Speak about Fixed Foam System

FIXED FOAM SYSTEM – consist of Foam Dosage Pump, Foam Tank with Foam Concentrate and foam
Monitors/ foam Guns
Definitions
a. Foam is the extinguishing medium produced when foam solution passes through a foam
generator and is mixed with air.

b. Foam solution is a solution of foam concentrate and water.

c. Foam concentrate is the liquid which, when mixed with water in the appropriate concentration
forms a foam solution.

d. Foam mixing rate is the percentage of foam concentrate mixed with water forming the foam
solution.

Foam generators are discharge devices or assemblies through which foam solution is aerated to form
foam that is discharged directly into the protected space, typically consisting of a nozzle or set of nozzles
and a casing. The casing is typically made of perforated steel / stainless steel plates shaped into a box
that enclose the nozzle(s).
Speak about Fixed CO2 System

Requirements for the Fixed Foam system:

a. the system should be supplied by both main and emergency sources of power and should be
provided with an automatic change-over switch. The emergency power supply should be
provided from outside the protected machinery space;
b. the quantity of foam concentrate available should be sufficient to produce a volume of foam
equal to at least five times the volume of the largest protected space at the nominal
expansion ratio, but in any case not less than enough for 30 min of full operation for the
largest protected space;
c. means should be provided for the crew to safely check the quantity of foam concentrate
and take periodic control samples for foam quality;

operating instructions for the system should be displayed at each operating position

CO2 – consist of carbon dioxide (CO2) Cylinders, protects Engine Room Space, Purifier rooms, paint
lockers, chemical samples locker. CO2 gas has excellent fire-extinguishing capabilities and is relatively
inexpensive, but can pose a serious risk to personnel because it works by reducing the oxygen content in
the atmosphere. With CO2 systems, the period between detecting a fire and releasing the gas often
seems quite long because crew must evacuate the area to avoid the lethal effects of the gas. SOLAS does
not prohibit the use of CO2 in systems protecting a ship’s engine room, or other spaces where crew has
access during normal operation. But the risks to personnel are clearly recognized and SOLAS calls for
various safeguards, such as two separate and interlocked controls, pre-discharge alarms and time-
delays, to protect personnel in the engine room. SOLAS does not, however, allow portable CO2
extinguishers to be placed in the accommodation spaces on board ships, due to the associated risk to
personnel.
Cylinder pressure 250Bar
To be discharged within 2 min 85% of total capacity
q-ty – for Cargo space 30%
ER – 35% by volume
Speak about Fixed Water Sprinkler System

SPRINKLERS AND WATER MIST system Most ships are equipped with a sprinkler or water mist/fog
extinguishing system. In such systems, the sprinkler heads are usually a combined detector unit.
Sprinkler systems can also be activated manually if a fire is seen before the system activates. When heat
or smoke activates the head water is released to extinguish the fire. The mist systems use less water and
have other claimed advantages. The water for the systems is supplied through the sea chest but there is
also a tank of fresh water that is used in the first instance for priming the system so that the standing
water in the pipes is not corrosive. Sprinkler and water mist systems can be brought into action faster
than gas systems since it is not necessary to close openings, shut down ventilation or evacuate the space
before release. The time needed to extinguish fires with water mist can be longer than for gas, but
water mist also cools the space and controls smoke in the process. An unlimited water supply is also
usually available. Sprinklers can be less effective at extinguishing some fires than gas or mist systems
because the seat of the fire may be located in a place shielded from the sprinkler head. In a water mist
system, the water is under pressure and released through a spray head. The small water droplets allow
the water mist to control, suppress or extinguish fires by cooling both flame and atmosphere and
displacing oxygen by evaporation. The mist is also more penetrative than water from sprinklers and also
acts as a smoke suppressant thus preventing other heads from being activated by smoke and so
reducing water demand. Water mist has been shown to be highly effective at extinguishing fires in both
demonstrations and actual operational circumstances.
Speak about Fixed Fire Detectors Alarm System

Fire Detectors and Alarms: Fire detection and alarm systems are installed in Cargo area,
accommodation, deck areas, and machinery spaces along with alarm system to notify any outbreak of
fire or smoke at the earliest. Consist of Flame, temperature and smoke sensors and Fire Alarm Panel on
bridge and ECR.

Speak about Fixed Remote Shut Valves System

Remote Shut and Stop System: fuel lines from fuel oil and diesel oil tanks in the machinery space and
which is done by quick closing The remote station shutdown is provided to all valves. Remote stop
system is also provided to stop the machineries like fuel pumps, purifier, ventilation fans, boiler etc. in
the event of fire in the engine room or before discharging fixed fire fighting system in the E/R.

Speak about Innert Gas System

Inert Gas System: The inert gas system is provided in the oil tankers of 20000 dwt and above and those
which are fitted with Crude oil washing. The IG system is to protect Cargo space from any fire hazards.
Inert gas flue - is the gas which contains insufficient oxygen less then 5 %
The following components are used in a typical inert gas system in oil tankers:

1. Exhaust gases source: inert gas source is taken from exhaust uptakes of boiler or main engine as
contains flue gases in it. Or IGG – Inert Gas Generator – which produce the inert gas by burning the
fuel.
2. Scrubbing tower: Flue gas enters the scrub tower from bottom and passes through a series of water
spray and baffle plates to cool, clean and moist the gases. The SO2 level decreases up to 90% and
gas becomes clear of soot.
3. Gas Blower: Normally two types of fan blowers are used, a steam driven turbine blower for I.G
operation and an electrically driven blower for topping up purpose.
4. Deck seal: Purpose of the deck seal is to stop the gases to prevent return back which are coming
from the blower to cargo tanks. Normally wet type deck seals are used. A demister is fitted to
absorb the moisture carried away by the gases.
5. Pressure Vacuum (PV) breaker: The PV breaker helps in controlling the over or under pressurization
of cargo tanks. The PV breaker vent is fitted with flame trap to avoid fire to ignite when loading or
discharging operation is going on when in port.
6. Mast riser: Mast riser is used to maintain a positive pressure of inert gas at the time of loading of
cargo and during the loading time it is kept open to avoid over - pressurization of cargo tank.

Speak about Portable Fire Extinguishers

Class A: These types of fire extinguishers are used in fires which are a result of the burning of wood,
glass fiber, upholstery, and furnishing. Usually, Water, DCP and Foam fire extinguishers smother the
Class A fire by removing the heating factor of the fire triangle. Foam agents also help in separating the
oxygen part from the other aspects.
Class B: These fire extinguishers are used for fires which occur from fluids such as lubricating oils, fuels,
paints, cooking oil etc. A portable co2 fire extinguisher or a portable DCP extinguisher can be used in this
class.
Class C: Fires resulting from involvement of energized electrical equipment such as motors, switches,
wiring etc are extinguished by Class C type of fire extinguishers. Usually, CO2 or DCP portable fire
extinguisher is used in such fires.
Class D: Fires occurring as a result of combustible materials such as magnesium and aluminum are
extinguished by this type of fire extinguishers. These elements burn at high temperatures and will react
vigorously when coming in contact with water, air, carbon dioxide and/or other chemicals.
For extinguishing this class of fire, Dry Powder extinguishers are used which is similar to dry chemical
besides they extinguish the fire by isolating the oxygen from the fuel or by eliminating the heat factor of
the fire triangle.
The dry powder extinguishers are only used for class D fires and they cannot be used for other
classification of fire on board ship.
Class E: This type of fire extinguisher on a ship is used for subsiding fire resulting from any of the above-
mentioned materials along with high voltage electricity. Hence, if a portable extinguisher with a
conductive agent is used for fighting the class E fire, it may lead to a risk of shock to the operator. CO2 or
DCP portable fire extinguisher is used in such fires.
Speak about Maintenance of Portable Fire Extinguishers
The portable extinguishers are a type of pressure vessels and should be routinely checked for leakage
etc.
The operating mechanism of the portable fire extinguishers should be regularly checked (where
possible) every 1 months.
The vent holes to be checked for clearance.
All the cap threads should be lightly greased. There are holes provided in the screw on caps to release
any excess pressure. Ensure these holes are clear.
The plunger should be checked for free movement, and any missing or damaged plunger should be
replaced.
Depending upon the types of fire on board ship, the flag state and class requirement accordingly
determines the number, types, and locations of these portable fire fighting extinguishers as per SOLAS.
The ship’s officer must ensure all the fire fighting equipment, including the fire extinguishers, are always
in the state of readiness. Any problem or defect in the fire extinguisher to be reported immediately to
the master.
Check all the markings on portable fire extinguisher are visible including the inspection dates.
The recharging of the extinguisher to be done as per the instruction supplied by the manufacturer only.
For DCP, invert the extinguisher once in a while to ensure the powder inside it is agitated.
Hydraulic tests of all the extinguishers with propellant cartridges to be performed at an interval, not
more than 10 years.

Speak about Fire Control Plan

The Fire Control Plan is a mandatory requirement of SOLAS convention described in Regulation 15 of
Chapter II. The fire control plan provides us information about fire station on each deck of the ship, on
various bulkheads, and in spaces enclosed by “A” class division, “B” class divisions. It also explains us the
type of fire detection system and firefighting systems available on ship. Fire control plan tells us about
various fire alarm systems, sprinkler installation, extinguishing appliances, means of escape to different
compartments and decks, and ventilation system including particulars of remote operation of dampers
and fans. The position of various dampers, their marking, and which fan is for particular compartment or
deck is also explained so that required damper and fans can be closed in case of fire
Speak about fire fighter outfit

Fire Fighter’s Outfit: Fire fighter’s outfit is used to fight a fire on the ship made up of fire retardant
material of approved type. For a cargo ship at least 2 outfits and for passenger ship at least 4 outfits
must be present onboard.
Speak about International Shore Connection

International Shore Connection (ISC): ISC is used to connect shore water to the ship system to fight fire
when the ship fire pump system is not operational and is on port, lay off or dry dock. The size and
dimensions are standard for all the ship and at least one coupling with gasket must be present onboard.

Speak about Static Electricity

Static electricity - is generated by friction that occurs between different materials during relative
motion. Electrostatic charges can then accumulate in materials which are poor conductors of
electricity or which are good conductors but are insulated. If two such bodies with accumulated static
electricity charges are brought close together, and if the difference of potential is great enough, the
accumulated charge will jump between them.
The primary concern about static electricity is the possibility of generating an incendive spark within
a flammable atmosphere. Inerting a tank can prevent the existence of a flammable gas mixture so that
no hazard will exist.

Static electricity can be generated due to the passage of a liquid through a hose or pipeline, and
turbulence within a tank.
Problems from static electricity are most likely to arise when loading cargoes known as static
accumulators, often highly refined petroleum products
What is your action when you see the fire

1. Raise the alarm.

2. Inform the bridge.
3. Investigate and tackle the fire immediately, if practicable.
4. Rescue injured persons as soon as practicable.
5. Close down all ventilation.
6. Close all watertight and fire doors as soon as possible.
7. Continue to fight the fire until the emergency party arrives at the scene , etc.

Which Drills and Drill signals do you know

GENERAL EMERGENCY DRILL : 7 OR MORE SHORT BLASTS FOLLOWED BY 1 LONG BLAST ON THE
SHIP'S WHISTLE REPEATED ON THE ALARM
ACTION : ALL PERSONNEL TO DON LIFE JACKETS AND WARM CLOTHING AND MUSTER AT
DESIGNATED STATION .

FIRE DRILL - CONTINUOUS SOUNDING OF THE ALARMS ACCOMPANIED BY 4 LONG BLASTS ON THE
WHISTLE

MAN OVERBOARD SIGNAL: THREE LONG BLAST ON THE SHIP WHISTLE OR SIREN ACCOMPANIED BY
THE SAME ALARM ON THE SHIP'S INTERNAL ALARM BELLS.
A person discovering an EMERGENCY should sound the nearest alarm and then advise type/location
of the Emergency to the BRIDGE.

