Mates and Master Mca Orals Handout 2023-Final

Mates and Masters
MCA Orals Hand-out
2023
Name of Student ___________________ Batch ___________________
Glasgow Maritime Academy, 101 Abercromby Business Centre, 279 Abercromby Street, Bridgeton, Glasgow G40 2DD
Tel. 0044-1415542248 Email- enquiries@glasgowmaritimeacademy.com www.glasgowmaritimeacademy.com
© Copyright Owned by Glasgow Maritime Academy

Left Blank Intentionally

Contents
1. Damage Control Plan Pg 1 to 2 Pg
2. ACS, HSSC, ESP comparison 3
3. Survey Matrix and Enhanced Authorisation Scheme Pg 4 to 4D
4. CSR Pg 5 to 12
5. How to obtain ISSC Pg 13
6. Safe Manning Document Pg 14 to 16
7. CAS and CAP Pg 17
8. SAFCON checklist Pg 18 to 21
9. Anti fouling system Pg 22 to 25
10. PANDI Pg 26
11. Reasons for detentions Pg 28 to 30
12. Ship Sanitation certificate, BOPIC, ETV's Pg 31
13. Who approves plans in the UK? Nairobi Cert, UMS Cert Pg 32
14. ESP detailed Pg 33
15. Heavy Weather preparations Pg 34
16. Departure preparation (voyage planning) Pg 35
17. Arrival preparation Pg 36
18. Drydocking Pg 37 to 40
19. Taking over as a master or mate Pg 41
20. Brand new takeover Pg 42
21. Masters Standing instructions, Company briefing, Cracks on weld Pg 43
22. Commercial Law Pg 44 to 48
23. Salvage and towage Pg 49 to 51
24. Ship handling students notes Pg 52
25. Official Log book enteries Pg 53
26. Crew Handling Pg 54 to 63 B
27. Classes of Ships Pg 63C
28. Flooding - masters guide Pg 57
29. Subdivision loadline, Bulkhead deck and margin line Pg 64
30. Stability including tonnage definitions Pg 65 to 83
31. Chief mate loading plan Pg 84 to 86
32. Magnetic compass Pg 87 to 109
33. Student Notes Pg 110 to 111

1
Damage control plan and damage control booklet

Provide clear information on
The ship's water tight compartmentation.
Equipments related to maintain the boundaries and effectiveness of the
compartmentation
So that, in the event of damage to the ship causing flooding:
Proper precaution can be taken to prevent progressive flooding through openings.
Effective actions can be taken to control progressive flooding.
Recover the ship's loss stability.
Clear and easy to understand.
Includes information directly related to damage control.
Provided in working language of the ship.
Translation to one of the official languages by SOLAS convention.
Damage control plan

Scale: not less than 1 : 200.
Isometric drawings for various purposes.
Includes inboard profile, plan views of each deck and transverse sections to the
extent necessary to show followings:
Watertight boundaries of the ship.
Locations and arrangement of cross flooding systems.
Mechanical means to correct list due to flooding.
Locations of all internal watertight closing appliances.
Locations of internal ramps or doors acting as an extension of the collision
bulkhead, their control.
Locations of local and remote controls, position indicators and alarms.
Locations of water tight compartments and water tight closing closing appliances,
which are not allowed to be opened during navigation.
Locations of all doors in the shell of the ship, position indicators and leakage
detection.
Locations of all watertight closing appliances in local subdivision boundaries above
the bulkhead deck and on the lowest exposed weather deck, together with
locations of controls with position indicators, if applicable.
Location of bilge and ballast pumps, their control positions and associated valves.
Pipes, ducts or tunnels, if any, through which progressive flooding has been
accepted by administration.

2
Damage control booklet:

Information in damage control plan repeated in damage control booklet.
Includes general instruction for controlling the effect of damage such as:
Immediately closing all watertight and weather tight closing appliances.
Establishing the locations and safety of persons onboard, sounding tanks and
compartments to ascertain the extent of damage and repeated sounding to
determine rates of flooding.
Cautionary advice regarding the cause of any list and of liquid transfer operations
to lessen list or trim, and the resulting effects of creating additional free surfaces
and of initiating pumping operations to control the ingress of water.
Contains additional details to the information shown on damage control plan, such
as:
Location of all sounding devices, tank vents and overflows which do not extend
above the weather deck.
Pump capacities and piping diagrams.
Instruction of opening cross flooding systems.
Means of accessing and escaping from water tight compartments below the
bulkhead decks for use by damage control parties.
Altering ship management and organizations to stand-by and coordinate
assistance if required.
Locations of non water tight openings with non automatic closing devices through
which progressive flooding might occurs are indicated.
Contains guidance on the possibility of non structural bulkheads and doors or

other obstructions retarding the flow of entering seawater to cause at least
temporary conditions of unsymmetrical flooding.
If results of the subdivision and damage stability analyses are included, additional
guidance are also provided to ensure that the ship's officers referring to that
information are aware that the results are included only to assist them in
estimating the ship's relative survivality.
The guidance to identify criteria on which the analyses were based and clearly
indicate that the initial action conditions of the ships loading extents and locations
of damage, permeabilities, assumed for the analyses may have no correlation with
the actual damaged condition of the ship.
Placement onboard
Passenger ships, damage control plan should be permanently exhibited on the
navigation bridge, as well as the ships control room and equivalent.
For cargo ships, the damage control plan should be permanently exhibited or
readily available on the navigation bridge. Also, it should be permanently exhibited
or readily available in the cargo control room.

3
$&6
ESP
HSSC

4
Survey and inpection frequency

STATUTORY CERTIFICATE 0 year 1st year 2nd year 3rd year 4th year 5th year
Cargo Ship Safety Construction (SAFCON)
High Speed Craft Code
IOPP
International Pollution Prevention Certificate for
the Carriage of Noxious Liquid Substances in
Bulk
IAPP
COF GAS
COF CHEMICAL
MODU Code Safety Certificate
Int Ballast water management Certificate
DG DOC
Cargo Ship Safety Equipment Certificate (SEC)

International Sewage Pollution Prevention
Certificate
Cargo Ship Safety Radio Certificate (SRC)
Cargo Ship Safety Certificate
Passenger Ship Safety Certificate
International Load Line Certificate
ISM DOC
ISM SMC
International Ship Security Certificate
MLC 2006
Certificate of Registry
International Tonnage Certificate
GRAIN DOA
SMD
CSR
AFSYC
OFCOM RADIO LICENCE
IEEC
EIAPP
I - INTERMEDIATE, A - ANNUAL, P - PERIODICAL

R - RENEWAL A* - ANNUAL AUDIT DONE BY COMPANY

4A
Enhanced Authorisation Scheme (EAS)

MGN 561
What is EAS?
EAS provides for partial or full authorisation to UK authorised Classification Societies for survey and
audit of selected UK registered ships operated by eligible shipping companies; linked to a flag
inspection regime and based on a risk profile. This is like an advanced level of ACS.
What if a ship is not eligible for EAS?

For ships, not on EAS, the Alternative Compliance Scheme (ACS) remains available for eligible
vessels.
What certificate is still done by MCA under EAS?

ISM DOC
What ships can get into EAS scheme?

Low or standard risk ship as per MCA risk profile calculation. These are officially called “selected
Ships”. The chosen ones!
Can a new built ship get into the EAS scheme?

The basis of the scheme is that selected ships have a known risk profile. Ships are not normally
eligible for the scheme until they have a proven track record under PSC and have been inspected by
MCA (Flag State Inspection).
Newbuild ships may become eligible after their initial inspection (normally carried out within 6
months of registration).
Can you get into EAS scheme if you are coming to UK flag from a different flag?
Flag‐in ships with a proven PSC record would be eligible once inspected by MCA, provided the
managing company has not changed; where a change of management has also taken place, the
same policy applies to flag‐in ships as to newbuild vessels.
What if a new company takeover? Will the vessel remain in EAS?

If a ship already on EAS has a change of management, the risk profile must be confirmed by MCA for
the ship to remain on the scheme.
What ships are not allowed to get into EAS scheme?

Passenger ships
© Copyright owned by Glasgow Maritime Academy LLP

4B
Can any company apply for EAS?

No. This is by invitation only by MCA.
How does MCA calculate risk profile?

The risk profile for individual ships is made up of several factors
The profile takes account of:
 P‐ Port State Control (PSC) record
 G ‐ General Inspection (GI) record
 C ‐ Classification Society Records
 I ‐ Management Company ISM Performance
 A ‐ Other Ship Factors (takes account of ship type/age/casualties/ship builder)
 F ‐ Other non‐specified Factors
Poor Guidance Can Initiate Any F*****p
What are the various categories of ships?

Profile falls into one of 4 fixed bands:
 Low (MCA Flag state inspections approximately every 5 years with a window of +‐ 1 year around
ISM renewal date)
 Standard (MCA Flag state inspections approximately every 2.5 years with a window of +‐ 6 months
around ISM renewal and the usual ISM intermediate audit window)
 Raised (MCA Flag state inspections approximately every 12 months with the same window as
SOLAS surveys)
 High (MCA revoke extended authorisation + 6 monthly MCA Flag state inspections within 6 weeks
following request by MCA)
How often is profile calculated?

The record for each ship is updated annually and a ship may move up or down the bands, depending
on changes to the profile.
Each factor covers a rolling 5‐year period with a declining importance of any detentions, deficiencies
or non‐conformities over time.

4C
What are the conditions to remain in EAS?

The conditions of the scheme are:
a) Once accepted, ships will remain on the scheme, unless they are considered High risk, in which
case they will be removed from the scheme.
b) The company agree to pay MCA fees to cover the cost of flag inspections.
c) The company will facilitate and maintain flag inspections at the stipulated schedule.
d) The company will actively facilitate MCA monitoring of RO performance through Vertical Contract
Audits (VCA) on ships enrolled or to be enrolled under the EAS.
What is checked by MCA in the Flag Inspections?

These inspections will be carried out by MCA surveyors and be similar to that of an Expanded
Inspection under Port State Control, with additional aspects to cover any particular risk areas for
that ship and operational standards related to ISM, ISPS or MLC.
The timing of such inspections will be at mutually agreed times with the shipping company,
consistent with maintaining the above frequency of inspections. The costs of such inspections will be
met by the shipping company.
What certificate is issued if the company is selected for EAS?

A Letter of Notification of Extended Authorisation is issued to owners of eligible ships. This letter
will normally be issued annually after the risk profile has been updated. A ship will be subject to flag
inspections at the intervals specified according to its individual risk profile as mentioned above.
Is a EAS vessel exempt from damage or marine casualty

surveys/investigations?
Nothing in the Schemes shall be interpreted as limiting or restricting the authority of the MCA to
exercise its responsibilities over ships as provided in existing laws and regulations. Whenever an
accident occurs to a ship or a defect is discovered which affects the safety of the ship, the master or
owner shall report at the earliest opportunity to the MCA and Class as required by SOLAS Chapter 1,
Reg 11(c)). The Marine Accident Investigation Branch (MAIB) may conduct marine accident
investigations as authorised and required by UK legislation. The Class will be requested to report any
statutory deficiencies and conditions of class found and the action taken to MCA (even if rectified
before completion of the survey).

4D
When can, a ship be removed from EAS?

The MCA retains the authority to deny or revoke certification under EAS, or take other action as
considered appropriate under any of the following circumstances:
 the ship’s involvement in a serious marine accident, casualty or pollution incident;
 failure to correct a Recognised Organisation’s condition of class or statutory deficiency within the
permitted time;
 expired or invalid documents;
 Port State Control (PSC) detention; or,
 Repeated failure in rectifying deficiencies identified at PSC inspections and/or surveys.
A detention will normally result in an additional inspection of the ship within 6 weeks and could lead
to a vessel being inspected more frequently by the MCA
Who issues Equivalences, Exemptions and Temporary Dispensations under

EAS?
Its still MCA.

5
Maritime and Coastguard Agency

APPENDIX
FORM 1
CONTINUOUS SYNOPSIS RECORD (CSR) DOCUMENT NUMBER 1 FOR THE
WITH IMO NUMBER 9193276
Dates should be in the format
INFORMATION
1 This document applies from (date) 2005112/07
2 Flag State BRITISH
3 Date of registration with the state indicated in 2
4 Name of Ship GRASMERE MAERSK
5 Port of registration LONDON

CAPITAL BANK LEASING 7 LIMITED
THISTLE HOUSE ROAD CHESTER CH88 3AN
6 Name of current registered
Registered
7 If applicable, name of current registered

Registered
8 Name of Company (International Safety Management)

Registered
ONE CANADA SQUARE CANARY WHARF LONDON E14 5DP
of its safety management activities
9 Name of all classificationsocieties with LLOYDS REGISTER OF SHIPPING

which the ship is classed
10 Organization MARITIME COASTGUARD AGENCY

which issued Document of Compliance
Body which carried out audit (if different)
11 Organization
which issued Safety Management Certificate MARITIME COASTGUARD AGENCY
12 Organization
which issued International Ship Security Certificate
13 Date on which ship ceased to be registered with the

state indicated in 2
6
APPENDIX Maritime and Coastguard Agency
FORM 1
IMO NUMBER 9193276
IS TO CERTIFY THAT RECORD IS CORRECT IN ALL RESPECTS
Issued by the Administration of : Maritime and Coastguard

C
Place and date of issue : Cardiff on
Signature of authorised person: I
Name of authorised person: Ceri A BRADSHAW
.
.
.
. and Coastguard Agency
7

APPENDIX
FORM 1
IMO NUMBER 9193276
INFORMATION
1 This document applies from (date) 2006110120
3 Date of registration with the state indicated in 2 2000105115

THISTLE HOUSE ROAD CHESTER CH88 3AN
6 Name of current registered
Registered
7 If applicable, name of current registered NIA
Registered

Registered
SHIPPING DIVISION HOUSE TRINITY
of its safety management activities GARDENS QUAYSIDE NEWCASTLE UPON TYNE NE1
9 Name of all classification societies with LLOYDS REGISTER OF SHIPPING


11 Organization
An
12 Organization

8
I APPENDIX
FORM 1
and Coastguard

IMO NUMBER 9193276
Issued by the Administration of : Maritime and Coastguard Agency
Place and date of issue :
Signature of authorisedperson:
Name of authorisedperson:
9

APPENDIX
FORM 1
IMO NUMBER 9193276
Dates should be in the format yyyylmmldd
INFORMATION
1 This document applies from (date) 2008101103
3 Date of registration with the state indicated in 2

6 Name of current registered THISTLE HOUSE ROAD CHESTER CH88 3AN
Registered
. .
7 'If applicable, name of current renistered
Registered
. ..

