Notes for Ship Masters Class

1 Table of Contents

STCW 95 Requirements for Masters & Mates______________________________________2

Masters Duties______________________________________________________________3
Legal Matters_______________________________________________________________5
STCW 95___________________________________________________________________8
International Safety Management Code (ISM)___________________________________10
MARPOL_________________________________________________________________12
SOPEP___________________________________________________________________14
Official Log Book___________________________________________________________15
Code of Conduct (November 1995)_____________________________________________17
Marine Orders, brief summary________________________________________________18
Bridge Resource Management_________________________________________________21
Documents, Surveys & Certification____________________________________________22
ShipHandling______________________________________________________________26
Compass Compensation & Magnetism__________________________________________28
Anchoring_________________________________________________________________33
Communications____________________________________________________________34
Cargo Handling____________________________________________________________35
Draft Surveys______________________________________________________________40
Cargo Handling Gear (MO32)________________________________________________41
Drydock___________________________________________________________________43
Drills, LSA & FFA__________________________________________________________44
Helicopter Operations_______________________________________________________46
Peril at Sea & Salvage_______________________________________________________47
Navigation Systems_________________________________________________________50
RADAR & ARPA___________________________________________________________51
I can see the carrot at the end of the tunnel.
(Stuart Pearce)

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15/08/2023 Notes for Ship Masters Class 1

STCW 95 Requirements for Masters & Mates

Marine Notice 7/1997: All transitional arrangements expire on 1 February 2002. The changes for STCW 95 officially came
into force on 1 August 1998.
FIRE – knowledge of fire prevention, ability to organise fire drills, knowledge of classes and chemistry of fire, knowledge
of fire fighting systems, knowledge of action to be taken in the event of fire, including fire involving oil systems.
SHIP HANDLING – Must have knowledge of the effects of deadweight, draught trim, speed, UKC on turning circles &
stopping distances. The effects of wind & current on ship handling. Manoeuvres & procedures for the rescue of person
overboard. Squat, shallow water and similar effects. Proper procedures for anchoring and mooring. Manoeuvre and handling
of ship in all conditions including – approach to pilot stations, handling ship in rivers & restricted waters (current, wind,
restricted water). Constant rate-of-turn techniques. Manoeuvre in shallow water (UKC vs squat, rolling, pitching).
Interaction between passing ships & bank effect. Un/berthing under various conditions of wind, tide and current with and
without tugs. Ship and tug interaction. Use of propulsion & manoeuvring systems. Choice of anchorage (using 1 or 2
anchors) and factors involved in determining length of cable used, dragging anchor and clearing fouled anchors. Dry docking
with and without damage. Management and handling of ships in heavy weather, including assisting ships or aircraft in
distress. Towing operations; means of keeping a unmanageable vessel out of trough at sea(?). Lessening drift and use of oil.
Precautions in manoeuvring rescue boats or survival craft in bad weather. Methods of taking onboard survivors from rescue
and survival craft. Ability to determine manoeuvring characteristics and propulsion of common types of ships with special
reference to stopping distance & turning ability @ various drafts and speeds. Importance of navigating at reduced speed to
avoid damage caused by own ship’s bow wave and stern wave. Practical measures to be taken when navigating in or near ice
or in conditions of ice accumulation on board. Use of and manoeuvring in TSS and in VTS areas.
OIL POLLUTION - Knowledge of the precautions to be taken to prevent pollution of the marine environment. Anti-
pollution procedures and all associated equipment.
LSA – ability to organise abandon ship drills and knowledge of the operation of survival craft and rescue boats, their
launching appliances and arrangements, and their equipment including radio LSA, EPIRB’s, SART’s, immersion suits and
TPA’s. Knowledge of survival at sea techniques.
STABILITY – Understanding of fundamental principles of ship construction and the theories and factors affecting trim and
stability and measures necessary to preserve trim and stability. Knowledge of the effect on trim and stability of a ship in the
event of damage to and consequent flooding of a compartment and countermeasures to be taken. Knowledge of IMO
recommendations concerning stability ship stability. Understanding of the fundamentals of watertight integrity.
CARGO - Knowledge of the effect of cargo including heavy lifts on the seaworthiness and stability of the ship. Knowledge
of safe handling, stowage and securing dangerous, hazardous and harmful cargoes and their effect on the safety of life and of
the ship.
CARGO – Knowledge & ability to apply relevant international regs, codes and standards concerning the safe handling,
stowage, securing and transport of cargoes. Knowledge of the effect on trim and stability of cargoes and cargo operations.
Use of stability and trim diagrams and stress calculating equipment, and knowledge of loading cargoes and ballasting in
order to keep hull stress within acceptable limits. Stowage and securing of cargoes on board ships, including cargo gear and
securing and lashing equipment. Loading and unloading operations, with special regard to the transport of cargoes identified
in the code of safe practice for cargo stowage and securing. General knowledge of tankers and tanker operation.
DANGEROUS GOODS – Knowledge of regs, standards & codes, including IMDG & the BC Code. Carriage of dangerous,
hazardous and harmful cargoes, precautions during loading and unloading and care during the voyage.
EMERGENCIES – Initial action to be taken following a collision or grounding; initial damage assessment and control.
Appreciation of the procedures to be followed for rescuing persons from the sea, assisting a ship in distress, responding to
emergencies which arise in port.
LEGAL – Knowledge of international maritime law embodied in international agreements & conventions. Certificates &
other documents required to be carried, how they may be obtained and their period of validity. Responsibilities under the
relevant requirements for the Loadline convention, SOLAS, Convention for the Prevention of Pollution at Sea, Health
regulations, safety of ship, passengers and crew, methods to prevent pollution, national legislation for the implementation of
international agreements and conventions.
EMERGENCY & DAMAGE CONTROL – Preparation of contingency plans for response to emergencies. Ship
construction, including damage control. Methods and aids for fire prevention, detection and extinction. Functions and use of
LSA.
CREW – knowledge of personnel management, organisation and training onboard ship.
MEDICAL – Thorough knowledge of Ship Masters Medical Guide, medical section of International Code of Signals,
MFAG.

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Masters Duties
Joining as Master; check certificates in order, drills up to date, any outstanding repairs, manning
(certificates & medical expiry dates of officers/crew 1), fuel, stores, FW, stability & passage plan.
Make OLB entry once satisfied all is in order. Ascertain whether the ship is seaworthy; check
outstanding major repairs, any notes on certificates or conditions of class. Check with Chief Engineer
regarding any engineering concerns (especially steering gear & main engine). General inspection on
deck; looking for rust & any signs of deformation, oil leaks, condition of tank tops, gangway, pilot
ladder, accommodation ladder, mooring lines & anchors. Cranes housed prior to sailing, hatches
closed, anchors secured, etc…
Later, become familiar with company and charterers instructions, manuals & contingency plans
(including SOPEP). Type & operation of communication system; channels of communication with
company2 for routine business and also for emergencies. Know ability of vessel in an emergency
situation – provisions onboard for combating fire & oil pollution. Locate fireman gear lockers, BA
capacity, type & operation of lifeboats & fall release, raft operation, immersion suits, location of all
first aid kits + other LSA & FFE gear. Become familiar with fire damper system, fan/ ventilation
stops, engine total flood systems, etc. Review drill records to ascertain level of training onboard.
Work closely with deck officers to ascertain their level of competency. Familiarisation with recent
company memos, outstanding ships business, crew concerns and voyage requirements (bunkers,
stores, work orders, reports required by regulatory bodies). Begin preparations for arrival next port
(customs & immigration, duties, port requirements etc.)
Prior to Arrival On Arrival Whilst Alongside Prior to Departure
 Certificates in order  Details to charterers  Check with company,  Notify E/Rm
 Organise surveys  Clear customs for next voyage orders  Port/ customs dues OK
 Crew list/ declarations  Liaison with agent  Survey documents  Sailing board posted
 Arrange stores, garbage  Port duties  Cargo/ ballast ops  Tell agent to arrange
 Arrange contract work  Receive stores, money,  Bunkers shore labour
 Items to be landed paper work  Pilot, tug requirements
 Notice of Readiness  Sign on/off crew  Cargo OK
 Note protest prepared  Safe access to ship  All crew onboard
 Crew changes/ relief’s  Documents sighted by  All documents returned
 OLB up to date official as required  Clearance Outwards3
 Pilot, tug requirements  Note protest as required
 Money ordered/ wages
 Order bunkers as required
 AQIS ballast form sent off
 Organise shore leave transport
 Request Free Practique, quarantine, sickness or crew/ organise doctor’s visit
 Customs/ immigration (passports, vaccination cards, shore passes)

Free Practique, prior to arrival to port the Master of a ship that has called to a port overseas 4 must
ascertain the health onboard the ship. If the ship is healthy, he can request free pratique by sending the
appropriate message. If there has been a death onboard (other than by accident) or an illness where the
patient had a high temperature or severe diarrhoea or suffered from an infectious disease or there are
animals onboard, the master must make a report. Information about quarantine (and other)
requirements can by found in the “Guide to Port Entry” volumes, these aren’t carried by NWS ships.
The signal for an unhealthy ship or a ship that hasn’t gained pratique, is the flags QQ or red over
white lights where they can best be seen. The ship may be directed to a quarantine anchorage.
Australian Notices to Mariners has information about Australian Quarantine requirements.
Clearance Outwards, Documents will be inspected – Certificate of registry, inward & outward light
bills receipted, load line certificate, Port Declaration, marine pollution levy.
1
The company now has a requirement under ISM to ensure that the ship is provided with competent and suitably qualified crew.
2
As per ISM requirements
3
The next port will require last Port Declaration. It is extremely important that this is gained PRIOR to sailing, a fine could be imposed to
the Master without it. Gives particulars of ship, voyage, crew, passengers, ports of call & cargo, name & address of agent, details of berth.
4
Or met with an offshore installation or with a ship which last called at a foreign port

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Smuggling, the master is responsible for seeing that the ship is periodically rummaged for smuggled
goods. A good practice is to enter the results of the search in the OLB.

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15/08/2023 Notes for Ship Masters Class 1

Legal Matters
Obligation to assist a vessel or persons in distress - Every master at sea Latest Ammendments
which is in a position to provide assistance, on receiving from any source SOLAS - 97/98 amm
that persons are in distress at sea, is bound to proceed with all speed to IMDG Supplement – 98 ed
MARPOL – 94/95 amm
their assistance, if possible, informing them or the SAR service concerned IGC Code – 94 & 96 amm
that the ship is doing so. The master of a ship in distress or the SAR COLREGs – 1990 edition
service concerned has the right to requisition one or more of the ships that STCW95 – 97 amm
answer the distress alert. The master of a ship shall be released from the
obligation on learning that his ship has not been requisitioned and that one or more other ships have
been requisitioned and are complying with the requisition. The master of a ship shall be released from
the obligation on being informed by the persons in distress, or the SAR service concerned or by a
master of another ship which has reached such persons that assistance is no longer necessary.
Navigation Act 1912 –Also includes in the schedules; SOLAS 1974, COLREGS 1972, Load Line
Convention, Convention for Safe Containers (CSC), Convention on Tonnage Measurement of Ships
1969.
Duty to Report – Marine Notice 6/1999 gives new details of report to AMSA required by the master.
Reports must be made after5,
 Any discharge or probable discharge of oil or marine pollution,
 Has sustained or caused an accident involving loss of life or serious injury,
 Has sustained an accident … affecting seaworthiness, the operation of boilers, machinery or safety equipment,
 Has been in a position of great peril from some other ship, wreck or danger of collision,
 Has been stranded or wrecked,
 Has fouled or done damage to a pipeline, submarine cable, lighthouse, beacon, buoy or other marine mark …
Initial report must be made by completing form AMSA18 (see Marine Notice 6/1999) within 4 hours
of the incident6. The form AMSA18 will provide preliminary alerting to a range of bodies and
satisfies the reporting requirements of the Marine Incident Investigation Unit (MIIU).
Reports required by SOLAS V – Safety of Navigation. The master is bound to report,
 Dangerous ice, dangerous derelict or any other direct danger to navigation
 Encounters sub-freezing air temperatures associated with gale force winds causing severe ice accretion
 A tropical storm
 Winds of force 10 or above for which no storm warning has been received
Other Reports
Piracy report – attacks of piracy are now considered distress traffic.
IMDG Code Supplement – Reporting incidents involving Dangerous Goods (DG Report), Harmful
Substances (HS Report) and/or Marine Pollutants (MP Report). The reports are made to the nearest
coastal state when involving the loss or likely loss, overboard of packaged DGs into the sea.
POLREP – Pollution report required by MO9x,
HARMFUL SUBSTANCES REPORT
(POLREP)
… (see MO91) …
Powers of inspection of surveyors (NA7 Art 190AA) – a surveyor may at any reasonable time go on
board a vessel and inspect the ship and any part of the ship, including the hull, boilers, machinery and
equipment of the ship, and may require the certificates of the master or of any officer of the ship, or
any certificate of other document relating to the ship, to be produced to him.
Note of Protest – A note of protest is simply a declaration by the Master of circumstances beyond his
control, which may give rise to loss or damage. Such declaration must be made before a notary public,
magistrate, British consular officer or other authority. Protests should be noted as soon as possible,
certainly within 24 hours of arrival in port.
On this FIFTEENTH day of MARCH in the year of our Lord One Thousand Nine Hundred and NINETY NINE, personally appeared and
presented himself before me JOE BLOGGS British Consul / Notary Public, ABLE SKIPPER, Master of the British Motor Vessel the
5
There may be others reports required by the Master
6
A copy of the Incident Alert From (AMSA 18) can be obtained from www.amsa.gov.au & ftp://www.amsa.gov.au/download/rjt
7
Navigation Act 1912

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OCEAN TRADER of SKIFFAL, Official number 99323244 and 25442 tons register, which sailed from MAURITIUS on or about the
NINTH day of FEBRUARY with a cargo of fruit bound for VANCOUVER and arrived at VANCOUVER on the day of FOURTEENTH
and fearing loss or damage owing to HEAVY WEATHER during the voyage, he hereby notes his protest against all loses, damages, etc.,
reserving right to extend the same at time and place convenient.
Signed etc.

Note of protest should be made,

 Whenever during the voyage the ship has encountered conditions of wind and sea that may result in damage to cargo.
 When from any cause the ship is damaged or there is reason to fear that damage may be sustained.
 When the stress of weather makes it impractical to adopt normal precautions for the ventilation of perishable cargo.
 When cargo is shipped in such condition that it is likely to suffer deterioration during the voyage. However, The protest
will not be effective unless the bills of lading were endorsed to show the condition of the cargo at the time of shipment.
 When any serious breach of C/P terms is committed by the charterer or his agent, such as refusal to load, delaying
loading, loading improper cargo, refusal to pay demurrage, refusal to accept B’s/L in the form signed by the master, etc.
 When consignees fail to discharge cargo or take delivery thereof, and pay freight in accordance with C/P or B/L terms.
 In all cases of general average.
Extended Protests – even when loss or damage is certain, the full extent of it will not be known.
Should it transpire that there is no loss or damage, then there will be no need to carry the matter any
further. Otherwise, it will be necessary to extend the protest.
Notary Public – A public official who “notes” matters of public concern. Originally the notary public
was an official of the ecclesiastical courts who drafted & authenticated documents to be used in the
international world of the Western Church. The modern notary is generally a solicitor who attests
deeds & other documents, in particular bills of exchange so as to enable recovery to be effected in
another country.
Mutual Insurance (P&I Clubs) – To secure cover against third party risks which are normally
outside the scope of an ordinary marine policy, groups of shipowner’s form what are known as
Protecting and Indemnity Associations, referred to as P&I Clubs or Small Damage Clubs. There are
maintained by way of a levy on the amount of tonnage owned by members and entered into the club.
Risks coming under the heading of Protection include,
 Loss of life and personal injury claim  Sickness and repatriation of distressed seamen
 Cargo damage due to improper navigation  Damage to piers, wharves and other stationary objects
 Cost of DoT enquiries  Cost of raising a wreck
 Oil Pollution  Quarantine expenses
 Claims in respect of wrong delivery of cargo
 Hospital, medical and funeral expenses arising from injury claims
 Third party collision damages not covered by the Running Down Clause
 Ships liability to cargo after collision not covered by insurance
 Legal cost of defending claims if incurred with the consent of the Club directors
 Fines or penalties imposed as a result of innocent breaches of customs laws, public health regs, immigration laws or
arising from barratrous acts, including smuggling, or the servants of the shipowner
 Costs of resisting cargo claims with the consent of the Directors
Protection relates to liabilities incurred by the employment of the ship as a ship, indemnity relates to
liabilities incurred by the employment of the ship as a cargo carrier.
Hull Insurance: There is no legal requirement to insure a ship. The underwriter agrees to indemnify
the assured against loss or damage caused by ‘maritime perils’. These are perils consequent or
incidental to the navigation of the sea. This is to say, peril of the sea, fire, war, pirates, rovers, thieves,
captures, seizures, restraints & detainment of princes & peoples, jettisons, barratry & any other perils
of like kind, which my be designated by the policy. Policies can be for a voyage (between 2 or more
ports only), a set time period or a mixture of both. Port policies will cover a vessel during a period in
port and construction policies cover risks during building. Valued policies give an agreed value of the
matter insured whereas unvalued policies leave the value to be determined later.
Definition of Seaworthy8: A ship shall not be deemed to be seaworthy unless it is in a fit state as to
condition of hull & equipment, boilers & machinery, stowage of ballast or cargo, number &
qualifications of crew including officers and in every other respect, to encounter the ordinary perils of
the voyage then entered upon, and it is not overloaded. Every master that knowingly takes an
unseaworthy ship to sea, shall be guilty of an offence. ($20,000 and 10 years)

8
Nav Act 1912, Part IV Ships & Shipping, Division 3 Unseaworthy & Substandard Ships, Section 207

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Substandard Ships – a ship that is seaworthy but conditions onboard the ship are clearly hazardous to
safety of health. (See MO11)

