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GENERAL FOR OOW ORALS

OOW SAFETY - LSA AND FFA
1) LAUNCHING PROCEDURE OF AN ENCLOSED LIFEBOAT:
INITIALLY:

I. Carry out risk assessment

II. Raise alarm
III. Muster people, take head count, check PPE and ask duties
IV. Secure painters fore and aft
V. Disconnect battery connection
VI. Secure drain plug and try out engine ahead and astern for 3 min. and check
rudder movement

AFTER CARRYING OUT INITIAL CHECKS:

I. Get out of the boat and remove centre gripe

II. Remove harbour safety pins
III. Remove fore and aft gripes
IV. Look overside and lower embarkation ladder
V. Report to master – All clear
VI. Check speed – Max 5 knots
VII. Lower by gravity and stop just above water level
VIII. All crew go down by ladder board the boat and make sure everyone seated and
belted
IX. Remove FPD (Fall Preventer Device) and close hatches
X. Start engine and check fore and aft movement (seated and belted)
XI. Lower the boat in water
XII. Release hooks and painter
XIII. Close hatches and drive away

2) USE OF FPD (FALL PREVENTOR DEVICE):

FPD is required for on-load release system
It is a system which prevents unintentional release of a lifeboat due to failure or misuse
of its main method of connection to the fall wire

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3) MARKINGS ON A LIFERAFT CONTAINER:

I. Makers name
II. Serial number
III. Length of painter
IV. Launching instructions
V. SOLAS
VI. Date of last service
VII. Number of persons permitted to carry
VIII. Max permitted stowage weight
IX. Name of approving authority
X. Type of emergency pack enclosed

4) MARKINGS ON A LIFEBOAT:
I. Number of persons permitted to carry
II. Name of ship
III. Port of registry

5) CHECKS TO BE MADE ON A LIFEBOAT:

I. Physical condition of lifeboat (fixed as well as loose equipment)
II. Lifeboat equipment
III. Sprinkler system
IV. Air supply system
V. Power supply system
VI. Manoeuvring sytem
VII. Engine and propulsion system
VIII. Check operation of devices used for activating release gear
IX. Cables for control and release
X. Bailing system

6) MAINTANANCE REQUIRED ON LIFEBOAT FALLS:

I. Shall be maintained by ship’s crew as per PMS (Planned Maintanance system)
II. Shall be examined by a competent person during every safety equipment survey
III. Shall be renewed in every 5 yrs or when deteriorates whatever is early
IV. There is no longer any requirement of end to end change after 2.5 yrs

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7) MUSTER LIST:
I. Muster list is made by the master and the owner
II. It must be dispalyed on the bridge, engine room and crew accommodation
III. Contents of muster list:
i. Description of general emergency alarm, fire alarm and public address
system
ii. Description of how the order to abandon ship is given
iii. Indicate primary and secondary muster station for each crew member
iv. Duties of all ranks in case of emergencies
v. Substitues for key persons who may become disabled
vi. Person responsible for each lifeboat
vii. Person assigned for communication in case of any emergency

8) FREQUENCY OF BOAT AND FIRE DRILLS:

I. Must be held within 24 hrs after departure if more than 25% of crew changes
II. If not possible to conduct a full fledge drill in 24 hrs then atleast a muster should
be taken, duties explained and abandon ship procedures should also be
explained
III. Shall be such that every crew member takes part in 1 abandon ship and 1 fire
drill each month

9) MONTHLY CHECKS ON FFA (FIRE FIGHTING APPLIANCES):

I. PA system and ship’s alarms
II. All fire extinguishers, hydrants, hoses and nozzles
III. All fire man’s outfits. SCBA sets, EEBDs
IV. Portable gas detectors
V. PFE (Portable Fire Extinguishers) and portable foam applicators
VI. Fire door and dampers
VII. Sprinkler system
VIII. International shore connection
IX. Quick closing valves
X. O2 resuscitator

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10) QUARTERLY CHECKS ON FFA:

I. Check all fire extinguishers are at correct pressure and not due for
servicing
II. All automatic alarms for sprinkler system activate
III. International shore connection is serviciable
IV. Fire fighting equipment locker contains full inventory
V. All fire doors, dampers and closing devices can be operated locally

11) ANNUAL INSPECTION ON FFA:

I. Operation of all hydrants
II. Antifreeze solutions
III. Remote operation of fire doors, ventilation and dampers
IV. Visual inspection of all fixed fire fighting equipments, free from damage or
obstruction
V. Operation of all fixed foam and water fire fighting equipments
VI. Check all fire pumps develop correct pressure and flow rates
VII. Check all fire detection systems work correctly as per manufactuters instructions

12) WEEKLY TEST OF LSA:

I. Survival craft, rescue boat and launching appliances
II. Rescue boat and lifeboat engines must be tried out
III. General emergency alarm system

13) CONTENTS OF A FIRE PLAN:

I. Fire fighting equipments
II. Ventilation system
III. Means of access to spaces
IV. Remote controls
V. Identification of fire zones
VI. Location of control stations
VII. Location of detection systems
VIII. Crew list
IX. Stowage plan

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14) CONTENTS OF SOLAS TRAINING MANUAL:

