INSTRUMENTS

Sextant – A sextant is a navigation instrument that measures the angle

between an astronomical object and the horizon. It is used for celestial
navigation, which is the process of finding one’s position and direction by
observing the stars, the Sun, the Moon, and other celestial bodies.

 Used for vsa has and celestial NAv

 Errors of a sextant:
I. Adjustable errors:
i. Error of perpendicularity (1st error):
When index mirror is not perpendicular to the plane of instrument
error of perpendicularity occurs

Method to remove:
a) Hold sextant horizontally, frame up handle down
b) Set index arm almost half way through the arc
c) Look through the index mirror, true image and the reflected
image should be identical
d) If not adjust using 1st adjustment screw behind the index
mirror
 ii. Side error (2nd error):
If horizon mirror is not perpendicular to the plane of instrument side
error exists

Method to remove:
a) Hold sextant horizontally and look at horizon or look at a
distant object (star)
b) Set index arm at zero
c) Adjust using 2nd adjustment screw, at the back of horizon
mirror, lower screw

iii. Index Error:

If index mirror and horizon mirror are not parallel to each other error
of parallelism exists

Method to remove:
a) Hold sextant vertical and look at horizon or distant light source
b) Set index arm at zero
c) Adjust using 3rd adjustment screw, inner or higher at the back
of horizon mirror

II. Non-adjustable errors:

i. Prismatic error – 2 faces of the mirror not parallel to each other
ii. Shade error – Faces of shades not parallel to ground
iii. Warm and rack error – Caused by wear on the gearing rack
iv. Graduation – May be found on the arc, vernier or micrometer scales
v. Collimation – Axis of telescope not parallel to the plane of sextant
vi. Centering – Pivot of index bar not at the exact center of curvature of
the arc

VSA
Distance miles = 1.854 × height of object metres/ Sextant angle in minutes

MAGNETIC COMPASS
1) MAGNETIC COMPASS:
 There are 2 types of compass cards:
I. Dry card:
i. Made up of rice paper
 ii. Consists of 7 needle magnets suspended underneath the
card via silk threads due to which compass points to North
II. Wet card:
i. Made of mica or plastic
ii. Consists of one ring magnet due to which compass points to
North

 Liquid inside the bowl is ethyl alcohol and water in the ratio 2:1
 Why do you have that liquid?
I. It provides damping effect
II. Acts as antifreeze till -30 degree celcius
III. Prevents liquid from evaporating
 What to do if you get a bubble?
I. Turn the bowl upside down and bring filling cap up and top it up
with pure alcohol
II. If there is no filling cap then inject it with a syringe

 What is the trouble with the bubble?

I. Restricts card movement
II. Loss of flotation
III. Optical error while taking a reading

 What is binnacle made of?

Any non magnetic material such as wood, fibre, brass, plastic

 What is bowl made of?

Brass or glass
 What maintenance will you carry out on a magnetic compass?
I. Take compass error every watch
II. No electrical installations around the compass within 1.5m
III. Check for structural changes around the compass
IV. Check location of corrector magnets (back of deviation card)
V. Check free movement of the card (deflection error) and gimble
VI. Report any problems to the master

 What will you do if compass bowl breaks?

I. Replace it with the spare bowl kept upside down in the navigation
locker
II. Do not calculate the deviation because deviation is in the ship

 What corrector magnets are soft and what are hard?

I. Soft – Flender bar and Kelvin balls
II. Hard – Fore and aft hard iron magnetic correctors, Athwartship
hard iron magnetic correctors and Heeling error bucket

 How is expansion of liquid compensated for?

 By an expansion chamber at the bottom of the bowl

HYDROMETER:
Hydrometer is used to measure density of dock water (DW)
Units of density of water – T/M3

Hydrometer is used:
I. For a draft survey – Loading/unloading a ship
II. To calculate dock water allowance (DWA) – DWA is calculated to
find out how much loadline will submerge in port

Formula for - DWA = FWA X (1025 – DW density)

25
 STEPS TO BE FOLLOWED WHEN USING A HYDROMETER:
I. Hydrometer should have a certificate for marine use
II. Check the physical condition of hydrometer, scale, floating bulb
and weighted bulb should not be cracked or damaged
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
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
VII. Let water settle down
VIII. Put hydrometer in bucket and give it a slight spin to break surface
tension
IX. Make sure hydrometer doesn’t touches the sides of the bucket
X. Take the reading from the lower meniscus
Mason’s Hygrometer

b
A myson hygrometer is a type of hygrometer that measures the humidity and
temperature of the air. It is used to measure the amount of water vapor in the
air, which is also known as the relative humidity
-A myson hygrometer consists of two thermometers
- one with a dry bulb and one with a wet bulb.
-The wet bulb is covered with a moist cloth and connected to a water
reservoir.
- Stevenson screen must be painted white in colour.
- 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.

Dew point temperature

The temperature at which air becomes saturated is known as Dew point temperature.
Reasons to find Dew point temperature
To find out if fog is going to be experienced. Mostly Advection fog. (warm air blows over a
cooler surface or water)
Reasons to find out relative humidity
To find out if there is need for the holds to be ventilated or any cargo likely to absorb
moisture from air which is to be loaded at low moisture content.

HYGROMETER:
Hygrometer is used
I. To calculate humidity in air and predict fog
II. To decide whether to ventilate or not

 Why is dry and wet bulb kept in Stevenson screen?

Dry and wet bulb are kept in Stevenson screen to prevent it from sudden
gust of wind and variable evaporation rate. It is placed at least 1.5m
above deck.

*What is dew point temp.-

Dew point temp is a measure of how much moisture is in air. Higher the
dew point temp., more the humid air is. Lower the dew point temp, drier
the air is.

 How to predict fog?

I. Take the dry bulb and wet bulb temperatures from windward side
- for any given time
II. Calculate their difference known as depression of wet bulb
III. Get the dew point temperature from dew point temperature table
using dry bulb temperature and depression of wet bulb
IV. Get sea temperature for that time from engine room (E/R)
V. Plot these temperatures against time axis for every hours
VI. Extend these lines, dew point temperature and sea temperature
meet each other that is the predicted time of fog

Errors of hygrometer
- Calibration: Hygrometers need to be calibrated regularly to ensure accuracy.

- Drift: Hygrometers may drift over time due to changes in temperature,

pressure, or exposure to dust, dirt, or chemicals.

 DEFITNITIONS:
Humidity – Quantity of water vapor present in the atmosphere
Relative humidity (RH) – It is the percentage ratio of present water
vapour a sample can hold to the maximum quantity of water vapour that
sample can hold at that temperature
Dew point – When RH is 100% saturated

 Hot to decide ventilate or not?

Cold to Hot – Ventilate NOT
Hot to Cold – Ventilate HOLD

PRECISION ANEROID BAROMETER (PAB):

A precision aneroid barometer is a type of barometer that measures
atmospheric pressure without using any liquid. It consists of a metal
chamber that is partially evacuated and changes its shape according to
the pressure changes.

Errors of PAR
Index error: This occurs when the pointer does not indicate zero when
the barometer is exposed to a known standard pressure, such as the
atmospheric pressure at sea level. This error is mainly caused by the
mechanical parts of the barometer, such as the tension of the spring,
To correct this error - the barometer should be calibrated periodically
by comparing it with a standard barometer or a dead-weight piston
gauge.

Height error: This occurs when the barometer is moved to a different

altitude, causing a change in the atmospheric pressure.
To correct this error - the barometer should be adjusted to an
equivalent sea-level pressure by using a formula that takes into account
the height difference and the temperature of the air
 How to use a PAB?
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
III. Stop when green light breaks
IV. Take the reading, if a reading is between two readings then take
the odd one
V. Apply calibration correction (issued by met office)
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.

 What is diurnal variation of pressure?

Atmospheric pressure for any region changes from maximum to
minimum everyday. There are 2 maximum and 2 minimum pressures for
any region at very nearly the same times each day. Maximum is about
2200hrs and minimum at about 0400 and 1600hrs
The variation in pressure is called diurnal variation of pressure

 Why do you monitor pressure on board?

Pressure is monitored on board in order to know the diurnal variation of
pressure in the position of the ship.
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
The Barometer

It is an instrument used to measure the atmospheric pressure. The average atmospheric

pressure at sea level is 1 Bar which when divided into 1000 parts each called millibar (mb).
The average pressure at sea level would be 1013mb.
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.

Error of barometer
- Height of eye correction - To apply height correction to a barometer in ships, we need to
know the elevation of the ship above sea level and the standard atmospheric pressure at
sea level.
-The height correction is the difference between the actual pressure at the ship and the
pressure that would be measured at sea level. The higher the elevation, the lower the
pressure, and vice versa
- Index error - The only way to check the Index error is compare the heading with an
accurate one.
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.
Index error
It depends on the care taken to manufacture it, 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
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.

Barograph

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.

DIFFERENCE BETWEEN BAROGRAPH AND BAROMETER

Variation:
 Definition: Variation, also known as magnetic variation or magnetic
declination, is the angle between true north (geographic north) and magnetic
north (the direction a magnetic compass points).
 Nature: Variation is a natural phenomenon and varies based on geographic
location. It is caused by the Earth's magnetic field not aligning perfectly with
its geographic axis.

Deviation:
 Definition: Deviation refers to errors introduced in the magnetic compass
readings due to local magnetic influences on the vessel itself. These influences
can be caused by the vessel's structure, equipment, and other magnetic fields
aboard.
 Nature: Deviation is specific to each individual compass and vessel
Azimuth
Azimuth is the angle between North and a celestial body, measured clockwise
around the observer's horizon. It determines the direction of the celestial body. For
example, a celestial body facing North has an azimuth of 0º, one facing East 90º,
one facing South 180º, and one facing West 270º.
Amplitude

Amplitude is the azimuth of a body when it's on the observer's rational

horizon. This happens when the body is rising or setting.

Azimuth ring is accurate

- we need to compare the readings of the azimuth ring with a known true
north or a celestial object.
- We can use a compass, a GPS, or an astronomical almanac to find the
reference direction.
- Then, we need to align the azimuth ring with the reference direction
and check if the pointer indicates zero or the correct angle.
 - If not, you need to adjust the pointer or calibrate the azimuth ring using
a standard barometer or a dead-weight piston gauge. You can also use a
spirit level to make sure the azimuth ring is level and not tilted

SYNOPTIC CHART (WEATHER)

WEATHER

 Cirrocumulus: Ci
 Cirrostratus: Cs
 Altocumulus: Ac
 Altostratus: As
 Nimbostratus: Ns
 Cumulus: Cu
 Cumulonimbus: Cb.

Fronts
Low presseur
In a low pressure area winds rotate in the anti-clockwise direction
around the centre of the system, which is suggestive of some
weather in terms of precipitation, clouds, rise in temperatures and
strong winds.

High presseur

In the Northern Hemisphere, high pressure systems, also known as

anticyclones, can cause the following weather conditions:
 Light winds: Winds in a high-pressure zone blow clockwise in the Northern
Hemisphere.
 Clear skies: The air is not rising and forming clouds.
 Settled weather: The air is descending, which reduces the formation of cloud.
 Comfortable weather: The weather remains comfortable.

Warm front
A warm front is a transition zone where a warmer air mass replaces a cooler
air mass. Warm fronts generally move from southwest to northeast.
Cold front
A cold front is the leading edge of a cooler mass of air that replaces a warmer
mass of air. It often forms behind an extratropical cyclone.
A cold front forms when:
 A cold, dense air mass pushes under a warm, lighter air mass
 The warm air is forced to rise
 The moisture in the warm air mass rises, cools, and condenses

Ocluded front
An occluded front is a type of weather front that forms when a cold front
overtakes a warm front.
This happens when a warm air mass gets caught between two cold air masses. The
warm air mass rises as the cool air masses push and meet in the middle.
Warm sector
 Is located between the warm and cold fronts of a storm
 Is typically warmest air bounded by the cold and warm fronts of a cyclone
 Is a tongue of relatively warm air of tropical or old polar or maritime origin
 Is eventually occluded
 Diminishes in size and ultimately disappears at the surface as the result of occlusion
Within the warm sector, pressure, wind, and temperature remain fairly steady. The
cloud near the fronts thickens and the frontal zone becomes broader, which means
that rain is more prolonged, becoming heavier nearer the front.

Trough
In weather forecasting, a trough is an elongated area of relatively low pressure,
and a ridge is an elongated area of relatively high pressure. Troughs and ridges
are pressure field qualities that can be noticed on a weather map.
Troughs are found in low-pressure locations, whereas ridges are found in high-
pressure areas. Troughs generally occur before a cold front.
Troughs and ridges are important features in predicting the weather. They can tell
you whether:
 Rain or snow is on the way
 Dry conditions are likely
 A shift in the wind is approaching
  Clouds are approaching

TRS (Tropical revolving storm):

Signs of a TRS:
Moist unstable air
Sea temperature of 27 degrees
Barometer reading:
3mb below average – TRS in vicinity
5mb below average – TRS within 200nm
Wind speed:
250 miles from center – light winds
150 miles from center – force 8
<70 miles from center – force 12
Wind direction - Unexpected change in wind direction
Red/copper sky upto 500miles away
Clouds - Cirrus clouds bearing in direction of storm
Cumulus/Altostratus can also be seen
Swell - Pronounced swell from unexpected direction upto 1000 miles away
Humidity – heavy humid atmosphere
Storm tides – 3-5m higher than expected
Radio warnings – Radio message to be sent if TRS suspected (SOLAS)

Action:
Determine bearing and distance of storm centre:
Buy ballots law
Meteorological observations
Radio information
Construct a plot:
Position of TRS
Position of ship
Update as information available

Determine/predict the path of storm:

Radio information
Plotting information
History of previous TRS’s
40 degrees either side of track
Determine the vessel’s relative position:
Pressure falling – vessel in ‘advance’ of TRS
Pressure rising - vessel at ‘rear’ of TRS

WIND DIRECTION NORTHERN HEMISPHERE SOURTHERN HEMISPHERE

Wind ‘veers’ Dangerous semi-circle Navigable semi-circle
Wind ‘backs’ Navigable semi-circle Dangerous semi-circle
Wind ‘steady’ In the path In the path

Manoeuvre according to rules:

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
In the path – Alter course to starboard as wind veers

Difference between a TRS and Depression:

TRS DEPRESSION
TRS is seasonal i. Depression is round the year
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
TRS recurves vi. Does not recurve
TRS dies out when hits land vii. Sustains on land
Occurs due to Coriolis Effect viii. Forms due to jet streams
APEM
Appraisal stage
Master is responsible for passage planning passage. passage planning is done
from berth to berth and it is done in a safe manner that no danger will occur in
voyage.
there are four stages
1.appraisal
2.planning
3.execution
4.monitoring
In appraisal stage the gather all the relevant information for the VOYAGE for
the safe passage
1. ETA and etd
2. ukc
3. weather
4. load line ZONE
5. TIDE AND CURRENT
6. charters instruction seven
7. departure draft
8. Balast exchange
9. special area
10.master standing order
And for these information we refers to different charts and Publication
which are
1. navigation charts
2. notice to Mariner
3. sailling direction
4. admiralty list of light and Fog signal
5. mariner handbook
6. Ocean passage of the world
7. guide of Port entry
8. company SMS manual

PLANNING
when the appraisal stage is completed designated navigating officer will carry
out the planning process.
1. Plot the passage on the appropriate chart and mark clearly on the largest
scale of chart all areas of dangers
2. mark initial and final point
3. draw free hand route as required by sailing direction
4. mark no go areas
5. decide way point
6. draw course and distance
7. call Master point, reporting point and 1hr notice points
8. relevant information as per sailing direction
9. contigency encourage
10.abort point
11.clearing bearing
12.parallel indexing

Execution

When you finish with the passage planning and then you get your ETD, you can
calculate your ETA. IN this stage final changes to the passage are made prior to
departure such as one
1. update weather and tidal condition
2. fuel requirement
3. security concerns/piracy warning
4. latest weekly notice to Mariner required
5. Point a to point-b ETA
6. final draft
7. master and charter instruction might change
8. manning level might change
9. navigational equipment might change
10.cargo related division

Monitoring

In this stage we monitor or passage during passage by

checking position by
1. Visually
2. Celestial
3. electronic mean by GPS
4. bearing
5. Ranges
6. transit bearings
7. parallel indexing
8. radar ranges and depth controls

1. we also check the weather and navigational warnings

2. RPM and ETA
3. Security
4. continuous depth monitoring

Publications

1) LIST OF MANDATORY PUBLICATIONS:

Tide tables
Admiralty Tide Tables are published by the United Kingdom
Hydrographic Office (UKHO). They contain information on:
 Height and timing of high and low waters
 Tidal stream information
 Departure and arrival times
The tables cover 500 standard and 5,700 secondary ports in the following areas:
 UK and Ireland
 Europe
 Indian Ocean
 South China Sea
 Pacific Ocean
The tables are published in four volumes, which are re-published annually. The
volumes cover:
 Volume 1: United Kingdom and Ireland, including European Channel Ports
 Volume 2: Europe (excluding United Kingdom and Ireland), the Mediterranean Sea,
and Atlantic Ocean
 Volume 3: Indian Ocean and South China Sea
Tidal Stream Atlases
A tidal stream atlas is a booklet that predicts the direction and speed of tidal
currents. It's a quick and visual way to understand the tidal stream in a particular
area of water.
A tidal stream atlas usually contains:
 12 or 13 diagrams, one for each hour of the tidal cycle
 Arrows that indicate the direction of the flow at that time
 Arrows of various thicknesses that show the approximate rate of the tidal
stream
 Figures against the arrow that give the rates in tenths of a knot

IAMSAR
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
Vol 3: mobile facilities

SEARCH AND RESCUE PROCEDURE AS PER IMSAR VOL 3:

Section 1: overview-responsibilities:
  If you are in doubt you have to go for assistance
 Think your own safety first
 Why MRCC controls the distress:
Man power
Trained
Common methods
Section 2: rendering assistance:
 Searching
 Rescuing

Lookout: day time high top (monkey deck)

Night time (bow or if possible sea level)

Section 3: on-scene co-ordination

OSC: Its designated by MRCC but first ship will be OSC until its chosen by MRCC
Duties of OSC:
 Communication between on scene and shore
 Ensure the operation is safe
 Keep a log: weather and sea state
Search results and date
Action taken
 Details the record
 Report all info to MRCC
International code of signals

ALRS
The Admiralty List of Radio Signals (ALRS) has several volumes,
including:
 Volume 1: Maritime Radio Stations
 Volume 2: Radio Aids to Navigation, Differential GPS (DGPS), Legal Time, Radio
Time Signals
  Volume 3: Maritime Weather Services, Safety Information broadcasts, Worldwide
NAVTEX and SafetyNET information
 Volume 5: Global Maritime Distress and Safety System (GMDSS)
 Volume 6: Pilot Services, Vessel Traffic Services & Port Operations – Central &
South America & Caribbea

OCEAN PASSAGE OF THE WORLD

Ocean Passages for the World (NP136) is a book that helps plan deep-sea
voyages on most major routes. It includes:
 Routing details for powered and sailing vessels
 Individual chapters on each of the world's oceans
 Advice on winds, weather, climate, seasonal factors, currents, swell, and
ice hazards
 The shortest routes between ports and important positions
 Notes on weather and other relevant factors that may potentially affect
passages
 The sailing directions for numerous commonly used navigation routes
 Distances between major ports
 The busiest areas and ports and the most frequently used routes between
these areas and ports in a graphical and tabular format
The book's content is prepared so that it can be used in planning any deep-sea
voyage.

CONTENTS OF OCEAN PASSAGES OF THE WORLD: OPW

I. Shortest routes between ports and important positions
II. Routing details for powered and sailing vessels
III. Chapters on each of the world’s oceans
IV. Advice on winds, weather, climate, currents, swell, ice hazards
OPW IS FOR OCEAN PASSAGES

ROUTING CHARTS
Routing charts are used to plan ocean voyages.
  Routes and distances between major ports
 Ocean currents
 Ice limits
 Load lines
 Wind roses
 Expected meteorological and oceanographic conditions for each month of
the year
Routing charts are also known as pilot charts. They are organized per region per
month.
There are five routing charts that cover the world's oceans: North Atlantic,
South Atlantic, North Pacific, South Pacific, Indian Ocean.
All 12 monthly versions of the chart are published simultaneously.

