ORALS 2024.

Question bank. COC 1.

Capt. Samuel Jebakumar. ( For Booking COC1 Course )
DID-67721186.
Office-67721316.
[email protected]

And Ms, Lalitha. ( For Booking COC1 Course )

[email protected]

https://digitalport.mpa.gov.sg/online-forms

[email protected]

East lodge in Climenti. 42SGD per day.

1. ISM CODE MASTER CONCERN.

International safety management code for safe operation of ship and for pollution prevention.
Application-passenger ship date of construction latter than 1 July 1998.
Oil tanker, chemical tanker, gas carrier, bulk carrier and cargo, high speed craft date of construction
latter than 1 July 1998. (ism code pg-2)
Master responsibility and authority.
The company should clearly define and document the master’s responsibility with regards to
1. implementation of safety and environmental-protection policy of company.
2. monitoring the crew in the observation of that policy.
3. issuing appropriate orders and instructions in a clear and simple manner.
4. verified that the specified requirements are observed and
5. Periodically reviewing the safety management system and reporting its deficiencies to the shore-
based management. (ism code pg-18)
How to implement ISM onboard?
> Check the certificate Copy of DOC and original of SMC.
> First familiar myself with Safety Management System so that I can, behave as a role model to my
officer and crew.
> Call safety meeting with ship staff and instruct to comply strictly with SMS procedures and policy.
> Assign duties to HOD,s to check their department compliance with SMS.
> I will carry out visual inspection and Audit of vessel.
> I will check the crew observance with respect to SMS by interacting with the crew.
> I will check the status of PMS there should not be any overdue in maintenance.
> I will check the MARPOL equipment Functional test and maintenance record.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 > I will check safety culture of crew by checking the record of Risk assessment, work permits and
check list compliances.
> I will check the knowledge of crew with respect to environmental pollution awareness.
> I will Conduct regular drills and training to motive the crew on emergency preparedness.
> I will check all Log books are updated and posters posted in place as per SMS.
> I will check all manuals available for safety and MARPOL equipment’s.
> I will check the reporting system and records in place (Near miss, NCs, Incident etc).
> I will Ensure Previous safety audit reports and short come was rectified in time.
> I will review SMS periodically and report if any short comes and improvement to shore based
management.
2.Masters over riding authority with example.
SOLAS Chapter-V
Regulation 34-1
Master's discretion
The owner, the charterer, the company operating the ship as defined in regulation lX/1, or any other
person shall not prevent or restrict the master of the ship from taking or executing any decision which, in
the master's professional judgement, is necessary for safety of life at sea and protection of the marine
environment. (Ref SOLAS pg-313)
Masters overriding authority.
ISM code Part A Element 5.2.
The company should ensure that the safety management system operating onboard the ship contain clear statement
emphasizing the master Authority. The company shall be established in the safety management system that master
has overriding authority and responsibility to make decision with respect to safety & pollution prevention and to
request the company assistance as may be necessary.
ISPS Part A Element 6.1
The company shall establish in Ship Security Plan that that master has overriding authority and responsibility to
make decision with respect to safety & Security of the ship and to request the company assistance as may be
necessary.
ISPS Annex Reg-8 / SOLAS Chapter XI-2 Reg-8.
If in the professional judgement of the Master conflict between any safety and security requirement applicable to
ship raising during its operation the master shall give effect to that requirement to maintain safety of the ship. In
such case the Master may implement the temporary security measures and forthwith inform administration and if
appropriate the contracting in whose port the ship is operating or intend to enter.

Example.
1.While doing my coastal passage of voyage with 3days passage. One day after departure from port if one of my crew was
injured. Doctor state that he may stay for two more days with this condition but recommended to visit doctor immediately as
soon as possible to avoid any infection and complication.
And my charterer pushes me to reach port without any delay, If I am not reach in loading port in time, I will miss out my laycan
for loading, but if I dint send my crew to doctor he may get infected and may lead to fatal. In this situation I will use my Master
over riding authority and divert my vessel to nearest port to send my crew to doctor. Considering my crew life in priority.
2.Pushes me to load unknown cargo. With out MSDS and documents.

3.POLAR water navigation Master concern.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 Check the vessel certificate.
1. The polar ship certificate. And Record of equipment’s for the polar ship certificate.
2. Polar water training certificate. (Basic for cat C vessel and Advanced for Cat A & B vessels) STCW Amendment for
polar code.
3. Check insurance coverage. Inform to owner, Charterer (About the special requirement), Hull under writer,
Protection & Indemnity club. (P&I).
4. PPE availability
5.Polar water operating manual. Which give all safety measures and operating guidance procedures of ship operating
in polar waters.

6.Make detailed risk assessment.

1. Operational Capabilities and limitations.
2. Ship Operation.
3. Risk management.
4. Joint operation.
With reference to PWOM. Crew safety, capability and limitation of communication equipment’s, Sufficient ROB in all
respect. Heating capability of boiler.
7.Comply with SMS cold weather check list.
8.Datailed passage plan with expected weather and safe routing guidance. Voyage duration
1. Operational Capabilities and limitations.
Chapter-1: Operating in Ice.
Chapter-2: Operating in low temperature.
Chapter-3: Communication and Navigation capabilities in high latitude. Inmarsat does not cover polar region, vessel
shall rely on HF DSC, EPIRB. Cospas–Sarsat satellite. Request for IRIDIUM phone.
Chapter-4: Voyage Duration.
2. Ship Operation.
Chapter-1: Strategic planning.
Chapter-2: Arrangements for receiving forecast of environmental condition.
Chapter-3: Verification of hydrographic, meteorological and navigational information.
Chapter-4: Operation of special equipment’s.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

Chapter-5: Procedure to maintain equipment and system functionality.
3. Risk management.
Chapter-1: Risk mitigation in limiting environmental condition.
Chapter-2: Emergency response.
Chapter-3: Coordination with Emergency response services.
Chapter-4: Procedure for maintaining life support and ship integrity in the event of prolonged entrapment by ice.
4. Joint operation.
Chapter-1: Escorted operation.
Chapter-2: Convey operation.

Vessel SMS Cold weather precaution check list.

Insurance coverage for polar region.

2. Parametric rolling (repeated), broaching to, Synchronised rolling.

MSC.1/Circ.1228 11 January 2007.
3.1.1 Surf-riding and broaching-to When a ship is situated on the steep forefront of a high wave
in following or quartering sea conditions, the ship can be accelerated to ride on the wave. This is
known as surf-riding. In this situation the so-called broaching-to phenomenon may occur, which
endangers the ship to capsizing as a result of a sudden change of the ship’s heading and
unexpected large heeling.
3.2 Synchronous rolling motion Large rolling motions may be excited when the natural rolling
period of a ship coincides with the encounter wave period. In case of navigation in following and
quartering seas this may happen when the transverse stability of the ship is marginal and
therefore the natural roll period becomes longer. Stiff vsl- GM high. Tender vsl –GM less.
3.3 Parametric roll motions 3.3.1 Parametric roll motions with large and dangerous roll
amplitudes in waves are due to the variation of stability between the position on the wave crest
and the position in the wave trough. Parametric rolling may occur in two different situations: .
1 The stability varies with an encounter period TE that is about equal to the roll period TR of the
ship (encounter ratio 1:1). The stability attains a minimum once during each roll period. This
situation is characterized by asymmetric rolling, i.e. the amplitude with the wave crest
amidships is much greater than the amplitude to the other side. Due to the tendency of
retarded up-righting from the large amplitude, the roll period TR may adapt to the encounter
period to a certain extent, so that this kind of parametric rolling may occur with a wide
bandwidth of encounter periods. In quartering seas a transition to harmonic resonance may
become noticeable. .
2 The stability varies with an encounter period TE that is approximately equal to half the roll
period TR of the ship (encounter ratio 1:0.5). The stability attains a minimum twice during each
roll period. In following or quartering seas, where the encounter period becomes larger than
the wave period, this may only occur with very large roll periods TR, indicating a marginal intact
stability. The result is symmetric rolling with large amplitudes, again with the tendency of
adapting the ship response to the period of encounter due to reduction of stability on the wave
crest. Parametric rolling with encounter ratio 1:0.5 may also occur in head and bow seas. 3.3.2
Other than in following or quartering seas, where the variation of stability is solely effected by

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 the waves passing along the vessel, the frequently heavy heaving and/or pitching in head or
bow seas may contribute to the magnitude of the stability variation, in particular due to the
periodical immersion and emersion of the flared stern frames and bow flare of modern ships.
This may lead to severe parametric roll motions even with small wave induced stability
variations. 3.3.3 The ship’s pitching and heaving periods usually equals the encounter period
with the waves. How much the pitching motion contributes to the parametric roll motion
depends on the timing (coupling) between the pitching and rolling motion. MSC.1/Circ.1228
ANNEX Page 4 I:\CIRC\MSC\01\1228.doc

4. Difference between MLC and STCW with regards to work and Rest hours.
(MLC FOR EMPLOYEE & STCW FOR EMPLOYER)
STCW Ensures the seafarer are properly trained and certified.
MLC ensures that seafarer get fair working and living condition.
The main difference in work and rest is that the STCW convention allows for longer period of work

MLC: The maximum hours of work are 14 hours in any 24 hours period and 72 hours in a 7 days
period. The minimum hours of rest are 10 hr in any 24 hr period and 77 hour in any 7 days period.
7 X 24=168. 168-72 =96 hr rest.
72 hr work.
STCW: The minimum hours of rest are 10 hours in a 24 hours period and 77 hours in in a 7 days
period however flag states can allow exemptions to these required hours of rest.
7 X 24=168. 168-77 =91 hr work.
77 hr rest.

5. How to make compasses curve?

To make compasses deviation curve we need to perform a processes called “Swinging the
compasses” where we systematically change the ships heading while recording the difference
between the magnetic heading and the compasses reading each heading, then plot the deviation on
graph to visualize the curve of errors across all direction. Deviation value on Y axis and
corresponding compasses heading on X axis.
>Find magnetically free zone: Far from land mass and large metal.
>Select a reference point: Identify fix land mark.
>Take reading at various heading: Usually every 10 deg.
>Calculate magnetic heading: Apply local variation and find compasses heading.
>Determined deviation: Compare the magnetic heading to the compasses reading.
>Plot the deviation curve: Deviation value on Y axis and corresponding compasses heading on X
axis. (Sinusoidal curve)
> Vsl name, call sign, Location, Master name, oow name, Loading condition, weather condition,
object used.
>After plotting the deviation curve we may need to adjust the compasses by adding magnet or
weight to minimize the deviation.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 6. How many shackle to drop in anchor? (Master judgement)
Normal wx (Depth of water in meter X 2 +90)/ 27.5.
Bad weaher- (Depth of water in meter X 3 +90)/27.5.