I. Use of survival equipment
II. Use of fire detection equipment
III. Safe use of LTA (Line Throwing Apparatus)
IV. Safe use of lifejackets, immersion suits and TPA
V. Boarding, launching and clearing of survival craft
VI. Recovery of survival craft and rescue boat
VII. Hazards of exposure and need of warm clothing
VIII. Contents of muster list and emergency instructions
IX. Instructions for emergency repair of LSA
X. Procedure of helicoptor rescue

15) REQUIREMENT FOR CARRIAGE OF LIFE JACKETS:

I. Adults – 125% of the capacity (min 4)
II. Small jackets / infants – 100% of the capacity (min 2)

16) REQUIREMENT FOR CARRIAGE OF LIFE BUOYS:

I. Under 100m – 8
II. 100m to under 150m – 10
III. 150m to under 200m – 12
IV. 200m and above – 14
V. 50% with self igniting lights
VI. 2 with 27.5m of buoyant line
VII. 2 with light/smoke float capable of quick release

17) LIFE BUOY REQUIREMENT:

I. Outer diameter – not < 800mm
II. Inner diameter – not < 400mm
III. Diameter of grab line – not < 9.5mm
IV. Capable of being dropped from a height of 30m without sustaining damage
V. Line if fitted must be of 27.5m in length
VI. Light must have an intensity of 2 candela and if flashing than 50 flashes per
minute
VII. Should be atleast 2.5kgs by weight

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18) REQUIREMENT OF FIRE PUMPS (Cargo ships > 1000GT):

I. 2 pumps, each capable of delivering a jet from any 2 hydrants
II. In addition one other pump such as a ballast pump shall be capable of delivering
water to fire main
III. In addition and emergency fire pump located outside amchiner space capable of
delivering a jet from any 2 hydrants

19) REQUIREMENT FOR FIRE HOSES:

I. 1 hose for every 30m of length
II. Minimum 5 + 1 spare
III. Total hoses length atleast 60% of LOA
IV. Maximum hose length 18m
V. In E/R machinery spaces atleast one hydrant on each side with a hose and nozzle
VI. All nozzles shall have a spray, jey and shut off facility
VII. Hose diameter 64mm if unlined and 45mm if lined

20) MONTHLY CHECKS TO BE CARRIED ON SCBA:

I. Visual inspection (visor, straps, demand valve, hoses harness and lifeline)
II. Check pressure for SCBA bottles
III. Check low level whistle alarm
IV. Carry out leak test

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OOW LEGAL - ISPS CODE

1) WHAT SHIPS COMPLY WITH ISPS CODE?

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

2) REQUIREMENT FOR CSR (CONTINUOUS SYNOPSIS CERTIFICATE):

I. Every ship must have a CSR from 1st July 2004
II. For ships built before July 2004, CSR should, atleast, provide details from that
date
III. CSR issues by flag state to each ship entitles to fly its flag

INFORMATION IN CSR:
I. Name of flag state
II. Date of registry
III. IMO number
IV. Name of ship, port of registry
V. Name and address of owners
VI. Name and address of charterers
VII. Name and address of company which carries out safety management activity for
that ship
VIII. Name of classification society
IX. Name of administration which issued DOC, interim Doc, SMC, interim SMC
X. Name of administration which issues ISSC, interim of short term ISSC
XI. When the ship is sold ortransferred, CSR remains on board

3) DECLARATION OF SECURITY (DOS):

It is a ship shore security checklist to which SSO and PFSO will agree as to who will be
responsible for what part. For eg.
I. Vessel’s contact details
II. Port contact details
III. Security level maintained by the ship and port
IV. Period of validity

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WHEN DO YOU EXCHANGE DOS:

Higher Definition 3 D Camera Gives Immense Sensation

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

4) FREQUENCY OF SECURITY DRILLS AND EXERCISES:

DRILLS:
I. Security drill must be carried out once every 3 months
II. If at any one time, more than 25% of crew changes then a security drill must
be carried out within 1 week

EXERCISES:

I. At least once every 12 months with no more than 18 months between

exercises

5) SECURITY RECORDS MAINTAINED UNDER ISPS:

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

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6) CONTENTS OF SSP (Ship Security Plan):

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

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

WHAT PARTS OF YOUR SSP CAN A FLAG STATE SEE?

Everything

8) TOOLS FOR IMPLEMENTING ISPS:

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

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9) DUTIES OF CSO (COMPANY SECURITY OFFICER)

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

10) DUTIES OF SHIP SAFETY OFFICER:

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

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ISM CODE
1) DEFINITION:
International management code for safe operation of ships and pollution prevention

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

3) SMS (SAFETY MANAGEMENT SYSTEM) – DEFINITION:

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

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

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

5) PMS (PLANNED MAINTANANCE SYSTEM) – BENEFITS:

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

6) CERTIFICATES ISSUED UNDER ISM:

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

II. SMC (SAFETY MANAGEMENT SYSTEM):

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

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

7) HOW DOES ISM HELPS IN YOUR ROLE AS AN OFFICER:

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

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IMDG CODE
OBJECTIVE:
Enhance safe carriage of dangerous goods by sea

VOLUMES IN IMDG CODE:

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

CONTENTS OF IMDG CODE:

I. UN Number and proper shipping name
II. Dangerous goods declaration:
It is provided by the shipper and has relevant details as per IMDG code
III. Container packing certificate:
It is made as per IMDG requirement. Personnel responsible for packing provides
it
Not required for portable tanks

