Experience with Indian Company

As I had got down from Msc P**** around May End I was to stay at home waiting for my brothers marriage due on August End . The arrangements started by the 1st of June with selecting the marriage halls and booking the caterers, at the same time I started worrying about my career and my job and this long halt at home . So put my resume up in job search website under the heading "Jobships.com" ………. Later after 3 days the calls started pouring in ……… then came the call from Lilly Maritime about a ship doing coastal voyages . There in started my adventure in a Indian enterprise. On the 14th June self caught the morning flight to Mumbai and on arrival Mumbai was instructed to go to a hotel . On arrival I met the 3rd Eng who was to join with me on ship . Then the first Indian company phenomenon started ……… 3rd Eng complained " what? nobody came to pick us up in the airport ???? " …….. I was lit bewildered at this statement and was amused as to what he meant by this reason being the company picking up or dropping officers are a very rare entity in the company I served. The day went uneventful till afternoon we had done our medicals and then went to the company. The first impression I got was not so appealing as the office was in a broken down building in a industrial area and the full office was in disarray. It was a very small organization with all the people within hearing distance and everybody being informal and talking like friends. The company was operating 10 ships including 4 tankers and was to send me on Jadal Kaala* ( Name Changed to prevent Disgust ) ……as it was agreed before the Fleet Personnel manager agreed with a big grin that many had promised but not turned up to a point that he was proud about it for joining highlighting the shortage of Officers in the taking. I had made it very clear by saying that I require signoff on time by the end of July as my brothers marriage preparations will start and my presence is required at home. First time in my life had I seen the managing director , Purchase Dept Head , Superintendent and Fleet Personnel manager all in the same office. After during briefing the 3rd Eng had a issue to address where in he told the superintendent that he will not keep 6 On 6 Off duties onboard and said that he will get off if required to avoid it. The 3rd Eng being the Indian company persona says " any prob give 1 week notice and get down" ??? another bewildering statement. Joined on the 18th and the sight I see is repulsive . The chief Eng onbd is on a strike and refuses to get the engines ready for sailing , when I ask the 2nd Eng he also refuses. Further the company had removed the fitters onbd as it was converting to home trade as per safe manning. When I ask the 2nd eng to shift the lube oil drums to lube oil sump as a preparation for getting engines ready he says " sorry I wont do it, I have no people". I Said you have 3 fitters na? . He replies "they r off the article will you be responsible for any problems??". So I say I will provide man power for which he replies "only chief Eng can give me orders". Hence after considerable delay and waiting the ship is ready to sail after chief Eng has signed off. The new Cheng has boarded for a 4 day contract!!! Getting paid 15000 a day.!!! ……..So our journey off to kandla begin and on arrival kandla found the tank top full of thick HFO and water mix. As it was a sort of emergency in my view. All Deck and galley crew were put to task of cleaning but the oil was still spurting to the tank top , When asked 2nd eng he says "See this is not my job, I have no idea , oil transfer comes under chief Eng" and the vessel has no chief Eng onbd. !! Further when complained to Capt. He says " See. He(2nd Eng) has finished his contract, he is receiving bunker and that itself is a favour on us !!!" Can you believe it ? .further everybody is new in Engine room so they swing on the balls of a Motorman Mr.Prathap who is good at work. When having no option but to ask prathap he says " Dekho Chief Saab, Transfer karega to engine rukh jayega" So at last we manage to pump out the oil by shore truck and then load 15 containers short. The vessel had reached its drafts. The Gauges for ballast tanks don't work. There r no manual sounding pipes. How am I to ascertain the quantity of ballast onbd ? This the master never seems to understand and says his son ( who was chief mate then later became master on this ship) has loaded more. But being new in the ship this is the best I could manage. The ballast pump is not taking suction and when I asked 2nd eng he says "See this is Fitters job and no fitter onbd so cant help it." These things drive me to point of frustration. Then I call my good friends Sathiya Sabari who had jus returned from a short contract in a coastal container vessel. He says "don't do your job . If you do then you r a fool, the lesser job you take responsibility of better you will be , and do only which is absolutely necessary" …….. actually considering the circumstances its valuable advice . Further our bridge team comprises of 2 2nd officers including me. The 2nd officers have the least possible idea on the bridge equipment. They don't know abt the GPS, GMDSS, AIS, AMOS, RADAR. Waypoints r not fed in the GPS. The passage plan is made in hand and filed. Further they r obvilius of the Fact that the IMDG new edition has come out. And on any occasion they start pouring you with advice and suggestions with no apparent practicality. On arrival cochin IRS surveyor boards for issuing interim certificates along with Supdt. Master tells me to assist me and goes to sleep after a late night arrival. This brought me to a continuous 48 hr work load. Dep Cochin the ballast pump is not able to pump the fore peak tank and the master advises me to take fire hose to fill the