7. Ballistic deflection?
Ballistic deflection,. When the ship Accelerates or decelerates during a change in course or speed.
It creates Relational force, Relational force acting in opposite direction to the force which is creating
acceleration and deceleration. Relational force combined with gravitational force create false
vertical, due to the false vertical the false horizontal created right angle to the false vertical. With
reference to the false horizontal a spin axis acquire a tilt. Transfer of ballistic liquid takes place
resulting in horizontal precession which cause error .This cause an unbalanced condition in the oil
damping arrangement which result in precession and oscillation.
To eliminate this error later Aroma compasses use a solenoid operating valve to eliminate damping
for course change more than 15 Deg.
Effect on northerly course.
Acceleration (Bow up)
North end up- south end down.
North end precess E
Deceleration (bow down)
N End down S End up
N End precess W and S
Maximum error in N and S course.
Minimum in E and W course.

Speed Course and Latitude error (Gyro).

This cause due to Earth rotation and ships speed towards Northerly or Southerly course.
High in 000Deg& 180Deg and Nil in 090Deg & 270Deg.
Ship moving in Northerly direction and earth rotates in Easterly direction which create resultant
motion. Which caused to form a Virtual meridian to form at right angle to the ships motion. Now axis of
gyro compasses will settle in the virtual meridian. The difference between virtual meridian and true
meridian is called speed, latitude,& course error.
Damping error.
The Damping system often achieved by liquid or air damping , which slow down accelerations and bring
the gyroscope to rest at the meridian. However during this process external force such as ship motion and
acceleration can introduce small error in the alignment which is called damping error.

8. Heeling error Magnetic (Regarding correction he wants +/- east West in details).
Heeling error occurs when ship heels or leans to one side.
Cause: This happens because the compasses needle align with the earth’s magnetic
field, which has both horizontal and vertical component.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 When the vessel heels either side the vertical component of the magnetic field
Affects the compasses card.
 The compasses card or needle moves incorrectly leading to deviation from the
true heading.
 The shifting position of nearby ferrous metal object in relation to the compasses
card also causes heeling error.
 When the ship heels the compasses deflect to higher side. In 000 heading if ship
heels to Stbd, the higher side is west (Error W). If ship heels to Port, the higher
side is East (Error E).

Correction:
 Small bar permanent magnets in the holder under the compasses placed to adjust
the heeling error. The heeling error magnet can be adjusted to reduce the
oscillation of the compass card on northerly or southerly course.
Is it changes with latitude?
Yes, because it is influenced by the earth’s magnetic field. Which is varies across
different latitude. Heeling error increase with the latitude because the vertical
component of the earth’s magnetic field is stronger in pole and minimum in equator.
Red end of magnetic compasses is Showing North. Blue end showing south.

9. Grounding Master’s concern.

Main concern is Safety of crew, Environmental protection and Re-float the vessel.
Action taken should include the following:-

1.Stop engines, advise control room what has happened. Inform them: to change over to
high level suction.

2.Sound the alarm signal, muster the crew, check watertight doors are closed, lower
boats to the embarkation deck - catering department and engineers to prepare boats for
possible evacuation.

3.Ships position obtained, Send PAN PAN MAYDAY Upgrade / downgrade or

cancel message as the emergency develop`s.

4.Avoid any hasty action - going astern may draw sand into cooling water intakes or
wash more sand under the hull. Deballasting may drive the vessel further aground or
cause the vessel to slew broadside on to the beach.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 5.The emergency party, led by the Chief Officer will assess and report the extent of the
damage. All tanks and bilges will be sounded to find if the vessel is holed. A visual
inspection will be made and particular attention should be paid to the spindles of cargo
valves, where valves have become ceased or spindles &have come through the deck,
indicating bottom mage Details of an oil pollution will be included.
6.Operate Oil Pollution Emergency Plan
7.The Second Officer will sound round the vessel to establish which part of the
vessel is aground, where the deepest water lies & the nature of the bottom. Taking
particular care around propeller and rudder area.
8.If any fractures appear or the vessel is aground on a rocky ledge or midship bank and in
any danger of breaking up, send a distress alert ( if not already sent ) and evacuate the
engine room..

9.Display the relevant lights and shapes for a vessel aground.

10.Obtain all the information regarding tides, currents weather including wind, state of sea
and swell and any forecast changes in the weather.

11.Inform owners as soon as possible of all the information required, to enable owners to
provide advice that any action to be taken does not produce unacceptable stresses or
loss of stability when vessel re floats

12.If the reports of the situation are favourable consider re floating ( REFER
REFLOATING NOTES ). In the interim, prevent the vessel from being driven further
aground, or broadside on, or pounding by running in ballast. For this reason it may
be necessary to get outside help to hold vessel in position.

When a vessel is stranded, it is outside its natural environment, and the objective must be to Re
float as soon as possible. Prompt re floating of a grounded ship will reduce the stresses on the
hull and exposure to the effects of rising and falling tides and any possible deterioration in the
weather, also oil will be less likely to leak from a ruptured tank when the ship is afloat, as she will
lie deeper in the water. On the other hand, if the ship is badly damaged re floating -may be
inadvisable due to the risk of further damage and possible loss of ship and increased pollution.
Thus as advised in the stranding unit avoid taking any hasty action, a premature attempt to Re
float could easily worsen the situation.

Most re floating operations cannot be carried out instantaneously, and they sometimes take
considerable time to arrange. (e.g.) Repairs may have to be carried out to enable vessel to refloat
or it may be necessary to lighten the ship. During this time the vessel must be protected and
prevented from moving further inshore.

 If the ship grounds and we have established that the hull is undamaged, we may try to refloate by
coming astern on the engines. The attempt should only be for a limited period as the wash could
bank up sand against the hull and worsen the situation.
 Before using the engines confirm that the cooling system is using the high level intakes.
 If this action is unsuccessful or inappropriate we must devise a refloating plan.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 Discharging ballast, without passing a line to a tug, or the use of a ground tackle, may cause the
vessel to be driven further ashore or slewing broadside on. When on a lee shore lightening should
only take place under controlled conditions when the ship can be held against wind and current.

 As master, you should bear in mind that, when large loaded cargo carriers are underway, their
momentum is such that, even when grounding at slow speed they can very rarely be re-floated
using tugs power alone. Large cargo carriers have been known to ground so lightly that the ship's
crew did not notice the ship was aground and yet the casualty still resulted in a ground reaction
of several thousand tonnes.

 The ground reaction is indicative of the amount of pull needed to free the casualty and as such it is
clear that tugs alone will rarely be powerful enough to re float this type of vessel.

However on rare occasions a ship may ground near the time of low water, so that as the tide
rises, the ship would float free. In such circumstances, provided we have established that the hull
is undamaged, all that is needed is a tug if available, or ballast is taken to hold ship in position
until re floating takes place.

 Soundings will be taken all around the ship to find what part is aground, the present draught and
where the deepest water lies. Find the time and height of the next high water and if appropriate
the next spring tide to see if the tidal range is sufficient to re float the vessel.
 Determine whether discharging or transferring ballast or cargo will be sufficient to re float the
vessel before or at high water.
 Comparing the present mean with the floating mean draught will show what extra buoyancy is
needed to re float the vessel.

Difference in mean draft x TPC = EXTRA BUOYANCY NEEDED

In deciding what ballast/cargo to remove to regain lost buoyancy due regard should be made of
the stability loss caused by removing weights low down on a ship already adversely affected by
the grounding and the possibility of free surface effect.

If the lightening operation and the rise of tide is not enough to re float the vessel, other methods
such as tugs or tug & ground tackle will be needed to overcome the remaining lost buoyancy or
remaining ground reaction.

GROUND REACTION

Whenever a ship is stranded or aground, the seabed is exerting an upward force on the hull (i.e)
some of the weight of the ship is resting on the seabed. This is known as ground reaction and
must be overcome before the ship can be re-floated. The ground reaction is a measure of the
change in displacements between the pre-stranded and stranded mean draughts.

10. Master as an agent of necessity.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 A ship master is an agent of necessity when they act on behalf of ship owner in a emergency to
preserve the ship and cargo. This is a subset of salvage legislation which was created for ships on
high seas

11. Who or which law/act/reg gives master this power?

>The international convention on salvage 1989. (Article 6)
> As per common law “The Master must act in Good faith, in the best interest of the owner with in
reasonable necessity.
The doctrine of “Agent of Necessity” for a master of a ship governed by various Laws including
IMO
UNCLOS 1982-United Nations Convention on the Law of Sea
National Laws and regulations of the ships flag states.
National Laws and regulations of the ships owner and operator.
In additionally by the following principle
Principle of Necessity
Principle of Emergency.
Duty of care owned by ship owner and operators.

12. How to initiate LOF?

> Assess the Emergency.
> Contact the salvage company. (Eg-SMIT Salvage)
> Agree to LOF terms- LOF 2020 form is the latest version.
> Sign & Submit LOF- Master or Owner of the vessel sign it Physically or Electronically.

13. What are the implication on signing the LOF.

Benefits of LOF 1995.
1) It can be agreed to by radio.
(2) There is no need to haggle over the terms - they are fixed.
(3) Any reward is determined by Lloyd's arbitrators after the salvage service.
(4) The salver gets an interim reward pending final settlement.
(5) Basically 4 is a 'No cure, no pay' contract.
(6) The salver can obtain 'special compensation' for preventing or minimising harm to the
environment.
(7) The agreement or arbitration thereunder is governed by English law, including the English law of
salvage.
14. Why MPA vessels have LOF?
Protection of port infrastructure and Environment. Port and shipping lane managed by MPA must
remain open and safe. LOF allows MPA to call in salvers quickly to remove wrecks, spilled cargo or oil
pollution. This prevents obstruction that could disturb port operation.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

15.MLC concern as Master.
1.Ensuring that the minimum hours of rest/ maximum hours of work are complied with.
2.Ensuring that inspections of the accommodation, food, water and catering facilities are carried
out in required intervals.
3.Ensuring that food and drinking water are of appropriate quality.
4.Allowing seafarers an appropriate level of shore leave under consideration of special
circumstances e.g. ship’s and seafarer’s safety and security, port regulations, cargo operations,
laytime.
5.Safeguarding the property of sick, injured or deceased seafarers, if necessary.
6.Cross-checks upon embarkation that seafarers are not below the age of 16 and their medical
documents and other certificates are valid.

16.Buys Ballot’s Law.