DANGEROUS GOODS DECLARATION and CONTAINER PACKING CERTIFICATE can be combined in

one form and must contain:

I. UN number
II. Proper shipping name
III. Class
IV. Quantity
V. Number of goods
VI. Packaging groups
VII. Subsidiary risks

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CLASSIFICATION OF DANGEROUS GOODS:

English Girl Free Fuddi O T R C Mei

I. Explosives
II. Gases
III. Flammable liquids
IV. Flammable solids
V. Oxidizing substances
VI. Toxic substances
VII. Radioactive substances
VIII. Corrosive materials
IX. Miscellaneous substances

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RISK ASSESSMENT
1) WHAT IS RISK ASSESSMENT:
It is a process of detecting hazards and assessing associated risks

RISK ASSESSMENT IS USED TO:

I. Identify hazards
II. Control risks
III. Make decisions on priorities

COSWEP will guide in carrying out a risk assessment (COSWEP Chapter 1 – Risk
assessment)

2) STEPS TO CARRY OUT A RISK ASSESSMENT:

I. Identify all hazards involved in the operation
II. Determine risk from hazards by estimating potential severity of harm and
likelihood that harm can occur
III. Finally, determine the level of risk and act accordingly

3) ELEMENTS OF RISK ASSESSMENT:

I. Classify work activities
II. Identify hazards and personnel at risk
III. Identify risk control (Permit to work)
IV. Estimate the risk (Slight, moderate or severely harmful)
V. Decide tolerability of risk
VI. Make risk control plan
VII. Review adequacy of risk control plan
VIII. Ensure risk assessment and controls are up to date

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WORK AND REST HOURS

From 1st January 2012 all ships need to comply with STCW 2010 hours of rest
I. Minimum amount of rest 77 hours per week
II. Minimum 10 hours of rest out of 24 hours
10 hours of rest can be divided into 3 parts one of which has to be of at least 6 hours
and the other 2 should not be less than 1 hour each
III. Max interval between 2 periods should not be more than 14 hrs
IV. Exceptions can be made during an emergency
V. Records should be maintained and readily available for inspection

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

VOLUNTARY ENTRIES OF SOPEP:

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

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2) HOW DOES MARPOL ANNEX 1 AFFECT YOU?

I. I will follow, maintain, implement SOPEP

II. Follow discharge criteria for oil
III. Maintain records in ORB PART 1 and PART 2
IV. Do SOPEP drill every 3 months
V. Display placards of discharge criteria at prominent places
VI. Maintain oil pollution equipments – UTI, ODME, oily water separator and other
SOPEP gear

3) HOW DOES MARPOL ANNEX 5 AFFECT YOU?

I. As per my GMP (Garbage Management Plan), I will segregate, store and process
garbage
II. Follow discharge criteria
III. Maintain records in GRB
IV. Display placards of discharge criteria at prominent places
V. Maintain, implement and follow GMP
VI. Know responsible officer for garbage

4) WHAT POLLUTION PREVENTION EQUIPMENT YOU HAD ONBOARD?

I. UTI
II. ODME
III. Oily water seperator
IV. Incinerator
V. SOPEP gear
VI. Sewage treatment plan
VII. IOPP (International Oil Pollution Prevention) certificate

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MISC. CONTENT:
1) NEW INSPECTION REGIME:
• What is PSC (Port state control):
In the early days of shipping a lot of companies started to register their ships
with a flag of convenience (FOC) to save money.
Ships registered with these FOCs were poorly maintained and had very poor
living and working conditions and a lot of pollution incidents and accidents were
taking place on such ships.

So, in 1978 IMO started PSC which has a network of maritime authorities who
inspect foreign slag vessels coming to their country. Whole world is split up into
various PSC MOU regions – Paris MOU, Indian MOU, etc.

• Purpose of PSC:
i. Eliminate substandard ships
ii. Eliminate substandard companies
iii. Eliminate FOC
iv. Ensure health safety and welfare of crew
v. Verify the competency of master and officers on board
vi. Verify condition of ship and its equipments as required by international
law
vii. Make sure that ship is manned and operated in compliance with
applicable international law

• Items inspected by PSC:

I. Initially:
i. Safe means of access
ii. Markings – loadlines
iii. Hygiene
iv. Certificates
v. Crew certificates
vi. Master – ISM form
vii. Walk around deck, bridge and engine room

II. Expanded (only for high risk vessel):

i. Emergency generator

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ii. Emergency stop

iii. Emergency lights
iv. Emergency fire pump
v. Emergency steering
vi. Boat/Fire drill
vii. On tankers – IG (inert gas) system

2) HOW TO MAINTAIN A ROPE:

I. Store in pallets
II. Do not store in direct contact with steel deck
III. Keep it away from direct sunlight
IV. Keep it away from chemicals
V. Remove any kinks
VI. Frayed end to be spliced

3) QUESTIONS FOR TANKERS:

I. Use of deck water seal:
Purpose of deck water seal is to prevent back flow of gases to the engine room
from cargo tanks

II. Checks to be made on deck seal:

III. Steam coils
IV. Alarms
V. Free movement of valves

4) PLANNED MAINTANANCE SYSTEM:

I. On my last ship my company had setup a PMS for all equipments onboard. It
gave us instructions when to do maintenance of which equipment. It gave list of
tools to carry such maintenance
II. Each officer was deligated various parts to maintain. We had to enter dates and
times in the software to verify that a particular task had been completed. For eg.
our PMS system was split up into deck and engine PMS. It was further subdivided
into LSA, FFA, nav. equipment, critical equipment, etc. If the PMS reminded us to
grease the lifeboat davit at a date we used to do it and enter it in the PMS
software, if a particular task could not be done due to unavoidable reasons then
it was shown as pending. We used to do it at the next earliest opportunity. Our

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PMS was connected live with company officer so they could monitor the
progress.