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

NOTICES TO MARINERS: NM
I. Annual summary of notices to mariners – Published every annually
II. Quarterly weekly notice to mariners – A weekly WNM which
comes out with additional sections at the end of 3 months
III. Cumulative notice to mariners – Published every 6 months
(includes chart correction numbers for last 2 yrs + current edition
of all publications)
IV. Weekly notice to mariners – Published weekly

SECTIONS OF WEEKLY NOTICE TO MARINERS WNM:

Every Cunt Needs Sex Like Animals
i. Explanatory notes and exit charts ie charts to be published
and withdrawn
ii. Index of charts affected, T&P and permanent corrections to
charts
iii. Reprints of navigational warnings
iv. Sailing directions – Corrections
 v. List of lights and fog signals - Corrections
vi. ALRS corrections
vii. Hydrographic note

MARINE NOTICES: M notices

I. MSN – MERCHANT SHIPPING NOTICES
msn are used to convoy mandatory information that must be
complied with under UK legislation. These msn relate to statutory
instruments and contain technical details of such regulations
ex:-Mlc hour of work & PPE regulations
II. MGN – MARINE GUIDANCE NOTICES
Mgn give guidance and recommendations about best practice to
industry an interpretation of law & general safety advice
Ex:-keeping safe navigation watch
III. MIN – MARINE INFORMATION NOTICES
Min give information that’s valid short period of time and is
relevant to a small group of people ex:-mca time table
Code of safe working practices for merchant seafarers
ALL M-NOTICES ARE WHITE IN COLOUR
2) CONTENTS OF ANNUAL SUMMARY OF NOTICES TO MARINERS: ANM
I. ANM Part-1 contains notices 1-26 and list of valid T&Ps
II. ANM Part-2 contains list of valid corrections to sailing directions in
force.

The notices advise mariners on important matters related to:

 Ship's navigation
 Hydro graphic information
 Aids to navigation
 Changes in shipping channels

SAILING DIRECTIONS: SD
I. Also referred as pilot books, sailing direction amplifies chart
information
 II. It contains landscape pictures as well as information on
navigational hazards, buoyage, meteorological data, details of
pilotage, regulations, port facilities and guide to major port entry

HOW TO CORRECT SAILING DIRECTIONS:

i. Remove whole section 4 of latest WNM
ii. File it in sailing direction correction folder
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
v. Every 3 months update the list of valid corrections to sailing
direction in the correction folder

SAILING DIRECTION IS FOR COASTAL PASSAGES

Mariner’s Hand book NP100

The Mariner’s Handbook includes
• Guidance to assist mariners in navigational training and active bridge
procedures. Information includes charts and their use, the communication of
navigational information, the maritime environment, restrictions to navigation
and maritime pollution and conservation.
• Simple tabular layouts to help users quickly locate essential information,
with images to aid the understanding of complex subjects
• ADMIRALTY QR codes for quick access to a list of all Notices to Mariners
(NMs) that affect the publication

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
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

CHART CORRECTION
3) HOW WILL YOU ASCERTAIN RELIABILITY OF A NAVIGATIONAL CHART:
PAPER CHARTS:
I. Go to source data diagram on the chart
II. Look at the year of survey and scale of survey
III. Go to 1st section of mariners handbook for quality of survey

ENC CHARTS:
I. Check marine quality objects for CATZOC (Category of zone of confidence)

BESIDE CHECKING THE SURVEY QUALITY YOU ALSO NEED TO CHECK THE
FOLLOWING:
I. Edition of chart
II. Scale of chart
III. Chart correction status
IV. Cautions on the chart and sailing directions regarding shifting nature of
seabed

4) How will you know that paper chart is corrected up to date?

I. Look for the last correction number in section 2 of WNM
II. Compare that number with the number written at the left side of the bottom
of the chart
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
IV. Also check T&P for voyage charts

NOTE:
Temporary Lighthouse is temporarily unit
Preliminary A jetty is being extended. although the entire length is not yet extended,
works are in progress
Instead of large correction A preliminary notice may be sent, to be made
permanent after the construction is complete

5) HOW TO CORRECT A CHART? (NP1331A –Paper chart maintenance

record)
 I. Remove cancelled charts using WNM section 1 and also remove these
from chart correction folder
II. Using section 2 of WNM enter chart correction numbers in the chart
correction log
III. Write correction range on top of each tracing pack
IV. Correct the charts
V. Write correction number at the bottom of the chart with pen
VI. After writing the number on the bottom of the chart scratch off the
tracing
VII. Correct T&Ps for voyage charts

PLAIN VS RUMBLINE
Plain Sailing:
1. Definition:
 "Plain sailing" traditionally refers to straightforward and easy navigation without
complications. It may also be used in a broader sense to describe any straightforward
or uncomplicated activity.
2. Navigation Context:
 In a more specific navigational context, "plain sailing" can refer to navigation along a
constant compass course without making adjustments for the Earth's curvature. This
assumes a flat Earth model for simplicity.
3. Great Circle vs. Rhumb Line:
 Unlike rhumb line sailing, plain sailing does not necessarily follow a great circle route.
Instead, it involves sailing along a line of constant compass bearing, which may not
represent the shortest distance between two points.
4. Simplified Navigation:
 Plain sailing is often used in a colloquial sense to describe situations where navigation
is uncomplicated, and adjustments for factors like the Earth's curvature are minimal or
ignored.

Rhumb Line Sailing:

1. Definition:
 Rhumb line sailing involves following a rhumb line, which is a line on the Earth's
surface that maintains a constant compass direction, or in other words, a constant
course.
2. Navigation Context:
 In the context of navigation, especially on a Mercator chart, rhumb line sailing is a
method where a straight line (the rhumb line) is plotted between two points on the
chart, and the course is maintained along this line.
3. Constant Compass Course:
 The key characteristic of rhumb line sailing is that the course is kept constant
throughout the journey. This makes it easy for navigators to follow a straight line on a
chart, simplifying course planning.
4. Distances and Bearings:
  Distances along a rhumb line can be measured directly on a Mercator chart, and the
compass bearing remains constant. This makes rhumb lines convenient for planning
and executing courses on charts.

MERCATOR SAILING
1. Mercator Projection:
 The Mercator display is a cylindrical map projection that represents
lines of constant compass bearing as straight lines. This property is
especially valuable for navigation because it allows sailors to plot
straight courses on the chart.
2. Rhumb Lines:
 Mercator sailing is based on the concept of rhumb lines, which are lines
on the Earth's surface that maintain a constant compass direction. On a
Mercator chart, a rhumb line appears as a straight line, making it easy
to follow.
3. Constant Compass Course:
 When navigating using Mercator charts, a constant compass course
corresponds to a straight line on the chart. This simplifies the process
of planning and following a course between two points.
4. Course Plotting:
 Navigators using Mercator sailing techniques can plot a course by
drawing a straight line (rhumb line) between the departure and
destination points on the Mercator chart. The compass course is
constant along this line.
5. Latitude and Longitude Grid:
 Mercator charts have a grid of equally spaced parallel lines of latitude
and longitude. The spacing of the latitude lines increases as one moves
away from the equator, reflecting the distortion inherent in the
Mercator projection.
6. Distance Measurement:
 Distances on a Mercator chart can be measured accurately along the
rhumb lines. However, it's important to note that the Mercator
projection introduces distortion in areas farther from the equator,
which can result in the exaggeration of sizes.
7. Use in Navigation:
 While Mercator charts are widely used for navigation, especially in
smaller-scale charts covering large areas, they have limitations in
representing areas near the poles with high accuracy. For polar
navigation, other projections or specialized polar charts may be more
suitable.
GREAT CIRCLE SAILING

Great circle sailing takes advantage of the shorter distance along the great circle
between two points, as compared to the longer rhumb line. In practice, great circle
sailing almost always uses a series of rhumb lines of different bearings to
approximate the arc.
The advantage of a great circle is the shorter distance. However, depending on
latitude, there could be several disadvantages, including: Colder weather, Stronger
winds, Higher seas, Icebergs

GREAT CIRCLE ON ECDIS

I will use the great circle function on an ECDIS when you want to save time and
fuel by sailing the shortest distance possible between two distant points,
especially when crossing oceans or large bodies of water. However, you should
also consider the factors that may affect your sailing, such as weather,
currents, traffic, regulations, and safety

GENOMONIC CHARTS

1. LATS and LONGS appear as a same curve.

2. GC tracks appear as a straight lines.
3. Rhumb lines tracks appear as curved lines.
4. Mostly used for great circle sailing

How to Transfer GC TO MERCATOR

1. Plot Great circle track on gnomonic chart.

2. Mark waypoints on 5 degree to 10 degree longitudes as per latitude
3. Write down way points lat/long on a sheet.
4. Collect all Mercator charts for the passage.
5. Lay down way points on Mercator charts.
LEADING LIGHTS
When two lights at different ranges which have to be kept in vertical line to
keep the vessel on a safe track. This is frequency used for entering and leaving
ports
SECTOR LIGHTS
It provide the mariner with a real time indication of weather the vessel is in a
safe area when approaching or passing land or a navigational danger
- The vsl views a green or red light then the vsl has drifted into a
dangerous area.
CLEARING BEARING
A minimum or maximum bearing of a given object which must not be crossed if
the vessel is to remain on a safe track.

LUMINOUS RANGE

The maximum distance at which a light can be seen in the prevailing

atmospheric conditions.
- It depends on the intensity of the light, the transparency of the air, and the
contrast between the light and the background.
-Luminous range can be calculated using a table or a formula that takes into
account the nominal range and the atmospheric visibility34 .

NOMINAL RANGE

- The maximum distance at which a light can be seen in clear weather.

- It depends on the power of the light and the curvature of the Earth.
- it is usually given in the nautical chart or the list of lights for each light.

GEOGRAPHICAL RANGE

The greatest distance at which an object or a light source can be seen under
conditions of perfect visibility
FIRE

BPG
The Bridge Procedures Guide (BPG) is a publication by the International
Chamber of Shipping (ICS). The BPG's content includes:
 Passage plan: A comprehensive passage plan is essential for safe navigation.
  Operation and maintenance of bridge equipment: Operators should understand the
importance of effective bridge procedures to support safe navigation and efficient ship
operations.
 Bridge management: Good management of bridge procedures combines clarity of
purpose, such as communicating navigation decisions.
 Appraisal: Appraisal is the gathering of all information relevant to the voyage or
passage.
 Logbooks: Check the latest entry of the logbook while taking over the watch.
 Navigation and control of the vessel: Coastal waters navigation is extremely
important for a vessel's safe passage.
 Surveillance of the ship: Inadequate watchstanding can set a vessel aground.
Other topics covered in the BPG include:
 Bridge organization
 Duties of the officer on watch
 Operation and maintenance of navigational equipment

LOADING CARGO

Enclosed space
1.Conducting a risk assessment and obtaining a permit to enter the space.
2.Isolating the space from any sources of hazards, such as pipes, valves,
pumps, or electrical equipment.
3.Ventilating the space prior to entry 24 hrs, to remove any harmful gases or
vapors and to provide fresh air.
4. identify the task to be carried out and designated roles of person entering.
5.Testing the atmosphere of the space should be carry out using multigas
meter.
6.Wearing suitable personal protective equipment (PPE), such as gloves, boots,
helmets, goggles, and respiratory devices.
7. the resuce equipment ready as per checklist- SCBA,EEBD, STRETCHER,
RESCUSITATOR, FIRST AID BOX, TRIPOD, FOR HEAVING AND INTENSICALLY
TOURCH.
8. Desgnated person should be stand by near the enclosed space with wakki
talkki.
9. sign the permit
10.inform the bridge and ENGINE room before entry, note dowṣn the time.

tanks scope is a device that measures the hydrocarbon gas content in an

inerted atmosphere
o2 analyser is a device that measures the concentration of oxygen in a given
atmosphere
Depature check list
Arrival checklist
Pilotage checklist

DUTIES WHEN PILOT ON-Board

- To assist the master and the pilot in the navigation and maneuvering of
the ship, and to follow their orders and instructions.
 - To maintain a proper lookout and to monitor the traffic situation and the
radar display.
- To communicate with the pilot, the master, the engine room, the VTS,
and other stations as required, and to log all the communications.
- To check the compass error and the gyro repeater alignment, and to
report any discrepancy to the pilot and the master.
- To keep the charts, publications, and navigation aids updated and ready
for use, and to plot the ship’s position and progress.
- To operate the helm and the signaling apparatus as directed by the pilot
and the master, and to report any malfunction or failure.
- To record the pilot’s name, license number, boarding and disembarking
time, and any remarks or incidents in the log book.
- To inform the master and the pilot of any abnormal or hazardous
conditions, such as weather, visibility, tide, current, draft, or equipment.
- To ensure the safety and security of the ship, the crew, and the pilot,
and to follow the emergency procedures if necessary

RIGGING OF PILOT LADDER

1.carry out rish assessment

2.note down height above water level
3.carry out Toolbox talk with deck hands
4.ensure proper housekeeping
4.1. area should be liminated in night
5.all person should wear proper PPE also use safety harness for fall prevention
device
6.first check ladder should be in good condition and free of oil and Grease
7.check lifeboy with light is ready
8.heaving line is ready
9.lower ladder and Secure to the strong POINT on Deck also attach a retention
line
10. lower gangway make sure it should be at least 2 m above the lower ladder
and the Gange platform perpendicular to the ladder
11. secure Gangway to a strong point on ship side
12.secure ladder using magnets on ship side
13.Rig man rope on both side of the ladder minimum 28 mm maximum 32 mm
14.ensure pilot should be wearing ppe while boarding

Costal Navigation
Call Master
HANDOVER and Takeover Bridge watch
During any watch handover the following information should be discussed
ANCHORING
Anchoring
Put proper PPE / take company check list
Check communication with bridge including talk back system
Check with master which anchor and how many shackles are to be lowered
Ensure competent person is operating winch
Take quick risk assessment
Ensure sufficient tools like crow bar, hammer, oil can etc are brought and kept standby
Ensure crew is wearing proper PPE as per COSWP
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

Grounding
Action in case of Collision
Spring and Neap

SQUAT AND INTERACTION

It is the bodily sinkage of the vessel when making way.
Most noticeable in shallow waters.
When travelling in shallow waters at speed, the speed forces the water at the beam to gain
acceleration and decreases pressure.
Squat effect can be minimized by lowering the speed.
Due to pressure drop the vessel will sink deeper into the water.
Signs of Squat
Large increase in bow and stern waves.
The ship becomes sluggish and difficult to maneuver.
Change in UKC.
Reduction in Rpm/Speed/.

Increased vibration.
 Load Line

“Load line is a special marking positioned amidships which depicts the draft
ard side of the vessel and the maximum300 permitted limit in distinct types of waters to
which the ship can be loaded.” When the load line is drawn over the output
FORWARD
characteristic curve in a graph, it makes contact at a point known as the
operating point/ quiescent point or Q-point. Assigned
Freeboard
The purpose of the load line is to ensure that a ship has sufficient freeboard
(the height from the waterline to the main deck) and thus sufficient reserve
buoyancy LTF
(volume of ship above the waterline). It should also ensure
adequate stability and avoid excessive stress on the ship’s hull as a result of
overloading.
LF TF
LT
A load line, also called Plimsoll mark, is a marking indicating the extent to
which the weight of a load may safely submerge a ship, by way of a
FWA
LS
waterline limit. F
300 T
- Verified by classification society/ authorisied by flag state
FWA 1/48th
Summer
draught
LW S

1/48th
Summer
 - International loadline certificate by administration for 5 yr

- Prepare survey and issue loadline certificate,

The loadline mark is at mid ship

The free board deck is uppermost continuous deck
Measurements are in mm and all lines are 25mm thick
The position of the line is the top of the line
Adequate structural strength. Protection of safe means of access for the
crew. Watertight integrity of ship's hull below freeboard deck.

DUTEIES ON BULK CARRIER

When taking over the watch in a bulk carrier while loading, I would
check and confirm the following:
The ship’s position, mooring, and fendering arrangements
The ship’s draught, trim, stability, and stress calculations
The ship’s loading plan, sequence, and rate
The ship’s cargo holds, hatch covers, and ventilation systems

Paper work for departure?

- Prepare and submit the ship’s documents, such as the certificate of

registry, the crew list, the passenger list, the cargo manifest, the bill of
lading, the port clearance, the customs declaration, the health
declaration, the immigration declaration, and the security declaration12.
- Prepare and submit the ship’s reports, such as the voyage plan, the
stability and stress calculations, the ballast water management plan, the
garbage management plan, the oil record book, the log book, the noon
report, and the arrival report
Navigation Light not working

1. isolate power
2. slow down to the same speed, Wheel on hand for immediate
action, call extra lookup
3. inform Master
4. for vessel in visibility who might get wrong aspect of my
presence
5. navigate ship safely away from the traffic and navigational
hazard
6. call eto or duty engineer
7. take out spare bulb from the Nav locker
8. monitor the work with safely and monitor the navigation
situation as well
9. after completion of job continue with passage plan

MAIB

The purpose of MAIB is to contribute to improving safety at sea by conducting

thorough, effective, and impartial marine accident investigations. MAIB fulfils
the UK’s statutory obligations to investigate marine casualties and incidents
involving UK vessels worldwide and all vessels in UK territorial waters. MAIB
publishes reports that include recommendations on improving safety at sea
and the actions taken. MAIB also increases awareness of how marine accidents
happen and improves national and international cooperation in marine
accident investigations. MAIB’s job is to help prevent further avoidable
accidents from occurring, not to establish blame or liability.

MOORING OPERATION

- Prepare a mooring plan and communicate it with the bridge, the

tugboats, and the mooring crew.
 - Check the condition of the mooring ropes, wires, winches, bollards, and
fenders.
- Ensure all person wear proper ppe.
- Stay away from the bite of the rope.
- Assign the mooring stations and roles to the crew members and brief
them about the safety precautions and signals.
- Supervise the mooring operation.
- Ensure the proper tension and slack of the mooring lines and adjust
them if needed.
- Monitor the weather, tide, current, and traffic conditions and take
appropriate actions if they change.
- Secure the vessel to the berth and disconnect the tugboats.
- Record the mooring operation.

COSWP

The Code of Safe Working Practices covers a wide range of topics related to the
safety and health of seafarers. Some of the key areas addressed by the Code include:

1. Personal Protective Equipment (PPE):

 Guidance on the selection, use, and maintenance of personal protective
equipment to ensure the safety of seafarers.
2. Work Environment:
 Recommendations for maintaining a safe and healthy work
environment on board, including proper lighting, ventilation, and
cleanliness.
3. Accident Prevention:
 Measures to prevent accidents on board, including safe working
practices, use of safety equipment, and awareness of potential hazards.
4. Emergency Procedures:
 Guidelines for responding to emergencies, including fire drills, abandon
ship procedures, and other emergency protocols.
5. Lifting and Handling:
 Safe procedures for lifting and handling cargo and equipment to
prevent injuries and accidents.
6. Confined Spaces:
 Recommendations for working in confined spaces, including
procedures for entry and exit, ventilation, and safety precautions.
 7. Health and Hygiene:
 Guidance on maintaining good health and hygiene on board, including
medical examinations, vaccinations, and prevention of diseases.
8. Use of Machinery and Equipment:
 Safe operating procedures for machinery and equipment on board,
with a focus on preventing accidents and ensuring the proper
maintenance of equipment.
9. Watchkeeping:
 Recommendations for safe navigation and watchkeeping practices to
prevent collisions and groundings.
10. Security Awareness:
 Guidance on security measures to protect the ship and its crew from
security threats, including piracy and terrorism.

The Code of Safe Working Practices for Merchant Seamen is often specific to the
regulations of the flag state of the vessel and may also incorporate international
standards and guidelines. It serves as a valuable resource for seafarers and shipping
companies in promoting a culture of safety at sea. Compliance with the Code helps
reduce the risk of accidents, injuries, and occupational health issues on board
merchant ships

RISK ASSESMENT
Risk assessment is a systematic process of identifying, analyzing, and
evaluating potential risks or hazards associated with a particular activity,
process, or situation. The goal of risk assessment is to understand the
potential adverse effects, estimate the likelihood of occurrence, and
determine measures to mitigate or manage these risks. It is a
fundamental component of risk management and is applied across
various industries and contexts to enhance safety and decision-making.
Here is a general outline of the risk assessment process:

1. Identify Hazards:
 Identify and list all potential hazards or risks associated with the
activity, process, or situation. Hazards can include physical, chemical,
biological, ergonomic, or psychosocial factors.
2. Assess the Severity of Each Hazard:
 Evaluate the potential consequences or severity of each identified
hazard. Consider the impact on people, the environment, assets, and
overall operations.
3. Determine the Likelihood of Occurrence:
  Assess the likelihood or probability of each identified hazard occurring.
Consider factors such as frequency, duration, and intensity.
4. Risk Estimation:
 Combine the severity and likelihood assessments to estimate the level
of risk for each hazard. This is often represented using a risk matrix or
similar tool.
5. Risk Prioritization:
 Prioritize risks based on their level of significance. Focus on addressing
high-priority risks that pose the greatest potential harm.
6. Identify and Implement Controls:
 Identify and evaluate potential control measures to mitigate or manage
the identified risks. This may involve implementing engineering
controls, administrative controls, or personal protective equipment.
7. Residual Risk Assessment:
 After implementing controls, reassess the risks to determine the
residual risk—that is, the risk that remains after applying risk mitigation
measures.
8. Documentation:
 Document the entire risk assessment process, including identified
hazards, risk assessments, control measures, and any decisions made.
This documentation serves as a reference and is crucial for
communication and accountability.
9. Review and Update:
 Periodically review and update the risk assessment, especially when
there are changes in processes, procedures, equipment, or other factors
that may impact the level of risk.
10. Communication and Training:
 Communicate the results of the risk assessment to relevant
stakeholders. Ensure that personnel involved in the activity or process
are adequately trained on the identified hazards and control measures.
11. Continuous Improvement:
 Emphasize a culture of continuous improvement. Learn from incidents,
near misses, or changes in the operational environment to refine risk
assessments and enhance safety measures over time.