North hemisphere: Observer facing the direction from which the wind is blowing Low pressure lies on right hand side &
High pressure lies on left hand side.
South hemisphere: Observer facing the direction from which the wind is blowing High pressure lies on right hand side &
Low pressure lies on left hand side.
Pressure below the mean -5mb wind force-about 6 Bf Brg of centre from wind dir-12 point Aprox Dist-200nm.
Pressure below the mean -10mb wind force-about 8 Bf Brg of centre from wind dir-10 point Aprox Dist-125nm.
Pressure below the mean -20mb wind force-about 12 Bf Brg of centre from wind dir-8 point Aprox Dist-75nm.

Veering wind: Wind that shift in a clockwise direction over time or with the change in Altitude or location.
Fg: North wind veers when it shift to the Northeast and South wind veers when it shift to the South west direction.
Backing wind: Wind that shift in a counter clockwise direction over time or with the change in Altitude or location.

17.TRS formation and decay.

Tropical Revolving Strom (TRS) is a low-pressure system that develops over tropical or subtropical waters contains a
rotating mass of warms, humid air. It is characterized by strong winds, thunder Strom, heavy rains and very heavy sea
and swell.
Adiabatic cooling means-The process of reducing heat through a change in air pressure caused by
volume expansion.
 Favourable region to develop TRS is 5 deg N & S of equator.
 TRS develops in summer and autumn season.
 Favourable temperature required to form TRS is minimum 27 deg.
 At this temperature air is saturated with water vapour.
 Because it is a warm air it is tend to Ascend which create low pressure in surface.
 Cold air from high pressure area rush to fill the void which creates surface wind.
 Due to adiabatic cooling the humid warm air condensed and forming clouds and released laten
heat which is the main source of forming TRS.
 Now the Coriolis force rotate the TRS anti clock wise in Northern hemisphere.
 TRS normally moves WNW direction.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 When it reaches land the moisture supply is cut off and the storm decays.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

MUTHUMANI JAGAN. 2025. MASTER NOTES.
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MUTHUMANI JAGAN. 2025. MASTER NOTES.
MUTHUMANI JAGAN. 2025. MASTER NOTES.
18. Wind veering pressure rising Action.
In North Hemisphere.
 Vessel dangerous semicircle.
 Keep the wind on Stbd bow 1 to 4 points and proceed with full speed to move away.
Wind veering pressure falling Action.
 Vessel in dangerous quadrant.
 Keep the wind on Stbd bow 1 to 4 points and heave to wind.
 Wait till pressure increase (TRS may recurve)
Wind backing pressure falling Action.
 Vessel in Navigable semicircle.
 Keep the wind on Stbd quarter 1 to 4 points and proceed with full speed to move away.
Wind direction steady with pressure falling Action.
 Vessel is in path of TRS.
 Keep the wind on Stbd quarter 1 to 4 points and proceed with full speed to move away to
navigable semicircle.
64. What is Coriolis force?
 The Coriolis fore is an apparent force caused by Earth’s rotation, which affects the motion of
objects moving over its surface. It deflects moving objects to the right in the Northern
hemisphere and to the left in southern hemisphere. The effect is stronger near poles and
Weaken near equator.

19. Difference between port of refuge and place of refuge.

A “Port of Refuge” refers specifically to a designated harbour or area within the port where a
ship in distress can safely seek a shelter.
Place of Refuge.
MSC cir A949
Place of Refuge means a place where a ship in need of assistance can take action to enable it to
stabilize its condition and reduce the risk to navigation, and to protect human life and the
environment. Could be a natural bay or sheltered area, may not have any infrastructure, could
be a simply sheltered anchorage might be in remote or undeveloped area. Primary purpose to
provide immediate shelter to vessel from a severe weather or emergency.
Port of refugee- Is a specific port facility or harbor has established infrastructure and facilities.
Usually managed by port authority, typically offer service and repair, medical facility and
supplies. Generally located within a port. Has formal procedure for accepting vessels in distress.

20. Stowaway onboard a Master action.

MSC 88/26/Add.1 19 January 2011 Original: ENGLISH.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 Stowaway incidents should be dealt with in a manner consistent with humanitarian principles.
Due consideration must always be given to the operational safety and security of the ship and
to the safety and well-being of the stowaway.
> Carry out through stoway search to ensure no weapon, stoway, or bomp.
>Provide medical attendance if needed.
>Provide food and water.
>Provide accommodation and bathroom facility.
>Explain the ship safety procedure including muster station and life boat location.
>Try to determine the identity.
> Complete reporting form as given in (FAL Convention appendix 3 of 14(46)) (FAL-Facilitation of
International Maritime Traffic)
>Inform to CSO, Class, management, Owners and next port agent & Last and Next port PFSO.
>Make entry in OLB.

21. Difference between Variation and deviation.

The angle between Magnetic north and True north is called variation.
The Earth’s magnetic field is not perfectly aligned with earth’s Geographical poles. This cause
the compass needle to point in a different angle than actual geographical pole.
Variation related to Earth’s magnetic field. Deviation related to compasses accuracy and local
magnetic filled.

22. Disciplinary action as per MLC.

According to the Maritime Labour Convention (MLC) Disciplinary action against the sea farer
should be fair enough and transparent manner. Punishment should not tb cruel and inhumanity.
Onboard complain procedure.
Fair investigation.
Proportionate response.
No discrimination.
Report to the authority.
Verbal warning.
Written warning.
Repatriation.

23. Before sailing how you know vessel is properly manned.

I will check safe manning certificate against crew list. In addition vessel operation schedule
work load and work and rest hour compliance, then I will make assessment and request owners
to send additional hands as required.

24. Open sea Gyro failed write night order.

Steer by magnetic compass.
Apply variation. Always hand steering.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 Pay attention in aspect of the vessel, hence we are not getting heading feed from gyro.
Will not get a set and aspect.

Change over to manual steering and steer by magnetic compass.

Switch radars to ‘head up’ display and commence manual radar plotting.
If determining positions by radar, use cross-point of 3 or 4 ranges rather than bearings.
Make appropriate entries in the log book recording actions taken.
Electrical Officer Notified.
Effect on navigational instruments considered.
Preserve VDR or S-VDR records if not automatically protected.
Notify Office.

25. Hull and Machinery insurance isn’t it mandatory?

Legally no.
 Yes, Mandatory by Class.
 Many owner purchase H&M to protect against physical damage to the vessel.
 Chartered and stakeholders may require it as a part of agreement.
 P&I insurance is often required it for liability coverage.

26. Who decides the port of refuge?

Ship master in conjunction with owner request port of refuge.
But the final decision lies with the coastal state.
Coastal state decision varies on case by case.
The coastal state consider ships needs environmental risk.
Advantage of bring vessel to safety.
Also consider ship service such as salvager.
Nature of damage the ship might be exposed.
If refused, then coastal state should give reasonable response and practical requirements to
help the ship.

27. What is look out?

As per Rule Of The Road,
Rule 5.Look out.
Every vessel shall at all time maintain a proper look out by sight and hearing as well as by all
available means appropriate in the prevailing circumstance and condition so as to make a full
appraisal of the situation and of the risk of collision.

28. Invalid ISPS certificate, How to arrange new certificate?

> Conduct a ship security assessment (SSA)- Evaluate the ships security vulnerabilities identify
necessary security measures to mitigate risks.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

>Develop ship security plan (SSP)- Create a detail document outlining the security measures
identify in the SSA including procedures for different levels. Personnel response and emergency
response plan.
>Submit SSP to the Class- Send the complete SSP to Class through CSO for review and approval.
>Initial verification onboard- The class will conduct initial audit on vessel to verify the SSP is
implemented correctly and all security measures are in place.
>Issue of interim ISPS certificate valid for short period. (Normally 6 months)

29. How to make security assessment?

A ship security assessment is a proactive approach to identify and mitigating security risk. It has to
be carried out regularly and whenever there is a security threat.

 Understand the regularity requirements-Familiar with ISPS code.

 Identify threats- Piracy, Armed robbery, Terrorism, smuggling, Stoways, Cyber security
threats etc.
 Assess ship vulnerability – Access points, Crew accommodation, Cargo handling area, Bridge
and engine room security, Effectiveness of CCTV, Communication procedure.
 Evaluate current security measures – Restricted area control, Security drills and awareness,
Security equipment’s and hardening plan.
 Review post security incident and Reports.
 Conduct onboard inspection and interview with crew.
 Implement and update security recommendations.

30. LNG ship which code applies and what training required.
> IGF code-International code of safety for ship using gases or other low flash point fuels.
> Gas fuel system certificate- Verifies the LNG fuel system is installed according to the safety
standard.
> Low flash point fuel certificate- Require under IGF code (International code of safety for ship
using gases or other low flash point fuels)
> LNG Bunkering compatibility statement- Confirms the ship can safely receive LNG fuel from
specific bunkering provider.
> LNG Tank certificate (Pressure vessels certificate)- Ensure compliance with cryogenic storage
safety.
Training- Basic IGF training for all crew and advance IGF for officers and key LNG handlers is
mandatory under STCW.
Additionally – Bunker and Emergency response training is recommended.

31. Critical period during dry dock.

When the ships stern touches the block in the dock until the entire weight of the vessel is fully
supported by those blocks.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 In this movement of significant weight shift, where improper alignment could leads to
structural damage or instability.

32. When we need to inform class if there is an dent found onboard ship side.
It is depending on severity of dent. (Any how it has to be reported).
 If the dent is affect the ships operation, Stability or structural strength then Immediately
notify class, class surveyor will come and assess if any temporary measures required to
rectify or if the ship can proceed without repairs, in any case he will issue condition of class
for the same. If repairs done as per surveyor and the ship is safe, he can transfer that to
memorandum of class. All references given in class survey report.
 If the dent is not affect the ships operation, stability and structural strength which can be
reported to Technical Manager and can report to class on next survey.

33. As a Master which survey shall you arrange after re-floating the grounded vessel.
> Damage survey by class to assess the under water damage.
> Safety construction survey.
> Tail shaft survey.
> Hull and machinery survey.
> P&I Club survey if Liability and claims arise (Pollution, cargo or third party)

34. Which plan is giving Dimension of Bilges.

Capacity plan. General Arrangement Plan.

35. Under which MPA act COC issued.

MSA Chapter 179. Part II crew training and certification. Merchant shipping act (Maritime
labor Convention)2014.

36. Smelling the Ground.

Said of a vessel when her keel is close to the bottom and all but touching it.
(Ships keel just touching the bottom but not grounded, just touch and go without damage to
keel).
This occurs when a ship is nearing an extremely shallow depth of the water.
The ship is likely to take sudden sheer.
The sheer first towards the shallow, then violently away from it.
The movement of sluggish ship may suddenly become astonishingly lively.
These effects are called smelling the ground.

37. What is interaction?

This is a Hydrodynamic force due to water displacement and pressure difference.
When two vessel passing close to each other
> Bow cushion: High pressure water buildup on the bow pushing the ship apart.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 > Suction effect (Stern suction) - Low pressure at the stern causes to be pulled towards each
other.
> This will make unstable steering due to pressure variation.

