DAY 1

The Course
DECK WATCHKEEPING

Is in compliance with the mandatory requirements for

Ratings Forming Part of a Navigational Watch

➢ Of chapter II Reg. II/4 STCW Code 2010, taking into full account the minimum
standard of Competence in Table A-II/4 Column 1.
p.1,2 3,4,

➢ Knowledge, Understanding and Proficiency of Column 2

➢ And Section B- II/4 guidance regarding training and certification of ratings

forming part of a Navigational Watch

1
2
 J

1. LIFE
2. PROPERTY
3. SHIP
4. CARGO

1. POLLUTION
2. OZONE PROTECTION
(Montreal Protocol)

…………… REVISION?

➢ marine disasters
➢ human error
➢ fast technology
➢ standards are left to the discretion of the administration
➢ no specific authority to any specific branch
➢ no specific responsibility given to ships owner
➢ different interpretation to standards

…… ( )

➢ Exhausted or tired
➢ Don’t know better
➢ Saving time or effort and thereby cutting corners
➢ Equipment failure (no maintenance)
➢ Poor communication on each other
➢ Over confident
➢ Negligence

3
WHAT IS IMO?

( z 98 )

➢ established on march 17, 1948 through a convention (in Geneva)

➢ entered into force in 1958
➢ January 1959- IMO assumed responsibility on safety and prevention of pollution
from ships
➢ July 2004 maritime security
➢ Specialized agency under u.
➢ currently has 154 members states

1. STCW (Standards of Training. Certification and Watchkeeping)

2. SOLAS (Safety of Life at Sea)
3. MARPOL (Marine Pollution)
4. MLC (Maritime Labour Convention)
……
➢ responsible for the measures:
➢ to improve the safety of international shipping
➢ to improve the security of international shipping
➢ to prevent marine pollution
➢ legal matters- liability and compensation issues
➢ facilitation of international maritime traffic

4
 BASIC PRINCIPLES IN KEEPING A NAVIGATIONAL WATCH
MASTER’S RESPONSIBILITIES
It is the duty of the master to ensure that watch arrangements for his ship are adequate for
maintaining a safe navigational watch.

OIC RESPONSIBILITIES
All watchkeeping officers are the master’s representatives and are individually responsible for the
safe navigation of the vessel throughout their period of duty.
RATINGS RESPONSIBILITIES
Ratings forming part of navigational watch shall discharge their duties diligently and
extends all efforts to assist the officer of the watch to obtain the ultimate purpose of avoiding
collision and stranding and other incidents for the safety of the life, ship and its cargo.

5
it falls to the master of the vessel that watch arrangement are such that:

➢ At no time shall the bridge be left unattended.

➢ The composition of the watch is adequate for the prevailing circumstances and
conditions.
➢ Watchkeepers are capable and fit for duty, and in no way fatigued in such a
manner as to impair their efficiency.
➢ At all times proper lookout is maintained by sight and hearing and as well as all
available means.
➢ The master is aware of all navigational hazards that make it necessary for the
officer of the watch to carry out additional navigational duties. during such
periods ample personnel should be available to provide full coverage for all
duties.
SAFETY NAVIGATION
➢ The master is satisfied that watchkeeping personnel are familiar with all
navigational equipment at their disposal.
➢ The voyage is well planned before hand and all courses laid down are checked in
advance.
➢ Correct handover and relief watchkeeping procedures are practice.
➢ The limitations of the vessel and its equipment are known to watchkeeping
personnel.
➢ During the watch, any other duties assign should be avoided.
Safety of navigation when pilot onboard
➢ When navigating under the advice of the pilot, the presence of that pilot in no
way relieves the master or officer of the watch ( OOW ) of their duties and
obligations for the safe navigation of the vessel.
➢ when confronted by conflicting orders between the master and pilot, the
helmsman should obey the captain
SAFETY OF NAVIGATION (FITNESS FOR DUTY)

Watch system shall be such that efficiency of the watch keeping members of the
crew is not impaired by fatigue. The duties shall be organized that the first watch at
commencement of a voyage and the subsequent relieving watches are sufficiently
rested and fit for duty.