Registered
HOUSE TRINITY GARDENS QUAYSIDE
of its safety management activities NEWCASTLE UPON TYNE NE1 2HJ
9 Name of all classification societies with LLOYDS REGISTER OF


11 Organization
A
12 Organization


10

APPENDIX
FORM 1
IMO NUMBER 9193276
Dates should be in the format yyyylmmldd
Issued by the Administration of : Maritime and Coastguard
Place and date of issue : Cardiff on 2008101103
Signature of authorised person:
Name of authorised person:

11
FORM 2: AMENDMENTS TO THE CONTINUOUS SYNOPSIS RECORD (CSR)
FOR THE SHIP WITH IMO NUMBER: CSR DOCUMENT NUMBER:
The amendments are shown in the table. Indicate N/C for all items not being changed.
Dates should be in the format yyyy/mm/dd.
1 This document applies from (date):
2 Flag State: Norway
3 Date of registration with the Flag State:
4 Name of the ship:
5 Port of registration:
6 Name of current registered owner(s) and their
registered address(es):
7 Registered owner’s Identification Number
8 If applicable, name and address(es) of current

registered bareboat charterer(s): N/A
9 Name and address of the registered Company
for International Safety Management (ISM):
Address(es) of its safety management
activities:
10 Company Identification Number

11 Name of all classification societies with which
the ship is classed:
12 Name Administration/Government-/Recognized
Organization which issued Document of
Compliance (DOC):
Body which carried out audit (if different):
13 Name Administration/Government-Recognized
Organization which issued Safety Management
Certificate (SMC):
14 Name Administration/Government-/Recognized
Organization which issued International Ship
Security Certificate (ISSC):
15 Date on which the ship ceased to be registered
with the State indicated in 2:
16 Remarks:
THIS IS TO CERTIFY THAT this record is correct in all respects:
Issued by the Company or master:
Date of issue:
Signature of authorized person:
Name of authorized person:

12
FORM 3
INDEX OF AMENDMENTS TO CSR DOCUMENT NUMBER
FOR THE SHIP WITH IMO NUMBER: IMO
After this CSR document was issued, the following amendments to entries on the document have been
made by the company or the master, have been attached to the ship’s CSR file and have been notified to
the Administration:
Date of application Amendment to CSR Date amendment form

of Amendments: Information (2-16): attached to the ship’s
CSR file:
NOTE: If more amendments are issued than allowed for in the above table, add copies of this table as
Appendices to this page. Such Appendices should be numbered from 1 and upwards.
When relevant, indicate as follows: Appendix no. ………… has been added to this page.
13
Steps to obtain an ISSC

Assuming a company is about to take over a ship (new or old doesn’t matter). They take
following steps to get a full term ISSC
1. Company arranges for Ship Security assessment of the ship. This is either done by
company themselves or they can delegate it to a RSO's. As soon as SSA is arranged the
company sends a written confirmation to MCA about this (i.e. SSA has commenced and on board
assessment will be done on taking over the ship). Following this a complete written SSA is made up by the
Company / RSO within 21 days of initial notification.
2. After SSA is completed the Company / RSO makes up a SSP based on findings of SSA
3. This SSP is submitted to MCA for approval and at the same time sent on board for
implementation. (Any changes to and fro should be completed within 21 days of submission)
4. Company also installs SSAS. A functional test report is sent to MCA confirming this.
5. Company also establishes arrangements for drills, exercises and internal audits, through
which the CSO should be satisfied that the ship will successfully pass the initial ISPS audit
within the next 6 months.
(The first drill needs to be undertaken within 5 days of taking over the ship. The security sweep before sailing
can be used as drill)
6. After this company makes arrangements with MCA in writing what date they would be
ready for the initial ISPS audit along with ISM audit; also confirm that crew are familiar with
the SSP and also confirm that the SSO meets the requirements of the ISPS Code.
7. After receiving all the confirmations above MCA issues the ship an INTERIM ISSC which
is valid for max 6 months. Ship can now start sailing with this cert.
8. Now 0 to 3 months whilst trading as normal - ship staff implements SSP and collects
objective evidence
9. After the successful completion of initial audit (done anytime within 3 to 6 months i.e. not before 3
and not later than 6 months) the ship is issued with a full term ISSC (valid for 5 years).
RSO = recognised security organisation (approved by MCA to carry out security related tasks)
SSA = ship security assessment
SSAS = ship security alert system

14
SAFE MANNING DOCUMENT
All merchant ships on the United Kingdom register over 500 GT must have a Safe Manning
Document issued by the MCA. Safe Manning Documents are only issued after consultation with
the Owner or Manager. Class and other organisations are not permitted to issue Safe Manning
Documents for United Kingdom ships.
The Safe Manning Document will state the numbers and categories of officers and crew members
that are required to be on board. The crew numbers on board must never be allowed to go below
the minimum stated in the Certificate.
If due to exceptional circumstances a seafarer has to be removed from the vessel and a
replacement cannot join the ship in time it may be possible for the vessel to continue to operate,
for a limited period, with one seafarer less than specified on the Safe Manning Document. If a
Master plans to sail a vessel in non compliance with the Safe Manning Document he must
request the MCA to issue an Dispensation Certificate; however the Master must ensure that the
remaining crew continue to comply with the Hours of Work Regulations.
Establishing Safe Manning Requirements
Specific factors to be taken into account in determining the safe manning level include:
1. Frequency of port calls, length and nature of the voyage;

2. Trading area(s), waters and type of operations in which the ship or vessel is involved and any
special requirements of the trade or operation;
3. Number, size (kW) and type of main propulsion units and auxiliaries;
4. Size, type of ship, and layout;
5. Construction and equipment of ship;
6. Cargo to be carried or operational requirements;
7. Method of maintenance;
8. Extent to which training activities are conducted on board; and
9. How the proposed complement will deal with various emergency situations that may arise;
10. Navigational duties and port duties
11. Cargo handling and stowage:
12. Ship specific operations: the nature and duration of the operation(s) the ship undertakes and
local environmental conditions.
13. Ship operations and care for persons onboard, and maintaining life-saving, fire-fighting and
other safety systems in operational condition:
14. Administrative tasks required for the safe operation of the ship; and
15. Marine engineering tasks and duties.
16. Electrical, electronic and control engineering duties
17. Radio communication duties
18. Maintenance and repair:
19. Nav Status of the ship i.e. underway, not underway or operating in near stationary mode;
20. 3 watch system in deck and engine department being followed or not.
21. The maintenance of applicable occupational health and hygiene standards on board; and
22. The provision of proper food and drinking water for all persons on board.

15
Application for a Safe Manning Document
Any application for a Safe Manning Document should be made by the owner, or a person
authorised to act on their behalf, on form MSF 4227 (or subsequent amended form),
All applications, together with the appropriate fee, should be sent to the Seafarers’ Training and
Certification Branch.
When applying to the MCA for a Safe Manning Document, owners or operators should submit a
clear and concise explanation of: -
1 how the proposed manning level has been determined;

2 how it takes account of the guidance of MSN1767; and
3 how it takes account of the hours of work provisions in the Regulations.
Approval of a Safe Manning Document by the MCA
A proposal will only be approved and a Safe Manning Document issued provided the manning
level fully satisfies the principles, recommendations and guidelines outlined in this Notice. The
MCA may require an owner or operator to amend a proposal if, after evaluation, the proposal is
considered inadequate.
When the MCA has agreed a proposal regarding manning of a particular ship, a Safe Manning
Document will be issued for that ship in a format which complies with the requirements of SOLAS,
as amended. It should be retained on board and be available for inspection by an authorised
person, whenever required.
In the event of any change in equipment, construction or use of the ship, which may affect the safe
manning level, the owner or operator should make an application for the issue of a new Safe
Manning Document.
A Safe Manning Document of a ship may be withdrawn if an owner or operator fails to submit a
new proposal where a ship changes trading area(s), construction, machinery or equipment, or
operation and/or method of maintenance have changed, or a ship persistently fails to comply with
the rest hours requirements.
16

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22
MGN 398 (M+F)

Merchant Shipping (Anti-Fouling Systems) Regulations 2009
Due to the slow progress in the International Convention being ratified, on 14 April 2003 the
European Parliament and the Council of the European Union adopted Regulation on the
prohibition of organotin compounds on ships. From the 1 July 2003 it became a requirement for all
European Economic Areas (EEA) ships to comply with this Regulation
EU Application dates;
1 July 2003 for the prohibition of the application of organotin compounds (for EU Ships)
1 Jan 2008 for the elimination of the presence of organotin compounds on ships. (For all ships
in EU waters)
The UK Regulations apply to
1. All UK ships (wherever they may be), and

2. Foreign ships in UK waters
The UK Regulations do not apply to warships, naval auxiliary or other ships owned or operated by
a State and used only on government non-commercial services
International Application dates;
The Convention received sufficient ratifications (at least 25 States representing at least 25 % of
the world's tonnage) for it to come into force internationally on 17 September 2008
Survey and Certification
Survey and Certification of the AFS has been delegated to the following UK Recognised
classification Societies:
•the American Bureau of Shipping;
•Bureau Veritas;
•Class NK;
•Det Norsk Veritas;
•Germanischer Lloyd;
•Lloyds Register; and
•RINA.
Ships which are not classed by one of the above recognised organisations should approach their
local Marine Office for a survey and certification.

23
Documentation Requirements - Ships of 24 Metres or More in Length but Less than 400gt
Ships of 24 metres or more in length but less than 400 gross tonnage (excluding fixed or floating
platforms, FSUs and FPSOs) must carry a Declaration on AFS signed by the owner or authorized
agent. The Declaration must be accompanied by appropriate documentation supporting the fact
that the AFS is compliant with the UK Regulations, e.g. a paint receipt or contractor invoice, or
contain an appropriate endorsement.
Documentation and Survey Requirements - Ships 400gt and Over
Ships 400gt and over (excluding fixed, floating platforms, FSUs and FPSOs,) must be surveyed
under the following regime:
1. An initial survey before the ship is put into service or when the ship is for the first time in dry
dock for the application of an anti-fouling system; and
2. A survey when the anti-fouling system is changed or replaced, undertaken to enable the
endorsement of the Certificate.
Note: if at any time on or after 1st July 2003 a ship has been put into service, or gone into dry dock
to have an anti-fouling system applied, etc, then it must not set off on a voyage (or continue on a
voyage) on or after the date of the UK Regulations coming into force unless it has been surveyed
and the certificate has been issued for the ship.
Repairs (touch ups) do not generally require a survey. However, repairs affecting approximately
25% or more of the anti-fouling system are considered by the MCA to be a change or replacement
of the anti-fouling system. An anti-fouling system that undergoes repair must be repaired or
replaced with a compliant anti-fouling system.
An International AFS-Certificate (AFSYC) issued by one of the class mentioned above or MCA
should be kept on board. The record of anti fouling system should be permanently attached to
this certificate.(sample at the end of this document)
Ships with no Anti-Fouling Systems
Ships which trade internationally and fall into the survey and certification regime will be expected
to carry either a Certificate or a Declaration. On the Certificate or Declaration, the part headed
"Details of anti-fouling system(s) applied” or “Type(s) of anti-fouling system(s) used.........” should
be filled out stating that the ship does not have an AFS system. The MCA consider this should
help to eliminate potential problems with foreign PSC control, for UK registered ships without AFS.
EU ships in foreign waters
The MCA advice to all UK ships sailing between foreign ports outside the EEA should check with
the country that they are sailing to as to their national requirements in relation to AFS.
PSC and flag state inspection
These inspections will be limited to:
• verifying that the ship holds a valid Anti-Fouling Certificate including the Record of Anti-Fouling
Systems or other appropriate documentation;
• investigating further the documentation where there are clear grounds for believing that the
certificate, including the Record of Anti-Fouling Systems and or other appropriate documentation
is incorrect; and
• a brief sampling of the Anti-Fouling System to show that the ship’s AFS is in compliance.
24
25
26
PROTECTION AND INDEMNITY CLUB
An organization formed by ship owners.

For the purpose of mutual insurance loses not covered by the marine policy.
A non profit making organization.
Obtains its fund from its members.
Each member pays certain amount depending on:
Tonnage of their ships.
Amount of claims sustained by them.
A
Provides security for cover against 3rd party risk.
Offers protection for contractual liabilities.
PROTECTIONS PROVIDED BY P & I CLUB
Risks covered under PROTECTION

1/4Th of any claims an owner may have to pay for damage to any ship.
Claim for damage done to dock, pier, wharf or other fixed object.
Damage for the loss of life or personnel injury.
Repatriation of distressed seamen, sickness, hospitalization, medical and funeral expenses.
Loss of life and personnel injuries following a collision.
Cost of raising a wreck.
Quarantine expenses.
When cargo carried to be discharged at berth.
Cargo is discharged to lighterage vessels
The cost to be borne by ship.
Unless exception clause “quarantine expenses” is inserted in C/P.
Cargo damage due to improper navigation.
Cost of DOT inquiries.
Oil pollution.
Legal costs of defending claims if incurred with the consent of the club director.
Cargoes irrecoverable proportion of general average.
Stowaway repatriation
Risks covered under INDEMNITY
Claims in respect of wrong delivery of cargo.
Ship’s liability to cargo after collision not recovered by insurance.
Fines or penalties imposed as a result of innocent breaches of the followings:
Common law.
Public health regulations.
Immigration laws.
Barratrously acts including smuggling of servant of ship owner.
Cost of releasing cargo claims with the consent of director.
Scope of activities regarding shipmaster / relation between shipmaster and P&I club
When serious difficulties arise in connection with ship in connection with ship, cargo, crews,
advice of agent and P&I club to be sought.
When require a private surveyor due to a classification society not available, the master can ask
the agent of his P&I club to recommend.
When the master is in doubt that the dangerous goods loaded will constitute a danger to life,
ship and cargo, advice can be seek.
When to avert or minimize loss is not possible, master should contact P&I club for technical and
legal advice.

