ships.
So, in 1978 IMO started PSC which has a network of maritime authorities who inspect
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foreign slag vessels coming to their country. Whole world is split up into various PSC MOU
regions – Paris MOU, Indian MOU, etc.
Purpose of PSC:
Eliminate substandard ships
Eliminate substandard companies
Eliminate Flag Of Convenience
Ensure health safety and welfare of crew
Verify the competency of master and officers on board
Verify condition of ship and its equipments as required by international law
Make sure that ship is manned and operated in compliance with applicable international
law
Items inspected by PSC:
Initially:
Safe means of access
Markings – loadlines
Hygiene
Certificates
Crew certificates
Master – ISM form
Walk around deck, bridge and engine room
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Expanded (only for high risk vessel):
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Emergency generator
Emergency stop
Emergency lights
Emergency fire pump
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Emergency steering
Boat/Fire drill
On tankers – IG (inert gas) system
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done due to unavoidable reasons then it was shown as pending. We used to do it at the
next earliest opportunity. Our PMS was connected live with company officer so they could
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monitor the progress.
CRITICAL EQUIPMENT:
As per my company policy we had a list of critical equipment failure of which may lead to
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serious problems related to pollution and safety of life at sea. These equipments need
more monitoring additional and more frequent monitoring
Eg.fire pumps, emergency generator, ODMCS checked weekly
Critical equipment on deck – Deck seal, PV breaker, mast riser, COW machine, etc
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Crew list
Cargo plan
MSDS (Material safety data sheet)
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DG list
Emergency contacts
General arrangement for LSA/FFA
Bunker tank location
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WHAT IS EGC? EGC is the system for broadcasting Maritime Safety
EGC – Enhanced Group Call: Info (MSI) & SAR related information messages to
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INMARSAT-C & MINI-C terminals, & support two way
Safety message received on INMARSAT-C
services
1) safety NET
WHEN TO TAKE A SIGHT?
Civil twilight 2) fleet NET
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GAS METERS:
Multi gas detector – sent ashore and cartridges replaced
O2 meter – spare gas is provided on board for calibration
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Radio warnings – Radio message to be sent if TRS suspected (SOLAS)
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Action:
Determine bearing and distance of storm centre:
Buy ballots law
Meteorological observations
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Radio information
Construct a plot:
Position of TRS
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Position of ship
Update as information available
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NORTHERN HEMISPHERE
Dangerous semi-circle – Put wind on starboard bow and make best speed
Navigable semi-circle – Put wind on starboard quarter and make best speed
In the path – Alter course to port as wind backs
SOURTHERN HEMISPHERE:
Dangerous semi-circle – Put wind on port bow and make best speed
Navigable semi-circle – Put wind on port quarter and make best speed
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In the path – Alter course to starboard as wind veers
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Difference between a TRS and Depression:
TRS DEPRESSION
TRS is seasonal i. Depression is round the year
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Occurs in tropical region ii. Forms at higher latitudes
Wind force less than 7 iii. Wind force more than 7
Require a sea temp. of 27 degrees and above iv. Does not depend on sea temp.
Moves from east to west v. Moves from west to east
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CRANE TESTING:
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ii. Lower limit - Lower the crane to max 250, check the alarm and
clinometers
iii. Horizontal limit - Turn the crane anti-clockwise (4m from ship's
hull with incline of 250, check the alarm and clinometers
iv. Abruptly stop - Press "Stop" button while working, check the
brake
II. Load Test:
i. Calculation for test weight:
a) Horizontal angle while loaded 250
b) Safety working load 25 tons
c) Load test applied 30 tons
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working length of hook
b) Lifting / Lower crane: lift the crane from Lower Limit to
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Upper Limit position, check the clinometers at max and min
c) Turn the crane: turn the crane from right to left while crane
at the Lower Limit and Upper Limit, check the clinometers at
max and min.
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The load test is considered acceptable if limit switch, clinometer are in good
working condition. No damage or deformation of crane or wire rope found during
testing process.