38. When will you correct compass?

Magnetic compasses should be corrected after following events.
>Significant structural changes to the vessel
>If Excessive Deviation found.
>Periodic checks as per SMS.
>After collision or Grounding.
>Extended Layoff period.
>New equipment’s installation.

39. If combination ladder weight is 1500kg. What SWL shackle to be used to secure the end?
3.3 Ton. 2.2 times a ladder

40.Helicopter maneuverability zone max and min range?

Ref MSC Cir 1584-Min 300mtr- Max 1000 mtr. 210 deg to 330 deg.

41. The Paramount clause.

International convention on salvage, 1989, the paramount clause refers to the salver, which
prioritizes the protection of human life and the environment over financial interests.
Key aspects of the paramount duty in salvage convention:
1. Human life takes priority.
Article 10 of the 1989 salvage convention states that a salver must first render assistance to
persons in danger before considering property salvage.
Saving lives is the primary responsibility, even it delays or affects property salvage.
2. Environmental protection obligation.
Salver will get special compensation level of environmental protection.

42. Why pump room ventilation is Exhaust mode not in supply mode?
Cargo pump rooms equipped with power ventilation outlets terminate more than 6 feet from
any opening to the interior part of the vessel, which normally contains source of vapor ignition,
and shall be so located as to minimize the possibility of recirculating contaminated air. (Only ref.)
Since pumproom will always have negative pressure. Engine room in supply always have
positive pressure. So no gas will escape from pumproom to Engine room.

43.ROR related to which ships certificate and where it is mention that we have to follow ROR.
1. Safety equipment certificate and ISM.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 ROR is not directly mentioned in the Safety Equipment Certificate, but adherence to them
implied within SMS (safety management System) Navigation procedure and operating manuals is
a part of SMS.
MAS – MARIN ASSISTANCE SERVICE.

44.Center our vessel Port side target vessel. Restricted visibility roc exists who is give way and
who is stand on vessel.

45. SOPEP drum should be plastic or metal?

Non sparking material. Ref-developed by company guidelines MEPC 86 44.

46. How you prepare safety construction renewal survey? What is the difference between
prepare and preparation?
This survey is crucial for ensuring vessels overall seaworthiness and compliance with safety
standard.
 Conduct internal inspection- Hull and structure inspection.
 Fire protection system watertight integrity and bulkheads.
 Ensuring emergency equipment’s are accessibility and function.
 Ensuring compliance with SOLAS.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

  Checking propulsion system.
 Checking Navigation and communication system.
 Checking Safety Management System (SMS),
 Checking survey reports from previous.
Pre survey preparation.
 Making necessary repairs or upgrades.
 Test safety and emergency systems.
 Clean and organize the ship.

Singapore legislation.
Singapore legislation is made up of written laws or statues that are enacted by parliament of
Singapore.
Legislation is one of the sources of law in Singapore, along with the constitution.
The supreme law of Singapore, which establish the frame work for three organs of state.
1. A bill introduce in parliament to enact new acts or amend existing ones.
2. The bill must pass three readings in parliament.
3. The president must be assent to the bill before it becomes law.
Merchant Shipping Act 1995 Bill 14-95 introduced in parliament in 1995 and passed in 1996.
Maritime And Port authority of Singapore Act 1996 Bill introduced in parliament as soon after
second reading of MSA 1995. And it becomes Maritime And Port authority of Singapore act in
1996.
SSO (Social Service Office) is the main database for Singapore legislation. It is maintained by the
legislation division of the Attorney – General’s Chamber of Singapore. (sso.agc.gov.sg)
Subsidiary Legislation.
Written Law created by government Ministers or Administrative agencies under the authority of
“parent act” essentially filling the details not covered by the main law.it does not require
parliamentary approval (Regulations, Rule, Orders etc).

48 What is MSA and How does MSA useful to master?

> The Merchant Shipping Act.
> This is a Act of Parliament Act which ensures the vessel compliance with International
Maritime regulation and provide legal guidance on various aspect of ship operation.
 This is crucial for the Master of the vessel As they define the legal responsibilities and rights
and power while commanding a ship.
 Which is divided into 16 Parts.
 Part 1- Preliminary (1-6)

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 2. Establishment, Incorporation and constitution of Authority.
 3. Functions, duties and powers of authority.
 4. Provision relating to staff.
 5. Financial provisions,
 6. Transfer of asset, liability and employe.
 7, Employment of seaman.
 8. Regulation of port.
 9. Removal of vessel and aircraft sunken and other obstructions.
 10. Pilotage.
 11. Liability of authority.
 12. Licencing of Marine and port service and functions.
 13 Control of relevant public licences.
 14. Liability of authority.
 15. Offences.
 16. Miscellaneous provisions.

MPA Structure.
 Part 1- Preliminary (1-6)
 2. Singapore registration. (7-45)
 3. Manning and certification (46-51)
 4. Crew Matters (52-97).
 5. Survey and safety (97-116)
 6. Inquiries and Investigations (117-124)
 7. Delivery of goods (125-133)
 8. Liability of ship owners and salvors for maritime claims (134-144)
 9. Wreak and salvage (145-177)
 10. Legal procedures (178-204)
 11. Miscellaneous (205-217)

49. Where else can distress signals be found? And why is it in the ROR?
> SOLAS chpter 5 reg-29- List of internationally recognized distress signals.
>ROR Annex IV.
>Singapore Distress signal regulation.
>International Code of Signal. ICS.
ROR focuses on collision prevention, and distress situation often involve vessel unable to
manoeuver (eg-Engine failure) So other vessels following ROR need to recognize distress signal
to avoid collision and assist if necessary.
>ALRS vol-5.
>IMO Website.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 50. Maritime Lien.
A Maritime Lien is a legal claim that attach to the vessel, giving lien holder a right to enforce
payment against the vessel itself. This lien stays with the vessel even if ownership changes.
Under the International Convention on Salvage 1989 a salver is entitled to a Maritime lien for
salvage service. The Maritime Lien for salvage has high priority over many other claims.

51. Ballast taken in port Klang Mlaysiya, can we discharge in Singapore?

> Ensure the vessel has an approved BWMP or Apply for temporary acceptance through agent.
> Vessel have to submit Pre Arrival Notification (PAN) to MPA. 24hr prior or immediately upon
departure.
BWM/CONF/36.16.Feb.2024.REGULATION-4.
A party or parties in water under their jurisdiction may grant exemption to any requirement to
apply regulations B-3 or c-1, in addition to those exemption contained elsewhere in this
convention but only they are,
1. Granted to a ship or ships on a voyage or voyages between specified ports or location or to a
ship which operates exclusively between specified ports or locations.
2. Valid only for 5 years and subject to intermediate review.
This is exemption as per MPA Cir no 8 of 2022. And need to send PAN form to MPA and make
entry in ballast water record book.
52. BWTS not working then procedure for reporting and how to De-Ballast?
Notify to authorities.
 Check BWMP for contingency method and plan.
 Carry out risk assessment.
 Inform to Operator and Class.
 Prepare repair plan.
 Inform to MPA.
 Send RA and repair plan to class and get Dispensation from class.
 Request MPA for approval of Ballast Water Discharge. Report the reason of BWTS
malfunction.
 Wait for MPA approval or follow MPA guidance.
 Make entry in BWRB

53. Sediment removal rule and regulation and if you notice heavy sediment in your tanks how
will you discharge?
1.3 Sediment management
1.3.1 Regulation B-5 requires that all ships shall remove and dispose of sediments from spaces
designated to carry ballast water in accordance with the ballast water management plan.
1.3.2 All practical steps should be taken during ballast uptake to avoid sediment
accumulation, however, it is recognized that sediment will be taken on board and will settle on
tank surfaces. When sediment has accumulated, consideration should be given to flushing tank
bottoms and other surfaces when in suitable areas, i.e. areas complying with the minimum depth
and distance described by Regulations. B-4.1.1 and B-4.1.2.
1.3.3 The volume of sediment in a ballast tank should be monitored on a regular basis.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 1.3.4 Sediment in ballast tanks should be removed in a timely basis in accordance with the
Ballast Water Management Plan and as found necessary. The frequency and timing of removal
will depend on factors such as sediment build up, ship’s trading pattern, availability of reception
facilities, work load of the ship’s personnel and safety considerations.
1.3.5 Removal of sediment from ballast tanks should preferably be undertaken under controlled
conditions in port, at a repair facility or in dry dock. The removed sediment should preferably be
disposed of in a sediment reception facility if available, reasonable and practicable.
1.3.6 When sediment is removed from the ship’s ballast tanks and is to be disposed of by that
ship at sea, such disposal should only take place in areas outside 200 nm from land and in the
depths of over 200 m.
1.3.7 Regulation B-5 requires that ships constructed in or after 2009 should, without
compromising safety or operational efficiency, be designed and constructed with a view to
minimize the uptake and undesirable entrapment of sediments, facilitate removal of sediments,
and provide safe access to allow for sediment removal and sampling, taking into account the
Guidelines for sediments control on ships (G12). This also applies to ships constructed prior to
2009, to the extent practicable.

55. Mid latitude depression.

Mid latitude depression is the low pressure area in the atmosphere that occurs between 30 to 60
deg latitude. They also known as extra tropical storm. It is caused by meeting of cold air front
from the polar reqion and warm front from subtropical area. The air masses creates the front
with warm air raising above the cold air. The weather associated with mid latitude depression is
unsettled and includes rain. Size-200 to 2000 miles, wind-In North hemisphere counter clock
wise. Duration several days. Movement usually eastward.

56. Frontal Fog.

Frontal fog is a type of fog that forms the boundary between two air masses, typically when
warm air is force to raise on colder air mass. This phenomenon normally associated with a warm
or occulted front.

57. MARPOL Annex-1 Masters concern.

> Oil Pollution Prevention.
>Oil Record Book- Is maintained and properly recorded all events.
> Oil Discharge Monitoring and Control- Ensure ODME and ODMCS are properly working. Oil
discharge carried out in proper manner.
> Containment and response- Ensure SOPEP in place and properly maintained, updated and
reviewed.
>Reporting of oil pollution incidents to appropriate authorities.
> Motivate crew by drills and training

MUTHUMANI JAGAN. 2025. MASTER NOTES.