6
 An art or science that covers wide variety of subjects for the sea going
profession which lies wholly within the province of deck forces, primarily in charge
with the practical operation of the ship. it deals with boat and ship handling, ship
maintenance, cargo handling, stability and trim of the vessel and a thorough
knowledge of the rules of the road.

7
8
FAMILIARIZATION OF NAVIGATIONAL INSTRUMENTS/EQUIPMENT

ENGINE TELEGRAPH GYRO COMPASS

GMDSS

9
 An instrument used to indicate magnetic north and other directions, containing a
magnetic needle that swings horizontally around a circle marked in degrees or with the
points of the compass

10
GYRO COMPASS

The manner in which you give commands is very important. Speak clearly loud
enough to be heard and with positive, incisive tone. Whenever possible an order
should be worded as to indicate first the direction toward which the rudder is to
moved and second the amount of the rudder angle.

REMINDERS FOR HELMSMAN

a. Before handling the steering wheel, the helmsman must give the extra effort of
familiarizing with the operation of the steering system particularly the changing
over from manual to automatic as well as emergency steering.

KINDS OF STEERING

1. Manual steering – is required when the vessel enters or leaves a port, or navigates in narrow
channel or congested areas or in restricted visibility.

2. automatic steering – the steering gear is switch over to the automatic position when
ordered by the master to the officer of the watch when the vessel starts ocean
transit or sails away from the coast

3. Non-Follow Up – when steering is impossible in both automatic and manual modes, the
control level (non-follow up steering) is used.

4. Emergency Steering – even when steering control on the navigation bridge fails to
operate, steering is still possible by operating the trick wheel in the steering engine
compartment.

11
b.) always gives answers back and repeat the same after checking the rudder motion
with the rudder angle indicator

1.
2.
3. X
4.
5.

12
 )

d.) try to obtain and make use of fix and conspicuous objects / targets to be used as a
reference or guide to the helmsman in maintaining the course or to determine the rate of
turn during maneuvers.

e.) never use large rudder angles for small course alterations.
f.) to have presence of mind while at the wheel specially when in congested area.
g.) always check on the rudder angle indicator if it is functioning properly and if the
vessel is responding to the executed orders.
h.) every after-course alteration, check the magnetic compass so as to have a basis of
direction in case the master gyro compass malfunctions.
i.) if you observe anything unusual regarding the steering system, report it to the officer
of the watch immediately.

13
HOW TO SECURE THE STEERING SYSTEM

a. Put the steering selective switch in the manual position

b. Turn the steering wheel or the rudder to midship
c. Put the steering wheel selective switch in the off position
d. Turn-off the power supply of No.1 steering motors then the No. 2 steering motor.

AUTOMATIC STEERING SYSTEM

a. It has advantage of maintaining the desired heading without human labor.

b. It should be able to carry out course alterations safely.
c. As little as possible decrease the resistance to propulsion.

Therefore, the automatic pilot steering is able to help in operational coast because it saves
a hand. Since the automatic pilot can do the steering all by itself, the helmsman can be
assigned to do other tasks.

( 9 97 5)

A. In areas of high density, in conditions of restricted visibility and in all other hazardous
navigational situations where the automatic pilot is used, it shall be possible to
establish human control of the ship’s steering immediately.
B. In circumstances as above, it shall be possible for the officer of the watch to have
available without delay of the services of a qualified helmsman who shall be ready at
all times to take over the steering control.
C. The change over from automatic to manual steering and vice versa shall made by or
under the supervision of a responsible officer.
D. The manual steering shall be tested after prolonged use of the automatic pilot and
before entering areas where navigation demands special attention.
E. In areas where navigation demands special attention, ships shall have more than one
steering gear power unit in operation when such units are capable of simultaneous
operation.

14
 –

a. Within 12 hours before departure, the ships steering gear shall be checked and
tested by the ship’s crew.
b. the checks and test shall include:
1. The full movement of the rudder according to the required capabilities of
the steering gear.
2. The visual inspection of the steering gear and its connecting linkage.
3. The operation of the means of communication between the navigating
bridge and the steering gear compartment.