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STCW 95
Complete revision of STCW 78 became necessary to clarify the standards of competence required for
trainers and assessors, provide effective mechanisms for enforcement of its provisions and allow
greater flexibility of assignment of functions onboard ship. The overall purpose of STCW 95 is to
promote safety of life at sea and the protection of the marine environment by establishing
international standards of training, certification and watchkeeping for seafarers.
Full compliance of the provisions of STCW 95 to be achieved by February 1, 2002.
The STCW 95 consists of two parts. Part A provides mandatory provisions for the minimum
standards required. Part B gives recommended guidance to assist parties in the implementation,
application and enforcement of the STCW and its measures.
STCW provides standards not only for certification and training of seafarers but also for,
 General performance standard for simulators used in training & assessment,
 Qualification of instructors & assessors,
 Special training required for tankers (LNG, chemical etc), passenger ships (crowd management, crisis management &
human behaviour training).
 Standards for watchkeeping. Fatigue (min 10 hrs/day – may be divided into no more than 2 periods, one at least 6 hrs.
Requirements for rest periods need not be maintained in case of an emergency or drill or other overriding operational
conditions. Minimum period of 10 hrs may be reduced to 6 hrs for no more than 2 days and not less than 70 hrs rest / 7
days is provided.)
 Responsibility of companies, the allocation of a reasonable of time for new crew to become familiar with ship specific
equipment, watchkeeping, safety, environmental protection, and emergency procedures and arrangements. Also the
designation of a knowledgeable crewmember that will be responsible for ensuring that each new employee receives
essential information.
New provisions for deck officers,
 ECDIS is now included in the definition of ‘charts’ and all deck officers must have a thorough knowledge of and ability
to use navigational charts and publications.
 Thorough knowledge of bridge team work procedures (BRM).
Standards for Watchkeeping
 All officers must be duly qualified
 Intended voyage must be planned in advance, taking into consideration al pertinent information, using adequate and
appropriate charts and other nautical publications. All must be complete and up to date.
 The route shall be clearly displayed on appropriate charts and continuously verified by the OOW.
 Chief engineer shall in consultation with the Master determine in advance the fuel, lube oil, water, chemical, spares and
expendable needs of the vessel.
Lookout – Proper lookout shall be maintained at all times in compliance with COLREGs. Must be
able to give full attention to the keeping of a proper lookout, no other duties shall be undertaken
which could interfere with that task. Lookout and helmsman are separate, except in small ships where
the steering position provides an unobstructed all round view. OOW may be the sole lookout in
daylight provided it is safe to do so (consider visibility, traffic density, dangers to nav and assistance
is immediately available).
When deciding the composition of the watch on the bridge, consider – at no time shall the bridge be
left unattended, weather condition, visibility, daylight/darkness, proximity of nav hazards, use of
electronic nav aids, auto pilot, UMS, any unusual demands on nav watch that may arise as a result of
special operational circumstances.
Taking over the watch – Shall not hand over to relieving officer if believes is not capable of carrying
out the watchkeeping duties effectively (notify master), night vision OK. Relieving officers shall
satisfy themselves regarding – standing orders & other special instructions of the master, position,
course & speed of ship, prevailing & predicted tides, currents, weather, visibility, and their effect on
the course and speed, procedures for using the main engine, the navigational situation including but
not limited to – gyro & compass errors, present & movement of ships in area, conditions likely to be
encountered during watch, the possible effects of heel, trim, water density and squat on UKC.
OOW to make regular checks to ensure that – the person steering the ship is on course or the autopilot
is steering the correct course, the compass error is determined at least once a watch and when possible
after any major alteration of course, autopilot is tested manually at least once a watch, Nav & signal

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lights and other Nav equipment are functioning correctly, radio equipment is OK, UMS controls are
functioning properly.
Calling the master
 If restricted visibility is encountered or expected,
 If the traffic conditions or the movement of other ships are causing concern,
 If difficulty is experienced in maintaining course,
 On failure to sight land, a navigation mark or to obtain sounding by the expected time,
 If, unexpectedly, land or a navigation mark is sighted or a change in soundings occurs,
 On breakdown of the engines, propulsion machinery remote control steering gear or any essential navigational
equipment, alarm or indicator,
 If the radio equipment malfunctions,
 In heavy weather, if in any doubt about the possibility of weather damage,
 If the ship meets any hazard to navigation, such as ice or a derelict, and
 In any other emergency or if in doubt.
Duties at anchor
 Determine and plot the ship’s position as soon as practicable on the appropriate chart,
 Check that the ship is securely at anchor by taking bearings of fixed Nav marks,
 Ensure that a proper look out is maintained,
 Observe weather and tidal conditions and the state of the sea,
 Notify the master and undertake all necessary action if the ship drags anchor,
 Ensure that the state of readiness of the main engines and other machinery is in accordance with master’s instructions,
 Ensure that the ship exhibits appropriate lights and shapes, and that appropriate sound signals are made and,
 Take measures to protect the environment from pollution by the ship and comply with applicable pollution regulations.
Watchkeeping in port, ensure that adequate arrangements are made to,
 Ensure that the safety of life, of the ship, the port and the environment and the safe operation of all machinery related to
cargo operations
 Observe international, national and local rules and
 Maintain order and the normal routine of the ship.

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International Safety Management Code (ISM)

Required by Marine Orders part 58; SOLAS, Chapter IX
Effective internationally 1/7/19989 – See copy attached of Certification Scheme to the ISM Code LR.
The owner or Master must not take the ship to sea unless there is a valid SMC and there is on board a
copy of a valid DOC10.
Objectives of ISM Code
1. Provide for safe practices in ships operation and a safe working environment.
2. Establish safe guards against all identified risks.
3. Continuously improve Safety Management skills of personnel ashore & aboard ships, including preparing for
emergencies related both to safety & environmental protection.

The ISM code has been developed to provide an international standard for the safe management and
operation of ships and for pollution prevention. It recognises that no 2 shipping companies or owners
are alike, all operating under a vast range of different conditions. To this effect the code is based on
general principles and objectives.
These objectives and principles are realised through,
The Company providing,
 Policies on safety and environment protection, giving instructions and procedures,
 Defined levels of authority & responsibility and established lines of communication between ship and shore,
 Procedures for reporting accidents and non-conformities.
 Procedures to prepare for and respond to emergency situations &
 Procedures for internal audits and management reviews.

These are presented in the ALSOC Quality Manual covering the

Quality, Safety & Environmental policies, information about the business,
Quality Management System project participant relationships, definitions & abbreviations,
Management responsibility & authority, document and data control, ID &
Quality Procedures traceability, maintenance of vessel & equipment, verification & measurement
checks, control of NCI’s, audits & training.
The SMS must ensure that mandatory rules & regulations are followed & that all applicable codes,
guidelines & standards are taken into account.
Supporting manuals to the Quality manual are Standing Orders, Safety Manual, Document Control
Manual and the Shipboard Oil Pollution Emergency Plan (SOPEP).
Other Policies statements include the Alcohol & Drug Policy, Code of Ethics, Confidentiality Policy,
Equal Opportunity Policy and the Sexual Harassment Policy.
The company shall also ensure that,
1. The master is qualified for command, fully conversant with SMS & given necessary support.
2. The ship is manned with qualified, certified & medically fit seafarers.
3. Familiarisation of duties to new personnel & essential instructions before sailing identified, documented & given.
4. Procedures for training which may be required in support of the SMS.
5. Ship personnel are able to communicate effectively in the execution of their duties in the SMS.

The SMS should address the following.

Development of Plans for Shipboard Operations – Establish procedures for the preparation of
plans and instructions for any shipboard operations concerning safety of ship & prevention of
pollution. (Standing orders, charterers instructions, cargo operations manual, safety procedures for
identified hazardous operations, personnel protective equipment requirements, danger tags,
notification of systems off line)

9
Other cargo ships & mobile offshore drilling units of +500t to comply by 1/7/2002
10
Which has been issued to the company after they have passed necessary requirements.

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Emergency Preparedness – Establish procedures, programmes for drills and ensure that the
company can respond to any situation at any time. (Contingency Plans)
Reports for Analysis of Non Conformities, Accidents & Hazardous Occurrences – Procedures
developed to ensure that these are reported, investigated, analysed & corrective action taken.
Maintenance of Ship and Equipment – procedures developed to ensure that maintenance is carried
out in accordance with relevant rules & regulations, inspections at appropriate intervals, NCI’s
reported and corrective action carried out and records maintained. (Planned Maintenance)
Documentation – All relevant SMS must be controlled by defined procedures, regular revision of
documents, obsolete documents removed & all valid documents must be available. Documents &
certificates required – DOC, SMC, Safety Management Manual, Standing Orders, Operational &
Procedures Manuals, Emergency Response Plans & Contingency Plans, PM System & Records,
Records of Statutory Tests & Drills and Statutory & Class Survey Records & Certificates.
Company Verification, Review and Evaluation – Achieved though internal safety audits and
periodical reviews and evaluation of the SMS to verify whether safety & pollution prevention
activities comply with the SMS.
Certification, Verification and Control – A copy of the DOC should be place onboard and a SMC
issued if both the company and ship operate in accordance with approved SMS.
Document Control – to ensure that only the latest version of a document is made available to all
personnel involved in safe operation and pollution prevention.
Internal Audits – Independent audits carried out of the SMS to verify that it meets the provisions of
the ISM code.
ISO 9002 – The ISO 9000 series focussed on management system elements on ensuring that
customer’s requirements for quality are met. The ISM code focussed on a subset of the management
system elements employed by the ISO 9000 series on ensuring the safe management and operation of
ships and pollution prevention. A quality management system that complies with ISO 9002 should
fulfil the requirements of the ISM code.

The Master is a vital link in the SMS chain. A SMC will not be issued solely on the efforts of shore
management. To this end the Master’s responsibilities and authority must be clearly defined with
regards to the,
1. Implementation of the policies
2. Motivating/ encouragement of the crew in observation of policy
3. Issuing of appropriate orders and instructions in clear and simple manner.
4. Verifying that requirements are observed.
5. Revision of the SMS and reporting deficiencies to shore.
6. Authority and responsibility to make decisions with respect to safety and pollution prevention.

Definitions
SMS: Safety Management System - Means a structured and documented system enabling company personnel
to effectively implement the company safety and environment protection policy.
DOC: Document of compliance - Issued to a company that complies with the requirement of the ISM Code.
SMC: Safety Management Certificate - Document issued to a ship, this signifies that the company and its
shipboard management operate in accordance with the approved SMS.

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15/08/2023 Notes for Ship Masters Class 1

MARPOL
MO91 – Regulations 13 to 19 & 22 to 25, 25A (intact stability) of Annex I have the force of law.
Annual Notices to Mariners gives Australian requirements for reporting pollution incidents. Reports
are to be made when an incident involves,
 A discharge or probable discharge of oil, NLS carried in bulk (Harmful substance report) or harmful substance in
packaged form (Marine Pollutant Report)
 Damage, failure or breakdown of a ship of 15m+ in length which affects the safety of the ship or which results in
impairment of the safety of navigation.
 A discharge during the operation of the ship or oil, NLS in excess of the present convention.
A list or requirements for a Harmful Substances Report or Marine Pollutant report is in the Australian
Annual Notices to Mariners.
ANNEX I – Regulations for the Prevention of Pollution by Oil
Chapter I - General
Chapter II – Requirements for the control of operational pollution
Any discharge of oil is prohibited except when the following conditions are met,
For an oil tanker,
 The tanker is not in a special area
 The tanker is more than 50nm from the nearest land
 The tanker is proceeding en route
 The instantaneous rate of discharge of oil content does not exceed 30lt 11 per nautical mile
 The total quantity of oil discharged into the sea does not exceed 1/15000 (existing tankers) & 1/30000 (new tankers) of
the total quantity of the particular cargo that the residue was apart of.
 The tanker has in operation an oil discharge monitoring and control system and slop tank
For vessels of 400grt and more, other than a tanker and from machinery space bilges (ex. Pump room
bilges) or an oil tanker unless mixed with cargo residue. Discharge can only take place if;
 The ship is not in a special area
 The ship is proceeding en route
 The oil content of the effluent without dilution is less than 15ppm
 The ship has in operation an oil discharge monitoring system, oil-filtering equipment
These provisions do not apply to the discharge of clean or segregated ballast or unprocessed oily
mixtures that have an oil content not exceeding 15ppm (without dilution) and which do not originate
from cargo pump room bilges and are not mixed with oil cargo residues.
Provisions for the discharge of oil shall not apply to,
 Any discharge for the purpose of securing the safety of a ship or saving a life at sea
 The discharge into the sea of oil or oily mixture resulting from damage to a ship or its equipment provided that all
reasonable precautions have been taken to prevent or minimise the discharge.
 The discharge into the sea of substance containing oil if approved by the Administration, when being used for the
purpose of combating specific pollution incidents to minimise the damage from pollution.
Regulations 22 to 25 cover the requirements for minimising the oil pollution from oil tankers due to
side and bottom damage. Places requirements by the design of the tanker, that the maximum
hypothetical outflow of oil due to damage anywhere along the length of the ship is restricted to a
maximum. Also covers subdivision and damage stability of the vessel.
Reporting Incidents: If at sea or at a port outside of Australia, reports must be made through AusSAR.
If in port in Australia, report must be made to the nearest AMSA survey office. If the ship is in port
outside Australia, a report must also be made to the appropriate authority of that country.
Emergency Towing Arrangement (ETA): MO12 and SOLAS-V require that every tanker of not less
than 20000t DWT have fitted have fitted at both ends of the vessel an ETA before 1/1/99.

11
Amended from 60lt/nm 1992

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15/08/2023 Notes for Ship Masters Class 1

ANNEX II – Control of Pollution by Noxious Liquid Substances (NLS) in Bulk

Applies to all ships carrying NLS in bulk.
Categories of NLS Discharge of NLS
Discharge is prohibited. Tank washings will be discharged to shore
facility until the concentration of the effluent is below the residual
Category A: NLS that would present a major hazard to either marine
concentration (cc) as specified in appendix II and until the tank is
resources or human health or cause serious harm to amenities or
empty. Any water later added to the tank may be discharged into the
other legitimate uses of the sea. Most stringent anti-pollution
sea if the vessel is proceeding en route, speed of at least 7 knots,
measures.
discharge is made below the water line, min 12nm from land in 25m
depth of water.
Vessel en route, speed of at least 7 knots, max quantity of cargo
Category B: NLS that would present a hazard to either marine discharge from each tank not to exceed 1m3 or 1/3000 of the tank
resources etc… Requires special anti-pollution measures. capacity (whichever greater), discharge is made below the water
line, min 12nm from land in 25m depth of water.
Vessel en route, speed of at least 7 knots, cc not to exceed 10ppm,
Category C: NLS that if discharged into the sea from tank cleaning
max quantity discharged not to exceed 3m3 or 1/1000 of the tank
or de-ballasting operations would present a minor hazard to either
capacity (whichever greater), discharge is made below the water
marine resources etc … Requires special anti-pollution measures.
line, min 12nm from land in 25m depth of water.
Category D: NLS that if discharged into the sea from … would
Vessel en route, speed at least 7 knots, cc not greater than 1 part in
present a recognisable hazard to either marine resources etc …
10 parts water and min 12nm from land.
Requires some attention to operational conditions.

More stringent provisions apply to the discharge of NLS in special areas.

Regulation 9: Every ship to which Annex II applies shall be provided with a cargo record book. It
shall be completed on a tank to tank basis whenever loading, transfer, cleaning, unloading, ballasting
or de-ballasting from cargo tanks, disposal of residue to shore facilities or discharge into the sea takes
place.
Appendix II –list of NLS, their UN number, pollution category (A,B,C or D) and their residual
concentration (% by weight) limits for discharge into the sea.
Appendix III – list of other liquid substances and their UN number.
ANNEX III – Prevention of Pollution by Harmful Substances …in Packaged Forms …
Contains requirements for packaging, marking & labelling, documentation, stowage, notification and
quantity limits.
ANNEX IV – Prevention of Pollution by Sewage by Ships
Discharge of sewage is prohibited except when,
The ship is discharging comminuted & disinfected sewage using an approved system, is at least 4nm
from land or sewage that is not comminuted or disinfected at a distance of least 12nm from land. Shall
not be discharge instantaneously but at a moderate rate, when the ship is en route at a speed of at least
4 knots. Any effluent shall not produce visible floating solids, nor cause discolouration of the
surrounding water.
ANNEX V – Prevention of Pollution by Garbage from Ships
All Ships (except platforms)
Garbage Type
Outside Special Area In Special Area
Plastics Prohibited Prohibited
Floating dunnage, lining, packing materials >25nm Prohibited
Paper, rags, glass, metals >12nm Prohibited
All other garbage, paper, rags, glass, etc. Comminuted or ground >3nm Prohibited
Food waste not comminuted or ground >12nm >12nm
Food waste comminuted or ground >3nm >12nm
No garbage may be discharged within the limits of the Great Barrier Reef.

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15/08/2023 Notes for Ship Masters Class 1

SOPEP
Required under regulation 26 of Annex I Chapter IV of MARPOL and Section 11A of the Protection
of the Sea (Prevention of Pollution from Ships) Act 1983.12 It applies to every oil tanker of 150GRT
and above and every other ship of 400GRT and above.
The Shipboard Oil Pollution Emergency Plan (SOPEP) must have 4 elements,
1. Procedures for reporting oil pollution incidents
2. Listing of authorities to be notified
3. Detailed description of actions to be taken by the ships crew to reduce or control an oil discharge
4. Procedures for co-ordinating shipboard activities with national and local authorities.
The plan must be approved by AMSA that it satisfies the MARPOL requirements.
Oil Spill Response
!!! OIL SPILL !!!
Operational or as a result of Casualty

Early detection and implementation of measures to stop or limit loss of oil are vital.
 Sound Muster signal – account for all crew
 Allocate team leaders and team duties. Determine location & cause of spill as best as possible.
Duties of Team Leaders & Response Teams
Master
 Overall command. Responsible for initiating & maintenance of radio communications with
Coastal State Authorities, Company & delegating such duties as time & manpower permits.
 At sea, required to report without delay, to nearest coastal state any spill or probable spill which
results from; damage to the ship or its equipment, deliberate action to preserve the safety of the
vessel or to save life or which results from a discharge of oil occurring during the normal
operation of the vessel in excess of the quantity or instantaneous rate permitted under MARPOL.
 In port, required to report without delay, to the Port or Terminal Authority.
 Report to company as required.
Chief Mate or First Engineer
 Normally assumes direct responsibility for ‘on scene’ activities. In general, Chief mate assumes
responsibility for oil spills resulting from tank damage, collisions, grounding etc. & the First
Engineer for those associated with equipment failure, bunkering operations & tank overflow. In
any, event the Chief Mate or the First Engineer is the co-ordinator of the onboard response efforts
at the scene of the incident. He should mobilise the emergency parties for the most effective use.
 Provide practical problem solving & ensure material resources are available to emergency parties.
 Ensure scuppers are plugged, atmosphere test for flammability, personal protective equipment is
available and used, sources of ignition are isolated, tank openings are operated as necessary,
containment and recovery equipment is made ready and fire fighting precautions are in place.
 Assess vessel’s load condition (stress, stability etc).
 Take steps to reduce or stop flow of oil, transfer oil to other tanks and/or ballast for trim & list.
Response Teams
 Plug scuppers, employ oil spill contingency equipment to contain leak, pump any oil on deck into
convenient tank (bunker). Prepare fire-fighting equipment as necessary.
Oilspill/Pollution Contingency Equipment onboard Northwest Sandpiper
3M oil sorbent squares, 3M oil sorbent pillows, 3M oil sorbent booms, Maxiclean 2 chemical
dispersant, Drysorb (oil absorbent granules) & ‘WILDEN’ pump.