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secured or removed
II. Have all aerials, standing or running gear above and in the vicinity of
the operating area been lowered or secured
II. Has a windsock been hoisted where it is clearly visible to the helicopter
pilot
III. Has the officer of the watch been consulted about the ships readiness
IV. Does the leader of the deck party have a portable radio transceiver
(walkie talkie) for communicating with the bridge
V. Are the fire pumps running and is there adequate pressure on the deck
fire line
VI. Are fire hoses ready (hoses should be near to, but clear of, the operating
area)
VII. Are foam hoses, monitors and portable foam equipment ready
VIII. Are dry powder fire extinguishers available and ready for use
IX. Has a rescue party been detailed
X. If a man overboard rescue boat ready for lowering
XI. Are the following items of equipment available at hand:
i. Large axe
ii. Crowbar
iii. Wire cutters
iv. Red emergency signal/torch
v. Marshalling batons (at night)
vi. First aid equipment
XIII. Has the correct lighting (including special navigation lights) been
switched on prior to night operations
XIV. Is the deck party complete, ready, in position, wearing brightly colored
waistcoats and protective helmets, and are all personnel clear of the
operating area
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XV. Has the hook handler been equipped with helmet, strong rubber gloves
and rubber soled shoes to avoid the danger of static discharge
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XVI. Are landing / winching areas surveyed and proved clear of obstructions
Landing on board:
I. Is the deck party aware that a landing is to be made
II. Is the operating area free of heavy spray or seas on deck
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III. Have side rails and, where necessary, awnings, stanchions and other
obstructions been lowered or removed
IV. Are rope messengers to hand for securing the helicopter, if necessary
V. Have all personnel been warned to keep clear of rotors and exhaust
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II. For tankers, have all tank openings been secured following venting
operations
III. For gas carriers, have all precautions been taken to prevent vapour emission
on deck?
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High-Line Technique:
In certain weather conditions it may not bepossible to winch the helicopter Winchman or
the strop (rescue harness) from a position directly above a vessel to the vessel’s deck.
Under such circumstances a weighted rope extension to the winch wire may be lowered to
the vessel. This extension is known as a Hi-Line Heaving-in Lineand is connected via a
weak link to the aircraft’s winch hook.
When the Hi-Line technique is used, once the weighted line is placed on the deck, one
crew member must handle the line. He should take upthe slack on the Hi-Line and haul in
ONLY when instructed to do so by the helicopter crew by radio message or hand signal.
The Hi-Line must NOT be secured to any part of the vessel.
A second crew member should coil the slack line into a bucket or similar container clear of
obstructions. It is advisable for the handling crew to wear protective gloves to prevent
rope burns. If the helicopter has to break away during theoperation the line must be paid
out or, if necessary, released completely ensuring that the line passes clear outboard. As
the Hi-Line is paid out, the helicopter willmove to one side of the vessel and
descend.Normally the winchman will be winched out; theship’s crew should continue to
take in the slack.
As the winchman or strop approach the vessel the earthing lead or hook must make
contact with thevessel to discharge the static electricity before the vessel’s crew make
contact with the wire.Considerable effort may be needed when pulling the Winchman
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onboard. Once the casualty has been secured in the strop,the Winchman, if he is present,
or a member of the vessel’s crew, should indicate that all is ready by making a hand
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signal. The helicopter will commence to winch in the wire. As this occurs a crew member
should pay out the Hi-Line, maintaining sufficient firmness to prevent any swing. If the
operation involves a single recovery the Hi-Line should be released once the end is
reached. If further winching is required to take place then the crew member should
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maintain a hold on the Hi-Line and repeat the process for the next lift.
If multiple lifts are required two strops may be delivered with the hook and it is required
that a casualty is pplaced into both strops in the normal manner.
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a) Marine Casualty
b) Very Serious Casualty
c) Serious Marine Casualty
d) Marine Incident
e) A Serious Injury
f) Severe Pollution
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Ship?
Liferaft?
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Man in water?