Speak About Collective LSA

On board the vessel we:

Collective LSA Life-Saving Appliances & PERSONAL LSA.
Collective LSA Life-Saving Appliances are :
LIFE BOAT
LIFE RAFT
RESQUE BOAT
Speak about Requirements for Life Boats
LB requirements are following: Capable to maintain Positive Stability, Hull must be non
combustible, Max time for boarding 3 min, Fuel Oil flush point not less 43C for 24 hrs run,
Power starting from 2 independent source (manual and battery), Engine Must be operated
min 50% of flooding, Minimum speed 6kt;

Must have inside: Oars / hooks, Survival manual, Compass, Sea Anchor, Water 3ltrs per
person, Food 10 000Kj per person, 6 hand flares, 4 rockets, 2 smoke buoys, Day light Signal
mirror, Water proof torch, First aid kit, Antisisikness tablets Etc.
Speak about Requirements for Life Raft

LIFE RAFTS Methods of launching are: Automatically inflatable, Launched overboard

manually, By Davit.

Automatically inflatable HRU – Hydrostatic Release unit activates on 4 mtrs underwater,

inflated within 1 minute.

Life Raft Requirements:

General requirements of SOLAS to life rafts:
Each life raft should withstand all marine conditions afloat for 30 days.
When the life raft is immersed in water from a height of 18 m, it and its equipment could
work satisfactorily. If the life raft is located at a height of more than 18 m above the
waterline in calm water, it must be tested for immersion from this height.
A life raft with a canopy, and without a canopy afloat, must withstand multiple jumps on it
from a height of at least 4.5 m.
The life raft and its fittings must withstand towing at a speed of 3 knots in calm water with
full loading by people and equipment and with one of its sea anchors.
A life raft should have a canopy to protect passengers from environmental influences.
A life raft with a carrying capacity of less than six people can not be allowed to transport
people.
If the life raft should not be launched by a launching device, then the mass of the life raft, its
container and its equipment should not be more than 185 kg.
The life raft should be equipped with an efficient hydrostatic. Galvanization or other
methods of applying a metal coating to parts of the hydrostatic uncoupling device are not
allowed;

Life raft Equipment are: Survival Manual, Medical first aid Pack, Sea anchor, Tin opener,
Knife, Water proof torch for Morse code, Daylight mirror, Food ration min 10000kJ per
person, Water 1.5ltrs per person. CO2 Gas is used to inflate life rafts
Speak about requirements for Life Buoys and MOB Buoy

Life Buoys Requirements: Outer diameter not more than 800mm and inner not less 400mm
Constructed from buoyant material
Support 14.5kg of iron in 24 hrs
Resistance to flame 2 sec
Able to sustain drop from 30mtrs
Fitted with grab line 9.5mm
At least 50% of buoys to be fitted with self ignition lights (on tankers intrinsically safe lights)
Light should be white colour 50-70 flashes per min/ 2hrs
MOB Bouy - must be 4,5 - 5 kg smoke and light. Smoke duration 15 min (at least 2 on
wings)
Marking Ships name and call sign
Life buoy Line – 30 mtrs / Non Kinking / min 8mm diameter/ min breaking strength 5Kn
Requirements and inspection of Life Jacket and Immersion Suite
Life Jacket Requirements:
To be provided to all persons on board and addition for duty on bridge and in ECR and near
the survival craft
Shell sustain burning min 2 sec
Buoyancy not reduce 5% after 24hrs of immersion in water
Fitted with whistle
Fitted with lights / for 8hrs / White color? Flashes 50-70 per min / luminous intensity 0.75cd

Immersion Suite requirements:

Constructed with waterproof material
To be unpacked and donned without assistance within 2min
Resist burning 2 sec
To be able to jump from 4.5mtrs
In immersion suit body temp must not drop more then 2 deg C within 1hr
Must turn the body from face down to face up no more then 5sec
MONTHLY / QUARTERLY INSPECTION
Inspection of the life saving appliances, including lifeboat equipment, shall be carried out
monthly by the Safety Officer (Chief Officer) and delegated Officers, using the checklist
required by regulation to ensure that they are complete and in good order. A report of the
inspection shall be entered in the ship’s log-book”. If there are deficiencies, make a cross in
the box, and enter details of the deficiency in the Monthly Maintenance Record. When the
defect is rectified, enter details of same.
WEEKLY INSPECTION
Attention is drawn to SOLAS Chapter III Regulation 20.6 which calls for the following tests
and inspections to be carried out weekly and a report of the inspection shall be entered in
the log-book:
1. All survival craft, rescue boats and launching appliances shall be visually inspected to
ensure that they are ready for use. The inspection shall include, but is not limited to, the
condition of hooks, their attachment to the lifeboat and the on-load release gear being
properly and completely reset.
2. All engines in lifeboats and rescue boats shall be run ahead and astern for a total period of
not less that 3 minutes provided the ambient temperature is above the minimum
temperature required for starting and running the engine. During this period of time, it
should be demonstrated that the gear box and gear box train are engaging satisfactorily.
3. Lifeboats, except free-fall lifeboats, on cargo ships shall be moved from their stowed
position, without any persons on board, to the extent necessary to demonstrate satisfactory
operation of launching appliances, if weather and sea conditions so allow.
4. The general emergency alarm system shall be tested.
The Chief Officer is nominated as Safety Officer and he shall use the Check list for carrying
out Weekly Checks. He shall enter details of any defects noted and action taken to rectify
them.
It should be clearly understood, that as a responsible officer, the Safety Officer’s (Chief
Officer) signature, indicates that all checks/tests have been completed satisfactorily.

These checks and routines will be inspected by Superintendents during their visit to the shi

What is Work Permit and Which Work Permits do you know

 work Permits–Is a part of onboard ISM System. The permit-to-work is a safety procedures
whereby specified in writing form and to be issued to seafarers who are involve in work of a
hazardous nature.The form should describe the work to be carried out and the necessary safety
precautions. All foreseeable hazards should be considered, a predetermined safe procedure
should be adopted and the appropriate precautions should be written down in a correct
sequence.The permit should contain a carefully planned checklist to identify, control or eliminate
hazards and should state the emergency procedure in the event of an accident.
 A permit should be issued only by an officer with experience in the work operation. The
officer should ensure that the checks have been properly carried out and, together with the person
in charge, sign the permit only when satisfied that it is safe for the work to proceed. The master
should countersign any such permits.
What is Risk Assessment

A risk assessment is simply an assessment of risk. It is an examination of a task or job that may be
carried out on board to identify the presence of hazards that may cause harm to people, property or the
environmen
What is “Near Miss”

Near Miss -A "NEAR MISS" is an unplanned event that did not result in human injury, environmental or
equipment damage,but had the potential to do so!A near miss report should lead to hazard resolution
and preventative measures. However, if the event isn’t reported or addressed, a serious injury could
easily result—possibly only hours later—from the same or similar circumstances.That’s why reporting is
strongly recommendedNear Miss Examples A Motormanslips on condensationthat had dripped onto the
Deck from cooling system pipe,but doesn’t fall (this time).He reported to officer and taken proper
measures.
What is Accident and Incident

An accidentis an event that has unintentionally happened, that results in damage,injuryor harmthe
person. Anincidentis an event that has unintentionally happened, but this may not result in damage,
harm orinjury.So, an incident can involve a near miss, where someone narrowly avoided injury or illness.
But, if a serious injury takes place, we are talking about an accident. What they have in common is that
both events are unplanned and can cause damage to places or things. It is only accidents, however, that
cause serious injury or illness to people. So, all accidents are incidents, but not all incidents are
accidents. Therefore, incidents are more common than accidents, in fact, accidents make up only 2% of
incidents.
What is PPE Matrix

Any Kind of work requires proper Personal Protective equipment and Clothing, which must be
accordingPPE matrix
Speak About Enclosed Space and which minimum precautions should be taken

enclosed Space –ISGOTT Definition –International Safety Guide for Oil Tankers and TerminalsThe space
which have restricted access, restricted ventilation andNOT designed for continuous working Entire list
of enclosedspace you mayfind in Company Procedure Manual which includes all designated Enclosed
spaces on board, to avoid ambiguous meanings.The checklist for Enclosed Space Permit should contain
at a minimum the following precautions( see work permits):1.The adequate risk assessment mast
undertaken and a pre work safety meeting to be held involving all personnel.All personnel involved
should Familiarize and Sign the Permit to Work2.The Multi-gas detector must be supplied with tubing
long enough to reach all areas of the space to be entered3.The enclosed space must beventilated
Properly prior to entry. REMEMBER -Refillingand emptying the space in the case of a ballast tank is
NOTventilation!4.Ventilation must bestopped at least 10 minutes prior to initial gas testing, for carefully
checking the real atmosphere.5.TheSCABASelf Contained Breathing Apparatus must be setand kept on
stand by(For Energency evacuation only)!!!, 6.Aqualified stand-by person designated to be at the
entrance during entry, with adequate communication tothe personnel inside the space and the bridge
(Link manbetween bridge and personal inside the space)7.All personnel to enter the spacemust be
provided with a personal multi-gas alarm unit.8.Proper continuous ventilation should be maintained
during entire period of work9.Proper Illumination should be provided10.Atmosphere re-testing should
be done on regular intervals during the entry period
Speak about Work rest hours and what is Fatigue

Hours of work and hours of rest -General requirements MLC 2006 -minimum requirement for hours of
rest provided should be:10hours in any 24-hour period, which may be divided into no more than 2
periods, one of which shall be at least 6 hours in length; and 77hours in any 7 day period.“Hours of rest”
means time outside hours of work and does not include short breaks.1 copy of each month Record of
Work Rest Hours should be given to seafarer and 1 copy to be retained on board for MLC and PSC
inspection.Each Crew have to fill up Work Rest Hours formFatigue -There are two different types of
fatigue:Physical fatigue-when a person finds it physically hard to do the things they normally do or used
to do; it includes muscle weakness and diagnosis may involve a strength test.Mental fatigue-when a
person finds it harder to concentrate on things and stay on task. The person mayfeel sleepy, or have
difficulty staying awake while working.
What is Flash Point

Fatigue -There are two different types of fatigue:

Physical fatigue-when a person finds it physically hard to do the things they normally do or used to do; it
includes muscle weakness and diagnosis may involve a strength test.