Official Log Book

“I ………have this day assumed command of the Northwest Sandpiper together with all the necessary
charts, instruments and documents pertaining thereto.”

12
Marine Notice 18/1994

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15/08/2023 Notes for Ship Masters Class 1

Navigation Act & the Official Log Book

The Nav Act requires that the OLB be filled out as soon as possible after the occurrence to which it
relates. The entry should be dated so as to show the date of the occurrence and the date of the entry
respecting it.
No person shall, more than 24 hours after the arrival of a ship at its final port of discharge, make in
the OLB any entry of any occurrence that happened before its arrival.
An entry in the OLB of a ship is, in all courts, admissible as evidence.
A person shall not wilfully destroy or mutilate an OLB or an entry in an OLB, wilfully render illegible
any entry in the OLB, wilfully make false or fraudulent entry in, or an omission from the OLB, sign
an entry in an OLB knowing the entry to be false or fraudulent.
Contents of the Official Log Book
Part IDescription of ship
Part IIIndex to Entries in Official Log Book
Part IIIPositions of the deck line and load lines
Part IV Departures and arrivals
Part V Deleted
Part VI Births
Part VII Deaths and disappearances
Part VIII Injuries and illnesses of members of the crew incapacitating them from duty
Part IX Boat and fire muster, boat, damage control, fire and rocket drills and
examination of life-saving and fire appliances
Part IX(a) Steering gear – tests and drills
Part X Record of inspections of crew accommodation
Part XI Entries (other than those referred to in parts I to X) required by law to be made
Notes on making entries.
There are 22 categories requiring entry into OLB (see photocopy), most of these have reference to the
Navigation Act which gives details of what is required of the entries.
1. Accident, wreck, stranding etc.
When an incident (whether caused or sustained) results in;
 The loss of or serious injury to a person,
 Damage which affects the seaworthiness of the ship,
 Damage which affects the safe operation or efficiency of machinery, boilers or fixed equipment,
 Where the efficiency or completeness of life saving appliances or other safety equipment of the ship is affected,
 A vessel being in a position of great peril, either from the action of some other ship or from danger of wreck or
collision,
 Has been stranded or wrecked,
 Has fouled or done any damage to a pipeline or submarine cable or to a lighthouse, lightship, beacon, buoy or other
marine mark.
4. Breach of discipline for which sanction has been imposed by the master
Refer to Code of Conduct
6. Conviction by legal tribunal of any member of crew and punishment
Required by Marine Orders part 53, any conviction of crew and the punishment imposed.
7. Dangers to navigation
The master is required to report dangers to navigation to ships in the vicinity and make a report to the
shore in the manner prescribed. Dangers to navigation include dangerous ice, dangerous derelicts, a
TRS, sub freezing air temperature associated with gale force winds causing severe ice accretion on
superstructures, winds of force 10 for which no storm warning has been received.
8. Disratings and promotions
Required by Marine Orders part 53, including date, new rank/rating, and any increase in wages
consequent to that promotion.

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15/08/2023 Notes for Ship Masters Class 1

9. Examination of provisions and water

If 3 or more crew of a ship consider that their provision of water are of bad quality, or deficient in
quantity they may complain to a superintendent who shall examine the provisions and water or cause
them to be examined. The result of the examination shall be entered into the OLB.
11. Information concerning ships in distress
Every Master shall, unless unable to do so or in the special circumstances of the case, cause the ship
to proceed with all practical speed to the assistance of those persons in distress and shall, if possible,
inform those persons that he is doing so.
The Master shall record any information received of a ship or aircraft in distress and, if the Master
does not proceed to the assistance of those in distress, his reasons for not so proceeding.
Compliance with section 265 of the Nav Act does not affect any right of salvage.
16. Misconduct on the part of an officer
Required by Marine Orders part 53.
18. Radio tests
Required by Marine Orders part 26, the following must be entered into the radio logbook or OLB. A
record of tests and the results, details of distress traffic transmitted or received, the time & reason that
a radio watch was discontinued & the time of resumption and any incident connected with radio-
communications that appears to be of importance to safety of life at sea.
20. Stowaway discovered on board
Required by Marine Orders part 53, including person’s full name, age, birth place, place of boarding,
place put ashore, and any proceedings taken against the person and the result of those proceedings.
21. Wages and effects of seaman or apprentice left on shore
If a seamen is left ashore (whether in Australia or overseas) the Master shall arrange the following,
 Take into his charge any effects of the seamen left on the ship and enter into the OLB particulars of those effects
 A full and true account of the wages of the seamen, enter the amount into the OLB a statement of the wages due to the
seamen and deliver the statement of wages and effects to the seaman or to a proper authority
 Pay the seamen or if not practical, to a proper authority.
 If wages and or effects are delivered to a proper authority, the Master shall note in the OLB the reasons for not
delivered or paid to the seamen.
Other Entries
 The Master must record the time of last closing and of opening of cargo loading doors, the times of opening and closing
of watertight doors while the ship is at sea and the times of tests, inspections and results and any action taken to put
them in good working order.
 Enter into OLB when restricted drugs (as per MO10) have been issued, giving the name of person issued to, the reason
for issuing and the date & time drug was given.
 Also need to enter in details of any restricted drugs lost of stolen and notify the proper authority (ie. Police).

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15/08/2023 Notes for Ship Masters Class 1

Code of Conduct (November 1995)

Contains six parts plus appendix.
COC sets down alcohol limits – 0.04 on duty and 0.08 onboard. Offshore limit is zero (really means
no more than 0.02).
Part III - Sanctions
Formal warning – by the master recorded in OLB
Written reprimand – by the master recorded in OLB
Dismissal – either immediately or upon arrival at next port.
Any sanction imposed for a breach of the Certificate of Competency will be reported to a
Superintendent, Marine Crews Office, who will cause the incident to be recorded on the seafarer’s
discipline record.
Part IV – Procedure for Dealing with an Alleged Breach of the Code
The crewmember is to be informed by the master as soon as possible of the alleged breach
The crewmember will be given the opportunity to admit or refute the allegation, to call witnesses and
through the master, to question them on the evidence
The crew member may make a statement in answer to the allegation, including comments on the
evidence produced and may be attended by another crewmember on his behalf
The master will conduct a careful and thorough investigation of the alleged breach and upon being
satisfied beyond a reasonable doubt that a breach has been committed based on the evidence available
at the time, will inform the crew member of the result of his investigation and the sanction, if any,
imposed.
A record of the breach detailing the relevant fact and the imposition of a sanction will be entered into
the OLB. Statements made in writing will be copied or attached to the entry. A copy of the entry shall
be given to the crewmember after they have read it.
The crewmember has a right to make a reply to the entry, particulars of which will be recorded in the
OLB. If this is not possible, the crewmember may submit his reply to the superintendent.
In the case of suspected use of alcohol, the crewmember has the option of undergoing a breathalyser
test to demonstrate that the allegations are false, using the ship’s evidential breathalyser.
The master or subsequent master may at any time after 28 days withdraw a sanction previously
imposed provided the crewmember’s conduct has been satisfactory during the period. The period of
28 days may be extended by any period during which the crewmember is absent from the ship on
approved leave. The withdrawal of a sanction is to be recorded in the OLB and the crewmember
provided with a copy. The withdrawn sanction will be removed from the crewmember’s discipline
record.
Part V – Appeals against Disciplinary Procedure
Where a crewmember believes that in the light of the circumstances: the procedures of part IV have
not been followed, the findings are incorrect, the behaviour as alleged in not in breach of the
Certificate of Competency or that the sanction imposed upon was to severe, any appeal must be
lodged within 28 days of the log book entry (if on the Australian coast). If overseas, the appeal must
be made within 28 days of returning to the Australian coast.
The superintendent will inspect the relevant log entries and any other documents and ascertain
whether the procedures of part IV have been followed. If he decides that the procedures have not been
followed, he shall uphold the appeal. In any other case, he will refer the matter to the shipowner or his
agent and to the union for joint consideration.
Appendix - The Marine Council
One of the major functions of the Council is to assess the suitability of persons for service at sea. It is
empowered under section 47 of the Nav Act to determine if a person is unsuitable for service at sea.
Where a determination is in force, it is an offence for the person to engage as a master or seaman or to
join or re join a ship, knowing that the determination is in force. It is also an offence for any master,
owner or agent who knows that the determination is in force to sign that person on.
The Council is not allowed to question a person’s technical or professional competence.

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15/08/2023 Notes for Ship Masters Class 1

Marine Orders, brief summary

Miscellaneous Amendments – replaces MO part 1, gives definitions of new titles and interpretations
for application to all Marine Orders.
MO3 Sea Going Qualifications – sets out requirements for the issue of tickets
MO6 Marine Qualifications – Radio – sets out requirements for the issue of radio tickets, including
GMDSS.
MO9 Health – Medical Fitness – sets out health matters for pilots, master, officers & crew. If a
certificate of medical fitness expires during the course of a voyage, the certificate continues to be
valid until the end of that voyage, except for use by a coastal pilot.
MO10 Medicines & Medical Stores
MO11 Substandard Ships
MO12 Construction – Subdivision & Stability, machinery & electrical installations – substantially
follows SOLAS II-1, with some changes. Requires that ships be designed, constructed and maintained
in compliance with the requirements of a recognised classification society.
IMO Stability Criteria
Area under the righting curve Minimum area
0 – 30° 3.15m°
0–40° or 0 – angle of flooding 5.16m°
30–40° or 30–angle of flooding 1.72m°
GfZ min at 30° 0.20m
Max GfZ Min 25° Preferably >30°
Initial GfM0, corrected for FSE > 0.15m Fishing Vessel > 0.35m
Additionally,
 Passenger ships must comply with IMO “Severe wind & rolling criterion” (IS Code 13)
 Passenger ships must have stability such that neither the angle of heel due to crowding to one side, nor the angle of heel
due to turning, exceeds 10°.
 Ships carrying grain in bulk must comply with Grain Code stability requirements.
 Sailing vessels must comply with USL14 Code requirements.
 Mobile offshore drilling rigs must comply with stability criteria specified in the IS Code
 …
 Ships surveyed under the High Speed Craft Code shall meet the standards of that code.
 Some ships (large F/Vs, high sided cargo ships) may have to comply with the IS code with regards to Severe wind &
rolling criterion.
MO14 Accommodation
MO15 Construction – Fire protection, detection & extinction – sets out requirements for fire safety
construction measures for a ship. Mainly conforms to SOLAS with some changes as required by
Australia.
MO16 Load Lines – describes matters relating to the assignment of load lines to ships. MO16 gives
effect to the 1966 International Convention of Load Lines, as amended by the protocol of 1988. All
surveys of cargo ships are now linked to the annual Cargo ship safety construction survey as part of
the protocol entitled Harmonised Surveys and Certification.
MO17 Liquefied Gas Carriers & Chemical Tankers – gives effect to the various IMO codes for the
carriage of gas and chemicals in bulk. The IGC code applies to gas tankers where the keel had been
laid on or after 1/7/86. A certificate shall be issued to a ship that is in accordance with the code.
MO18 Bulk Carriers & tankers – applies to bulk ore and oil carriers, giving effect to the chapters XI
& XII of SOLAS. SOLAS XII gives additional safety requirements for bulk carriers – damage
stability, structural strength, enhanced survey requirements. This is in response to high stress loading
for vessels loading very dense cargoes.
MO19 Tonnage Measurement – gives effect to the tonnage measurement convention.

13
Code of Intact Stability for all types of ships covered by IMO Instruments
14
Uniform Shipping Laws

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15/08/2023 Notes for Ship Masters Class 1

MO21 Navigational Equipment – sets out standards and requirements for a vessels nav equipment.
The Master must take reasonable steps to have nav. equipment maintained. Appropriate spare parts to
be available. If a defect is discovered at a place where repairs cannot be done, such repairs must be
made when suitable repair facilities are available.
Required Navigational Equipment by MO21 (vessel 100,000t & over)
 Standard compass15  Azimuth circle for compass  Gyro compass
 Gyro repeaters  Azimuth circle for gyro  Emergency steering position
 RADAR & plotting facility16  Second RADAR  ARPA
 Echo sounder  Speed & distance indicator  Propeller & rudder indicator
 Rate of turn indicator  Radio nav equipment  Chronometer
 Sextant  Binoculars  Nautical Publications17
MO23 Miscellaneous and Safety Measures – A ship must be provided with a barometer; an approved
daylight signalling lamp; an indicator lamp for each closing device; the International Code of Signals
+ a full set of flags; pilot ladder; anchor, chain cables, hawsers and warps. Safe means of access for a
ship in port must be provided. All ships that carry cargoes likely to deplete oxygen concentration must
be provided with the oxygen meters. All oil, gas and chemical carriers (and any vessel carrying
substances that may give off flammable gases) must be provided with a combustible gas indicator
(measures LEL or LFL). All oil, chemical tankers with inert gas capability and all gas tankers must be
provided with a Hydrocarbon meter. All ships carrying cargoes which are likely to give off toxic,
corrosive or other chemical gases must carry an instrument capable of detecting those gases and
indicating their proportions & material safety data sheets (MSDS).
MO25 Equipment – Life-Saving
MO26 Non-GMDSS Radio Equipment – sets out radio requirements for non GMDSS ships.
MO27 GMDSS Radio Equipment – sets out sea areas (A1A4), functional requirements (see green
book), sources of energy, location & coding of EPIRBs, durability tests, frequencies etc.
MO28 Operational Standards & Procedures – gives responsibilities of companies, master & crew
(see ISM requirements), fitness for duty, deck, engine room & radio watchkeeping (STCW95),
certification, voyage planning, BRM.
MO29 Emergency Procedures & Safety of Navigation – shipboard emergency signals, muster lists &
stations, distress, urgency & safety messages.
MO30 Prevention of Collision – COLREGs
MO31 Ship Survey & Certification
MO32 Cargo Handling Equipment
MO33 Cargo & Cargo Handling – Grain
MO34 Solid Bulk Cargoes – Gives effect to the BC Code. Requirements for notification to load BC,
information required to the master (SF, angle of repose, trimming procedures, likelihood of shifting,
TML, av moisture content, toxic & flammable gases generated, chemical hazards & flammability,
propensity to deplete O2, toxicity & corrosiveness, if cargo has a tendency to heat.
The appendix contains amplification on safe practice for certain cargo requirements.
MO41 Dangerous Cargoes – gives effect to SOLAS, part A of chapter VII. Does not apply to DGs
forming part of the equipment or stores required for the navigation, safety or maintenance
(pyrotechnics?) or required for the intended operation of the ship – cargoes only. Does not include
cargoes to the extent that should be covered under the Explosives Act 1961.
Packing, stowing & carriage of DGs to comply with IMDG code. Notification requirements, special
DG list/ stowage plan.
MO42 Cargo Stowage & Securing – gives effect to SOLAS V & VI, generally makes provision for
the stowing & securing of cargo. The mast should be provided with a general description of the cargo,
gross mass, relevant special properties and information as specified in sub-chapter 1.9 of the CSS
15
A steering compass is not required if heading information is clearly readable at the main steering position from the standard compass
16
At least one RADAR must be capable of operating in the 9GHz frequency band
17
Charts corrected to date, sailing directions, list of lights, ALRS, Annual & Weekly Notices to Mariners, tide tables, BA5011, Nautical
Almanac, Nories tables, International Code of Signals, Shipmasters Medical Guide + all other nautical publications necessary for the
voyage.

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15/08/2023 Notes for Ship Masters Class 1

code18. For a ship other than a passenger, bulk solid, liquid or gaseous cargoes, there is to be a
approved Cargo Securing Manual onboard. MO42 also gives info on Navigation Bridge Visibility
requirements.
MO43 Cargo & Cargo Handling – Livestock – notice of intention to load livestock must be given to
AMSA. There will be a pre loading inspection & a post loading inspection.
MO44 Safe Containers
MO46 Offshore Supply Vessels
MO47 Offshore Industry Mobile Units
MO48 Nuclear Ships
MO49 High Speed Craft
MO50 Special Purpose Ships – ships engaged in research, expiditions & surveys, ships for training
marine personnel, whale & fish factory & other processing ships not engaged in catching and other
ships as appropriate. Gives required training of special personnel.
MO51 Fishing Vessels
MO52 Sailing Vessels
MO53 Employment of Crews – requirements for crew – minimum age, repatriation, deceased,
distressed seamen etc…
MO54 Coastal Pilotage – applies to pilotage for Hydrographers passage, the inner route & the Great
North Ease Channel. Licensing of pilots, eligibility for licence, function & liability of pilots and
conduct of pilots.
MO55 Publication of Inspection Data – provides for the publication of information gathered during
incident investigations (MIIU) and from inspection or survey of a ship.
MO56 REEFREP – applies to vessels 50m+ and any tanker (oil, gas, chemical), any ship under the
INF code (nuclear), ships engaged in towing or pushing (length of tow 150m+). The master of a ship
that applies must report as required.
MO57 Helicopter Operations – see Helicopter Operations.
MO58 International Safety Management Code – Gives effect to SOLAS IX, applies to passenger
ships by 1/7/1998. Tankers (oil, gas, chemical) & bulk carriers & high speed craft of 500gt+ by
1/7/1998. Other cargo ships and offshore mobile units of 500gt+ by 1/7/2002.
MO59 Offshore Support Vessel Operations
MO90 Discharge of Oil From Ships – 1954 Convention – applies to tankers under 150gt, other ships
under 250gt, whaling ships & naval ships.
MO91 Marine Pollution Prevention – Oil – Gives effect to MARPOL annex I with Australian
amendments.
MO92 Powers of Intervention – Noxious Substances – lists substances classed as noxious and refers to
Protection of the Sea (Powers of Intervention) Act 1981.
MO93 Marine Pollution Prevention – NLS – gives effect to MARPOL annex II.
MO94 Marine Pollution Prevention – Packaged Harmful Substances – gives effect to MARPOL
annex III.
MO95 Marine Pollution Prevention – Garbage – gives effect to regs 8 & 9 of MARPOL annex V. A
surveyor may inspect a ship if there are clear grounds that for believing that the master or crew are not
familiar with essential shipboard procedures relating to the prevention of pollution by garbage.