Then I will take into account:
Weather
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Wave height
Strength of tide
Temperature of water
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II. New requirements for prevention of drug and alcohol abuse and
revised requirements on work and rest hours
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ECDIS
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V. New requirements for marine environment awareness, leadership and
teamwork
IX. New training guidance for persons serving on ships in polar waters
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4) SOLAS PACK A, B, C:
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xv. Instructions for survival s
1
xvi. Table of life-saving signals p 1
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xvii.Sea anchor & cord c 1
xviii.Scissors s
1
xix. Smoke signal p 2
xx. Seasickness bags c 6
xxi. Rescue bags s
6
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xxii.Knife (buoyancy) s 1
xxiii.Operational instructions e 1
xxiv.Paddles (set of 2) t
1
xxv. Repair kit s 1
xxvi.Bellows e 1
xxvii.Rescue quoit & line t
1
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p
c
s
p
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c
s
s
e
t
p
c
s
p
c
s
p
c
s
p
c
II. Standard equipment "SOLAS B PACK" - For passenger ships engaged
on short international voyages:
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i. Signalling lamp p 1
ii. Batteries (spare) c 1
iii. Bulb (spare) s
1
iv. Whistle p 1
v. Signalling mirror c 1
vi. Medicine box s
1
vii. Anti-seasickness tablets p 6
viii. Sponges c 2
ix. Instructions for survival s
1
x. Table of life-saving signals p 1
xi. Sea anchor & cord c 1
xii. Seasickness bags s
6
xiii. Rescue bags p 2
xiv. Knife (buoyancy) c 1
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xv. Operational instructions s
1
xvi. Paddles (set of 2) p 1
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xvii. Repair kit c 1
xviii. Bellows Rescue quoit & s
1
line s 6
xix. Water bags e 1
xx. SART radar transponder t
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p
c
s
p
c
s
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p
c
s
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p
c
s
p
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c
s
p
c
s
p
c
s
p
c
s
p
c
s
p
c
III. Standard equipment with "SOLAS C PACK" - Coastal navigation for
ships not engaged on international voyages:
i. Medicine box p 1
ii. Whistle c 1
iii. Hand flares s
1
iv. SART radar transponder p 1
v. Signalling mirror c 1
vi. Table of life-saving signals s
1
p
c
s
p
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c
s
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p
c
s
p
c
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s
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• Marine labour convention will enter in force from 20th August 2013. Every
vessel of 500GT and above on international voyages must comply with
MLC 2006
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6) CONTENTS OF BPG:
Part A
Guidance to masters and navigating officers:
I. Bridge organization
II. Passage planning
III. Duties of the officer of the watch (OOW)
IV. Operation and maintenance of bridge equipment
V. Annexes
Part В
Bridge Checklists:
I. Familiarisation with bridge equipment
II. Preparation for sea
III. Preparation for arrival in port
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IV. Pilotage
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V. Passage plan appraisal
VI. Navigation in coastal waters
VII. Navigation in ocean waters
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VIII. Anchoring and anchor watch
IX. Navigation in restricted visibility
X. Navigation in heavy weather or in tropical storm areas
XI. Navigation in ice
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Part С
Emergency Checklists:
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V. Sailing directions
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VIII. Nautical almanac
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IX. IAMSAR Volume 3
2) NOTICES TO MARINERS:
I. Annual summary of notices to mariners – Published every annually
II. Quarterly weekly notice to mariners – A weekly WNM which comes out
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3) MARINE NOTICES:
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I. MSN – MERCHANT SHIPPING NOTICES
iii. Enter details of correction week number at the back of the front
cover of the sailing direction book
iv. In sailing direction book write the week number at the bottom of
the page with pencil
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6) CONTENTS OF OCEAN PASSAGES OF THE WORLD:
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I. Shortest routes between ports and important positions
8) How would you know what T&P notices apply to your voyage
charts?
I. Annual summary of notice to mariners
ENC CHARTS:
I. Check marine quality objects for CATZOC (Category of zone of
confidence)
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BESIDE CHECKING THE SURVEY QUALITY YOU ALSO NEED TO CHECK THE
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FOLLOWING:
I. Edition of chart
IV. Cautions on the chart and sailing directions regarding shifting nature
of seabed
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II. Compare that number with the number written at the bottom of the
chart
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III. I will do it till I reach most recent cumulative notice to mariners and
compare the numbers at the bottom of the chart for past 2 yrs
NOTE:
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V. Write correction number at the bottom of the chart with pen
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VI. After writing the number on the bottom of the chart scratch
off the tracing
..