Mental fatigue-when a person finds it harder to concentrate on things and stay on task. The person
mayfeel sleepy, or have difficulty staying awake while working.
What is explosion and What is LEL/LFL

Explosion-Rapid uncontrolled combustion process which generates a high temperature, a large volume
of gas, and a pressure or shock wave. Describe Definition of Flammable / Explosive Limits: The
flammable (explosive limits) are the minimum and maximum concentrations of flammable gas or vapour
in air between which ignition can occur and the zone in between is the flammable range.The Minimum
vapour concentration is known as: The Lower Flammable Limit LFL/ The maximum vapour concentration
is known as: The Upper Flammable Limit UFL/ The Upper Explosive Limit UEL (expressed as % by volume
in air)
What is Hazardous atmosphere

Hazardous Atmosphere-(As defined by OSHA 29 CFR 1910.146) An atmosphere in which workers are
exposed to the risk of death, injury, incapacitation or illness.
Definition of Toxic Atmosphere and Describe 3 routes toxic substance can affect the human body

Toxic Atmosphere-An atmosphere in which the concentration of gases, dusts, vapors or mists exceeds
the permissible exposure limit (PEL)

1.Oral toxicity –substance being swallowed2.Dermal toxicity –by absorption of substance through the
skin, eyes or mucous (ლორწოვანიგარსი)membranes3.Inhalation toxicity –by an inhalation of toxic
vapor or mist
What is Odor Threshold

Odor threshold is the minimum concentration of a substance at which a majority of test subjects can
detect and identify the characteristic odor of a substance. While odor thresholds can serve as useful
warning properties, they must be used cautiously because olfactory perception varies among
individuals.
Speak about TLV/TWA

TLV -TWA(Time Weighted Average)-This is the average amount of gas that a worker can be repeatedly
exposed to in a normal 8-hour day, in a 40-hour week, without adverse health effects. For Shipboard
Operations –ONLY (TLV-TWA) to be used.TLV -STEL(Short Term Exposure Limit)-The gas concentration
that most workers can be continuously exposed to for a 15-minute time period without suffering
adverse health affects that would impair selfrescue or worker safety. This limit should not be repeated
more than 4 times per day and there should be at least 60 minutes between individual STEL exposure
periods. TLV -C (Ceiling)-The highest gas concentration to which workers may be exposed. Ceiling TLVs
should never be exceeded and they take precedence over allTWAs and STELs.
What is of Explosion proof (XP) and Intrinsic Safety (IS)

Explosionproof (XP)-Method of protection in which an explosion in a hazardous location is prevented by

containing any combustion within the device, and thereby, preventing it from spreading into the
atmosphere surrounding the enclosure.Intrinsic Safety (IS)-A method of protection in which an explosion
is prevented through an electrical design using energy storage devices in which the possibility of ignition
is eliminatedeven during damage of equipment
Which Gas detectors do you know and when they should be used

Fixed gas detectors-usually installed in Cargo Pump Roomin order to monitor remotely atmosphere and
timely identify any leakage of cargo pipes and valves. Also fixed gas detectorssystem installed inside
inBallast tanks, the main purpose is to discover any leakage of cargo from cargo tank to ballast tank in
case of crack.Portable Gas Detectors–are designed for test atmosphere from outside the enclosed
space, usually portable gas detectors equipped with long tubing long enough to reach all areas of the
space to beentered, with suction pump and intrinsicallysafe battery,Gas meters are used on-board ships
to measure the hydrocarbon content, explosion hazard risk, and also the oxygen analyzers.Under the
following circumstances the cargo tank or any enclosed space on-board the ship has to be evaluated to
ensure that the particular space is gas-freeand has ample amount of oxygen for personnel to work there
if required.Chemical detector tubes: These instruments, often referred to as “Draeger”tubes, normally
function by drawing a sample of the atmosphere to be tested through a proprietary chemical reagent in
a glass tube. The detecting reagent becomes progressively discoloredif a contaminant vapour is present
in the sample. The length of the discoloration stain gives a measure of the concentration of the chemical
vapour which can be read from the graduated scale printed on the tube.The tubes are designed to
measure low vapour concentrations accurately, and are probably the most convenient and suitable
equipment to use. They should always be used when the cargo vapour presents a serious inhalation
hazard, e.g. acrylonitrile. The storage life of these tubes is usually limited, and it is necessary to ensure
that out of date tubes do not remain available for use.Personal Gas Detectors-Worn by seafarers
entering spaces where dangerous gases may be present. This equipment should be as versatile and easy
to use as possible so that all crew members are protected in confined space, PGS should be equipped
with audible and visual alarms in the event of exposure to flammable or toxic gases and can be
configured to detect a combination of methane, oxygen, carbon monoxide, hydrogen sulphide, as well
as other flammable gases.
Describe principle of working of gas detectors Combustible and non combustible

Combustible gas indicators or explosimeters: An explosimeter is a device used to detect the amount of
combustible gases present in a sample of the given atmosphere contains not less 11% of Oxygen. This
gives the reading in terms of percentage of the LEL / LFL (lower flammable limit).Non-combustible gas
indicators(“Tankscope”): A device used for measurement of hydrocarbon gas content and hydrocarbon
vaporin inertatmospheres. This instrument is not as sensitive as the Combustible explosimeter. The
reading is only in percentage of the volume of the hydrocarbon vaporand hence used only during the
gassing up operations and during inerting.
What is the danger related to N2 (nitrogen)

USE of Nitrogen-Nitrogen is used on Chemical Tankers as the primary Inert Gasfor cargo quality control
for sensitive chemical cargoes, in order to prevent cargo damage by Innert Gasfrom exhaust source (boil
exhaust gases) which can spoil sensitive cargo by soot particular, which used on TankersThe
requirements for the use of nitrogen, in respect to cargo handling, are either dictated by the IBC/BCH
Codes for tank environment control or when the cargo quality / customers require it.The main reasons
for the use of Nitrogen onboard Chemical Tankers is to replace the air atmosphere of the cargo tanks /
lines an adjacent space in order to:Prevent Fire / explosion hazardPrevent an unwanted reaction
between cargo/airPrevent moisture pick-up by cargo(s)Safety Precautions when handling Nitrogen–The
Silent KillerNitrogen is an invisible, tasteless and odorless gas that comprises about 78 percent of the air
we breathe. But its potential to kill workers in or near confined spaces should never be
underestimated.Nitrogen will affectevery individual the same way: it displaces oxygen O2 and CO2.
Without enough oxygen and Carbon di-oxide , we DIE!!Breathing is stimulated and controlled by carbon
dioxide (CO2) present in the lungs. As the CO2 level increases, the brain sends a message to increase
respiration. When the CO2 level drops, the rate of respiration will also decrease in order to maintain the
proper balance.Everyone should understand that one deep breath of 100% N2 will be fatal. 99% N2 will
displace CO2 and O2 completely. And,in the absence of a CO2 signal to the brain, the stimulus to
breathby lungsno longer exists! You will stop breathing!!
What is the danger related to Hydrogen Sulfide (H2S)

 H2S is a Highly toxic, corrosive and flammable gas that in low levels will smell like rotten
eggs. It may be present in bunkers in dissolved state or as a gas. It may also be found in certain
Natural gases, Crude oils and certain Refined products such as Naphtha. It is Colorless and
Heavier than Air, having relative vapor density of 1.189, Exposure to high levels of H2S can be
fatal after a very short period of time. H2S Gas Concentration(ppm by Vol. in air) Physiological
Effects on the Human body0.1 –0.5 ppm First Detected by smell
 10 ppm May cause some nausea, minimal eye irritation25 ppm Eye and respiratory tract
irritation. Strong odour50 –100 ppm Human sense of smell starts to break down. Prolonged
exposure to concentrations at 100 ppm induces a gradual increase in the severity of these
symptoms and death may occur after 4 –48 hours of exposure150 ppm Loss of sense of smell in
2 –5 minutes350 ppm Could be fatal after 30 minutes of inhalation 700 ppm RAPIDLY induces
consciousness (few minutes) and death. Causes seizures, loss of control of bowel and bladder.
Breathing will stop and death will result, if not rescued promptly.> 700 ppm IMMEDIATELY
FATALPrecautions for Hydrogen Sulfide (H2S)In cases where H2S concentrations are known to
be greater than 100 ppm in the vapor space and likely to be present in the atmosphere,
Emergency escape Breathing Apparatus shall be made available to personnel working in the
hazardous area, who, should already have a Personal (pocket-able) H2S gas monitoring alarm /
instrument.The presence of H2S in bunkers should not be ruled out. Empty bunkers tanks shall
be tested for the presence of H2S prior to bunkering. If new to be supplied bunkers contains H2S
the DPA shall be informed immediately.

Which Key and Other Conventions related to Maritime safety and security do you know?

1. International Convention for the Safety of Life at Sea (SOLAS), 1974.

2. International Convention for the Prevention of Pollution from Ships, 73/78 MARPOL.
3. International Convention on Standards of Training, Certification and Watchkeeping for
Seafarers STCW.

What is COLREG 72 Conventions and structure of COLREG

The COLREGs include 41 rules divided into six sections: Part A - General; Part B - Steering and Sailing;
Part C - Lights and Shapes; Part D - Sound and Light signals; Part E - Exemptions; and Part F - Verification
of compliance with the provisions of the Convention. There are also four Annexes containing technical
requirements concerning lights and shapes and their positioning; sound signaling appliances; additional
signals for fishing vessels when operating in close proximity, and international distress signals
What is International Convention of Load Line
 The regulations take into account the potential hazards present in different zones and different
seasons. The main purpose of these measures is to ensure the watertight integrity of ships' hulls
below the freeboard deck.

All assigned load lines must be marked amidships on each side of the ship, together with the deck
line.

The Convention includes three annexes.

Annex I is divided into four Chapters:

Chapter I - General;

Chapter II - Conditions of assignment of freeboard;

Chapter III - Freeboards;

Chapter IV - Special requirements for ships assigned timber freeboards.

Annex II covers Zones, areas and seasonal periods.

Annex III contains certificates, including the International Load Line Certificate
Specify the Main objectives of SOLAS Convention

The SOLAS Convention in its successive forms is generally regarded as the most important of all
international treaties concerning the safety of merchant ships. The first version was adopted in
1914, in response to the Titanic disaster.

The main objective of the SOLAS Convention is to specify minimum standards for the construction,
equipment and operation of ships, compatible with their safety . Flag States are responsible for
ensuring that ships under their flag comply with its requirements, and a number of certificates are
prescribed in the Convention as proof that this has been done. The current SOLAS Convention
includes Articles setting out general obligations, amendment procedure and so on, followed by an
Annex divided into 14 Chapters.

What is International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM)
Regulation D1 D2 B4

The Ballast Water Management Convention, aims to prevent the spread of harmful aquatic
organisms from one region to another, by establishing standards and procedures for the
management and control of ships' ballast water and sediments

Under Regulation B-4 Ballast Water Exchange, all ships using ballast water exchange should:

whenever possible, conduct ballast water exchange at least 200 nautical miles from the nearest land
and in water at least 200 metres in depth, taking into account Guidelines developed by IMO;
 in cases where the ship is unable to conduct ballast water exchange as above, this should be as far
from the nearest land as possible, and in all cases at least 50 nautical miles from the nearest land
and in water at least 200 metres in depth.

Annex - Section D Standards for Ballast Water Management

There is a ballast water exchange standard and a ballast water performance standard. Ballast water
exchange could be used to meet the performance standard:

Regulation D-1 Ballast Water Exchange Standard - Ships performing Ballast Water exchange shall do
so with an efficiency of 95% volumetric exchange of Ballast Water. For ships exchanging ballast
water by the “pumping-through method”, pumping through three times the volume of each ballast
water tank shall be considered to meet the standard described. Pumping through less than three
times the volume may be accepted provided the ship can demonstrate that at least 95 percent
volumetric exchange is met.

Regulation D-2 Ballast Water Performance Standard - Ships conducting ballast water
treatment plan shall discharge less than 10 viable organisms per cubic metre greater than or
equal to 50 micrometres in minimum dimension and less than 10 viable organisms per milliliter less
than 50 micrometres in minimum dimension and greater than or equal to 10 micrometres in
minimum dimension; and discharge of the indicator microbes shall not exceed the specified
concentrations.

Which IMO Codes do you know

1) International Code for Ships Operating in Polar Waters (Polar Code)

IMO's International Code for Ships Operating in Polar Waters (Polar Code) is mandatory under both
the International Convention for the Safety of Life at Sea (SOLAS) and the International Convention
for the Prevention of Pollution from Ships (MARPOL). The Polar Code covers the full range of design,
construction, equipment, operational, training, search and rescue and environmental protection
matters relevant to ships operating in the inhospitable waters surrounding the two poles. The Polar
Code entered into force on 1 January 2017.

2) IMDG Code(International Maritime Dangerous Goods): Code for carrying dangerous cargo
through sea transport. This Code is in place to regulate the carriage of international guideline to the
safe transportation or shipment of dangerous goods or hazardous materials by water on the vessel.

3) IMSBC Code(International Maritime Solid Bulk Cargo Code): is a mandatory regulation for carrying
solid cargo in bulk form. This replaces the BC Code and ensures safe stowage and shipment of solid
bulk cargoes.