54. Search and rescue Man over board Masters Obligation.
The master of a ship at sea which is in a position to be able to provide assistance, on receiving
information from any source that persons are in distress at sea, is bound to proceed with all
speed to their assistance, if possible informing them or the search and rescue service that the
ship is doing so. This obligation to provide assistance applies regardless of the nationality or
status of such persons or the circumstances in which they are found.
The SOLAS mandates that the master of a vessel must develop and implement plans and
procedure for the recovery of person from the water, including those who fallen overboard.
These procedure should be a part of ships emergency preparedness plans required by the ISM.
The Master has a discretion to initiate or continue recovery operation, considering the specific
circumstance of the incident

58. Collision with fishing vessel. Own vessel intact, other vessel damaged and Man overboard,
own vessel proceed for rescue. Do we make any broadcast to vessel around?
Regulation 33
Distress situations: obligations and procedures
1 The master of a ship at sea which is in a position to be able to provide assistance, on receiving information
from any source that persons are in distress at sea, is bound to proceed with all speed to their assistance, if
possible informing them or the search and rescue service that the ship is doing so. This obligation to provide
assistance applies regardless of the nationality or status of such persons or the circumstances in which they are
found. lf the ship receiving the distress alert is unable or, in the special circumstances of the case, considers it
unreasonable or unnecessary to proceed to their assistance, the master must enter in the logbook the reason
for failing to proceed to the assistance of the persons in distress, taking into account the recommendation of
the Organization to inform the appropriate search and rescue service accordingly.
1-1 Contracting Covernments shall coordinate and cooperate to ensure that masters of ships providing
assistance by embarking persons in distress at sea are released from their obligations with minimum further
deviation from the ships' intended voyage, provided that releasing the master of the ship from the obligations
under the current regulation does not further endanger the safety of life at sea. The Contracting Covernment
responsible for the search and rescue region in which such assistance is rendered shall exercise primary
responsibility for ensuring such coordination and cooperation occurs, so that survivors assisted are disembarked
from the assisting ship and delivered to a place of safety, taking into account the particular circumstances of
the case and guidelines developed by the Organization.* ln these cases the relevant Contracting Covernments
shall arrange for such disembarkation to be effected as soon as reasonably practicable.
2 The master of a ship in distress or the search and rescue service concerned, after consultation, so far as
may be possible, with the masters of ships which answer the distress alert, has the right to requisition one or
more of those ships as the master of the ship in distress or the search and rescue service considers best able to
render assistance, and it shall be the duty of the master or masters of the ship or ships requisitioned to comply
with the requisition by continuing to proceed with all speed to the assistance of persons in distress.
3 Masters of ships shall be released from the obligation imposed by paragraph 1 on learning that their ships
have not been requisitioned and that one or more other ships have been requisitioned and are complying with
the requisition. This decision shall, if possible, be communicated to the other requisitioned ships and to the
search and rescue service.
4 The master of a ship shall be released from the obligation imposed by paragraph 1 and, if his ship has
been requisitioned, from the obligation imposed by paragraph 2 on being informed by the persons in distress
or by the search and rescue service or by the master of another ship which has reached such persons that
assistance is no longer necessary.
5 The provisions of this regulation do not prejudice the Convention for the Unification of Certain Rules
of Law relating to Assistance and Salvage at Sea, signed at Brussels on 23 September 1910, particularly the
obligation to render assistance imposed by article 1'l of that Convention.T
6 Masters of ships who have embarked persons ¡n distress at sea shall treat them with humanity, within the

MUTHUMANI JAGAN. 2025. MASTER NOTES.

capabilities and limitations of the ship.
Yes Broadcast is mandatory as it concerns saving lives, property damage which may lead to
environmental impact.

59. Masters concern with respect to terrorism.

> Communicate with CSO and PFSO.
> Make ship security Assessment.
> Increase the shipboard security measures.
> Conduct security drills and crew briefing.
> Report to class to increase security level.
> Monitor reginal security threat message UKMTO etc

60. Crew complaint about water and food Masters action?

Investigate the complaint / Find out the exact issue / inspect the stores and water supply / Check
the storage and expiration date / talk with ch cook and mess committee members / and take
corrective action / log the complaint and action taken.
If not satisfied, what will you do?
I will forward the record of complaint and action taken onboard to management, ask
management to take appropriate action.

With company action crew is not satisfied what he can do?

Crew can complain to their Union or Port State Control (MPA).
Where can you see MLC complaint form?
Crew mess room / recreation room and Bridge.
Official copy kept with master in SMS manual.

61.Your stbd side NUC vessel crossing situation you cannot go to stbd what will be your
action?
Slowdown or stop the vessel. Or alter course to port and pass astern of NUC vessel.

62.Syncrnized pitching how to avoid and effect on vessel.

This will occur when the vessel wave period closely matches the vessel natural pitch period.
Causses excessive bow and stern movement. Create excessive bending movement on crest and
sheering force on trough.
To avoid this vessel need to adjust the speed or alter the course.

63. Ship sweat.

When the cold ship structure come in contact with warm humid air.
Condensation formed on ship metal surface. When load from warm region to proceed to cold
region.
Cargo sweat.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

Occurs when warm, humid air enters a cold cargo hold. When load from cold region to proceed
to warm region.
Prevent by ventilation and de-humidifier. Or insulate the hold.

65. Other than MLC where can you find action to be taken for discipline?
> The ship Article of agreement.
> Safety Management System.
> The collective Bargaining Agreement.
> Flag state Maritime Law.
> Company policy.

66.You are in the mid pacific how will you contact RCC.
Use HF Radio contact with RCC.
MF/HF DSC.
Inmarsat C.
SATPHONE (Iridium)

67. You are on a bulk carrier vessel going to very cold weather. Masters concern for cargo.
Cargo sweat.
Occurs when warm, humid air enters a cold cargo hold. When load from warm region to proceed
to cold region. Moisture condense on the cargo itself.

68.What are Statutory Certificates? & Mandatory Certificates?

Statutory certificates are required by the international conventions set by IMO and National
Maritime laws. are called statutory certificates. E.g.-SOLAS, MARPOL, STCW, MLC 2006.
Mandatory Certificates are documents required by either the Flag state or specific port
authorities, or their non-compliance leads to detention or penalties. Eg- COC, Watch keeping
certificate, Garbage management plan.
Are required for trading purpose. Ship’s Registry certificate is a mandatory certificate however
for Indian ship’s it is Statutory Certificate. OPA’90 I a statutory certificate for ship’s transiting in
U.S waters but mandatory for other ship’s.

69. Which is that rule that states master has to render assistance to other vessel after
collision?
SOLAS Ch-5 Reg-33 states this. And also it is in maritime law.

70. Who is authorised to change the security level? (Flage state).

You are going to a port with security level -2,
But your flag did not approve to change your vessel security level, then what will you do?

MUTHUMANI JAGAN. 2025. MASTER NOTES.

Part A- mandatory requirements regarding the provisions of chapter Xi-2 of the SOLAS 1974 as
amended.
Action-
1.Immediately communicate with port authority.
Establish communication with Por Facility Security Officer (PFSO) at the earliest opportunity.
Clearly communicate the situation that your flag state not allowed to raise the security level, but
iam approaching the port additional measures equality to security level-2. With reference to
ISPS code Cite Section A/5.21 of the isps code state that, when port security level surpasses
yours ship then vessel compliance with the ports security level is mandatory.
2.explain the PFSO about the Flage state reason behind the decision why not to raise the level (If
known).
3.Enhance security measures (eg-increase patrol, scanning, checking in gangway etc)
4.The final decision rest with port authority to allow vessel or not.
Processualism - keep calm and cool, express willingness to adhere port security protocols. Use
clear and concise language when explaining the situation.
5. Have hard copy of ISPS code for reference while communicating and be prepared to provide
documentation out lining your current security plan.
You will not enter the port if there is bomb threat, wait till situation come under control and
enter for cargo operation.

71. A malfunction of SSAS (Ship Security Alert System) on board.

1. Evaluate security risk.
2.Increase security measures.
3.Inform relevant personal.
4.Contact shore support.
5. Prepare for repairs.

72.As per York Antwerp rule VI(d) states that SCOPIC not covered under General Average.
Then who pays the salvors in this case? Does the owner pay? –
Yes, as per Article 14 owner will pay.

SCOPIC- Special Compensation P&I Club Clause.

> It is a supplementary of LOF salvage agreement.
> SCOPIC was created essentially for use in the smaller percentage of operation.
> It gives Fair compensation for salvers.
> Fixed tariff rate- Pre determined daily rates equipment and personnel
> Encourage salvers to take on case that involves environmental risk.
> It must be specifically invoked and it can be invoked at any time by SALVOR
> As soon as it invoked the ship owner must provide guarantee of 3 million USD within two days.
> If article 13 award exceeds SCOPIC assessment. The article 13 amount will be discounted 25%
of difference between article 13 and SCOPIC.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 > P&I club backup.
73.How long can you work onboard? He wants how many months can you stay onboard. What
Regulation?
MLC 2006 Regulation 2.1 Maximum period of stay onboard is 12 months. May extend the period
in exceptional case, but need crew consent and flag state approval.

IAMSAR.
74.Responsibilities and Obligations to assist in Distress.
Under long-standing traditions of the sea and various provisions of international law, ship
masters are obligated to assist others in distress at sea whenever they can safely do so

The responsibilities to render assistance to a distressed vessel or aircraft are based on

humanitarian considerations and established international practice. Specific obligation can be
found in several conventions, including the following:
 Annex 12 to the convention on International Civil Aviation
 International Convention on Maritime Search and Rescue
 Regulation V/33 of the international convention for the Safety of Life at sea, 1974 (SOLAS
1974). (see appendix A)
75.Man overboard.
Ask oow about the incident detail short note.
Muster crew and confirm missing crew.
Inform Engine room to put engine on standby.
Instruct to mark position, transmit Distress May Day alert.
Assign emergency party to get ready for recovery with rescue boat.
Take Williamson turn- wheel Hard to side of mob after 60 deg turn wheel hart over o opposite
side- 20 deg short of reciprocal put mid ship. Good when person not in sight.
Anderson turn- wheel Hard to side of mob after 240 deg alteration reduce engine prepare for
rescue.
Anderson turn is shorter & faster than Wilmenson Turn.

76.OSC? How you know that you are OSC? Duties of OSC?
Note: Coordination by land-based authorities.
SAR operations are normally coordinated from specially equipped operational centres or RCCs,
staffed 24 hours a day with trained personnel. The working language for these centres should be
English. (Ref IAMSAR VOL3. Edition-2022. PG-1-4).
S=Track Spacing.
SC(s)- SAR Co-ordinators. RCC-Rescue coordination centre. SMC-Search and rescue mission
coordination centre. OSC- On Scene Coordinator.
OSC designated by SMC.
When two or more SAR facilities are working together on the same mission, one person on scene
may be needed to coordinate the activities of all participating facilities.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

1. The SMC designates one OSC, who may be the person in charge of a:
 Search and rescue unit (SRU), ship, or aircraft participating in a search; or
 Nearby facility in a position to handle OSC duties.
2. The person in charge of the first facility to arrive at the scene will normally assume the OSC
function until the SMC arranges for that person to be relieved. (Ref IAMSAR VOL3. Edition-
2022. PG-1-2).