27
Detention, Improvement and Prohibition Notices
1. Detention Notices
These Notices may be issued in circumstances where a vessel has deficiencies which would be
clearly hazardous to safety, health or the environment should it proceed to sea (i.e. Major NC). As
with INs/PNs the issue of a DN may lead to prosecution. Detention is effective if the ship is about
to go to sea, and is mainly used to prevent departure of a ship until defects affecting her safety
have been remedied. It is not appropriate for stopping unsafe practices or preventing dangerous
activities in port, and in some cases it is too severe a course of action to deal with some
infringements of statutory requirements. An alternative course of action is available for inspector
under the Merchant Shipping Act 1995, which allows the serving of Improvement and Prohibition
Notices.
2. Improvement Notices
An Improvement Notice can be issued where there is a breach of any of the statutory provisions
listed in the Merchant Shipping Act 1995 or if it is believed that a contravention has occurred and
is likely to be repeated (i.e. a NC or MNC). It is aimed at preventing accidents; injury or pollution
by ensuring something is put right rather than punishment through prosecution. An IN requires that
the person on whom it is served must comply fully with the remedy described on the notice by a
date specified in the notice. At least 21 days leeway period is given to rectify.
3. Prohibition Notices
A Prohibition Notice may be used to stop or prohibit an activity if that activity involves a risk of
serious personal injury or serious pollution (i.e. a NC or MNC). Unlike an Improvement Notice, a
Prohibition Notice can have immediate effect and is therefore the appropriate instrument
for use against imminent risk. The issue of a PN will mean the stopping of an activity, which in
turn may delay the sailing of a ship (like an indirect detention). The Notice will normally be issued
to the senior person present and the Notice may be issued in his name and not that of the
Company. This means that it is the responsibility of the recipient to ensure that the correct
remedial action is taken.
Being served with either an Improvement or Prohibition Notice does not mean that Prosecution will
not follow, bearing in mind that the Notice will relate to statutory duties. Failure to comply with
either an Improvement or Prohibition Notice is in itself a criminal offence.
4. Non-United Kingdom Ships
In general, United Kingdom Regulations require standards on non-United Kingdom ships to be
equivalent to those on United Kingdom ships and make provisions for measures to be taken to
rectify any deficiencies or, in extreme cases, for ships to be detained. Where an activity involves a
risk of serious injury or pollution a Prohibition Notice can be issued to a non-United Kingdom ship
provided the activity involved is one to which relevant statutory instruments apply. However an
Improvement Notice can be issued only where there is a breach of specific regulation and the
surveyor should first satisfy himself that the regulation involved does in fact apply to non-United
Kingdom ships.
5. Examples of IN or PN;
A PN may be issued if an inspector finds that crewmembers are unsafely working aloft. An IN may
be issued if the ship has no formal procedure to do a risk assessment of such activity.
DN, IN or PN can be issued by a MCGA or HSE inspector. Failure to comply with the
requirements of a DN, IN or PN may lead to a fine up to the statutory maximum, or in the
case of a DN or PN imprisonment.
28
'HWHQWLRQV
*HQHUDOThe lack of valid certificates and documents as required by the relevant instruments. However, ships flying the flag
of States not party to a Convention (relevant instrument) or not having implemented another relevant instrument, are not
entitled to carry the certificates provided for by the Convention or other relevant instrument. Therefore, absence of the
required certificates should not by itself constitute reason to detain these ships. However, in applying the “no more favourable
treatment” clause, substantial compliance with the provisions is required before the ship sails.
3.2. Areas under the SOLAS Convention (References are given in brackets)
1. Failure of the proper operation of propulsion and other essential machinery, as well as electrical installations
2. Insufficient cleanliness of engine room, excess amount of oily water mixtures in bilges, insulation of piping including
exhaust pipes in engine room contaminated by oil, improper operation of bilge pumping arrangements
3. Failure of the proper operation of emergency generator, lighting, batteries and switches
4. Failure of the proper operation of the main and auxiliary steering gear
5. Absence, insufficient capacity or serious deterioration of personal life saving appliances, survival craft and launching
arrangements
6. Absence, non compliance or substantial deterioration of fire detection system, fire alarms, firefighting equipment, fixed fire
extinguishing installation, ventilation valves, fire dampers, quick closing devices to the extent that they cannot comply with
their intended use
7. Absence, substantial deterioration or failure of proper operation of the cargo deck area fire protection on tankers
8. Absence, non-compliance or serious deterioration of lights, shapes or sound signals
9. Absence or failure of the proper operation of the radio equipment for distress and safety communication
10. Absence or failure of the proper operation of navigation equipment, taking the provisions of SOLAS Regulation V/12(o)
into account
11. Absence of corrected navigational charts, and/or all other relevant nautical publications necessary for the intended
voyage, taking into account that electronic charts may be used as a substitute for the charts
12. Absence of non sparking exhaust ventilation for cargo pump rooms (SOLAS Regulation II-2/59.3.1)
13. Serious deficiency in the operational requirements, as described in section 5.5 of Annex 1 to the MOU
14. Number, composition or certification of crew not corresponding with the safe manning document
15. Failure to carry out the enhanced survey programme in accordance with SOLAS 74, Chapter XI, Regulation 2
16. Absence or failure of a VDR, when its use is compulsory.
3.3. Areas under the IBC Code (References are given in brackets)
1. Transport of a substance not mentioned in the Certificate of Fitness or missing cargo information (16.2)
2. Missing or damaged high-pressure safety devices (8.2.3.)
3. Electrical installations not intrinsically safe or not corresponding to code requirements (10.2.3)
4. Sources of ignition in hazardous locations referred to in 10.2 (11.3.15)
5. Contraventions of special requirements (15)
6. Exceeding of maximum allowable cargo quantity per tank (16.1)
7. Insufficient heat protection for sensitive products (16.6)

29
3.4. Areas under the IGC Code (References are given in brackets)
1. Transport of a substance not mentioned in the Certificate of Fitness or missing cargo information (18.1)
2. Missing closing devices for accommodations or service spaces (3.2.6)
3. Bulkhead not gastight (3.3.2)
4. Defective air locks (3.6)
5. Missing or defective quick-closing valves (5.6)
6. Missing or defective safety valves (8.2)
7. Electrical installations not intrinsically safe or not corresponding to code requirements 10.2.4)
8. Ventilators in cargo area not operable (12.1)
9. Pressure alarms for cargo tanks not operable (13.4.1)
10. Gas detection plant and/or toxic gas detection plant defective (13.6)
11. Transport of substances to be inhibited without valid inhibitor certificate (17/19).
3.5. Areas under the Load Lines Convention
1. Significant areas of damage or corrosion, or pitting of plating and associated stiffening in decks and hull affecting
seaworthiness or strength to take local loads, unless proper temporary repairs for a voyage to a port for permanent repairs
have been carried out
2. A recognised case of insufficient stability
3. The absence of sufficient and reliable information, in an approved form, which by rapid and simple means, enables the
master to arrange for the loading and ballasting of his ship in such a way that a safe margin of stability is maintained at all
stages and at varying conditions of the voyage, and that the creation of any unacceptable stresses in the ship’s structure
are avoided.
4. Absence, substantial deterioration or defective closing devices, hatch closing arrangements and watertight doors
5. Overloading
6. Absence of draft mark or draft mark impossible to read.
3.6. Areas under the MARPOL Convention, Annex I (References are given in brackets)
1. Absence, serious deterioration or failure of proper operation of oily water filtering equipment, the oil discharge monitoring
and control system or the 15 ppm alarm arrangement
2. Remaining capacity of slop and/or sludge tank insufficient for the intended voyage
3. Oil Record Book not available (20(5))
4. Unauthorised discharge bypass fitted
5. Survey report file missing or not in conformity with Regulation 13G(3)(b) of the Marpol Convention.

30
3.7. Areas under the MARPOL Convention, Annex II (References are given in brackets)
1. Absence of the P&A Manual
2. Cargo is not categorised (3(4))
3. No cargo record book available (9(6)).
4. Transport of oil like substances without satisfying the requirements or without an appropriately amended certificate (14).
5. Unauthorised discharge bypass fitted.
3.8. Areas under the STCW Convention
1. Failure of seafarers to hold a certificate, to have an appropriate certificate, to have a valid dispensation or to provide
documentary proof that an application for an endorsement has been submitted to the flag State administration.
2. Failure to comply with the applicable safe manning requirements of the flag State administration.
3. Failure of navigational or engineering watch arrangements to conform to the requirements specified for the ship by the flag
State administration.
4. Absence in a watch of a person qualified to operate equipment essential to safe navigation, safety radio communications
or the prevention of marine pollution.
5. Failure to provide proof of professional proficiency for the duties assigned to seafarers for the safety of the ship and the
prevention of pollution.
6. Inability to provide for the first watch at the commencement of a voyage and for subsequent relieving watches persons
who are sufficiently rested and otherwise fit for duty.
3.9. Areas under the ILO Conventions
1. Insufficient food for voyage to next port (Convention 68 Article 5(2)(a)).
2. Insufficient potable water for voyage to next port (Convention 68 Article 5(2)(a)).
3. Excessively unsanitary conditions on board.
4. No heating in accommodation of a ship operating in areas where temperatures may be excessively low (Convention 92
Article 8).
5. Excessive garbage, blockage by equipment or cargo or otherwise unsafe conditions in passageways/accommodations

(Convention 134 Art 4).
3.10. Areas which may not warrant a detention, but where for example cargo operations have to be
1. Failure of the proper operation (or maintenance) of inert gas system, cargo related gear or machinery are considered
sufficient grounds for stopping cargo operation.
31
Ship Sanitation Certificate
BOPIC
DG DOC content
What certificates show that your ship has a certified for UMS
What certificates should be displayed on bridge
What if you loose your certificate of registery in foreign port?
How would you know that helicopter landing area on board your ship has sufficient strength?

32
Who approves various plans?
The inspection of the outside of the ships bottom
Nairobi Convention - Wreck Removal Cert

33
ESP

Heavy Weather Preparation
Safety Management Meeting

Master C/E 2/0 and 3/0 C/O Bosun
34

Departure Preparation as a Master or Mate (Voyage planning)

2/0 3/0 C/O C/E Bosun
35

Arrival Preparation as a Master or Mate

2/0 3/0 C/O C/E Bosun
36

37
Dry Docking

38
Preparation of a vessel for dry docking.

Arrange a meeting with the heads of departments. Inform them about the dry
docking plan. Inform them about:
The dry dock, particulars of dry dock, if any, expected date of dry dock etc.
Instruct the chief engineer / chief officer to prepare a comprehensive dry docking and
repair list.Arrange another meeting with the head of the departments to go through
the repair list respectively.
Determine which repairs can be done onboard by ship’s personnel.
Check there is no overlapping of repairs between various departments.
Recompile repair list of both departments.
Prepare an official repair list, include proper photocopies of plans or diagrams of
parts to repair.
Send the repair list to office. Also send the list of repairs to be done by ship’s
personnel.
Ensure all plans are onboard.
Approved list from head office will be send back to the ship.
Heads of departments to have copy of repair lists.
Heads of departments to brief crew members regarding dry dock repairs.
Safety committee also to be involved regarding dry dock repairs.
The surveys due and to be done in dry dock.
Required preparation for surveys.
Any modification to be carried out.
Order the necessary stores, materials for repair jobs by ship's crew.
Ask to company for extra officer if deem necessary.
Assign duties for officers and brief them about safety and security of the vessel and
maintaining efficient watch at all times.
For chief officer, overall supervision of deck work list, safety and organization of crew
for dry dock and survey.
For 2nd officer, supervision of hull cleaning and painting and to keep watch under
c/o's instruction.
For 3rd officer, in charge for safety while in dry dock and to keep watch under c/o's
instruction.
Designate personnel for fire patrol and gangway watch.

39
Designate personnel for filling FW and disposal of garbage.

Instruct c/o to brief the crews on general safety requirement, dock and regulations to
be followed and procedures to be taken in case of emergency / accident.
Stability of the ship to be calculated before entering. Following things to be
considered:
a. The GM of the ship, maximum loss of GM during critical period.
b. Vessel to be stable throughout the process.
c. Trim of the ship should be adequate.
d. Vessel should be upright.
e. Amount of ballast, FW, FO, cargo onboard and their distribution.
Cranes to be stowed to avoid obstruction to dry dock cranes. High antennas to be
lowered.
Lifebuoys to be removed from deck to avoid over painting.

Mark and keep the plugs under lock once out of water.
Off-hire time and position to be ascertained and logged (if time chartered).
Contents of a docking plan:

1. Position of bulkheads
2. Position of main structural members.
3. Rise of floor (if any).
4. Position of plugs.
5. Position of transducers
6. Position of blocks

40
Extended Dry Docking (EDD)

A new Extended Dry Docking (EDD) option for container vessel, general cargo ships and multi-
purpose dry cargo vessels has been introduced by Germanischer Lloyd (GL) to acknowledge
longer lasting coatings.
GL offers owners and operators the chance to extend the dry-docking period from five to seven-
and-a-half-years. This option provides maximum scheduling flexibility while maintaining the
highest standards of quality and safety. Owners who previously would have had to look for an
available dry-docking facility each five years can now have their ship inspected at dock-side. While
the Extended Dry Docking offers tremendous flexibility and savings in positioning and docking
costs, it also reduces the off-hire times and allows owners to bring additional scheduling options to
the table during charter party negotiations.
"We are convinced that owners who implement the current technological options, and who
maintain a stringent planned maintenance programme, can take advantage without undermining
quality or safety," says Mr. Matthias Galle, GL Vice President for Classification and Technical
Matters. "Our discussions with the Liberian, Marshall Islands, Antiguan and Singaporean flag
states, as well as with the German maritime authority BG Verkehr, formerly SBG (See-
Berufsgenossenschaft), indicate that, with some reservations, they are in general agreement on
this point."
To assure the highest levels of quality and safety, only ships meeting GL's entry requirements are
allowed into the programme. These requirements include flag state programme approval and the
fitting out of the ship with GL class notation IW (in-water). All ships must have a GL-approved
planned maintenance system for the hull (e.g. GL HullManager) as well as for machinery. In
addition, the ship must be fitted with a shaft bearing and sealing system of approved design with
implementation of regular monitoring procedures.
For newbuildings, the hull dry film thickness must be a minimum of 300μm, excluding anti-fouling,
and the ship must be fitted with anodes prepared for seven and a half years and/or have an
impressed current system installed and maintained. For fleet in service ships, ballast water tanks
must maintain a "good" condition according to IACS Rec. 87, and the vessel must be free of any
condition of class concerning underwater parts. In all cases, GL reserves the right to suspend the
programme at any time if it is determined that an out-of-water inspection is necessary. In addition,
this new scheme only works together with owner, Flag State and class. In the case of a change in
owner or Flag, the EDD approval may be waved and a dry-docking is immediately due/required.