Code of Safe Practice for Cargo Stowage & Securing. There is also the TDC Code – Code of Safe Practice for Ships Carrying Timber
18

Deck Cargoes

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15/08/2023 Notes for Ship Masters Class 1

Bridge Resource Management

From MO28
Companies should issue guidance on proper bridge procedures, and promote the use of checklists.
Particular guidance may be necessary for special types of ships.
Proper bridge procedures established
Use of checklists
The need for continuously reassessing how bridge-watch resources are being allocated and used
All members should be qualified and fit
Duties should be clearly and unambiguously assigned to specific individuals who should confirm that
they understand their responsibilities
Tasks should be performed according to a clear order of priority
No member of the nav watch should be assigned more duties or more difficult tasks that can be
performed effectively
Individuals should be assigned at all times to locations at which they can most efficiently and
effectively perform their duties
Instruments and equipment considered necessary for effective performance of duties should be readily
available
Communications among members of the nav watch should be clear, immediate, reliable and relevant
to the business at hand
Non-essential activity and distractions should be avoided, suppressed or removed
All bridge equipment should be operating properly and if not, the officer in charge of the nav watch
should take into account any malfunction that may exist in making operational decisions
Non-essential materials should not be placed on the bridge or work surface
Members of the nav watch should at all times be prepared to respond efficiently & effectively to
changes in circumstances

21
15/08/2023 Notes for Ship Masters Class 1

Documents, Surveys & Certification

Intermediate

Extension
Authority

Period of
Renewal
Certificate

Validity
Annual
Initial
Required Certificates & Documents
Cargo Ship Safety Construction – Survey of structure, machinery and equipment. L     5 yrs 3m
Cargo Ship Safety Equipment – Survey of LSA & other equipment of cargo ships.19 A     5 yrs 3m
Cargo Ship Safety Radio – Survey of radio installations, includes that used in LSA. A    5 yrs 3m
Certificate of Fitness for the Carriage of Liquefied Gases in Bulk L     5 yrs
Certification for Master and Officers (STCW)
Intact Stability Book (II-1/22)
International Loadline L   -  5 yrs
International Oil Pollution Prevention (IOPP) A     5 yrs
International Tonnage Certificate A 
Noise (Level) Survey Report 
Oil Record Book (MARPOL Ann.I/26)
Safe Manning Certificate A  - - - -
SOPEP (MARPOL Ann.I/26) – AMSA approved

Trading Certificates
Australian Registry Certificate A 
Certificate of Class L
Certificate of Compass Adjustment  As required
Derratting Exemption Certificate 6
issued by Department of Primary Industries & Energy under the Quarantine Act 1908 mthly
P&I Certificate
Receipts of Marine Levy, Ballast Water Research Levy (Australian Customs)
Safety Management Certificate (ISM)20 A    5 yrs

Other Certificates
Chemists Certificate (of medical stores) as required by MO10
CTMS & Loadicator Certificates 
Tank Calibration Certificates
Minor Certificates (anchor & cable, rudder, davits, boats, wires, magnetic compass, chronometers, sextants, DCP & foam
system, rafts, life jackets, steering gear, BA gear, shackles + cargo part (relief valves, pumps) + lots for engine room eq)
Key & Other Surveys Performed by Authority not mentioned above
A – AMSA L – Classification Society
Grain, livestock

Application for Survey – An application for survey must be made by or on behalf of the owner, sent
to the surveyor in charge of the AMSA survey office or the nearest port at which the survey will be
required. The application must be accompanied by such plans, information & data as needed for the
survey.
Extension of Validity – If at the time when a certificate expires, a vessel is not in port in which it is
to be surveyed, the Chief Surveyor may extend the period of validity to allow the ship to complete its
voyage to the survey port, but only where it appears reasonable to do so. No certificate is to be
extended for longer that 3 months.
Harmonisation of Certificates & Surveys – MO31 provides allowance for the CSSE21, CSSR
certificates to be extended to align the expiry date with CSSC, Loadline or class certificate.

19
Currently surveyed by AMSA but Lloyd’s are taking steps to take over this survey, AMSA will primarily be looking after ISM.
20
Required by SOLAS IX & MO58. AMSA currently acting as observers, will take over ISM surveys in future.
21
Cargo Ship Safety Equipment Certificate

22
15/08/2023 Notes for Ship Masters Class 1

Cargo Ship Safety Construction Certificate (CSSC) –As per SOLAS II-1 & II-2, includes hull,
machinery & equipment (other than those covered by Safety Equipment & Radio certificates)
Initial Renewal (5 yr) Intermediate Annual
Complete inspection of Includes inspection of structure, Inspection of the structure, General inspection of structure,
structure, M/c, & equipment to m/c & equipment to ensure that boilers (+ other pressure v/ls), m/c & equipment, to ensure that
ensure the arrangements, they comply with the nav act & m/c & equipment, steering gear, they have been maintained
materials, scantlings & MO, in a satisfactory condition electrical installations to ensure properly and that they remain
workmanship of the structure, & are fit for service. that they remain satisfactory for satisfactory for service.
boilers etc, main & aux m/c incl service.
steering gear, electrical sys & Tankers include survey of p/p
other equipment complies with rooms; cargo, bunker & vent
the nav act & MO. piping & safety devices.
Required stability info is
provided.
Tankers include survey of p/p
rooms; cargo, bunker & vent
piping & safety devices.
A minimum of 2 inspections of the outside of the ship’s bottom during a 5 year period (renewal +
intermediate surveys). Must not exceed 36 months between inspections. The intermediate survey
takes the place of either the second or third annual survey.
Continuous Survey Machinery (CMS) – A documented Planned Maintenance system put in place
allows for continuous survey of machinery equipment by personnel onboard. Provides continuity and
a reminder or checklist covering the total maintenance onboard. PM system must be approved by the
Class Society and records will be inspected during survey for compliance and evidence that the PM
system is being exercised correctly. Chief engineer is authorised by class society to maintain CSM
through an approved PM system. See article from Fairplay, When PM becomes Bureaucracy
Cargo Ship Safety Equipment Certificate (CSSE)
 Lifeboats, rescue boats, liferafts, lifebuoys, lifejackets, immersion suits, TPA’s, radio installations used in LSA’s (SART, lifeboat
radios), line throwing appliances
 Complies with SOLAS re fire safety systems & appliances and fire control plans
 Means of embarkation for pilot
 Complies with SOLAS re shipborne nav equipment & nautical publications
 Provided with lights, shapes, means of making sound signals and distress signals as req’d by COLREGs
 In all other respects complies with SOLAS
Cargo Ship Safety Radio Certificate (CSSR) – Annual: will measure the performance of ships radio
systems with specialised electronic testing equipment. Also check performance of RADAR sets.
Loadline Certificate – see article.
 Vents (NWSr has ball floats to make water tight)
 Doors (note method of sealing, NWSr has 8 clips, doors made of steel & gasketed)
 Hold accesses, stores hatches, tank relief valves, chain lockers, ships side valves (whether remote operated or manual)
 Overboard discharges
 Portholes (fixed or opening, type of glass)
 Particulars of guard rails, lifelines, walkways or UDPP + other features (bilge level floats, eductors, spurling pipe coverings)
The annual survey is to ensure that modifications have not been made to the hull or superstructures
that would affect the calculations determining the position of the loadline. Also to ensure maintenance
of appliances for; protection of openings, guard rails, freeing ports & means of access to crews
quarters. Maximum extension is 5 months.
Initial Survey, application for an initial survey must contain a general arrangement plan, a lines plan,
plans giving details of scuppers, discharges, sea inlets & tank venting. Structure & closing appliances
of openings in the exposed freeboard deck, superstructure deck, exposed deck above the
superstructure deck, in a superstructure end bulkhead and in the ships sides. Details of arrangements
such as guard rails, bulwarks, etc. for the protection of the crew. Details showing subdivision
arrangements and calculations. Intact and damage stability data, including a capacity plan, deadweight
scales, hydrostatic curves and cross curves of stability. Diagrams or tables of the allowable still water
and seagoing shear force and bending moments. Such other plans giving details of the structure and
arrangements as are necessary to enable the assigning authority to ensure that the ship’s strength is
consonant with the draught corresponding to the freeboard to be assigned.

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15/08/2023 Notes for Ship Masters Class 1

An initial survey must ascertain that the ship has been marked with the loadline mark, seasonal marks
& draught marks. The structure will also be inspected to ascertain the structural strength of the vessel.
The following items must be carried onboard,
 A statement by the assigning authority setting out the conditions of the assignment of freeboard
 On a ship 65m+, such stress information, including loading manual and loading instrument (computer) as required
Assigning Freeboard. To determine minimum freeboard, first need to determine ship type. Type A
includes ships which are designed only to carry liquid cargoes in bulk, and in which the cargo tanks
have only small access openings closed by watertight gasketed covers of steel. These ships benefit
from the minimum assigned freeboard. All ships other that Type A ships, are called Type B. A table is
then entered into for the type and the length of the ship which produces the minimum freeboard. From
this a number of corrections are applied. These include corrections for flush deck, block coefficient,
depth, superstructure & sheer. From this freeboard, the F, TF, T, S, W, WNA lines can be found.
If a ship is assigned a greater than minimum freeboard so that the load line is marked at a position
lower than the lowest seasonal load line, only the F line need be marked in addition to the S load line.
Watertight – below the freeboard deck.
Weathertight – means that in any sea condition, water will not penetrate into the ship.
International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk – Covers the
structure, equipment, fittings, arrangements & material (other than items covered by CSSC, CSSE &
CSSR certificates) to ensure full compliance with the IGC code.

Airlocks need to be fitted between gas dangerous zones and gas safety zones. e.g. Cargo Motor room. Doors to be self
closing, audible alarm, no hold back arrangements, airlock monitored for cargo vapour.

Cargo containment system – secondary barrier provided

Cargo piping – low temperature piping thermally isolated from hull structure, use of loops, bends and mechanical
expansion joints (i.e. bellows) to protect against excessive stress due to thermal movement. Where thermally isolated,
must be electrically bonded. All gasketed flanges & hose connections to be bonded. Arrangements to relieve pressure in
pipe work back to cargo tank.

Cargo temperature/ pressure control arrangement (ie. Fuel burning), also to have 2 relief valves if tank more than 20m 3

Must be sufficient sampling points so that system can be safely gas freed

IG to have 2 non return valves to prevent back flow

Submerged cargo pumps to have low liquid level shut off

5 fire mans outfits, plenty of fire main deck isolation valves, DCP system, CO 2 system for compressor & motor rooms

High level alarms and tank protection (eg. Fill valve shuts at 99.5%)\

Gas detection of every space in 30 minutes – cargo pump, compressor & motor rooms, control rooms, ventilation hoods
& gas ducts, air locks and other enclosed spaces where cargo vapour likely to accumulate

At least 2 gas detectors for cargo vapour (eg. HC meter) & at least 2 O 2 meters for use in inert gas.

Double walled has piping, space pressurised by inert gas (nitrogen on NWS), alarm for drop in pressure and gas
monitoring.
International Oil Pollution Prevention Certificate (IOPP) – Surveys, apply to every tanker 150grt
and above & every other vessel 400grt and above.
Initial: A complete survey of a ship’s structure, equipment, systems, fittings, arrangements and
material to ensure that all fully comply with the applicable requirements.
Annual: General inspection of the structure, equipment, systems, fittings, and arrangements.
Intermediate: To ensure that the equipment and associated pump and piping systems, COW, oil water
separating and oil filtering systems are in good working order & fully comply with Annex I.
Renewal survey.
Additional Surveys: After important repairs or renewals are made.
Equipment for the control of oil discharge from machinery space bilges & FO tanks,
 Whether the ship may carry ballast water in fuel tanks
 Type of separating/ filtering equipment (100ppm)
 Type of filtering equipment (15ppm)
 Type of (oil discharge) control system
 Oil content meter
 Maximum throughput of system
 Capacity of holding tanks
 Means for disposal of sludge (location of tanks, incinerator capacity etc.)
 Provision of a standard discharge connection
 SOPEP (see page 13)

24
15/08/2023 Notes for Ship Masters Class 1

Port State Inspection – Can cover anything! AMSA have an inspection regime, the goal being for
every vessel to be inspected every 6 months, however this is impossible to achieve. AMSA
concentrate on older vessels (+16 yo) and try to survey 85% of these vessels each 6 months. AMSA
will employ an initial inspection (all certificates, qualifications, general deck inspection, oil record
book, etc., usually there is no tank entry), this may lead to a detailed inspection if proven warranted.
Safe Manning Certificate – Issued by AMSA. NW Sandpiper’s certificate is endorsed with a proviso
which allows for the sailing short of 1 mate, 1 engineer and 2 IR’s resulting from exceptional
circumstances such as illness or injury, is permitted until the voyage is completed provided the Master
is satisfied that the safe navigation and operation of the vessel will be maintained despite the shortage.
Any further shortages should be referred to AMSA for approval PRIOR to sailing.
Tonnage Certificate – tonnages assigned as below.
Gross Tonnage (from tonnage certificate) – radar mast, cargo tanks, ER casing, Bridge, upper deck,
accommodation decks (+F, G etc), Deckhouses, CMR, cargo hose handling cranes, DCP rooms,
spaces below deck, upper deck accesses, break in upper deck.
Net Tonnage (from tonnage certificate) – Cargo tanks, CMR
Other Certificates
Derat / Derat Exemption – A Derat exemption certificate will be issued if there is no evidence of
rodents found onboard, and there is a system in place for there eradication (baits, traps etc.). A Derat
certificate will be issued after a ship has been fumigated for rodents. If a ship cannot produce a Derat
or Derat Exemption certificate, the vessel will (most likely) have to be fumigated.

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15/08/2023 Notes for Ship Masters Class 1

ShipHandling
See Danton’s
See copy of turning diagram
Ice & Spray Ice: See handouts.
NWS Derivation of Squat Curves: The NWS curves have been derived by the use of empirical
formula based on displacement, ship dimensions and block coefficient rather than trial results and as
such must be treated as an approximation. The hull form, vessel speed and water depth are some of
the factors affecting the amount of squat, however it is based on many variables from place to place as
well.
NWS Loss of Speed: In shallow water there is a loss of speed due to the wave making resistance
which for this vessel will increase with speed. There is a further loss of speed because of the increase
in displacement flow around the hull due to the resistance of area by the proximity of the bottom.
NWS Narrow Channel/ Canal Effects: With the vessel first considered to be in a flowing stream of
restricted depth but unrestricted width, the water passing below it must speed up more than in deep
water with the consequent greater reduction in pressure and increased sinkage, trim and resistance. If
in addition the water is restricted laterally, as in a river or canal, the effects are further exaggerated. It
follows that squat is a more serious problem in a shallow channel or canal.
See Marine Notice 3/1997 - Hydrodynamic Interaction
Squat: A difference in speed of water near the hull of a vessel making way creates a pressure area
around the vessel, causing her to submerge more than she would lying stopped in the water. This
phenomenon is called squat. The additional immersion is usually not the same for stern and stem.
Ships with a full shape, such as tankers, trim by the bow while fine lined vessels, such as passenger
ship and fast container ship, trim by the stern. The principle factors causing squat are speed and block
coefficient. A ship with larger Cb has more squat. (V = ships speed in knots)
Squat = 2 x Cb x (V2/100) – channel conditions Squat = Cb x (V2/100) – open waters
Draught: In general (according to Danton) a ship will have a larger turning circle loaded. However,
Northwest Sandpiper has small turning circle when loaded than when at ballast.
Trim: Trimmed by the stern, vessel will have better steering characteristics but a larger turning circle.
Pivot point will be further aft.
List: Vessel will turn more readily to the high side and will have a smaller turning circle on that side.
Propeller: Transverse thrust will have an affect on turning. i.e. Smaller turning circle to port for RH
fixed propeller.
Other factors affecting ship handling: Propeller angle and design, motive power, external forces –
wind & current, speed.
Shallow Water Effects: Squat will increase, forward trim in general will increase. Interaction
between hull and seabed may result in yawing and difficult to steer. Helm may respond slower,
turning circle will increase, i.e. advance, transfer and diameter will increase.
Interaction: Is the reaction of the ships hull to pressure exerted on its underwater volume.
 Overtaking, when vessel abeam, bows repel and sterns will attract.
 Passing (reciprocal courses), bows repel and sterns will attract.
Narrow Channel (bank effect): Bow will repel, stern will attract resulting in a large sheer away from
the bank. Bow – bank cushion. Stern – bank suction.
Seabed i.e. Shelf: Vessel may initially be attracted to the shelving or obstruction, however as pressure
builds up vessel may experience a sudden sheer away.
Bend in Narrow Channel: example - turn to port.
No stream. Keep to outside of channel and use bank cushion, starboard helm as required.
Against Stream. Stream will catch port bow and vessel may sheer to starboard. Keep to outside of
channel and use bank cushion.
With Stream. Stream will catch port quarter causing stern to sheer to starboard (bow to port).
Therefore starboard helm may be required. Keep close inside to apex of bent.