tank. Which I point out as not required and say we have enough GM already and by taking ballast there you wont be able to pump it out in kandla which is as unwanted burden and reason for short loading. As Expected Dep Cochin on the way back the vessel rolls like mad being stiff ( GM 2.8 mtrs) and master not yet convinced wants me to ballast Fore Peak Tank. On the passage back to kandla the master does the calculation and says that to load 200 containers I need to have only 250 MT ballast onboard of the 18 ballast tanks onboard. He says " OK so you just achieve this condition (as if its very much possible)" …….. I m left thinking "Is this man really aware of the problems onboard ? " Second Eng had changed last call Cochin, He is a real good engineer who would take the intiative and work towards solving issues. His good self got the ballast pump operational. On the way the engine breaks down luckily after vsl entering gulf of kutch. The chief Eng first of all lifts his hands up and says " I need workshop assistance without which I cant guarantee success or time required" …… Which is totally unexpected and untowardly in the organization I come from. But after 6 days of hard work and labour mainly from chief eng and 2nd eng and futile attempts by the workshop to help us but not able to come due to rough weather. Managed to change one cyl head of a unit and overhauling of Purifier takes 5 full days !!! There after on arrival chief Eng is sacked and sent home for reasons best known to the company. B4 kandla got the air vents of side tanks opened to check for sounding vide the air pipe ulllaging. Found oily water in one of the wing tanks. On arrival kandla commenced the deballasting and told master dat will not pump out the side tank contaminated. So we work on it then supdt ond tries to convince me that only upper layer is oil hence pump out, same with master. I m shit scared about it. So did not pump it out even though I agreed to their views. At last we reach the drafts at ldg 194 containers. Shortloading 6 containers which the master tells me to load and we do going above the drafts. (This was basically putting my certificate of competency and career at risk …… for who …… for Jadal Cunt of Misery to make more money !!!! ) Dep Kandla New master / New cheng / New Third Off ( My friend Micheal ) …. Actually sailing with all the elderly deck officers was driving me to the brink.(Master 64, 2nd Off 64, 3rd Off 57 was in itself quite depressing ). Luckily I could get my very good fr micheal to join as 3rd mate onboard. After a Day Engine problems anchored off Okha for repairs. Resume journey to Cochin. Try to convince master to take the coastal route which initially refuses and then agrees knowing that we require to anchor on arrival. Cochin an A/B gets relieved. But more problems resume. No.2 Side tank was found cracked and leaking in duct keel. Further Not able to ballast Fore peak tank vide ballast pump nor by fire pump. Requested engine room to charge the deck line with water to fill up fore peak with fire hose in a last attempt to reduce trim, 2nd eng tries but later says fire pump not taking suction. I asked him 'In case of Fire you wont get water to fight it' , He humbly admits ''Yaar I m fucked here, this problem is new, will check it and get back to you'' Vsl departs cochin at 3.5 mtrs trim and 1 Deg Stbd list.Soon After dep engine room started flooding with water due to water from duct keel coming into engine room vide tunnel recess. Fire pump/ ER eductor line to pump out bilges inoperational. Hence lower Submersible p/p in engine room in which water was rising at an alarming rate. The engine room Exh manifold leaking leads to the engine room being filled with smoke with sulphur which makes it all the more difficult for the engine room. I on entry find myself choking and coughing and taste the sour sulphur taste after 5 mins. There is nothing but pity for the engine room staff who manage to stay in this environment which is inhuman and also a major health hazard sans doubt. The vessel of innumerable stoppage and Problems and including the deck and engine side working their Ass off and somehow manage to reach Kandla. On this point I m like busting the company for getting me relieved. Hence the company send a radio officer to sail in my place by getting a dispensation. On the safe interest of the Ship I educate both micheal n micheal on the intricacies of loading calculation and ballasting and deballasting. Both the blokes r good and hard working boys but sadly to my disgrunt before leaving I had to give them the piece of advice my good friends Sathya Sabari gave me. Further Micheal and Micheal r gr8 friends and are more knowledgable than the master and mates on the ship. As far I m concerned the ships were not bad but by putting sub standard staff and unprofessional tech team is the main problem. The crew employed are not experienced rather they jus pay their way to the ship to brokers and agents inside the company. The officers are mostly old, lazy and life long second mates and mates who have no initiative in life other than jus spend their time and complain about food, the age of the ship and bitch to glory about the company and fellow officers and crew. Further the Supdt's are more well known to the ships but are on friendly term with the officers deterring chain of order. Even if they put their foot down and get after people the officers give 24 hr notice to sign off and say them to go fuck off . This is a never ending cycle of continous problems. This can be stopped only by a drastic change in the organization at the top level and further also some changes by the Govt rules by which they support the company to take sterner actions against bad officers. Better training of old and same rank holders other than usual name sake revalidation.