Risk assessment is a dynamic and ongoing process that contributes to informed

decision-making and the development of effective risk management strategies. It is
widely used in industries such as manufacturing, construction, healthcare, aviation,
and maritime to enhance safety and prevent accidents.
Timber Hazard

There are several risks associated with carrying timber on a ship, including:
 Fire: Timber is a good fuel for fire, which can cause problems for the
ship.
 Oxygen depletion: The cargo can deplete oxygen in the holds.
 Pollution: Spilling of cargo can cause pollution to the environment.
 Structural damage: Excessive storage of cargo can cause damage to the
ship structure.
 Cargo shifting: Timber carried on the hatch covers can shift in heavy
weather, causing a large angle of list.
 Stability: A ship loaded with a full load of timber above and below decks
will generally be quite tender.
 Rain: Rain can enter the ship's hatchways and the tanktops can become
partially flooded.
Other risks include:
 Water absorption
 Ice accretion
 Free surfaces in slack tanks
 Trapped water within stow (especially logs)
 Reduced GM
Heavy weather HW

BUNKERING PROCEDURE

1. Check the bravo flag and red light signal.

2. Local port regulation should be informed.
3. Adequate lighting should be on deck.
4. Radar on both vessel should be turned off.
5. Mooring arrangement should be discussed with bunker barge
6. Tool box talk should be carried out with crew and risk assessment
should be carried out.
7. Make sure all scupper should be plugged.
8. FFA equipment should be ready near the manifold like fire hose,
form hose, fire extinguisher, SCBA, ISC.
9. SOPEP equipment should be ready near the manifold.
10.Natural vent should be shut
11.Safe access to barge is agreed.
12.Emergency stop procedure should be agreed
13.Msds have been received.
 14.Dip tray should be clean and drained and plugged.
15.Experience seaman with portable gas meter standby at the
manifold, and 1 person should check the bunker line from
manifold to break of accommodation
16.Check communication between bridge and manifold.

CALL CHIEF OFFICER

1. Changes in Weather Conditions:
 If there are significant changes in weather conditions that could impact
cargo operations, such as high winds, heavy rain, or rough seas, the
OOW may call the Chief Officer to discuss the situation and evaluate
whether any adjustments to the cargo plan are necessary for safety
reasons.
2. Unusual Observations:
 If the OOW observes any unusual conditions or events during cargo
operations, such as unexpected movements of the ship, abnormalities
in loading or discharging equipment, or issues with cargo stability, they
may need to notify the Chief Officer promptly.
3. Equipment Malfunctions:
 In the event of equipment malfunctions related to cargo handling, such
as problems with cranes, winches, or other cargo gear, the OOW should
inform the Chief Officer to coordinate appropriate actions and potential
solutions.
4. Security or Safety Concerns:
 If there are security concerns or safety issues related to cargo
operations, the OOW should immediately contact the Chief Officer to
discuss the situation and take necessary corrective actions.
5. Communication Breakdown:
 If there is a breakdown in communication between the bridge and the
cargo control room, or if there are difficulties in coordinating cargo
operations, the OOW may need to call the Chief Officer to address the
communication issue and ensure that cargo handling proceeds
smoothly.
6. Deviation from Cargo Plan:
 If there is a need to deviate from the planned cargo handling
procedures due to unforeseen circumstances, the OOW should consult
with the Chief Officer to discuss the proposed changes and obtain
approval.
7. Emergency Situations:
 In the event of an emergency, such as a cargo spill, fire, or other critical
situations, the OOW should immediately notify the Chief Officer and
follow established emergency response procedures.
8. End of Cargo Operations:
 Once cargo operations are completed, the OOW should inform the
Chief Officer and coordinate the necessary checks and procedures to
ensure that the ship is ready for the next phase of the voyage.

TELEGRAPH TEST
To test your telegraph on ships, you need to follow these steps:

Make sure that the telegraph is in good working condition and that the power supply is on.
Check that the telegraph units and alarms are installed properly on the bridge and in the
engine room, and that they are electrically isolated from the remote control system.
Set the changeover switch in the engine room to the telegraph mode, and verify that the local
control position is ready to receive orders.
On the bridge, move the telegraph handle to the desired position on the dial, such as full
ahead, stop, or full astern. This should ring the bell in both locations and move the pointer on
the engine room telegraph to the same position.
In the engine room, acknowledge the order by moving the telegraph handle to the same
position as the bridge. This should stop the bell and confirm the order.
Repeat the process for different positions on the dial, and make sure that the telegraph is
responsive and accurate.
If there is any problem or discrepancy, report it to the officer in charge and troubleshoot the
issue.

STEERING GEAR TEST

A steering gear test procedure includes:
 Confirming the radar is clear
 Confirming primary and secondary communication from the steering gear
 Cleck steering motor one by one.
 Testing the rudder moment from 35 degrees to 30 degrees
 Confirm the full rudder movement
  Compare the gyro heading with gyro reapter in steering flat.
 Checking the timing of rudder movement
 Visually inspecting the steering gear and linkages
Other steering gear tests include:
 Operating the main steering gear
 Operating the auxiliary steering gear
 Operating the remote control system
 Operating the steering gear using the emergency power supply
 Checking the rudder angle indicators
Steering gear tests should be done within 12 hours before each
departure. Emergency steering drills should be done at least once every three
months.

DUTIES OF OOW – AT SEA

1. Keep safe nav. Watch
2. Incharge of bridge team
3. Ensure vsl comply with COLREG
4. Follow master standing and night order
5. In navigation watch we check-
6. Gmdss radio watchkeeping
7. Check sounding by echo sounder
8. Ensure lookout is alert
9. Read log entries
10. Proper use of radar/ecdis
11. Call master when necessary

Safety familiarization

1. Safety Management System (SMS):

 OOWs should be familiar with the ship's Safety Management System,
which includes the ship's safety policies, procedures, and instructions.
The SMS outlines how the crew should respond to various emergencies
and safety situations.
 2. Emergency Procedures:
 OOWs must know the emergency procedures for various scenarios,
including fire, collision, grounding, and abandon ship situations. This
includes understanding the signals, alarms, and actions to be taken in
each case.
3. Communication Protocols:
 Familiarization with communication protocols, both internal (within the
ship) and external (with shore authorities or other vessels), is crucial.
This includes understanding the use of communication equipment and
systems.
4. Navigation and Collision Avoidance:
 OOWs should be well-versed in the principles of safe navigation and
collision avoidance. This includes adherence to COLREGs (International
Regulations for Preventing Collisions at Sea) and maintaining a proper
lookout.
5. Use of Safety Equipment:
 OOWs need to be familiar with the location and use of safety
equipment on the ship. This includes life-saving appliances, firefighting
equipment, and personal protective equipment.
6. Security Measures:
 Understanding and implementing security measures to prevent
unauthorized access to the ship and ensuring the safety of the crew
and cargo.
7. Weather and Sea State Awareness:
 OOWs should be aware of weather conditions and sea states that may
affect the safety and stability of the ship. This includes taking
appropriate actions in heavy weather conditions.
8. Maneuvering and Handling Characteristics:
 Understanding the maneuvering and handling characteristics of the
ship, especially during challenging conditions, is crucial for safe
navigation.
9. Training and Drills:
 Regular safety drills and training exercises should be conducted to
ensure that the crew, including OOWs, are proficient in responding to
emergencies. This includes abandon ship drills, fire drills, and man
overboard drills.
10. Record-Keeping:
 Maintaining accurate records of safety-related activities, drills, and
incidents is essential for compliance and continuous improvement.

Safety familiarization is an ongoing process, and OOWs are expected to continuously

update their knowledge and skills to ensure the safe operation of the ship.
Additionally, compliance with international maritime regulations and industry best
practices is fundamental to maritime safety.

HANDOVER NOTES

Handover notes for an Officer of the Watch (OOW) on a ship are crucial
for ensuring a smooth transition between watchkeepers and maintaining
the safety of the vessel. The content of handover notes may vary
depending on the specific policies of the shipping company and the type
of vessel, but generally, they should cover the following key aspects:

1. Vessel Status:
 Current position, course, and speed of the vessel.
 Status of navigation equipment and systems.
 Any ongoing maintenance or repairs.
2. Weather and Sea Conditions:
 Current weather conditions, including wind speed and
direction, visibility, and sea state.
 Any significant changes in weather expected during the
watch.
3. Navigation Information:
 Details of the intended route and any planned course
alterations.
 Information on nearby vessels, traffic separation schemes,
and navigational hazards.
4. Engine and Machinery Status:
 Status of the main engines and auxiliary machinery.
 Fuel levels and consumption rates.
 Any ongoing or scheduled maintenance.
5. Communication Information:
 Recent communications with other vessels, shore authorities,
or the company.
 Any relevant information from radio broadcasts or
navigational warnings.
6. Safety and Security Issues:
 Any safety or security-related incidents during the previous
watch.
  Status of fire-fighting equipment, life-saving appliances, and
other safety systems.
7. Cargo Operations (if applicable):
 Details about cargo operations, including loading, discharge,
or ballasting.
 Information on the stability and draft of the vessel.
8. Personnel and Watchkeeping:
 Status of the crew, including any changes in personnel.
 Summary of any issues or incidents involving the crew during
the previous watch.
9. Special Instructions:
 Any specific instructions or tasks to be carried out during the
upcoming watch.
 Notable information about the route, ports, or other areas of
operation.
10.Other Relevant Information:
 Any other information that could impact the safety and
operation of the vessel.
 Updates on equipment or system malfunctions and actions
taken.

DUTIES FIND

1.The ship’s SMS and its manuals and procedures

2.The ship’s muster list
3.The ship’s standing orders and night orders
4.The ship’s watchkeeping arrangements and routines.

Muster list content-

1.Description of general emergency Alarm, Fire alarm and p.a system.

2.Description of abandon ship orders
3.Indicates primary and secoundry muster station
4.Duties of all rank in emergency
5.Person responsible for each lifeboat
6.Whom to communicate in case of emergency
MOB
MAYDAY
The format of a Mayday message is:
1. Mayday: Repeated three times
2. Your vessel's name: Repeated three times
3. Your International call sign and MMSI

Single Turn
:- In immediate action situation vessel will come back in quickest time.

It dose not bring the vessel into its own wake that is why not so effective for a delayed
action in case of person missing.
Rudder hard over to the side of casualty.
Deviate 250 deg from original course.
Rudder mid ship and stop vessel.
Maintain speed throughout turn.

Williamson Turn

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.
PROCEDURE
- Rudder hard over to the side of the casualty.
 - Deviate 60 deg from original course once 60 deg is reached put rudder hard over to
the opposite side.
- When 20 deg short of reciprocal course rudder to mid ship and steady on reciprocal
course.

Scharnow Turn

Advantage after the turn has been completed the vessel will be on reciprocal course in its
wake.
Rudder hard over.
Deviate 240 deg from original course.
Once 240 deg is reached rudder hard over to opposite side.
When heading is 20 deg short of reciprocal course rudder to mid ship, and steady on
reciprocal course.

STABLITY

1. Heel:
 Definition: Heel is the inclination of a vessel to one side,
usually caused by external forces such as wind or waves.
 Cause: Heel occurs when a ship is subjected to a horizontal
force that causes it to tilt laterally.
 Controlled or Uncontrolled: Heel can be controlled by the
ship's stability characteristics and the actions of the crew. In
some situations, however, it may become uncontrolled,
leading to potential stability issues.
2. List:
  Definition: List is the permanent or semi-permanent
inclination of a vessel to one side, often due to uneven
loading or weight distribution.
 Cause: List can be caused by asymmetrical loading of cargo,
fuel, or ballast, or by changes in the ship's structure.
 Controlled or Uncontrolled: List may be intentional and
controlled, as in the case of a warship compensating for the
weight of weapons on one side, or it may be unintentional
and require corrective action to restore the ship to an even
keel.
Loll:
 Definition: Loll is an extreme and usually uncontrolled inclination of a vessel,
often caused by uneven loading or flooding.
 Cause: Loll can result from a loss of stability due to flooding or cargo shifting
within the ship.
 Controlled or Uncontrolled: Loll is typically uncontrolled and poses a serious
risk to the stability of the vessel. It may lead to capsize if not addressed
promptly.

Ship stability is the ability of a ship to float upright and return to that position after
an external force has acted on it. Stability is determined by the balance between
gravity and buoyancy.

GM
The metacentric height (GM) is a measurement of a ship's initial static
stability. It's calculated by subtracting the vertical center of gravity (KG) from
the metacenter (KM):
 GM = KM - KG
A higher GM value means the ship has better initial stability and is harder to
heel. A stable ship has a positive GM, which means the metacenter is above the
center of gravity.
A ship's stability can be determined by the value of its GM:
 GM > 0: The ship is stable.
 GM = 0: The ship is neutrally stable.
 GM < 0: The ship is unstable.
GM is one of eight stability parameters that are general criteria for cargo ships.
Stable ship

Netural ship
Angle of lol (unstable)

Loll is the state of a vessel that is unstable when upright and floats at an angle to
one side or the other. This happens when the centre of gravity (CG) of the vessel is
above the metacentre (M), which is the point where the vertical line through the
centre of buoyancy (B) intersects the centreline of the vessel when it is inclined.
Loll indicates that the vessel has negative initial stability and is in an unstable
equilibrium. If an external force, such as a wave or wind, changes this state, the
vessel will float at the same angle to the other side. Loll is usually caused by the
loss of free surface effect due to flooding, shifting, or consumption of liquids in the
tanks. Loll can be corrected by restoring the free surface effect, lowering the CG,
or increasing the metacentric height (GM), which is the distance between G and
M12
FSM/ FSE
The free surface effect (FSE) is PHENOMENON that can cause a vessel to
become unstable and capsize. The free surface effect occurs when the contents of a
partly filled tank. The shift in the center of gravity can increase the danger of
capsizing.
Intact stability criteria
The International Code on Intact Stability (2008) provides mandatory
requirements and recommended provisions for the design and safety of
ships. The following criteria should be maintained during all loading and
ballasting operations:
 The area under the righting lever curve (GZ curve) should not be less than 0.055
meter-radians up to 30° angle of heel.
 The area under the GZ curve should be at least 0.09 mR up to q = X°.
X° = 40° or the angle of downflooding, whichever is less.

Other intact stability criteria include:
 Initial GM or metacentric height should not be less than 0.15 m.
 Righting lever GZ should be at least 0.2 m and angle of heel Ѳ ≥ 30̊.
 Maximum righting lever should occur at heel >30̊ preferably but not less than 25̊.

EQUIPMENTS

ECDIS

PASSAGE PLANNING ON ECDIS

 APPRAISAL AND PLANNING:

i. Consider which electronic charts will be used for the passage, ENC or
RNC data
ii. Check areas where RNC mode will be operated, identify whether
appropriate sets of paper charts are carried.
iii. Check local requirements of coastal states that may require carriage of
additional publications or local charts.
iv. Check that electronic charts have been updated to the most recent
version.
v. Route check previous passage plans after chart updating to ensure that
any new dangers added.
vi. Modifications to the passage plan may be necessary to accommodate
new chart features such as reporting schemes, traffic separation
schemes (TSS), isolated dangers, etc.
 vii. When planning new waypoints and courses, always use the largest scale.
viii. Ensure that the plan takes into account sufficient cross track error (XTE)
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.
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)

 EXECUTION AND MONITORING:

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
iv. Use ‘full display’ mode, but layers of information may need to be de-
selected to avoid cluttering the display with too much information.
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 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
position fixing facilities available. GPS is subject to a variety of different
errors
viii. Traditional forms of position fixing should never be overlooked or
replaced when using ECDIS; these can include but are not limited to:

a) Visual bearings
b) Radar ranges and bearings using variable range markers
(VRMs) and electronic bearing lines (EBL)
c) Transit bearings and clearing ranges
d) Running fixes
e) Fixing by a line of soundings
f) Horizontal sextant angles (HSAs)
g) Positions by celestial means (sextant)

ix. I will Make use of the Marine Information Objects capability to plot
electronically navigational warnings (e.g. NAVAREA warnings)

Inputs
1. Latitude and longitude from GPS
2.Ship’s heading from Gyro
3.Ship’s speed from Speed Log
4.radar overlay- ARPA
5.AIS Input- AIS
6.echo sounder

Here are some ways to know if ECDIS is good to use:

 Safety settings: The deep water contour setting is normally set to twice the ship's
draft.
 ENCs: To check if the ENCs are corrected up to date, go to 6. Chart -> ENC update
report.
 Planning: ECDIS can be used to plan passages without consulting other
publications.
 Monitoring: RADAR can be used to monitor targets continuously.
 Alarms: ECDIS allows the user to set a variety of alarms and warnings.
 Course-charting: Large parts of the planning and course-charting process are
automated, which saves time and increases efficiency.
Zone of confidence

(warn mariners which part of the chart are based on good or poor info & which
area should be navigate with caution)
A1 +/- 5 HIGH ACCURACY A2 +/- 20 Meters

B +/- 50 Meters C +/- 500 Meters

D Worse than D U Unusable

U

TESTING OF ECDIS
1. Type Approval Testing:
 ECDIS systems undergo type approval testing to ensure they meet the
specific standards and requirements set by the International Maritime
Organization (IMO) and the International Electrotechnical Commission
(IEC). Type approval involves testing hardware, software, and overall
system performance.
2. Software and Hardware Integration Testing:
 Testing is conducted to ensure that the software and hardware
components of the ECDIS system work seamlessly together. This
involves verifying the integration of various functionalities, such as
chart display, route planning, alarms, and sensor input.
3. Chart Data Testing:
 Chart data is a critical component of ECDIS, and thorough testing is
performed to ensure the accuracy, completeness, and currency of the
electronic navigational charts (ENCs). This includes testing the loading,
display, and updating of chart data.
4. User Interface Testing:
 The user interface of the ECDIS system is tested to assess its usability,
clarity, and efficiency. This includes testing menu navigation, data input,
and the overall user experience for the mariner.
5. Alarm and Alert Testing:
 ECDIS systems generate alarms and alerts to notify mariners of
potential navigational issues. Testing is conducted to ensure that these
alarms function correctly and provide timely and clear notifications to
the user.
6. Sensor Input Testing:
  ECDIS relies on various sensor inputs, such as GPS, gyrocompass, and
speed log data. Testing is performed to verify the accuracy and
reliability of these sensor inputs and their integration into the ECDIS
system.
7. Route Planning and Monitoring Testing:
 Testing involves the creation, editing, and monitoring of routes on the
ECDIS system. This ensures that mariners can plan and execute routes
accurately and receive appropriate notifications during navigation.
8. Back-Up System Testing:
 ECDIS systems often have a backup mode, and testing is conducted to
ensure the seamless transition to the backup system in case of a failure
in the primary system.
9. Compliance with Standards:
 ECDIS systems must comply with specific international standards and
regulations. Testing includes verification of compliance with IMO and
IEC standards, as well as regional requirements.
10. Cybersecurity Testing:
 In the modern maritime environment, cybersecurity is a crucial
consideration. ECDIS systems are tested for vulnerabilities and undergo
cybersecurity assessments to protect against unauthorized access and
potential cyber threats.

Alarm and Indication

ALARM INDICATOR
1. Exceeding off track limits 1. Over scale

2. Crossing safety contour. 2. Default safety contour

3. Prohibited area alarm or guard 3. Large scale ENC available

zone drawn by the mariners

4. Approach to critical point 4. Deference Datum indicator

5. Different datum charts when 5. No ENC available

used (dual fuel)
6. System malfunction 6. Route planning across

7. Across specified area

 8. System test failure

Limitation of ECDIS
Hardware problems
IMO: ECDIS
Software problems IHO: CHART

Effected by virus S-52: LIBRARY

S-57: DATA BASE
Electrical problems
GPS failure
Charts are not available every where

SAFETY SETTINGS
ECDIS (Electronic Chart Display and Information System) has four
safety settings:
 Shallow contour
Indicates the depth below which a vessel could run aground. This value can be set equal to the ship's
draft.

 Safety depth
Calculated as the maximum draft + UKC (Company's Policy) + Squat(Maximum) – Height of Tide.

 Safety contour
Calculated the same as safety depth and activates an alarm when the depth is less.

 Deep contour
50 meters.
The five mandatory alarms in ECDIS are:
 Crossing safety contour
 Deviation from route
 Positioning system failure
 Approach to critical point
 Different geodetic datum
ECDIS carriage requirements
The amended SOLAS regulation V/19 requires all newly built
passenger ships of 500 gross tonnage and upwards, as well as
newly built cargo ships of 3,000 gross tonnage and upwards All ENCs
and RNCs must be of the latest available edition and be kept up to date.
 A type approved ECDIS operating with ENCs and a second IMO compliant ECDIS as
an adequate and independent back-up.
 A type approved ECDIS operating with ENC and with adequate and up to date paper
charts to serve as a back-up necessary to complete the intended voyage.
 An ECDIS system using ENCs with an independent power supply.
 An appropriate folio of corrected up to date paper charts for the present voyage.