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15/08/2023 Notes for Ship Masters Class 1

Constant Radius Turns: Cannot be achieved unless the vessel is fitted with a good Rate of Turn
Meter and a Doppler Log or similar ground reference speed log.
The calculation of the turn is based on, Speed over ground
Rate of Turn (°/min) =
Radius of Turn
e.g. For a constant radius of 1n.m., the ROT will equal the speed  16 knots / 1 n.m. = 16°/min.
Whereas if the radius of turn is 0.5n.m., then the ROT will double  16 knots / 0.5n.m. = 32°/min.
When planning a constant ROT manoeuvre, allowances (through experience) must be made for inertia
of the vessel and wind & tide effects.
Damaged ShipHandling
See extract from Peril at Sea and Salvage regarding effects of wind, current, engines & rudder on damaged ship.
See also Danton’s

Definitions
Advance: Distance travelled by the centre of gravity along the original course.
Drift Angle: Is the angle between the ship’s fore/aft line and the tangent to the turning circle.
Tactical Diameter: Is the transfer for 180°.
Transfer: Distance travelled by the centre of gravity measured from the original track to the point
where the vessel has altered course by 90°.

27
15/08/2023 Notes for Ship Masters Class 1

Compass Compensation & Magnetism

A ship shall not be taken to sea unless the ship is equipped with compasses and has been properly
adjusted in accordance with the regulations and orders. Nav Act section 233.
The Ship’s Magnetic Field – Permanent & Induced Fields
Permanent fields are found by averaging, this is the field that needs to be removed.
Ship’s Permanent Magnetic Forces – P, Q & R
Total permanent field = the vector sum of The permanent F&A component P
+ The permanent Athwartships component Q
+ The permanent Vertical component R
Note, Also,
P is positive when acting forward, Deviation due to P is maximum on E/W headings &
zero on N/S
Q is positive when acting to starboard & Deviation due to Q is maximum on N/S heading &
zero on E/W headings.
R is positive when acting vertically down. As for Q, but depends which way vessel is heeling

The Rods
A rod is purely a mathematical device but its effect can be considered as that of a soft-iron rod of
infinite length but without thickness, this means that it cannot be magnetised except through its
length. Hence the effect of any rod can be duplicated by soft iron, eg. Flinders bar (c rod) & spheres (a
& e rods). The effects of a rod will change with the magnetic head.
Fields produced by Rods,
Rods Produces
a.H, b.H, c.Z - Horizontal field H is the horizontal rod & Z is the vertical rod of the
d.H, e.H, f.Z - Horizontal field Earth’s magnetic field.
g.H, h.H, k.Z - Vertical field NOTE: Rods a, c, e & k will affect binnacle more.
See extract The Ships Induced Magnetism for more

Coefficients
Coefficient A – same on all headings
Is usually caused by the miss-calculation of azimuths or by physical miss-alignments rather than
magnetic effects or unsymmetrical arrangements of horizontal soft iron.
Coefficient B (Bp + Bi) – max E/W
Results from the F & A permanent magnetic field (P) across the compass and a resultant
unsymmetrical vertical induced effect (c rod) forward or aft of the compass. The former is corrected
by the use of F & A (B) permanent magnets, and the later is corrected by the use of Flinders Bar F or
A of the compass.
Coefficient C – max N/S
Results from athwartships permanent magnetic field (Q) across the compass and a resultant
unsymmetrical vertical induced effect athwartships of the compass. The form is corrected by the use
of athwartship C magnets and the latter by use of Flinders bar to P or S of the compass. The vertical
induced effect is very rare and C is normally corrected by the C magnets only.
Coefficient D – max on quadrantal courses
Is due only to induction in the symmetrical arrangements of horizontal soft iron, and requires
correction by spheres, generally athwartships of the compass. (a & e rods).

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15/08/2023 Notes for Ship Masters Class 1

Coefficient E
E error of appreciable magnitude is rare, since it is caused by induction in the unsymmetrical
arrangement of horizontal soft iron. When this error is appreciable it may be corrected by slewing the
spheres. (d & b rod7s).
Coefficient J
Result of both permanent and induced magnetism created when the vessel is rolling. Is the change of
deviation for a heel of 1° while the vessel is on compass heading 000°. Is initially corrected while the
vessel is alongside, but is corrected while the vessel is at sea as the magnetic changes.
Summary of Coefficients
Co- Type of Effect of Effected by change
Cause Corrected by
Efficient Deviation Course Change of Latitude
Human error in calculations
Check methods &
Physical; compass, gyro,
calculations
A pelorus alignment Constant None No
Check alignments
Magnetic; unsymm arrange of
horiz soft iron; d & b rods
i) Force P (F&A perm field) Semi-circular i) F&A B magnets
B ii) force cZ (induced unsy vert) Max E/W
Sin Yes
ii) Flinders bar (F or A)
i) Force Q (Athwart perm) Semi-circular i) Athwartships C magnets
C ii) force fZ (induced unsy P/S) Max N/S
Cos Yes
ii) Flinders bar (P or S)
i) aH.cos (induced horiz sym Quadrantal
D ii) eH.sin in all soft iron) Max NE.SE…
Sin2 No Spheres
d & b rods (induced unsymm Quadrantal
E horiz in all soft iron) Max N.E.S.W
Cos2 No Spheres
Vertical Magnets (only
i) Force R Semi-circular Yes – heeling magnets
Cos corrector that corrects for
J ii) force kZ Max N/S-roll
(rolling)
should be readjusted
both permanent & induced
iii) force eZ Max E/W-pitch for latitude changes.
effects)
Compensating the Compass
 = A+ B.sin + C.sin + D.sin2 + E.cos2 + Ji.sin
b&d Bp = force P Cp = force Q a & e rods b & d rods Force R
rods Bi = c rod k rod
The principle is to compensate like with like. Compensate permanent magnetism with permanent
magnets, compensate induced rod like magnetism with soft iron.
Reasons for correcting compass,
 It is easier to use a magnetic compass if deviations are small
 Even known and compensated for deviation introduces error because the compass operates sluggishly and unsteadily
when deviation is present
 Even though the deviations are compensated for, they will be subject to appreciable change as a function of heel and
magnetic latitude
 A correctly adjusted compass is required by law (MO21), without one a ship is considered unseaworthy.
The ship’s compass should be adjusted,
 When deviations become excessive (more than 5°)
 When the difference between the steering & standard compasses exceed 5°
 May need adjustment after grounding or extended lay up (3 months or so) or after structural alterations
 After carrying magnetic cargo (e.g. pig iron)
 A surveyor may direct a Master to have the compass adjusted if no compass error book has been kept, the deviation is
excessive, no compass adjustment certificate is available or if the surveyor believes that the compass is unreliable.
The master may adjust a compass if a licensed compass adjuster is not available (ie. At sea)
Procedure,
Alongside Tests and Adjustments.
 Take compass bowl to a place free from all magnetic influences except the earth’s magnetic field for tests of moment
and sensibility. These tests involve measurements of the time of vibration and the ability of the compass card to return
to a consistent reading after deflection. These tests will indicate the condition of the pivot, jewel and the magnetic
strength of the compass needles. (also balance VFI and note position of weight – see Heeling Error)
 Check soft iron for residual magnetism. Move spheres as close to compass bowl as possible and slowly rotate – any
appreciable deflection (2°) of the compass needles from this indicate residual magnetism. To check Flinders bar, it is
preferable to have the ship on E/W heading. Note compass heading, invert Flinders bar and again note heading. Any
appreciable difference will indicate residual magnetism. Residual magnetism is removed by annealing.

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15/08/2023 Notes for Ship Masters Class 1

 Check alignment of lubber line, gyro repeaters, and pelorus with F&A line.
 Adjust Flinders bar. (in order of preference) Use deviation data obtained at 2 different magnetic latitudes to calculate
the proper length of Flinders bar (see ‘split B problem’); set Flinders bar length by using a length determined by others
ships of similar structure or study the arrangements of masts, stacks and other vertical structures and estimate the length
required.
 Place the spheres in position as indicated by the previous deviation table, or if a swing has never been done, place
spheres at the mid-point of the bracket arms.
 Adjust for heeling error, use VFI. Later adjust for heeling error at sea.

At Sea
 Vessel to be in normal sea going condition – cranes secured etc.
 Vessel on even keel, swinging from heading to heading slowly and steadying on each heading for at least 2 minutes.
 Compare magnetic heading and gyro heading (or take azimuths of sun)
 Determine coefficients using ‘goon sheet’ (see below)
 While on appropriate heading, place magnets accordingly to correct for coefficients B, C & D (in any order). Cannot
correct for A & E, state this.
 Final swing, note deviation remaining in compass.
 Make up deviation card.
The ‘Goon Sheet’ Due to force
Due to force Due to a & e
P, also c rod
Q rods.
& z field
A B C D E Using the ‘Goon’ Sheet
Swing compass & note
N deviations in ‘white’
NE boxes for each heading,
 Reverse sign as indicated
E by  symbol. Add up
SE  columns & find the
S  average. These averages
are the coefficients that
SW need to be removed.
W   See example below.
NW 

Sum
Divide by 8 2 2 4 4
Co-efficient

Example
After initial swing, coefficients were found as follows (abbreviated form),
A B C D E
Sum +11° +5° +22° -6° -3°
Divide by 8 2 2 4 4
Co-Efficient +1.375 +2.5 +11 -1.5 -0.75
Rounded off +1 +3 +11 -2 -1
Remove Co-ef B = +3°
Place ship on E/W, adjust F&A magnets to cause 3° deflection – raise or lower current magnets closer
to bowl or add/remove magnets.
Remove Co-ef C = +11°
Place ship on N/S, adjust athwartships magnets to cause 11° deflection – raise or lower current
magnets closer to bowl or add/remove magnets.
Remove Co-ef D = -2°
Place ship on quadrantal course, adjust spheres one at a time to cause –2° deflection.
Heeling Error (Co-efficient J)
By using a Vertical Field Instrument (VFI) it is possible to determine the vertical magnetism at the
compass bowl. A VFI is used to compare magnetic fields, the procedure is as follows;
1. While alongside, balance the VFI in earth’s magnetic field (clear of all magnetic influences), and note position of
moveable weight.
2. Place the VFI in compass bowl and adjust the heeling magnets until the VFI is balanced (with the moveable weight in
the same position as found in 1).

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15/08/2023 Notes for Ship Masters Class 1

Note: Ships compasses are generally shielded, to some extent, from the earth’s magnetic field, so it is
usual to move the weight closer to the pivot to allow for this reduced field at the compass bowl.
Generally, the ship multiplier is between 0.5 & 1.0. i.e. multiply distance found in 1 by the ship
multiplier to find the new (reduced) distance from pivot point.
The VFI is only for initial compensation, to fully compensate for heeling error it must be done at sea.
This is done with the vessel on a N/S course and rolling. Adjust the heeling magnets until the
oscillations are reduced to an average minimum. Adjust as necessary as the latitude changes.
Deviation Card
Description of
No. & Size Location
Correctors
F&A Magnets: 6 Slots 1,2,5,6,9,10
Ath’ships Magnets: 7 1,3,4,7,8
Flinders Bar: Length: 19cm Diametre: 1cm
Quad Correctors: Diametre: 12cm Distance: 15cm
Vertical Magnets: Number: 3 x 5cm Position: 9th link on
Red/Blue up bucket chain

The Split B Problem

The objective of the split B problem is to evaluate Bp & Bi as separate entities and thus compensate
for each individually. To accomplish this it is necessary to determine the value of B T at 2 different
locations with substantially different values of H & Z. (Earth’s Horizontal & Vertical fields)
Coefficient B results from 2 causes,
 Bp due to force P, should be compensated using F&A magnets,
 Bi due to the c rod, should be compensated using  c rod i.e. Flinders bar for’d or aft of compass.
Total value of BT = Bp + Bi
First adjustment is to reduce BT1 to zero at first swing.
 = A+ B.sin + C.sin + D.sin2 + E.cos2 + Jicos
B&d Bp = force P Cp = force Q a & e rods b & d rods Force R
rods Bi = c rod k rod
To find coefficients of BT = Bp + Bi
The magic formula Bi2 = (H1/H2 * BT1) – BT2
Z1/Z2 – 1
H & Z come from charts.
Example.
A ship leaves Newcastle, H=19T & Z= -59T. The compass has been corrected and Coef-B < 1°.
The ship then sails to Vancouver where H=19T & Z= +54T.
A swing here reveals Coef-B = +15°. Describe how correctors would be placed to reduce Coef-B to
near zero in all latitudes.
Calculate value of BP & Bi at Vancouver by using the ‘magic formula’.
(19/19 * 0) – 15
Bi2 =
-59/54 – 1
Bi2 = 7.2°
Therefore BP2 = BT2 – Bi2 = 15 – 7.2 = +7.8°  +8°
Therefore Bi2 = +7°
Bi: Therefore, Flinders bar must be placed to remove +7° (create –7°), Flinders bar is blue (c
rod) on easterly heading, place sufficient Flinders bar to cause 7° deflection.
BP: Likewise F&A magnets must be placed to remove +8° (create –8°).
Keep ship on easterly heading and place enough F&A magnets to cause 8° deflection.

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15/08/2023 Notes for Ship Masters Class 1

How much Flinders Bar?

3 options
1. Use same amount that a sister ship may have
2. Calculate amount (tables are available but have not heard of them being used much)
3. Guess! Induced B was in the past due to the funnel top being at around the same level as the
compass, similar structures on a ship today will affect the compass. Example – derricks or cranes,
wire stays or wire aerials near the compass.
Definitions
Annealing: To remove residual magnetism in soft iron (eg spheres or Flinders bar), annealing is done. This
involves heating iron to dull red and then allowing to cool slowly.
Coercivity: The amount of reverse current needed to be applied to remove the remnance of magnetism. Hard
iron has high coercivity, soft iron has low coercivity.
Compass Error: Is the sum of Variation and Deviation, ie. Difference between True North and Compass North.
Deviation: Is the angle between Magnetic North and Compass North. East +ve, West –ve.
Effect of Latitude (Bowditch p 217): The directive force (horizontal component) of the Earth’s field decreases
towards the Magnetic poles. This results in decreasing stability until the magnetic compass is useless for
navigation. In general, the stability of the magnetic compass can be considered (in the Northern hemisphere) 
Reduced 55°-70°N  Erratic 60°-75°N & Useless 65°-80°N. This depends on Longitude, as magnetic pole
does not occur at the geographical pole.
Induced Magnetism: Exists only when the material is under the influence of an external field.
Lines of Force: Represent directions of magnetic force. Lines of force enter at the South Pole (Blue) and leave
at the North Pole (Red).
Magnetic Dip (Inclination): Is the vertical angle between the horizontal at any point and a line of force through
that point. Therefore Magnetic equator has zero dip, north hemisphere north of Magnetic equator has +ve dip
(down).
Permanent Magnetism: Is retained for long periods of time without appreciable reduction.
Remnence or Retentivity: A ferromagnetic substance that retains much of its magnetism in the absence of an
external field is said to have high remnance or retentivity (eg permanent magnets).
Residual Deviation: Magnetism that remains after the compass is adjusted.
Residual Magnetism: That which remains after the magnetising force is removed.
Soft Iron: Has low remnance.
Variation: Is the angle between the Geographic and Magnetic Meridians.

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15/08/2023 Notes for Ship Masters Class 1

Anchoring
Northwest Sandpiper
Anchor Type: AC14 Stockless Bower Anchor 17t
Cable: 117mm diameter grade (extra special steel)
14 Shackles (385m) Port & Starboard
Amount of Cable to Use
Type of Cable
Forged Steel: 28D e.g. Depth of water 25m = 140m of cable (5 shackles at WL)
22
Special Steel: 39D e.g. Depth of water 25m = 195m of cable (7 shackles at WL)
Wrought Iron: 25D e.g. Depth of water 25m = 125m of cable (5 shackles in the pipe)
Other considerations when deciding length of cable,
 Nature of holding ground  Strength of wind or stream predicted
 Amount of swinging room  Duration of stay at anchor
 Exposure to bad weather  Type of anchor and cable
Single Anchor
Use the weather anchor to avoid nipping cable around stem, consider the possibility of needing
second anchor. Consider possibility that weather conditions may change, i.e. if wind is predicted to
veer, it is best to use Port anchor and drop Starboard anchor as vessel swings to veering wind.
Dropping Anchor
S M Cy Si St G P Cb R Co Sh S/M fS.M.Sh Wd
Mixed
Sand Mud Clay Silt Stones Gravel Pebbles Cobbles Rock Coral Shells 2 layers Weed
bottom
f m c bk sy so sf v ca h
Fine Medium Coarse Broken Sticky Soft Stiff Volcanic Calcerous Hard

In wind approach, head to wind – drop weather anchor.

In tideway, stem tide.
If stemming tide and wind on beam, let go leeward anchor, as bow will swing to wind therefore
leaving lee anchor clear of stem.
If wind is forecast to back, use port anchor. If wind is forecast to veer – use starboard anchor.
Clearing a Foul Hawse
Must be all ready to start as soon as vessel has swung to new position after tide changes, otherwise the
sleeping cable may quickly become the riding cable. See Danton’s.
Emergency Use of Anchor See handout – Use of anchors in an emergency.

“Never do damage with an anchor at your bow, if you are able to use it.” Today the anchor cable and
windlass of modern large vessels must be regarded as a fragile arrangement. As ships have increased
in size, anchors have become proportionately lighter and the cable shorter – anchors on large ships
just don’t have the stopping power that they have on smaller vessels and there is a real risk of the
anchor gear getting carried away. The best method if proceeding at slow speed and emergency
anchoring is required is to let go both anchor until they get an effective grip and then alternately
checking and veering until the vessel’s way is reduced.
Going to Anchor after a Long Sea Passage – what do you check?
Check steering23, test engines, inspect anchor & cable (check Kenter link spile pins where possible),
study chart for best anchoring position (type of bottom, depth of water), determine tides, check
weather forecast, prevailing winds, & currents. Check carefully for submarine cables & obstructions.