Following frequencies are available for use in vessel and aircraft survival craft, and may be used
by portable survival radios on land.
2182kHz, 121.5MHz, 156.8MHz. (Ref IAMSAR VOL3. Edition-2022. PG-8-1).

Distress Signals Mentioned. 1. IAMSAR VOL3. Edition-2022. PG-2-7. // 2. ROR Annex IV.

Other assistance.
SAR facilities may be required to perform operations other than search and rescue, which is not
carried out could result in search and rescue incident. Such as-Collision at sea / Loss of
propulsion //Fire// Grounding// Vessel taking in water//Insufficient remaining in fuel//Provide
medical assistance
Alert appropriate authorities of unlawful acts being committed against an aircraft or vessel.
Pirate attack, Hijacking attempt.
Assist after the vessel or air craft has been abandoned, to minimize further hazard or to prevent
further unnecessary report or reaction. (Ref IAMSAR VOL3. Edition-2022. PG-1-6)

77.Preparation for proceeding to Assistance.

1.Make passage plan to the location. Proceed with maximum available speed and calculate ETA.
2.Make risk Assessment for own vessel taking in to account: proceeding, on arrival of distress
position, during the SAR operation including ROB of Fuel, Provision & FW of own vessel.
3.Checek and list out onboard available source for assistance depending on nature of distress.
4.Prepare and check the readiness and operational status of the equipment’s and devices
including LSA, FFA, medical and communication equipment’s.
5.Prepare initial plan and assign individual duties. (which can be modified on reach in position).
6. Inform to owner, charterer, next port agent and RCC or distress vessel.

78.Cancelling Distress message.

Cancellation should occur as soon as the distress craft has been recovered or when the
assistance of SAR facilities is no longer required.
Any false alert, including by inadvertent human error, should be cancelled so that SAR
authorities do not needlessly respond. (Ref IAMSAR VOL3. Edition-2022. PG-2-9)

MOB signal- Three Long Blast. (Ref IAMSAR VOL3. Edition-2022. PG-4-1)

MUTHUMANI JAGAN. 2025. MASTER NOTES.

EPIRB installed on or after 1July 2022 will need to be provided with an AIS locating signal. (Ref
IAMSAR VOL3. Edition-2022. PG-3-2)
OSC Duties and responsibilities:

MUTHUMANI JAGAN. 2025. MASTER NOTES.

MUTHUMANI JAGAN. 2025. MASTER NOTES.
MUTHUMANI JAGAN. 2025. MASTER NOTES.
79. Marpol Annex 6?
Annex VI-Air Pollution Prevention.
 Fuel compliance -0.5% All over the world. 0.10% in ECA area.
 Keep record of bunker delivery note.
 Verify the fuel supply quality and keep record for min 3 years.
 Emission control Monitor – Monitor And Control Exhaust. Operation Of scubber Tower
Cleaning And Incinerator Operation.
 SEEMP-Ship board energy efficiency plan.
 Record and report fuel consumption data (data collection system)
 Ozone-depleting substance (ODS)-Monitor and maintain -Ensuring no leaks from
refrigerants and fire fighting system.
 Monitor and conduct Fuel change over procedure.

80.Now you are Port A and will go to Port B. What makes your vessel ready for sailing?
> Passage plan.
> ROB.
> Stability condition.
> Safe manning.
> Operational condition of safety and popularly machinery.
> Statutory and Mandatory certificate.
> Pot clearance.
> No stowey onboard except crew.

ETA :
It is required by SOLAS chapter II-1/3-4. Which mandates all tanker of not less than 20,000 DWT
provided with ETA on both ends.
81.Emergency Towing Procedure?
It is required by SOLAS chapter II-1/3-4. All passenger vessel not latter than 1 jan 2010
All vessels cargo vessel constructed after 1 jan 2010. cargo vessel constructed before 1 jan 2010 not
latter than 1 jan 2012.
Ships shall provided with ship specific emergency towing procedure such a procedure shall carried
aboard ship for use in emergency situation , and shall be based on existing arrangements and
equipment’s available aboard.
Procedure shall include
1. Drawing of fore and aft deck showing possible emergency towing arrangements.
2. Inventory of equipment’s on board that can be used for emergency towing.
3. Means and method of communication and
4. Sample procedure to facilitate the preparation for and conducting emergency towing operation

81.Emergency Towing Booklets?

MUTHUMANI JAGAN. 2025. MASTER NOTES.

Content.
> General arrangements.
> Towing equipment specification.
> Towing procedure.
> Safety precautions.
> Inspection and maintenance.
> Crew responsibility.
> Illustration and diagram.

82.Will be make NOP of found stoway onboard?

No.
 NOP means- A formal declaration by the ship Master made Infront of any legal authority
(Port Control etc) to protect the shipowner, and crew from the potential claim or liabilities
due to event beyond their control, which must need notarization. (Stewaderss damage,
Cargo damage etc).
 LOP means- is a informal written statement by the master to record the disagreement,
objection and concerns about specific situation. It does not require notarization.

83.Does SOLAS required shore adjustment of magnetic compass? If yes which regulation states
this?
SOLAS chapter V regulation 19.2.1.1 Requires that ship fitted with properly adjusted Standard
magnetic compasses.
SOLAS chapter V regulation 19.2.1.5 states that ship must have means for correcting heading and
bearing to true at all time.

85.Crew member injured, whom will you report? Where will you get reporting form?
> Report to MPA / owner / Operator / and P&I club.
> Reporting form can obtain from –MPA SHIPPING CIRCULAR NO. 2 OF 2024

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 86. Perils of the Sea
Those causes of loss for which the carrier is not legally liable. The elemental risks of ocean
transport.

Hazards arising on navigable waters through natural forces such as abnormally heavy seas, high
winds, etc.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 87. NC.
Non-conformity- A finding, discovery, incident or occurrence that has come to some one’s attention
that impacts the safety of vessel, its equipment’s, personal or the environmental. Also which needs
immediate corrective action and detail investigation, future plan to avoid such things.

Observation - A statement of fact made during audit that supported by evidence. It is an item for
improvement to prevent NC’S.

88.Risk Assessment.
It is the process used to identifying , analysing and evaluating potential risk that could
negatively impact people, asset or environmental. It would involve like hood and severity of the
risk and implementing measures to mitigate or manage them efficiently.
Main Three Element is-
1. Hazards.
2. Likelihood of the harm.
3. Severity of the harm if it occurs.
Will give risk factor
Hazard - Potential source of harm to people, assets, the environment and company reputation

Consequences - What could happen if the incident related to the hazard realization, occurs. Consequences can affect four categories
(People,Enviornment,Asset,Reputation) and can be termed as Trivial, slight harm, moderate harm, serious harm and extreme harm.

Control measures - What directly prevents or reduces the likelihood of a threat

Recovery Measure - What prevents, minimizes or helps recovery from the consequence

Further Risk Control Measures: Measures that are over what is documented in the company policies and manuals.

HAZARD CONSEQUANC CONTROL

E MEASURE
Falling down Injury PPE

SEVERITY
LIKE HOOD MINOR MDERATE MAJOR CRITICAL
VERY LIKELY MEDIUM MEDIUM HIGH VERY HIGH
LIKELY MEDIUM HIGH VERY HIGH VERY HIGH
REMOTE LOW LOW MEDIUM HIGH
UNLIKELY VERY LOW LOW MEDIUM HIGH

MUTHUMANI JAGAN. 2025. MASTER NOTES.

88.Salvage type and preference.
There are two main types of Marine salvage
1. Contractual Salvage.
2. Common Law Pure salvage.
Using a Lloyd Open Form. (There are quite a number of standared form of contractual salvage
US Form, German Form, Japnees form, Beijing form etc which is used by salvors in that
countries on in their water. But Lioyd open form is used worldwide).
Principle element of salvage.
1.The service is rendered to a recognized subject of the salvage.
2. The service is voluntary.
3. There is a real danger. (Not Necessarily immediate)
4. The service is successful (No cure No Pay clause).

The main difference between Common law pure salvage and Contractual salvage is, in pure
salvage there is no prior agreement on compensation. In Contractual salvage the owner and
Salvor agree on the amount and terms of compensation.

89.Flag state.
The state chosen by merchant ships to be registered in, so that the vessel is bound to
carry the flag of that state and comply with its rules and regulations. The flag state is
responsible for enforcing regulations over these vessels in accordance with the
international maritime rules and stipulations.
Flag state inspection
Flag state inspection is an annual review of ship to ensure it meets the safety and security
standard set by the country its registered with. Purpose of this inspection is to help ship owner
and its operator comply with international regulation and reduce deficiencies and detention
during PSC.
During inspection class will inspect Statutory certificates on behalf of Flag State.
Test ship fire fire fighting system.
Examine ship structure and strength.
Asses the ship crew performance in Safety drills.

90. Port State Control.

A port state is a nation that allows Port State Control (PSC) at its ports. The PSC
is responsible for inspecting ships that dock in their harbor to ensure they are up
to international codes. Port State Control Officers can check any ship at their port,
regardless of whether they fly the flag for their dock country.
Port State Control inspection.
PSC inspection is the process that involves examining the foreign ships in national ports to
ensure that they are compliance with international regulations. PSC is a second line of defence
against substandard ships and are intend to supplement the flag state implementation. Flag

MUTHUMANI JAGAN. 2025. MASTER NOTES.

state is the primary responsible for a ships standard. But PSC can help to identify ships that are
not meeting the required standard.

91. SMC Preparation and implementation.

Safety Management Certificate, which is the document issued to the vessel to confirm that the
vessel is operated in accordance with the International safety Management (ISM) code. The
SMC verifies that the Ship Company and crew follow the approved SMS (Safety Management
System)
SMC valid for five years after that it must be renewed.

Preparation
1. Ensure all certificates are valid on board- including Certificate of registry, safe manning
certificate and safety management certificate.
2. Prepare manuals-Have all necessary manuals, safety plans and log books on board. (Keep
everything collected in Master cabin fact that all inspection starts from master cabin and
verifying documents).
3. Carry out ship visual inspection- from bridge to Engine room & forward to Aft.
4. Verify company policy- Ensure that ship board personal understand the company policy and
procedure.
5. Ensure that company has valid DOC. Vessel can carry copy of DOC.

To obtain SMC procedure.

1. Interim SMC- Issued after initial audit and it is valid for only 6 months. This is given to a new
ship, company or Management or with new flag.
2. Full term SMC- Issued after six month after completing and complying with full term audit.
3. Intermediate Audit carried out after 3 years. If a major non conformity found during this
audit then SMC and DOC will be withdrawn.

