DECK CADET QUESTIONNAIRE

MEANS AND AIM OF COLREG :- The aim of COLREG( COLLISION REGULATIONS)is to implement the rules to
avoid the collision at sea. These rules to be followed by all seagoing vessels. COLREGS ,it is the international
regulation for the prevention of collision at sea. published by IMO.
MEANS AND AIM OF IALA BUOY SYSTEM :- It is the International association of marine aid to navigation and
lighthouse authorities, is a non profit organization founded in 1957 to collect and provide nautical expertise and
advice.
Lateral marks:- indicates the edge of a channel
Cardinal marks :-indicates the direction of safe water at a dangerous spot
Safe water mark:- indicates the deep water and open end of a channel
Isolated danger mark:-indicates a hazard to shipping
Special marks
Emergency wreck marking buoy
AIM is to use for safe pilotage of vessel at sea and in congested waters. It is also used to mark(shapes) to indicate
navigational dangers to the ships.
VESSELS POSITION (MEANS OF OBSERVATIONS):Vessel postion can be determine by various method
1)VISUAL FIX
2)RADAR FIX
3)GPS FIX
4)CELESTIAL FIX
USE OF :
GPS:- (Global Positioning System)it is satellite based navigational system provided by the US department of defense.
It permit user with suitable receiver to establish their position, speed and time on land, sea or in air at any time of day
or night and in any weather condition.
RADAR:- RADIO DETECTION AND RANGING its is a system which detect object by using radio waves. It is used to
determine the range ,speed ,course ,cpa ,tcpa of the object which helps navigate the ship safety in open and
congested waters and even when there is zero visibility.
There are four main unit of radar:-
Transmitter
Scanner
Reciever
Display
CPA / TCPA:-
CPA- CLOSEST POINT OF APPROACH means it is the closest distance at which the target will pass own vessel.
TCPA-TIME TO CLOSEST POINT OF APPROACH means it is the time to approach the closest point of approach.
NAVTEX :-NAVTEX is an international maritime automated medium frequency direct printing service for delivery of
navigational and meteorological warnings and forecasts as well as urgent marine safety information to ships.navtex
transmission are also called NBDP narrow band direct printing. navtex broadcast are primarily made on medium
frequencies of 518khz and 490khz. The internatinal navtex frequency is 518khz and these broadcast are always in
english.national transmission of navtex are broadcasted on 490khz specifically in local language.
BAROGRAPH:- it is used to record the atmospheric pressure and to determine the pressure tendency.
BAROMETER:-It is used to determine the atmospheric pressure at the vessel position.
SEXTANT :- It an instrument with a arc of 60 degree , it is a sighting mechanism ,used for measuring the angular
distance between objects and especially for taking altitudes of a celestial body in order to determine the observers
latitude and longitude.
MAGNETIC COMPASS:- Magnetic compass is the standard compass of the ship. It uses the earths magnetic field to
show the Magnetic North. It is kept on monkey island,on the centerline of the ship.
THERE ARE TWO TYPE OF MAGNETIC COMPASS:-
DRY CARD COMPASS:- made of rice paper, diameter 254mm,cover-alluminium ring
WET CARD COMPASS:-liquid mixed of distilled water and pure ethyl alcohol, made of mica, diameter 15cm,bowl
diameter 23cm.
VARIATION:-It is the difference in degrees between the true north and the magnetic north. variation can be east or
west. we get variation on charts and ECDIS.
DEVIATION:- It is the difference in degrees between the magnetic north and the compass north .
Compass error is the difference in degrees between the magnetic north and the ture north and can also be defined as
combination of two separate and distinct component, namely variation and deviation.
METHODS TO FIND COMPASS ERROR:-
BY AZIMUTH OF A CELESTIAL BODY
BY AMPLITUDE OF A CELESTIAL BODY
TRANSIT BEARING
LEADING LIGHTS
GYRO COMPASS:- It is a non magnetic compass in which the direction of true north is maintained by a continuously
driven gyroscope(having 3 degree of freedom of movement) whose axis is parallel to the earth’s axis of rotation. It is
highly reliable, compact size, has small error, ability to run repeaters and provides a heading reference for other
navigational equipment’s. It is not affected by the earths magnetic field.