15
16
DAY 3
5 –

Every vessel shall at all times maintain a proper look-out by sight and hearing as well
as all available means appropriate in the prevailing circumstances and conditions so as
to make a full appraisal of the situation and avoid risk of collision.

A man stationed either on the forecastle deck, crew’s nest or on the bridge to watch for
and report ship, land, light, rocks, shoal, discolored water, buoys, beacons, floating
objects or anything else which may be of interest to the officer of the watch. Upon their
alertness rest a large part of the safety of their ship and their shipmates. They must do
more than keep their eyes open and look.

17
LOOK–OUT DUTIES

to sight to hear
report
to identify
’
’

scanning

18
 (0º 80º)
The compass card within a compass or the compass rose shown on a map is a circle marked off in a
clockwise direction in 360 equal units (360 degrees). North is marked at 0°, east at 90°, and south at 180°
and west at 270°. These are called the cardinal points of the compass (cardinal meaning of first
importance, fundamental). Midway between the cardinal points are the inter-cardinal points; being
northeast at 45°, southeast at 135°, southwest at 225° and northwest at 315°. These may again be divided
giving another eight points such as north-northeast and north-northwest.

“ X “

19
20
TARGETS REPORTING

SAMPLES OF VISUAL REPORTING

DAY TIME VISUAL REPORTING

NIGHT TIME VISUAL REPORTING

21
SHOWING HOW TO REPORT THE DIRECTION OF RELATIVE BEARINGS
DEAD AHEAD 2 PTS. ON PORT /STBD. BOW

SHOWING HOW TO RECOGNIZE LIGHTS, SHAPES AND SOUND SIGNALS

5º

7 5º

0º

22
 000

23
 000 ( )

( ) ( )

24
25
RULES OF THE ROAD

1. COLLISION REGULATION (COLREG – INTERNATIONAL)

2. IN- LAND (SEE NAVRULES)

INLAND RULES

INCLUDES:

1. The great lakes on the U.S. side of the international boundary

2. The western rivers and harbors
3. Rivers shoreward of the demarkation line

GREAT LAKES

UINCLUDES:
1. Calumet river
2. Chicago river
3. St. Lawrence and Saginaw River
t

26
 13. OVERTAKING

a. Notwithstanding anything contained in the rules of Part B, Section I and II, any vessel overtaking
any other shall keep out of the way of the vessel being overtaken.

b. A vessel shall be deemed to be overtaking when coming up with another vessel from a direction
more than 22.5° abaft her beam, that is in such a position with reference to the vessel she is
overtaking, that at night she would be able to see only the stern light of that vessel.

27
 5

28
29
30
 5

31
32
33
 J

34
MAGNETIC COMPASS- Is a compass containing a magnetic needle pivoted in a
horizontal plane that indicates the direction of the magnetic north at points on the
earth’s surface.

Different methods in determining the compass error

35
36
37
38
The main different between currents and winds is that currents affect the ship in
definite and predictable ways, unlike the wind does. ... Current from ships ahead will
reduce the ship's speed over ground, improve ships response to the rudder, and also
give more time to assess and correct developing situations.

Anemometer is an equipment which measures both wind speed and wind direction,
simultaneously. This equipment shows on display the relative direction and relative
speed of wind flowing above a travelling vessel.

39
Samples of wind direction and current direction

Showing the direction of Leeway

40
DAY 4
Use of Appropriate Internal Communications and Alarm System

SHIPBOARD COMMUNICATION
➢ INTERNAL COMMUNICATIONS
Communication in the ship, such as public address, telephone, engine order telegraph, and dial or
sound telephone system. It is essential in orderly performance of both emergency and routine
shipboard practice.
a.) Interior Indicating Systems- one or more sound systems to provide alternative or back- up
communications for indicating systems between the bridge and main engine control. It is
synchronous motor system to transmit order.
b.) Interior Sound System- using voice communication such as:
❖ Multi-channel and Public Address System
❖ Telephones
❖ Voice Tubes
❖ Sound Powered Telephones