92. ISM audit preparation.

1. Certificates- ensure all certificates for the vessel and crew are valid.
2. Documents- Ensure that all ISM document’s and forms are current date and updated
properly.
3. Standing orders – Ensure master and chief engineer have issued correct standing orders and
officers acknowledge them and signed.
4. Safety committee meeting and safety drills record in order and updated.
5. Check all vessel drawing are available and updated.

93. Extra person coming on board. Master concern.

1. First I have to check the purpose of the person visit. Depending on his purpose I have to
carry out action.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

2. If he come for sailing then I have to check their sailing documents. Crew Accommodation
Certificate-as per MLC & life boat capacity – as per SOLAS.

94. Two tug come for assistance after re-floating Master concern.
Check with salvage service provider about the intention of the tugs. Weather they are assigned
by them or not. If not, then I will not allow then to come along side or made fast to vessel.

95. What is General average?

General average Principle of Maritime Law When an extraordinary sacrifice or expenditure
made to save the property during the sea peril (voluntary and intentionally). The lose
incurred by the act has to proportionally contribute by all parties whose property saved.
(Jettisoning of cargo, beaching vessel to avoid sinkage etc. Calling Barge to lightning the
vessel and engaged salvage tug, (York Antverp Rule gives a guidance on GA application)

96.Perticular Average
Refers to Partial loss or damage to specific party property. Which is not shared among other
parties.
Eg- Ship engine damaged in rough sea / Some of the cargo container damage in storm but
vessel reached safely to destination.
97.Will you carry additional person over l/b capacity in distress?
Yes, Asper SOLAS article V is allowed. Need to inform Flag with detail of situation.
For the purpose of evacuating person in order to threat to their life.

98.Gross Tonnage GT. (Measurement is volumetric not a weight, International Tonnage

Certificate formula used)
> Total enclosed volume of the ship.
> Includes all space crew area, Engine room, etc.
> used for regulations and safety rules.

99. Net Tonnage NT. (Measurement is volumetric not a weight, International Tonnage
Certificate formula used)
> Volume of only cargo or passenger carrying space. (Earning space)
> Exclude non commercial area. (Crew area, Engine room, etc)
> Used for port fee and canal dues.

100. What is Dead weight?

> Total displacement (when vessel float at summer load line in salt water)- Light ship in
metric tons. (Mass = Water volume displaced X density 1.025)
> Light ship is when vessel float with all machinery including boiler water, lubricating oil
only up to working level. (Excluding Fresh water, bunker, crew, provision, cargo etc).

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 101. Anchoring procedure.
> Planning- Check the Anchorage position in chart. Consider depth, seabed type, Tidal
current, wind condition and traffic density. Determine number of cables to be paid. Carry
out RA.
> Crew briefing and safety checks- Conduct tool box meeting, check windlass power and
break, check communication system.
> Speed and positioning- Approach in appropriate speed, Head to the wind and current for
better control.
> Let go or walk back (paying out by power).
>Securing the anchor- Put break and chain stopper. Put one flag to indicate the slippery of
chain.

Reg16- Under section A/5.2 of the ISPS Code a ship can request completion of a DoS
when. As per MSC Cir 1132.
1 the ship is operating at a higher security level than the port facility or another ship it is
interfacing with; .
2 there is an agreement on a Declaration of Security between Contracting Governments
covering certain international voyages or specific ships on those voyages; .
3 there has been a security threat or a security incident involving the ship or involving the
port facility, as applicable; .
4 the ship is at a port which is not required to have and implement an approved port facility
security plan; or .
5 the ship is conducting ship to ship activities with another ship not required to have and
implement an approved ship security plan.

How do you check the passage plan?

As per SOLAS Chapter V Req-34
1. Prior proceeding to sea Master should ensure the intended voyage has been planned
using appropriate nautical charts and nautical publication for the area concerned, taking
in to account the guidance and recommendation developed by the organization.
2. The voyage plan shall identify a route with:
 Take in to account any relevant ships routing system.
 Ensure sufficient sea room available for the passage throughout the voyage
 Anicipated all known navigational hazards and adverse weather conditions.
3. And taken in to account marine environmental protection that applies, and avoid as far
as possible action and activities which could cause damage to the environment.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

How to check on ECDIS’
As per MPA circular25 of 2015Guidane for good practice of ahip using ECDIS & Electronic
nautical publications.
1. Certificate (Service provider and supplier of digital publication)
2. Standard display( Display must be standard showing all depth 4 colour presentation)
3. Contour setting (Shallow contour, Safety depth, Safety contour and deep contour)
4. CATZOC.
5. Presentation library.
6. Valid ENC
7. Route check. I will switch on appropriate safety alerts and go to route system and
initiate route check, if there is any hazard inrelation to vessel draft and safety margin of
the vessel the screen will show all the hazards. Then I will zoom in to the alert and check
& advice 2 o to amend the plan safely.

What is “Utmost good faith”.

In Simple term the insurer will not get claim if something lose happened due to his
negligence and or intestinally done some damage or lose.

What is Paramount Clause.

Paramount Clause is a contractual provision that take precedence over other clauses It
ensures that specific conditions or exclusion override any conflicting terms in the
agreement. One of the most common paramount clause is “Institute war strike clause”.
Which states that war risks, strike and riots are excluded from coverage unles it is
explicitly agreed otherwise.

What is Hague Visby Rule. HRV.

This rule focus on rights and duties of ship owner and cargo owner. Applied for goods
shipped under B/L, except for live animals and goods carried on deck.
Carrier obligation: sea worthiness, To look after cargo and issue B/L.
Carrier rights and immunities: 1. Exception’s there are 17 exceptions. 2. Right to
deviate. 3. Right in respect of dangerous goods.

Magnetic Compasses.

Horizontal Force (Hf) - one of the components of total force. - always act towards
magnetic 'N' - this component governs 1) the pointing power or efficiency of the
magnetic compass. 2) the extent to which horizontal structures are magnetized by
earth's magnetic field. Vertical Force (Z) - one of the components of total force. - acts
downwards (+) in N latitudes and upwards (-) in S latitudes. - this component governs 1)
the extent to which vertical structures are magnetized by earth's magnetic field.
Coefficient - it the maximum deviation caused by one or more of the ship's magnetic

MUTHUMANI JAGAN. 2025. MASTER NOTES.

forces acting at the compass position. - Forces mean Permanent (P, Q, R) and/or
induced (VSI & HIS) magnetic fields. - there are three types of deviations, 1) Constant 2)
Semi-circular 3) Quadrantal

P force – Fwd & Aft Horizontal.

Q Force – Athward ship.
R Force – Vertical.

What is coefficients "A"

One of the coefficients in magnetism.
> It is the Constant deviation. Having a constant value in all course.
>Caused by Induced magnetism in Horizontal soft iron placed unsymmetrically relative
to compass - seldom occurs aboard merchant ships.
>It has the Constant deviation. Having a constant value on all course.
> Easterly deviation on all courses "+A"
> Westerly deviation on all courses "-A".

Does deviation due to A change with magnetic latitude?explain why?

Affect on "A" on change of latitude- Change of latitude affect "A" as follow. - "A" is
caused by HSI. - HSI is only affected by the earth's horizontal magnetic field (Hf). - when
the observer change his latitude from lower to higher latitude, his angle of dip in
relation to the Magnetic equator will also be changed. - Dip increase with the latitude
increase. - as shown in figure Dip is directly proportional to the "Zf"(Vertical magnetic
field) and inversely proportional to the "Hf" (Horizontal magnetic field.) - if latitude is
high, Dip is large and Hf will be small. "Hf" is maximum at the equator. - so that "Hf"
inversely proportional with latitude. - when the observer getting closer to the equator,
the affect of "Hf" on his HSI will be high. - sine "Hf" governs the directive force of the
compass. Directive force will be increase. - at the same time the distribution force which
is causing "A" will also increase.θ - As shown in figure the directive force and the
disturbing force increase together or decrease together proportionately, when Hf
increases or decreases, the deviation(θ) due to A remain unchanged. - Therefore the
deviation due to A is unaffected by chance of magnetic latitude

What is coefficients "B"

one of the coefficients in magnetism.
- It is the maximum semi-circular deviation
It is caused by Vertical soft iron placed symmetrically in fore and Aft direction’
> Coefficient B can be named as "+" or "-".
> Maximum at 090 & 270 - Nil at 000 & 180. - Some values at intermediate courses.
Relation with Course- Varies with Sin Co.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 > If the iron structure place Fwd of the compasses then correction (+B) Easterly
deviation on Easterly course and Westerly deviation on Westerly course.
> If the iron structure place Aft of the compasses then correction (-B) Easterly deviation
on Westerly course and Westerly deviation on Easterly course.
How to correct - B
 Corrected by placing fore and aft magnet in opposite polarity and exact required distance.

Affect with latitude change ?- PB is inversely proportional with earth's horizontal

magnetic field (Hf). Hf is inversely proportional with latitude. So PB is directly
proportional with latitude. PB α 1/Hf, Hf α 1/Lat PB α Lat - Inducing of earth's horizontal
magnetic field (Hf) on the VSI will be negligible compare to earth's vertical magnetic
field (Z). Inducing on the VSI by the earth's vertical magnetic field will be different in
Northern and Southern hemisphere. So that IB, which is caused by VSI varies with N and
S hemisphere. So, IB α Z/Hf

What is coefficients "C"

It is caused by Vertical soft iron placed in Athwardship direction’
> Coefficient C can be named as "+" or "-".
> Maximum at 000 & 180 - Nil at 090 & 270. - Some values at intermediate courses.
Relation with Course- Varies with Cos Co.
> If the iron structure place STBD side of the compasses then correction (+c).
> Easterly deviation on Northerly course and Westerly deviation on Southerly course.
> If the iron structure place Port side of the compasses then correction (-c).
> Westerly deviation on Northerly course and Easterly deviation on Southerly course.
How to correct - C
 Corrected by placing flinders bar on port or stbd of the compass and opposite to the
structure which causing with opposite polarity.

What is coefficients "D"

 caused by Horizontal soft iron which are running continuous fore & Aft and athwart ship
direction.
 Deviation is Maximum at 045, 135, 225, 315 Heading.
 Deviation is Nil at 000, 090, 180, 270 Heading.
 Continuous Athwart ship Horizontal soft iron causes "+D".
 Continuous Fore & aft Horizontal soft iron causes "-D".
 How to correct – D.
 Corrected by placing soft iron sphere athwart ship for "+D" - Placing soft iron sphere fore &
aft for "-D".