4) IGC Code(International code for construction and equipment of ships carrying liquefied gases in
bulk): This code gives guidelines to gas tankers on operational, construction and safety aspects. As
with the other forms of cargo and their respective codes, this code is specific to the carriage of LPG.

5) International Grain Code: This code is applicable to all ships carrying grain in bulk. The term
“grain” covers wheat, maize (corn), oats, rye, barley, rice, pulses, seeds and processed forms
thereof, whose behavior is similar to that of grain in its natural state.

6) IBC Code(International code for construction and equipment of ships carrying dangerous
chemicals in bulk): This code pertains to the carriage of chemicals in bulk and the design,
construction, equipment with respect to the ship and the cargo.

7) ISPS Code(International Ship and Port Facility Security code): Springing from the events preceding
9/11, this code lays the minimum security measures for ships and ports.

8) ISM Code(International Safety Management Code): Perhaps one of the most important codes,
one that is used in the day to day functioning of the ship, it is in place for the safe operation of the
ship for the purposes of pollution prevention.

9) IS Code(International Code for Intact Stability): gives the construction guidelines to vessels to
maintain the stability of the ship at all working conditions.

10) LSA Code(International Life Saving Appliances Code): comes under SOLAS which deals with the
safety equipment in terms of construction, operation and other requirements for well being of crew
onboard ship. Note that this code is imperative in the procuring, application and maintenance of all
lifesaving appliances on board.
11) FSS Code(International Fire Safety System Code): also comes under SOLAS. It deals with all the fire
fighting appliances, measures, and system to be used onboard to detect, notify and extinguish any kind
of fire in sea going vessel. Note that this this code is imperative in the procuring, application and
maintenance of all fire fighting equipment on board.
According to MARPOL describe definition of – Nearest Land and what is Special Areas

10 Nearest land. The term "from the nearest land" means from the baseline from which the territorial
sea of the territory in question is established in accordance with international law
11 Special area means a sea area where for recognized technical reasons in relation to its
oceanographically and ecological condition and to the particular character of its traffic the adoption of
special mandatory methods for the prevention of sea pollution by oil is required.
According to MARPOL describe definition of – Segregated Ballast and what is Oily Mixtures

18 Segregated ballast means the ballast water introduced into a tank which is completely separated
from the cargo oil and oil fuel system and which is permanently allocated to the carriage of ballast
3 Oily mixture means a mixture with any oil content.

According to MARPOL describe definition of – Garbage, Dishwater, E-Waste, Grey Water

Garbage means all kinds of victual, domestic and operational waste excluding fresh fish and parts
thereof, generated during the normal operation of the ship and liable to be disposed of continuously or
periodically except those substances which are defined or listed in other Annexes to the present
Convention.

1.6.1 Dishwater means the residue from the manual or automatic washing of dishes and
cooking utensils which have been pre-cleaned to the extent that any food particles adhering to
them would not normally interfere with the operation of automatic dishwashers.
1.6.2 E-waste means electrical and electronic equipment used for the normal operation of
the ship or in the accommodation spaces, including all components, subassemblies and
consumables, which are part of the equipment at the time of discarding, with the presence of
material potentially hazardous to human health and/or the environment.
1.6.3 Grey water means drainage from dishwater, shower, laundry, bath and washbasin
drains. It does not include drainage from toilets, urinals, hospitals and animal spaces,
as defined in regulation 1.3 of MARPOL Annex IV (sewage) and drainage from cargo spaces
Speak About MARPOL Annex I

Regulation 34 - Control of discharge of oil (mixtures/tankwashings)

A Discharges outside special areas should be performed ONLY IF
.1 the tanker is not within a special area;
.2 the tanker is more than 50 nautical miles from the nearest land;
.3 the tanker is proceeding en route;
.4 the instantaneous rate of discharge of oil content does not exceed 30 litres per nautical
mile;
.5 the total quantity of oil discharged into the sea does not exceed 1/30,000 of the total
quantity of the particular cargo of which the residue formed a part;
 6 the tanker has in operation an oil discharge monitoring and control system and a slop
tank arrangement as required by regulations 29 and 31 of this Annex.
(Also - discharging of oil mixtures should be only during Day light and discharge pipe should be
above the sea surface in order to have visual control)

Regulation 37 - Shipboard oil pollution emergency plan SOPEP

1 Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400 gross
tonnage and above shall carry on board a shipboard oil pollution emergency plan approved by the
Administration.
2 Such a plan shall be prepared based on guidelines* developed by the Organization and written in the
working language of the master and officers. The plan shall consist at least of:
.1 the procedure to be followed by the master or other persons having charge of the ship
to report an oil pollution incident
.2 the list of authorities or persons to be contacted in the event of an oil pollution incident;
.3 a detailed description of the action to be taken immediately by persons on board to
reduce or control the discharge of oil following the incident; and
.4 the procedures and point of contact on the ship for coordinating shipboard action with
national and local authorities in combating the pollution.

Speak About MARPOL Annex II

Regulation 6
Categorization and listing of noxious liquid substances and other substances
1 For the purpose of the regulations of this Annex, noxious liquid substances shall be divided into four
categories as follows:
.1 Category X: Noxious liquid substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a major hazard to either marine resources or
human health and, therefore, justify the prohibition of the discharge into the marine environment;
.2 Category Y: Noxious liquid substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a hazard to either marine resources or
human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a
limitation on the quality and quantity of the discharge into the marine environment;
.3 Category Z: Noxious liquid substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a minor hazard to either marine resources or
human health and therefore justify less stringent restrictions on the quality and quantity of the
discharge into the marine environment;
.4 Other substances: Substances indicated as OS (Other substances) in the pollution
category column of chapter 18 of the International Bulk Chemical Code which have been evaluated and
found to fall outside category X, Y or Z as defined in regulation 6.1 of this Annex because they are, at
present, considered to present no harm to marine resources, human health, amenities or other
legitimate uses of the sea when discharged into the sea from tank cleaning or deballasting operations.
Regulation 13
Control of discharges of residues of noxious liquid substances
1 Discharge provisions
1.2 Before any prewash or discharge procedure is carried out in accordance with this regulation, the
relevant tank shall be emptied to the maximum extent in accordance with the procedures prescribed in
the P&A Manual (Procedure and Arrangement Manual).
2 Discharge standards
2.1 Where the provisions in this regulation allow the discharge into the sea of residues of substances in
category X, Y or Z or of those provisionally assessed as such or ballast water, tank washings or other
mixtures containing such substances, the following discharge standards shall apply:
.1 the ship is proceeding en route at a speed of at least in the 7 knots case of self-propelled
ships or at least 4 knots in the case of ships which are not self-propelled;
.2 the discharge is made below the waterline through the underwater discharge outlet
.3 the discharge is made at a distance of not less than 12 nautical miles from the nearest
land in a depth of water of not less than 25 metres.
6 Discharge of residues of category X
6.1 Subject to the provision of paragraph 1, the following provisions shall apply:
.1 A tank from which a substance in category X has been unloaded shall be prewashed
before the ship leaves the port of unloading. The resulting residues shall be discharged to a reception
facility until the concentration of the substance in the effluent to such facility, as indicated by analyses
of samples of the effluent taken by the surveyor, is at or below 0.1% by weight. When the required
concentration level has been achieved, remaining tank washings shall continue to be discharged to the
reception facility until the tank is empty. Appropriate entries of these operations shall be made in the
Cargo Record Book and endorsed by the surveyor referred to in regulation 16.1.
7 Discharge of residues of category Y and Z
.2 If the unloading of a substance of category Y or Z is not carried out in accordance with
the P&A Manual, a prewash shall be carried out before the ship leaves the port of unloading, unless
alternative measures are taken to the satisfaction of the surveyor referred to in regulation 16.1 of this
Annex to remove the cargo residues from the ship to quantities specified in this Annex. The resulting
tank washings of the prewash shall be discharged to a reception facility at the port of unloading or
another port with a suitable reception facility provided that it has been confirmed in writing that a
reception facility at that port is available and is adequate for such a purpose. (if discharge operation
performed according to P&A Manual tank washing could be discharged in to the sea according to
Regulation 13)
.3 For high-viscosity or solidifying substances in category Y, the following shall apply:
.3.1 a prewash procedure as specified in appendix 6 shall be applied;
.3.2 the residue/water mixture generated during the prewash shall be discharged to
a reception facility until the tank is empty

Speak About MARPOL Annex V\

Annex V Prevention of Pollution by Garbage from Ships (entered into force 31 December 1988) 
Regulation 1 - Definitions
For the purposes of this Annex:
Garbage means all kinds of victual, domestic and operational waste excluding fresh fish and parts
thereof, generated during the normal operation of the ship and liable to be disposed of continuously or
periodically except those substances which are defined or listed in other Annexes to the present
Convention.
1.6.1 Dishwater means the residue from the manual or automatic washing of dishes and
cooking utensils which have been pre-cleaned to the extent that any food particles adhering to
them would not normally interfere with the operation of automatic dishwashers.
1.6.2 E-waste means electrical and electronic equipment used for the normal operation of
the ship or in the accommodation spaces, including all components, subassemblies and
consumables, which are part of the equipment at the time of discarding, with the presence of
material potentially hazardous to human health and/or the environment.
1.6.3 Grey water means drainage from dishwater, shower, laundry, bath and washbasin
drains. It does not include drainage from toilets, urinals, hospitals and animal spaces,
as defined in regulation 1.3 of MARPOL Annex IV (sewage) and drainage from cargo spaces.
Grey water is not considered garbage in the context of MARPOL Annex V.
1.6.4 Recycling means the activity of segregating and recovering components and
materials for reprocessing.
1.6.5 Reuse means the activity of recovering components and materials for further use
without reprocessing.
USED COOKING OIL - Cooking oil should be incinerated or landed together with waste rags or other
inflammable materials.. Cooking oil should be mixed with waste rags and incinerate in ship's Incinerator.
Putting cooking oil into Waste Oil Tank is banned

Speak About MARPOL Annex VI

Annex VI Prevention of  Air Pollution from Ships (entered into force 19 May 2005)
 Sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits emissions
of ozone depleting substances;
designated emission control areas set more stringent standards for SOx, NOx and particulate matter.  
MARPOL Annex VI Regulations –
Chapter III Requirements for control
of emissions from ships
Regulation 15 Volatile organic compounds - Regulation 15 Volatile orgallic compoullds
A tanker carrying crude oil shall have on board and implement a VOC management plan approved by the
Administration. Such a plan shall be prepared taking into account the guidelines developed by the
Organization. The plan shall be specific to each ship and shall at least:
.1 provide written procedures for minimizing VOC emissions during the loading (use of vapour return
line), sea passage and discharge of cargo (control of ventilation);
.2 give consideration to the additional VOC generated by crude oil washing;
.3 identify a person responsible for implementing the plan;
.7 This regulation shall also apply to gas carriers only if the types of loading and containment systems
allow safe retention of non-methane VOCs on board or their safe return ashore.