( )
X

Q
➢ CHANNEL 6 INTERNSHIP FREQ.
➢ CHANNEL 15 INTERNSHIP FREQ.
➢ CHANNEL 16 SAFETY, DISTRESS, EMERGENCY FREQ.
➢ CHANNEL 17 INTERNSHIP FREQ.
➢ CHANNEL 67 SEARCH AND RESCUE FREQUENCY

41
 PRINCIPLES OF BRIDGE TEAM ORGANIZATION
Statistics show that about 80% of maritime accidents are caused by human error. In such
cases, people on board ships are the central focus and the main contributor to accidents that
happened. The greatest responsibility in ensuring that a ship reaches its destination safely and
efficiently lies in the hands of every mariner. How an accident can be avoided and prevented at sea
depends on the people on board who can either make them happen or not. In a broad perspective
the goal of every member of bridge team, is centered in the safety of life, property and environment.
Effective bridge team organization should minimize if not eliminate the risk that an error on
the part of “one person “could result to a dangerous situation. The bridge organization should be
properly supported by a clear navigational policy incorporating shipboard operational procedures in
accordance with the ship’s safety management system.

BASIC PRINCIPLES IN KEEPING A NAVIGATIONAL WATCH

The master should further be aware that the protection of the marine environment is a major
consideration. He should take all necessary precautions to ensure that no operational or accidental
pollution of the environment takes place. Being guided in this matter by the existing international
regulations.
WATCHKEEPING – GENERAL DUTIES
Various duties are carried out by watchkeepers either individually or as a team. Experience has
shown that the bridge becomes the operational center for the watch period, with all relevant
information and orders processed.

The deck log book is maintained on the bridge by the officer of the watch, with the assistance of
the duty lookout. Together, the team continuously observe and supervises the following during the
course of duty:
➢ Make sure that the master is informed of any extra ordinary incident or irregularity.
➢ Watertight integrity of the hull, together with the opening and closing of watertight doors.
➢ Fire watch, with continual observation of smoke detectors system.
➢ Special cargo surveillance as and when required.
➢ Correct display of all lights and shapes.
➢ Weather condition affecting the ship the ship and its course.
➢ Routine working of the deck, inclusive of rigging pilot ladders, streaming logs, organizing boat and
fire drills, securing of deck equipment.
➢ All emergencies affecting the safety of the vessel.

DUTIES OF THE OFFICER OF THE WATCH (OOW)

➢ Supervise the efficient running of the watch and ensure the safe navigation of the vessel.
➢ Maintain proper lookout whenever the vessel is at sea.
➢ Regular checking of the ship’s course and the comparison of the gyroscopic compasses with the
magnetic compass.
➢ Plotting the ship’s position at regular intervals.
➢ Should use all available means at his disposal to ensure the safe passage of the vessel.
➢ Should make full use of navigational aids to check navigational accuracy.
➢ Should not hesitate to summon the master at any time day and night, should he require assistance.

42
CALLING THE MASTER
The OOW should notify the master immediately in the following circumstances:
➢ If restricted visibility is encountered or suspected.
➢ If the traffic conditions or the movements of other vessels are causing concern.
➢ If difficulty is experienced in maintaining course
➢ On failure to sight land or navigation mark, or to obtain soundings by the expected time.
➢ If land or navigational mark is sighted or a change of soundings occurs unexpectedly.
➢ On the breakdown of the engine, steering gear or any essential navigational equipment.
➢ In heavy weather, if in any doubt about the possibility of weather damage.
➢ In any other emergency or situation in which he is in doubt.

MOORING SYSTEM FORCES THAT MOVE THE SHIP

CORRECT POSITION OF THE SHIP WIND

DURING LOADING AND UNLOADING CURRENT

ASSIST IN HEAVING THE SHIP ALONG SURGE DUE TO PASSING SHIP

SIDE AND UNBERTHING WAVES AND SWELL

CHANGES OF FREEBOARD
’
CHANGES OF UNDER KEEL
FORCES THAT TRY TO MOVE THE SHIP
CLEARANCE
AWAY FROM THE WHARP OR PIER

HEAVING LINE

43
 AFT BREAST LINE

44
45
ANCHORING PROCEDURES
 ANCHORING PROCEDURES

 Recommendation only (because Of CORIOLIS EFFECT)