5) CRITICAL EQUIPMENT:
As per my company policy we had a list of critical equipment failure of which may lead
to serious problems related to pollution and safety of life at sea. These equipments
need more monitoring additional and more frequent monitoring
Eg. fire pumps, emergency generator, ODMCS checked weekly
Critical equipment on deck – Deck seal, PV breaker, mast riser, COW machine, etc

6) CONTENTS OF FIRE WALLET:

I. Crew list
II. Cargo plan
III. MSDS (Material safety data sheet)
IV. DG list
V. Emergency contacts
VI. General arrangement for LSA/FFA
VII. Bunker tank location

7) LOCATION AND USE OF DECK ISOLATION VALVE:

It is located at break of accommodation
It is used to isolate deck and engine room fire line when shore water is being pumped in
to increase pressure towards the area of fire

8) HOW TO KNOW NATURE OF SEABED?

I. Charts
II. Sailing directions
III. Hand lead line, tallow paste

9) HOW TO PICK UP A PILOT?

I. Check pilot ladder clean and rigged properly
II. Check lifebuoy light working
III. Keep a heaving line standby
IV. Maintain communication with bridge
V. When pilot on ladder report to bridge
VI. Assure that search light isn’t flashing on pilot boat
VII. When pilot on deck report back to bridge

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10) WHAT IS EGC?

EGC – Enhanced Group Call:
Safety message received on INMARSAT-C

11) WHEN TO TAKE A SIGHT?

Civil twilight

12) GAS METERS:

I. Multi gas detector – sent ashore and cartridges replaced
II. O2 meter – spare gas is provided on board for calibration
III. Flammable gas detector – sent ashore, glass tube replaced

13) WHERE WILL YOU FIND FIXED FIRE FIGHTING SYSTEM INSTALLED?
I. Cargo space and pumproom
II. Paint locker
III. Machinery space with steam turbine, boiler, CAT-A machinery space and space
containing internal combustion type machinery

14) TRS (Tropical revolving storm):

• Signs of a TRS:
I. Moist unstable air
II. Sea temperature of 27 degrees
III. Barometer reading:
3mb below average – TRS in vicinity
5mb below average – TRS within 200nm
IV. Wind speed:
250 miles from center – light winds
150 miles from center – force 8
<70 miles from center – force 12
V. Wind direction - Unexpected change in wind direction
VI. Red/copper sky upto 500miles away
VII. Clouds - Cirrus clouds bearing in direction of storm
Cumulus/Altostratus can also be seen
VIII. Swell - Pronounced swell from unexpected direction upto 1000 miles
away
IX. Humidity – heavy humid atmosphere

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X. Storm tides – 3-5m higher than expected

XI. Radio warnings – Radio message to be sent if TRS suspected (SOLAS)

• Action:
I. Determine bearing and distance of storm centre:
i. Buy ballots law
ii. Meteorological observations
iii. Radio information

II. Construct a plot:

i. Position of TRS
ii. Position of ship
iii. Update as information available

III. Determine/predict the path of storm:

i. Radio information
ii. Plotting information
iii. History of previous TRS’s
iv. 40 degrees either side of track

IV. Determine the vessel’s relative position:

i. Pressure falling – vessel in ‘advance’ of TRS
ii. Pressure rising - vessel at ‘rear’ of TRS

WIND DIRECTION NORTHERN HEMISPHERE SOURTHERN HEMISPHERE

Wind ‘veers’ Dangerous semi-circle Navigable semi-circle

Wind ‘backs’ Navigable semi-circle Dangerous semi-circle

Wind ‘steady’ In the path In the path

V. Manoeuvre according to rules:

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NORTHERN HEMISPHERE

i. Dangerous semi-circle – Put wind on starboard bow and make best speed
ii. Navigable semi-circle – Put wind on starboard quarter and make best speed
iii. In the path – Alter course to port as wind backs

SOURTHERN HEMISPHERE:

i. Dangerous semi-circle – Put wind on port bow and make best speed
ii. Navigable semi-circle – Put wind on port quarter and make best speed
iii. In the path – Alter course to starboard as wind veers

• Difference between a TRS and Depression:

TRS DEPRESSION

i. TRS is seasonal i. Depression is round the year

ii. Occurs in tropical region ii. Forms at higher latitudes
iii. Wind force less than 7 iii. Wind force more than 7
iv. Require a sea temp. of 27 degrees and above iv. Does not depend on sea temp.
v. Moves from east to west v. Moves from west to east
vi. TRS recurves vi. Does not recurve
vii. TRS dies out when hits land vii. Sustains on land
viii. Occurs due to coriolis effect viii. Forms due to jet streams

15) CRANE TESTING:

I. Limit Switch Test (Unloaded):
i. Upper limit - Lift the crane to max 750, check the alarm and clinometers
ii. Lower limit - Lower the crane to max 250, check the alarm and clinometers
iii. Horizontal limit - Turn the crane anti-clockwise (4m from ship's hull with
incline of 250, check the alarm and clinometers
iv. Abruptly stop - Press "Stop" button while working, check the brake

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II. Load Test:

i. Calculation for test weight:
a) Horizontal angle while loaded 250
b) Safety working load 25 tons
c) Load test applied 30 tons

ii. Testing procedure:

a) Lifting / Lower test weight - lifting and lower test weight at both sides of
ship while crane at the Lower Limit, check the working length of hook
b) Lifting / Lower crane: lift the crane from Lower Limit to Upper Limit
position, check the clinometers at max and min
c) Turn the crane: turn the crane from right to left while crane at the Lower
Limit and Upper Limit, check the clinometers at max and min.

The load test is considered acceptable if limit switch, clinometer are in good working condition.
No damage or deformation of crane or wire rope found during testing process.

16) HELICOPTOR OPERATION AND HIGH LINE TECHNIQUE:

Preparation prior landing:

I. Have all loose objects withing and adjacent to the operating area been secured or
removed
II. Have all aerials, standing or running gear above and in the vicinity of the operating
area been lowered or secured
III. Has a windsock been hoisted where it is clearly visible to the helicopter pilot
IV. Has the officer of the watch been consulted about the ships readiness
V. Does the leader of the deck party have a portable radio transceiver (walkie talkie)
for communicating with the bridge
VI. Are the fire pumps running and is there adequate pressure on the deck fire line
VII. Are fire hoses ready (hoses should be near to, but clear of, the operating area)
VIII. Are foam hoses, monitors and portable foam equipment ready
IX. Are dry powder fire extinguishers available and ready for use
X. Has a rescue party been detailed
XI. If a man overboard rescue boat ready for lowering
XII. Are the following items of equipment available at hand:
i. Large axe
ii. Crowbar
iii. Wire cutters
iv. Red emergency signal/torch
v. Marshalling batons (at night)
vi. First aid equipment

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XIII. Has the correct lighting (including special navigation lights) been switched on prior
to night operations
XIV. Is the deck party complete, ready, in position, wearing brightly colored waistcoats
and protective helmets, and are all personnel clear of the operating area
XV. Has the hook handler been equipped with helmet, strong rubber gloves and rubber
soled shoes to avoid the danger of static discharge
XVI. Are landing / winching areas surveyed and proved clear of obstructions

Landing on board:
I. Is the deck party aware that a landing is to be made
II. Is the operating area free of heavy spray or seas on deck
III. Have side rails and, where necessary, awnings, stanchions and other obstructions been
lowered or removed
IV. Are rope messengers to hand for securing the helicopter, if necessary
V. Have all personnel been warned to keep clear of rotors and exhaust

Additionally for Tankers & Gas Carriers:

I. For tankers fitted with an inert gas system, has pressure in cargo tanks been reduced to
slight positive pressure
II. For tankers, have all tank openings been secured following venting operations
III. For gas carriers, have all precautions been taken to prevent vapour emission on deck?

High-Line Technique:
In certain weather conditions it may not be possible to winch the helicopter Winchman or the
strop (rescue harness) from a position directly above a vessel to the vessel’s deck. Under such
circumstances a weighted rope extension to the winch wire may be lowered to the vessel. This
extension is known as a Hi-Line Heaving-in Line and is connected via a weak link to the aircraft’s
winch hook.

When the Hi-Line technique is used, once the weighted line is placed on the deck, one crew
member must handle the line. He should take up the slack on the Hi-Line and haul in ONLY
when instructed to do so by the helicopter crew by radio message or hand signal. The Hi-Line
must NOT be secured to any part of the vessel.

A second crew member should coil the slack line into a bucket or similar container clear of
obstructions. It is advisable for the handling crew to wear protective gloves to prevent rope
burns. If the helicopter has to break away during the operation the line must be paid out or, if
necessary, released completely ensuring that the line passes clear outboard. As the Hi-Line is
paid out, the helicopter will move to one side of the vessel and descend. Normally the
winchman will be winched out; the ship’s crew should continue to take in the slack.

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As the winchman or strop approach the vessel the earthing lead or hook must make contact
with the vessel to discharge the static electricity before the vessel’s crew make contact with the
wire. Considerable effort may be needed when pulling the Winchman onboard. Once the
casualty has been secured in the strop, the Winchman, if he is present, or a member of the
vessel’s crew, should indicate that all is ready by making a hand signal. The helicopter will
commence to winch in the wire. As this occurs a crew member should pay out the Hi-Line,
maintaining sufficient firmness to prevent any swing. If the operation involves a single recovery
the Hi-Line should be released once the end is reached. If further winching is required to take
place then the crew member should maintain a hold on the Hi-Line and repeat the process for
the next lift.

If multiple lifts are required two strops may be delivered with the hook and it is required that a
casualty is p placed into both strops in the normal manner.