41
Taking Over as a Master or Mate

42
Brand new takeover

43
Standing I nstructions
Company Briefing
+RZWR$UUHVW&UDFNVRQDZHOG

44
INCOTERMS – QUICK REFERENCE GUIDE

Incoterms are the international rules for the interpretation of trade
terms used in international trade, formulated by the International
Chamber of Commerce.
EXPORTERS COUNTRY IMPORTERS COUNTRY

Border of country of export Border of country of export
COSTS
INCLUDED
EXW FCA FAS FOB CFR CIF CPT CIP DAF DES DEQ DDU DDP
Packing costs
Commercial
documents
Inland delivery to
ﬁrst carrier
Inland delivery to
vessel/aircraft
Wharfage
Export customs
Transport
documentation*
Carriage and
freight
Insurance
Delivery at
destination
Import customs
Costs recommended for sea freight only

The cost of obtaining an airway bill or bill of lading should still be included in the Free on Board (FOB) value, as they are an
*
essential element of getting the goods on board.
Reference material can be purchased from the International Chamber of Commerce’s website, www.iccbooks.com
Incoterms acronyms DDU - Delivered duty unpaid

CFR - Cost and freight DEQ - Delivery ex quay Please note: this fact sheet is a general guide only.
CIF - Cost, insurance and freight DES - Delivery ex ship
EXW - Ex works For more information on any Customs and Border Protection
CIP - Carriage and insurance paid
matter, contact the Customs Information and Support Centre
to FAS - Free alongside ship
on 1300 363 263 or email information@customs.gov.au or
CPT - Carriage paid to FCA - Free carrier
browse the website www.customs.gov.au
DAF - Delivered at frontier FOB - Free on board
DDP - Delivered duty paid
Various Charter Party Agreements
Bareboat Voyage Charter Time Charter
Owner
Charterer
45

46
Bill of Lading -- A document issued by a carrier which is evidence of receipt of the goods, and is a
contract of carriage. It describes the goods, the details of the intended voyage, and it specifies the
conditions of transportation. If issued in negotiable form, i.e. "to order", it becomes documentary
evidence of title to the goods.
Seaway Bill -- is (i) a contract of carriage, and (ii) the carrier's receipt of the goods. However, unlike
the bill of lading, the seaway bill is not a document of title. Thus there is no need for the consignee to
present any transport document at the port of discharge, as long as he can identify himself as the
party named as consignee in the seaway bill. The seaway bill obliges the carrier to deliver goods to
the consignee named in the document. The carrier's only responsibility in this respect is to exercise
due diligence when confirming the identity of the person claiming to be the consignee. Since the
seaway bill is not a document of title, it may not be entirely suitable for shipments of goods intended
for multiple resales during carriage. It is not absolutely clear under the code whether a
buyer/consignee with a right of disposal over the goods can name yet another consignee.
Shipping note -- is a document used in shipping goods by sea. In the case of free goods the
shipping notes are the receiving note, addressed by the shipper to the chief officer of the vessel,
requesting him to receive on board
specified goods, and a receipt for the mate to sign, on receiving whose signature it is called the
mate's receipt, and is surrendered by the shipper for the bills of lading.
Manifest -- A document that lists in detail all the bills of lading issued by a vessel or its agent or
master, i.e., a detailed summary of the total cargoes or containers loaded in a vessel. Used
principally for customs purposes. It is also called summary of Bills of Lading.
Letter of Indemnity -- A document which the writer issues to another party agreeing to protect them
from liability for the performance of certain acts.
1. In the case of international transportation when a negotiable bill of lading has been issued but is
not available for surrender to the carrier when it is desired to take delivery of the shipment, a bank
may issue a letter of indemnity to the carrier to persuade them to release the cargo. (A Letter of
Guarantee may also be used). The bank will usually obtain a similar letter from its client to protect
itself against the liability it assumes on behalf of the client.
2. On export shipments, some carriers may permit shippers to issue letters of indemnity to the
carriers in order to secure from them clean bills of lading in place of foul, or to replace lost original
bills of lading.
3. To change anything else in the agreement such as destination etc.
NB: Master should never accept letter of indemnity himself. It’s the Owners or charterers’ who accept
it from the receiver or bank and master follows instructions from his owner (if voyage chartered) or
charterers (if time chartered)
47
SEAWAY BILL
Faster Loading rate than DE ballasting capacity
Letter of Protest Note Protest
Extended Letter of protest –

48
General Average

48 A
Laycan
Demmurage
Despatch
Agent of necessity

49
Port of refuge Place of Safety
Salvage - Students Notes

50

51

52
Ship handling - students Notes

53
PARTS OF OFFICIAL LOG BOOK
1. CREW LIST
2. MSF 4605 - RBD FORM - FORMERLY RBD1
3. BOAT AND FIRE DRILL RECORDS EVERY WEEK
4. EMERGENCY STEERING GEAR DRILL RECORDS - EVERY 3 MONTHS
5.TEST OF PILOT HOISTS
6. CREW ACCOMODATION, FOOD AND WATER CHECKS
7. FREEBOARD SHEET - MSF 2004 - FORMERLY FRE13
8. NARRATIVE SECTION
OLB PART 2 - FOR PAZZI
1. TIMES OF OPENING AND CLOSING OF WATERTIGHT DOORS

2. TIMES OF INSPECTIONS
3. TIMES OF PRACTICE
ENTERIES IN NARRATIVE SECTION
• changes of master
• the annexing of other documents to the OLB.
• accidents
• casualties
• disciplinary matters
• ONLY SIGN OFF OF CREW - NO NEED TO PUT SIGN ON
• details of crew left behind
• desertions
• complaints
• promotions and demotions
• criminal convictions during a voyage
• illness
• deaths
• appointments of safety officers, representatives and committees.
• meetings of safety committees.
• wages disputes
• closing of articles and OLB.

54
Some one dies on boad what is the procedure?
1. get a doctor to certify him dead

2. if no doc then some one with medical care can check with second opinion and radio advice. inform
company. Investigate reason of death. if natural death then no problem but if its suspicious then leave
every thing as it is and wait for police to arrive.
If natural death then
3. put body in body bag

4. veg room
5. pack his non persihable items and inventory with witness
6. pack his docs
7. Contact MAIB, inform company, they would inform NOK -- and arrange for discharge of body and
docs and his personal belongings next port
8. if in port - discharge body ashore and arrange for repatriation of body... inform consulate land his
documents --- arrange releiver
9. official log book entry - FILL UP msf 4605 RBD1 FORM AND SEND IT TO RSS
Someone missing before departure. Actions?
1. ASK OTHER CREW MEMBERS WHERE WAS HE SEEN LAST

2. AS PORT AUTHORITIES TO LOOK FOR HIM IN PORT OR WATER
3. CALL HIS PHONE
4. AGENT
5. CHECK HIS CABIN
6. PHONE POLICE or check local hospital
7. PACK HIS STUFF WITH WITNESS INVENTORY OUT
8. INFORM LOCAL COUNSULATE OF HIS COUNTRY - give his passport
9. INFORM COMPANY and nok get releiver
10. SMD - if releiver not possible due to time constraints get DISPENSATION FROM MCA - AND
MAKE SURE OTHERS HOURS OF REST NOT COMPROMISED
11. log book entry

55
WHATS IN A SEA?
1. PERSONAL DETAILS OF CREW

2. DETAILS OF SHIP OWNER
3. JOB PROFILE OF CREW
4. TOUR OF DUTY
5. PROBATION TERMS
6. NOTICE PERIOD
7. TERMS AND CONDITION OF EMPLOYEMENT
8. WORK SCHEDULE
9. DETAILS OF LEAVE
10. DETAILS OF WAGES
11. PENSION IF APPLICABLE
12. JOINING AND REPATRIATION DETAILS
13. HEALTH REQUIREMENTS
14. DETAILS OF PROCEDURE IN CASE OF SICKNESS OR INJURY OR DEATH
15. TRAINING
16. HEALTH AND SAFETY PROCEDURES
Who signs SEA?
Where the seafarer is directly employed by the shipowner the SEA should be between the seafarer and the
shipowner and must be signed by both the seafarer and the shipowner or an authorised signatory of the
shipowner. Any signatory authorised by the shipowner to sign SEAs for seafarers working on the ship should
be named in DMLC 2 for the ship.
Where a seafarer is not directly employed by the shipowner but is employed by a third party (e.g. a manning
agency), the employer must be a party to the SEA. In such cases, the shipowner (or an authorised signatory
of the shipowner) must also sign the agreement to guarantee that the shipowner will meet any obligations of
the employer to the seafarer under
the SEA, if the employer fails to meet those obligations.
Watch Rating Certificate. How is it issued? (MIN 303)
UK shipping companies may apply to the MCA for approval to issue Watch Rating Certificates on its behalf.
Many companies carry out this function, however, there are companies that do not.
Navigational Watch Rating OR ENG WATCH RATING
To qualify for a Navigational Watch OR ENGINE Rating Certificate STCW Code A-II/4 they must be:
• atleast 17 years old
• have 6 MONTH DECK OR ENG SEATIME or 2 MONTHS IF DONE SPECIAL TRAINING
• have completed the basic safety training
• HAS valid ENG1
If someone is serving with a company which isn’t authorised to issue this certificate they can apply directly to
MCA using msf 4371

56
Checklist not filled or PMS flogged - Actions?

Make a thorough check on all other items or checklists
get the essential items immediately repaied or maintained
call the person in fault for an interview in presence of master
read out the accusation to him and give him chance to explain
come to a decision on his fault
call for a hearing - he can be accompanied by a mate
depening on the severity of his fault you would give him verbal or written warning or give reprimands.
if its a clerical error then verbal warining will do but if it is done purposely then he would have to be
disciplined.
make official log book entries and give him a copy
raise an NC - inform company
corrective action plan to include retraining on pms
re correct entries in pms or sort out the missing checklists
have a closer and more frquent check on pms after this

57
WATER INGRESS MONITORING

A guide for masters of bulk carriers.
Introduction
st
New regulations will become part of the Safety of Life At Sea (SOLAS) convention and come into force on 1 July 2004.
Bulk carriers will be required to carry equipment that will give early warning of water ingress to the hull. For ships that exist
at the time of introduction of the new regulations it will be permissible to fit this equipment after the date of coming into force
but not later than the first annual, intermediate or renewal survey after that date.
Water Ingress Monitoring

Water Ingress Monitoring (WIM) is not a new concept. Masters will recognize that daily monitoring of bilges and tanks has
been a feature of prudent seamanship since antiquity. However, this method of monitoring does not provide continuous
information. Furthermore, when weather deteriorates the manual process is usually suspended because of the dangers to
crew members taking the soundings. In such conditions the risk of flooding in the ship is increased and therefore some
method of continuous monitoring should be introduced. The concept now adopted for bulk carriers by IMO monitors not only
for the presence of water, but also, in the cargo hold spaces, the speed of ingress. To achieve this a two stage alarm is
used, one at a low level in the hold, the second a short distance above it.
Methods of detection may vary. Some manufacturers use simple float switches, others may have other methods of
detecting water. It is even permissible to install alarm points at the levels prescribed in the regulation in remote tank
sounding systems.
The following pages describe an example WIM system in more detail and how the provision should be used within the ship’s
Safety Management System. There are many variations in bulk carrier design. Each must be addressed individually. For
example some ships do not have lower stools in which detection equipment can be positioned and thereby be well
protected. In such cases WIM can be installed in protective tubes alongside existing sounding pipe arrangements.
58
Water Ingress Monitoring: Master’s guide
WATER INGRESS MONITORING
Description of the equipment
Equipment designed for the purpose of monitoring water ingress to the hull of a bulk carrier must conform to a performance
standard. Different manufacturers may design their equipment with variations in layout but all must be provided with certain
minimum indicators and alarms. The alarm panel shown below in figure 1 does not represent any particular manufacturer’s
product neither does it depict any particular ship. It is intended to illustrate a typical layout that incorporates all the
requirements of the performance standard.
The panel shown represents one fitted to a bulk carrier with five cargo holds. The spaces monitored are all the cargo holds
and the forepeak tank. Other spaces forward of the collision bulkhead (such as forward Bosun’s stores) may be monitored if
they are deemed as having a significant effect on the reserve of buoyancy or stability within the hull in the event of such
spaces flooding. The example shown also has one of the cargo holds – number 3 – capable of being filled with ballast.
Designations used may vary between manufacturers but the terms “Pre-alarm” and “Main alarm” are stipulated in the new
regulation. The panel must be positioned on the bridge together with the audible alarms associated with it. Repeater panels
may be placed in other spaces but are not compulsory.
Every system must have:
• Indication of power supply status ( in the panel on the extreme left in fig. 1).
1 = Indicates primary electrical supply
2 = Indicates secondary electrical supply (when provided). Many systems will incorporate a standby source of
electrical power.
(in each of the segments of the panel representing individual spaces)
E = Electrical supply: Lit when that part of the system is supplied normally.
• Indication of a fault ( in the segment of the panel on the extreme left in fig. 1)
F = Fault
(and in each segment representing a particular space).
O = Open-circuit indication* Lit when a fault is detected in the form of open-circuit.
S = Short-circuit indication* Lit when a fault is detected in the form of a short circuit.
The “O” and “S” indications may be duplicated in the Power Supply panel in place of the single “F” indication but
the individual space monitors must have the two distinct alarm indications operating from internal diagnostics.
• Indication of an alarm condition (in each of the segments in the panel for individual spaces)
P = “Pre-alarm” indication* Lit when water is detected in the space at the lower of two sensors (0.5 meters above
the bottom of the space (excluding bilge wells).
M = “Main alarm” indication** Lit when water is detected in the space at the higher of two sensors or, in a space
provided with only one sensor, (such as a ballast, void or other significant space forward of the collision bulkhead),
at that sensor. In holds this is 15% of the depth of the hold or 2 meters, whichever is greater. In ballast tanks
forward of the collision bulkhead this level is 10% of the depth of the space and in dry and void spaces, any part of
which extends forward of the collision bulkhead the level is 0.1 meters. All measurements exclude bilge wells.
• Indication of ballast interlock activation (in the segments of the panel representing the ballast hold and the fore
peak tank)
I = Interlock indication. Lit in the event of a ballast tank or hold having the system overridden during carriage of
ballast water. Such systems are only permissible if they automatically reset when the water level falls below the
Pre-alarm level.
• Audible alarms
Pre-alarm: The visual indicator is accompanied by an audible alarm
Main alarm: The visual indicator is accompanied by an audible alarm that is distinct from (and preferably louder
than) the other audible alarm.
Fault alert: The visual indicator is accompanied by an audible alarm, which may be the same as the pre-alarm but
must not be mistakable for the main alarm.
All alarms should be distinct from other alarms on the bridge except that a main alarm may be linked to an
emergency alarm in the same way that fire alarms often are.
59
Also in the left hand “power supply” segment of the example panel is a mute button.
All audible alarms should be connected to a mute button. This is to prevent interference with communication caused by loud
alarms during the investigation process. The mute button cannot extinguish the indicator lamp, which must remain lit until
the condition causing its activation is no longer present. An exception to this rule is in the case of spaces in which ballast is
carried. The monitors for these spaces may be fitted with interlocks that disable the alarms and indicators but this interlock
must be arranged so that when the (ballast) water level falls below the lowest alarm the monitor returns to the active
condition.
The systems must be provided with internal monitoring arrangements aimed at detecting faults. The two principal types are
open and short circuit and these should be detectable on each branch of the system so that – for example – an open circuit
detected on a monitoring sensor in a hold is clearly identified in that part of the system. Furthermore the existence of such a
fault should not affect the operation of the remainder of the system that serves other spaces.
I I
M M M M M
Mute
P P P P P M
2
S S S S S S
F O O O O O O
1 E E E E E E
Power Cargo Hold 5 Cargo Hold 4 Cargo Hold 3 Cargo Hold 2 Cargo Hold 1 Fore Peak
Supply (Ballast)
Figure 1: Representative Panel for Water Ingress Monitor