ECHO SOUNDER :- Echo sounder is an electronic equipment which measures the depth of sea bed.it uses the
acoustic pulses at the rate of 5-600 pulses per minute having a beam with of 12-25 degrees are transmitted vertically
down to the sea bed. Received echoes are converted into electrical signals by the transducer .The electrical signals
are sent to the stylus which produce corresponding marks on the recording paper.
Depth mesurement:-
Depth=v x t/2
Where v= velocity of sound in water,t= time taken to travel the distance
AIS (WHEN TO SWITCH OFF/ DATA TO ENTER ETC.):-Automatic identification system is a navigational
equipment .it is a broadcast transponder system operating in the vhf maritime mobile band.it transmit static
information, dynamic information, voyage related information.it can also be use to send short safety related
messages. There are two type of AIS. Class A and Class B. Class A types are used in merchant vessels and Class B
types are used in pleasure crafts. It operate on two dedicated frequencies or vhf channel.
AIS1 :-161.975MHz- CHANNEL 87B- SIMPLEX CHANNEL-SHIP TO SHIP
AIS2 :-162.025MHz- CHANNEL 88B- DUPLEX CHANNEL- SHIP TO SHORE
AIS can be switched off as per company instructions due to security reason. Otherwise it is put on low power(1 watt)
during cargo operation and bunker operation.
UKC :UNDER KEEL CLEARENCE it is the vertical distance from the keel plate (lowest part of the ship) to the sea
bed.
Calculation:- ukc=depth of sea - the max. draft of the ship(in meters)
On ship it can be determine by echo sounder.
Company ukc policy:-
When vessel is underway:-
Deep water:- 100% of the maximum draft
Shallow water:- 10% of the maximum draft
When vessel is at anchor or moored - for ships beam
Upto 20m beam it is 0.3 meters
More than 20 meters it is 1.5% of the ships beam(OWN SHIP 0.483 M)
RESTRICTED VISIBILITY:- Comply COLREG Rule 19 for Restricted Visibility and Rule 35Inform master and engine
room, determine all the traffic nearby, start the sound signals, changeover to hand steering and post extra lookout,
reduce speed to safe speed, start both steering motors, open bridge wing doors, close all water tight doors or
weather tight doors, monitor VHF, start echo sounder, comply company navigation checklist nav 10.
ACTION MOB:- Immediately wheel over to casualty side, release MOB markers, press MOB on GPS and ECDIS,
note ships position, wind speed, direction ,current speed and direction, and time, raise general emergency alarm,
inform master and engine room, sound three prolong blast using ships whistle, emergency broadcast on vhf with
position and time and also advice nearby vessel to navigate with caution, carry out the Williamson turn, keep an eye
on the casualty and post extra lookout, hoist flag “o”, muster recue boat crew, prepare rescue boat launching, send
urgency msg ,rig pilot ladder, recover the casualty from windward side, give first aid to the person, pick up the
marker, once rescue is successful cancel the urgency msg, keep the record of all the event.
WHEN TO CALL MASTER:-
Restricted visibility encountered or suspected.
Heavy traffic or the movement of other ships are causing concern.
Difficulty is experienced in maintaining course.
On failure to sight land, navigation mark or change in sounding by expected time.
If unexpectedly sighted land or navigational mark or change in sounding occurs.
On breakdown of main engine, steering gear or any other essential navigational equipment, alarms or indication.
If radio equipment are malfunction.
In heavy weather if any doubt about the possibility of weather damage.
If the ship meets any hazard to navigation, such as ice or derelict.
If in any other emergency or if in any doubt.
NAV CHECK LISTS:- navigation checklist is a list of jobs to be done or points to be considered, during different
navigational situation or status. It helps to reduce failure by compensating for potential limits of human memory and
attention.it helps to ensure consistency and completeness in carrying out the job. Using a checklist allows you to
ensure you don’t forget any important step. There are 15 navigational checklist .