Music Is Changed As Days Go By !!!!

Hi

This is about the music in the scene ……….. Indi movie music I feel is in its prime now. There was the golden age of RD Burman and Laxmikanth Pyarelal and Manna Dey Etc ……….. Music was mostly soothing and with the heavy instruments like Violins and Dholak and All the musical instruments. The music then was heavyily influenced by the country and Disco ………… it was not so bad ……… which is evident from the music that we still enjoy in a odd day. Listening to Kishore or Rafi Or Lata puts a smile on your face by itself and without knowledge we close our eyes even though for a sec and confide to our friend who is with us about how much you love this song…………. Or drinking with your friends and after all the rock and Rnb mania we switch all of a sudden to old classics of Illayaraja and RD Burman only to remain thereafter till everybody drops down dead and drunk ;-) ……………….

Next came the stage of Dhumka and Matka ( Not that it has vanished now ) ……… being the era of Kumar Sanu's Nasal Farting voice, Dilip Sen Sameer Sen, Anu malik and his meaningless lyrics and farce music. Anand Raj Anand , Nadeem Shravan ………… It was pathetic with a few minimal glitters of glory with some songs being good. Little

Hope was regained from Director A.R Rahman ………. Who as a matter of fact revolutionized indi movie soundtrack ………. Heavily influenced by Western music his music created quite some revolution but only to lose its glaze after a few years .

Now is the generation of New music directors with new music genre's ……….. Shankar Eshaan Loy , Vishal Shekar , Preetham , Ismail Darbar and Mrtiyundoi …………. All are versatile and don't stick to one genre ……. Keep varying their style …….. except ismail darbar who sticks to classical base but excels with his elaborate orchestration ………. Shankar Eshann got it big with Dil Chahta Hain and have proved themselves on a regular basis ……….. Preetham is big with Metro / Gangster …….. but surprised with totally Indian tracks in Jab We Met ………….. In all this bargain as days go by we have totally forgotten the amazing Ghazals …….. which still attracts their own crowd and class apart artists ………… Hope Ghazal has a new glitter other then jagjit Singh ( he is an excellent anh exceptional artist ) …

This is wat I feel ….. hope this concurs with wat you feel

joining as chief officer

Hi

This is about my assignment as a chief officer for the first time.
Well I joined msc paola ……. A container vessel 1280teu and length 201.75mtrs as a chief officer …….. my idea of being a chief officer was vague …… not really knowing wat it is about or wat is expected of me .
The real eye opener for me was wen I went my good friend anto’s house . His sister Anita asked me wat were my duties as a chief officer onboard …….. I was stumped ……… lets say to this unexpected question which was put forward ……… I was like hm hm this u know…….. n this that ……… answering vaguely ……. Then was the rescue ………… Anto’s dad who was there told me “ he will know and learn wen he goes on ship ………. Don’t worry about that ……… he will do it “
This incident was a eye opener to my ignorance …….. of wanting to be a chief officer and not knowing wat it is all about ……… I was ashamed of myself but then understood even my friends were equally ignorant of the fact ………..

Theory set aside on wat a chief officer is supposed to do …….. I did not know the practical side of being a chief officer or the day to day routine required by me.

This incident did not shake my confidence but made me aware of the adversities I face and the short comings I may encounter.

Then came the part of joining ship ……… went Mumbai office ……. They treat me with respect and acknowledge me as a individual contrary to my earlier visits there ……. I used to hate goin to Mumbai but now the idea is changing .