60
ACTIONS IN THE EVENT OF ACTIVATION.
Masters of bulk carriers should be aware that the purpose of the Water Ingress Monitor (WIM) is to provide the maximum
possible early warning of a condition that may seriously threaten the vessel’s survival. Bulk carriers, through necessity of
the need to carry large volumes of bulk cargo, are fitted with cargo spaces that, in the event of flooding, represent a major
loss of buoyancy. Added to this is the possibility that the cargo in the holds may be small in volume but high density, which
allows for a larger volume of water to enter the hold than would be the case for vessels carrying lighter cargoes occupying
larger volumes of internal space.
The Water Ingress Monitor therefore serves a similar function to a fire alarm. It signals a condition that requires immediate
attention and could – if the condition progresses - eventually lead to the need to evacuate the ship. For this reason the
performance standard has been written to include many similar features to fire alarm systems.
In the event of an alarm sounding the officer of the watch should, without delay, attend to determining its precise nature. As
with fire alarms, activation of the WIM should signal the first stage in going to emergency stations.
After this first stage, which should include the mustering of all crew at their respective emergency stations, a responsible
officer should be detailed to investigate the alarm.
Investigation
It is important that investigation is carried out responsibly and that the process does not endanger lives. Seafarers have
been swept overboard in heavy weather conditions when they have ventured on deck to investigate a known ingress of
water. Adverse weather conditions may make such operations extremely dangerous and masters should not commit crew
members to open decks unless there is no alternative. In making such a decision masters should consider the value of such
action. The purpose of WIM is to make it possible to know the condition in each hold without having to locally investigate.
If an alarm is activated, the master should – without delay - seek to verify the condition by reference to other indicators:
• Is the vessel taking a list?

• Is the vessel trimming excessively
• Is anything visible on deck such as dislodged hatch covers and water emerging from spaces that would otherwise
be dry?
These indicators may be provided by such systems as heel indicators, trim indicators and draft gauges.
It should be remembered that the purpose of the investigation is to determine first, that a real alarm situation exists and
second the extent to which the situation has progressed. The WIM may overtake this activity. For example, if an alarm has
activated in one space and this is followed by another alarm, either in the same space or, more onerously in an adjacent
space, it is reasonable to conclude that the situation is real. In the case of a bulk carrier, if two holds are flooding the ship
almost certainly cannot remain afloat. The master should act swiftly to protect the lives of those on board. Unless the
vessel is in such shoal waters that grounding will occur before immersion of the hull, the crew should be prepared for
evacuating the vessel without delay. EVACUATION ITSELF HOWEVER SHOULD BE A LAST RESORT AND ONLY ON
THE DIRECT ORDER OF THE MASTER.
Precautions
Some key actions should be considered essential in the event of any activation of WIM.
Vessel’s crews should:
• In the event of activation of a “pre-alarm”, go to emergency stations. This should include preparation of life-
saving appliances in readiness for evacuation but the craft should not be lowered or boarded.
1
Alert shore rescue co-ordination stations using Urgency or if rapid sinking is detected early, Distress ;
1
It is always possible to downgrade an earlier urgency or distress signal if a situation is not as serious as originally
anticipated. It is not possible to upgrade a signal that was never sent if a situation is truly serious and escalates rapidly.
61
• In the event of a main alarm, muster (all personnel) at abandon ship stations with the exception of those crew
members engaged in investigation of the alarm and/or keeping systems running.
Upgrade any urgency signal to one of Distress;
• In the event of a second space alarm activation – either Pre-alarm or Main alarm – ensure all personnel are
recalled from investigation and other duties and sent to abandon ship stations. This should include any crew
remaining in the engine room or other spaces;
BOATS, LIFERAFTS OR OTHER LIFE-SAVING CRAFT MUST NOT BE LAUNCHED UNLESS THE SPECIFIC ORDER
TO DO SO HAS BEEN GIVEN BY THE MASTER.
The master should only order evacuation of the vessel:
• If the vessel is truly sinking. Checks of other indicators should be made quickly e.g. draft gauges, heel indicators,
rapid air expulsion from vents serving spaces suspected of flooding, dislodgement of hatch covers, water emerging
from spaces where it should not be expected;
• The depth of water is greater than the depth of the hull (a beached ship should not be abandoned);
• The speed of sinking is such that launching of life-saving craft must begin immediately in order to reach the water
2
before the ship sinks . Bulk carriers are renowned for sinking fast – particularly if loaded with heavy cargoes such
as iron ore.
Warning.
• Seafarers have been lost when bulk carriers have sunk due to having insufficient time to evacuate the vessel;
• Bulk carriers have, on occasions sunk so fast that not even distress signals were not sent out;
Which are two good reasons not to become complacent about water ingress alarms.
If alarms frequently malfunction, the equipment should receive priority attention to rectify the fault. Crew members should
not be reticent to muster. If an alarm is false, the crew can be stood down, but if it is genuine and crew are not mustered,
there could be insufficient time to do so if flooding progresses rapidly – loss of sleep is less serious than loss of life. These
are principles that are well established with fire alarms. Flooding is potentially more serious than a fire that can be fought.
Only the most serious fires can threaten the survivability of the ship in terms of buoyancy but flooding is the beginning of
sinking. It should therefore be afforded higher status than fire. It should be the highest status alert condition on board the
ship.
2
Vessels fitted with Free-Fall lifeboats may also have the capability for these craft to Float-free. This gives additional time
for evacuation.
SUMMARY OF THE PROVISIONS OF SECTION 55 OF THE MERCHANT SHIPPING ACT 1995 AND THE MERCHANT SHIPPING AND FISHING VESSELS (HEALTH AND SAFETY AT WORK)
(EMPLOYMENT OF YOUNG PERSONS) REGULATIONS 1998
(This Summary is required to be included in every crew ageeement by regulation 9(2))
No person under school leaving age may be employed in any ship.
Where young persons under the age of 18 are employed in a ship, appropriate measures shall be taken to protect them from the risks to their health and safety which are a consequence of their lack of
experience, absence of awareness of existing or potential risks, or lack of maturity.
Young persons under the age of 18 may not begin work, unless –
• an assessment has been carried out of the risks to their health and safety as a result of their inexperience, absence of awareness of risks, or lack of maturity.
• the young persons have been informed of the findings of that assessment, and appropriate measures taken for their protection.
Young persons shall not be employed in work which is objectively beyond their physical or psychological capacity or otherwise involves exposure to the risks identified in the Schedule to the Regulations,
unless that work is–
• indispensable for their vocational training; and
• is performed under the supervision of a competent person.
16
Young persons shall be provided with
• a rest period of 12 hours in every 24 hour period;
• a rest period of 2 days in every week;
• where daily working time is more than four and a half hours, a rest period of 30 minutes;
except where the young person is working –

• under a schedule of duties complying with regulation 9 of the Merchant Shipping (Safe Manning, Hours of Work and Watchkeeping) Regulations 1997, or
• under another relevant agreement; or
• on a fishing vessel;’
in which case they shall be allowed compensatory rest time and measures shall be taken to ensure that there is no risk to their health and safety.
Young persons shall be entitled to a free assessment of their health and capacities before starting work in a ship, and to free monitoring of their health, where the risk assessment identifies a significant
risk to their health or where they are regularly required to work at night, for as long as they are exposed to that risk.
Young persons shall not be employed in any capacity unelss the Master is in possession of a Medical Certificate issued by a duly qualified medical practitioner certifying that person is fit to be employed in
that capacity. In cases of urgency a proper officer may authorise a young person to be employed without a certificate up to but not beyond the first port of call where there is a duly qualified medical
practitioner.
The agreement with the crew must contain a list of all members of the crew under 18 years of age with the dates of birth and dates on which they became employed in the ship.
62
Night means a period:
(a) The duration of which is not less than nine consecutive hours, and
(b) Which starts no later than midnight and ends no earlier than 5.a.m. (local time)
62 A
Outer cover for

List of Crew and
List of Young Persons
MSF 4156 (Rev 11/13)
Name of ship: Port of choice Official number Gross tonnage
*M/V, *“S/S., *M/Y, *S/Y

Nett tonnage
Kilowatts
(*Delete whichever is inappropriate)
Name and address of shipowner Description of the ship (e.g. motor ship, steamship, motor
yacht, sailing yacht etc)
Date and place of commencement of crew agreement Date and place of termination of crew agreement
Date ______________________ Date ______________________
Place_______________________ Place_______________________
Signature of master ____________________________________ Signature of master ______________________________
OFFICIAL USE
Received by the Maritime and Coastguard Agency/Proper Officer
at _____________________________________________ on _______________________
LIST OF CREW AND SIGNATURES OF SEAFARERS SERVING ON ………………………………. (name
62
of vessel) MSF 4157 (Rev 9/2013)
(b) Name of Seafarer (block letters) (e) Address of Seafarer (h) Date of commencement of employment on (k) Signature of Seafarer on engagement.
board
(a)
Reference No.
(c) Discharge Book No. (if any) (i) Date and place of leaving the Ship (l) Signature of Seafarer on discharge or if not
in Log Book (f) Name and relationship of next of kin
or date and place of birth discharged, the reason for being left behind, if
known.
(d) Name of Ship in which last employed. (g) Address of next of kin if different to seafarer (j) If discharged the reason for discharge (m) Signature of person before whom the
Seafarer is discharged.
(b) (h) (k)
(e)
(i) (l)
(a)
(c) (f)
(d) (g) (j) (m)
(b) (e) (h) (k)
(a) (f) (i) (l)

(c)
(d) (g) (j) (m)
(b) (h) (k)

(e)
(i) (l)
(a)
(c) (f)
(d) (g) (j) (m)
(b) (e) (h) (k)
(a) (f) (i) (l)

(c)
(d) (g) (j) (m)
CERTIFICATES OF COMPETENCY HELD BY SEAFARERS LISTED ABOVE (State if none held)