ACTION WHEN RECEIVE DISTRESS MSG:-
First of all never acknowledge a distress alert from another ship, because if we acknowledge the alert than it will stop
the distress alert transmission from the distress ship.The distress alert is always acknowledge by the CRS or by a
ship when instructed by the CRS.
ALL THE ACTION DEPENDS UPON WHERE OWN VESSEL AREA A1 OR A2 OR A3 OR A4
AREA A1 AND A2– WAIT FOR CRS TO ACKNOWLEDGE IF NO RESPONSE THAN RELAY THE ALERT TO
SHORE
AREA A3 AND A4- WILL NOT WAIT AND RELAY THE ALERT TO THE RCC BY ALL MEANS
First of all i will check the position of the distress and check in which sea area we are in,whether it is nearby or far
away,if it is near by than i will inform master and log down the details IN GMDSS LOG and wait for crs to
acknowledge the dsc distress alert. If no response than after taking master permission from master relay the distress
alert to the nearest crs and wait for their acknowledgement .If there not nearby crs , i will not wait for any crs ,i will
take permission from master and relay the alert to the crs by alll means.
PAN PAN / MAYDAY / SECURITE:- PAN PAN means urgency msg, MAYDAY MAYDAY means distress
msg,SECURITE means security msg
Duties of OOW navigation:-
First and foremost duty is to navigate the ship safely by all means available onboard ship.
Comply colregs all the time to avoid collition
Assist master during pilotage or approaches
Ensure the helmsman is taking and executing orders correctly from pilot or conning officer
Ensure the conning officer oder during manoeuvring are reasonable and correct
Operate the engine teleghraph and ensure it is working properly
Ensure the accuracy of arpa data and radar plotting
Comply VTIS and local regulation
Maintain all bridge logs
Keep an eye on deck if crew are at work
Incase of any defect or malfucntion if any equipments inform master
Monitor near by traffic and determine the risk of collision and also monitor cpa and tcpa of near by targets
Follow the passage plan
Determine ships position by different methods
Monitor weather
Determine navigational danger
Comply master standing order
Follow procedure in case of emergencies
Vessel reportings to the VTIS
Plotting positions on proper charts or in ecdis
Taking fix by different method
Obtaining compass error
Compare the compasses
Checking all the equipments are working properly or not
Keep watch on gmdss,vhf ch 70,and other channel as per required
Incase of any doubt call master
Proper handing over and taking over a watch
Duties of OOW Cargo Operation :-
Before taking over watch take round of the ship check scuppers, fire wire,mooring lines,emergency shower,eye
wash,smpep euipments ,gangway ,check manifold for leakage,manifold drains to be shut,drip tray drain to be
shut,fire hose rigged or not,winch break are at proper positions or not,engage and disengage pin are on or not,check
overside for any oil sheen,check crew wearing proper PPE.Check vessel is alongside jetty,check all the notices are
displayed near the gangway,check the visitors onboard.
Take over the watch properly.
Follow chief officer standing order and assist chief officer as required.
Follow cargo plan
Monitor ships stresses.
Monitor and record the hourly rate and the ETC and compare it with the shore .
Monitor the tank pressure
Ballasting and de ballasting operation
Tank change over
Maintaining communication with the shore personnel
Taking houly safety,security and fire rounds on deck
Incase of any doubt call chief officer
Type of fire extinguishers and equipment on board:-
Fire extinguisher:-
Foam
Water
Co2
DCP(Dry chemical powder)
Pumps:-
No.1 FIRE PUMP
NO.2 FIRE PUMP
Emergency fire pump
Sprinkler system
Water mist system
Fixed co2 system
Fixed foam system
Smoke detector,flame detector,heat detector,
Foam monitor
Fire hose and hydrant
Foam applicator with hose
Fire man outfits
International shore connection
TYPE OF LSA
Life boat,Liferaft,Lifebuoy,TPA,Immersion suit,Rescue boat,MOB marker,Embarkation laddaer,Life jacket,Poertable
VHF,SART,Rocket parachutes,Anti-exposure suits,EEBD,Smoke signals,Hand flares,Lta,EPIRB.