Explain what is P&A Manual , which Vessel shell carry out P&A Manual

A Manual to identify the arrangements and equipment required to enable compliance with
Annex II and to identify for the ship’s officers all operational procedures with respect to
cargo handling, tank cleaning, slops handling, residue discharging, ballasting and
deballasting

Explain what is Oil record Book and Cargo Record Book

Special areas under MARPOL are as follows:

Adoption, entry into force & date of taking effect of Special Areas
Date of Entry into
Special Areas
Force
Annex I: Oil
Mediterranean Sea 2 Oct 1983
Baltic Sea 2 Oct 1983
Black Sea 2 Oct 1983
Red Sea 2 Oct 1983
"Gulfs" area 2 Oct 1983
Gulf of Aden 1 Apr 1989
Antarctic area 17 Mar 1992
North West European Waters 1 Feb 1999
Oman area of the Arabian Sea 1 Jan 2007
Southern South African waters 1 Mar 2008
Annex II: Noxious Liquid Substances
Antarctic area 1 Jul 1994
Annex IV: Sewage
Baltic Sea 1 Jan 2013
Annex V: Garbage
Mediterranean Sea 31 Dec 1988
Baltic Sea 31 Dec 1988
Black Sea 31 Dec 1988
Red Sea 31 Dec 1988
"Gulfs" area 31 Dec 1988
North Sea 18 Feb 1991
Antarctic area (south of latitude 60 degrees south) 17 Mar 1992
Wider Caribbean region including the Gulf of Mexico and the
4 Apr 1993
Caribbean Sea
Annex VI: Prevention of air pollution by ships (Emission Control Areas)
19 May 2005
Baltic Sea (SOx )(NOx)
1 Jan 2019
22 Nov 2006
North Sea (SOx)(NOx)
1 Jan 2019
North American ECA Aug 2011
(SOx and PM) (NOx)  
United States Caribbean Sea ECA  1 Jan 2013
(SOx and PM) (NOx)  

Oil Record Book 

Oil Record books are the important document which needs to be carried onboard ship under MARPOL
Annex 1 on vessels of 400 gross tonnage and above, other than oil tanker, and oil tanker ship of 150GT
and above.
The ORB part 1 is provided in all ships, other than oil tanker, of 400GT and oil tanker ships of 150GT
provided for Engine room operation
The ORB part 2 provided for deck operation Cargo and Ballast

1 Every ship to which this Annex applies shall be provided with a Cargo Record Book, whether as part of
the ship’s official log-book or otherwise, in the form specified in appendix 2 to this Annex.
peak about RADAR, X-band, S- Band,

1. RADAR:- RADIO DETECTION AND RANGING its is a system which detect object by using
radio waves. It is used to detect targets and display the information on the screen such as
the distance of the own ship from land, any floating objects as well as static objects, such as
an island, rocks, iceberg etc., other vessels, and obstacles to avoid a collision. which helps
navigate the ship safety in open and congested waters and even when there is zero visibility.
X-band radar operating Frequency 9GHz, wave 3sm and shows us more detailed objects on
short range.
S- Band Radar operating at Frequency of 3GHZ, wave length is 10sm which mostly used for Long
range and better works in poor weather condition
(The frequencies of X-band radar and SART is 9 GHz)
Magnetron Renewal every - 3000 - 4000 hrs as per Makers Advise
Radar Antenna Motors Renewal every 10 000hrs
Performance test at least every watch.
2. ARPA – Automatic Radar Plotting Aid, which calculates track of objects, course, speed and
CPA / TCPA / BCR
3. The Electronic Chart Display and Information System (ECDIS) is a development in the
navigational chart system used in naval vessels and ships.
ECDIS equipment complying with SOLAS requirements can be used as an alternative to paper
charts.
The ECDIS utilizes the feature of the Global Positioning System (GPS) to successfully pinpoint the
navigational points.

Speak about ARPA, CPA, TCPA, BRC

1. ARPA – Automatic Radar Plotting Aid, which calculates track of objects, course, speed and
CPA / TCPA / BCR
2. Bow Crossing Range (BCR)
3. The range at which the other vessel will pass directly. ahead (or astern). Found by
measuring the distance from where the Line of Approach crosses the heading line to
the centre of the plotting sheet.

Speak about Echo Sounder and Speed Log

ECHO SOUNDER :- Echo sounder is an electronic equipment which measures the depth of sea bed.it
uses the acoustic pulses at the rate of 5-600 pulses per minute having a beam with of 12-25 degrees are
transmitted vertically down to the sea bed. Received echoes are converted into electrical signals by the
transducer .The electrical signals are sent to the stylus which produce corresponding marks on the
recording paper. Depth measurement:-

1. SPEED LOG – Equipment which provides Speed of the vessel threw water

Speak about GPS and WGS 84

 1. GPS:- (Global Positioning System) it is satellite based navigational system provided by the
US department of defense. It permit user with suitable receiver to establish their position,
speed and time on land, sea or in air at any time of day or night and in any weather
condition
2. WGS 84 is an Earth-centered, Earth-fixed terrestrial reference system and geodetic datum.
WGS 84 is based on a consistent set of constants and model parameters that describe the
Earth's size, shape, and gravity and geomagnetic fields. It is the reference system for the
Global Positioning System (GPS)

Speak about BWNAS and VOYAGE DATA RECORDER (VDR)

1. VDR and S-VDR equipment has been mandated for carriage on both new ships (VDR) and
existing ships(S-VDR) according to schedules agreed at IMO.
To assist in casualty investigations, ships engaged on international voyages, are fitted with a
Voyage Data Recorder (VDR) should continuously maintain sequential records of pre-
selected data items relating to status and output of the ship’s equipment and command and
control of the ship. As a minimum ,the following parameters (as applicable to vessel) must
be recorded: date and time, position, speed, heading, radar data, echo sounder data,
mandatory alarms, rudder data, telegraph data, hull opening and watertight door status,
wind data, accelerations and hull stresses. VDR equipment also records all VHF and verbal
communications.
The VDR should be installed in a protective capsule that is brightly coloured and fitted with an
appropriate device to help locating it when in water. It should be entirely automatic in operation.
Speak about BAROGRAPH, BAROMETER, what is standard pressure at sea level

Атмосферное давление, равное давлению столба ртути высотой 760 мм при температуре 0 °C,
называется нормальным атмосферным давлением (101 325 Па).

1. BAROGRAPH:- it is used to record the atmospheric pressure and to determine the pressure
tendency.
2. BAROMETER:-It is used to determine the atmospheric pressure at the vessel position.
3. Атмосферное давление, равное давлению столба ртути высотой 760 мм при
температуре 0 °C, называется нормальным атмосферным давлением (101 325 Па).

Speak about Pelorus

1. Pelorus –is a reference tool for maintaining bearing of a vessel at sea. It is a "dumb
compass" without a directive element, suitably mounted and provided with vanes to permit
observation of relative bearings.

Speak about Gyro and Magnetic Compass

1. GYRO COMPASS:- It is equipment in which the direction of true north is maintained by a

continuously driven gyroscope whose axis is parallel to the earth’s axis of rotation. It is
highly reliable, compact size, has small error, ability to run repeaters and provides a heading
reference for other navigational equipment’s. It is not affected by the earths magnetic field.
 2. MAGNETIC COMPASS:- Magnetic compass is the standard compass of the ship. It uses the
earths magnetic field to show the Magnetic North. It is kept on monkey island, on the
centerline of the ship.
3. THERE ARE TWO TYPE OF MAGNETIC COMPASS:-
DRY CARD COMPASS:- made of rice paper, diameter 254mm,cover-alluminium ring
WET CARD COMPASS:-liquid mixed of distilled water and pure ethyl alcohol or glycol

Speak about Autopilot

Autopilot - is considered to be one of the most effective bridge navigational equipment as it assists the
human operator in controlling the ship by keeping the steering in autopilot, which allows them to
concentrate on broad aspects of the operation. It is a combination of hydraulic, mechanical, and
electrical system and is used to control the ship’s steering system from a Navigation bridge.
Speak about Rudder angle indicator and Rate of turn indicator

1. Rudder angle indicator- as the name indicates, provides the angle of the rudder. The
display is provided on the navigation bridge equipment console so that the ship navigation
officer can control the rate of turn and rudder angle of the ship. The indication is also
provided in the bridge wing and engine control room.
2. Rate of turn indicator- This navigational tool indicates how fast the ship is turning at a
steady rate (useful during pilotage and manoeuvring), normally shown as a number of
degrees turned. The rate a ship is turning is measured in degrees per minute. This essential
tool assists a Helmsman in steering a course safely.

Speak about ECDIS and which charts used in ECDIS

ECDIS CHARTS - 1.Raster Chart (RNC): RNCs are direct copy or a scan of the paper charts. It looks
identical to a paper chart as all the information shown is directly printed. The chart only grows larger or
smaller as per the zooming and when rotated, everything rotates. 2.Vector Chart (ENC): ENCs are
computer generated charts. The details on an ENC can be turned on and off depending on the
requirement of the user. Objects on the ENC can be clicked for more details on the same. Depths can
also be monitored to obtain a warning with regard to grounding. When zooming, the features grow large
or small but the text remains the same.
What is S-57, S-63 and S-52 Standards

1. S-57, S-63 and S-52: - are some of the important ECDIS and ENC Standards that have been
developed by the International Hydrographic Organization (IHO) to support Safety of Life At
Sea (SOLAS). Met by all charts in the ADMIRALTY Vector Chart Service, these standards
have been put into place to ensure that all Electronic Navigational Charts (ENCs) are
accurate, secure and can be interpreted correctly by type-approved Electronic Chart Display
and Information Systems (ECDIS).

What is AIO and How to Update ENC and What is T&P NMs

1. ADMIRALTY Information Overlay (AIO) - is a worldwide digital dataset that is designed to be

displayed over ENCs in ECDIS and other chart display systems to provide additional
information during passage planning. The AIO is refreshed every week, as part of the AVCS
Weekly Update and is issued on disc and by download.
 Chart Updating - Updates to the ECDIS charts may reach the ship in various ways,
depending upon the capabilities of the service provider and the onboard communication
facilities.
a. On data distribution media (DVD)
b. As an email attachment (SATCOM)
c. As a broadcast message via SATCOM plus additional communication hardware
d. As an internet download
T&P NMs - The UKHO issues a weekly bulletin of Temporary and Preliminary Notices to
Mariners (T&P NMs) which contains temporary information of navigational, Digital vessels
without paper charts receive temporary information as updates and new editions of ENCs.
AIO also provides additional information

What is Chart N1 and What is 4.0 presentations library.

1. Chart N1 - describes the symbols, abbreviations, and terms used on ENC charts

4.0 presentations library. -ECDIS manufacturers refer to these IHO ECDIS Standards when
developing their software, specifically the latest Presentation Library (4.0) within S-52. This
contains instructions for the 'drawing engine' within the ECDIS on how to display symbols,
colours and line styles on the screen.
Speak about CATZOC

1. CATZOC – Category Zone Of Confidence. here are three main factors for the reliability of
chart by navigators, such as Sounding depth accuracy, Sounding Position accuracy and
quality of the survey of the seafloor. In ENC the S-63 standard allows information about the
accuracy of the survey data to be displayed for each ENC cell. This function is called ‘Category
of Zone of Confidence’(CATZOC). Then ECDIS will display CATZOC Level, The symbol looks like
triangular shape having stars inside, Stars number depend on the level of accuracy. There are
total Six level namely A1,A2,B,C,D,U. Let’s now see, How CATZOC affect UKC and safety
depth? As a prudent Navigator, we have to be the concern with sounding depth, sounding
position and seafloor coverage. Hence, for instance, if route leg going through at CATZOC A1
and depth showing 9(nine meters), Then for depth and position accuracy to be on the safe
side we have to calculate as below example:
ZOC Allowance (A1) = 0.5 + 0.01 × Depth
ZOC Allowance (A1) = 0.5 + 0.01 × 9 = 0.59 ≈ 0.6 m
Now depth may be in between 8.4 m ~9.6 m within 5 meter of that position
Now if it is in CATZOC C,
ZOC Allowance (C) = 2 + 0.05 × Depth
ZOC Allowance (C) = 2 + 0.05 × 9 = 2.45 ≈ 2.5 m
Now depth may be in between 6.5 m ~11.5 m within 500 meters of that position
For safety, we need to take 6.50 meter instead of 9.0 meter in CATZOC-C area at this case.
Moreover, if any Wreck or obstruction at CATZOC –C, Navigator should mark it by a circle around 500
meters for position accuracy.
For CATZOC ‘D’ & ‘U’ ,There is no specific accuracy which to be considered for UKC Calculation, Hence
navigator must take extreme care which may include but not limited to; if possible then to avoid the
area and to use alternate route, Consult with nearest port authorities, Consult latest paper chart
otherwise depth accuracy to be taken at least 50% of deepest draft or more.
Finally, CATZOC is for accuracy and reliability of position and depth accuracy which directly influence
the vessel’s position and UKC. During passage planning and execution, Navigator shall not only provide
the allowance for the depth accuracy but also the position accuracy of given hazardous soundings.