Reference
No. (as Capacity in which No. of Certificate of Competency, Describe in full the Certificate of Competency, Equivalent Competency held including all Endorsements (e.g. Restrictions,
above) employed Equivalent Competency etc. Dangerous Cargo Endorsements etc.) and the Country of issue
LIST OF YOUNG PERSONS MSF 4158 (Rev 11/13)
SUMMARY OF THE PROVISIONS OF THE MERCHANT SHIPPING (MARITIME LABOUR CONVENTION) (MINIMUM REQUIREMENTS FOR SEAFARERS)
REGULATIONS 2014 AND THE MERCHANT SHIPPING AND FISHING VESSELS (HEALTH AND SAFETY AT WORK) EMPLOYMENT OF YOUNG PERSONS)
REGULATIONS 1998 (AS AMENDED)
(This summary is required to be included in every list of crew)
No person under 16 years of age may be employed in any ship to which the Maritime Labour Convention, 2006 applies.
Where young persons (i.e. persons over 16 years of age and under 18 years of age) are employed in a ship, appropriate measures shall be taken to protect them from the risks to their
health and safety which are a consequence of their lack of experience, absence of awareness of existing or potential risks, or lack of maturity.
Young persons under the age of 18 may not begin work, unless –
• an assessment has been carried out of the risks to their health and safety as a result of their inexperience, absence of awareness of risks, or lack of maturity.
• the young persons have been informed of the findings of that assessment, and appropriate measures taken for their protection.
Young persons shall not be employed in work which is objectively beyond their physical or psychological capacity or otherwise involves exposure to the risks identified in the Schedule
to the Regulations, unless that work is–
• indispensable for their vocational training; and
• is performed under the supervision of a competent person.
Young persons shall be provided with
• a rest period of 12 hours in every 24 hour period;
• a rest period of 2 days in every week;
• where daily working time is more than four and a half hours, a rest period of 30 minutes;
except where the young person is working –
• under a schedule of duties complying with regulation 9 of the Merchant Shipping (Safe Manning, Hours of Work and Watchkeeping) Regulations 1997, or
• under another relevant agreement;
in which case they shall be allowed compensatory rest time and measures shall be taken to ensure that there is no risk to their health and safety.
Young persons under 18 years of age must not work, or be employed or engaged to work, at night on a ship except where :-
 the effective training of the seafarer, in accordance with established programmes and schedules, would be impaired by its application; and
 the specific nature of the duty or of a recognised training programme requires that the seafarer performs duties at night, and the work to be carried out is specified in
Merchant Shipping Notice 1838(M) as not being detrimental to the health and well-being of young persons under the age of 18.
In this context “night” means a period the duration of which is not less than nine consecutive hours, and which starts no later than midnight and ends no earlier than 5 a.m. (local time).
Young persons shall be entitled to a free assessment of their health and capacities before starting work in a ship, and to free monitoring of their health, where the risk assessment
identifies a significant risk to their health or where they are regularly required to work at night, for as long as they are exposed to that risk.
Young persons shall not be employed in any capacity unless the Master is in possession of a Medical Certificate issued by a duly qualified medical practitioner certifying that person is
fit to be employed in that capacity. In cases of urgency a proper officer may authorise a young person to be employed without a certificate up to but not beyond the first port of call
where there is a duly qualified medical practitioner.
(Page 2)
Every list of Crew must have a copy of this summary appended to it together with a list of all members of the crew under 18 years of age with the dates of birth and dates on which
they became employed in the ship. This applies irrespective of whether or not any young persons are employed on the ship.
The above provisions do not apply to a fishing vessel or other vessel not subject to the Maritime Labour Convention. Such vessels however remain subject to the provisions set out on
form MSF 4129.
LIST OF YOUNG PERSONS
Reference No. Family name and other names (in full) Date of Birth Place of Birth Capacity in which employed
in List of Crew
63 A
Hours of rest and alcohol limits

MGN 566
What is current hours of rest?
The minimum hours of rest shall be not less than:
(a) 10 hours in any 24-hour period; and
(b) 77 hours in any 7-day period.
The daily hours of rest may be divided into no more than 2 periods, one of which must be at least 6 hours
long and the interval between periods of rest must be no more than 14 hours.
What regulations govern hours of rest in UK ships?
MLC 2006 and STCW 2010 regulations
Are they different?
They are similar with only

difference being that MLC
allows collective bargain
agreement to deviate from
normal hours of rest but STCW
doesn’t.
So, what should you comply with?
On UK ships, since the UK is a signatory to both STCW and to MLC, MCA will only consider exceptions
which comply both with the requirements of the MLC and which comply with the limitations in the STCW
Code.
What are the limitations to deviate from hours of rest under STCW?
Weekly rest
Where an exception is approved:
1. Seafarers must receive a minimum of 70 hours’ rest in any 7-day period;

2. Exceptions from the normal weekly rest period (77 hours) shall not be allowed for more than 2
consecutive weeks;
3. The intervals between 2 periods of exceptions on board shall not be less than twice the duration
of the exception. (which means that if the ship uses one week exception then the next exception
cannot be used for next 2 weeks)

63 B
Daily rest
Where an exception is approved:
1. the 10 hours of rest required in any 24 hours’ period may be divided into no more than 3
periods, one of which shall be at least 6 hours in length and neither of the other two periods
shall be less than 1 hour in length;
2. the intervals between consecutive periods of rest shall not exceed 14 hours;
3. Exceptions shall not extend beyond two 24-hour periods in any 7-day period.
4. Exceptions shall, as far as possible, consider the guidance regarding prevention of fatigue.
Apart from emergencies when else can you deviate from hours of rest?
A provision in STCW states that the minimum rest periods need not be maintained in the case of an
emergency or in other overriding operational conditions.
In observing the rest period requirements, “overriding operational conditions” should be construed to
mean only essential shipboard work which cannot be delayed for safety, security or environmental
reasons or which could not reasonably have been anticipated at the commencement of the voyage.
MCA interprets this to mean that a planned passage under pilotage or the additional work due to cargo
operations during a scheduled port call – unless bad weather or unexpected port delays disrupt normal
schedules to an unforeseen extent – cannot be considered to be “overriding operational conditions”
which would justify a breach of minimum hours of rest.
What are the current alcohol limits under UK law for seafarers?
The UK amended its existing alcohol limits, contained within the Railways and Transport Safety Act 2003,
to bring them into line with the Manila amendments through the Merchant Shipping (Alcohol)
(Prescribed Limits Amendment) Regulations 2015. These apply to professional mariners on all UK-flagged
ships and to any ship operating in UK waters.
The limits for alcohol in the blood prescribed in UK legislation are expressed differently and the table
below sets out the STCW and UK limits in both notations to show how they correspond.

63 C
Classes of ship

64
Bulkhead deck
The highest continuous deck of a ship to which all transverse watertight bulkheads
extend.
Margin line
A line drawn parallel to the bulkhead deck of a ship at the side and 3 inches (76
millimeters) below the upper surface of
that deck.
65
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66
What to look for in a stability report
Loadicator not working what to do?

67
Deadweight - tonnage (also known as deadweight; abbreviated to DWT, D.W.T.,

d.w.t., or dwt) is a measure of how much weight a ship is carrying or can safely
carry. It is the sum of the weights of cargo, fuel, fresh water, ballast water,
provisions, passengers, and crew. The term is often used to specify a ship's
maximum permissible deadweight, the DWT when the ship is fully loaded so that its
Plimsoll line is at the point of submersion, although it may also denote the actual
DWT of a ship not loaded to capacity. Deadweight tonnage is not a measure of the
ship's displacement and should not be confused with gross tonnage or net tonnage
(or their more archaic forms gross register tonnage or net register tonnage).
Gross tonnage (often abbreviated as GT, G.T. or gt) is a unitless index related to a
ship's overall internal volume. Gross tonnage is different from gross register tonnage.
Neither gross tonnage nor gross register tonnage is a measure of the ship's
displacement (mass) and should not be confused with terms such as deadweight
tonnage or displacement. Gross tonnage, along with net tonnage, was defined by
The International Convention on Tonnage Measurement of Ships, 1969, adopted by
the International Maritime Organization in 1969, and came into force on July 18,
1982. These two measurements replaced gross register tonnage (GRT) and net
register tonnage (NRT). Gross tonnage is calculated based on "the moulded volume
of all enclosed spaces of the ship" and is used to determine things such as a ship's
manning regulations, safety rules, registration fees, and port dues, whereas the older
gross register tonnage is a measure of the volume of certain enclosed spaces.
Net tonnage (often abbreviated as NT, N.T. or nt) is a dimensionless index

calculated from the total moulded volume of the ship's cargo spaces by using a
mathematical formula. Defined in The International Convention on Tonnage
Measurement of Ships that was adopted by the International Maritime Organization
in 1969, the net tonnage replaced the earlier net register tonnage (NRT) which
denoted the volume of the ship's revenue-earning spaces in "register tons", units
of volume equal to 100 cubic feet (2.83 m3). Net tonnage is used to calculate the
port duties and should not be taken as less than 30 per cent of the ship's gross
tonnage. Net tonnage is not a measure of the weight of the ship or its cargo, and
should not be confused with terms such as deadweight tonnage or displacement.
Displacement - A ship's displacement or displacement tonnage, a term usually

applied only to naval vessels, is the weight of the water that a ship displaces when it
is floating. The term is defined ordinarily such that the ship's fuel tanks are full and all
stores are aboard. Another way of thinking about displacement is the weight of the
water that would spill out of a completely filled container were the ship placed into it.
Lightship – Weight of ship when it is complete and ready for service in every
respect, including permanent ballast, spare parts, lubricating oil, and working stores
but is without fuel, cargo, drinking or washing water, officers, crew, passengers, their
effects, or any other variable load
68
69
70
71
72
General Stability criteria for all ships
1. The area under GZ curve should not be less than: 0.055m-r up to an angle of 30°.
0.09m-r up to an angle of 40 degrees or angle of flooding (angle at which the lower
edges of any openings in the hull, superstructures or deck houses, being openings
which cannot be closed water tight are immersed) whichever is lower. 0.03m-r
between the angle of 30 degrees and 40 degrees or angle of flooding whichever is
lower.
2. Maximum GZ to occur at angle not less than 30 degrees and to be at least 0.20
metre in height. (For tankers the maximum GZ shall occur at an angle of heel
preferably exceeding 30° but not less than 25°)
3. The initial (GM) shall not be less than 0.15m,
4. Additionally for passenger ships the max angle of heel due to passenger crowding
or turning shall not be more than 100
(see notes at the end for passenger ship wt and distribution assumption)
Ships carrying timber deck cargo
1. The area under GZ curve should not be less than 0.08m-r up to an angle of heel
of 40 degrees or angle of flooding (angle at which the lower edges of any openings
in the hull, superstructures or deck houses, being openings which cannot be closed
water tight are immersed) whichever is lower.
2. The righting lever GZ shall be at least 0.25m at an angle of heal equal to or

greater than 30 degrees.
3. The maximum righting lever shall occur at an angle of heel of not less than 30
degrees.
4. The initial (GM) shall not be less than 0.05m. (Alternative criteria states 0.1m)
5. At all times during the voyage the GM should be positive after correcting FSC for
the tanks, absorption of water by deck cargo, ice accretion on the exposed surfaces.
Container ships
1. The area under GZ curve should not be less than 0.009/C m-r up to an angle of
heel of 30 degrees.
2. The area under GZ curve should not be less than 0.016/C m-r up to an angle of
heel of 40 degrees or angle of flooding (angle at which the lower edges of any
openings in the hull, superstructures or deck houses, being openings which cannot
be closed water tight are immersed) whichever is lower.
73
3. The area of GZ curve between 30 degrees and 40 degrees should not be less
than 0.006/C m-r.
4. The righting lever shall be at least 0.033/C m at an angle of heal equal to or

greater than 30 degrees.
5. The maximum GZ should be 0.042/C m.
6. The total area under the righting lever curve (GZ curve) up to the angle of flooding
should not be less then 0.029/C m-r.
7. In the stability criteria, C to be calculated as follows:
C = dD'/Bm2Ö(d/KG) X (CB/CW)2 X Ö(100/L)
Grain ships
1. The list due to grain shift must not be greater than 12 degrees.
2. The residual area between HAC and RAC up to 40 degrees or angle of flooding,
whichever is less, shall not be less than 0.075 m-r.
3. The initial GM after correction for free surface effect must not be less than 0.30m.
In calculating suitable stability, following assumptions were made:
A. When the deck head slopes at less than 30 degrees to the horizontal, a void is
assumed the depth of which can be ascertained by a formula.
B. There is a void of average depth 15cm below the hatch cover.
C. Grain is assumed to move in a prescribed pattern such that the voids change
shape and the grain surface moves 15 degrees to the horizontal.
Passenger ship weight and distribution assumptions
1. Each passenger weighs 82.5 kg; this can be reduced if justifiable

2. Weight and distribution of luggage and passenger is at normal delegated
space. KG of standing passenger is assumed to be 1m above deck and sitting
passenger to be 0.3m above seat.
3. But worst case scenario should also be considered for e.g. KG of standing
passenger is assumed to be 1m above embarkation deck max outboard.
74
Shear force and bending moments
When a section such as a beam is carrying a load there is a tendency for some parts to be pushed
upwards and for other parts to move downwards, this tendency is termed Shearing.
The Shear force at a point or station is the vertical force at that point. The shear force at a station
may also defined as being the total load on either the left hand side or the right hand side of the
station; load being defined as the difference between the down and the upward forces, or for a
ship the weight would be the downward force and the buoyancy would be the upward thrust or
force.
The longitudinal stresses imposed by the weight and buoyancy distribution may give rise to
longitudinal shearing stresses. The maximum shearing stress occurs at the neutral axis and a
minimum at the deck and keel. Vertical shearing stresses may also occur.
75
Bending Moment
The beam, which we have been considering, would also have a tendency to bend and the bending
moment measures this tendency.
Its size depends upon the amount of the load as well as how the load is placed together with the
method of support.
Bending moments are calculated in the same way as ordinary moments that is multiplying force by
distance, and so they are expressed in weight – length units.
As with the calculation of shear force the bending moment at a station is obtained by considering
moments either to the left or to the right of the station.
Hogging and sagging
Hogging – When a beam is loaded or other wise is subjected to external forces such that the
beam bends with the ends curving downwards it is termed as hogging stress.
For a ship improper loading as well as in a seaway when riding the crest of a wave the
unsupported ends of the ship would have a tendency similar to the beam above.
Sagging – In this case the beam is loaded or other wise subjected to external forces making the
beam bend in such a way that the ends curve upwards, this is termed as sagging.
Similar with a ship if improper loaded or when riding the trough of a wave – with crests at both
ends then the ship is termed to be sagging.
For Hogging the ship ends to curve downwards would mean that the weight/ load amidships is
much less than at the end holds/ tanks.
For Sagging the ship would have been loaded in such a manner that a greater percentage of the
load is around the midship area.
In a seaway the hogging and the sagging stresses are amplified when riding the crests and falling
into the troughs. Thus especially for large ships there are two conditions in the stability software –
Sea Condition and Harbour condition.
76
A ship loaded while set in the harbour condition may allow loading with hogging/ sagging stresses
reaching a high level, when this state of loading is transferred to a Sea condition in the software
the results would be catastrophic since now the wave motions have also been incorporated.
Thus planning a loading should always be in the Sea Condition.
77
Discharging in port may be planned in the Harbour Condition.