SAFETY SET:-
Safety set is a continuous record of all LSA and FFE routine maintainence,inspection,test being carried out for
compliance with various regulatory requirements.it serve as a documentry evidence for compliance of mandatory
requirements and hence shall be maintained up to date at all times.
ships staff make this document ship specific by filling the necesssary details of all LSA and FFE items.
STRB:- SHIPS TRAINING RECORD BOOK
It is the training record book of the ship,contains the safety familarisation checklist for the ship,record of drills and
training,sms familarisation
CONTINGENCY MANUAL :-It is manual applicable to all type of ship under mideast ship management, and is
intended to serve as a guide for master and their team to control shipboard emergencies and must be used in
conjunction with ships specific plans . The aim of this manual is to prepare vessel management teams to respond
correctly to an unplanned event.This manual include various cintingency checklist for various possible unplanned
event.
SMPEP:- Shipboard marine pollution emergency plan .this plan provide guidance on the actions to be taken if a spill
of oil or noxious liquid substance has occurred or likely to occur.
Every ship 150grt or above certified to carry noxious liquid substance in bulk shall carry a smpep for noxious liquid
substance approved by the administration.
This plan shall be based on the guidelines developed by the organisation and written in working language or
language understood by the master and the officers.
This plan shallconsist of :-
1)The procedure to be followed by the master or other person having chargeof the shipto report a noxious liquid
substance pollution incident.
2)The list of authorities and persons to be contacted in the event of a noxious liquid substance pollutionincident.
3)A detailed description of the action to be taken immediately by person onboard to reduce or control the discharge of
noxious liquid substance following the incident
4) The procedure and point of contact on the ship for coordinating shipboard action with national and local authorities
in combating the pollution.
DETAILED QUESTIONS:
WHAT PERSONAL PROTECTION EQUIPMENT YOU SHOULD WEAR BEFORE GOING TO MOORING STATION?
Before going to the mooring station i check all ppe like proper clothing as per weather and climate , gloves, helmet,
eye protection,safety boots, that i need during operation and also check the crew members are also having proper
ppe.also check communication with the bridge.
PROCEDURE TO ENTER ENCLOSED SPACE?
First before entering to the enclose space permission to be taken from master
Risk assesment to be carried out.
Make a list of work to be done inside enclosed space
Prepare the enclosed space entry according to the work to be done
Potential hazard to be identified
Than preparation to be done as per the enclose space checklist
Proper and continuous ventilation to be carried out,
Gas checking by using multi gas detector and oxygen analyser,
Rigging of proper light inside the enclose space for working
EEBD to be kept stand by,
Enclose space work permit to be issued before entering,
Permit to be valid for a period of time and if time expire new permit to be issued,
Person to sign in the checklist before entering,
One person to be always stand by at the entry point,
Proper ppe to be worn by the person before entering space
Person entering the space should carry personal gas detector
Person should also carry life line inside the space
Before entering inform bridge to the duty officer the person entering the enclose space and the linkman .
Always monitor the oxygen content,if it is below 20.9% immediately evacuate the space without delay
Rescue and resuscitation items to be kept on standby
Maintain frequent verbal check with the person entered in the enclose space by “asking all ok inside”
DRILLS ON BOARD:
Drills are carried out onboard as per the company schedule of drills and training for each month.drills like
fire,abondonship,security drill,piracy drill,mob drill,familarisation training of lsa and ffa equipmentss,steering
failiure,oil/chemical spill etc
WHAT IS THE MUSTER LIST/ MASTER STATION?
MUSTER LIST :- muster list contains the duties of every crew member onboard ship as per the emergency that need
to be done during the emergency like fire,oil/chemical spill,steering failiure,piracy attack,abondonship
MUSTER STATION:-it is an emergency assembly station where all crew member assemble during emergency and
head counts are taken to check if any one is missing. It is a designated place on boardknown to all crew
members .there are always three muster station primary muster station,secondary muster station,and boat station.
3RD OFFICERS DUTIES AS PER DRILL:third officer maintains records of all the event in the drill taking place
onboard.