ENC & RNC

ENC RNC
i. Vector Raster chart
ii. S57 ii. S61
iii. Digitized iii. Scanned copy
iv. Multiple layer iv. Single layer
v. No worldwide coverage yet v. Worldwide coverage
vi. Variable scale vi. Fixed scale
vii. CATZOC vii. Source data box
viii. Borderless viii. With borders
ix. No compass rose ix. Compass rose available
x. Display can be customized x. Display cant be customized
xi. Always WGS84 xi. Depends on paper chart
xii. Safety monitoring available xii. Safety monitoring not
xiii. available
xiv. Orientation of screen possible xiii. Orientation of screen not
sposs.

HOW TO UPDATE ENC ON ECDIS

- First I go to main menu

- Then chart
 - Then ENC update status report
- If no record found then I go back to the main menu
- Then code input ( I will input the code over there )
- Then select import/ update chart
- Then I will select the drive.
- Select automatic update.
- Then press ok
- After all this process I will go back to main menu to check weather my
ENC is update or not.

RADAR/ARPA

Limitations ARPA:-
1. Small objects may not be detected
2. Use of rain/sea clutter may obscure some targets
3. blind and shadow sector
4. It takes time to determine ROC
5. 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
6. Target swap can be there
7. 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’
8. It takes 3 minutes to give the details of targets
9. If the course and speed inputs are wrong the output is wrong
10. 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
11. ARPA does not give information of all targets on the screen at a same time
(targets have to be selected to acquire information)
12.ARPA does not give aspect
13. Target lost alarm
Alarms
CPA Guard zone, and speed input fails then it gives alarm, when trial maneuver
time is reached it gives system alarm
Sea Stabilized -
is useful for collision avoidance with other ships , as it shows relative motion
through water. TAKE INPUT FROM EM LOG
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 interference with the master compass (usually
gyro compass)
The water speed can be derived from a log measuring speed through water.
E.g: electro m.log or a Doppler log on water track
If no log is available, then the operator could use information from the ships
maneuvering 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 Stabilized
DOPPLER (STG) ---DGPS/GPS---LORAN-C --- ECHO-REFERENCE--- MANUAL (SET
& DRIFT)
It shows course and speed over ground used in restricted waters. In case of set
and drift it will help in knowing how much a vessel has moved away from the
intended track. The input is from Doppler log, GPS and Echo referencing
GROUND STABLISED :
Operator must input own ship course and speed over the grounf to
RADAR/ARPA
INPUT SOURCES
I. GPS/DGPS
II. LORAN-C
III. DOPPLER (SMG)
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)
USE:
It is very useful for navigational, pilotage & ship handling purposes

Radar Setup

Check on radar screens inside bridge for any warning or alert notices if posted.
Visually check radar scanner for OBSTRUCTION
1. Turn on the power
2. Clutter zero
3. Gain zero
4. Set brilliance
5. Select day or night display
6. Set the range to 6 to 12
7. Set the picture orientation.Head – up , north-up
8. Check the displayed heading same as the master gyro
9. Check the log ----- electromagnetic log, Doppler log
10. Set display mode to either Relative or True motion
11. CPA & TCPA limit
12. Set the vector length
13. Select long pulse length for set up. Adjust as necessary after setup
as required
14. After warm up, switch on from stand by to transmit
15. Set the gain
16. Tune the RADAR either manually or automatically
17. Adjust manual rain or sea clutter control or switch on automatic
anti clutter
 18. Set the interference rejection level as required
19. Switch enhance video ON or OFF as required
20. Switch RANGE RING ON or OFF as required
21. Switch VRM ON or OFF as required
22. Switch EBL ON or OFF as required
23. Switch target AIS data ON or OFF as required
24. Check the PERFORMANCE MONITOR of the RADAR using the
performance monitor

perform performance monitoring test on radar?

- The performance monitor will produce a test pattern on the radar

screen, such as a series of arcs or circles
- that indicate the transmitter power level and the receiver sensitivity of
the radar.
- The performance monitor operator’s manual will provide detailed
instructions on how to interpret the test pattern and how to adjust the
radar settings if necessary.

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.

Interference Rejection / Correction should be pressed to eliminate

interference or disturbance in form of spiking caused by radar on very similar
frequency nearby.
Sea Clutter should be adjusted to minimize amplification of return Echoes
suppresses the gain up to a range of 4 to 6 miles. Always adjust on smaller
range scale.
Rain Clutter control progressively cuts off trailing edge of all target returns on
all ranges to leave the leading edge.
Should check
1. When RADAR is switched on
2. At least once a watch
3. Approaching to coastal area

Ring range: are used for approximate range estimation & for checking the VRM
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
EBL: to take the bearing. Accuracy of EBL is within 1 degree
False Echoes
Indirect echoes e.g. echoes from shore crane
Side lobes caused by tiny leakage of scanner
Multiple echoes when target is close by, reduce by Gain and/or adjustment of sea clutter
Second trace echoes echo ‘A’ is sent but there is no return, echo ‘B’ is sent then ‘A’ echo is
returned, radar will interpret that it is the echo of ‘B’ and show the target at close range.
Power cable/overhead cable target appears right ahead; even when course is altered it will
appear right ahead
Reflected Echoes reflected by own ship’s funnel or crane, usually appear in the blind sector.

LIMITATIONS OF RADAR

1. False Echoes
2. Indirect echoes e.g. [echoes from shore crane] (REDUCE GAIN)
3. Side lobes caused by tiny leakage of scanner
4. Multiple echoes when target is close by,( reduce by Gain and/or adjustment
of sea clutter)
5. Second trace echoes echo ‘A’ is sent but there is no return, echo ‘B’ is sent
then ‘A’ echo is returned, radar will interpret that it is the echo of ‘B’ and
show the target at close range. (USE APPROPIATE RANGE SCALE)
6. Reflected Echoes reflected by own ship’s funnel or crane, usually appear in
the blind sector.
7. BLIND AND SHADOW SECTOR
Errors:- Range and Bearing Discrimination
Range discrimination: - same bearing and different ranges by 40m since July
2008. Use short pulse
Is the ability of the RADAR to display 2 point of targets on the same bearing
separated by ½ pulse as two different echoes
To improve use short pulse or rain clutter control
Bearing discrimination: - 2 targets on same range with different bearings,
separated by 2.5degree in bearing
EBL misalignment, wrong heading input, wrong speed input
Improper tuning
Is the ability to display two spot targets at the same range separated by 2.5
degree in bearing as two different echoes
 To overcome
1. Place the echoes at the edge of the screen
2. Reduce the gain
3. Use X band RADAR ( less HBW – Horizontal beam width)
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
Parallel Indexing:
Purpose: is to monitor own ship position, left or right of the charted track
PI is normally used on compass heading
Stablised display: north up or course up true motion & relative motion
Information to put into RADAR to create the PI for each track:
1. The charted track ( charted course)
2. The passing distance from the charted track to the CIR (cross index reference)
3. The side of the ship the CIR to be passed on (port or starboard)
DIFFERENCE BETWEEN X and S

GPS Global Positioning System

GPS stands for Global Positioning System, and it is a satellite-based navigation

system that provides the position, speed, and time to the vsl.
- GPS works by using a network of 24 satellites orbiting the Earth.
-A GPS receiver on a ship picks up the signals from at least four satellites and
calculates its own position, speed, and time.
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
Psudo range minimizes the clock error
When the GPS loses its signal it default to DR mode & gives a visual and audible
alarm
Set Up
( RAIM: random access integrity monitoring)
Press power button
Red light will come (system is initiated)
Yellow (started acquiring system)
Green (satellites are acquired and gives position)
24 satellites revolves in 6 orbits (each orbit 4 satellites)
GPS accuracy +/- 25 meters 95% accuracy
Merchant shipping uses 2D fix (2 dimensional) i.e. 3 satellites + antenna height
(Lat/Long)
3D fix for Aviation
Speed of radio signal approx 300m/ µ second
Input checks
Check the height of antenna
HDOP
DATUM
LOCATION OFFSET
ANCHOR
Health of satellite
Masking angle (it is selected angle in which the satellite signals are blocked
from the horizon)
Horizontal Dilution of Precision (HDOP)
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.

HDOP HDOP
90deg cut HDOP IS LESS Less than 90deg cut HDOP is
more
Inputs checks continued on next page
SBAS: satellite based augmentation system are satellite supported DGPS
whereby correction signal that improves the accuracy of DGPS receivers are
transmitted by satellite
GBAS
A GBAS Ground base augmentation system typically has three or more GPS
antennas, a central processing system , and a VHF Data Broadcast (VDB)
transmitter all locally situated on or near an airport.

Datum
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
1.Multipath Error:- happen when signal reflect from an object or a surface like
funnel or mast. (place antenna height free of obstruction.)
2.Clock Error:- happn when clock is not synchronized with the satellite clock,
range measurement will not accurate. (non correctable)
3.Inospheric error:- when GPS satellite radio signal decreased in speed as it
passes the inosphere. (use DGPS)
4.orbital error (non correctable)
5.Tropospheric error:- the water vapor in the troposphere slows down the
signal. Error +/- 1 meter
6.Operator Error:- entering wrong antenna height, give error in position.
7.Datum Error:- entering wrong datum into GPS receiver. The datum used in
GPS is WGS84

ARIAL HEIGHT

1. Access GPS Receiver Configuration:

 Access the configuration or setup menu on your GPS receiver. This
process may vary depending on the make and model of the GPS
equipment on your ship.
2. Locate Antenna Height Setting:
 Look for the setting related to the antenna height or aerial height. This
setting is often found in the setup menu under parameters like
"Antenna," "Installation," or "Position."
3. Enter Correct Aerial Height:
 Enter the correct aerial height value into the GPS receiver. The aerial
height is the vertical distance from the GPS antenna to the waterline or
the reference point on the vessel.

Differential GPS
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
Datum:- it is a reference point from where satellite takes position
Limitations of DGPS
Available only in selected areas
It works 30-50Nm.
The DGPS stations are available in ALRS Volume 2
Limitations of GPS:
1. Wrong setting datum. It will give position error up to 5miles
2. Incorrect or no use made of HDOP values in the GPS. Too high a HDOP
value will give less accuracy
3. GPS signal suffer the effect of ionosphere refraction
4. Multipath error might effect accuracy. This might occur when navigating
within a harbor or almost oil rigs

Difference Between GPS and DGPS:

1. In GPS world, handheld device receive signal from the satellite for the
position where as in DGPS world hand held device (rover) receives
calibrated signal from the ground based transmitter.

2. GPS accuracy is around 15 meters whereas DGPS is around 10 cm.

3. GPS instrument can be used globally where as DGPS are meant locally
may be within 100km. DGPS accuracy will start to degrade once instrument
distance from ground based transmitters start to increase.

4. GPS system is affordable compare to DGPS system which is why all

smart phones have built-in GPS system.

5. In GPS satellite transmit signal in frequency ranging from 1.1 to 1.5 GHz.
In DGPS frequency varies by agencies, here is the list of frequency used by
different agency.

6. GPS accuracy is highly depend upon the number of satellites. DGPS

accuracy is not affected by these variables, it might be affected by the
distance between transmitters and the instrument.

7. Most of the time coordinate system used in GPS will be WGS84 in

Longitude and Latitude format where as DGPS might have local coordinate
system.
Echo Sounder

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 +/- For up to 200 m +/- 5 m or 2.5 % (or
2.5 % depth (whichever is greater) whichever is greater)

Set up
Switch on power
put draught to get total depth of water
Select the scale (low range)
Check paper in printer
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 – when sound wave bounce back from multiple surface.
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.
Aeration error – cause because of reverse propulsion/ or due to rolling
pitching.
Pythagoras error – error occurred when two transducer is been used.
Zero line adjustment – make sure zero line adjust properly.
Profile distortion caused due to improper paper speed settings
Double Echo echos returned from mud and rock
Cross noise caused by ship’s structure E.g. longitudinal bulkhead
Fish weeds and other suspended objects can produce false echo
Velocity propagation in water – velocity of sound effect by various factor such
as temp., salinity and pressure.
Salinity – speed of sound travel more faster in FW. i.e, FW record more depth.
Temp – when temp increase - show less depth
When temp decrease – show more depth
Pressure – pressure increase – show more depth
Pressure decrease – show less depth
Speed Log SDME : speed and distance monitoring equipment

It is a 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 collision purpose.

Doppler log Errors :-

1. location of sensors should be away from propellers, dischargers, thrusters as

it give errors.
2.Rolling and pitching errors
3.Salinity and temperature
4.Ocean and tidal streams. The DR position will vary with EP position.
5.Electromagnetic log Errors:- speed varies with conductivity of water. Rolling
and pitching.
AIS Automatic Identification System AIS

It is system that uses transceivers on ships to exchange info about their

position , course, speed and other data.
Should handle 2000 reports a minute
AIS should be operational 2 minutes after switch on

Virtual AIS and Synthetic AIS

Synthetic ais- it is a physical aid to navigation structure, without an AIS
transmitter, the AIS message is broadcast from another location.
Virtual ais – aid of navigation with no physical structure, it exist only through
AIS broadcast messages.

RACON
Racon is a navigational mark fitted with a transmitter receiver, which triggered
by a radar pulse, automatically returns a signal which can appear on the
display of radar screen.
Principle (AIS depend on GPS)
AIS is a shipboard transponder system in which ship continuously transmit
their identification, course, speed and other data to all nearby ship and shore
base stations on a common VHF channel.
Objectives
Safety of life at sea
Safety and efficiency of navigation
Protection of the marine environment
Functions of AIS and Data input
Ship transponder will continuously transmit own ship data receive data from
other ship and display it.

Static information transmitted by ships (Password protected)

MMSI number (optional)
IMO number
Call sign
Name of ship
Type of ship
Location of position fixing antenna( internal & external GPS reference position ,
distance aft or bow & port or starboard of the Center line)
Length overall and breadth
The above information is verified by radio surveyors on initial and annual
surveys. Updated every 6 minutes and on request.
Dynamic information (Automatically updated from sensors). Updated every 6
minutes on request and when amended.
Ships position
Time in GMT from internal GPS
Heading ,Course over ground and speed over ground
Navigation status E.g. underway, at anchor, NUC, moored etc.
Rate of turn
Angle of heel, pitch and roll
Voyage related information (manually entered) (update every 6 mins & on
request & when info amended)
Ships draught
type of hazardous cargo
Destination and ETA ( at Masters discretion)
Route plan way point (optional)
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
SYMBOL
Assists in target tracking
Reduces verbal exchange such as ship reporting
Provides situational awareness
Class of AIS
Class A 12.5 watts mandatory for SOLAS ships
Class B more than 2 watts used on non SOLAS ships
Display information
Minimum display:
Not less than 3 lines of data consisting of bearing, range and name of target
Other data of the ship can be displayed by scrolling
AIS symbols

AIS should be operational in 2 minutes after switched on

AIS can be interfaced with Radar and ECDIS
AIS pilot port plug is mandatory and IMO recommendation where it can be
connected to pilot personal lap top
Long range AIS
Uses SAT-C or may use HF range. An AIS set may be interrogated to obtain
information or be set to transmit automatically
AIS supports navigational system but dose not relieve officer of watch to
comply with 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)
Not all ships may carry AIS E.g war ships fishing vessels etc
AIS may not be switched on
Wrong input of manual information
Lack of training
If over laid cluttering the display
Sensor input may be wrong

Checks

GYRO FAIL, ACTION?

- INFORM MASTER
- Changeover to 2nd gyro compass if available.
- Change over to hand steering for steering with magnetic compass.
- Apply compass deviation value to magnetic compass course.
- Check RADAR/ARPA and ECDIS because they also taking feed from gyro.
- Plot position more frequently to confirm SOG
- In costal water use parallel indexing to ship on track.
- Reduce ships speed if necessary
- In the mean time , check instruction manual for troubleshooting guide.

Gyro Compass

How do you use transit bearing to find gyro error?

- 1 of all Identify a transit bearing on the chart, which is a line where an observer would see
two identifiable objects in line, such as lights, beacons, or landmark.
- Check the charted bearing of the transit, which is the true bearing of the line from the
observer’s position to the objects on radar.
- When passing the transit, take a bearing of the objects using the gyro repeater and note
the ship’s heading.
- Compare the observed bearing( GYRO BEARING) with the charted bearing and apply the
rule: "If the gyro error is east, the observed bearing is too low; if the gyro error is west, the
observed bearing is too high"13.
Calculate the gyro error by subtracting the charted bearing from the observed bearing and
label it as east or west accordingly123.
- the formula: Gyro error = Observed bearing( GYRO BEARING)- True bearing.
For example, suppose you are passing a transit with a charted bearing of 090°T and you
observe a bearing of 092°G on the gyro repeater. The gyro error is 092°G - 090°T = 2°E. This
means the gyro compass is reading 2° too low and you need to add 2° to all readings of the
gyro compass to find the true heading or bearing

Gyro indicates true north at all times and free from disturbing forces of variation and
deviation
Principle
High speed spinning wheel perfectly balanced on its axis which is suspended in gimbals so
that it is free to turn and tilt but remain pointing towards a fixed direction in space. The
spinning axis will be pointing in the same direction
3 degree freedom
Spin on its own axis
Tilt about horizontal axis
Turn in azimuth about vertical axis

Gyroscopic Inertia
The ability of gyroscope to remain pointing in the same direction in space regardless of the
movement of ship
Factors effecting Inertia
Inertia is directly proportional to mass
Inertia is directly proportional to RPM
The further the mass from spinning axis the greater inertia
Errors
Latitude error (damping error) Eliminated by manufacturer latitude, course and speed error
(steaming error) apply error
Input to gyro Latitude
How often do you take compass error?
1. After any major alteration
2. When entering or leaving restricted water.
3. Once in a watch
4. When entering or leaving an area of magnetic anomaly.
5. In oow in doubt

Checks to be made:

Gyro compass associated equipment:

Course and rudder recorder rate of turn indicator
Satellite TV GPS
Inmarsat C X-Band & S-Band Radar
Auto pilot voyage data recorder
Gyro repeaters ECDIS

GMDSS (Global Maritime Distress AND Safety System)

GMDSS equipment
1. INMARSAT-C
2. VHF,MF &HF DSC RADIO
3. MSI receiver such as SAFETY NET &NAVTEX
4. Portable VHF radio
5. EPIRB
6. SART
 HF & Satellite SEA AREA A4

SEA AREA SEA AREA SEA AREA

C A1 A2 A3
O VHF MF HF & Satellite
A
S
T 20 to 30nm <150nm >150nm

HF & Satellite SEA AREA A4

Ships Carriage Requirements

All Ships
 VHF Transceiver (Tx. 70, 16, 13, 06)
 VHF DSC Controller (Ch. 70)
 2 SARTS
 Navtex Receiver
 EPIRB
 Waterproof VHF Walkie-Talkies (2<500gt, 3>500gt)

 Sea Area A1
 Same as basic requirements
 Sea Area A2
 MF Transceiver (2187.5kHz, 2182kHz)
 MF DSC Controller (2187.5kHz)
 Sea Area A3
 Inmarsat SES or,
 HF Transceiver
 HF DSC Controller (2187.5kHz, 8414.5 kHz + 1 other)
 Sea Area A4
 Same fit for A3

Distress and responsibility:

 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.

Reception of Distress Messages

 VHF Ch. 70 – A1
 VHF to Ch.16 for VOICE communication
 Allow 3-5 minutes for CRS, RCC to respond
 Acknowledge by voice on CH.16
 If no response to your voice acknowledgement, and no CRS acknowledgement,
RELAY ASHORE*
 LOGDOWN in logbook

 2187.5kHz – A2
 Frequency to 2182kHz for VOICE communication
 Allow 3-5 minutes for CRS, RCC to respond
 Acknowledge by voice on 2182kHz
 If no response to your voice acknowledgement, and no CRS acknowledgement,
RELAY ASHORE*
 LOGDOWN in logbook

 2187.5kHz – A3 or A4
 Frequency to 2182kHz for VOICE communication
 Acknowledge by voice on 2182kHz
 If no response to your voice acknowledgement, relay ashore to RCC by any means
 If alert repeats acknowledge by DSC
 LOGDOWN in logbook

 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
 LOGDOWN in logbook
SENDING DISTRESS

Using Radio Telephony:

1. Select the Appropriate Frequency:
 Tune your radio to the international distress frequency, which is Channel 16 (156.800
MHz) for VHF marine radios.
2. Initiate a Distress Call:
 Begin your distress message by saying "Mayday, Mayday, Mayday" three times. This is
the internationally recognized distress signal.
3. Provide Identification:
 Clearly state the name of your vessel and call sign.
4. Give Position:
 Provide your vessel's position in latitude and longitude or any other means (e.g.,
distance and bearing from a well-known landmark).
5. Nature of Distress:
 Clearly explain the nature of the distress, the type of assistance required, and the
number of persons on board.
6. Other Relevant Information:
 Include any other relevant information, such as the type of emergency, injuries on
board, and the current condition of the vessel.
7. Repeat the Distress Call:
 Repeat the distress message as necessary until you receive a response.