What is the difference between the safety contour and the safety depth?

1. SAFETY DEPTH = Maximum Draft (static) + UKC (Company’s Policy) + Squat(Maximum)+

CATZOC - Height of Tide
2. SAFETY CONTOUR - Is calculated same as per Safety depth AND activates ALARM when depth
is less. Could be the same but no less then SAFETY DEPTH
Safety Contour separates safe and unsafe navigating water is highlighted on the chart with a prominent
line and different colors, Safety Depth is a setting to detect depths that are a danger to navigation
What is Look-AHEAD FRAME

1. initiates visual and sound warnings when Safety Frame crossing dangers or danger
Depth, Safety Frame is highlighted on the chart.

Speak about GMDSS Components INMARSAT, NAVTEX

1. GMDSS - meaning and System components / Functional Requirements – The

Global Maritime Distress and Safety System (GMDSS) is an internationally agreed-upon
set of safety procedures, types of equipment, and communication protocols used to
increase safety and make it easier to rescue distressed ships, boats and aircraft.
GMDSS consists of several systems.
2. INMARSAT: It is a Satellite operated system that includes ship earth station terminals –
Inmarsat B, C and F77. It provides telex, telephone and data transfer services between
ship-to-ship, ship to shore, and shore to ship along with a priority telex and telephone
service connected to shore rescue centres.
3. NAVTEX: NAVTEX is an internationally adopted automated system which is used to
distribute MSI-maritime safety information, and includes weather forecasts and
warnings, navigational warnings, search and rescue notices and other similar safety
information.

Speak about EPIRB and SART

1. Emergency Position Indicating Radio Beacon (EPIRB): EPIRB is an equipment to

help determine the position of survivors during a SAR operation. It is a secondary
means of distress alerting.
2. Search and Rescue Locating Equipment (SART): Search and Rescue Locating
Equipment (SART): SART is used during distress for locating the position of the vessel
in case of distress. It made from water proof material to prevent it from damage by
water.
SART use same frequency as X-band Radar (9GHz on 3sm wave length): It is a vital
machine during distress for it helps in locating the position of the vessel in case it goes
off-track.
Battery Life:
Stand-by mode -> Approx. 96 hours.
 Continuous transmission -> Approx.8 hours.
SART testing method:
• Remove SART from the bracket
• Press test switch bottom
• Must switch on flash light and beeper sound
• Wait for concentric circles on the x-band radar

Speak about Digital Selective Calling (DSC) and MMSI

1. Digital Selective Calling (DSC): This is a calling service between ship to ship, ship to
shore or vice versa for safety and distress information mainly on high or medium
frequency and VHF maritime radio MMSI – Maritime Mobile Service Identity (MMSI) is a
unique 9 digit number that is assigned to a (Digital Selective Calling) DSC radio or an
AIS unit. Similar to a cell phone number, your MMSI number is your unique calling
number for DSC radios or an AIS unit

SEA AREA according to GMDSS

1. SEA AREA according to GMDSS – Area A1, A2, A3, A4

In the GMDSS framework, there are different Sea Areas to allot the working equipment
in the respective area. They are as follows:

To understand the above table further, following are the ranges with regard to the
frequencies in a specific band:

Medium Frequencies: 300 KHz to 3 MHz

High Frequencies: 3 MHz to 30 MHz
Very High Frequencies: 30 MHz to 300 MHz

Under international requirementsthe GMDSS defines four sea areas:

A1, A2, A3 and A4. Such division allows tracking areas where GMDSS services are
available and defining what radio equipment ships must carry (as type of radio safety
equipment depends upon the GMDSS areas in which ships travel).
A1 – 20-30 nautical miles from coast station – at least one VHF coast station covers this
area. The continuous digital selective calling (Ch.70/156.525 MHz) alerting and
radiotelephony services are available.
A2 – the area within a coverage of at least one coast MF radio station providing
continuous monitoring at a frequency of 2187.5 kHz (DSC) and radio communications in
 telephony mode at a frequency of 2182 kHz (100-150 nautical miles), except for the area
A1.
A3 – the area within the zone of coverage of geostationary satellites INMARSAT
(approximately 70ºN and 70ºS) with the exception of areas A1 and A2.
A4 – this area is beyond all other ones. It includes the Polar Regions, North and South of about
76 degrees of latitude
GMDSS Test procedure

4. GMDSS Test Requirements - The daily, weekly and monthly tests of all the GMDSS
equipment should be done by every navigating officer responsible for it without any
compromise. We must not forget that it is our only best friend in a distress situation at
sea.
Ships at sea must be capable of performing the nine functional GMDSS requirements.
They are:
 Ship-to-shore distress alerting
 Shore-to-ship distress alerting
 Ship-to-ship distress alerting
 SAR coordination
 On-scene communications
 Transmission and receipt of emergency locating signals
 Transmission and receipt of MSI
 General radio communications
 Bridge-to-bridge communications

What is your action when receive distress MSG

First of all never acknowledge a distress alert from another ship, because if we
acknowledge the alert than it will stop the distress alert transmission from the distress
ship. The distress alert is always acknowledged by the Search Rescue Center or by a
ship when instructed by the SRC.
All action should be taken considered own vessel location Area A1, A2, A3, A4
Area A1 AND A2– wait for SRC to acknowledge if no response than relay the alert to
shore
Area A3 AND A4- not to wait SRC and relay the alert to RCC by all available means
OOW should check the position of the distress and check in which sea area vessel is,
whether it is nearby or far away, if it is nearby than OOW will inform master and log
down the details IN GMDSS LOG and wait for SRC to acknowledge the DSC distress
alert. If no response than after taking master permission relay the distress alert to the
nearest SRC and wait for their acknowledgement. If there not nearby CRS, take
permission from master and relay the alert to the SRC by all means.

What function is MRCC (Mission Rescue Co-Ordination Center)

the MRCC is responsible for the SAR operation and oversees the execution of the
rescue mission. The Maritime Rescue and Coordination Centre (MRCC) is the first point
of contact for incidents at sea, vessels in distress, accidents and oil pollution. After an
emergency call, the MRCC starts up the dispatching of several tasks to the different
coast guard partners.
Speak about AIS (Automatic Identification System)
Means And Aim of IALA System

1. MEANS AND AIM OF IALA BUOY SYSTEM - It is the International association of

marine aid to navigation and lighthouse authorities,
a. Lateral marks:- indicates the edge of a channel
b. Cardinal marks :-indicates the direction of safe water at a dangerous spot :
c. Safe water mark:- indicates the deep water and open end of a channel
d. Isolated danger mark:-indicates a hazard to shipping
e. Special marks
f. Emergency wreck marking buoy - AIM is to use for safe pilotage of vessel at sea
and in congested waters გადატვირთული წყლები. It is also used to mark (shapes)
to indicate navigational dangers to the ships.
g. REGION “A”: when vessel enters in Region “A” we have Green Light on STBD Side
and Red on PS
h. REGION “B”: when vessel enters in Region “B” we have Green Light on PORT Side
and Red on STBD
i. Example of Countries Region “A” –UE, Part of Africa, most of Asia and Oceania as
well as Greenland
j. Example of Countries Region “B” – N and S America, Japan, N and S Korea,
Philippines, Taiwan, Hawaii and Eastern Island

Speak about Lateral marks

Speak About Cardinal marks
Speak about Safe water mark and Isolated danger mark
Speak about Special marks and Emergency wreck marking buoy
Speak about REGION “A” and REGION “B” with Example of Countries
What should content the Passage Plan

1. PASSAGE PLANNING- Before proceeding to sea, the Master shall carefully check the
Passage Plan, made after receiving the voyage instruction from the Charterer or the
Company. Passage plan shall be made from berth to berth acting on the principle of
Safety-first, while also taking operating efficiency into consideration. The passage plan
shall be prepared normally by the Second Officer, signed for approval by master and for
understanding by all officers, before departure. Based on this Guide, the Master shall
collect necessary information and review the Plan including Emergency Contingency
Plans.
Collecting Information and Data for Passage Planning :
1. Data of the tide and current, the time of Sunrise and Sunset, and the ships Time
Correction schedule.
2. Data from Routing charts and various nautical publications like Sailing directions, List
of Lights, List of Radio Signals, Ocean passages, Mariners hand book, etc.
3. Navigational Rules and Regulations through the passage.
 (Traffic scheme, Signals, method of communications with VTS, etc.)
4. Draught and other ship conditions.
5. Sea and Weather forecast.
6. Navigational Warning.
7. Environmental requirement such as Ballast exchange, SECA Area etc.

This necessary information and data shall be kept in proper order so that the OOW may check
them at any time.
Describe what Is NO GO Areas and What Is Contingency Anchorage

Some Cautionary Zones called 'No-Go Area' where the ship cannot navigate safely. These
areas must be shown by cross hatching (using only Pencil on paper chart) in area close to
charted track Contingency Planning by the Master shall be done in advance which may include
Alternative routes, Safe anchorages, Waiting areas, Emergency berth etc. after passing the
Abort Point. CONTINGENCY
Speak about Abort Point and how to find abort point range

The Abort Point is a position to be marked on the charted course where the ship may abandon
her passage and be able to return (or hold position safely). ABORT POINT
How will you determine risk of collision?

Closest distance of approach.

3. Vessel size and maneuverability.
4. Speed.
5. Distance out from closest point of approach.
6. Relative bearing.
Steady Bearing Drift a rate of bearing change less than three degrees indicate a high
risk of collision. Track the ship and take action as necessary to avoid collision

What precaution you have to take while entering in Fog area

Sound fog signal.

Reduce safe speed.
Place extra look out and in congested waters change auto to manual steering.
Increase watch on the radar.
Have engine ready for immediate maneuver.
Inform Master.
Complete Check List

Determine situation when you need to reduce speed from full ahead to safe speed

1. The state of visibility

2. The traffic density including concentration of fishing vessels or
any other vessels
 3. The state of wind, sea and current, and the proximity of
navigational hazards

How you will understand if Gyro is fail

1. By Radar Overlay - Radar overlay (a raw radar image overlaid on an electronic chart)
is the best means of verifying cartographic data and the output of navigation sensors.
The radar overlay feature of an ECDIS not only duplicates the radar itself
2. By PI (Parallel index) - Parallel indexing is a technique involves creating a line on the
screen that is parallel to the ship's course, but offset to the left or right by some
distance which is marked on chart or screen. This parallel line allows the navigator to
maintain a given distance away from hazards and verify vessel’s position.
3. By hourly comparison of Gyro and Magnetic course- every hour OOW should verify
Magnetic and Gyro courses
4. By MAGNETIC Compass Off-course Alarm - An off-course alarm serves (on steering
Gear) for the purpose of notifying the operator if there is any difference in the set
course and the actual heading of the vessel. The user can manually set the required
amount of degrees, after which an alarm will sound to notify the user that the set
degree of difference has exceeded.