Then actually joining ship……. The ship is the best I have sailed in so far in msc ……. The ship has the bare necessities of being a good container ship …….. it’s a cellular container ship . all ballast lines hyd operated and working fine . the loading software working fine , the bilge lines working fine and of course the hatch covers liftable pontoons ….. then the most imp of all I have a real patient and cool Capt ……. He is Capt Binay Kumar Singh..

Then the real problem I faced and its quite a challenge trust me …….. its when the crew come to you for work distribution , I have 4 welders on deck ……. A bosun and 2 cadets
So directly I have to decide the job for 9 people (3 ab’s and os under bosun)…….. and of course plan the job and efficiently accomplish it …….. then two more guys thickness measurement technicians who joined with me ……..

Every day morning I felt like a fool …….. asking the crew “wat do you think we must do today “ …….. the bosun and the welders were really good staff …… the first week they were having ideas and started cooperating and taking care of the stuff …….

The master did his part of being patient , would advise me on the things to take care of and plan ……. In a weeks time I got the hang of it and felt comfortable

After being a junior officer in 4 ships ……. And after making fun of and criticizing all my seniors I realize now that it was never easy for them either …….. and being a junior officer you usually have lot of ideas nd views on various problems onboard …….. but wen you are on the hot seat they vanish

Then the next challenge is decision making …….. regarding holidays or off or for anything in that matter ……… decisions regarding the loading and the stowage plan …….. or the thickness measurement tanks to decide

I had this odd feeling of asking the capt for the guidance ……. The capt was very stern in saying that I have full independence …… that means I carry my own cross …… too much asking the capt would make me a pussy ……. Too bold will make me insubordinate ……..

Then slowly as days go by I have learnt the fine line is dealing with the situation

So only advice I have to my friends reading this blog is ………

Be patient …….. and ready to accept your mistakes ( no Ego )
be courteous and friendly with the people you are associated with
then of course don’t go hammer and tongs with the engineers and start a civil war of engine and deck department onboard
in the end the chief officers job is managing crew make sure you keep the team spirit and the working atmosphere open for people to pool in their ideas and views and issues .

Govt Offices being ......... Totally Chaotic and unprofessional

My Attempt .......... To get a RaTion Card For My Family

This Blog is regarding my attempt to get a Ration Card for my Family
We had a Ration card earlier ........ but lost it in due course ....
so we ( Me & My Friend ) went one monday afternoon to get to know the Formalities
the scene in the tamil nadu govt Ration card issuing authority office at villivakkam was pathetic
The atmosphere was no less than the Fish market in the locality
all vacant tables with people all over and not really comprehendable regarding who is the staff
nor who is the customer ....... Full Havoc and total chaos ........
My intial feeling was aversion to enquire my particulars .........
then with the compulsion being that there no other way to procure my card i went ahead
went asked 4 seperate Office Staff ......... The replies were confusing than assisting
in that 2 bein that they were not incharge of the area i was living in !!!
then the other two gave the required procedures but without commitment to serve
but with the intention to pass the bucks rather than be clear ......
after my being unsatisfied as to wat is the correct procedure i proceeded out
then my friend who accompanied took the intitative of asking the details and gave his shot at it
and got the information

the information being ....... " i need to get a FIR from the local police station regarding the loss then
produce the Fir at the ration card office and get the new ration card "

The whole exercise took me a good Hour to finish

My whole question on the Full Experience !!!!

1.Why is it the Govt Staff are so discourteous and Unconcerned ?
2.Why is there no clear instructions in the office Board regarding the procedures to follow ?
3.Why is there no computerisation even after so many years of Developing Developing India !!!
4.Why is it that the Staff are not properly Attired ?
5.Why is there no sense of professionalism or responsibility in Govt office ?
6.Why is it that the office itself is so dirty and looks like a Waste paper mart rather than a public service office ?

I Completely understand that the office handles all the crowd in a relatively large area .
I can also understand that not all the people who use the services are literate with min education.
but i have been to other goverment offices being the Mercantile marine Department and the Bsnl office
at Kilpauk ....... which were maintained well and the crowd managed well and atleast there was some
attempt of order in the office .

Who will take the intitative to change these areas ? ......... when will development in offices take place
when will the government offices be in par with the private concerns in india ?
when will most agreeably approach a govt office without a fear of being dissatisfied ?

These things are my concern on being a indian .........

are they yours too ?