Using Digital Selective Calling (DSC):

1. Activate DSC Distress Alert:
 Switch your radio to the DSC mode and select the distress channel (usually 70 for
VHF).
2. Initiate Distress Call:
 Press and hold the distress button (usually indicated by a red triangle) for at least 5
seconds. This sends an automated distress alert to all vessels within range.
3. Provide Additional Information:
 After the DSC distress alert, follow up with a voice distress call on Channel 16 to
provide additional details, as mentioned in the radio telephony steps.
4. Monitor Channel 16:
 Keep monitoring Channel 16 for any responses or further instructions.
5. Switch Back to Voice Communication:
 After initiating the DSC distress call, switch back to the voice mode for further
communication with responding vessels or rescue coordination centers.

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:
i. DSC internal tests (VHF)
ii. DSC internal test (MF)
iii. BATTERY ON AND OFF Load test.Emergency battery (brought up to
fully charged condition where necessary. Also the battery voltage
must be checked daily while ON-LOAD (See the General Information
Book).
iv. Check printers have ink and paper
v. Radio log book is signed by master

II. Weekly:
i. MF external test on 2187.5 KHz with Call coast station on its MMSI #
from ALRS VOL 5)
ii. VHF test with spare batteries for testing purpose (But not on CH 16
use CH 15 or CH 17)

III. Monthly:
i. Antennas free from corrosion or loose connections (check shall be
made at least once a month on the condition of all aerials and
insulators)
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)
iii. SART – Physical condition, expiry of battery, self test (Each SART
should be tested using the in-built test facility and checked for
security and signs of damage)
iv. Each survival craft VHF set should be checked on a channel other than
Channel 16.
v. GMDSS BATTERIES
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 100-400
miles from shore, excluding Sea Area A1)
Sea Area A3 – within INMARSAT satellite coverage, between 70N and 70S, excluding
Sea Areas A1 and A2
Sea Area A4 – the Polar Regions excluding Sea Areas A1, A2 and A3

• GMDSS CRS for each sea area must maintain DSC distress and safety watch as
follows
 Sea Area A1 VHF Channel 70
 Sea Area A2 MF 2187.5 kHz
  Sea Area A3 HF Frequencies in the 4,6,8,12 and 16MHz bands

EPIRB (Emergency position indicating radio beacon):

i. EPIRB transmits at 406MHz using a COSPAS SARSAT system
ii. It can be tested with a self test function
iii. EPIRB can be activated by both means - manually or automatically
iv. When a ship is submerged to a depth of 2-4 metres below water level, EPIRB
gets released via HRU which cuts its lashing and gets activated sending
details like:
a) Ship’s name
b) Call sign
c) MMSI number
d) Port of registry
e) Current position etc. to the company and nearest shore station

SART (Search and Rescue Radar Transponder):

i. SART works on a X-band (3cm, 9GHz) RADAR
ii. Activating SART:
a) Remove it from its casing
b) Turn the knob half way across to ON position
c) A red ight will start blinking, this is an indication that SART is activated
d) Once been detected by any RADAR this light will turn green

iii. Once SART signal is received on a RADAR, it will appear as:

a) Over 5 miles 12 blips will appear on the RADAR in the direction of
SART in which the last blip is the position of the SART
b) Between 1-5miles, 12 arcs will appear on the RADAR in the direction
of SART
c) When SART is within 1 mile, 12 concentric circles will appear on the
RADAR

WHAT IS AIS SART

It is a self containing radio device used to locate a survival craft or distress vsl.

- It send the posn on AIS and on ECDIS

- IT SENDS –
 - MMSI NO.
- CLASS – SART
- POSITION
- RANGE, BEARING SPEED, COURSE AND HEADING

NAVTEX

How do you setup navtex

Switch on the navtex
Carry out a self test
Go to the setting
Select the nav station from ALRS vol. 5, and select the nav area fron part 3
Select the inputs , which are required by your passage

Mandatory inputs are -

A-navigational warning
B-meteorological warnings
D-search and rescue warnings
L-additional navigational warnings
It works on 518 KHz for English and 490khz local languages can also be
selected. It is a receiver and not a transmitter. 250nm-400nm
Alrs vol 5
How to acknowledge and relay a distress message via navtex.
The message is start with
(ZCZC) followed by a space then four B characters.
The first, (B1), identifies the station being received, the second, (B2), identifies
the subject i.e. Navigational Warning, Met Forecasts, etc., and the third and
fourth, (B3 + B4), form the consecutive number of the message from that
station.
In the last of the message (NNNN).
Make sure that your NAVTEX receiver is programmed to accept only those
messages identified with the B1 character of the NAVTEX station
Turn on your NAVTEX receiver at least four hours before sailing
When you receive a distress alert on an HF channel, which is not acknowledged
by a coast station within five minutes, you can transmit a distress call relay to
address it to the appropriate coast station or to all ships2. You should use this
procedure only in two situations:
when you know that another ship in distress is not itself able to transmit the
distress alert and you consider that further help is necessary; or
when you receive a distress alert on an HF channel from a ship station or a ship
earth station3.
When you transmit a distress call relay, you should use this format:
The distress signal MAYDAY;
The call sign or other identification of your vessel spoken three times;
The call sign or other identification of the station sending or receiving the
distress alert spoken three times;
A brief description of your situation and position;
A request for assistance from any available source3.
Do not transmit a distress call relay on receipt of a DSC distress alert on either
VHF or MF channels2

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
II. Call sign identification
III. No of POB
 IV. Nature of distress
V. Type of assistance required
VI. No of victims
VII. Any other info about weather, condition of ship etc
VIII. Number of distress craft and condition

Action while proceeding area:

1) Establish communication with other ship
2) Plot the vessel on RADAR in vicinity
3) Update ETA to vicinity
4) Post look out

Onboard preparation:
LSA, Lifeboat, Lifebuoys, 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

LSA

LSA inspection
Weekly
Visual inspection of life boats, life rafts, launching appliances
Check the conditions of the Hooks and their attachment to life boat
Ensure on load release gear is working properly
General emergency alarm to be tested
Run the engine of life boat for 3 minutes, log down in LSA log
Monthly
Life boat engine is running satisfactorily
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 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 entre the water the brake should be abruptly applied
5 yearly Inspection
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 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 BUOY

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
150 and under 200 mtrs 12Nos with S/I lights 6Nos
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.
Life buoy with lights and smoke signals shall be equally distributed on both
sides of the ships.
LifeBuoy specifications:-
Outer diameter 800mm
Inner diameter 400mm
Shall support 14.5 kg of iron in fresh water for 24 hours
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
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
Breaking strength not less than 5 kn
Maintenance life buoy
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
Check the life line free of kinking and coiled properly
Check the placement of all L/B as per LSA plan
Life JACKET
Life Jackets fitted with RR tape+ life jacket light ((visibility 1 mile))
Information available SOLAS Chapter 3 LSA code/SEQ Cert
Types of Life Jacket Infants less than 15kg, Child 15-43 kg, Adult more than 43
kg
One for every person + 25 % extra
Requirement shall be provided for every person on board
Child life jacket 10% of number of passengers on board or one life jacket for
each child
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 operation.
Inflatable Life Jacket
1. Pilot
2. Person working ship side

Inflate automatically on immersion as well provided to permit manual inflation

by single motion and be capable of being inflated by mouth.
If one compartment looses buoyancy the other must fulfill the above
construction requirement
Normally serviced once in year
In free fall life boat only inflatable life jacket are permitted

Stowage
Readily accessible and their position clearly indicated
Must always be in ready to use condition
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 life jacket
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
3. Launching within 5 mins

Requirement:
1. Length not less than 3.8 m and not more than 8.5 m
2. Capable of carrying at least 5 seated person and 1 lyingdown

Additional requirement:
1. One buoyant line of 50 m in length for towing purpose
2. Two buoyant rescue quoits with 30 m line
3. Efficient radar reflector or SART
4. Water proof first aid kit
5. TPA for 10% or 2 of the total capacity
6. A search light
7. Walkie talkie

Immersion Anti Exposure suits

Information available in LSA code
Constructed of highly visible water proof material with RR tape
Keeps the wearer dry when in water
The seals at neck or face prevents the water ingress
The wrists and legs will have integral gloves and fist covering
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 immersion sute
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
Check the condition of RR tapes and replace as necessary
If fitted check whistle and expiration date of light and battery
With zipper fully opened load the suit in the storage bag
Once in a month crew must try to wear

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

Thermal Protective Aid

TPA is body warming garment made of water proof material. It is not an in
water garment. It must envelope the whole body except face. It may be
provided with or without arms and legs. TPA with arms and legs will have
appearance of a sack which encases the whole person.
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
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 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.
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
Each life raft must contain 2 buoyant smoke signal.
Rocket Parachute Flares No’s 4
The Rocket Parachute Flares shall
Be contained in a water resistance casing.
Have brief instructions or diagrams clearly illustrating the use of it printed on
its casing.
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.
Burn uniformly with average luminous of not less than 15,000 cd.
Have a burning period of not less than 1 minute.
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.
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.

How HRU work on liferaft?

HRU stands for Hydrostatic Release Unit, and it is a device that automatically
releases the liferaft from the ship in case of sinking.
-HRU works by using water pressure to activate a spring-loaded knife, which
cuts the liferaft’s securing straps when the ship is submerged below 4 meters
of water.
- The liferaft then floats to the surface and inflates automatically when the
painter line pulls tight.
- The liferaft is also detached from the ship by a weak link, which breaks due to
the buoyancy of the inflated liferaft.
BOWSING TACKLE AND TRICING PENDANT

Bowsing tackle is a rope or wire that is used to pull the lifeboat towards
the embarkation deck, which is the platform where the crew can enter the
lifeboat safely.

Tricing pendant is a rope or wire that is used to prevent the lifeboat

from swinging when it is being lowered or raised by the davit, which is a device
that holds and lowers the lifeboat by a wire or a fall. Tricing pendant is
attached to the side of the lifeboat and to the davit arm.

Equipments carried in Life Boat are:

1. Oars
2. Boat-hooks = 2;
3. Buoyant bailer =1
4. Buckets =2;
5. Survival manual =1
6. Compass =1
7. sea-anchor =1
8. Food ration totalling not less than 10,000 kj for each person
9. Buoyant smoke signals =2:
10. Rocket parachute flares = 4;
11. Hand flares = 6;
12. Waterproof electric torch
13. Daylight signaling mirror =1 with instructions for its use
for signaling to ships and aircraft;
14. Whistle =1 or equivalent sound signal;
15. First-aid kit =1 in a waterproof case capable of being
closed tightly after use;
16. Anti-seasickness tablets
 17. Jack-knife =1 to be kept attached to the boat by a lanyard;
18. Tin openers= 3;
19. Buoyant rescue quoits = 2, attached to not less than 30 m
of buoyant line;
20. Manual pump = 1 suitable for effective bailing if the
lifeboat is not automatically self-bailing;
21. Fishing tackle = 1 set;
22. Sufficient tools for minor adjustments to the engine and
its accessories;
23. Portable fire.
24. Efficient radar reflector = 1, unless a survival craft radar
transponder is stowed in the lifeboat;
25. Thermal protective aids {TPA}

LifeBoat Launching
 As soon Master orders
 Sound emergency alarm signal and make announcement on PA
 Wear proper PPE with life jacket and carry immersion suit proceed to
muster station
 Check the communication with the bridge
 Head count taken and report to bridge
 Ensure EPIRB, SART, GMDSS portable VHF, spare batteries, extra ration,
extra blankets, extra water, local charts are brought
 Brief the crew about their duties
 Check the life jacket light and whistle
 Report to Bridge
 Make sure FPD’s in place
 Make a quick risk assessment (no slippery substances no objects in the
area that make the person fall)

Note :- risk assessment only during drill not in emergency

 Check propeller and rudder is clear of obstructions
 Send one engineer to start the boat engine (cold start) and check
rudder movement Hard Port and Hard STBD
 Send one crew member who puts the plugs in place
 Seat belts are in good condition
  Ensure everyone has bought their life jacket
 On/off load release safety pin in place
 Self lowering wire is free to operate
 Charging cable should be removed.
 Make fast the painter to the strong point.
 Harbor pins are removed (they are removed before POB)
 Gripes removed from deck
 Brake pin is removed
 Check over side and lower embarkation ladder
 Carry out dry test.
 Report to Bridge that boat is ready for lowering
 As soon as master gives order send sufficient persons 1 engineer, 1
officer, 2 crew members who will board the boat and in case of
emergency all will board the boat
 Ensure the ship side is clear and lower the boat at steady speed
 When the boat is near to the surface of water, start the engine.
 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
 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
 Move away from the sinking ship and follow MGN77

Instruction for immediate action in life boat

The person in charge of the lifeboat shall immediately, after clearing the
ship, organise the following -
look for and pick up other survivors from the water;
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.
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.
8. Arrange watches and duties.
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
daylight.
11. Adjust canopy openings to give protection from weather or to ventilate the
liferaft as appropriate.
12. Prepare and use detection equipment including radio equipment.
13. Gather up any useful floating objects.
14. Protect against heat, cold and wet conditions.
15. Decide on food and water rations.
16. Take measures to maintain morale.
17. Make sanitary arrangements to keep life raft habitable.
18. Maintain life raft including topping up of buoyancy tubes and canopy
supports.
19. Make proper use of available survival equipment.
20. Prepare action for -
1. Arrival of rescue units;
2. Being taken in tow;
3. Rescue by helicopter; and
4. landing and beaching.

Launching of Davit Launched Life Raft

 As soon as Master gives order

 Sound emergency alarm and make announcement on PA
 Wear proper PPE with life jacket and carry immersion suit and proceed
to designated Muster Station and report to bridge to check the
communication
 Head count taken and report to bridge
 Brief the crew about their duties
 Check the life jacket donning, whistle and light
 Ensure the SART, EPIRB, GMDSS portable VHF, spare primary cell, extra
ration, extra blankets, extra water, local charts are brought to place
Inform bridge
 There is 1 Open shackle (bridle ring) in the liferaft, from the cover pull
the lifting shackle and attach to Davit’s hook
 Pull the bowsing lines from the container and secure
 Secure the container retention (canister) line
 Pay out the painter enough to swing the liferaft outward and make fast
the painter to a strong point
 Check over side and pull the painter
 When it gets stuck give a jerk to inflate the raft
 Recover the container covers and keep them away
  Using the Bowsing lines secure the liferaft to ship side and report to
bridge
 After getting instruction from the bridge go inside and inspect the raft
for its good condition
 Report to bridge that raft is ready for boarding
 Once instructed from bridge, tell crew to remove sharp objects from
their pockets if any then commence boarding
 it hanging only on one wire, crew members must adjust themselves to
balance
 Once boarding is done report to bridge and check ship side clear and
release the bowsing line
 Lower the raft at steady speed
 When the boat is close to water pull the Red Grip
 When the raft is fully water borne and no load on hook, the raft will
release automatically, incase the liferaft not released pull the green grip
to release from davit
 Using pedals get clear from the sinking ship
 Look for the survivors and pick them up into the raft
 Sea anchor is dropped and follow MGN 77

Launching by Free Fall.

01. Check the water surface for any obstructions.
02. Ensure lashing arrangements are disengaged and make sure to remove
release hook safety pin.
03. Remove the battery charger connection.
04. Passenger and crew to embark safely.
05. All hatches and openings to be closed and put the boat plug in.
06. Ensure everyone is sitting down with seat belts and head straps fastened.
07. Start the lifeboat engine.
08. When ordered, pump the lever several times to release the lifeboat, make
sure you alert everyone before doing so because as soon as lifeboat releases it
gives a sudden jerk, which could injure someone sitting inside the lifeboat.
09. Once the lifeboat is waterborne, get the lifeboat away from the ship and
keep a good lookout.

ONLOAD & OFFLOAD

1. On-Load Release Unit:
  Definition: An on-load release unit is a mechanism in a lifeboat that
allows it to be released and lowered into the water while the boat is
waterborne still loaded with people or equipment.
 Activation: On-load release units can be activated when the lifeboat is
in the water and loaded with occupants, making it possible for the boat
to be launched even if the ship is still afloat.
 Advantages: On-load release units provide the advantage of allowing
the lifeboat to be launched quickly without the need to transfer
occupants into the lifeboat after it is in the water.
 Use: Commonly used in free-fall lifeboats and some davit-launched
lifeboats.
2. Off-Load Release Unit:
 Definition: An off-load release unit is a mechanism that releases the
lifeboat only when it is clear of the ship, when the weather is rough,and
not carrying any personnel or equipment.
 Activation: Off-load release units are typically activated once the
lifeboat is clear of the ship and has descended to a safe distance above
the water.
 Advantages: Off-load release units are considered safer for personnel
because the lifeboat is not released until it is clear of the ship, reducing
the risk of collision or entanglement during launch.
 Use: Commonly used in traditional davit-launched lifeboats and some
hook-equipped lifeboats.

The choice between on-load and off-load release units depends on various factors,
including the type of lifeboat, the specific requirements of the vessel, and applicable
regulations. Both mechanisms must comply with international safety standards, and
their design and operation are subject to rigorous testing and approval by relevant
maritime authorities.

FIRE FIRR
Fire ACTION

 Sound the FIRE alarm

 CALL MASTER
 Bring the fire party together muster
 Try to isolate the fire by closing ventilation systems, skylights, and doors
 Activate emergency fire and bilge pumps located outside of the affected spaces
  Close fire and watertight doors as necessary
 CHECK NAVIGATIONAL HAZARD AND MANOUVER THE SHIP AS
APPROPRIATE
 Safely maneuver the vessel so that noxious fumes are expelled from the ship
 Muster, headcount, and identify missing crew, if any
 Fight the fire by whatever means is at your disposal until help arrives
 Report the fire VTS, BROADCAST URGENCY/DISTRESS AS APPROPRIATE
 If the fire is small, try to extinguish it using a fire extinguisher if available
 LOG DOWN IN LOG BOOK
 Leave all your belongings where they are, try to save life first
 GET CHECKLIST

FIRE IN ENGINE ROOM

Fire in engine room. Action?

- Raise the alarm

- inform the master.
- Sound the general alarm and announce “Fire in the engine room” on the
public address system.
- Notify the master and the chief engineer about the location and extent
of the fire.
- Display the “Not under command” lights and signals, and send an
urgency or distress message if necessary.
- Muster the crew and prepare the fire party. Assemble all the crew
members at their designated muster stations and
- take a head count. Assign the fire party members and equip them with
proper protective clothing, breathing apparatus, and fire extinguishers.
- Have a backup party ready to assist or replace the fire party if needed.
- Isolate the fire and stop the fuel supply.
- Close all the ventilation, fire, and watertight doors leading to the engine
room.
- Shut off the electrical power and the fuel supply to the engine room.
- Activate the emergency fire pump and the fire main system.
- Start the boundary cooling on the adjacent bulkhead
 - Fight the fire with suitable extinguishing agents. Depending on the type
and source of the fire, use the appropriate extinguishing agents, such as
water, foam, dry powder, or carbon dioxide.
- Try to extinguish the fire by conventional means, such as hoses, nozzles,
or portable extinguishers. If the fire is beyond control, use the fixed fire-
fighting system, such as the CO2 flooding system, to smother the fire.
Follow the instructions and precautions for activating the fixed system,
such as evacuating the engine room, sealing the openings,
- If fire is not contrable thn releasing the CO2 remotely.Monitor the
progress and communicate with the bridge. Maintain a proper
communication between the fire party, the backup party, and the
bridge. Keep the bridge informed of the status and development of the
fire. Report any difficulties or dangers encountered by the fire party.
Follow the orders and instructions of the master and the chief engineer.
Do not enter the engine room without permission or proper
equipment123.’ Qwedftvgygvi/uo

What is IG gas system, what does it do?

It prevent the tank from explosion by maintaining by non explosive
atmosphere inside the tank. By reducing the o2 content in tank.

ALARMS FITTED IN IG SYSTEM

1. High level in scrubber
2. Low pressure seawater supply
3. High inert gas temp.
4. low pressure in a line
5. high o2 content
6. low level in deck seal

Lower EXPLOSIVE LIMIT

Lower explosive limit (LEL): the lowest concentration of gas or

vapour which will burn or explode if ignited.
INERTING

Inerting is a process that involves replacing the atmosphere in a confined space

with an inert gas. The goal is to reduce the oxygen concentration to a level that
prevents combustion. Inerting is also known as inertization.
Inerting can be used to:
 Prevent explosions
 Prevent vapors from escaping into the atmosphere
 Prevent air from penetrating into a plant
 Prevent oxidation

PURGING

 Remove flammable or toxic gases: Before cleaning a tank, it must be

emptied and purged to remove any flammable or toxic gases or vapors.
 Remove impurities: Purging removes impurities from a system that
delivers a pure gas or sensitive gas mixture.
 Remove dangerous gases: Purging removes dangerous or damaging gas
from a system after use.