22
NW Ships
23
Manual steering should be checked at least once per watch.

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15/08/2023 Notes for Ship Masters Class 1

Communications
Distress Communications
MF/HF DSC Distress & Urgency Procedures
Vessel in distress
Once a DSC alert has been transmitted, the station in distress should then change to the
radiotelephone (RT) distress frequency for the band in use (eg. DSC on 2187.6kHz, change to
2182kHz) and send a voice MAYDAY message after a brief pause to allow other stations to receive
the DSC alert. Do not wait for acknowledgement by other stations on the DSC channel.
DSC Acknowledgement of a DSC distress alert is normally made by coast stations only.
Vessel Receiving DSC Distress Alert
Immediately listen on the associated RT distress frequency for the voice MAYDAY message.
A DSC acknowledgement should only be sent if attempts to contact the vessel in distress via RT have
failed, and the vessel in distress continues to send distress alerts via DSC.
Ships receiving a distress relay call transmitted by a coast station which are definitely in a position to
provide assistance should acknowledge the receipt of the call by RT on the appropriate distress
frequency.
HF DSC is used primarily for long rang ship to shore alerting. If no distress traffic is heard after
receiving a HF DSC alert on the band in use then the ship should tune the HF radio to the distress
frequency in another band. If no distress traffic can be heard between the ship in distress and a coast
station and no DSC acknowledgement message is received from another ship or coast station within 5
minutes, then the ship receiving a HF DSC distress alert should transmit a HF DSC distress alert relay
message addressed to the nearest DSC equipped coast station on the same frequency of the original
DSC distress alert. The nearest MRCC must be informed by whichever means are available. Do not
send a DSC distress alert Relay message to ALL SHIPS.
International Code of Signals
Chapter 1 – Signalling Instructions
Single letter codes are allocated to urgent, import or messages of very common use.
Methods of signalling – flag, flashing light or sound signalling (Morse), voice over loud hailer,
radiotelephony, radiotelegraphy, signalling by hand flags or arms (semaphore or Morse).
Procedure for flag signalling – Only 1 hoist to be shown at a time, each hoist should be kept flying
until it has been answered by the receiving station (answering pennant). If no identity signal hoisted,
then signal is addressed to all stations. When the transmitting station has finished its signal, the
answering pennant should be hoisted to indicate that the signal is complete.
Chapter 2 – General Signal Codes
Chapter 3 – Medical Signal Code
Codes for general information, description of patient, previous health, localisation of symptoms,
disease or injuries, general symptoms, particular symptoms, progress reporting, diagnosis, treatment
& regions of the body
Chapter 4 – Distress & Lifesaving Signals & Radiotelephone Procedures
Index to Codes

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15/08/2023 Notes for Ship Masters Class 1

Cargo Handling
Considerations for Loading
 Dust. Personal health (occupational lung diseases), radioactive, maintenance. Pollution problem
due to wind.
Ores  Density. Stresses – high concentration of cargo on small area. Cargo ride, violent motion due to
large GM with very dense cargoes.
BC Code
 Stability of stack. Repose/ slide angles.
MO34  Stresses. Structural bending (due to distribution of cargo throughout ship), localised stresses (from
density), sheering (alternate loading to overcome cargo ride), torsional.
 Thermal. Pelletised cargoes – now require certificate of temperature.
 Dust. Metallic dust (e.g. Zn, Pb, Cd), problems for pregnancy
 Density, stresses as above.
Concentrates  Moisture. TML (liquefaction) – flow, thisotropic. Stability problems. TML (transportable moisture
Partially refined limit = 90% FMP), FMP (flow moisture point – amount of moisture required to make a material
ores flow when exposed to vibration)
 Heating, exothermic, gases (flammable), made worse by moisture.
 Free Surface.
 Spontaneous combustion. Eliminate sources of ignition (remove fuses from light fittings etc),
surface ventilation to remove CH4 build-up, heat sink, preferable load coal in large lumps (to
reduce surface area), intrinsically safe ventilation, monitor temperatures.
 Different categories. A – history of shipment without problems of heat and methane generation. B
Coal – coal that is known to emit methane. C – coal that is known to spontaneous heating. D – coal that
is know to emit methane & spontaneous heating.
 If cargo temperature exceeds 55°C & is increasing rapidly, potential fire may be developing.
Cargo space should be completely closed down & all ventilation ceased. Master should seek
expert advice immediately & should consider making for the nearest suitable port of refuge. Water
not to be used for cooling the material or for fire fighting but may be used for boundary cooling.
 Foodstuff – must be kept clean, no taint/ residues/ stains/ loose rust. Keep dry (hatch covers must
be watertight. Free of infestation (beetles, vermin, weevils).
Grain  Shipping authority inspection (AMSA), trade agriculture board and quarantine.
 Dust – fine, porous, flammable mixtures – highly explosive. Generates static charge. Health
International
hazards – grain dust + pesticides + fungus = bad for you.
Grain Code
 Moisture – swelling, germination (malted grain), fermentation (dead grain).
MO 33  Free surface – angle of repose 12°, compresses about 8% (start voyage with full cargo, finish with
slack tank unless precautions taken e.g. overstowing to allow for compression and bundling).
 All lighting in a grain filled compartment must be electrically isolated.
 Loose or packaged. Must be carried according to appropriate rules – IMO code of practice for the
carriage of deck cargo, Loadline convention + any current Marine Notices. There is no marine
order on the carriage of timber.
 Timber is a volume cargo. Must be stowed securely, not overhang ships side. Frequent tensioning
of lashings during voyage will be required. Must also allow for easy release of cargo in bad
weather. Must also allow access to working parts of the ship and not obstruct vision from bridge.
Timber Deck  Stability. Considerations – loss of cargo overboard or shift of cargo, reduced freeboard due to
loading to Timber Load Draft, absorption allowance (asymmetric increase in mass due to
Cargo
weather), reduced GM due to cargo on deck, excessive tenderness made worse due to fuel
consumption. Stability calculations must be very rigorously done, worst possible condition
identified. Proper fuel usage must be adhered to – lock down fuel transfer valves if necessary, GM
calculated daily based on tank soundings, close watch kept on list (puts strain on lashings), use
weather routing service. Allow 10 to 15% as a safety factor for mass increase due to absorption,
keep all FSC to an absolute minimum.
 At least 48hrs notice to be given before commencing to a timber deck cargo in Australia
 Ship must pass quarantine, AMSA and veterinary inspections.
 Must consider stability, wind heeling levers, and water and fodder consumption. Vessel must not
be too stiff or tender.
Livestock  Live stock must have shelter, food, water, comfort (animals distress very quickly), medical
attention, sanitation.
MO 43  Fodder – dangerous to load due to static & dust, risk of silo explosion.
 Water – consumption will increase with rise in temperature.
 Excrement – urine corrosion, holding tanks for in port.
 Mortality – should be about 2% for lift. Method of putting down & disposal.

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15/08/2023 Notes for Ship Masters Class 1

 Must notify AMSA if loading any single item of more than 100t.
Heavy Lifts  Prepare vessel prior to lift – ballast, no FSC, systems check, increase in draft due to lift.
 Carriage – check lashings daily, tension lashings properly.
 Notice must be given to AMSA & the Master (or shipper) not less than 48 hours before the goods
are to be loaded.
 Dangerous goods are not be loaded until the Master has received notice of the intention to load
dangerous goods. The Master may appoint a person to receive notices, but all notices are to be
Dangerous given to the Master or a responsible officer before the ship sails.
 The Master of a ships should give notice to AMSA of any DG’s that are to remain onboard during
Goods port time, the intention to unload DG’s at that port, the intention to unload and reload DG’s at that
port and the intention to load DG’s at that port.
 Must be available for inspection in a ship a special list, manifest or detailed stowage plan setting
out before commencement of loading of DG cargo, the intended location onboard and not later
than the time of getting underway, the location of each of the DG’s onboard.
Oil/ Chemical 
Cargoes
Refrigerated  Heat evolution due to ripening process.
 Quarantine issues. To achieve phyto-sanitary requirements, temperature record must be shown to
Cargoes
prove that cargo remained at controlled temperature – this will kill pests.
Main cause for loss/damage of cargo is through contamination (78%).
Application of Lashing – Rule of thumb for stowing cargoes with a tendency to shift during voyage is
that the sum of the minimum breaking loads (usually SWL instead) of all the lashings should not be
less than twice the static weight of the item of cargo to be secured. (See handout) When lashing
general items (other than container), all gaps should be removed to give a nice tight stow. Watch for
damage to cargo when using chains or wire lashings. When lashing vehicles, have to take vehicle off
its shock absorbers as this will allow the vehicle to move in a seaway.
Notice of Intention to ship cargo – At least 48hrs notice to be given to AMSA if loading
 Any single item of more than 100t
 Any large item that will project over the ships side
 Containers on deck more than 1 high for a ship not specifically designed and fitted for the carriage of containers on
deck.

International Maritime Dangerous Goods Code (IMDG)

Volume I general Index, numerical index
Volume II Classes 1, 2, 3
Volume III Classes 4, 5
Volume IV Classes 6, 7, 8, 9
IMDG supplement – MFAG, EmS, BC code, reporting procedures, packing cargo transport units, use
of pesticides in ships, carriage of nuclear materials (INF Code)
The IMDG Code lays down basic principles & recommendations for individual substances and
recommendations for good practice for each class of DGs. The IMDG Code also sets out segregation
requirements between classes of DGs and where they can/ can’t be stowed (on deck/ under deck).
The general index of DG includes, (example)
Substance or IMDG Code Packaging Subsidiary MFAG Table
UN No. Class EmS No.
Article page Group Risk Label(s) No.
FORMIC
8177 1779 8 II - 8-05 700
ACID
Underlined EmS nos. indicate those substances for which the recommendations vary from the group
schedule; such variations are specified under each EmS.
The numerical index has been compiled to enable users who UN No. …9
know the UN no. of a given substance to find the
24 8177 IMDG Code Page No.
corresponding page in the IMDG code, EmS and MFAG table. 177 . 8-05 EmS No.
Example  700 MFAG table no.

24
The UN number for Methane (LNG) is 1972

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15/08/2023 Notes for Ship Masters Class 1

For each cargo IMDG code gives; proper name, UN number, chemical formula, Class number,
subsidiary risk label of class, properties, observations, packing, stowage and packing, stowage &
segregation.
Grain Cargoes (MO 33)
Applies to vessels loading, stowing and carriage of grain in bulk but does not apply to vessels
carrying bagged grain or grain wholly in freight containers. A ship may be exempt from complying to
the stability requirements of MO33 while on passage between ports in Spencer Gulf, St Vincent’s
Gulf or within Port Phillip.
Notice required by the owner, master or agent,
 Intention to load grain in bulk in Australia must give notice.
 Intention to discharge part of a cargo.
 Intention to proceed to another port with a partial cargo.
Inspections
A surveyor may make inspections as considered necessary, examine the ship’s grain loading
documents and data to ascertain whether the laden ship with grain will comply with MO33. For partial
discharge, the surveyor may make inspection prior to the ship proceeding to sea to ascertain whether
the grain has been unloaded in accordance with the grain discharge plan.
Documents normally consist of – document of authorisation, approved grain stability data, approved
stability information, proposed loading plan, grain stability calculations, shear force and bending
moment calculations.
Grain Laden Stability Calculation – the master must demonstrate by calculation to a surveyor that
following a proposed loading the ship will comply with the stability criteria at all stages of the
intended voyage, from first port of loading to last port of discharge.
Document of Authorisation – statement that ship is capable of complying with Grain Code, issuing
authority to have approved loading arrangements, include details of hatch securing arrangements &
trimming requirements. A surveyor will examine the proposed grain loading arrangements & stability
condition of the ship to ascertain that necessary compliance prior to issuing a Document of
Authorisation.
Sheltered Water Exemptions – ships that are sailing within sheltered waters as defined by MO33 must
comply with the provisions of appendix 1.
Solid Bulk Cargoes (MO34) – BC Code (IMDG)
Information for Master
The shipper must provide the master with details specified by the BC code, including the stowage
factor, angle of repose, trimming procedures, likelihood of shifting, TML, toxic & flammable gases
generated by the cargo, chemical hazards; such as flammability, propensity to deplete oxygen, toxicity
and corrosiveness, & if the cargo has a tendency to self heat.
A person must not take or send to sea a vessel with a solid bulk cargo having a moisture content in
excess of the TML for that cargo.
General precautions
To prevent the structure being over-stressed, when loading a high density cargo having a SF of about
0.56m3/t or lower. A general cargo ship is constructed to carry materials of about 1.39 to 1.67m 3/t,
because of the high density of some cargoes it is possible, by improper load distribution, to highly
stress the structure. Masters should be guided by information contained in the stability booklet to
enable him to arrange the loading of the ship to not over-stress the structure. When detailed
information is not available, recommendations are given in the BC code
To aid stability, in general high density cargoes should be loaded into the lower hold spaces, rather
than the ‘tween deck spaces. Careful evaluation should be made of the consequences of sailing with
an excessively high GM with consequential violent movement in a seaway.
Before loading, cargo spaces should be inspected and prepared for the particular material. The master
should ensure that bilge lines, sounding pipes and other service lines within the cargo hold are in good
order.

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15/08/2023 Notes for Ship Masters Class 1

Because of the high velocity at which some high density cargoes are loaded, special care may be
necessary to protect cargo space fittings from damage. For this reason it is also prudent to sound
spaces after the completion of loading.
Cargo should be trimmed reasonably level to minimise the risk of cargo shifting.
Liquefied Gases (MO17) – IGC Code
Purpose of the code is to provide an international standard for the safe carriage by sea in bulk of
liquefied gases by prescribing the design and construction standards of ships and the equipment they
should carry. Applies to ships regardless of their size engaged in the carriage of liquefied gases having
a vapour pressure of 2.8 bar absolute at a temperature of 37.8°c when carried in bulk.
Type 1G Ship: Products that require maximum preventative measures to preclude the escape of cargo.
Type 2G Ship: Products that require significant preventative measure to preclude the escape of cargo.
Type 2PG Ship: A ship of 150m length or less intended to transport products which require significant
measures to preclude the escape of cargo, and where the products are carried in independent type C
tanks designed for MARVS of at least 7 bar gauge with cargo containment system design temperature
of –55°C or above.
Type 3G Ship: Products that require moderate preventative measures to preclude the escape of cargo.
The carriage of LNG (Methane) requires a ship type 2G with flammable vapour detection & an
indirect or closed gauging system. MFAG # 620.
Containers (MO44)
Convention Container –a container of a size such that the area CSC Safety Approval Plate
enclosed by its 4 outer bottom corners is either, at least 14 2m or 72m  Country of approval & ref no.
if fitted with top corner fittings, does not contain an offshore  Date of manufacture
 ID no.
container.  Max gross weight
Non-Convention Container –a container of a size such that the area  Allowable stacking weight
 Wracking strength
enclosed by the 4 outer bottom corners is either, less that 14 square  First maintenance
metres or, less that 7 square metres if it is fitted with top corner examination date
fittings, but does not include an offshore container.
Offshore Container – a portable unit specially designed for repeated use in the transport of goods,
from or between fixed and/or floating offshore installations, including portable tanks of DGs etc.
Maintenance of Containers – the owner is responsible for maintaining container in a safe condition.
Examination of Containers – the owner must arrange for a container to be examined. Initially, not
later than 5 years after date of manufacture, then at intervals not exceeding 30 months or in
accordance with an approved continuous examination program.
Markings of Containers
 Date of initial examination, marked on its safety approval plate.
 Date of subsequent examinations on safety approval plate.
 A container in respect of which there is an Approved Continuous Examination Program must be
marked with ‘ACEP (AUS)’
 ‘CSC Safety Approval’ (in the case of a Safety Approval Plate) or ‘C of A Approval’ (in the case
of an Approval Plate) must be marked.
Containers not to be loaded OR unloaded if,
 The person has reason to believe that the container is an unsafe container
 Container does not have a valid Safety Approval Plate
 The date on the Safety Approval Plate has expired
 No date on the Safety Approval Plate and the letters ACEP and the letters of an approving government are not marked
on or near the Safety Approval Plate.
 The mass of the container exceeds the maximum operating gross mass of the container.
A surveyor may authorise loading or unloading if the surveyor considers it reasonable to do so,
subject to such conditions as the surveyor specifies.
Full Container Load (FCL): Containers packed ashore by freight forwarder. Occurrences of
undisclosed dangerous goods have been packed into containers in this way.

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15/08/2023 Notes for Ship Masters Class 1

Loadline Problem
Constraints that determine how much can be loaded – fuel/stores etc. onboard, water ballast, season,
Loadline zone, draft restrictions. Details of loadline zone can be found on routing charts, NP Ocean
Passages of the World & also in the Nav Act.
Example
@ summer draft 9337t
Vessel deadweight:
@ winter draft 9055t
Daily Fuel Consumption: 25t/day
500t bunkers loaded @ Cape Town. Will stop at Los Palmas – 18 days steaming. Loads 253t cargo +
150t bunkers. Las Palmas to UK – 7 days steaming.
Method of Excess Limiting Factor Method
Action Bunkers Cargo DWT Excess Note Limiting factor is the DWT to cross Winter Zone
Leave Cape Town 550t 8787t 9337t 1 Maximum DWT to cross Winter Zone 9055t
18 days to Las Palmas -450t Steaming time from Las Palmas (2 days) +50t
Arrive Las Palmas 100t 8787t 8887t DWT leaving Las Palmas 9105t
Load @ Las Palmas +150t 253t Bunkers (150t) & Cargo (253t) @ Las Palmas -403t
Depart Las Palmas 250t 9040t 9290t DWT @ Las Palmas 8702t
2 Days to Winter Zone -50t Bunkers used Cape Town to Las Palmas +450t
Arrive Winter Zone 200t 9040t 9240t 185t 2 DWT leaving Cape Town 9152t
 Cargo to load at Cape Town 8787t Bunkers loaded @ Cape Town -550t
Excess on board at Winter Zone 185t Cargo on board leaving Cape Town 8602t
 Maximum cargo loaded at Cape Town 8602t

Stresses in Cargo Gear

When 2 cranes are used in tandem (or derricks in union purchase), when the angle between the cargo
runners is 120° or greater, the stress in the runners will exceed the weight of the lift thereby losing the
advantage in using 2 cranes.
Example. A lift of 20t is to be discharged from a vessel, it is decided to use 2 cranes of 15t SWL each.
The angle between the runners is sensitive to the length of runner. Too short and as the crane heads
move apart the angle will quickly increase, too long that and the lift may be unmanageable but the
angle will increase more slowly as the crane heads move apart.
Length of wire from Distance between Crane Heads
crane head to lift 0.5m 1.0m 1.5m 2.0m 2.5m 3.0m
1m 11.2t @ 54° 14.1t @ 90° 18.0t @ 113° 22.4t @ 127° 26.9t @ 136° 31.6t @ 144°
2m 10.3t @ 28° 11.2t @ 54° 12.5t @ 74° 14.1t @ 90° 16.0t @ 103° 18.0t @ 113°
4m 10.1t @ 14° 10.3t @ 28° 10.7t @ 42° 11.2t @ 54° 11.8t @ 62° 12.5t @ 74°

The above results were found by similar triangles and trigonometry. It can be easily seen that as the
crane heads moved apart, the lift using a 4m length of wire produced the least stress in the cargo
runners, whereas a length of 1m quickly produced stresses in excess of the SWL of the cranes.
Cargo Definitions
Threshold Limit Value (TLV): Highest concentration of a substance ‘believed’ to be harmless and
unobjectionable to most humans when continuously exposed for an 8 hour day, 5 days a week over a
long period. Also TLV-TWA (Time Weighted Average)
Threshold Limit Value – Short Term Exposure Limit (TLV-STEL): Concentration that a worker
can be exposed for a short period of time without suffering any chronic or irreversible tissue damage.