FIRE:- bridge party:-gmdss and navigation
ABONDONSHIP:- bring sart,epirb,vdr recording from the bridge
EMERGENCY STEERING:- Proceed on bridge .incharge of navigation,announce navigation warning on vhf,instruct
ab to hoist two black balls and switch on two red lights.
OILSPILL:- Communication and record event.
SAFETY ROUND :
Safety rounds are taken onboard at night after the watch with the duty ab.all the common places and fire hazard
places are checked during the rounds.after taking safety rounds rorting is done to the bridge as everything is ok.
SECURITY ROUND:
Security rounds are taken when vessel is departing from port or passing any security sensitiveor piracy area or
anchored in piracy incident area.in such case all the doors to be closed at night,and during day onnly one door to be
kept open for access of crew working on deck.at night the leaving officer and the leaving ab will go for security round
and check all the access to accomodation are closed from inside and secure and report same to the duty officer on
bridge.in ums rquest engineers to make sure all the access to the e/r to be shut at night .
SAFETY ROUNDS DURING PORT STAY:-
Safety rounds to be taken before taking over each watch on deck.
Officer to take safety rounds every hours on deck.
Check:-
Scupper should be shut and if it is open beacuse of rain water accumulation than it need to be manned by the deck
watch and close upon completion of drain and if any traces of oil is seen than immediately close the scupper.
All the drains of the manifold and drip tray to be shut
Manifold and gangway to be manned always
Check the mooring wires
Deck to be free from oil traces and oily rags
Fire wire to be attened
Check for any leakage
Check pressure at manifold
Check pv valve are working or not
Deck is properly illuminated or not
Overside to be checked incase of any oil traces
Check all emergency shower and eye wash workiing
Vessel is alonside jetty
Gangway is properly rigged and illuminated and free of any obstructions
ARRANGEMENT OF PILOT LADDER, MEET PILOT:-
Pilot ladder arrangement and which side pilot ladderused to be prepare as per the instruction of pilot on vhf before
reaching pilot boarding.decision to be made whether it will be combination ladder or only gangway depends upon the
ships free board .if the free board is more than 9 meter than combination if less than 9 meter than gangway to be
used.
Oow always go down on deck to receive the pilot and check pilot ladder is properly rigged as per instructions and if
required go down to the gangway to receive pilot.communication to established with the bridge and reporting to be
done to the bridge when pilot boat alongside ,pilot on ladder,pilot on gangway,pilot onboard,and pilot boat away.
DRAFT SURVEY:- it is the calcualtion of the weighjt of cargo loaded or unloaded to or from the ship to calculate the
displacement.it is done by reading the ships draft, on the draft marking at six standard points on the hull.both side of
ship forward ,midship and aft.
The correction factor such as trim,water density,and non cargo weights are taken into consideration before
calculation of cargo weights.
PLIMSOLL MARK:- Plimsoll mark is the mark painted/ welded on both sides of the merchant ships to indiacte the
maximum point they are allowed to sink to when loaded, depending on the density of water, which varies according to
the places. This mark is accompanied by a circle,bisected by a horizontal line and the letters indicating the ships
registration society. It was made compulsory in 1876 i n uk and named after samuel plimsoll. The diameter if the
circle is 300mm and lenghth of the horizontal line is 450mm. Thickness of line and circle is 25mm.
SEASONAL MARKS:-
TF:- TROPICAL FRESH WATER LOAD LINE
F:- FRESHWATER LOAD LINE
T:- TROPICAL LOAD LINE
S:- SUMMER LOAD LINE
W:-WINTER LOAD LINE
WNA :- WINTER NORTH ATLANTIC LOAD LINE
This line is not marked on a vessel over 100m in length

The purpose of the load line is to ensure that a ship has sufficient fereeboard and sufficient reserve buoyancy. It also
ensure adequate stability and avoid excessive stress on ships hull as a result of overloading.
ANCHOR STATION, REPORTING TO BRIDGE:-
Prior entering the anchorage area,the anchor party should be stand by forward toundertake checks and preparations
to commenced the anchor operation.
Officer incharge should ensure that the anchor party wearing proper ppe for the anchor station.