Explain method of PI (parallel Index)

What is Off-course Alarm
If the vessel will lose Gyro what is your action

1. Inform Master.
2. Switch to over to Second Gyro Compass, If fitted.
3. Change over to Manual Steering with Magnetic Compass by applying the last
calculated Compass Deviation value with Deviation curve and observation.
4. Calculate the course to steer by magnetic compass by taking into account the
deviation last calculated and the variation from the chart.
5. Plot positions frequently to confirm course made good and accordingly allow
correction to course steered. In coastal waters, make good use of parallel indexing
techniques to keep the vessel on charted track.
6. Also, secure the course made good (CMG) by plotting GPS position and verify it with
the Heading of Magnetic compass.
7. As there is Gyro failure in progress, consider the effect on other navigational and
communication equipment with gyro heading feed like Radar/ ARPA and ECDIS and
 enter headings manually. The RADAR will automatically switch to the heads-up
mode.
8. Switch on both the steering motors.
9. Notify the Engineer-on-Watch about the Gyro failure. Reduce speed or Stand By
Engine if considered necessary.
10. If in the high-density traffic area, then as per master’s instructions inform the nearby
traffic, if required.
11. Change the bridge watch level to a higher level.
12. Input Manual headings in ECDIS ( if only one Gyro is fitted and if the second Gyro
fitted, change the feed to the second gyro).
13. Record the time (in GMT and LT) of gyro failure on the course recorder chart.
14. Inform Pilots at the next port, about Gyro Compass unavailability.

Note down the cause of the failure in Deck Log Book, if known.
What is Traffic Separation Scheme and how to enter and leave TSS

1. What is TSS - A traffic separation scheme or TSS is a maritime traffic-management

route-system ruled by the International Maritime Organization or IMO. The traffic-lanes
(or clearways) indicate the general direction of the ships in that zone; ships navigating
within a TSS all sail in the same direction or they cross the lane in an angle as close to
90 degrees as possible.

Navigational Light and day shapes Vessel Not Under command

A vessel not under command shall exhibit: two all-round red lights in a vertical line where they can
best be seen; two balls or similar shapes in a vertical line where they can best be seen; when making
way through the water, in addition to the lights prescribed in this paragraph, sidelights and a sternlight.
Safety Depth Calculation

SAFTEY DEPTH FORMULA – Maximum STATIC Draft + UKC (company Policy) + SQUAD +CATZOC –
Height of Tide
What is the Squad and how to calculate Ship Squat

1. SQUAD Squat is the bodily sinkage of a ship in the water when making headway. This varies
from ship to ship. The amount of squat will depend upon several factors but in certain
conditions may be as much as two meters. When navigating in channels or areas with
restricted depth, the effect of increased draught due to squat must be taken into account. It
must be borne in mind that this effect will increase with speed and is greater when the channel
is also restricted in breadth. Squat information relevant to the vessel for both loaded and ballast
passages should be displayed on the wheelhouse poster compliant with IMO Res. A.601(15)
and included on the Ship to Shore Master/Pilot Information Exchange provided to the Pilot.
 How to Calculate Ship Squat:

Open Water: 1 x Cb x V2 / 100 (Block Cooficient=Displacement/L*B*d)

Canals/prismatic channels: 1.43 x Cb x V2 / 100

Rock cuts/diametric channels: 2 x Cb x V2 / 100

Answer is in metres, where Cb is the vessel’s block co-efficient and V is the ships speed in knots.
Definition of Longitude and Latitude

1. Longitude - shorter arc of equator or angle at the pole between prime meridian and meridian
of observer. Measured East or West from 0°-180°.
2. Latitude - the angular distance north or south from the equator of a point on the earth's
surface, measured on the meridian of the point. 0°-90° to North or South

What is the Nautical Mile

1. Nautical Mile - A nautical mile, a unit of measurement defined as 1,852 meters, is based on the
circumference of the earth and is equal to one minute of latitude.

Explain what is the difference Mercator Chart and Gnomonic Chart

Mercator   Gnomonic
On gnomonic projection charts,
meridians converge and lines of
On a mercator projection chart,
latitude are curved.
lines of latitude are parallel as are
lines of longitude.
Great circle routes are straight
lines and rhumb lines are curved.
A rhumb line course of 040°
crosses each meridian (lines of
A great circle is the longest line
longitude) at the same angle.
that can be drawn around the
earth. A segment of a great circle
A rhumb line course is used in all  
is the shortest distance between
coastal navigation. If a passage
two points on the earth surface.
is over 600 miles it may be
quicker to sail a great circle route,
When planning ocean passages,
in practice this not always
small scale gmomonic charts can
practical as winds, currents and
be used to calculate great circle
weather systems all influence the
routes. On longer passages,
choice of the best route.
ships can save fuel by sailing the
shorter great circle route.
Explain which distance is shorter Great Circle or Rumb Line and why
What Is Magnetic Compass error and why we need to take Compass Error

1. Magnetic Compass error - The combination of variation and deviation which is the horizontal
angle between the direction indicated by a magnetic compass and true north
2. WHY WE TAKE COMPASS ERROR - compass error should be checked each watch and on
every new course to measure the error of the gyrocompass, which is the angle the gyro north
makes with the True north to establish trends in deviation on different courses at varying
latitudes. This is important because should the gyro compass fail, this information will be
needed to set courses using the magnetic compass.
3.

Explain what is Variation and what is Deviation

1. VARIATION:-It is the difference in degrees between the true north and the magnetic north.
Variation can be east or west. We get variation on charts and ECDIS.
2. DEVIATION:- It is the difference in degrees between the magnetic north and the compass
north. Deviation Card

Method to find Gyro Compass Error

a. TRANSIT BEARING. - This is a line on the chart where an observer would see two
identifiable objects in line. A bearing taken when both the objects are in line can be used to
determine the gyro and compass errors by comparing charted and observed bearings

b. LEADING LIGHTS. - This is similar to transit bearings where two identifiable objects are
used to draw a line of bearing on the chart. These bearing lines are used to indicate track to
be followed when approaching a port or a channel. The difference between the charted
bearing and the heading of the ship when on the leads can be used to determine the error on
both gyro and magnetic compass. BEWARE OF PARALLAX ERROR WITH THIS METHOD.

c. HORIZONTAL SEXTANT ANGLE (HSA). - used to plot ship’s position, the observed bearing
of one of the objects used for plotting the position when compared to the bearing line drawn
on the chart from the observed ship’s position to the same object would give the compass
error. VERTICAL SEXTANT ANGLE(VSA).- vsa gives you distance off take the compass
bearing of that object then from the position on chart take the true bearing the difference will
be error. vsa is equire to know ur position. then only you can take true bearing
 d. AZIMUTH ( SUN, MOON, PLANET, STAR).
e. AMPLITUDE (SUN, MOON) - it can only be done when the sun is on the celestial True
horizon, meaning only at sunrise or sunset. Stars and planets being small and dim when are
on the horizon are not suitable. A pelorus mounted on a gyro repeater is used in order to
obtain a bearing to the sun.
f. TERMINAL DIRECTION The difference between the observed direction of the jetty and the
charted direction when the ship is fully alongside will give the compass error. Caution: This
will only be accurate if the vessel is close to the jetty throughout its length and the jetty
extends to the full length of the vessel. This may not be accurate if either the bow or stern is
away from the jetty or the jetty is not complete

Definition of True Course, True Bearing< Relative Bearing

1. TRUE COURSE - the angle between the true north and the direction of the ship.
2. TRUE BEARING - is the angle between true north and direction on an object.
3. RELATIVE BEARING - is the angel between the diametric plane of the ship and direction on
an object.

Which MEANS OF OBSERVATIONS (find Vessels Position) do you know

2. VESSELS POSITION (MEANS OF OBSERVATIONS): Vessel position can be determine by

various method
a. Celestial fix by using sextant. - This method is not so popular during coastal navigation
because of few reasons.
One because this method requires longer time to determine the position because of
calculations involved.
Second because there are chances of user induced error (like error in taking the sight). That
could be risky when ship is navigating in the proximity of dangers during coastal navigation.
To take accurate Celestial position need to have clear sky and clear horizon so that we can
measure the altitude of the celestial body. Also it is difficult to measure the sextant altitude
when ship is rolling.
b. Visual fix – Used with taking the bearing or cross bearing by pylorus and visual recognized
objects.
c. Radar Fix - Position by radar gives quite accurate results and must be used whenever we
have radar conspicuous objects. The advantage with radar fixes is that it just needs one
object to get the ship’s position. We can get the range and bearing of this object and plot the
same on the chart. Also could be used method with 2 or more objects Bearing + Bearing +
Distance for more accuracy
d. GPS - This is most over relied method of position fixing. It is Crisp accurate (most of the time)
and quick fix. On ECDIS, navigators do not need to do anything in plotting the GPS positions.
These are plotted automatically at the set interval. Some ECDIS can even record the ship’s
position when it senses change in any parameters like change in course.
For the passage planning we must ensure that PFI (Parallel Fix Indexing) is set in the
ECDIS, so that GPS positions are marked and recorded automatically in the ECDIS.
e. Echo sounder during crossing depth isobate on the ENC we may determine vessels
position, it is not so accurate but can be used as cross checking in complex of other methods
 f. Parallel Fix Indexing – This is useful method of monitoring cross track tendency in any
condition of visibility. PFI mast be prepared in advance to fixed objects, mast not be linked to
floating objects, crossing or approaching to PFI can give advise to navigator vessels actual
position even if GPS and/or GYRO malfunction, also PFI can give advise for WOP (wheel
over point)
g. dead reckoning / Running fix is the process of calculating one's current position by
using a previously determined position, or fix and advancing that position based upon
known or estimated speeds over elapsed time and course.

How to determine Maxim Anchor Depth

A notice must be posted in the wheelhouse stating windlass hauling capacity and
maximum anchoring depth basis “up and down” weight of anchor and chain cable.
Whilst weighing anchor, the maximum load on the windlass will occur as the anchor just
leaves the bottom. The combined weight of anchor and cable at this stage must never
exceed the hauling capacity of the windlass.
Do not anchor in depths greater than windlass pulling power. Find alternate anchorage
or remain a drift.

Determining the length of cable and how you draw calculate the anchor swinging circle?

While various factors would need to be taken into account in determining the length of
cable, (draft, strength of wind and tide etc.)
A rough guide would be as follows:
A simple rule in determining length of cable to use: Square Roots (disambiguation) from

√
depth Depth
Or:
Normal conditions: 2 x D + 90 meters (where D=depth of water in meters)
Length of cable = [(Depth of water in meters * 2) + 90 ] / 27.5 (shackle length)
When good holding power can not be expected:
(e.g. Strong Wind, Strong Current, Harder Sea bottom) : Rough Weather: 3 x D + 140
meters
Length of cable = [(Depth of water in meters * 3) + 140 ] / 27.5

Explain anchoring Methods By gravity/By Gear

1. Anchoring Methods Decide on which method of anchoring to be used and the number
of shackles depending on the depth of water, expected weather and holding ground.
As we know, there are two ways an anchor can be dropped to the seabed
By letting go (By gravity)
By Paying away (By Gear Windlass)
Each of these ways has its advantages and disadvantages. in most of the cases, it is up
to the discretion of master how he wants to anchor, However, if the depth is more than
60mtrs it is recommended to lower down anchor by gear until anchor reach the seabed,
and than, secure anchor by holding brake, disengage the gear and continue to pay away
by gravity

Explain content of Maneuvering Card

  General Description
o Ship’s particulars
o Characteristics of the main engine
 Maneuvering characteristics in deep water
o Course change performance
o Turning circles in deep water
o Accelerating turn
o Yaw checking tests
o Man-overboard and parallel course maneuvers
o Lateral thruster capabilities
 Stopping and speed control characteristics in deep water
o Stopping ability
o Deceleration performance
Acceleration performance
o
 Maneuvering characteristics in Shallow Water
o Turning circle in shallow water
Squat
o
 Maneuvering characteristics in wind
o Wind forces and moments
o Course-keeping limitations
o Drifting under wind influence
 Maneuvering characteristics at low speed
 Additional information

What is Stopping Distance and what is Crash Stop`

1. What is Stopping Distance

Stopping distance is the distance, which, a ship will continue to move after STOP
ENGINE action is taken and till the ship comes to rest on water. Stopping distance
details mast be provided for sea speed, harbour speed, half speed etc. It mast be
provided for loaded & light conditions.
2. What is Crash Stop
In crash stop maneuver the ship is stopped by applying from Full Ahead to Full Aster
power. Engine is using maximum power for Astern. Rudder normally being kept
amidships.
Explain using anchor to stop the ship in emergency
What is Tactical Diameter and what is Turning Circles.