Equipments
1. FIRE MAIN
2. FIRE HYDRANT
3. FIRE HOSE
4. FIRE NOOZLE
5. EMERGENCY FIRE PUMP
6. MAIN FIRE PUMP
7. FIXED FIRE FIGHTING INSTALLATION ( CO2,FOAM,HALON,WATER,SPRINKLER)
8. PORTABLE FIRE EXTINGUISHERS
9. ISC (INTERNATIONAL SHORE CONNECTION)
10. FIRE WALLET
11. VENTILATION ARRANGEMENT
12. W/DOORS, FIRE DOORS
13. FIRE MAN’S SUIT
14. EMERGENCY FIRE ALARM
15. FIRE BLANKET
16. PORTABLE FOAM APPLICATOR
Types of fire
Class Elements Extinguishers
A Solids-wood, clothe, paper, rubber, Water/foam
plastic
B Flammable liquid-oil, greases, tars, Foam
oil based paints, lacquers, flammable
gases
C Gases- (electrical fire) Dry chemical powder
(DCP)
D Metals- magnesium, titanium, Dry powder
aluminum etc
F Cooking oil- cooking fat, oil grease Wet chemical

PORTABLE FIRE EXTINGUSHER

9 liter at 5 kg at least 5 kg at least

least
Use – Class A Use- burning For burning Burning liquid Cooking oil
(Solids-wood, liquid fire liquid and and electric
clothe, paper, electric fire fire
rubber,
plastic)
Do Not Use: Do Not Use: Do Not Use: Do Not Use: Do Not Use:
burning liquid, electrical fire on metal fire on metal fire
electric, metal and
fire flammable
Metal fire

Portable Fire Extinguishers.

1. At least 5 portable extinguishers shall be carried above 1000 GRT.
2. They shall be placed as close as possible to the entrance of the space.
3. On the extinguisher as well as on the bulk head it should be clearly marked
on which class of fire it can be used.
4. CO2 portable extinguisher shall not be used in accommodation spaces
except in case like radio room , bridge electrical controls, galley where
electrical fires takes place and where non conducting media is required.
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 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.

9. Class A Solids (Wood/Paper etc.) Water/ Foam

Class B Flammable liquids (Oils/Fats.) Foam/Hyper mist (fine spray)
Red cylinder with cream band.
Class C Gases (Methane, Propene, Acetelene) Foam Red
cylinder with cream band.
Class D Metals (Aluminium, Magnesium) DCP and CO2

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.
Maintenance MGN 276
1. Condition of extinguishers for leaks and corrosion.
2. Check nozzles free from dust.
3. Plunger tags and safety pins.
4. Shake the DCP Extinguishers to avoid the powder from caking.
5. Location and markings as per fire plans.
Servicing
Every year on board by competent person.
Every 5 years discharge and refill (on board/shore).
Every 10 years pressure test hydraulic by shore.

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
 20 m in other space and open deck
 25 m for open deck on ships with a max breadth in excess of 30 m

4. Diameter:
 65 mm (deck/engine)

Fire Hose diameter 65mm ( Engine/Deck).

 FOG applicator or Lance 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
2. One shall be from a single length of a hose

Maintenance
1. Check for physical damage of hose.
2. Check condition of rubber washers.
3. Leak test.
4. One Hydrant on Port and Starboard side in Engine Room.
5. For Tankers Isolation Valve at end of accommodation and every 40mtrs to increase
pressure.
6. Copper seizing wire must be used to connect hose with coupling.
7. Fire Hydrant will be placed on Port and Starboard side on deck.

Fixed Deck Foam

1. For tankers of 20,000 DWT or more it is mandatory.
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.
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.
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.
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 water.
3. It should be able to meet the above criteria in all conditions of list, roll, trim,
pitch and heel.
Fixed CO2

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 be calculated accordingly.
Machinery spaces and Pump rooms
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 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.
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 box in break glass type enclosure.
6. The locked control box when it is operated it will activate a klaxon within the
space and also automatically stop ventilation fans, etc.
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
the main purpose is to protect the above areas without necessity of engine
shut down, 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.
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.
Fire Detection System
3 types of detectors are in use Heat, Smoke and Flame.
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.
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
3. Control stations (CCR, ECR, Fire Control station)
4. At all stowage positions of fire mans outfit
5. At steering Gear
6. At fire pump and emergency bilge pump.
7. Cargo pump room.
8. For 18 hours navigational lights equipments
9. MF/HF Radio
10.VHF Radio
11.Ship earth station
12.All fog signaling lights and devices
13.All internal communication
14.Fire detection and fire alarm systems
15.Nav equipment (radar, gps, gyro)
16.Emergency fire pump
 17.Steering gear for at least 30 minutes of continuous operation.

Self Contained Breathing Apparatus SCBA BA

Pre entry checks on B.A sets:

1. Check the physical condition
2. Any lean in hose,visor should be clean, straps should be in good
condition .
3. Check the demand valve should be close.
4. Check the high pressure test by opening the v/v of cylinder.
5. Close the v/v when pressure reaches to 300 bars.
6. Pressure should not fall 10 bars in 1 min.
7. If not leak, thn proceed further.
8. Put mask on face , start inhaling slowly in demard mode.
9. When pressure comes approx. below below 50-60 bars, whistle will
blow.
10.Face mask collapses on the face due to vacuum
11.Testing is complete.

It is part of Fire mans outfit. Can also be used in enclosed spaces or dangerous
spaces.
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.
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.
Weekly Maintenance
1. Condition of cylinders.
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.
4. Pressure should be between 180 – 220 for approx for 20minutes.
5. Clean the area around mouth piece and face mask.
6. Check for positive pressure i.e. when the face mask is worn and without
opening the demand valve and cylinder valve try to breath, it must stick tightly
to face.
7. Used cylinder must be replaced with fully charged ones.
8. Restore in same position for next use.

Marpol Annexes
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
ORB 1- ENGINE ROOM
ORB2- TANKERS DECK
 The ship proceeding is en route
 The oily mixture is processed through an oil filtering system
 mixed with oil cargo residues

Discharge criteria that must be complied with when an oil tanker more than 400GT is
to discharge cargo pump room bilges;
 Vessel should not be in a special area
 Vessel should be en route
 Vessel should be at least 50 miles from the nearest land
 Any instantaneous discharge should not exceed more than 30 ltrs/nautical mile
 The oil content of the effluent without dilution does not exceed 15ppm.
 When the vessel is in the special area the oil filtering system apart from having
an alarm when the 15ppm cannot be maintained shall also be of a design where
the oil filtering system shall stop automatically when the oil effluent exceeds
15ppm
  Oily mixtures must not come from the cargo pump room bilges in case of oil
tankers
 Oily mixtures in case of oil tankers must not be
 Total oil residue discharged less than 1/30000 of the last cargo (product carried
for tankers built after 31 Dec 1979)
 The tanker has in operation an oil discharge monitoring and control system and
a slop tank arrangement

Special areas according to annex I of MARPOL convention:

 Northwest European waters ( north sea, irish sea, celtic sea, English channel,
portion of northeast Atlantic near Ireland)
 Baltic sea
 Mediterranean sea
 Black sea
 Red sea
 Gulf area
 Gulf of Aden
 Antarctic
 Oman area of the Arabian sea
 Southern South African waters

Annex 2
Regulation for the control of pollution by Noxious liquid substance in bulk
(a) In the Antarctic area, any discharge into the sea of Noxious Liquid Substances or
mixtures containing such substances is prohibited
Category
X, Y, and Z - ship is proceeding en route - minimum speed 7 kn (self-propelled) or 4 kn (not
self-propelled)
4- Not less than 12 nm from the nearest land
2- Discharge below the waterline
1- Minimum water depth 25 meters
And

MARPOL Annex II categorizes noxious liquid substances into four categories:

 Category X: Has the most severe pollution hazards
 Category Y: Has moderate pollution hazards
 Category Z: Has low pollution hazards
  Category OS: Has no hazards when discharged from tank cleaning or de-ballasting
operations
Ships certified to carry substances of Category X, Y, or Z must have an
underwater discharge outlet. However, for ships constructed before January 1,
2007 and certified to carry substances in Category Z, an underwater discharge
outlet is not mandatory.

Annex 3
Regulation for the prevention of pollution by harmful substances in packaged form
No discharge at all

Annex 4
Annex 4 Regulation for the prevention of pollution by Sewage from ship
Discharge of sewage into the sea is prohibited except when,
1. The ship is discharging comminuted and disinfected sewage using a system
approved by the organization at a distance of 3 nautical miles from the nearest land
and that which is not comminuted or disinfected at a distance of 12 nautical miles
from the nearest land
2. Sewage shall not be discharged instantaneously, but at a moderate rate when the
ship is enroute and doing a speed of not less than 4 knots
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

Discharge permitted ≥3 nm from the nearest land

Food waste comminuted or ground
and en route
 Discharge permitted ≥12 nm from the nearest
Food waste not comminuted or ground
land and en route

Cargo residues1 not contained in wash

water
Discharge permitted

Cargo residues1 contained in wash ≥12 nm from the nearest land and en route
water

Cleaning agents and additives1

contained in cargo hold wash water
Discharge permitted
Cleaning agents and additives1
contained in deck and external surfaces
wash water

Carcasses of animals carried on board

Discharge permitted as far from the nearest land
as cargo and which died during the
as possible and en route
voyage

All other garbage including plastics, Discharge prohibited

domestic wastes, cooking oil,
incinerator ashes, operational wastes
and fishing gear

Mixed garbage When garbage is mixed with or contaminated

by other substances prohibited from discharge
or having different discharge requirements, the
more stringent requirements shall apply

Definition of Garbage
Means all kinds of victuals, domestic and operational waste excluding fresh fish, part of fish
and sewage, generated during the normal operation of the ship and liable to be disposed off
continuously or periodically.
Operational Waste
It means all maintenance waste, cargo associated waste and cargo residues. Waste from oil
or oily mixtures is excluded.
Plastic
It means synthetic ropes, synthetic fishing nets, plastic garbage bags, foam plastics and
other plastics.

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)

CHEF / COOK WANT TO DISCHARGE GARBAGE OUTSIDE A SPECIAL AREA,

WHAT WILL YOU DO?
1.ask for what type of garbage is it
2.food waste
3.ask for quantity and it is comminated or non comminated
4. if the ship for comminated check more than 3 nautical mile from nearest
land
non communicated check more than 12 nautical mile form the nearest land
5.make entry in garbage Record Book
garbage quantity ,position, date and sign

Annex 6
Regulation for the prevention of the Air pollution from ship
 Regulation 12 Ozone Depleting Substances (ODS)
 Regulation 13 Nitrogen Oxides (NOx)
 Regulation 14 Sulphur oxides (SOx) and particulate matter
 Regulation 15 Volatile organic compounds (VOCs)
 Regulation 16 Shipboard incineration


Annex VI: Prevention of air pollution by ships (Emission Control Areas)

Date of Entry
Special Areas Adopted # In Effect From
into Force
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 26 Mar 2010 1 Aug 2011 1 Aug 2012

(SOx, and NOx
and PM)

United States
Caribbean Sea
ECA 26 Jul 2011 1 Jan 2013 1 Jan 2014
(SOx, NOx and
PM)
(d) Regulation 16
 Shipboard incineration of the following substances shall be
prohibited:
 residues of cargoes subject to Annex I, II or III or related
contaminated packing materials;
 polychlorinated biphenyls (PCBs);
 Garbage as defined by annex V, containing more than traces of
heavy metals.
 Refined petroleum products containing halogen compounds.
 Sewage sludge and sludge oil either of which is not generated on
board the ship; and.
 Exhaust gas cleaning system residues.

SOPEP – CONTENTS:
I. General arrangement plan, tank plan and fuel oil piping diagram
II. Ship’s identification data page
III. person responsible for reporting
IV. Coastal state contacts (published annually, updated quarterly by IMO)
V. Port contact sheet
VI. Ship contact list
VII. Steps to control discharges

Equipments
I. Oil dispersant
II. Sawdust
III. Rags
IV. Absorbent pads
V. Oil kit bags
VI. Scoops
VII. Shovel
VIII. Brooms & brushes
IX. Buckets
X. Drums
XI. Rubber suits / boots / gloves
XII. Wilden pump with hoses

VOLUNTARY ENTRIES OF SOPEP:

I. Training and drills procedures
II. Record keeping procedures
III. Plan review procedures
IV. Public affairs policy

CODE

CODE AND CONVENTION

Convention is made when it is recognised by the flag state, the members of the
IMO or the contracting governments that there is a need of provisions or
standardization regarding some concern i.e. safety, marine pollution,
certification, survey etc. Convention is a broad term and the code falls under
conventions as the specific regulations are laid down in the codes with regards
to different chapters of the convention. i.e.

ISM CODE
DEFINITION:
International Safety Management code for safe operation of ships and
pollution prevention.
OBJECTIVE:
I. To ensure safety at sea
II. Prevention of human injury or loss of life
III. Avoidance of damage to the environment
IV. Provide safe practices in ship operation and safe working
environment
V. Establish safeguards against all identified risks
VI. Improve safety management skills of personnel ashore and
onboard ships
 VII. Preparing for emergencies related to both – safety and
environmental protection
VIII. Ensure compliance with mandatory rules and regulations by all
organizations

SMS (SAFETY MANAGEMENT SYSTEM) – DEFINITION:

It is a system that ensures compliance with the guidelines of ISM code

1) SMS – 6 KEY ELEMENTS / FUNCTIONAL REQUIREMENTS - SOCREM:

I. S - Safety and environmental protection policy
II. O - Procedures to ensure safe operation of ships and protection of
the environment
III. C – Levels of authority and lines of communication defined
IV. R – Procedures for reporting accidents and non-confirmities
V. E – Procedures to prepare for and respond to emergencies
VI. M –Procedures for internal audits and management reviews

2) PMS (PLANNED MAINTANANCE SYSTEM) – BENEFITS:

I. Work is planned in advance taking into account resources
available, type of voyages and routes
II. No equipment is missed or ignored
III. Critical equipment is identified and maintained accordingly
IV. Ship is ready for surveys
V. Stores and spares are ordered on time
VI. Unreliable equipment is identified
VII. Inspections are held at appropriate intervals
VIII. Records of activities are maintained
IX. Any non-confirmity is reported with its possible cause if known
and appropriate corrective action is taken

DOC
I. DOC (DOCUMENT OF COMPLIANCE):
i. Issued to the company and copies sent to each ship
DOC is a evidence that company complies with ISM code
ii. DOC contains:
 a) Classes of substances that a ship can carry
b) Cargo spaces where such cargoes can be carried
c) Additional safety equipments that a ship must carry

II. SMC (SAFETY MANAGEMENT SYSTEM):

It is issued to each ship to verify that the ship is operated in
accordance with documented SMS

III. Both certificates are issued by MCA and renewed in every 5 yrs
Annual verification is carried out to maintain DOC
Intermediate verification of SMC is carried out between 2 nd and 3rd
anniversary

HOW DOES ISM HELPS IN YOUR ROLE AS AN OFFICER:

I. I will have a safe and healthy working environment
II. I will have a defined role - job description
III. My areas of responsibility will be ready for surveys
IV. I will have benefits of PMS
V. Company will be responsible to arrange familiarization training for
me
VI. I will have a set of procedures for guidance in day-today working
activity
VII. I will have a set of procedures for guidance in emergencies
VIII. My ship will have procedures to report accidents and non-
confirmities rather than burying them under sand
IX. I can request master to conduct an internal audit for my areas of
responsibility to ensure compliance with code
X. I can use an established procedure to raise issues and suggest
improvement

ISPS CODE

Security level
International ship port security
SECURITY LEVEL 1; Means the level for which minimum appropriate protective security
measures shall be maintained at all times Risk (Normal security measure)

SECURITY LEVEL 2; Means the level for which appropriate additional protective security
measures shall be maintained for a period of time as a result of heightened risk of a security
incident (heightened security threat)

SECURITY LEVEL 3; Means the level for which further specific protective security measures
shall be maintained for a limited period of time when a security incident is probable or
imminent, although it may not be possible to identify the specific target (Exceptional threat)

WHAT SHIPS COMPLY WITH ISPS CODE?

I. Cargo ships and Mobile Offshore Drilling Units 500GT and above on
international voyages comply with ISPS code
II. All passenger ships (domestic/international voyages)
III. Port facility serving 1 and 2 above
IV. Repair yards

REQUIREMENT FOR CSR (CONTINUOUS SYNOPSIS

CERTIFICATE)
I. Every ship must have a CSR from 1st July 2004(LIFE TIME VALIDITY)
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
II. Date of registry
III. IMO number
IV. Name of ship, port of registry
V. Name and address of owners
VI. Name and address of charterers
VII. Name and address of company which carries out safety management activity
for that ship
VIII. Name of classification society
IX. Name of administration which issued DOC, interim DOC, SMC, interim SMC
X. Name of administration which issues ISSC(international ship security
certificate), interim of short term ISSC
XI. When the ship is sold or transferred, CSR remains on board
DECLARATION OF SECURITY (DOS):
It is a ship shore security checklist to which SSO and Port Security Officer will agree
as to who will be responsible for what part. For eg.
I. Vessel’s contact details
II. Port contact details
III. Security level maintained by the ship and port
IV. Period of validity

WHEN DO YOU EXCHANGE DOS:

Higher Definition 3 D Camera Gives Immense Sensation
I. H – Higher level
II. D – Loading/Discharging, transitting with DG (Dangerous goods)
III. 3 – Security level 3
IV. D – Dirty port ie non ISPS port
V. C – Change of security level
VI. G – Govt. official tells to do so
VII. I – Security incident
VIII. S – Ship to ship (even if same level)

FREQUENCY OF SECURITY DRILLS AND EXERCISES:

DRILLS:
I. Security drill must be carried out once every 3 months
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 between
exercises(CSO,SSO,PFSO)

SECURITY RECORDS MAINTAINED UNDER ISPS:

As per flag state, UK records of following shall be kept onboard for 3 yrs
I. Training, drills and exercises
II. Changes in security level
III. Security threats and incidents
IV. Breaches of security
V. DOS (Document Of Security) of last 10 port of calls
VI. Internal audits and reviews
VII. Periodic review of ship security plans
VIII. Periodic review of ship security assessment
IX. Testing, calibration and maintenance of ship security equipment
 X. Communication related to direct security of ship

CONTENTS OF SSP (Ship Security Plan):

I. How to test, calibrate, maintain and use safety equipment
II. How to do training and drills
III. How to deal with ports
IV. How to control access
V. What to do in security level 3
VI. Which restricted areas to be locked and monitored
VII. Security records to be maintained
VIII. Duties of personnel
IX. SSAS test, maintenance and use, procedure
X. Audit procedure
XI. SSP review procedure

1) WHAT PARTS OF YOUR SSP CAN A PSC (Port State Control) OFFICER
SEE?
I. Visitor log
II. Visitor passes and crew ID
III. International ship security certificate
IV. CSR (Continuous synopsis report)
V. Last 10 port of calls and security level maintained
VI. Dates of drills but not the actual minutes
VII. Sight of SSP but cannot go through it
VIII. Approval stamp of SSP

WHAT PARTS OF YOUR SSP CAN A FLAG STATE SEE?