13)PUBLICATIONS:
I. Weather/Monthly Routing Chart – There are 12 of them for each
ocean region. They contain information such as recommended routes
with gc distances, ice limits, special areas, currents, TRS, wind roses,
fog probability, etc
II. Mariners Routing Guide –These are published for high traffic density
areas such as Chart 5500 for English Channel. They have general
recommendation for passage planning, VTS info, reporting
requirements, special rules for special class of vessel, DW routes, etc
III. IMO Ships Routing Guide –Contains list of IMO adopted TSS, diagram,
lat and long of all those TSS’s, deep water routes, areas to be
avoided and mandatory ship reporting system
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14)CONTENTS OF A TRACING:
I. Chart number
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II. Edition number
V. Correction itself
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I. Sailing directions
PASSAGE PLANNING:
1) MERCATOR CHARTS:
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Advantages:
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I. Distances are easily measured
2) APEM:
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I. Appraisal:
iii. UKC
iv. Weather
x. Ballast exchange
iii. ALRS
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iv. Tide tables
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v. Tidal stream atlases
x. BPG
II. Planning:
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vii. Mark call master point, DTG, reporting points, SBE and 1 hr
notice
viii. Relevant information as per sailing direction
x. Clearing bearings
III. Execution:
In this stage final changes to passage plan are made prior departure
such as:
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i. Updated weather and tidal conditions
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ii. Master’s charterer’s instructions might change
IV. Monitoring:
i. Consider which electronic charts will be used for the passage, ENC or RNC
data
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ii. Check areas where RCDS mode will be operated, identify whether
appropriate sets of paper charts are carried.
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iii. Check local requirements of coastal states that may require carriage of
additional publications or local charts (consult IHO website: www.iho-
ohi.net/english/home )
iv. Check that electronic charts have been updated to the most recent version
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and chart permit licences have been bought
v. Route check previous passage plans after chart updating to ensure that any
new dangers added don’t present a risk to the ship.
vi. Modifications to the passage plan may be necessary to accommodate new
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possible so all features of the chart can be readily identified and risk
assessed
viii. Ensure that the plan takes into account sufficient cross track error (XTE) to
accommodate any deviations for collision avoidance or currents.
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ix. Ensure adequate values are inputted for safety contour and depth alarms
x. Once the route has been planned, check the entire passage plan berth to
berth on a 1:1 scale by manually scrolling along the track
xi. If the route has been planned in conjunction with paper charts, cross-check
the distances between the paper chart and electronic passage plans to
ensure consistency
xii. Check that tidal information is up to date and correct
xiii. Check that the ETA has been updated
xiv. Check that accurate draft details have been entered
xv. Squat details should be considered
xvi. Make a back-up copy of the plan and save on a separate disk (usually USB
stick)
i. Check that the display has been set-up properly prior to sailing, otherwise
important information may not be displayed.
ii. Always operate ENC on the best scale possible to avoid crucial information
being auto-filtered and subsequently not being displayed.
iii. Avoid using ‘base display’ mode as this only displays the minimum amount of
features and information
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iv. Use ‘full display’ mode, but layers of information may need to be de-
selected to avoid cluttering the display with too much information.
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v. Auto-filter or ‘SCAMIN’ may affect the display as it tends to remove
information from the display if the best scale chart is not being used.
Operators should know how to select the best scale chart to avoid the auto-
filter feature removing information when using ENCs
vi. Ensure the GPS unit providing constant position fixing information to ECDIS
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has been updated with any relevant chart datum offset if the chart datum
used in the raster chart is different from WGS(84). Failure to do so may
result in positions being inaccurate
vii. Do not solely rely upon GPS position fixing when there are alternative
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when using ECDIS; these can include but are not limited to:
a) Visual bearings
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ix. Make use of the Marine Information Objects (MIO) capability to plot
electronically navigational warnings (e.g. NAVAREA warnings)
NFU mode: it’s separate from ship’s wheel. To put the RUDDER to 20° port, I move the
level to 20° to port. RUDDER comes to 20° port and control level return to midship. To put
the RUDDER amidships, I need to apply opposite helm direction by lever.
Master report:
• Dangerous ice
• Dangerous derelict
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• Sub freezing air temperature assisting with gale force, ice accretion
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• Gale force 10 or mere
• Name of master
• Name of adjuster
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• Date of adjusting
• Deviation curve
(Q) He'll ask you how to check the performance of the radar
(a)
Push the PERF MON button on the consol
Switch it to the 24 miles scale
Press and Hold the T.R. Monitor (This tests the transmission performance)
Use the "Data Wheel" to obtain 4 or Maximum arcs on screen
Release the PERF MON Button
Press the PERF MON Button again this will now check the T.X. Monitor (This checks the
receiving performance)
Collision bulkhead regulation
Regulations governing the collision bulkhead
SOLAS, The International Convention for the Safety of Life at Sea, requires that ships are
fitted with transverse watertight bulkheads to provide the ship with a certain measure of
survival capability should the hull be penetrated and the vessel suffering water ingress as
a result. The forward bulkhead is called the collision bulkhead and is meant to be a second
barrier in a collision resulting in bow plate rupture and water ingress to the forepeak area.