• hydraulic power on
• windlass operation checked
• break properly working
• anchor lashing removed
• anchor ball prepared
• communication tested with bridge
• prepare the anchor to drop

It is very important to maintain good communication between bridge and anchor party.a secondary means of
communication to be tested and kept stand by .
REPORTINGS TO THE BRIDGE:-
Master will order to lower the anchor upto water level. Report master anchor is at water level.
Master will then order let go the anchor up to 3 shackles in water and hold. After acknowleding the order , the officer
will let go the anchor and check the no. Of shackle ,at three shackes officer will stop lower anchor and report to
bridge three shackle in water leading 11 o’clock short stay.
Master will than wait for sometime and order to lower the shackles upto 6 in water by using gear.after acknowledging
the order,the officer will lower the shackles upto 6 in water and report anchor chain leading 11 o’clock medium stay.
Master will wait for some time to brought up the anchor and ask how is the anchor chain leading.the officer will check
the anchor chain lead and report it is leading 11 o’clock short stay and holding.
Master will ask the officer to secure the anchor station and finish with the anchor station.
After this the officer will make sure every thing is secured in forward,anchor is on break and bar,anchor ball
hoisted,anchor flag is on. Than officer will report everything secured.
Master will order finish with forward.
MOORING STATION, ARRANGEMENT, FIRE WIRE ETC:
MOORING AND UNMOORING STATION:- It is a critical operation done during the berthing and unberthing of the
ship deck crew and officers.it involves two team ,one tean controliing the forward station and the other team
controlling the aft station. In this operation the ship is made fast to ashore by using mooring lines.
MOORING ARRANGEMENTS:-
AIM:-
Mooring is done to prevent the ships from drifting away from a berth and holds the ship in place in relation to the
loading/discharging arm or hoses,which may only have limited freedom of movement.morring lines also assist in
heaving the ship alongside berth and can be used to assist in unberthing.
MOORING LINES:-
Headlines :-mooring lines leading ashore from the fore end or forecastle of a ship ,often at an angle of about 45
degrees to the fore and aft line of the ship.it provide very less mooring strength as compared to the breast and spring
lines.
Breast lines:-mooring lines leading ashore as perpendicular as possible to the ship fore and aft line.it restrains the
transverse movements of the ship.it ensures that the ship is alongside the jetty.
Spring lines:-mooring lines leading in a nearly fore and aft direction, the purpose of which is to prevent longitudinal
movement(surge) of the ship while in berth. It restrain the ship in two directions, the forward spring /prevents the
forward motion and the aft spring prevents the aft motion.
Stern lines:-mooring lines leading ashore from poop deck of a ship,often at an angle of about 45 degrees to the fore
and aft line of the ship. It provide very less mooring strength as compared to the breast and spring lines.
MOORING ARRANGEMENT:-
4+2+2:-
FORWARD:- 4 HEAD LINES,2 BREAST LINES AND 2 SPRING LINES
STERN:- 4 STERN LINES,2 BREAST LINES AND 2 SPRING LINES
3+2+2:-
FORWARD:- 3 HEAD LINES,2 BREAST LINES AND 2 SPRING LINES
STERN:- 3 STERN LINES,2 BREAST LINES AND 2 SPRING LINES
2+2+2:-
FORWARD:- 2 HEAD LINES,2 BREAST LINES AND 2 SPRING LINES
STERN:- 2 STERN LINES,2 BREAST LINES AND 2 SPRING LINES
4+2:-
FORWARD:- 4 HEAD LINES, 2 SPRING LINES
STERN:- 4 STERN LINES, 2 SPRING LINES
FIRE WIRES:-
Fire wire is a wire rigged forward and aft to the water line over the off berth side of a ship to facilite towing away in
emergency.
Its is used by the tugs to pull the ship away from the pier without the assistance of any crew in case of serious fire or
explosion.