Diwali For Me Is Changed as Days Go By !!!!!

happy diwali , how are you doing ? As of now diwali doesnt makes
any sense for me ................... i just remember the days when the sound of crackers used
to create a such an excitement within me .............i now wonder why that
sound of crackers was such an excitement to me...........used to wait for the first
day break to have a bath and burst the first cracker.............made sure the
nieghbours woke up ...........used to save the crackers so i burst it the whole day ........................ it was full of noise everytime the cracker sounded it was a sound of joy
every time i lighted and every time it bursted i wish i had crackers which
created noise without ending ............... it was such an excitement ,forget the food it was
only crackers that day , ..........................i think it is a day for us to remember how we
celeberated and happy with fewer things we had around us ,............ happiness in
smaller things we knew ,like the sound of cracker ,.................things have changed................... the same noise has become a nuisance for us today ,i think its just an another festival were you are obliged to wish others for no reasons ,................ i think we are
so involved in your life making money we have forgotten the real meaning of
diwali, .............its become more of an obligation than a festival , .........................lets atleast
remeber alteast the sound of crackers which brought joy in our life before
and the good child hood days and our precious friends ,happy diwali to you and your family my good friend .

God Bless

Hariharan Here

SEWAGE REGULATIONS FOR ANNEX VI

SEWAGE REGULATIONS FOR ANNEX VI

Annex IV of MARPOL

Annex IV contains a set of regulations regarding the discharge of sewage into the sea, ships' equipment and systems for the control of sewage discharge, the provision of facilities at ports and terminals for the reception of sewage, and requirements for survey and certification. It also includes a model International Sewage Pollution Prevention Certificate to be issued by national shipping administrations to ships under their jurisdiction.

It is generally considered that on the high seas, the oceans are capable of assimilating and dealing with raw sewage through natural bacterial action and therefore the regulations in Annex IV of MARPOL 73/78 prohibit ships from discharging sewage within a specified distance of the nearest land, unless they have in operation an approved treatment plant.

Governments are required to ensure the provision of adequate reception facilities at ports and terminals for the reception of sewage.

The Annex entered into force on 27 September 2003. A revised Annex was adopted on 1 April 2004, with an entry into force date of 1 August 2005.

The revised Annex will apply to new ships engaged in international voyages, of 400 gross tonnage and above or which are certified to carry more than 15 persons. Existing ships will be required to comply with the provisions of the revised Annex IV five years after the date of its entry into force. The Annex requires ships to be equipped with either a sewage treatment plant or a sewage comminuting and disinfecting system or a sewage holding tank.

The discharge of sewage into the sea will be prohibited, except when the ship has in operation an approved sewage treatment plant and is discharging comminuted and disinfected sewage using an approved system at a distance of more than three nautical miles from the nearest land; or is discharging sewage which is not comminuted or disinfected at a distance of more than 12 nautical miles from the nearest land.

Revised sewage standards

The Marine Environment Protection Committee (MEPC) at its 55th session in October 2006 adopted revised Guidelines on implementation of effluent standards and performance tests for sewage treatment plants. The revised guidelines, which will apply to sewage treatment plants installed onboard on or after 1 January 2010, replace the Recommendation on international effluent standards and guidelines for performance tests for sewage treatment plants adopted by resolution MEPC.2(VI) in 1976.

The MEPC also adopted a standard for the maximum rate of discharge of untreated sewage from holding tanks when at a distance equal or greater than 12 nautical miles from the nearest land.

The Protocol of 1997 (MARPOL Annex VI)

The Protocol of 1997 (MARPOL Annex VI)

The Protocol adopted in 1997 included the new Annex VI of MARPOL 73/78, which entered into force on 19 May 2005.

MARPOL Annex VI sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits deliberate emissions of ozone depleting substances. The annex includes a global cap of 4.5% m/m on the sulphur content of fuel oil and calls on IMO to monitor the worldwide average sulphur content of fuel.

Annex VI contains provisions allowing for special SOx Emission Control Areas (SECAS) to be established with more stringent controls on sulphur emissions. In these areas, the sulphur content of fuel oil used onboard ships must not exceed 1.5% m/m. Alternatively, ships must fit an exhaust gas cleaning system or use any other technological method to limit SOx emissions. The Baltic Sea Area is designated as a SOx Emission Control area in the Protocol.

The North Sea was adopted as SOx Emission Control Area in July 2005.