Everything
TOOLS FOR IMPLEMENTING ISPS:
I. SSP itself has procedures and can act as a tool for implementing ISPS
II. Best Management Practice 4(BMP4) checklist
III. Training matrix
IV. Circulars from company
V. Piracy reports on SAT-C
VI. Drug and stowaway checklist
VII. Visitor passes, IDs, visitor log, restricted areas
VIII. Private armed guards
IX. SSP review checklist
 X. ISPS audit checklist

DUTIES OF CSO (COMPANY SECURITY OFFICER)

Super Stupid American Tickled Crazy Indian
I. S - Ship security assessment (SSA)
II. S – Develop, implement and maintain SSP
III. A – Carry out internal ISPS audit and arrange for ISPS external audit
IV. T – Arrange training
V. C – Ensure effective communication and co-operation between SSO and
PFSO
VI. I – Advice ship of any security related issues

DUTIES OF SHIP SAFETY OFFICER:

I. Follow health and safety culture
II. Induce safety culture
III. Take feedback from crew regarding safety
IV. Investigate accidents
V. Keep a record of accidents and incidents
VI. Stay vigilant

IMDG
OBJECTIVE:
Enhance safe carriage of dangerous goods by sea

VOLUMES IN IMDG CODE:

I. VOL I – General information about all classes
Packaging information
Stowage and segregation requirements
II. VOL II – DG (Dangerous Goods) list
III. SUPPLEMENTS – EMS (Emergency schedules), MFAG (Medical First
Aid Guide)

CONTENTS OF IMDG CODE:

I. UN Number and proper shipping name
II. Dangerous goods declaration:
 It is provided by the shipper and has relevant details as per IMDG
code
III. Container packing certificate:
It is made as per IMDG requirement. Personnel responsible for
packing provides it.Not required for portable tanks
DANGEROUS GOODS DECLARATION and CONTAINER PACKING
CERTIFICATE can be combined in one form and must contain:
I. UN number
II. Proper shipping name
III. Class
IV. Quantity
V. Number of goods
VI. Packaging groups
VII. Subsidiary risks

CLASSIFICATION OF DANGEROUS GOODS:

English Girl KI Free Fuddi O T R C MeiN
I. Explosives
II. Gases
III. Flammable liquids
IV. Flammable solids
V. Oxidizing substances
VI. Toxic substances
VII. Radioactive substances
VIII. Corrosive materials
IX. Miscellaneous substances

CSS CARGO SECURING

CODE
The Code of Safe Practice for Cargo Stowage and Securing (CSS Code) is an
international standard for securing cargoes. The International Maritime
Organization (IMO) adopted the CSS Code in 1991. The CSS Code contains seven
chapters with information about securing cargo.
The CSS Code provides advice on:
 Proper stowage and securing
 Actions to be taken in heavy sea conditions
  Actions that may be taken to remedy the effects of cargo
The CSS Code applies to securing of cargo units on open or closed decks of ships
other than cellular container ships.
Some guidelines for securing cargo include:
 Prioritizing securement of bulky and heavy units
 Consolidating units into one block
 Utilizing permanent securing points
 Securing independent lashings to strong points
 Trimming lashings for improved hold
 Maintaining equal tension in multiple lashings
 Regularly checking and tightening cargo lashings

CSM
A cargo securing manual (CSM) specifies how to secure cargo units, containers,
vehicles, and other entities on board a ship. The manual is based on transverse,
longitudinal, and vertical forces that may arise during adverse weather and sea
conditions.
The manual should also show the stowage position for each different size of
container, the maximum allowable stack of such containers, the maximum
allowable stack mass, and their sequence of stowage.
The proper stowage and securing of cargoes is important for the safety of life at
sea. Improper stowage and securing of cargoes has resulted in numerous serious
ship casualties and caused injury and loss of life.
Here are some indicative contents of a cargo securing manual:
 Securing devices and arrangements
 Stowage and securing
 Stowage of coiled sheet steel
 Stowage of heavy metal products
 Stowage of anchor chains
 Stowage of logs under deck
 Stowage of unit loads
 Stowage of non-standardized cargo
MARINE LABOUR CONVENTION (MLC)
 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
 5 majorcriterias taken into account as per MLC are:

I. Minimum requirements for seafarers to work on a ship.

II. Conditions of employment.
III. Accommodation, recreational facilities, food and catering.
IV. Health protection, medical care, welfare and social security protection.
V. Compliance and enforcement - on board complaint procedures.

WORK AND REST HOURS

From 1st January 2012 all ships need to comply with STCW 2010 hours of rest
I. Minimum amount of rest 77 hours per week
II. Minimum 10 hours of rest out of 24 hours
10 hours of rest can be divided into 3 parts one of which has to be of at 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
IV. Exceptions can be made during an emergency
V. Records should be maintained and readily available for inspection
AGREEMENT sea contract
RV MGN 369

Rv
Inform master
Inform eng. Room To keep engines ready for manoeuring
Post extra lookout
Reduce speed safe speed
Engage hand steering
Close all water tight doors and opening
Sound r.v signal
Switch nav light
Monitor radar with caution
Follow rule 19

Radar plot radarplot

Relative Motion True Motion
Target moves relative to own ship own Ship moves across the screen from bottom of the scrn
Own Ship always at center Screen moves from bottom and reset required

Relative Vector True Vector

Own vessel no vector Own vessel has vector
Targets relative (OA line extended) vector Targets vector (WA line extended)
Targets vector towards center Targets vector and own vessel vector pointing
each other Risk of Collision Risk of Collision
BUOYAGE
Region “A”
Area: Europe, Africa, Most of Asia, Australia.
(Port Buoys are Red and STBD Buoys are Green)
Colour: Red Used in
Port Hand Shape: Cylinder(Can) conjunction with a
Mark Pillar or Spar conventional
Alteration Top Mark if Any: Single direction of
I-S Red Cylinder (Can) Buoyage These
O-P Light when Fitted: Red indicate the Port
Rhythm: Any other than side of the route to
2 +1 followed

Starboard Colour: Green Used in

Hand Mark Shape: Conical Pillar or conjunction with a
I-P Spar conventional
O-S Top Mark if Any: Single direction of
Green cone point Buoyage These
upwards indicate the STBD
Light when Fitted: side of the route to
Green followed
Rhythm: Any other than
2 +1
At the point where
Colour: Red with one Channel divides
Preferred Horizontal green Band when proceeding in
Channel to Shape: Cylindrical (Can) conventional
Starboard Pillar or Spar direction of the
I-S Top Mark if Any: Single Buoyage it
O-P Red Cylinder (Can) indicated Preferred
Light when Fitted: Red Channel to STBD
Rhythm: Composite side so that you
Group Flashing 2 + 1 leave Can to Port

Colour: Green with one At the point where

Preferred horizontal Red Band Channel divides
Channel to Shape: Conical Pillar or when proceeding in
Port Spar conventional
I-P Top Mark if Any: Single direction of the
O- S Green cone point Buoyage it
upwards indicated Preferred
Light when Fitted: Channel to Port
Green side so that you
Rhythm: Composite leave Cone to STBD
Group Flashing 2 + 1 Side

Any Other than 2+ 1, Continuous quick light, Single-flashing light, long flashing light, Group flashing
light

Region “B”
Area: North, Central & South America,Japan, Korea, Philippines.
(Port Buoys are Green and STBD Buoys are Red)
 Colour: Green Used in conjunction
Port Hand Shape: Cylinder(Can) with a conventional
Mark Pillar or Spar direction of
I- S Top Mark if Any: Single Buoyage These
O- P Green Cylinder (Can) indicate the Port
Light when Fitted: Green side of the route to
Rhythm: Any other than 2 followed
+1
Colour: Red Used in conjunction
Starboard Shape: Conical Pillar or with a conventional
Hand Mark Spar direction of
I- P Top Mark if Any: Single Buoyage These
O-S Red cone point upwards indicate the STBD
Light when Fitted: Red side of the route to
Rhythm: Any other than 2 followed
+1
Colour: Green with one At the point where
Preferred Horizontal Red Band Channel divides
Channel to Shape: Cylindrical (Can) when proceeding in
Starboard Pillar or Spar conventional
I-S Top Mark if Any: Single direction of the
O-P Green Cylinder (Can) Buoyage it
Light when Fitted: Green indicated Preferred
Rhythm: Composite Channel to STBD
Group Flashing 2 + 1 side so that you
leave Can to Port
Colour: Red with one At the point where
Preferred horizontal Green Band Channel divides
Channel to Shape: Conical Pillar or when proceeding in
Port Spar conventional
I-P Top Mark if Any: Single direction of the
O-S Red cone point upwards Buoyage it
Light when Fitted: Red indicated Preferred
Rhythm: Composite Channel to Port
Group Flashing 2 + 1 side so that you
leave Cone to STBD
Side

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 the
Mark Top Mark if Any: 2 Black North side of the
cones one above other buoy. It also
000- CM point upwards indicates the safe
90- p Light when fitted: side on which to
180- P/S White pass a danger, To
270- S Rhythm: Very Quick draw attention to
(or) Quick a feature in a
channel such as
bend or (or)
junction (or) the
end of shoal.
South Colour: Yellow above
Cardinal black It Indicates that
Mark Shape: Pillar or Spar deep water in
Top Mark if Any: 2 that area is on the
000- P/S Black cones one above South side of the
90-S other point downwards buoy. It also
180-CM Light when fitted: White indicates the safe
270-P Rhythm: VQ 6 + one side on which to
Long Flash every 10 Sec pass a danger, To
Q 6 + One draw attention to
long flash every 15 Sec a feature in a
channel such as
bend or (or)
junction (or) the
end of shoal.
East Colour: Black yellow
Cardinal Black It Indicates that
Mark Shape: Pillar or Spar deep water in
Top Mark if Any: 2 that area is on the
000- S Black cones one above East side of the
90-CM other Base to Base buoy. It also
180-P Light when fitted: indicates the safe
270- P/S White side on which to
Rhythm: VQ 3 every 5 pass a danger, To
Sec draw attention to
Q 3 every a feature in a
10 Sec channel such as
bend or (or)
junction (or) the
end of shoal.

Colour: Yellow Black It Indicates that

Yellow deep water in
Shape: Pillar or Spar that area is on the
West Top Mark if Any: 2 West side of the
Cardinal Black cones one the other buoy. It also
Mark point to point indicates the safe
Light when fitted: side on which to
000- P White pass a danger, To
90- P/S Rhythm: VQ 9 Every 10 draw attention to
180- S Sec a feature in a
270-CM Q 9 Every 15 channel such as
Sec bend or (or)
junction (or) the
end of shoal.
 Other Marks
Colour: Black with one The Buoy is erected
Isolated Danger or more horizontal Red on, (or) Moored on
Mark Bands (or) above an
I-S Shape: Optional but not isolated danger
O-P conflicting with Lateral which has navigable
Call Master Marks, pillar (or) spar waters all around it.
preferred They indicate that
Top Mark if Any: 2 isolated danger of
Black Sphere one above limited size that
the other have navigable
Light when fitted: waters all around
White them
Rhythm: 2 Group Flashes

Colour: Red and White The Buoy Indicates

Safe Water Mark Vertical Stripes that there is
I-S Shape: Spherical, Pillar Navigable waters all
O-P or Spar with Spherical Top around it, these
Mark include centre line
Top Mark if Any: Single marks and mid
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.
“A”

Isophase: Equal Duration of Light and Darkness, Isophase 6 seconds means, 3 Seconds Light and 3 Seconds
Darkness. The prefix derives from the Greek iso- meaning "same".
Occulting: A flashing light in which the light period is distinctly longer than the dark period, the intervals of
darkness (occultations) are all of equal duration.

Colour: Yellow The buoy is used to

Special Marks Shape: Optional but not indicates
Lateral signifance conflicting with 1. Ocean Data
CAN I-S O-P Navigational Marks Acquisition System
CONE I-P O-S Top Mark if Any: Single (ODAS)
Yellow “X” Shape 2. .Spoilt ground
Light when fitted: 3. Military Exercise
Yellow Zone Marks
Rhythm: Any Rhythm not 4. Cable or Pipe Line
used for white Light Mark
5. Recreation Zone
Mark
6.Special anchorages
 Colour: Blue and Yellow
Vertical Stripes in equal
Number and dimensions The buoy should be
New Danger/ Minimum of 4 Stripes and placed as close to
Emergency Wreck Maximum 8 Stripes the wreck as possible
Marking Buoy Shape: Pillar or Spar in a pattern around
Top Mark if Any: the wreck. It should
Call master Standing upright Yellow be maintained in
CHECK NAVTEX Cross position until the
Light when fitted: wreck is well known
Yellow and Blue and has been
Rhythm: Blue and Yellow published in nautical
1 Second Flashes are publications.
alternated with interval of
0.5 Sec