1. What is Tactical Diameter- is the lateral distance, if measured while the ship’s head is
180 from original heading
2. Turning Circles - When a rudder is put hard over (35 degrees normally) to port or
starboard side, after a short interval the vessel begins to follow a curved path towards
the side on which the helm is applied. Radius of curve keeps reducing & by the time
ship’s head is 90 degrees away from original, a steady radius of turn is reached.

What is Pivot Point

Pivot Point is a point about which a ship pivots in a turning circle. This point is approximately
30% of length from forward when steaming ahead and about 20% – 25% of length from the
stern when the ship is going astern. A ship normally turns (swings) around the PIVOT point. (It
is not Center of gravity)
What is your Action During Man Over Board MOB situation

2. MOB Man Overboard Action - Three scenarios:

Immediate action: The person overboard is noticed from the bridge and action is taken immediately

Delayed action: The person is reported to the bridge by an eye witness and action is initiated with some
delay.

Person missing action: The person is reported to the bridge is missing

Immediate action

Wheel over to the same side of MOB

Mark and note the position by pressing MOB on ECDIS or GPS

Throw life ring to the person MOB buoy

Sound three prolonged blasts on the ship’s whistle Inform master

Note wind speed and direction

Post lookouts

Stand by engines

Inform other vessels in vicinity

Prepare recovery equipment

Establish communication between bridge, deck and rescue boat.

Delayed action:

Shout for Assistance and throw nearest life ring;

Report on bridge by any available means (radio VHF, Shout or calling by telephone);

Try to establish visual contact to MOB;

Person missing action: - Report to Master of missing person and follow Emergency procedure according
to Contingency Check list

1. Williamson Turn
Advantages:

Makes a good original track line

Good in reduced visibility

A simple maneuver

Disadvantages

Takes the ship farther away from the incident

Slow procedure

Execution:
Put the rudder over full  toward the person
on (e.g., if the person fell over the starboard side, put the rudder over starboard full).

After deviating from the original course by about 60 degrees, shift the rudder full to the opposite side.

When heading about 20 degrees short of the reciprocal, put the rudder amidships so that vessel will
turn onto the reciprocal course.

Bring the vessel upwind of the person, stop the vessel in the water with the person alongside, well
forward of the propellers 

2. Anderson Turn (Single turn)

Advantages:

 Fastest recovery method

 Good for ships with tight turning characteristics

Disadvantages:

 Used most by ships with a considerable power

 Very difficult for single screw vessel
 Difficult since the approach to the person is not straight

Execution:

1. Put the rudder over full towards the person (e.g., if the person fell over the starboard side, put
the rudder over full to starboard).
2. When clear of the person, go all ahead full, still using the full rudder.
3. After deviating from the original course by about 250 degrees (about 2/3 of a complete circle),
back the engines 2/3 or full.
 4. Stop the engines when the target point is 15 degrees off the bow. Ease the rudder and back the
engines as required.

3. Scharnov Turn
Advantages:

Will take the vessel back to her wake

Less distance is covered , hence saves time

Disadvantages:

Cannot be used in an immediate action situation.

Execution:

Put the rudder over hard towards  the person (e.g., if the person fell over the starboard side, put
the rudder over hard to starboard).

After deviating from the original course by about 240 degrees, shift the rudder hard to the
opposite side.

When about 20 degrees short of the reciprocal course, put the rudder amidships so that vessel
will turn onto the reciprocal course.

Explain MOB Turns (Williamson Turn, Sharnovs Turn and Anderson Turns)
Definition of Stability and Definition of G – Center Of Gravity and Definition of B – Center of Buoyancy
 1. Stability - ability of a vessel to return to its initial upright position after being inclined by wind or
sea.
2. G – Center Of Gravity a point through which a weight act vertically down. The center of gravity
will move towards a weight added
3. B – Center of Buoyancy is at the center of the underwater volume and is the point through
which the force of buoyancy acts vertically upwards.

Explain what is the FREE SURFACE EFFECT

1. FREE SUFACE EFFECT - Free surface effect is the change in stability of a vessel caused by liquids
moving freely in a tank. Because of this effect, the center of gravity of the ship moves away from
the centreline, which reduces the righting lever ‘GZ’ & the height of the metacentre, which
further increases the angle of heel. When a tank is partially filled, the liquid’s centre of gravity
position will change as the ship is inclined. Liquid in partially filled tank always decreases the
initial metacentric height GM, righting lever GZ, and angle of vanishing stability. A partially filled
tank is know as a “slack tank”. The reduction of stability caused by the liquids in slack tanks is
known as free-surface or SLOSHING effect.

Definition of KG – VCG Vertical of Center of Gravity

1. KG – VCG Vertical of Center of Gravity position “G” is expressed in terms of “meters above the
keel” (can be find in loading “lodicator” provides from Loading Condition)

Definition of M – Metacenter, definition of BM- Metacentric Radius and definition of GM – Metacentric Height

1. M – Metacenter - the point of intersection between an imaginary line drawn vertically through
the center of buoyancy of a floating vessel and a corresponding line through the new centre of
buoyancy when the vessel is tilted.
2. BM- Metacentric Radius = (Hydrostatic Curves) the vertical distance from the Center of
Buoyancy to the Metacenter. It is a different fact that, the metacenter of the ship changes itself,
every moment. Why? Because with every angle of heel, the transverse shift in center of
buoyancy will vary, therefore creating a new metacenter
4. GM – Metacentric Height GM=KM-KG GM=BM+KB-KG (KM from Hydrostatic Tables)
The vertical distance from the center of gravity to the metacenter is called the metacentric
height.
a. GM>0 Stable EQUILIBRIUM “M above G”
b. GM=0 Neutrally Stable EQUILIBRIUM “M equal G”
c. GM<0 Unstable EQUILIBRIUM “M below G”

It Is aim of the officer in charge of loading the ship to ensure that this is the case at all times the initial
metacentric height (GM) should not be less than 0.15m. It is essential that ship has a suitable GM. As a
guide the GM should be in the region of 4-8% of the ship’s breadth. For a ship with breadth of 16m this
would mean a GM of between approximately 0.6 to 1.3
Definition of GZ – Righting Force (Arm)

1. GZ – Righting Force (Arm) is the horizontal distance between vertical forces acting through B¹
and G. The stability depends upon the length of GZ and the buoyancy force. GZ=GM*sin List
(before 12-15list) when a vessel is heeled the horizontal separation between G (acting down)
and B (acting up) is the righting lever. The righting levers for specified angles of heel are
represented on a Curve of Statical Stability, commonly known as GZ curve as shown.
Generally, the lower the center of gravity the larger the GZ will be. “Curve of Statical Stability”

Definition of DWT Deadweight and definition of Displacement

1. DEADWEIGHT – The deadweight is the difference between the displacement and the mass of
empty vessel (lightweight) at any given draught. It is a measure of ship’s ability to carry various
items: cargo, stores, ballast water, provisions and crew DISPLACEMET – is the equivalent mass
of water displaced by the hull immersed in water. Therefore displacement is equal the TOTAL
weight of the vessel (DISPL=DWT+LIGHTWEGHT)

Definition of NRT and Definition of GRT

1. GRT – 2.83 м³ total VOLUME measured ALL accommodation and cargo compartments
2. NRT - 2.83 м³ only VOLUME measured cargo compartments, used for calculation harbor and
canal dues, it can be found in International Tonnage Certificate.

Speak about Plimsoll Mark

1. Plimsoll line or the Plimsoll mark, Load Mark- indicates the limit until which, ships can be
loaded with enough cargo according to Season and planned voyage . It generally varies from
one vessel to another. Seafarers should be wary of the fact that the water level should not rise
above the line markers due to surcharging of cargo or any technological fault. It might prove to
be severely unsafe to the ship as tactless overloading of heavy shipment would sink the ship’s
stability

Speak about FWA – Fresh Water Allowance

1. FWA – Fresh Water Allowance - is the number of millimeters by which the mean draught
changes when a ship passes from salt water to fresh water, or vice-versa, when the ship is
loaded to the Summer displacement.

Speak about Block Coefficient

 1. Block Coefficient (Cb) - The block coefficient of a ship is the ratio of the underwater volume of
ship to the volume of a rectangular block having the same overall length, breadth and depth.
Block coefficient is the ratio of vessel’s underwater volume (Displacement) to the volume of a
box that this could fit in. more the block coefficient of the vessel, more will be the squat.
Cb = Displacement of the ship / L x B x d

Definition of Reserved Buoyancy and definition of Damage Stability

1. Reserve Buoyancy – The freeboard assigned will ensure the ship has adequate reserve buoyancy
in all conditions of loading. Reserve buoyancy may be considered to be the enclosed volume
above the waterline. Which is equals or not less volume that the volume of the Biggest
compartment on board the vessel. Reserve buoyancy is a very important factor in determining a
ship’s seaworthiness, minimum freeboards are assigned to a ship to ensure that there is
adequate reserve buoyancy at all times. It increase the ship's buoyancy.

Which Stability Criteria do you know

1. INTACT STABILITY CRITERIA - According to the International Code on Intact stability, 2008, the
following criteria are mandatory for passenger and cargo ships
1. The area under the righting lever curve (GZ curve) should not be less than 0.055 metre-
radians up to 30° angle of heel.

2. The area under the righting lever curve (GZ curve) should not be less than 0.09 metre-radians
up to 40° angle of heel or the angle of downflooding if this is less than 40°.

3. The area under the righting curve between the angles of heel of 30° and 40° or between 30°
and the angle of downflooding if this angle is less than 40°, should not be less than 0.03 metre-
radians.

4. The righting lever GZ should be at least 0.20 m at an angle of heel equal to or greater than
30°.

5. The maximum righting arm should occur at an angle of heel preferably exceeding 30° but not
less than 25°.

6. The initial metacentric height GM should not be less than 0.15 m.

7. Severe wind and rolling criterion (weather criterion)

(SHORTLY - For a cargo vessel, the intact stability requirements are follows-
Initial GM or metacentric height should not be less then 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.
The Area of the GZ curve should be at least:
a) 0.055 m radian up to Ѳ = 30̊
b) 0.090 m radian up to Ѳ = 40̊
c) 0.03 m radian between 30̊ and 40̊ or between 30̊ and angle of down flooding.)

Downflooding angle and damage stability for Tankers

1. 30. Downflooding angle- means the static angle from the intersection of the vessel's centerline
and the waterline in calm water to the first opening that cannot be closed weathertight and
through which downflooding can occur.

The angle of down flooding is an angle at which deck immersion takes place with subsequent
water ingress.

1. DAMAGE STABILITY - The ship should be able to survive the breach (flooding) of any one or
more compartment. A damage stability criterion varies from ship to ship and the requirement
for the same is given in SOLAS chapter II-1. It may be single compartment flooding, multi
compartment flooding, engine room flooding etc. Under all the criteria as applicable, vessel
margin line should not be submerged after the damage. Margin line is an imaginary line drawn
75mm below the free board deck.
Oil tankers shall comply the following requirements a damage stability criteria :

.1 The final waterline, taking into account sinkage, heel and trim, shall be below
the lower edge of any opening through which progressive flooding may take place. Such
openings shall include air-pipes and those which are closed by means of weathertight doors or
hatch covers
.2 In the final stage of flooding, the angle of heel due to unsymmetrical flooding
shall not exceed 25°, provided that this angle may be increased up to 30° if no deck edge
immersion occurs.

.3 The stability in the final stage of flooding shall be investigated and may be regarded as
sufficient if the righting lever curve has at least a range of 20° beyond the position of equilibrium in
association with a maximum residual righting lever of at least 0.1 m within the 20° range; the area under
the curve within this range shall not be less than 0.0175 m·rad.