17) MGN 458 – MAIB (MARINE ACCIDENT INVESTIGATION BRANCH):

Accident and Reporting and Investigation summary

I. The new M Notices replaces MGN 289

II. The MAIB is now required to carry out a full investigation for vessels within the scope of
the EU Directive involved in a serious marine casualty. Preliminary assessments are
required for such vessels involved in accidents classified as serious marine casualties
III. The form on which any accident/incident needs to be completed has changed from an
Accident Report Form (ARF) to an Incident Report Form (IRF)
IV. The most important part of the new MGN is found in Annex A and Annex B
i. Annex A is all about reporting requirements
ii. Annex B clearly describes what an accident includes and they are explained
under 6 heading names:

a) Marine Casualty
b) Very Serious Casualty
c) Serious Marine Casualty
d) Marine Incident
e) A Serious Injury
f) Severe Pollution

iii. Annex C and D look at the reporting procedures, schedules and contact details
for the MAIB

V. MAIB are there to assist masters in filling out the IRF

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VI. Finally and probably most importantly the new regulation in Annex F seeks to guide
masters with a new requirement. This annex looks at the report of Marine Incidents

18) SEARCH AND RESCUE PROCEDURE AS PER IAMSAR VOL 3:

I. In any situation I will think what are we looking for:
i. Ship?
ii. Liferaft?
iii. Man in water?

II. Then I will take into account:

i. Weather
ii. Wave height
iii. Strength of tide
iv. Temperature of water

III. With this information I will think:

i. If sea is like a mirror – search can be pretty wide
ii. If storms, large waves & strong tides, search must be very tight

IV. Various searches that can be carried out are:

i. Sector search pattern
ii. Parallel search pattern
iii. Expanded square search
iv. Williamson turn

19) STCW MANILA 2010 AMMENDMENT:

• Manila 2010 amendment enter into force on 1 January 2012, with a five-year
transitional period until 1 January 2017
• Important changes include the following:

I. Improved measures to prevent fraud COC

II. New requirements for prevention of drug and alcohol abuse and revised
requirements on work and rest hours
III. New certification requirements for able seafarers
IV. New requirements relating to training in new technology such as ECDIS

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V. New requirements for marine environment awareness, leadership and

teamwork
VI. New requirements for security training
VII. Updating of competence requirements for personnel serving on oil tankers
VIII. New training guidance for persons serving on DP ships
IX. New training guidance for persons serving on ships in polar waters

20) SOLAS PACK A, B, C:

I. Standard equipment "SOLAS A PACK" - For vessels of unlimited area of
navigation:

i. Parachute rocket signals pcs 4

ii. Hand flares pcs 6
iii. Signalling lamp pcs 1
iv. Batteries (spare) pcs 2
v. Bulb (spare) pcs 1
vi. Whistle pcs 1
vii. Signalling mirror pcs 1
viii. Emergency ration set 6
ix. Drinking water set 6
x. Safety tin opener pcs 3
xi. Fishing tackle pcs 1
xii. First aid kit pcs 1
xiii. Anti-seasickness tablets set 6
xiv. Sponges pcs 2
xv. Instructions for survival pcs 1
xvi. Table of life-saving signals pcs 1
xvii. Sea anchor & cord pcs 1
xviii. Scissors pcs 1
xix. Smoke signal pcs 2
xx. Seasickness bags pcs 6
xxi. Rescue bags pcs 6
xxii. Knife (buoyancy) pcs 1
xxiii. Operational instructions pcs 1
xxiv. Paddles (set of 2) pcs 1
xxv. Repair kit pcs 1
xxvi. Bellows pcs 1
xxvii. Rescue quoit & line pcs 1
xxviii. SART radar transponder pcs 1
xxix. Rescue bags pcs 2

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II. Standard equipment "SOLAS B PACK" - For passenger ships engaged on short
international voyages:

i. Signalling lamp pcs 1

ii. Batteries (spare) pcs 1
iii. Bulb (spare) pcs 1
iv. Whistle pcs 1
v. Signalling mirror pcs 1
vi. Medicine box pcs 1
vii. Anti-seasickness tablets set 6
viii. Sponges pcs 2
ix. Instructions for survival pcs 1
x. Table of life-saving signals pcs 1
xi. Sea anchor & cord pcs 1
xii. Seasickness bags pcs 6
xiii. Rescue bags pcs 2
xiv. Knife (buoyancy) pcs 1
xv. Operational instructions pcs 1
xvi. Paddles (set of 2) pcs 1
xvii. Repair kit pcs 1
xviii. Bellows Rescue quoit & line pcs 1
xix. Water bags set 6
xx. SART radar transponder pcs 1

III. Standard equipment with "SOLAS C PACK" - Coastal navigation for ships not
engaged on international voyages:

i. Medicine box pcs 1

ii. Whistle pcs 1
iii. Hand flares pcs 1
iv. SART radar transponder pcs 1
v. Signalling mirror pcs 1
vi. Table of life-saving signals pcs 1

21) MARINE LABOUR CONVENTION:

• Marine labour convention will enter in force from 20th August 2013. Every vessel of
500GT and above on international voyages must comply with MLC 2006
• 5 major criterias taken into account as per MLC are:

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

II. Conditions of employment.

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III. Accommodation, recreational facilities, food and catering.

IV. Health protection, medical care, welfare and social security protection.
V. Compliance and enforcement - on board complaint procedures.