 Northern hemisphere = port anchor

 Southern hemisphere = starboard anchor

 Scope of anchor chain = length of cable / depth of water

 Length of cables= scope of anchor chain * depth of water

 Moderate wind/current= 5 times the depth of the water

 Normal conditions = 5-7 times the depth of the water
Strong wind/current = 10 times the depth of the water
BOTTOM CHARACTERISTICS
CONVENTIONAL ANCHORS ARE LEAST LIKELY TO “DIG IN” TO A BOTTOM CONSISTING OF:
 Very soft Mud (M)
 Rock (Rk, rky)
 Shale (sh)
CONVENTIONAL ANCHORS ARE MOST LIKELY TO “DIG IN” TO A BOTTOM CONSISTING OF:
 Hard Mud (m)
 Sand (S)
Soft Clay (C)
MIXTURE OF MUD AND CLAY = MOST FAVORABLE FOR ANCHORING

SANDY MUD = BEST HOLDING CAPAPABILITY

BUCKLER PLATES = are metal plates secured over the top of the hawse pipe.

DEVIL’S CLAW = A stopper used in securing the ground tackle for sea that consist of a grab attached to a
turn buckle. Act as a chain stopper.

RIDING PAWL = A stopper that prevents the anchor cable from running free if the cable jumps the wildcat.

HAWSEPIPE = is the opening in the deck that leads the anchor cable outside the hull.
SPILL PIPE/SPURLING PIPE = is the opening in the underneath of the anchor windlass that leads to the chain locker.
WINDLASS = A machinery associated with heaving in and running out the anchor chain.
CHAIN STRIPPER = is used to prevent chain from clinging to the wildcat.
WILDCAT = A ring on the windlass with indentation to grab the anchor chain.
= the wheel over which the anchor chain passes
= sprocket wheel in a windlass which physically engages the chain during haul in or pay out.
POCKETS = are recessed areas on a wildcat
WHELPS = are sprocket teeth in a wildcat

46
STOCK ANCHOR
 OLD FASHIONED
 LIGHTWEIGHT
 DANFORTH UTILITY (NORTHILL)

STOCKLESS ANCHOR
 NAVY TYPE
 PLOW TYPE
 BRUCE
 MUSHROOM

47
1 SHACKLE/ 1 SHOT
 90 FT
 15 FATHOMS
 27.5 METERS

48
 5 5 5 5 5 5
5,1 METERS 8 8 8 8 8 8
5 5,0 METERS

4,9 METERS

0.05 Meters or 5 cm
8 4,8 METERS

4,7 METERS
HEIGHT AND 4, METERS
DISTANCE BETWEEN
NUMBERS 4,5 METERS
0.1 Meters or 10 cm 8 8 8 8 8 8
4,4 METERS

Top : ODD NUMBERS 4,3 METERS

13579
4,2 METERS

4,1 METERS
Base : E EN NUMBERS FROM 0: 4,0 METERS
24 8

,5 FEET

,25 FEET

,0 FEET 5 5 5 5 5 5
HEIGHT AND 5,75 FEET
DISTANCE BETWEEN
NUMBERS
5,5 FEET
0.5 Feet or inhes
0.25 Feet or 3 inches
5,25 FEET
5,0 FEET

4,75 FEET
Top : PLUS INCHES
4,5 FEET

4,25 FEET
Base : ACTUAL NUMBER TO READ IN FEET 4,0 FEET

49
HARMFUL SUBSTANCE
Any substance which if introduced into sea Is liable to create hazards to human Health, to harm
living resources and marine life, to damage amenities or to interfere or Other legitimate uses of the
sea and includes any subject to control by the present convention.