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15/08/2023 Notes for Ship Masters Class 1

Draft Surveys
Not used for liquid cargoes, only with dry bulk cargoes. Must measure like with like. Can never truly
compare terminal figures with ships figures as each has been measured by a different method.
Method
Preconditions: Ensure that no cargo is being loaded/discharged, no bunkering or freshwater
operations taking place, vessel is upright, must have positive forward draught (i.e. draft marks are
immersed), ideally it should be slack water (squat) and preferably no storing going on.
a) Read Fore & Aft drafts.
Use boat/ launch if possible. Read both sides and take average.
Correct to perpendiculars
b) Read Midships drafts
Correction = distance of drafts from midships * (trim @ perpendiculars/LBP)
c) Heel Correction = 6 * (T1 – T2) * (D1 – D2)
T1 = TPC for deepest midships draft (D1)
T2 = TPC for shallowest midships draft (D2)
d) MEAN DRAFT = For’d draft + Aft draft + (6 * Midships draft)  Corrected to perpendiculars25
8
e) Trim Correction 26
<1 Trim Correction>
st
< 2nd Trim Correction>
D= TPC * dc * (Trim * 100) + 50 * DM * (trim)2
LBP dZ LBP
dc = dist Cf from midships. Only applied at light ship draft survey. Important for
very big & very long ships.
DM/dZ = change in trimming moment/ metre of draft.
f) CORRECTED MEAN DRAFT (TMD)
G) Correct for buoyancy
Density – take ASAP after drafts. Keep away from overboard discharges. Apply buoyancy correction only to
hygrometers calibrated “In Vaco”. Do not apply temperature correction (not required).
h) TRUE DRAFT, Now can find true displacement.

Sources of Errors
 Effect of Sea State.
 Effect of any current causing squat and a ‘banking’ effect on one side of the vessel.
 Error due to parallax during reading drafts.
 The draft marks themselves may be in error, painted incorrectly on ships side.
 Incorrectly reading hygrometer, or not getting a representative sounding around ship.
 Personal error
 Mistakes during calculation.
 Other errors due to current condition of the vessel – hogged, sagged, heeled, trimmed, solar bending.

25
The six/eighths formula is used for vessels with a high block coefficient.
26
Corrects to LCF

40
15/08/2023 Notes for Ship Masters Class 1

Cargo Handling Gear (MO32)

Inspection, testing & thorough examination of cargo handling gear
Reporting: within 4 hours (incident alert MO32/5), within 72 hours (incident report 32/6).
Inspection: A careful visual inspection including dismantling to asses the condition of the assembly
for any deformation, distortion, damage, wear, corrosion or any other defect, impairing its operational
reliability.
Thorough examination: Means a detailed visual examination of all separable and non-separable
components and, in the case of wire ropes, of the internal and external parts of the rope.
Maximum permissible load: Normally shall be the SWL. However, may be used to hoist a weight
exceeding SWL (but not more than the proof load) provided;
 SWL < 50t – inspected by responsible person (AMSA), written permission from Master or Owner of crane and AMSA
approved (based on inspection by responsible person).
 SWL 50t+ - The crane must be classed (no NWS cranes are classed), class society must concur with the over loading,
method must be such that the safety of the vessel would not be imperiled by breakage of any part of the equipment + as
for SWL < 50t.
AFTER TESTING, ANY ARTICLE, BLOCK, CRANE OR DERRICK, CHAIN, HOOK ETC. MUST BE
THOROUGHLY EXAMINED FOR PERMANENT DEFORMATION, CRACKS, FLAWS OR DAMAGE. ANY
OVERLOAD LIMIT SWITCHES (ON CRANES) MUST BE RESET.
Items other than wire & fibre roes, nets and slings
Tested and thoroughly examined,
a) Before being put into use for the first time,
b) Following renewal or repair of any stress bearing part, except when the renewal is part of routine maintenance.
c) Tested & thoroughly examined by a responsible person at intervals not exceeding 5 years
Thoroughly examined at intervals not exceeding 12 months by
a) A responsible person in the case of items under survey with a classification society,
b) A competent person (CP) in any other case.
Cranes & Derricks
Proof Load test SWL of Derrick or Crane Proof Load
Must be applied by hoisting moveable weights, a spring balance Not more than 20t SWL x 1.25
can be used following renewal of part or repair. The proof load More than 20t, less than 50t SWL + 5t
More than 50t SWL x 1.1
is to be applied with the derrick boom or crane jib at its
minimum working angle. In the case of a variable length of crane jib, with the jib at maximum and
minimum, and at length approx. midway between maximum and minimum.
Structural Test with movable weights
a) The crane must be swung at slow speed to the extremities of is slewing arc.
Operational Test of Crane
Includes testing of limit switches, by hoisting a load equal to SWL while carrying out all motions
occurring in normal operations. All brakes must be tested.
Structural Test of derrick gear in union purchase
Proof load must be manoeuvred throughout the working range of the gear, rigged over one side of the
ship and hoisted to a level that makes the angle between the runners close to, but not in excess of
120°. And again with the gear rigged over the other side of the ship.
Winches
If a derrick is fitted with a span gear winch, the winch must be tested while the derrick is supporting
the proof load at its lowest working angle by in turn subjecting each sprocket to the resultant load.
Each winch must then be tested with the SWL suspended from the derrick head and placed in the
various positions such that each winch serving the derrick is subjected to loading whilst having the
maximum number working length of rope layers upon its drum.
With a load equal to SWL and the derrick slewed outboard to each side of the ship and amidships, the
brake is tested by lowering the hoist normally for 3m and then braking sharply to bring the load to a
halt. It must then be demonstrated that the brake will hold with the power off.

41
15/08/2023 Notes for Ship Masters Class 1

Blocks, chains, rings, hooks, shackles, swivels, connecting plates, overhauling weights
Single Sheave Block
The block is to be suspended head down by a wire passing around its sheave. A mass equal to 4 times
the SWL is to secured & then lifted from the ground.
Note; if a single sheave pulley block has the weight directly attached to the block instead of to a rope
passing around the sheave the actual load upon the block shall be considered as one half of the load.
Proof Load: Multiple Sheave Blocks Proof Load: Chain & Other articles
SWL of Block Proof Load SWL of Chain or article Proof Load
Not more than 25t SWL x 2 Not more than 25t SWL x 2
More than 25t, less than 160t (SWL x 0.933) + 27t More than 25t (SWL x 1.22) + 20t
More than 160t SWL x 1.1

Lifting beams, spreaders, lifting frames, magnetic lifting devices & vacuum lifting devices
SWL of article Proof Load
Not more than 10t SWL x 2
More than 10t, less than 160t (SW x 1.04) + 9.6t
More than 160t SWL x 1.1
Wire Ropes
Inspection of wire rope to be made by a CP at intervals not exceeding,
a) 12 months for a standing wire
b) 6 months for a running wire (over sheaves or winding drum)
A wire rope may only be used if,
a) A responsible person has issued a certificate
b) A competent person has inspected the rope in the period specified, or immediately preceding the proposed use and
found the rope is not worn, corroded or otherwise defective.
c) The rope is free from kinks and knots,
d) The rope complies with the structural requirements of MO i.e. contains at least 114 constituent wires, any fibre in its
construction is strand or rope core only, in the case of a runner or purchase is one continuous length, any thimbles or
loop splices must be approved (appendix 22).
e) Evidence, based on prototype testing, that any terminal or end fittings comply with MO & is recorded in the materials
handling register.
If a constituent wire in a rope is broken,
a) A CP must inspect the rope within one month prior to its intended use.
b) The CP must record the result of the inspection.
c) The rope must not be used unless the CP has determined that the rope continues to be fit for use.
A wire rope must not be used if the total number of broken wires visible in a 10 times diameter length
of wire exceeds 5% of the number of wires constituting the rope.
Samples from wire ropes must be tested to destruction in accordance with AS3569. Minimum SWL is
calculated as a function of the minimum tensile load of sample divided by the applicable safety factor.
Fibre Ropes, Nets & Slings
Fibre rope and nets & slings must not be used for loading or unloading unless it appears in all respects
fit for use. It is the responsibility of the shipper that where slings are fitted to cargo ashore for the
purpose of pre-slinging the cargo, the slings are to be in a state fit for use.
SWL & Breaking Strain
The ratio of ultimate stress to SWL is usually between 4 to 8 times the SWL. For wire it is 5 times,
rope 6 times and chain is 5 times the SWL.

42
15/08/2023 Notes for Ship Masters Class 1

Drydock
Preparations before Dock
Contents of Docking Plan
 Require passage plan from last port to dock. Details of bottom plug
 Need to know if dock can provide locations, external lifting eyes,
 Water – domestic & for fire fighting, SW for cooling & ballast bilge keel, propeller
dimensions (RH 8.6m), tank
 Reception for sewage & garbage, power if required locations, position of frames &
 Safe access to ship numbering, overboard
discharges.
 Prepare docking specs, send to company for approval. Also gives outline of ‘flat’ hull
 Prepare a list of certificates to be renewed. botton area.
 Identify critical jobs that need close attention.
 Consider spare parts and any special tools that may be required.
 Drawings and work instructions must be available.
 Assign jobs & responsibilities among officers.
 Give notice of any jobs that are cancelled.
 Plan ship’s own activities during dock stay. i.e. watchkeeping requirements, special jobs for crew.
 Ballast tank stagger test. After survey, adjust ballast for dock entry.
 Adjust trim & drafts to dock requirements, vessel upright. Calc stability through critical period.
 Ensure docking plan is forwarded to dock.
 Prepare chart displaying bottom tanks, indicating amount of FO, DO, SW, FW, list of
bottom plugs to be removed.
 Send dimensions of shore connections, water, power, sewage. Check all in good order.
 Prepare tanks for entry
 All tank/void space man hole lids to be removed, studs cleaned and lids re-fitted.
 All holds, tanks & voids ventilated.
 Prepare equipment/ items for dock work
 Cleaning, gas freeing, dismantling where possible.
 Deck gear
 All vent door dogs and crane wires sufficiently greased to protect from overspray.
 Life raft covers made and fitted. Stow LSA equipment, lifebuoys, flares, SARTs, EPIRBs
etc.
 Lock up tools and valuables.

In Dock
 Immediately sound all tanks, shut down machinery as required.
 Sight removal of bottom plugs, label and store in secure location.
 Arrange; power, FW, SW, sewage, safe access, delivery of stores/ spare parts as req’d, garbage.
 Ensure critical jobs closely monitored. Keep track of all work onboard, know where dock
personnel are working, what time they are expected to finish and leave.
 Assist surveyors as need be.
 Agree on ship/dockyard fire fighting & emergency procedures & communications.
 Which emergency systems will be disabled – when & how long for?
 Organise fire patrols as necessary.
 Strict tank entry procedures.
 Daily meetings with dock personnel to keep abreast with how work is progressing, assist
dockyard as required. Know which dock personnel to contact for queries, requests etc.
 Ensure safe access is maintained to ship at all times.
Leaving Dock Preparations.
 Account for all docking plugs. Vessel ready for sea – all tank lids secure, cranes housed,
moveable weights secured, sound all tanks, overboard discharges shut.
 Prove stability. Trim/ drafts/ ballast as required. No free surface effect.
 All external cables, pipes & gangways clear. Check dock floor is clear prior to flooding.
 Final inspection prior to flooding. All systems checked, functioning OK.

43
15/08/2023 Notes for Ship Masters Class 1

Drills, LSA & FFA

The date when musters are held, details of abandon ship drills & fire drills, drills of other LSA and on
board training must be recorded in the OLB. If a full muster, drill or training session is not held at the
appointed time, an entry must be made in the OLB stating the circumstances and the extent of the
muster, drill or training session held.
Muster Signal        
Prepare to Abandon Ship Signal      
Abandon Ship Signal is a signal to be defined by the Master and stated in each Muster list.
Drill Frequency Notes on Drill
Summon crew to muster station, report to stations and prepare for duties, check
crew are suitably dressed, lifejackets correctly donned, lowering of at least 1
Every crewmember to attend at lifeboat, starting/ operating engine, operation of davits for launching liferafts,
Abandon least once per month. instructions in use of radio life saving appliances.
To be held within 24 hours of Every boat should be must be launched with its assigned crew and manoeuvred
Ship Drill leaving port if more than 25% of in the water at least once every 3 months during an abandon ship drill.
(MO25) the crew have not participated in Rescue boats should be launched each month with their assigned crew, but at
a drill in the previous month. least once every 3 months.
Emergency lighting for mustering and abandonment should be tested at each
abandon ship drill.
Report to stations and prepare for duties as assigned in the muster list, starting
of fire pump, using at least the 2 required jets of water to show that system is in
Every crewmember to attend at
proper working order, checking of fireman’s outfit and other personal rescue
least once per month.
Fire Drills equipment, checking of relevant communication equipment, checking the
To be held within 24 hours of
operation of watertight doors, fire doors, fire dampers and main inlets and
(MO25) leaving port if more than 25% of
outlets of the ventilation system in the drill area and checking the necessary
the crew have not participated in
arrangements for subsequent abandoning of the ship.
a drill in the previous month.
The equipment used during the drill must immediately be brought back to its
fully operational condition and any faults remedied.
To take place as soon as possible,
but not later than 2 weeks after On board training in the use of the ship’s life saving appliances, including
On-board joining the ship. If the crew is on survival craft equipment and in the use of the ship’s fire extinguishing
Training & a regular rotating swing, such appliances must be given ASAP.
training must be given not later Includes, life rafts, problems of hypothermia, first aid treatment of hypothermia
Instruction than 2 weeks after first joining and other appropriate first aid procedures, special instructions necessary for use
(MO25) the ship. of ships LSA in severe weather and severe sea conditions and operation and use
All the ships LSA & FFA must of FFAs.
be covered within 2 months.
Check – main steering gear, auxiliary steering gear, remote steering gear control
Within 12 hours prior to a ships
systems, steering positions located on bridge, emergency power supply, rudder
departure, the master must ensure
angle indicators, remote steering gear control system power failure and the
Steering that the steering gear is checked.
operation of the means of communication between bridge & steering flat. Must
In a ship equipped with automatic
Gear pilot and more than 1 steering
be done at least once per week as well..
Drill – practice emergency steering procedures, must include direct control from
(MO29) gear power unit, emergency
any alternate steering positions, the communications procedures with the bridge,
steering drills must take place at
and where applicable the alternate power supply.
least once every 3 months.
Details of both checks & drills to be recorded in OLB.

The following tests and inspections must be carried out weekly,

a) All survival craft, rescue boats & launching appliances must be visually inspected to ensure that they are ready for use,
b) Every lifeboat and rescue boat engine must be run for at least 3 minutes. During this time, must be demonstrated that
the gearbox and gearbox train is engaging satisfactorily.
c) The general emergency alarm system must be tested.
Monthly Inspections,
Inspection of appliances, including lifeboat equipment, must be carried out monthly using the
specified MO checklist27 to ensure that they are complete and in good order. A report of the inspection
must be entered into the OLB.
Every inflatable life raft, inflatable life jacket and marine evacuation system (MES) must be serviced,
a) At intervals not exceeding 12 months
b) At an approved servicing station
c) Each MES should be deployed from the ship on a rotational basis at least once every 6 years.

27
No checklist is specified, only says that monthly checks are required. Standard shipboard inspections will probably apply here.

44
15/08/2023 Notes for Ship Masters Class 1

Maintenance of Lifeboat Falls

End for ended at intervals of not more than 30 months & renewed when necessary due to deterioration
of the falls or at intervals of not more than 5 years. Falls made out of a material that does not corrode
must be turned end for end & renewed at intervals determined by the Chief Marine Surveyor.
Northwest Sandpiper’s falls are stainless steel and currently do not have to renew them every 5 years,
only have a section tested to destruction. When falls are too short, will most likely be replaced with
galvanised mild steel.
‘Endless falls’ still need to be end for ended. According to Fitzpatrick you cut the endless fall in half,
end for end the wire (inside to out) and join the fall back on the drum – somehow?
Falls to be non-rotating; standard for rotation resistance is not less than 6x36 steel wire rope (SWR),
standard corrosion resistance is not less than galvanised SWR, properly lubricated and greased.
Periodic servicing of on-load release gear,
a) Serviced at recommended intervals in accordance with instructions for on board maintenance.
b) Subjected to a thorough examination and test during the surveys required by MO31, by properly trained personnel
familiar with the system
c) Operationally tested under a load of 1.1 times the total mass of the lifeboat when loaded with its full complement of
persons and equipment whenever the release gear is overhauled. Such overhauling and test must be carried out at least
once every 5 years.
Launching & Embarkation Appliances
So arranged that a fully loaded survival craft can be safely lowered against a trim of up to 10° and a
list of up to 20° either way. Notwithstanding, lifeboat launching arrangements for oil, gas & chemical
tankers must be capable of operating at the angle of heel calculated as required by MARPOL
regarding the final damaged waterline of the ship.
 Proof load of launching appliances and its attachments (not including brake) is 2.2 of max working load.
 Minimum Safety Factor for structural members is 4.5
 Minimum Safety Factor for falls, suspension chains, links & blocks is 6
 Must remain effective under icing
 Be capable of being launched by 2 persons in 5 minutes
 Rescue boat fitted with a powered winch motor capable of raising the rescue boat & full complement at not less than
0.3m/sec
 Winch drum brake capable of withstanding a static test proof load of 1.5 times maximum working load and a dynamic
test proof load of not less than 1.1 times maximum working load at maximum descent speed.
 Descent speed not less then S = 0.4 + (0.02 x H); SNWS = 0.4 + (0.02 x 22.2m) = 0.844m/sec (Max speed is 1.3m/sec)
 Manual brake arranged so that it is always applied, unless the operator holds the brake in the ‘off’ position.
Periodic servicing of launching appliances,
 Serviced at recommended intervals in accordance with instructions for on board maintenance.
 Launching appliances must be thoroughly inspected at intervals not exceeding 5 years,
 Upon completion of the examination be subjected to a dynamic test on the winch brake
Every cargo ship 500t+ shall have a rescue boat. A lifeboat shall qualify as being a rescue boat if,
 Capable of carrying at least 5 persons and a person lying down on a stretcher
 Bow cover extending for not less than 15% of its length (if R-boat hasn’t got adequate sheer)
 Capable of manoeuvring at 6 knots for at least 4 hours
 Sufficiently mobility to manoeuvre in a seaway to enable persons to be retrieved from the water, marshal liferafts and
tow the largest liferaft carried onboard when fully loaded at not less than 2 knots.
 Fitted with an inboard engine or outboard motor.
 Arrangements for towing permanently fitted and strong enough to marshal or tow liferafts.
 Effective means of bailing or automatically self bailing
 Fitted with weather tight compartment for the stowage of small items of equipment.