22) CONTENTS OF BPG:

Part A

Guidance to masters and navigating officers:

I. Bridge organization
II. Passage planning
III. Duties of the officer of the watch (OOW)
IV. Operation and maintenance of bridge equipment
V. Annexes

Part В

Bridge Checklists:

I. Familiarisation with bridge equipment

II. Preparation for sea
III. Preparation for arrival in port
IV. Pilotage
V. Passage plan appraisal
VI. Navigation in coastal waters
VII. Navigation in ocean waters
VIII. Anchoring and anchor watch
IX. Navigation in restricted visibility
X. Navigation in heavy weather or in tropical storm areas
XI. Navigation in ice
XII. Changing over the watch
XIII. Calling the master

Part С

Emergency Checklists:

I. Main engine or steering failure

II. Collision
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III. Stranding or grounding

IV. Man overboard
V. Fire
VI. Flooding
VII. Search and rescue
VIII. Abandoning shiP

CHARTS AND PUBLICATIONS

1) LIST OF MANDATORY PUBLICATIONS:
I. List of lights
II. List of radio signals
III. Tide tables
IV. Tidal stream atlases
V. Sailing directions
VI. Merchant shipping notices
VII. Mariners handbook
VIII. Nautical almanac
IX. IAMSAR Volume 3
X. International code of signals
XI. Weekly notices to mariners
XII. Annual summary of notices to mariners
XIII. Instruction manual for navigation aids

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

SECTIONS OF WEEKLY NOTICE TO MARINERS:

Every Cunt Needs Sex Like Animals
i. Explanatory notes and exit charts ie charts to be published and
withdrawn
ii. Index of charts affected, T&P and permanent corrections to charts

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iii. Reprints of navigational warnings

iv. Sailing directions – Corrections
v. List of lights and fog signals - Corrections
vi. ALRS corrections
vii. Hydrographic note

3) MARINE NOTICES:
I. MSN – MERCHANT SHIPPING NOTICES
These are regulations and mandatory to be complied with
II. MGN – MARINE GUIDANCE NOTICES
These are guidance to the regulations in MSN
III. MIN – MARINE INFORMATION NOTICES
These give information on various things such as list of approved doctors, exam
dates, oral syllabus etc.

ALL M-NOTICES ARE WHITE IN COLOUR

4) CONTENTS OF ANNUAL SUMMARY OF NOTICES TO MARINERS:

I. ANM Part-1 contains notices 1-26 plus list of valid T&Ps
II. ANM Part-2 contains list of valid corrections to sailing directions in force

5) CONTENTS OF SAILING DIRECTIONS:

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

HOW TO CORRECT SAILING DIRECTIONS:

i. Remove whole section 4 of latest WNM

ii. File it in sailing direction correction folder
iii. Enter details of correction week number at the back of the front cover of the
sailing direction book
iv. In sailing direction book write the week number at the bottom of the page
with pencil
v. Every 3 months update the list of valid corrections to sailing direction in the
correction folder

SAILING DIRECTION IS FOR COASTAL PASSAGES

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6) CONTENTS OF OCEAN PASSAGES OF THE WORLD:

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

7) Which publication will you refer to find out whether a nautical publication
(for eg. Dover strait sailing direction) on board is right edition or not?
I. Cumulative notice to mariners
II. Section 1B of quarterly weekly notice to mariners

8) How would you know what T&P notices apply to your voyage charts?
I. Annual summary of notice to mariners
II. Section 1A of quarterly weekly notice to mariners

9) HOW WILL YOU ASCERTAIN RELIABILITY OF A NAVIGATIONAL CHART:

PAPER CHARTS:
I. Go to source data diagram on the chart
II. Look at the year of survey and scale of survey
III. Go to 1st section of mariners handbook for quality of survey

ENC CHARTS:

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

BESIDE CHECKING THE SURVEY QUALITY YOU ALSO NEED TO CHECK THE FOLLOWING:

I. Edition of chart
II. Scale of chart
III. Chart correction status
IV. Cautions on the chart and sailing directions regarding shifting nature of seabed

10) How will you know that a chart is corrected up to date?

I. Look for the last correction number in section 2 of WNM
II. Compare that number with the number written at the bottom of the chart

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III. I will do it till I reach most recent cumulative notice to mariners and compare the
numbers at the bottom of the chart for past 2 yrs
IV. Also check T&P for voyage charts

11) HOW TO CORRECT A CHART?

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

12) ALRS VOLUMES:

I. ALRS VOL 1 – Maritime Radio Stations
II. ALRS VOL 2 – Radio Aids to Navigation
III. ALRS VOL 3 – Maritime Safety Information Services
IV. ALRS VOL 4 – Meteorological Observation Stations
V. ALRS VOL 5 – Global Maritime Distress and Safety System (GMDSS)
VI. ALRS VOL 6 – Pilot Services

13) PUBLICATIONS:
I. Weather/Monthly Routing Chart – There are 12 of them for each ocean region.
They contain information such as recommended routes with gc distances, ice
limits, special areas, currents, TRS, wind roses, fog probability, etc

II. Mariners Routing Guide –These are published for high traffic density areas such
as Chart 5500 for English Channel. They have general recommendation for
passage planning, VTS info, reporting requirements, special rules for special class
of vessel, DW routes, etc

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III. IMO Ships Routing Guide – Contains list of IMO adopted TSS, diagram, lat and
long of all those TSS’s, deep water routes, areas to be avoided and mandatory
ship reporting system

14) CONTENTS OF A TRACING:

I. Chart number
II. Edition number
III. Present correction number
IV. Previous correction number and
V. Correction itself

15) Publications that are to be refered to find out whether a TSS is IMO
adopted or not are as follows:
I. Sailing directions
II. Guide to port entry
III. Mariners routing guide
IV. IMO ships routing guide
V. Annual summary of notices to mariners

16) Publications to refer to find out dock water density:

I. Guide to port entry
II. Sailing directions

17) Publication to know the diurnal variation of pressure:

I. Sailing directions

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PASSAGE PLANNING:

1) MERCATOR CHARTS:
Advantages:
I. Distances are easily measured
II. Rhumb line course is easily laid off
III. Shapes of landmasses correctly shown

Disadvantages:
I. Great circle courses cant be laid off
II. Scale of distance varies as per latitude
III. Areas cant be compared due to varying distortion

2) APEM:
I. Appraisal:
It is a stage of gathering information for the passage such as:
i. ETD/ETA (departure and arrival port)
ii. Departure draft
iii. UKC
iv. Weather
v. Tide and currents
vi. Loadine zones
vii. Charterer’s instructions
viii. Master’s standing instructions
ix. Special areas
x. Ballast exchange

Apart from these following charts and publication must also be referred:

i. Chart catalogues
ii. List of lights
iii. ALRS
iv. Tide tables
v. Tidal stream atlases
vi. Routing guide
vii. Distance tables

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viii. Mariners handbook

ix. Guide to port entry
x. BPG
xi. Pilot books

II. Planning:
Following should be done in planning:
i. Arrange charts
ii. Mark initial and final position
iii. Draw a free hand route as required by sailing direction
iv. Mark no go areas
v. Decide way points
vi. Draw courses and distances
vii. Mark call master point, DTG, reporting points, SBE and 1 hr notice
viii. Relevant information as per sailing direction
ix. Parallel indexing
x. Clearing bearings
xi. Abort points
xii. Contingency anchorage

III. Execution:
In this stage final changes to passage plan are made prior departure such as:
i. Updated weather and tidal conditions
ii. Master’s charterer’s instructions might change
iii. Fuel requirement
iv. Manning level might change
v. Navigational equipment might change
vi. Security concerns / piracy warnings
vii. Latest WNM (weekly notices to mariners) requirement
viii. Point A – Point B ETAs
ix. Final drafts
x. Cargo related deviations

IV. Monitoring:
In this stage we monitor our progress during passage by:
i. Checking position – visual, celestial, electronic means, bearings, ranges,
HSA, VSA, transit bearings, parallel indexing, RADAR ranges and depth
contours

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ii. Weather and navigational warnings

iii. RPM and ETA
iv. Continuous depth monitoring
v. Security

PASSAGE PLANNING ON ECDIS

• APPRAISAL AND PLANNING:

i. Consider which electronic charts will be used for the passage, ENC or RNC data
ii. Check areas where RCDS mode will be operated, identify whether appropriate sets of
paper charts are carried.
iii. Check local requirements of coastal states that may require carriage of additional
publications or local charts (consult IHO website: www.iho-ohi.net/english/home )
iv. Check that electronic charts have been updated to the most recent version and chart
permit licences have been bought
v. Route check previous passage plans after chart updating to ensure that any new
dangers added don’t present a risk to the ship.
vi. Modifications to the passage plan may be necessary to accommodate new chart
features such as reporting schemes, traffic separation schemes (TSS), isolated dangers,
etc.
vii. When planning new waypoints and courses, always use the largest scale possible so all
features of the chart can be readily identified and risk assessed
viii. Ensure that the plan takes into account sufficient cross track error (XTE) to
accommodate any deviations for collision avoidance or currents.
ix. Ensure adequate values are inputted for safety contour and depth alarms
x. Once the route has been planned, check the entire passage plan berth to berth on a 1:1
scale by manually scrolling along the track
xi. If the route has been planned in conjunction with paper charts, cross-check the
distances between the paper chart and electronic passage plans to ensure consistency
xii. Check that tidal information is up to date and correct
xiii. Check that the ETA has been updated
xiv. Check that accurate draft details have been entered
xv. Squat details should be considered
xvi. Make a back-up copy of the plan and save on a separate disk (usually USB stick)

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• EXECUTION AND MONITORING:

i. Check that the display has been set-up properly prior to sailing, otherwise important
information may not be displayed.
ii. Always operate ENC on the best scale possible to avoid crucial information being auto-
filtered and subsequently not being displayed.
iii. Avoid using ‘base display’ mode as this only displays the minimum amount of features
and information
iv. Use ‘full display’ mode, but layers of information may need to be de-selected to avoid
cluttering the display with too much information.
v. Auto-filter or ‘SCAMIN’ may affect the display as it tends to remove information from
the display if the best scale chart is not being used. Operators should know how to
select the best scale chart to avoid the auto-filter feature removing information when
using ENCs
vi. Ensure the GPS unit providing constant position fixing information to ECDIS has been
updated with any relevant chart datum offset if the chart datum used in the raster chart
is different from WGS(84). Failure to do so may result in positions being inaccurate
vii. Do not solely rely upon GPS position fixing when there are alternative position fixing
facilities available. GPS is subject to a variety of different errors
viii. Traditional forms of position fixing should never be overlooked or replaced when using
ECDIS; these can include but are not limited to:

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

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

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