Hogging and sagging cause compressive and tensile stresses on the ship beam – notably on the
deck and the keel structure.
Water pressure and Thrust
Pressure is force per unit area and water pressure is dependent on the head of the water column
affecting the point of the measurement of the pressure.
Let us assume an area of 1sq.m. then this area of water up to a depth of 1 m below the surface
would have a volume of 1sq.m. x 1m = 1cbm and the weight of this volume would be 1cbm x
density of the water = 1MT (assuming that it is FW) or 1000kgf, therefore the pressure exerted by
this mass would be 1000kgf/sq.m.
Similarly if now the depth of measurement is increased to 3m then the volume of this area
subtending up to the 3m mark would be 1sq.m x 3 = 3cbm and the weight of the water would be
3MT or 3000kgf and the pressure exerted would be 3000kgf/sq.m.
If now the liquid had not been FW but any other then the weight would be found by multiplying the
volume by the density of the liquid. And thus the pressure exerted would be found.
If we now increase the area of the square of water plane would it make a difference in the
pressure?
Let us consider a area of 2000sq.m then the volume of this water at a depth of 1 m would be
2000cbm and the weight would be 2000MT (consider FW) and the pressure exerted would be
2000,000kgf/ 2000sq.m which would give us again 1000kgf/sqm, thus the pressure is independent
of the area of the water plane.
Thrust however is different, thrust is taken to be the total weight of the liquid over an area. Thus for
the previous example the thrust would be 2000 tonnes.
78
Thus the thrust is given by: the area of the water plane x pressure head x density of the liquid.
Thrust always acts at right angles to the immersed surface and for any depth the thrust in any of
the directions is the same. The pressure head which is used in the above calculation of thrust is
the depth of the geometrical centre of the area below the surface of the liquid.
For a ship the thrust on the ship side changes as the depth increases, however the bottom is
affected uniformly for a set depth.
Centre of pressure of an area is the point on the area where the thrust could be considered to act.
It is taken that the centre of pressure is at 2/3rds the depth below the surface for ordinary vertical
bulkheads and at half the depth in the case of collision bulkheads.
Racking stress and its causes
In a seaway as a ship rolls from one side to the other the different areas of the ship have motion
which are dependent on the nature of the subject area. The accelerations are thus not similar due
to the various masses of the different sections (although joined together). These accelerations on
the ships structure are liable to cause distortion in the transverse section. The greatest effect is
under light ship conditions.
79
Local Stresses
Panting
This is a stress, which occurs at the ends of a vessel due to variations in water pressure on the
shell plating as the vessel pitches in a seaway. The effect is accentuated at the bow when making
headway.
Pounding:
Heavy pitching assisted by heaving as the whole vessel is lifted in a seaway and again as the
vessel slams down on the water is known as pounding or slamming. This may subject the forepart
to severe blows from the sea. The greatest effect is experienced in the light ship condition.
Stresses caused by localized loading

Localized heavy loads may give rise to localized distortion of the transverse section.
Such local loads may be the machinery (Main engine) in the engine room or the loading of
concentrated ore in the holds.
80
Shearing force Curve

The following example shown is for an old tanker in the ballast condition.
The compartments loaded are the Fpk tank, WB tanks 2P and 2S, WB tank 3C and other
miscellaneous tanks in the after section of the tanker.
The SF is calculated as per the manual with the multipliers having been set by the shipyard and
approved by the classification society.
If we are to assume that the ship is a beam then the loads are at the fore end – midship region
and the after section which has the accommodation as well as the ER.
The SF curve is reproduced and the maximum occur at frames 54 and between 68 to 72, this
corresponds to the area on the ship – mid 4C and between 2C (aft to mid region). Note that the
signs have changed between the frames 54 and 68 with a point between frames 59 to 63 (3C mid
to aft) registering 0 value.
81
82
Bending Moment Curve
The following example shown is for a old tanker in the ballast condition.
The compartments loaded are the Fpk tank, WB tanks 2P and 2S, WB tank 3C and other
miscellaneous tanks in the after section of the tanker.
The BM is calculated as per the manual with the multipliers having been set by the shipyard and
approved by the classification society.
If we are to assume that the ship is a beam then the loads are at the fore end – midship region
and the after section which has the accommodation as well as the ER.
The BM curve is reproduced and the maximum occur at frames 59 and 76, this corresponds to the
area on the ship – 4C forward bulkhead and 2C forward bulkhead. Note that the signs have
changed twice.
83
All classification society member ships are assigned with permissible still water shear forces
(SWSF) and still water bending moment (SWBM) limits. There are normally two sets of
permissible SWSF and SWBM limits assigned to each ship, namely:
i) Seagoing (at sea) SWSF and SWBM limits.
ii) Harbour (in port) SWSF and SWBM limits.
The seagoing SWSF and SWBM limits are not to be exceeded when the ship puts to sea or during
any part of a seagoing voyage. In harbour, where the ship is in sheltered water and is subjected to
reduced dynamic loads, the hull girder is permitted to carry a higher level of stress imposed by the
static loads. The harbour SWSF and SWBM limits are not to be exceeded during any stage of
harbour cargo operations.
When a ship is floating in still water, the ship's lightweight (the weight of the ship's structure and its
machinery) and deadweight (all other weights, such as the weight of the bunkers, ballast,
provisions and cargo) are supported by the global buoyancy upthrust acting on the exterior of the
hull. Along the ship's length there will be local differences in the vertical forces of buoyancy and
the ship's weight. These unbalanced net vertical forces acting along the length of the ship will
cause the hull girder to shear and to bend, inducing a vertical still water shear force (SWSF) and
still water bending moment (SWBM) at each section of the hull.
At sea, the ship is subjected to cyclical shearing and bending actions induced by continuously
changing wave pressures acting on the hull. These cyclical shearing and bending actions give rise
to an additional component of dynamic, wave induced, shear force and bending moment in the hull
girder. At any one time, the hull girder is subjected to a combination of still water and wave
induced shear forces and bending moments.
The stresses in the hull section caused by these shearing forces and bending moments are
carried by continuous longitudinal structural members. These structural members are the strength
deck, side shell and bottom shell plating and longitudinals, inner bottom plating and longitudinals,
double bottom girders and topside and hopper tank sloping plating and longitudinals, which are
generally defined as the hull girder.
Part 2: Appendix 2 of the BLU Code. (Loading or unloading plans)
LOADING OR UNLOADING PLAN

Date Vessel Voyage N o .
Version No.
Load/unload Assumed stowage Max draught Max air draught

Cargo(es) Ballast pumping rate Dock water density
Port factor of cargo(es) available (HW) in berth
To / from No. of loaders/ Load / Min draught Max sailing/

Last cargo
Port Dischargers discharge rate available (LW) arrival draught
Tonnes
11. 10. 9. 8. 7. 6. 5. 4. 3. 2. 1.
Grade
Totals: Grade: Tonnes Grade: Tonnes Grade: Tonnes Total: Tonnes
Cargo Calculated values Calculated values Observed values

Draught Maximum Draught
D
Hold Time required Air
Pour No. Tonnes Ballast operations Comments Fwd Aft BM* SF* Draught mid Fwd Aft Mid
No. (hours) draught Trim
Signed Terminal
TOTAL
* Bending moments (BM} & shear forces (SF) are to be expressed as a percentage of maximum permitted in-port
NO DEVIATION FROM ABOVE PLAN WITHOUT PRIOR APPROVAL OF CHIEF MATE
values for intermediate stages, and of maximum permitted at sea values for the final stage. Every step in the
Pours to be numbered 1A, 1B, 2A, 2B, etc when using the two loaders. Abbreviations: PI =
loading/unloading plan must remain within limits. allowable limits for hull girder sheer forces, handing moments
Pump In GI Gravitate In F = Full PO = Pump Out GO = Gravitate Out MT = Empty. Signed ship
rood tonnage per hold, where
All entries within the box must be completed as far as possible. The entries outside the box are
84
applicable. Loading/unloading operations may nave to be paused to allow for ballasting/deballasting in order to
optional.
keep actual values within limits.
85
86
87
THE TWO TYPES OF COMPASS CARDS
MATERIALS
WHY DOES COMPASS POINT TO NORTH?
Arrangement of pivot
Liquid in the bowl
Bubble
Expansion chamber
*ODVJRZ0DULWLPH$FDGHP\$EHUFURPE\%XVLQHVV&HQWUH$EHUFURPE\6WUHHW%ULGJHWRQ*ODVJRZ*''
7HO(PDLOHQTXLULHV#JODVJRZPDULWLPHDFDGHP\FRPZZZJODVJRZPDULWLPHDFDGHP\FRP
&RS\ULJKWRZQHGE\*ODVJRZ0DULWLPH$FDGHP\
88
Parts and Uses
89
TESTS FOR COMPASS CARDS – ________________________
Both dry and liquid cards may be tested for pivot friction by deflecting the compass card a few
degrees. If the pivot is in good condition the card should return to and settle in its original
position with no sign of sticking or jerkiness.
BACK OF DEVIATIONS CARD
AZIMUTH RING
MAINTENANCE ON MAG COMPASS
90
TERRESTRIAL MAGNETISM
MAGNETIC POLES
EARTH'S TOTAL FORCE
This varies all over the earth being generally greatest near the Magnetic Poles. The direction of
the earth's total force is that taken up by a freely suspended magnetic needle when under the
influence of the earth field alone.
The earth's total field is represented by T.

The horizontal component of the earth's total field is represented by H.
The vertical component of the earth's total field is represented by Z.
Dip: Is angle between the earth's total force and the horizontal.
Variation: Is the angle between the vertical plane through the earth's
Total force and True North.
91
SHIPS MAGNETISM
When iron or steel is placed in a magnetic field it becomes a magnet, and when the field is
removed it tends to lose its magnetism. The lag between cause and effect is termed 'hysteresis'.
In some alloys of iron the lag may be small; in others it may be relatively large.
SOFT IRON
Is the name given to a magnetic substance which is instantly magnetised when placed in a
magnetic field and is instantly de-magnetised when removed from the field. The magnetism of
soft iron is termed 'induced magnetism'.
HARD IRON
Is the name given to a magnetic substance which offers considerable resistance to magnetic
change, i.e. The substance is difficult to magnetise and also difficult to de-magnetise. The
magnetism of hard iron is referred to as 'permanent magnetism'.
All magnetic substances exhibit both hard and soft iron characteristics.
By convention lines of force emanate from the north end of a magnet and enter at the blue end
so that when a piece of iron is magnetised by induction a blue or south pole is induced where
the lines of force enter and a red or north pole is induced where they leave.
A ship lying in the earth's field at the builders is subject to considerable heating and vibration
and therefore becomes a permanent magnet. Where possible a vessel is placed in the fitting-
out basin with her head in the opposite direction to that of the building berth.
Ship Built Heading South in Northern Hemisphere DIP 50q.
92
Ship Built Heading West in 6RXWKHUQ Hemisphere DIP 65q.
The permanent magnetism of the ship magnet which is acquired on the building berth is
resolved into the following three components.
P Force: The fore and aft component of permanent magnetism acting at the compass
position. +P an attraction towards the bow. -P an attraction towards the stern.
Q Force: The athwartship component of permanent magnetism acting at the compass

position. +Q an attraction towards the starboard side. -Q an attraction towards
the port side.
R Force: The vertical component of the permanent magnetism acting at the compass
position. +R an attraction downwards. -R a deflection upwards.
The vessel built in a northern hemisphere heading south in a dip of 50q with the compass aft will
therefore have a +P, zero Q and +R forces. The vessel heading west in a northern hemisphere in
a dip of 65q will have zero P, -Q and +R.
93
SUMMARY
Soft Iron - magnetic state changed with ease.

Hard Iron - magnetic state changed with difficulty.
+P is an attraction towards the bow.
-P is an attraction towards the stern.
+Q is an attraction towards the starboard side.
-Q is an attraction towards the port side.
+R is an attraction towards the keel.
-R is a deflection away from the keel.
P forces cause hard iron coefficient B.
A +P causes a +B coefficient.
Hard iron coefficient B = mean of hard iron deviations on east and west by compass with the
name changed on west.
The deviation due to P varies as the sine of the compass course.

The deviation due to P varies inversely as H
Deviations due to P are corrected by fore and aft permanent magnets.
Q forces produce hard iron coefficient C.

A +Q causes a +C coefficient.
Hard iron coefficient C = the mean of the hard iron deviations on north and south by compass
with name changed on south.
The deviation due to a Q force varies as the cosine of the compass course.
The deviation due to a Q force varies inversely as H.
The deviations due to Q forces are corrected by permanent athwartship magnets.
Force R causes no deviation when the ship is upright.
94
The fore and aft component of permanent magnetism is called a P force and is termed a +P if
the attraction is to the bow and a -P if the attraction is to the stern.
P FORCE
COEFFICIENT +B
1RUWK
(DVW
6RXWK
:HVW
The deviation is zero (0q) on north and south as the P force is in line with the compass needle.
The deviation increases as shown on the graph as the P force moves off the line of the compass
needle and reaches a maximum when the P force is at right angles to the compass needle. The
maximum value occurs on east or west by compass and its value on these courses is called hard
iron coefficient B. As the deviation has the same name through 180q it is called semi circular
deviation.
As the above curve is a sine curve the deviation due to a P force varies as the sine of the
compass course.
Deviation = B Sine Compass Course
The value of coefficient B (total) is found by steadying the vessel on east and west by compass
and taking the mean of the deviation on east and west by compass after reversing the sign of
the deviation on west.
95
Coefficient A and E are caused by the unsymmetrical distribution of soft iron about the compass.
APPARENT COEFFICIENT A
The coefficient A mentioned above is due to the magnetic effect of unsymmetrical soft iron.
However other factors may give an apparent "A" which is not due to magnetic effects. Some of
these are listed below.
1. Lubber line not on the fore and aft line.