45
15/08/2023 Notes for Ship Masters Class 1

Helicopter Operations
Preparation of Landing Site
 All loose objects within and adjacent to manoeuvring zone (MZ) shall be secured or removed.
 All aerials and standing or running rigging above or in the vicinity of the MZ shall be secured.
 A pennant or windsock shall be hoisted where can be clearly seen, brightly illuminated at night.
 When necessary, decks should be washed down to avoid dust being raised.
 A fire line consisting of 2 coupled hoses with foam generating nozzle rigged & fire main pressurised. This fire line
should be up wind, well clear of landing zone, with nozzle directed away from the area. At least 20 litres foam
compound with eductor should be provided. Minimum of 1.5m3 of foam/minute.
 Other gear to be in readiness but clear of landing zone – 6 x 20 litre spare containers of foam compound, 1 fireman’s
outfit, 1 x 9kg DCP extinguisher.
 Other emergency equipment to be in readiness includes axe, crowbar, hacksaw, bolt-cutters and a small ladder (for use
if helicopter falls on its side).
 All personnel should be well clear of the MZ.
 At night all marking lights switched on and checked, all available accommodation and deck lights in vicinity of MZ on
and any lights that may impair the vision of helicopter pilot turn off.
Helicopter Landing Party - minimum of 1 officer and 2 ratings.
 Officer should have a radio, and at night a red and green emergency/ signalling torch.
 All members of the HLP shall wear protective clothing – flame retardant overalls, protective helmet with the chinstrap
securely fastened, industrial boots, ear protection. At least one member shall be fully dressed in a fireman’s suit.
 The hook handler (if any) shall, in addition, wear rubber boots and heavy duty rubber gloves.
 All members shall remain throughout the operation in a sheltered position upwind out of the MZ where possible
protected from the possible danger of flying fragments of rotor blades or the intense of heat radiated in case of fire. This
position shall be no less than 25m from landing zone.
Emergency Response
 In the event that the helicopter ditches into the sea, the vessel should immediately commence a Williamson turn, send
PAN PAN signal and launch the rescue boat as required.
 If the helicopter crashes on deck, Master to advise local authorities and MRCC Canberra and arrange for support of the
helicopter landing party as needed.
 Note that the rotor blades will flex while they are slowing. Never approach a helicopter unless signalled to do so by the
helicopter pilot.

46
15/08/2023 Notes for Ship Masters Class 1

Peril at Sea & Salvage

See copy Lloyd’s Open Form 1995
When a ship suffers a casualty, or is otherwise in a position of peril, the Master must decide as a
matter of urgency whether assistance, including salvage assistance, is needed or if the situation can be
handled using the ship’s own resources. The authority of the Master is not altered by engaging
salvors, he remains in command of the ship despite the presence of a salvage master and he should
therefore ensure that he is fully aware of the action taken in the rendering of salvage services.
The aim of modern salvage must not only be to save lives & property but also to prevent damage to
the environment and/or mitigate such damage. In must be remembered than in any situation where
there is a discharge or a probable discharge of oil, NLS or harmful substances into the sea, the Master
is obliged to make a report to the nearest coastal state. The format and content of such a report can be
found in the vessel’s SOPEP.
Lloyds Open Form (LOF)
Provides protection for both parties to the salvage agreement – the agreement places a lien (before all
others) on the ship and its cargo to pay salvage and the agreement limits salvage rewards to the value
of the service rendered. LOF can be agreed to orally or by radio by the following message. “Accept
salvage services on basis Lloyd’s Standard Form LOF 1995 No cure No pay. Acknowledge repeating
foregoing. Master …” No Cure, No Pay - Liability for salvage awards is covered pro-rata by hull and
cargo underwriters in proportion to the respective salved values.
LOF 95: The ‘SCOPIC’ Clause From Australian Shipowners Association Memorandum, July 1999
Objective is to provide clarity and thereby reduce legal disputes. The concern under the old
convention was that salvors might think twice about attempting to salve a ship where the risk of
failure was great and the costs likely to be incurred also great. The intention the Salvage Convention
1989 was to encourage salvors to act in all such cases involving a threat to the environment. Under the
1989 convention, the main salvage award is still based on ‘no cure, no pay’, taking into account ‘the
skill and efforts of the salvors in preventing or minimising damage to the environment’ as well as the
traditional factors of salved value, danger, out or pocket expenses, success, time and skill. The salvage
convention also introduces a safety net where the salvor has worked on a ship or cargo which
threatens damage to the environment and has failed to earn under article 13 an award sufficient to
cover his costs. In such circumstances, he is entitled to special compensation based upon the cost of
personnel and equipment used and out of pocket expenses. In addition, if he has prevented or
minimised environmental damage, the award is subject to 30%-100% uplift. The P&I clubs are
concerned that the safety net gives the salvors an incentive to prolong work as long as possible.
Salvors are concerned that the safety net only applies if there is a threat to the environment, which has
to be proved, and also not relevant outside coastal or inland waters – thus there is also a geographical
limitation. Also, salvors are concerned that the rates for equipment and personnel should not include
any profit, profit is limited to the uplift, which only applies if damage to the environment is
minimised or prevented. All these issues have led to arbitration, which is long and expensive.
A number of changes have been proposed by the ASA to remove the concerns of the salvor and the
clubs. These include removing the need to prove environmental threat, geographic restrictions, salvors
paid at profitable tug rates, capping the uplift yet providing for a ‘profit’ to the salvor for expenses
incurred and making security more certain.
Emergency Towing
In the event of the Master having a choice of ships able to provide a tow, the order of preference
would be: salvage tug, anchor handler, harbour tug, warship and then any other suitable ship.
Preparation
SOLAS now requires that all tankers of +20000t DWT be equipped with emergency towing
equipment. It is a requirement that the forward towing arrangement be able to be deployed by the
ships crew in one hour28 and the aft system by one man in fifteen minutes29. The ETA system may,
28
In harbour conditions
29
In harbour conditions

47
15/08/2023 Notes for Ship Masters Class 1

depending on the design, be suitable to pull the ship away from or restrict her drift towards immediate
danger it may however, not be suitable for long distance tows.
Commencing Towing Resistance to Tow in Still Water with 20 knot winds
A modern cargo ship with Size of Ship Angle of Resistance to Tow (t)
being towed Yaw Tow Speed of 2 kts Tow Speed of 3 kts
accommodation aft will naturally
68,000t 0° 4.7 8.5
‘seek the wind’ as it gathers way Deadweight 10° 10.8 25.5
under town and has no propeller 20° 17.3 37.0
30° 25.8 56.0
thrust over the rudder. A towing ship 112,000t 0° 6.2 11.3
should therefore ensure this happens Deadweight 10° 14.8 30.5
under control by beginning the tow 20° 23.4 50.2
30° 35.0 76.5
into the wind, and be ready to alter 260,000t 0° 7.9 14.0
its own course to stay ahead of the Deadweight 10° 15.2 30.0
towed ship until the latter can steer 20° 39.6 85.0
30° 51.8 112.7
itself. A tug of lesser power may
manage to turn the ship by making use of the ‘weathervane’ effect, holding the bow and letting the
stern drift downwind.
Use of the towed ships steering gear would be of assistance to the tow but if it is disabled, the rudder
should be secured amidships. Securing the rudder, as well as assisting towing, will minimise any
damage that could be caused by the rudder slamming in heavy seas.
If it is necessary to secure the propeller to avoid engine damage, this may be done by engaging the
turning gear, although this may be more successful on a motor ship. Use of the ship’s engines (if
available) will assist the tug in getting the tow under way.
Alterations to the trim of the disable ship within permissible stress limits may help to improve
manoeuvrability under tow. A trim by the stern of 1 in 100 is normal for towing from forward. When
towing from aft a trim by the head of 1 in 80 (25% more) is recommended.
Transfer of Cargo
If a vessel becomes stranded or disabled, it may be necessary to transfer all or part of her cargo to
another ship. Reference should be made to “Ship to Ship Transfer Guide” issued by ICS, OCIMF and
SIGTTO.
Action when the Ship is Aground
Prompt refloating of a grounded ship will reduce the stresses on the hull, also oil will be less likely to
leak from a ruptured tank when the ship is afloat as she will then lie deeper in the water than when she
is aground. On the other hand, if the ship is badly damaged, then refloating may be inadvisable due to
the risk of further damage and possible loss of the ship.
The master should first obtain information about the situation including,
 Tides
 Current
 Weather, including wind, state of sea and swell
 Any forecast changes in the weather
 Nature of the bottom
 Depth of water around the ship
 Calculate buoyancy needed to refloat (also % of vessel that is aground – take drafts)
 Condition of the ship, including stresses on the hull.
The damage sustained to the ship will depend on the nature of the bottom, the speed at the time of
grounding, the construction & condition of the ship etc.
Sound all tanks, cargo tanks and other compartments.
Visual inspection carried out, pay in mind the dangers of indiscriminate opening of ullage plugs,
sighting ports, tank cleaning plates etc. and the loss of buoyancy that may result. Strict safety
precautions should be taken before entering any confined space.
Pay attention to spindles of valves in pipelines near the bottom of the ship. Where valves have
become seized or when the extended spindles have come up through the deck, this may be an
indication of bottom damage.

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Immediate Action
If the ship is structurally sound, an immediate attempt may be made to refloat her, with or without
assistance. The master should consider the use of ship’s engines, tugs, ground tackle as well as
having regard to the possible damage that might be caused to the ship during the process. Before
attempting to use ship’s engines, change from low cooling water intakes to the high intakes. If the
ship is hard aground, continuous running of the engines astern is unlikely to produce any positive
results. It may cause silting to build up as well as possibly damaging the engines to the extent that
they cannot be used later when refloating might be possible (eg. Rising tide).
If there are signs of excessive hogging or sagging or of undulations in the sides of the hull, more
careful consideration is required before attempting to refloat the ship. In these circumstances
lightening of the ship may reduce the risk of further damage and of pollution.
If the ship is aground on a lee shore or is working in a sea way consideration should be given to
counter flooding to prevent her going further aground or sustaining damage. When on a lee shore,
lightening should only take place under controlled conditions when the ship can be held up against
wind and current.
As soon as possible the following should be sent to the owner or operator.
 Loading condition; cargo/ballast (amount & disposition), fuel & draught (when free floating)
 Damage; location & extent
 Condition of the Ship; extent to which she is aground (sounding around vessel), draught, cargo & fuel (loss or change in
amount or disposition), action already taken (pressurisation of tanks, internal transfer of cargo, ballast or fuel, jettison of
cargo, bunkers or ballast)
 Local Conditions; tide, wind, sea & swell, current, weather forecast, nature of bottom, other locally significant features.
The above information should enable to owner to calculate the stability & stress information of the
ship when afloat and then advise the Master and Salvors on what can and cannot safely be done in the
efforts to salve the ship.
If outside assistance is not immediately available, a ship lying aground may be further damaged by
tidal action coupled with the effects of wind and weather. As a general rule, a ship should be held
firmly aground and kept from becoming ‘lively’ until refloating operations are started. In some
circumstances it may be advisable to counter flood or ballast a ship that is aground until starting
operations to move her. Regard must be paid to the possibility that this may further stress the hull.

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15/08/2023 Notes for Ship Masters Class 1

Navigation Systems
GPS
Provides the navigator with position (100 meters 95% probability), COG (2°) & SOG (1 kts).
GPS receiver measures ranges to a number of satellites. The receiver is also able to read a navigation
message that gives the positions of the satellites in space. Using the measured ranges and positions of
the satellites, the position of the user’s receiver can be found. (The GLONASS system is similar)
Pseudo ranges – the position is found by the GPS receiver measuring the range of the receiver from
the satellite. The satellite transmits in its signal (among other things), information regarding the
position of the satellite & satellite time correction. From this the receiver is able to determine a 2D
position with 3 satellites in view. The term Pseudo range is used because while the satellite clock can
be considered accurate while the receivers’ clock will be in error.
Errors
Satellite clock stability –1 nanosecond error equals a range error of 0.3m. Caesium clocks used.
Ephemeris prediction – small errors in the predicted orbital paths will cause small range errors.
Ionosphere & Troposphere delay – delay in signal propagation due to signal passing through
ionosphere & troposphere. Satellites with high elevations will suffer less.
Multipath – satellite signal can be reflected off objects in same manner as radar pulse. Multipath is not
a real problem with GPS, but can cause significant errors when using DGPS.
Receiver Noise – interference within the receiver of weak satellite signals.
(GDOP) Geometric Dilution of Precision –is a measure of 3D position & time.
(PDOP) Position Dilution of Precision– is a measure of 3D precision only. HDOP/PDOP < 3 good
HDOP/PDOP 3-6 fair
(HDOP) Horizontal Dilution of Precision – is a measure of 2D precision only. HDOP/PDOP > 6 poor
(VDOP) Vertical Dilution of Precision – is a measure of altitude only.
(TDOP) Time Dilution of Precision – is a measure of accuracy of GPS time.
Differential GPS
Provides the navigator with highly accurate position (1 to 10 meters), COG (1°) & SOG (0.25 kts).
DGPS requires 2 GPS receivers, one is mobile on ship while the other is in a known position. Position
corrections are transmitted for the known GPS receiver to mobile DGPS receivers in the area.
Hyperbolic Navigation Systems (Decca & Loran C)
Based upon the measurement of difference in distance. One can measure either the difference in time
(Loran) or the difference in phase of two transmissions (Decca). In both, there is a fundamental
requirement to synchronise the signals from the group of transmitters. Before the advent of highly
accurate atomic clocks, if was necessary to designate one transmitter as the master, the other ‘slave’
station had to either match phase or to trigger pulse transmissions.
Electronic Chart Navigation
Paper chart required under SOLAS, however the IMO in 1995 declared that a fully compliant
ECDIS30 can be used in ships as an alternative to carrying official paper charts. Any system that
cannot meet the standards for ECDIS is described as an ECS 31. However, there is still a matter of
debate as to what should be considered an accepted back up for an IMO compliant ECDIS?
Raster Charts: direct reproductions of paper charts. However, have no facility to recognise
dangerous soundings etc. Are known as Seafarer charts in Australia and ARCS in UK by BA.
Vector Charts: Made up of a database that contains all the hydrographic details for a particular area
covered by a chart, vector charts contain more information than is contained on a paper chart. Vector
charts can display information about a navigation beacon and much of the information contained in
the ALRS, Admiralty List of Lights, tide tables and pilot books. Dangerous depths (based on entered
ship information) can be highlighted & alarms generated should a vessel stray into these danger areas.
Also the level of chart detail can be changed to suit the navigators requirements.

30
Electronic Chart Display Information System
31
Electronic Chart System

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15/08/2023 Notes for Ship Masters Class 1

RADAR & ARPA

ARPA Errors
Bearing Errors Range Errors
Rolling / pitching errors
Parallax Parallax
Backlash
Beam asymmetry Pulse amplitude variation
Platform tilt
Azimuth quantization Range quantization error
Rolling / pitching error
Gyro errors Log errors
Asymmetrical Antenna Beam: Beam not perpendicular to antenna.
Quantization Error (Range & Azimuth): The error that occurs when converting the analogue
information to digital information.
Backlash: Mechanical movement in gearing of antenna due to forces on ship (rolling, pitching, winds,
vibration etc).
Glint: Most apparent when aspect of approaching vessel is 90°. Causes the ARPA to move the centre
of the tracked target, introducing random bearing errors.
Parallax (Range & Bearing): Due to roll, causes transverse movement of aerial off vertical centre
line. This effectively changes the bearing and to some degree the range from the target.
Platform Tilt: ships motion causes radar aerial axis to tilt, this causes errors in bearing.
Pulse Amplitude Variation: Return pulse that may have been distorted will not give a clear indication
of where the pulse starts, therefore introducing an error to range.
Marine Notice 19/1994 – Use of Raster Scan Marine Radar displays
Research has highlighted the possibility of misleading or erroneous displays occurring with Raster
Scan Displays (RSD) that suffer from the loss of certain input signals – loss of video input and loss of
azimuth signal.
In some cases loss of video resulted in freezing of the picture (even though no signal was being
received), an effect not noticed until the range is changed. The cause seems to be related to the fact
that a video processor generates the screen image and if the signal is lost, the display does not redraw
or refresh.
In other instances, the loss of azimuth signal led to rotation of targets or targets being depicted on
wrong bearings.
In many cases, the RSD did not display an alarm in any way.

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References
Business & Law for the Ship Master Hopkins
Annual Australian Notices to Mariners
IMDG Code Supplement
International Safety Guide for Oil Tankers & Terminals ISGOTT
ISM Code & ALSOC Quality Manual
Liquefied Gas Handling Principles for Ships & Terminals SIGTTO
Marine Orders
MARPOL 73/78 & SOPEP
Seamanship Techniques House
SOLAS 1997 Consolidated edition
The American Practical Navigator Bowditch
The Principals & Practices of Seamanship Danton

Authors
TdH 1999

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