The collision bulkhead must be located not less than 0.05L or 10 metres, whichever is the
lesser from the forward perpendicular , and not more than 0.08L or 0.05L+3 m, whichever
is the greater (SOLAS 2014, Ch II-1, Reg 12.1). The regulations require that the bulkhead is
watertight from the bottom of the ship, up to the bulkhead deck. The collision bulkhead
may have steps or recesses, but no doors, manholes, access openings, ventilation ducts or
other openings can be fitted in the bulkhead below the bulkhead deck. There is only one
exception and that is a single pipeline which is allowed to penetrate the bulkhead for the
purpose of filling and emptying the forepeak tank.
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This pipeline must be fitted with a screw-down type of valve, capable of being operated
from above the bulkhead deck. This is commonly achieved by an extended spindle, while
newer vessels may be using actuators.1 The valve chest must be fitted directly on the
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collision bulkhead inside the forepeak tank. A flag administration may allow the valve to
be fitted on the after side of the bulkhead, if the valve is readily accessible in all
conditions and the space is not a cargo space. The valve must be of steel, bronze or other
approved ductile materials, ordinary cast iron is not an approved material in this context.
Observations and advice
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The purpose of the valve, and thus the reason for the strict regulations, is to ensure that
sea water cannot flow aft into the rest of the vessel if the bow plating in the forepeak
area of the ship is breached. During condition surveys of older vessels we have seen that:
• On board personnel are not aware of the existence of the valve or its purpose.
• The extended spindle has been found defunct or disconnected, at times partly due
to heavy corrosion within the forepeak tank.
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• The extended valve spindle cannot be located above deck, within the forecastle
area, as it is covered with stores, hawsers, wire slings, spare parts etc.
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safety features must be well maintained and be fully familiar to the people on board.
It is therefore important to ensure that the extended spindle is in good condition, that the
valve handle is well marked and readily accessible, and regularly operate it to a that the
valve handle is well marked and readily accessible, and regularly operate it to avoid
“freezing”.
1 Note that this circular is not addressing valves operated by actuators, only those
operated by manual, mechanical means.
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Horizontal Spacing Of Lights
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Dist. Between for’d & aft Masthead Lt not > 100m & not < ½ the L.O.A. of v/l
For’d Masthead Lt not > ¼ the length of v/l from stem
Other Lts not > 2m from fore & aft centreline in athwartship direction
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Fishing v/l outlying gear indicating lt not < 2m but not > 6m from all round R/W lt.
Shapes
Ball dia not < 0.6m
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■ New things on COSWP: (MIN 512)
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The full text of the new rules is as follows:
PART F – Verification of compliance with the provisions of the Convention
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Rule 39
Definitions
(a) Audit means a systematic, independent and documented process for obtaining audit
evidence and evaluating it objectively to determine the extent to which audit criteria are
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fulfilled.
(b) Audit Scheme means the IMO Member State Audit Scheme established by the
Organization and taking into account the guidelines developed by the Organization.
(c) Code for Implementation means the IMO Instruments Implementation Code (III Code)
adopted by the Organization by resolution A.1070 (28).
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Rule 40
Application
Contracting Parties shall use the provisions of the Code for Implementation in the
execution of their obligations and responsibilities contained in the present Convention.
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Rule 41
Verification of compliance
(a) Every Contracting Party shall be subject to periodic audits by the Organization in
accordance with the audit standard to verify compliance with and implementation of the
present Convention.
(b) The Secretary-General of the Organization shall have responsibility for administering
the Audit Scheme, based on the guidelines developed by the Organization.
(c) Every Contracting Party shall have responsibility for facilitating the conduct of the
audit and implementation of a programme of actions to address the findings, based on the
guidelines developed by the Organization.
(d) Audit of all Contracting Parties shall be:
(i) Based on an overall schedule developed by the Secretary-General of the Organization,
taking into account the guidelines developed by the Organization; and
(Ii) Conducted at periodic intervals, taking into account the guidelines developed by the
Organization
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