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 What is coefficients "E"
caused by Horizontal soft iron which are running continuous fore & Aft un-symmetrical
with regards to the compass.
Can be named as "E".
Diagonally, Port forward and Stbd Aft HSI gives "+E"
Diagonally, Stbd forward and Port Aft HSI give "-E"
Deviaton is Maximum at 000, 090, 180, 270. And Nil at 045, 135, 225, 315.
Some values at intermediate courses.
E corrected by slewing soft iron sphere clockwise through required angle for "+E"
Slewing soft iron sphere anti-clockwise through required angle for "-E"

1. You receive a call from 3rd off ship grounded your action. Actions to refloat and Surveys. Partially
grounded and fully grounded .

2. Implementation of BTM on board with AB's and Officers.

> Define the role and responsibility. (look out, Steering and bridge duties under oow supervision).
> Make them feel confident on bridge.
> Carry out BTM Training- Effective communication, situational awareness, decision making.
> Keep a standard operating procedure- Pre departure meetings, Post voyage meetings, When come for
Nav watch check the, Nav lights, Position, Course, Traffic density, bridge wing and funnel for smoke and
spark, check all equipment’s working condition etc as per taking over check list.
> Improve situational awareness- Continuously monitor Raddar, ECDIS, ECO sounder, Gyro as well as out
side situation.
> Always seek input from my team to build up their confidence and train them if they are wrong.
> Conduct post voyage meeting- Discusses what worked well and where to improve.
> Always encourage them to talk with me without hesitation.

3. How to Anchor as a master.- See 101.

4. How will you implement and prepare your ship for ISM.

Difference between DOC and SMC.

DOC issued to the company or Management.
> Confirms the company has a SMS for the ships it operates.
> If company operates two type of vessel then they should have 2 DOC.
> Issued by FSC.
> Validity 5 Years. (Subject to Annual verification).
> Required for vessel over 500Gt Engaged in International Voyage.
SMC Issued to each vessel managed by the company.
> Confirms that vessel has implemented SMS onboard.
> Issued by FSC.
> Validity 5 Years. (Subject to Intermediate verification).
> Required for vessel over 500Gt Engaged in International Voyage.

5. Chief cook personnel injury - Chopped his finger. Your Actions a master .
As per MLC Title 3-Accommodation, Recreation food and catering,

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 Reg 3.2.Food & Catering standared.
In circumstance of exceptional necessary the competent authority / Flag state may issue a
dispensation committing a non-qualified cook to serve in specified ship for specified period till nest
convenient port but not exceeding one month, The person whom dispensation issued is trained and
instructed in area including food and personal hygiene as well as handling and storing of food on
board ship. Injury report form
Inform owner, Inform crew department, P&I. Make RA send to Flag for request Dispensation.
> Injury Reporting form can obtain from –MPA SHIPPING CIRCULAR NO. 2 OF 2024

6. Importance of Shipping circulars , Port circulars , Marine circulars.

Shipping circulars: Issued by Maritime Authorities (MPA)
Provids update on Regularity changes, Safety guidelines and operational requirements, Ensure s
compliance with the international regulations. (SOLAS, MARPOL).
Port circulars: Issued by port Authorities: To inform about the local port regulations and
restriction. (Berthing procedure, Navigational warnings and port dues etc).
Marine circulars : Issued by Flag state or Classification societies.
Maritime safety, Environmental protection and Security issues.

7. How do you approve passage plan by 2nd officer. –

How do you check the passage plan?
As per SOLAS Chapter V Req-34
4. Prior proceeding to sea Master should ensure the intended voyage has been planned
using appropriate nautical charts and nautical publication for the area concerned, taking
in to account the guidance and recommendation developed by the organization.
5. The voyage plan shall identify a route with:
 Take in to account any relevant ships routing system.
 Ensure sufficient sea room available for the passage throughout the voyage
 Anicipated all known navigational hazards and adverse weather conditions.
6. And taken in to account marine environmental protection that applies, and avoid as far
as possible action and activities which could cause damage to the environment.

How to check on ECDIS’

As per MPA circular25 of 2015Guidane for good practice of ahip using ECDIS & Electronic
nautical publications.
8. Certificate (Service provider and supplier of digital publication)
9. Standard display( Display must be standard showing all depth 4 colour presentation)
10. Contour setting (Shallow contour, Safety depth, Safety contour and deep contour)
11. CATZOC.
12. Presentation library.
13. Valid ENC
14. Route check. I will switch on appropriate safety alerts and go to route system and
initiate route check, if there is any hazard in relation to vessel draft and safety margin of

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 the vessel the screen will show all the hazards. Then I will zoom in to the alert and check
& advice 2 off to amend the plan safely.

7. Preparation of ship for drydocking while taking over.// Up thrust , Critical instant and
period (Draw), formula.
From the moment the keel first touches the blocks (the critical instant), the weight
supported by the blocks is the difference between the displacement when fully
waterborne and the displacement to the waterline in the grounded condition. The
effect of taking the blocks directly affects the ship’s GM value and could be compared to
a weight being removed from the area of the ship’s keel. As the vessel becomes ‘sewn
overall’ on the blocks, this becomes the most critical phase; part of the ship’s weight is
borne by the blocks and part is borne by the residual water about the hull. As pumping
continues and the hull dries, the full ship’s weight is then taken up by the blocks.

To find ‘P’ P = t × MCTC/ l

Where: P represents the up thrust at the stern.
t the change of trim in centimetres in the dock.
l the distance of the centre of floatation from aft in metres.
W - the ships displacement.

Virtual loss of GM = P × KM/W

KG respective from ships stability condition.

KM respective from ships stability condition.
MCTC- Moment to change Trim by 1 Centimeter.

With the hydrostatic particulars supplied for ship ‘A’, calculate the GM at the critical
instant when the ship takes the blocks. Draught aft 6.5m Draught fore 5.5m Trim =
100cms Mid draught = 6.0m Longitudinal centre of flotation = 68.39m (from hydrostatic
particulars) True mean draught (i) = 6.5 – ( 1 × 68.39 ÷ 140) = 6.0115 m Displacement (i)
MCTC LCF = 12323 tonnes = 169.95 = 68.38m f igures from interpolation of hydrostatic
particulars ‘P’ force at Critical Instant: = 100 × 169.95 ÷ 68.38 = 248.5 tonnes
Displacement (ii) at Critical Instant: = 12323 – 248.5 = 12074.5 tonnes Therefore KM (2)
= 8.55m (from hydrostatic particulars) Loss at Critical Instant: = 248.5 × 8.55 ÷ 12323 =
0. 1724m GM at Critical Instant = (8.55 m – 8.35m) – 0.1724m

9. Both Radars fail , your action as a master.

> Check makers manual and call Electrician to carry out trouble shooting.
> Start visual Navigation. Put engine on manoeuvring speed.
> Post extra look out and call additional officer on bridge, Increase bridge watch keeping level.
> Activate AIS in ECDIS watch vessel movements in vicinity and cross check with visual bearing.
> Verify vessel position with 2 or 3 known fix objects bearing.
> Inform to VTS and Transmit SECURITY message.
> Efficiently use ECDIS, AIS, GPS and ECO Sounder.
> Carryout risk assessment.
> Inform to operators to arrange suitable technician for repair.
> Make entry in RADAR log book and deck log book.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

10. Difference between P & I and H&M .What does each cover and does not cover.
> P&I is for 3rd parties insurance.
1 Crew –Related Liabilities- Sick, Injury or death.
2.Liability for stevedores damage.
3. Cargo related Damage- Damage or loss, contamination or shortage, fines and penalities related to cargo
operation.
4.Damage to fix floating objects.
5. Pollution liabilities.
6. Collision Third party liability. (When own vessel in fault)
7. Fines and legal cost- Custom and immigration penalties.
8. Stowaways, Refugees & diversion coat. (If vessel needs to divert the route for legal or Humanitarian
reason)
H&M Covers
> H&M covers physical damage to the ship and Machinery.
> General average contribution.
> Salvage and towage coast.
> Fire explosion damage.
> Stranding and grounding damage.

11. P & I insurance mandatory or not.

Yes, it is mandatory by Class, and various IMO convention, MLC, Various convention related o oil pollution
(civil liability convention 1992, bunker convention 2001. Also required for port entry.

13. Salvage , LOF , Contractual Salvage advantages and disadvantages .

14. Sue and Labour Clause , Hague Visby Rules , Maritime Lien.
York-Antwerp rule.
Is a set of internationally recognized rule governing the principle of General Average in Maritime Law.
They are not directly part of salvage convention, but it is often relevant in a case involving salvage. Mainly
deal with how the losses and expenses shared.
Hague Visby Rule.
The Hague-Visby rule is international convention, that governs the rights and responsibility of carrier and
cargo owner.
Carrier liability for loss or damage to carbo.
Limitations on the carrier liabilities.
Responsibility for seaworthiness and proper handling of cargo.
84. Sue and labour class.
> Under the International Convention on salvage 1989,
> The ship owner is expected to take reasonable measures to protect and recover their property
before seeking out side assistance.
> Found in marine Insurance polices requiring the insured to act to good faith to minimize losses.
> Insurers typically reimburse reasonable expenses incurred under the Sue And Labour clause,
separate from the main insurance claim.

MUTHUMANI JAGAN. 2025. MASTER NOTES.

 > Emergency repaired to avoid further damage, salvage operation to prevent loss.

15. PLace of Refuge and Port of Refuge.

16. Found stowaway at sea - master's actions.
17. Magnetic compass errors , Variation , Deviation .How to make a Deviation card and compass curve.
18. Disciplinary actions as per MLC.
19. Master's obligation in search and rescue - Expanded square search and sector search .
20. ISPS- Bomb threat , security level can the master increase or decrease// DOS .
21. How do u know your ship is manned properly prior sailing.
22. Distress call 50 NM , None responding - Your actions as Master.
23. Master's standing order in case of gyro failure.
24. TRS - Dangerous semicircle , action , position , Alteration.
25. Master's Overriding Authority.
26. Make a RA - Hot work forward on vent . // Matrix understanding,
27. Gyro errors - Which you can correct and which cannot.
28. What is PSC and FSC, Difference.
29. Vessel in sea area a3 how to send distress.

Check from other note.

1.HRA Preparation -pg 10
2.Passage plan check-pg 11
3.Ch cook not onboard or sick – Pg 22.
4. Ch eng not onboard or sick – Pg 25.
5.Master responsibility as per STCW-pg 28
6.BL – pg 38.
7.ERS-pg 47.
8. Article 13 & 14- 48.
9. Huge visby rule-50
10. Heavy Wx-60. 63
11. Both Radar fails-84

MUTHUMANI JAGAN. 2025. MASTER NOTES.

MUTHUMANI JAGAN. 2025. MASTER NOTES.