BASIC ENVIRONMENTAL PROTECTION

MARINE POLLUTION –
introduction by man directly or indirectly of substances or energy to the marine
environment (including estuaries) which resort, or it is likely to resort in such deleterious
effects as harm to living and marine life, hazard to human, health hindrance to marine
activities including fishing and other legitimate use of the sea, impairment of quality for use
of sea water and reduction of amenities

MARPOL ‘’73 / 78
The International Convention for the Prevention of Pollution from ships Nov 2,1973 and
modified 1978 protocol (MARPOL 73 / 78) is recognizing as the most comprehensive initiative to
regulate and minimize pollution from ships, adopted on Nov. 2, 1973. MARPOL 73/78 entered into
force on October 2, 1983. MARPOL is an abbreviation of Marine Pollution. Over 90% of the world
shipping tonnage is regulated by this convention. By defining pollutants, MARPOL ‘’73 / 78 specifies
WHEN, WHERE, and HOW a substance can or cannot be discharged into the sea. MARPOL ‘’73 /
78 contains six (6) annexes dealing with the specific rules for carriage and discharge of substances.

50
 X J 7

98
987
J 99

9
7 00
988 7

9 005

POLLUTION CAUSES
INTENTIONAL OR OPERATIONAL POLLUTION
➢ Discharge into the sea of ballast water from fuel oil tanks
➢ Discharge into the sea of ballast water from cargo tanks of oil tankers
➢ Discharge into the sea slops from tank washing
➢ Discharge into the sea of oily water from machinery space bilges
➢ Throwing overboard trash and garbage within restricted zones
➢ Throwing overboard dunnage
➢ Discharge into the sea raw sewage
ACCIDENTAL POLLUTION
➢ Overfilling of tanks
➢ Wrong handling of valves
➢ Faulty or nonfunctioning equipment
➢ Blowing overboard of trash or garbage
➢ Loss of integrity (groundings, collisions, explosions)

MARINE DEBRIS
◼ Includes all the objects found in the marine environment that do not naturally occur at sea
✓ tree branches plastic caps and lids
✓ cigarette butts metal beverage cans
✓ plastic pieces glass bottles
✓ foamed plastic (Styrofoam) pieces plastic straws
✓ plastic food bags and wrappers plastic bottles
✓ paper foamed plastic cups
✓ glass pieces bones of land animals

EFFECT OF OIL POLLUTION

A. ENVIRONMENTAL
1. Beaches
2. Plants
51
 3. Birds / Animals
4. Surrounding Air
B. MARINE ECOLOGY
1. Marine Plants
2. Fish
3. Mollusks (Shells)
C. EFFECT ON HUMAN HEALTH
D. ECONOMICAL / LEGAL
1. Liability of Tanker operators
2. Liability of Master and Crew
3. Cleaning-up Operations
4. Court Hearings and Fine

EFFECTS OF POLLUTANT IN MARINE ENVIRONMENT

➢ Entanglement of animals in marine debris can cause wounds and associated infections;
strangulation; and impaired ability to swim; find food and escape predators
➢ Ingestion of oil or other marine debris by animals can cause starvation, suffocation, and
internal injuries and infections
➢ Oil and other marine debris pollution are an eyesore that blights open ocean and beach
environments
➢ Oil and other marine debris pollution can cost coastal communities a great deal of money in
lost tourist revenues. The cost of cleanup is also extremely expensive
➢ Oil and other marine debris pollution can be devastating on an area’s fishing industry. The
pollution can damage fishing boats and can kill fish that otherwise could be caught and sold
➢ Oil pollution and other marine debris can endanger the lives of people

TO AVOID POLLUTION
➢ Use check lists
➢ Use containment devices (drip pans)
➢ Recycle as much as possible
➢ Observe discharge restrictions

52
DAY 5
RESPOND TO EMERGENCIES
EMERGENCY POSITION INDICATING RADIO BEACON
Satellite operating emergency beacon.

A global satellite beacon which alerts, identify, and pinpoint the ship’s position within 200 meters radius. The
beacon also transmits on the air traffic emergency frequency (406/121.5 MHz) It is released and activated
through “Free float” or manually.

5 5 z

0 z

53
SEARCH AND RESCUE TRANSPONDERS (SART)

A radar transponder designed for search, rescue operations, help locate life rafts and lifeboats after
damage at sea or ships wreck. It is use when there is an aircraft or ship within the vicinity. When activated
by a radar, the SART transmit 12 swept frequency signals, which are displayed as a line of 12 blips on the
radar screen. The blip line extends over 8 nm. outward from SART position, identifying survival craft.