Rules
Rule 1 Application
(a) These Rules shall apply to all vessels upon the high seas and in all waters
connected therewith navigable by seagoing vessels.
(b) Nothing in these Rules shall interfere with the operation of special rules
made by an appropriate authority for roadstead, harbours, rivers, lakes or
inland waterways connected with the high seas and navigable by seagoing
vessels. Such special rules shall conform as closely as possible to these Rules.
(c) Nothing in these Rules shall interfere with the operation of any special rules
made by the Government of any State with respect to additional station or
signal lights, shapes or whistle signals for ships or war and vessels proceedings
under convoy, or with respect to additional station or signal lights, shapes or
whistle signals shall, so far as possible, be such that they cannot be mistaken
for any light, shape or signal authorised elsewhere under these Rules.
(d) Traffic separation schemes may be adopted by the Organisation for the
purpose of these Rules.
(e) Whenever the Government concerned shall have determined that a vessel
of any special construction or purpose cannot comply with the provision of any
of these Rules with respect to the number, position, range or arc of visibility of
lights or shapes, as well as to the disposition and characteristics of sound-
signalling appliances, such vessel shall comply with such other provisions in
regard to the number, position, range or arc of visibility of lights or shapes, as
well as to the disposition and characteristics of sound-signalling appliances, as
her Government shall have determined to be the closest possible compliance
with the Rules in respect of that vessel
Rule 2 Responsibility
(a) Nothing in these Rules shall exonerate any vessel, or the owner, master or
crew thereof, from the consequences of any neglect to comply with these
Rules or the neglect of any precaution which may be required by the ordinary
practice of seamen, or by the special circumstances of the case.
(b) In construing and complying with these Rules due regard shall be had to all
dangers of navigation and collision and to any special circumstances, including
the limitations of the vessels involved which may makea departure from these
Rules necessary to avoid immediate danger.
Rule 3 General definitions
For the purpose of these Rules, except where the context otherwise requires:
(a) The word "vessel" includes every description of water craft, including non-
displacement craft and seaplanes, used or capable of being used as a means of
transportation on water.
(b) The term "power-driven vessel" means any vessel propelled by machinery.
(c) The term "sailing vessel" means any vessel under sail provided that
propelling machinery, if fitted, is not being used.
(d) The term "vessel engaged in fishing" means any vessel fishing with nets,
lines, trawls or the fishing apparatus which restrict manoeuvrability, but does
not include a vessel fishing with trolling lines or other fishing apparatus which
do not restrict manoeuvrability.
(e) The word "seaplane" includes any aircraft designed to manoeuvre on the
water.
(f) The term "vessel not under command" means a vessel which through some
exceptional circumstances is unable to manoeuvre as required by these Rules
and is therefore unable to keep out of the way of another vessel.
(g) The term "vessel restricted in her ability to manoeuvre" means a vessel
which from the nature of the work is restricted in her ability to manoeuvre as
required by these Rules and is therefore unable to keep out of the way of
another vessel. The term "vessels restricted in their ability to manoeuvre" shall
include but not be limited to:
(i) a vessel engaged in laying, servicing or picking up a navigation mark,
submarine cable or pipeline;
(ii) a vessel engaged in dredging, surveying or underwater operations;
(iii) a vessel engaged in replenishment or transferring persons, provisions or
cargo while underway;
(iv) A vessel engaged in the launching or recovery of aircraft;
(v) A vessel engaged in mine clearance operations;
(vi) A vessel engaged in towing operation such as severely restricts the towing
vessel and her tow in their ability to deviate from their course.
(h) The term "vessel constrained by her draught" means a power-driven vessel
which, because of her draught in relation to the available depth and width of
navigable water, is severely restricted in her ability to deviate from the course
she is following.
(i) The word "underway" means that a vessel is not at anchor, or made fast to
the shore, or aground.
(j) The words "length" and "breadth" of a vessel mean her length overall and
greater breadth.
(k) Vessels shall be deemed to be in sight of one another only when one can be
observed visually from the other.
(l) The term "restricted visibility" means any condition in which visibility is
restricted by fog, mist, falling snow, heavy rainstorms, sandstorms or any other
similar causes.
Rule 4 PART B – STEERING AND SAILING RULES
Section I – Conduct of vessels in any condition of visibility
Application
Rules in this Section apply in any condition of visibility.
Rule 5 Look-out
Every vessel shall at all times maintain a proper look-out by sight and hearing
as well as by all available means appropriate in the prevailing circumstances
and condition so as to make a full appraisal of the situation and of the risk of
collision.
Rule 6 Safe speed
Every vessel shall at all times proceed at a safe speed so that she can take
proper and effective action to avoid collision and be stopped within a distance
appropriate to the prevailing circumstances and conditions. In determining a
safe speed the following factors shall be among those taken into account:
(a) By all vessel:
(i) the state of visibility;
(ii) the traffic density including concentrations of fishing vessels or any other
vessels;
(iii) the manoeuvrability of the vessel with special reference to stopping
distance and turning ability in the prevailing conditions;
(iv) at night the presence of background light such as from shore lights or from
back scatter of her own lights;
(v) the state of wind, sea and current, and the proximity of navigational
hazards;
(vi) the draught in relation to the available depth of water.
(b) Additionally, by vessels with operational radar:
(i) the characteristics, efficiency and limitations of the radar equipment;
(ii) any constraints imposed by the radar range scale in use;
(iii) the effect on radar detection of the sea state, weather and other sources of
interference;
(iv) the possibility that small vessels, ice and other floating objects may not be
detected by radar at an adequate range;
(v) the number, location and movement of vessels detected by radar;
(vi) the more exact assessment of the visibility that may be possible when
radar is used to determine the range of vessels or other objects in the vicinity.
Rule 7 Risk of collision
(a) Every vessel shall use all available means appropriate to the prevailing
circumstances and conditions to determine if risk of collision exits. If there is
any doubt such risk shall be deemed to exist.
(b) Proper use shall be made of radar equipment if fitted and operational,
including long-range scanning to obtain early warning of risk collision exists. If
there is any doubt such risk shall be deemed to exist.
(c) Assumptions shall not be made on the bases of scanty information,
especially scanty radar information.
(d) In determining if risk collision exists the following considerations shall be
among those taken into account:
(i) such risk shall be deemed to exist if the compass bearing of an approaching
vessel does not appreciably change;
(ii) such risk may sometimes exist even when an appreciable bearing change is
evident, particularly when approaching a very large vessel or a tow or when
approaching a vessel at close range.
Rule 8 Action to avoid collision
(a) Any action taken to avoid collision, shall if the circumstances of the case
admit, be positive, made in ample time and with due regard to the observance
of good seamanship.
(b) Any alteration of course and/or speed to avoid collision shall, if the
circumstances of the case admit, be large enough to be readily apparent to
another vessel observing visually or by radar; a succession of small alterations
of course and/or speed should be avoided.
(c) If there is sufficient sea-room, alteration of course alone may be the most
effective action to avoid a closequarters situation provided that it is made in
good time, is substantial and does not result in another closequarters situation.
(d) Action taken to avoid collision with another vessel shall be such as to result
in passing at a safe distance. The effectiveness of the action shall be carefully
checked until the other vessel is finally past and clear.
(e) If necessary to avoid collision or allow more time to assess the situation, a
vessel shall slacken her speed or take all way off by stopping or reversing her
means of propulsion.
(f) (i) A vessel which, by any of these Rules, is required not to impede the
passage or safe passage of another vessel shall, when required by the
circumstances of the case, take early action to allow sufficient sea-room for the
safe passage of the other vessel.
(ii) A vessel required not to impede the passage or safe passage of another
vessel is not relieved of this obligation if approaching the other vessel so as to
involve risk of collision and shall, when taking action, have full regard to the
action which may be required by the Rules of this Part.
(iii) A vessel the passage of which is not to be impeded remains fully obliged to
comply with the Rules of this Part when the two vessel are approaching one
another so as to involve risk of collision.
Rule 9 Narrow channels
(i) A vessel proceeding along the course of a narrow channel or fairway shall
keep as near to the other limit of the channel or fairway which lies on her
starboard side as is safe and practicable.
(ii) A vessel of less than 20 metres in length or a sailing vessel shall not impede
the passage of a vessel which can safely navigate only within a narrow channel
or fairway.
(iii) A vessel engaged in fishing shall not impede the passage of any other
vessel navigating within a narrow channel or fairway.
(iv) A vessel shall not cross a narrow channel or fairway if such crossing
impedes the passage of a vessel which can safely navigate only within such
channel or fairway. The latter vessel may use the sound signal prescribed in
Rule 34(d) if in doubt as to the intention of the crossing vessel.
(v) (i) In a narrow channel or fairway when overtaking can take place only if the
vessel to be overtaken has to take action to permit safe passing, the vessel
intending to overtake shall indicate her intention by sounding the appropriate
signal prescribed by Rule 34(c)(i). The vessel to be overtaken shall, if in
agreement, sound the appropriate signal prescribed in Rule 34(c)(ii) and take
steps to permit safe passing. If in doubt she may sound the signals prescribed
in Rule 34(d).
(ii) This rule does not relieve the overtaking of her obligation under Rule 13.
(vi) A vessel nearing a bend or an area of a narrow channel or fairway where
other vessel may be obscured by an intervening obstruction shall navigate with
particular alertness and caution and shall sound the appropriate signal
prescribed in Rule 34(e).
(vii) Any vessel shall, if the circumstances of the case admit, avoid anchoring in
a narrow channel.
Rule 10 mgn 364 Traffic separation schemes
(a) This Rule applies to traffic separation schemes adopted by the Organisation
and does not reliever any vessel of her obligation under any other Rule.
(b) A vessel using a traffic separation scheme shall:
(i) proceed in the appropriate traffic lane in the general direction of traffic flow
for that lane;
(ii) so far as practicable keep clear of a traffic separation line or separation
zone;
(iii) normally join or leave a traffic lane at the termination of the lane, but
when joining or leaving from either side shall do so at as small an angle to the
general direction of traffic flow as practicable.
(c) A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged
to do so shall cross on a heading as nearly as practicable at right angles to the
general direction of traffic flow.
(d)
(i) a vessel shall not use an inshore traffic zone when she can safely use the
appropriate traffic lane within the adjacent traffic separation scheme.
However, vessels of less than 20 metres in length, sailing vessels and vessels
engaged in fishing may use the inshore traffic zone.
(ii) Notwithstanding sub-paragraph (d)(i), a vessel may use an inshore traffic
zone when en route to or from a port, offshore installation or structure, pilot
station or any other place situated within the inshore traffic zone, or to avoid
immediate danger.
(e) A vessel other than a crossing vessel or a vessel joining or leaving a lane
shall not normally enter a separation zone or cross a separation line except:
(i) in cases of emergency to avoid immediate danger.
(ii) to engage in fishing within a separation zone.
(f) A vessel navigating in areas near the terminations of traffic separation
schemes shall do so with particular caution.
(g) A vessel shall so far as practicable avoid anchoring in a traffic separation
scheme or in areas near its terminations.
(h) A vessel not using a traffic separation scheme shall avoid it by as wide a
margin as is practicable.
(i) A vessel engaged in fishing shall not impede the passage of any vessel
following a traffic lane.
(j) A vessel of less than 20 metres in length or a sailing vessel shall not impede
the safe passage of a powerdriven vessel following a traffic lane.
(k) A vessel restricted in her ability to manoeuvre when engaged in an
operation for the maintenance of safety of navigation in a traffic separation
scheme is exempted from complying with this Rule to the extend necessary to
carry out the operation.
(l) A vessel restricted in her ability to manoeuvre when engaged in an
operation for the laying, servicing or picking up of a submarine cable, within a
traffic separation scheme, is exempted from complying with this Rule to the
extent necessary to carry out the operation.
Rule 11 Section II – Conduct of vessel in sight of one another
Application
Rules in this Section apply to vessels in sight of one another.
Rule 12 Sailing vessels
(a) When two sailing vessels are approaching one another, so as to involve risk
of collision, one of them shall keep out of the way of the other as follows:
(i) when each has the wind on a different side, the vessel which has the wind
on the port side shall keep out of the way of the other;
(ii) when both have the wind on the same side, the vessel which is to windward
shall keep out of the way of the vessel which is to leeward;
(b) For the purposes of this Rule the windward side shall be deemed to be the
side opposite to that on which the mainsail is carried or, in the case of a
square-rigged vessel, the side opposite to that on which the largest for-and-aft
sail is carried.
Rule 13 Overtaking
(a) Notwithstanding anything contained in the Rules of Part B, Sections I and II,
any vessel overtaking any other shall keep out of the way of the vessel being
overtaken.
(b) A vessel shall be deemed to be overtaking when coming up with another
vessel from a direction more than 22.5 degrees abaft her beam, that is, in such
a position with reference to the vessel she is overtaking, that at night she
would be able to see only the sternlight of that vessel but neither of her
sidelights.
(c) When a vessel is in any doubt as to whether she is overtaking another, she
shall assume that this is the case and act accordingly.
(d) Any subsequent alteration of the bearing between the two vessels shall not
make the overtaking vessel a crossing vessel within the meaning of these Rules
or reliever her of the duty of keeping clear of the overtaken vessel until she is
finally past and clear.
Rule 14 Head-on situation
(a) When two power-driven vessels are meeting on reciprocal or nearly
reciprocal courses so as to involve risk of collision each shall alter her course to
starboard so that each shall pass on the port side of the other.
(b) Such a situation shall be deemed to exist when a vessel sees the other
ahead or nearly ahead and by night she would see the mast head lights of the
other in a line or nearly in a line and/or both sidelights and by day she
observes the corresponding aspect of the other vessel.
(c) When a vessel is in any doubt as to whether such a situation exists she shall
assume that is does exist and act accordingly.
Rule 15 Crossing situation
When two power-driven vessels are crossing so as to involve risk of collision,
the vessel which has the other on her own starboard side shall keep out of the
way and shall, if the circumstances of the case admit, avoid crossing ahead of
the other vessel.
Rule 16 Action by give-way vessel
Every vessel which is directed to keep out of the way of another vessel shall, so
far as possible, take early and substantial action to keep well clear.
Rule 17 Action by stand-on vessel
(a)
(i) Where one of two vessels is to keep out of the way the other shall keep her
course and speed.
(ii) The latter vessel may however take action to avoid collision by her
manoeuvre alone, as soon as it becomes apparent to her that the vessel
required to keep out of the way is not taking appropriate action in compliance
with these Rules.
(b) When, from any cause, the vessel required to keep her course and speed
finds herself so close that collision cannot be avoided by the action of the give-
way vessel alone, the shall take such action as will best aid to avoid collision.
(c) A power-driven vessel which takes action in a crossing situation in
accordance with sub-paragraph (a)(ii) of this Rule to avoid collision with
another power-driven vessel shall, if the circumstances of the case admit, not
alter course to port for a vessel on her own port side.
(d) This Rule does not relieve the give-way vessel of her obligation to keep our
of the way.
Rule 18 Responsibilities between vessels
Except where Rules 9, 10 and 13 otherwise require:
(a) A power-driven vessel underway shall keep out of the way of:
(i) a vessel not under command;
(ii) a vessel restricted in her ability to manoeuvre;
(iii) a vessel engaged in fishing;
(iv) a sailing vessel.
(b) A sailing vessel underway shall keep out of the way of:
(i) a vessel not under command;
(ii) a vessel restricted in her ability to manoeuvre;
(iii) a vessel engaged in fishing.
(c) A vessel engaged in fishing when underway shall, so far as possible, keep
out of the way of:
(i) a vessel not under command;
(ii) a vessel restricted in her ability to manoeuvre;
(d)
(i) Any vessel other than a vessel not under command or a vessel restricted in
her ability to manoeuvre shall, if the circumstances of the case admit, avoid
impeding the safe passage of a vessel constrained by her draught, exhibiting
the signals in Rule 28.
(ii) A vessel constrained by her draught shall navigate with particular caution
having full regard to her special condition.
(e) A seaplane on the water shall, in general, keep well clear of all vessel and
avoid impeding their navigation. In circumstances, however, where risk of
collision exists, she shall comply with the Rules of this Part.
Rule 19 Section III – Conduct of vessel in restricted visibility
Conduct of vessels in restricted visibility
(a) This Rule applies to vessels not in sight of one another when navigating in
or near an area of restricted visibility.
(b) Every vessel shall proceed at a safe speed adapted to the prevailing
circumstances and condition of restricted visibility. A power-driven vessel shall
have her engines ready for immediate manoeuvre.
(c) Every vessel shall have due regard to the prevailing circumstances and
conditions of restricted visibility when complying with the Rules of Section I of
this Part.
(d) A vessel which detects by radar alone the presence of another vessel shall
determine if a close-quarters situation is developing and/or risk of collision
exists. If so, she shall take avoiding action in ample time, provided that when
such action consists of an alteration of course, so far as possible the follwing
shall be avoided:
(i) an alteration of course to port for a vessel forward of the beam, other than
for a vessel being overtaken;
(ii) an alteration of course towards a vessel abeam or abaft the beam.
(e) Except where it has been determined that a risk of collision does not exist,
every vessel which hears apparently forward of her beam the fog signal of
another vessel, or which cannot avoid a close-quarters situation with another
vessel forward of her beam, shall reduce her speed to the minimum at which
she can be kept on her course. She shall if necessary take all her way off and in
any event navigate with extreme caution until danger of collision is over.
PART C – LIGHTS AND SHAPES
Application
(a) Rules in this Part shall be complied with in all weathers.
(b) The Rules concerning lights shall be complied with from sunset to sunrise
and during such times no other lights shall be exhibited, except such lights as
cannot be mistaken for the lights specified in these Rules or do nor impair their
visibility or distinctive character, or interfere with the keeping of a proper look-
out.
(c) The lights prescribed by these Rules shall, if carried, also be exhibited from
sunrise to sunset in restricted visibility and may be exhibited in all other
circumstances when it is deemed necessary.
(d) The Rules concerning shapes shall be complied with by day.
(e) The lights and shapes specified in these Rules shall comply with the
provisions of Annex I to these Regulations.
Definitions
(a) "Masthead light" means a white light placed over the fore and aft
centreline of the vessel showing an unbroken light over an arc of the horizon of
225 degrees and so fixed as to show the light from right ahead to 22.5 degrees
abaft the beam on either side of the vessel.
(b) "Sidelights" means a green light on the starboard side and a red light on the
port side each showing an unbroken light over an arc of the horizon of 112.5
degrees and so fixed as to show the light from the right ahead to 22.5 degrees
abaft the beam on its respective side. In a vessel of less than 20 metres in
length the sidelights may be combined in one lantern carried on the fore and
aft centreline of the vessel.
(c) "Sternlight" means a white light placed as nearly as practicable at the stern
showing an unbroken light over an arc of the horizon of 135 degrees and so
fixed as to show the light 67.5 degrees from right aft on each side of the vessel.
(d) "Towing light" means a yellow light having the same characteristics as the
"sternlight" defined in paragraph (c) of this Rule.
(e) "All round light" means a light showing an unbroken light over an arc of the
horizon of 360 degrees.
(f) "Flashing light" means a light flashing at regular intervals at a frequency of
120 flashes or more per minute.
Visibility of lights
The lights prescribed in these Rules shall have an intensity as specified in
Section 8 of Annex I to these Regulations so as to be visible at the following
minimum ranges:
(a) In vessels of 50 metres or more in length:
- a masthead light, 6 miles; 225
- a sidelight, 3 miles; 112.5
- a sternlight, 3 miles; 135
- a towing light, 3 miles;
- a white, red, green or yellow all-round light, 3 miles.
(b) In vessels of 12 metres or more in length but less than 50 metres in length:
- a masthead light, 5 miles; except that where the length of the vessel is less
than 20 metres, 3 miles;
- a sidelight, 2 miles;
- a sternlight, 2 miles;
- a towing light, 2 miles;
- a white, red, green or yellow all-round light, 2 miles.
(c) In vessels of less than 12 metres in length:
- a masthead light, 2 miles;
- a sidelight, 1 mile;
- a sternlight, 2 miles;
- a towing light, 2 miles;
- a white, red, green or yellow all-round light, 2 miles.
(d) In inconspicuous, partly submerged vessel or objects being towed:
- a white all round light, 3 miles.
6 Shapes
(a) Shapes shall be black and of the following sizes:
(i) a ball shall have a diameter of not less than 0.6 metre;
(ii) a cone shall have a base diameter of not less than 0.6 metre and a height
equal to its diameter;
(iii) a cylinder shall have a diameter of at least 0.6 metre and a height of twice
its diameter;
(iv) a diamond shape shall consist of two cones as defined in (ii) above having a
common base.5
(b) The vertical distance between shapes shall be at least 1.5 metres.
(c) In a vessel of less than 20 metres in length shape of lesser dimensions but
commensurate with the size of the vessel may be used and the distance apart
may be correspondingly reduced.
11 Intensity of non-electric lights
Non-electric lights shall so far as practicable comply with the minimum
intensities, as specified in the table given Section 8 of this Annex.
12 Manoeuvring light
Notwithstanding the provisions of paragraph 2(f) of this Annex the
manoeuvring light described in Rule 34(b) shall be placed in the same fore and
aft vertical plane as the masthead light or lights and, where practicable, at a
minimum height of 2 metres vertically above the forward masthead light,
provided that it shall be carried not less than 2 metres vertically above or
below the after masthead light. On a vessel where only one masthead light is
carried the manoeuvring light, if fitted, shall be carried where it can be seen,
not less than 2 metres vertically apart from the masthead light.
ANNEX II
Additional signals for fishing vessels fishing in close proximity
1. General
The lights mentioned herein shall, if exhibited in pursuance of Rule 26(d), be
placed where they can best be seen. They shall be at least 0.9 metre apart but
at a lower level than lights prescribed in Rule 26(b)9i) and (c)(i). The lights shall
be visible all round the horizon at a distance of at least 1 mile but at a lesser
distance than the lights prescribed by these Rules for fishing vessels.
2. Signals for trawlers
(a) Vessels of 20 metres or more in length when engaged in trawling, whether
using demersal or pelagic gear, shall exhibit:
(i) when shooting their nets, two white lights in a vertical line;
(ii) when hauling their nets, one white light over one read light in a vertical
line;
(iii) when the net has come fast upon an obstruction, two red lights in a vertical
line.
(b) Each vessel of 20 metres or more in length engaged in pair trawling shall
exhibit:
(i) by night, a searchlight directed forward and in the direction of the other
vessel of the pair;
(ii) when shooting or hauling their nets or when the nets have come fast upon
an obstruction the lights prescribed in 2(a) above.
(c) A vessel of less than 20 meters in length engaged in trawling, whether using
demersal or pelagic gear or engaged in pair trawling, may exhibit the lights
prescribed in paragraphs (a) or (b) of this Section, as appropriate.
3. Signals for purse seiners
Vessels engaged in fishing with pursue seine gear may exhibit two yellow lights
in a vertical line. These lights shall flash alternately every second and with
equal light and occultation duration. These lights may be exhibited only when
the vessel is hampered by its fishing gear.
(f) Fitting of more than one whistle
If whistles are fitted at a distance apart of more than 100 metres, it shall be so
arranged that they are not sounded simultaneously.
2. Bell or gong
(a) Intensity of signal
A bell or gong, or other device having smaller sound characteristics shall
produce a sound pressure level of not less than 110 dB at a distance of 1 metre
from it.
(b) Construction
Bells and gongs shall be made of corrosion-resistant material and designed to
give a clear tone. The diameter of the mouth of the bell shall be not less than
300 mm for vessels fo 20 metres or more in length, and shall be not less than
200 mm for vessel of 12 metres or more, but of less than 20 metres in length.
Where practicable, a power-driven bell striker is recommended to ensure
constant force but manual operation shall be possible. The mass of the striker
shall be not less than 3 per cent of the mass of the bell.
3. Approval
The construction of sound signal appliances, their performance and their
installation on board the vessel shall be to the satisfaction of the appropriate
authority of the State whose flag the vessel is entitled to fly.
ANNEX IV Distress signals
1. The following signals, used or exhibited either together or separately,
indicate distress and need of assistance:
(a) a gun or other explosive signal fired at intervals of about a minute;
(b) a continuous sounding with any fog-signalling apparatus;
(c) rockets or shells, throwing red stars fired one at a time at short intervals;
(d) a signal made by radiotelegraphy or by any other signalling method
consisting of the group … ---… (SOS) in the Morse Code;
(e) a signal sent by radiotelephony consisting of the spoken word "Mayday";
(f) the International Code Signal of distress by N.C;
(g) a signal consisting of a square flag having above or below it a ball or
anything resembling a ball;
(h) flames on a vessel (as from a burning tar barrel, oil barrel, etc)
(i) a rocket parachute flare or a hand flare showing a red light;
(j) a smoke signal giving off orange-coloured smoke;
(k) slowly and repeatedly raising and lowering arms outstretched to each side;
(l) the radiotelegraph alarm signal;
(m) the radiotelephone alarm signal;
(n) signals transmitted by emergency position-indicating radio beacons;
(o) approved signals transmitted by radio-communication systems, including
survival craft radar transponders.
2. The use of exhibition of any of the foregoing signals except for the purpose
of indicating distress and need of assistance and the use of other signals which
may be confused with any of the above signals is prohibited. 3. Attention is
drawn to the relevant sections of the International Code of Signals, the
Merchant Ship Search and Rescue Manual and the following signals:
(a) a piece of orange-coloured canvas with either a black square and circle or
other appropriate symbol (for identification from the air);l
(b) a dye marker.

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
More than 50 6’ miles
mtrs

Side Lights Less than 12 mtrs 1’ miles

12 to 20 mtrs 2’ miles
More than 50 3’ miles
mtrs

Stern Lights Less than 50 mtrs 2’ miles

More than 50 3’ miles
mtrs

Towing Light Less than 12 mtrs 2’ miles

12 to 50 mtrs 2’ miles
More than 50 3’ miles
mtrs

VESSEL NOT UNDER COMMAND.(IF AGROUND ADD ANCHOR LIGHTS. BY DAY)

 [(VESSEL AT ANCHOR BY DAY) AT NIGHT ANCHOR LIGHTS]
VESSEL CONSTRAINED BY HER DRAUGHT
VESSEL RISTRICTED IN HER ABILITY TO MANOEUVRE.
SIDE OF OBSTRUCTION SAFE SIDE TO PASS
SAILING VESSEL OPTIONAL LIGHTS. WHEN PROPELLED BY MACHINERY
VESSEL ENGAGE IN TRAWLING
VESSEL ENGAGED IN FISHING. WHEN THERE IS GEAR EXTENDING MORE THAN 150
METERS
PILOT ON DUTY.
MINE CLERANCE
POWER DRIVEN VESSEL LESS THAN 12 METERS AND 7 METERS

THESE LIGHTS ARE NOT ALL ROUND LIGHTS

MAST LIGHTS 225 deg
TOWING VESSEL. LENGTH OF TOW MORE THAN 200 METERS.
TOWING LIGHT
TOWING A/SIDE OR PUSHING AHEAD
TOW STERN ON

VESSELS NOT SHOWING MAST HEAD LIGHTS

PILOT ON DUTY
FISHING OTHER THAN TRAWLER
FISHING TRAWLER LESS THAN 50 METERS
NUC
TOWING VESSEL LENGTH OF TOW LESS THAN 200 METERS
TOWING VESSEL. LENGTH OF TOW MORE THAN 200 METERS.

SAILING VESSEL UNDERWAY (ONLY SIDE AND STERN LIGHTS)

Mast Head Light Side Lights Stern
Lights
900 900 2250 112.5 112.50
1350
 22.50 22.50
67.50 67.50
22.50 22.50

(225) (112.5)
(135)

Rule 35 Sound Signals in restricted visibility

P.D.V Underway and Making way through water 1 Prolong blast at intervals of not
more than 2 minutes
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
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.
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
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
Flashing light: means a light is flashing at regular intervals at a frequency of 120 flushes or
more
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.
Prolonged Blast:- means a blast of 4 to 6 seconds duration.
Shapes
A Ball shall have diameter of not less than 0.6m
A Cone shall have a base diameter of not less than 0.6m and height equal to its diameter
A Cylinder shall have a diameter of at least 0.6m and a height twice its diameter
A Diamond shape shall consist of two cones with base diameter of 0.6m and height equal to
its diameter having common base
The vertical distance between shapes shall be at least 1.5m

ROR situation
PUSHING
PUSHING PORT
\
PUSHING OR TOWING HEADON 50 M OR MORE
CBD
CBD STB
CBD HEAD-ON
Fishing
FISHING PERSING GEAR
FISHING STERN EXTEND GEAR
FISHING UNKNOWN
FISHING HEADON EXTND GEAR
TRAWLING
TRAWLING HEADON 50 M MORE OBSTRUCTION
TRAWLING HEADON 50M MORE HAULING NETS
TRAWLING LESS THAN 50 SHOOTING NETS
TRAWLING STOPED 50M MORE
TOWING
TOWING STERN
TOWING PARTIALLY SUBMERGED
TOWING PORT LESS THAN 50M TOW 200
TOW PORT TOW AND LENG LESS
TOW STBD LENGTH 50 MORE TOWW MORE
TOW STBD LEG 50 M MORETOW LESS

RAM
RAM TOING STBD LENG 50M MORE TOW LESS
RAM LENGTH UK PORT RESTRICTION
RAM HEADON OBSTRUCTIO N AND PASS LENG UK
RAM HEADON OBSTRUCTION AND PASS LENG MORE THAN 50
MKW
RAM STBD, LESS THAN 50M
RAM PORT, LESS THAN 50 M
RAM AT ANCHOR 50M MORE
SV
SAILING VSL STERN
SV RIGHT AHEAD
SV HEAD-ON
SV PORT SIDE
SV PORT SIDE- LENGTH UK
PDV
PDV AT ANCHOR STBD SIDE
PDV HEADON MORE THAN 50 M
M.C
HEADON
STBD
NUC
ASPECT UNKNOWN
NUC PORT
AGROUND
PILOT
STBD
AGROUNG OR NUC
VESSEL:
LENGHT:
NAV STATUS:
ASPECT:
FOG SIGNAL:
DAY SHAPE:
I will take a series of compass bearing
RULE:
SOUND: 1s / 2s / 5s
ACTION

AGROUND
less than 100 mtrs Aground
3 distint strokes before and after, 5sec rapid ring of the bell /1min

Vessel more than 100 mtrs Aground

3 distint strokes on the bell before and after , 5sec rapid ring of the bell,
imediatly gong shall be sounded for 5sec in the aft /not exceding 1min
additionall she may sound Uniform or lima

ANCHOR
less than 100 mtrs
Rapid ringing of bell for 5 seconds at intervals not more than 1 minute

Vessel more than 100 mtrs at anchor

Rapid ringing of bell for 5 seconds at intervals not more than 1 minute
immediately sounding gongaft for 5 seconds at intervals not more than 1 minute.
(PDV +1 short 1 Prolong 1 short blast giving warning of her position)
(PILT +4 sht blast)