2. Error in magnetic bearing. (Variation)
3. Magnetic axis of needles not in line with north south line of compass card.
4. Swinging ship too rapidly in one direction (Gaussin error).
5. Azimuth mirror distorted.
If a coefficient A is found the following checks should be made:
a) Check azimuth mirror.

b) Check variation used.
c) Check the hour angle used.
d) Check true bearings used.
e) Check lubber lines.
f) Check gyro setting.
g) Check alignment of card and needles.
If the coefficient A still appears after these checks have been made it must be due to
unsymmetrical horizontal soft iron.
96
How to Split B
The two parts of coefficient B can be identified and corrected as follows:
a) Observe coefficient B at or near the magnetic equator and correct deviation by magnets.
Deviations which appear in higher magnetic latitudes should then be removed by Flinders Bar.
OR
b) Observe the coefficient in two widely separated latitudes. Form two equations involving
hard iron B and induced B and solve for each with simultaneous equations.
Correction of co-efficient induced B is achieved by securing a vertical bar of soft iron (the
Flinders Bar) to the binnacle so that it lies in the vertical fore and aft plane through the compass
position so that the pole induced at the top of the bar causes a horizontal field at the compass
position. Where the compass is sited forward of amidships the length of Flinders bar should be
attached forward of the binnacle to counteract the effect of the ships vertical iron. Where the
predominance of vertical iron is forward of the compass position the Flinders bar should be
attached to the after side of the binnacle.
The Flinders bar is contained in a brass case attached to the binnacle, the soft iron being
supplied in lengths of 12", 6", 3", 1½" and two lengths of ¾". To achieve the required horizontal
field at the compass position when a length of 12" or 6" is used the top end of the bar should
be level with the compass. When less than 6" is used the top end of the bar should be lower
than the compass. This is achieved by fitting wooden spacing pieces in the lower part of the
brass tube.
97
INDUCED COEFFICIENT C
As a compass is usually placed on the fore and aft line the magnetic effects to port and
starboard are usually equal. However, if the compass is not on the fore and aft line or the
magnetic material is not symmetrical to port and starboard then there will be an 'f' rod.
NORTHERN HEMISPHERE
µI¶URG
)% HIIHFW
µI¶URG
)%
HIIHFW
INDUCED COEFFICIENT C
This is the maximum semi circular deviation caused by an athwartship attraction due to induced
magnetism in vertical soft iron (f rod). This deviation will be:
(1) Maximum on north and south by compass, zero on each and west.
(2) On intermediate headings proportional to the cosine of the compass course.
To correct for induced coefficient B and induced coefficient C the Flinders bar should be slewed
so that:
Tan angle of slew= ‘f’ rod or Ind Coeff C

‘c’ rod Ind Coeff B
This correction once properly made will, for the reasons explained above, hold good in all
magnetic latitudes.
98
HEELING ERROR
May be divided into permanent and induced components. Permanent heeling error is due to
the vertical component of a ships permanent magnetic field. This causes no deviation when the
vessel is upright, but when a vessel is heeled the field is carried out of the vertical and a
deviation may be caused. If the original vertical field is directed toward the keel, the resulting
deviation when the vessel heels will be towards the high side - If the original vertical field is
directed upwards, the resulting deviation when the vessel heels will be towards the low side. +
The greater the angle of heel, the further the original field will be taken from the vertical and for
small angles the value of the deviations caused can be taken to vary directly as the angle of heel.
Deviation D I (where I = angle of heel)
If a vessel with a constant angle of heel is swung through 360q, and the vertical component of
the ships permanent magnetic-field is directed towards the keel, the deviations caused will be
illustrated by the sketch.
HIGH SIDE HEELING ERROR - CO-EFFICIENT - J
FORCE R
When vessel heels blue pole is carried out to the high side
99
The deviation is zero on East and West, and maximum on North and South by compass. The
deviation curve is a cosine curve so that deviation due to heeling error may be said to vary as
the cosine of the compass course. In this respect heeling error is similar to co-efficient C which is
also caused by an athwartship effect.
As with the deviation due to other hard iron the effect on permanent heeling error will vary
inversely as H.
Induced Heeling Error in a well placed compass is due mainly to two causes:
1. Induction in vertical soft iron gives rise to a similar effect to that described above, but since
the magnetism induced in the vertical iron is due mainly to the vertical component (Z) of the
earth's field, the deviation due to this cause varies directly as Z as well as inversely as H. I.e.
Directly as the tangent of the angle of dip.
A permanent or induced pole vertically below the compass when vessel is upright but carried to
one side when vessel heels.
µN¶URG
&RPSDVV1HHGOH
DWWUDFWHGWR+LJK
+HDGLQJ1RUWK 6LGH
2. Induction by H in athwartships horizontal soft iron gives rise to coefficient D when a vessel is
upright.
When a vessel is heeled, this iron becomes inclined to the horizontal and acquires a vertical
component in which magnetism is induced by Z.
100
The greater the angle of heel, the greater is this induction and the greatest deviation due to this
cause will occur when the angle of heel is 45q. For small angles, it can be taken that the
deviation varies directly as the angle of heel.
Induction by Z in athwartships soft iron when vessel heels on n’ly courses.
µH¶URG
=
3. A third type of induced heeling error is caused by a horizontal fore and aft soft iron
component with an effective pole immediately below the compass position. The effect of
this is usually small and not taken into account of when correction is made.
As with permanent heeling error, the deviation due to induced heeling error is zero on East and
West and maximum on North and South by compass. The deviation varies as the cosine of
the compass course. To summarise, it may be taken that heeling error due to a ship's
permanent magnetism varies directly as the angle of heel, inversely as H and directly as the
cosine of the compass course.
The deviation due to a ships induced heeling error varies directly as the angle of heel, directly as
Z, inversely as H and directly as the cosine of the compass course.
The effect of heeling error is to cause a steady deviation when a vessel has a constant angle of
heel and is on a particular course. It also has the effect of causing an unsteady compass
when a vessel is rolling in a seaway, because the deviation changes its name as the vessel
changes her heel from port to starboard.
101
ARRANGEMENT OF HEELING ERROR MAGNETS
RED ENDS UP NORTHERN HEMISPHERE
6 FACTORS WHICH EFFECT HEELING ERROR / COEFFICIENT J

1.. VERTICAL HARD IRON
2.. VERTICAL SOFT Iron BELOW THE COMPASS
3.. ATHWARTSHIP SOFT IRON BELOW THE COMPASS
4.. LIST/HEEL
5.. MAGNETIC LATITUDE
6.. HEADING
basically the compass gets attracted or deflected from the higher side as its like a pole being developed
close to the compass
HOW TO CORRECT HEELING ERROR?
Heeling Error is Corrected by Heeling Error bucket which has 7 slots. the compass adjuster places 7 to 8 hard
Iron Magnets symmetrically placed all same end up. Number of magnets is decided by Compass aduster using
a vertical force instrument.
WHY IS IT ON CHAIN?
Heeling Error bucket is on a chain because in magnetism you correct hard with hard and soft with soft. since
heeling error is a combination of hard and soft parts the heeling error bucket is on a chain to adjust for the
variable soft iron effect
thumberule for adjustment
if ship built in N/H.... lower chain if ships dlat is southwards from birthplace....keep lowering even if ship
crosses equator. If chain reaches last link and ship still gowing southwards then take out all magnets from
heeling error bucket keep one in the middle upside down and thumb rule for adjustmen becomes reverse ie
raise as you go southwards.
if SHIP BUILT IN S/H and Going NORTHWARDS

Lower THE CHAIN.
and vice VERSA
© Copyright owned by Glasgow Maritime Academy
102
FULL ANALYSIS
This is what a compass adjuster does during the initial installation of the compass on board. He forms
imaginary factors called coefficients based on formulas. Basically he combines hard and soft iron
effects of ship which have similar effects and then decides how many corrector magnets to put, their
location and in what sequence they have to be put. The whole idea of this is to minimise deviation to
bare minimum.
He corrects Like with like ie hard iron parts with hard iron correctors and soft iron parts with soft
iron correctors
The several correctors which have been mentioned should be placed in position in the
correct order. This is necessary because there is an interaction between the correctors,
and certain correctors produce small effects apart from their designed function. A proper
sequence is therefore essential.
The following established procedure should be adhered to:
Correctors: 1. Flinders Bar

2. Spheres
3. Heeling Error Magnets
4. Hard Iron Magnets
F& A first if Co efficient B is larger
Athwartship magnets first if Co effficient C is Larger
Tentative Swing
This is what a master does in the absence of compass adjuster if the compass becomes unreliable. He
does a maneuver and temporally adjust the corrector magnets to minimise the deviations.
FULL Swing
This is what the master does at the end of tentative swing to make up a temporary deviation card which
is valid for a voyage or next suitable port. He swings the vessel around at 32 cardinal points ... finds the
deviation for those headings and makes up a temp deviation card.
MFP - 8 point bearing - How would you make up a temporary deviation card if only one
lighthouse available?
Drop Anchor, Find true bearing of the lighthouse from the chart and your anchor position for example 090
T, then use engines and rudder to turn heading of your vessel to 8 compass point ; viz N E W S NE SE SW
NW by magnetic compass.
As you turn to those headings take compass bearing of the same lighthouse and make a note of it. And find
deviations on those headings. For example if the bearing of the lighthouse is 095 C at a heading of EAST then
the deviation would be as follows
095 C - 090 T = Compass error = 005 W. If var is 2W the deviation is 3 W @ the heading of EAST.
Find Deviation for rest of the 7 points and plot it on a graph.
103
GAUSSIN ERROR
When a vessel is altering course to port or starboard, different parts of the vessel's structure are
cutting the Earth's magnetic field at different rates. E.M.F.'s induced in the ship's structure cause
electric currents to flow and the magnetic fields associated with these 'eddy' currents may cause
deviations to the compass. Lenz's law states that the magnetic fields which develop will be such
as to oppose the motion causing them. Thus if a vessel is swinging to starboard, magnetic fields
will develop with a polarity which attempts to swing the ship to port and the compass card will
be deflected in that sense. For a ship swinging to port the compass card would be deflected to
the right.
&RPSDVVVHWWOHV
TXLFNO\
&RPSDVV1HHGOH
GHIOHFWHGWROHIW :HVW
Gaussin error is therefore Westerly for a vessel swinging to starboard from a Northerly course.
While the swing continues the name of the deviation is constant thus giving a similar effect to
Co-efficient A. The eddy currents will die out and the error will become zero within a few
minutes of a vessel coming on to a steady course.
When a vessel is swung to adjust compasses it is necessary to keep the ship's head steady on
each heading for a few minutes before the deviation is observed to ensure that it is not
distorted by Gaussin error.
104
RETENTIVE ERROR
When a vessel steers a steady course for some considerable time, the vibration of the ship and
the influence of the earth's magnetic field combine to cause a gradual magnetic change in parts
of a vessel's structure. If the vessel then changes course, this change in the magnetism will
initially be retained but will gradually decay. Magnetism of this type is known as sub-permanent
magnetism and the error it gives 'rise' to is known as retentive error.
&RPSDVVWDNHV
WLPHWRVHWWOH
%RWKWKHVKLSDQGWKHVRIWLURQ
&RPSDVV1HHGOH FRUUHFWRUPDJQHWVFDQDTXLUH
GHIOHFWHGWROHIW :HVW UHWHQWLYHHUURU7KHUHWHQWLYHHUURU
DTXLUHGE\VKLSVWHHOFDQQRWEH
UHPRYHGKRZHYHUWKHUHWHQWLYH
HUURUDTXLUHGE\FRUUHFWRUPDJQHWV
FDQEHUHPRYHGE\HLWKHUUROOLQJLW
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5HG3ROH VLJQVRIUHWHQWLYHHUURULQFRUUHFWRU
GHYHORSV PDJQHWV\RXVKRXOGLQFDVHRI)%
turn it upsideGRZQRULQFDVHRI.%
twist them in position
,IWKHUHLVGHIOHFWLRQLQFRPSDVVWKHQ
WKHUHPXVWEH UHWHQWLYHHUURU
If as in the figure a vessel steers a steady northerly course for an extended period, the vessel's
sub-permanent magnetism will acquire a red pole forward. If the vessel then alters course to
starboard the red and blue poles will be temporarily retained and will cause westerly deviation.
The deviation caused in this way is similar to that due to Gaussin error for alterations of course
less than 180q. The difference is that Gaussin error is due to an unsettling of the ship's induced
magnetism due to the actual swerving of the ship in azimuth whilst retentive error is due to sub
permanent magnetism developed while the ship is steering a steady course. The effect of
Gaussin error is quickly lost when a vessel steadies on a new course but the effect of retentive
error is only lost over a much longer period of time.
105
Laid up Ship
Preparation for Tentative Swing 106
107
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Deviation
Soft Iron parts/Rods

Hard iron parts
a - Fore and aft soft Iron magnetism below compass. eg pipelines or deck itself
c - Vertical soft iron magnetism behind compass. eg Funnel
e - Athwartship soft Iron magnetism below compass. eg Deck
P Q R f - Vertical soft iron magnetism beside the compass. eg Antennas
k - Vertical soft iron magnetism below the compass. eg Accomodation
F&A Athw Vert
hard Iron hard Iron hard Iron
Mag Mag Mag
+P when +Q when +R when att
bow blue bow blue twds keel
Sin curve Cosine Cosine
Curve curve
Co - efficients
A B C D E J
E E
W E
EAST W E W W
W E W E
L P +'c' Q +'f' a +'e' diagonal R +'k' +'e'

E
M Corrctd by Corrected by Corrected by Corrected by Corrected by
S F&A hard Iron Athw hard Iron quadrantal Slewing the Heeling error
A Correcter mags + Corrector mags+ Correctors/ KB spheres bucket
FB Slewing FB
108
109
Students notes 110
Students notes 111

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Damage control plan and damage control booklet

Includes information directly related to damage control.

Provided in working language of the ship.

Translation to one of the official languages by SOLAS convention.

Damage control plan

Isometric drawings for various purposes.

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Damage control booklet:

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Survey and inpection frequency

Cargo Ship Safety Construction (SAFCON)

High Speed Craft Code

MODU Code Safety Certificate

Int Ballast water management Certificate

Cargo Ship Safety Equipment Certificate (SEC)

Cargo Ship Safety Certificate

Passenger Ship Safety Certificate

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Enhanced Authorisation Scheme (EAS)

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What if a new company takeover? Will the vessel remain in EAS?

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Can any company apply for EAS?

How does MCA calculate risk profile?

The profile takes account of:

 P‐ Port State Control (PSC) record

 G ‐ General Inspection (GI) record

 C ‐ Classification Society Records

 I ‐ Management Company ISM Performance

 A ‐ Other Ship Factors (takes account of ship type/age/casualties/ship builder)

 F ‐ Other non‐specified Factors

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