54
ROCKET PARACHUTE FLARES
➢ Burns bright red color
➢ Luminous intensity of not Less than 30,000 candelas
➢ Burning period not less than 4o seconds
➢ When fired vertically must each of an altitude of not less than 300 meters

HAND FLARES
➢ Burns bright red color
➢ Luminous intensity of 5,000 candelas
➢ Burning period of not less than 1 minute

55
BUOYANT SMOKE SIGNAL
➢ Emit smoke with visible color (orange) at period not less than 3 minutes
➢ Not emit any flame during smoke emission
➢ Continue to emit smoke for 10 sec under 1 meter

VERY HIGH FREQUENCY (Portable transceiver) MF BAND RADIO

56
 ( )

DISTRESS SIGNAL
➢ Other gun or explosive fired at intervals of about a minute
➢ Continuous sounding with any fog signaling
➢ Rockets and shells throwing red star fired one at short interval
➢ Signal made by radio telegraphy (SOS) in morse code . . . _ _ _ . . .

CANCELLATION OF DISTRESS MESSAGE

57
 0 00 z

00 000 z

0 z

SHIPBOARD FAMILIARIZATION
➢ COMMUNICATION
a. signs
b. symbols
c. alarms
➢ EMERGENCY ACTIONS

a. fire
b. collision
c. man overboard
d. pollution
➢ LOCATING SAFETY EQUIPMENT

a. lifeboat
b. lifejacket
c. fire lighting equipment
d. distress signals
➢ MUSTER LIST

a. muster stations
b. embarkation stations
c. emergency stations

58
MUSTER LIST / STATION BILL
➢ A plan of action before an emergency situation would arise
➢ Notices required by the SOLAS convention to be placed on board ships
➢ Contains information as to when alarm signals are used and how they sound
➢ Main purpose is to give instruction to each crew members on what to do in case of an emergency

CONSIDERATIONS TO
FOLLOW BY THE CREW

1. What is my task?

2. Do I understand what

to do?

3. What and which

equipment

to be used?

4. Who gives order?

5. To whom shall I report?

6. What are the alarm?

signals

59
SHIPBOARD FAMILIARIZATION
➢ OPERATING EQUIPMENT
a. regular equipment
ex. cranes
b. emergency equipment
ex. emergency fire pump
lifeboat motor
emergency steering
➢ PERFORMING DUTIES
a. routine or daily duties
b. emergency duties
TIPS FOR SHIPBOARD FAMILIARIZATION
◼ Assign a host or guide to conduct the tour and answers the questions
◼ Allow enough time for thorough tours, questions and demonstrations
◼ Use a checklist and a sign off sheet. Keep the record on file
◼ Introduce the new crew member, get inputs from others share information
◼ Emphasize that training and drills will be on
1. safety
2. security
3. marine pollution
EMERGENCIES ONBOARD SHIP

60
EMERGENCY PROCEDURE

MAIN ENGINE FAILURE

➢ Master informed
➢ Engine room informed
➢ Not under command signal exhibited
➢ Warning broadcast issue
➢ Switch to manual steering

GYRO FAILURE
➢ Magnetic compass or other means use as heading
➢ Master informed
➢ Engine room informed
➢ Warning broadcast issue\

STEERING FAILURE
➢ Master informed
➢ Engine room informed
➢ Not under command signal exhibited
➢ Warning broadcast issue
➢ Emergency steering engaged

SEARCH AND RESCUE

➢ Distress message noted
➢ Master informed
➢ Distance from casualty plotted
➢ Marine rescue center informed
➢ Engine room informed
➢ Course set to attend rescue
FIRE ONBOARD

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MAN OVERBOARD

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FAMILIARIZATION OF EMERGENCY PLAN

CONTIGENCY PLANS ONBOARD

➢ Safety plan
➢ Emergency plan
➢ Fire plan
➢ General arrangement plan
➢ Man Overboard instructions
➢ Oil pollution prevention plan

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 Illustrates the structure of the ship
such as decks, compartments, tanks and
the location of derricks, masts and mooring
equipment.

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