MARPOL ANEXES :-
Annex 1:- Regulation for prevention of pollution by oil
Annex 2:- Regulation for prevention of pollution by noxious liquid substance in bulk
Annex 3:- Regulation for prevention of pollution by harmful substance carried by sea in packaged form
Annex 4:- Regulation for prevention of pollution by sewage from ship
Annex 5:- Regulation for prevention of pollution by garbage from ship
Annex 6:- Regulation for prevention of air pollution from ship
PREPARE BRIDGE FOR DEPARTURE:-
Oow shall complete this procedure prior departure from berth or anchor. This shall include, shifting from anchorage to
berth and shifting between berths. Prior departure OOW shall:-
Bridge is prepared as per the navigational checklist 02:- pre –sailiing checks
Before departure make sure the intended passage plan is prepared and available on bridge.
Passage should be checked and approved by master and to be briefed to other watch keeping officer.
Check the planned route should be available on ecdis
Check for encs, adps, are updated. Latest navtex warning & navigational warning are to be plotted on ecdis .
1 hour notice is given to the engine room and clock is sync with engine room.
Check gyro compass and repeaters in steering are and bridge wings are synchronized.
Check paper in the engine movement recorder.
Check paper in the course recorder
Check paper in echo sounder and switch on the echo sounder .check the echo sounder is working properly. Check
the remote display. Sign the recording paper.
Check the navigational lights by switching it on both up and down lights.test the navigational light alarm. Check other
lights like NUC ,RAM,steering light,signal lights.
Check the navigational shapes and flags.
Test the telegraph/main engine control with duty engineer.
Test the steering gear as per the navigational checklist 12.it should be checked in both fu and nfu mode.
Check the communication between bridge ,engibne room and morring stations.
Check RADAR for proper funtioning( pm test to be carried out). ARPA,ECDIS,VDR, ,BNWAS tested and operational.
Pre departure test to be carried out for gmdss equipment.check SART and EPIRB.all the test to be logged in gmdss
log.epirb and sart to be tested.
Test the emergency engine stop,if not done within 90 days.
Check speed indicator and distance log are operational. Remote radout operational.
Check helm ,roti,rpm indicator operational on the bridge wings and inside bridge.
Test the whistle both forward mast and main mast,signalling lamp.
Check the clear view screen and wipers are operational
Azimuth mirror and binoculars to be ready
Ais to be put on normal power and necessary details to be updated.
Put VHF on normal power.
Check the wind speed indicator is operational.
Bridge flash light are operational.
All the form are prepared, like ukc form, pilot card, master pilot information exchange form
Communication is made with the port control and confirm the pilot timing and coming from sea side or shore side.all
the reporting done and to be logged in gmdss log.
Give 30 min notice to the crew for mooring station.
Cargo handling equipment are secured.
Stability and draft information are sent to FPC.
Ask deck person to check weather tight doors are closed.
Record event on bridge movement book
Confirm deck power for mooring winches, deck crane, deck light
Risk assessment to be carried out for unmooring.
Confirm all crew onboard.
Clear anchor lashing.
Ensure stowaways checked by SSO
Make sure all the shore personnel are checked out. confirm it with gangway.
When pilot onboard, note the boarding time in movement book. take sign on the MPIE and on pilot card.
Ask the deck crew to secure the gangway.
Confirm propeller clearence from deck watch.
Call engine room and request them to commenced the main engine blowthrough.
Testing of main engine:-
Engine OOW and bridge oow to complete the testing collectively and entries to be made their own bell book.
OOW shall :-
Confirm master order
Confirm that all moorings lines are taut.
Confirm gangway clear from jetty
Confirm all cargo and bunker hoses are disconnected
During testing one crew to standby forward and stern.
Engine oow will commenced the engine blow through from ECR.
ECR will test the main engine from ECR.
Maine engine control is transferred to bridge.
Master takes the conn. of the bridge.
Main engine tested ahead and astern. Check the command RPM and engine RPM . It should same. If not inform
engine room.
Engine to be tested from emergency engine control station.
Upon successful testing of Maine engine. Make all the entries in the bridge movement book and log the standby
engine time and pass the entries with timing to the engine OOW.
Inform master bridge is prepared ready for departure

The TPC for any given draught is the weight that must be loaded or
discharged to change the ship’s mean draught by one centimetre.