Annex VI prohibits deliberate emissions of ozone depleting substances, which include halons and chlorofluorocarbons (CFCs). New installations containing ozone-depleting substances are prohibited on all ships. But new installations containing hydro-chlorofluorocarbons (HCFCs) are permitted until 1 January 2020.

Annex VI also sets limits on emissions of nitrogen oxides (NOx) from diesel engines. A mandatory NOx Technical Code, which defines how this shall be done, was adopted by the Conference under the cover of Resolution 2.

The Annex also prohibits the incineration onboard ship of certain products, such as contaminated packaging materials and polychlorinated biphenyls (PCBs).

July 2005 amendments

The Marine Environment Protection Committee (MEPC) at its 53rd session in July 2005 adopted amendments to MARPOL Annex VI, including one on the new North Sea SOx Emission Control Area (SECA). The entry into force date for the North Sea SECA amendment is expected to be 22 November 2006, with its full implementation 12 months later.

The Committee noted information gained from monitoring the worldwide sulphur content in fuel oils for 2004 which gave a three-year (2002-2004) rolling average of sulphur content in fuel oil worldwide of 2.67% m/m.

The MEPC adopted Guidelines on on-board exhaust gas-SOx cleaning systems; Survey Guidelines under the Harmonized System for Survey and Certification for MARPOL Annex VI; Unified interpretations of MARPOL Annex VI; and Guidelines for Port State Control under MARPOL Annex VI.

The MEPC also adopted amendments to update the NOx Technical Code.

The MEPC approved Interim Guidelines for Voluntary Ship CO₂ Emission Indexing for Use in Trials.

Review of Annex VI

At its 53rd session in July 2005, the MEPC agreed on the need to undertake a review of Annex VI and the NOx Technical Code with a view to revising the regulations to take account of current technology and the need to further reduce emissions from ships. MEPC instructed the Sub-Committee on Bulk Liquids and Gases (BLG) to carry out the review by 2007, and specifically to:

-	examine available and developing techniques for the reduction of emissions of air pollutants; review the relevant technologies and the potential for a reduction of NOx emissions and recommend future limits for NOx emissions;
-	review technology and the need for a reduction of SOx emissions and justify and recommend future limits for SOx emissions;
-	consider the need, justification and possibility of controlling volatile organic compounds emissions from cargoes;
-	with a view to controlling emissions of particulate matter (PM), study current emission levels of PM from marine engines, including their size distribution and quantity, and recommend actions to be taken for the reduction of PM from ships. Since reduction of NOx and SOx emission is expected to also reduce PM emission, estimate the level of PM emission reduction through this route;
-	consider reducing NOx and PM emission limits for existing engines;
-	consider whether Annex VI emission reductions or limitations should be extended to include diesel engines that use alternative fuels and engine systems/power plants other than diesel engines; and
-	review the texts of Annex VI, NOx Technical Code and related guidelines and recommend necessary amendments.

AIS transponders

AIS transponders

Automatic identification systems (AISs) are designed to be capable of providing information about the ship to other ships and to coastal authorities automatically.

Regulations for carriage of AIS
Maritime security - AIS ship data

Regulations for carriage of AIS

Regulation 19 of SOLAS Chapter V - Carriage requirements for shipborne navigational systems and equipment - sets out navigational equipment to be carried on board ships, according to ship type. In 2000, IMO adopted a new requirement (as part of a revised new chapter V) for all ships to carry automatic identification systems (AISs) capable of providing information about the ship to other ships and to coastal authorities automatically.

The regulation requires AIS to be fitted aboard all ships of 300 gross tonnage and upwards engaged on international voyages, cargo ships of 500 gross tonnage and upwards not engaged on international voyages and all passenger ships irrespective of size. The requirement became effective for all ships by 31 December 2004.

Ships fitted with AIS shall maintain AIS in operation at all times except where international agreements, rules or standards provide for the protection of navigational information.

A flag State may exempt ships from carrying AISs when ships will be taken permanently out of service within two years after the implementation date. Performance standards for AIS were adopted in 1998.

The regulation requires that AIS shall:

• provide information - including the ship's identity, type, position, course, speed, navigational status and other safety-related information - automatically to appropriately equipped shore stations, other ships and aircraft;
• receive automatically such information from similarly fitted ships; · monitor and track ships;
• exchange data with shore-based facilities.

The regulation applies to ships built on or after 1 July 2002 and to ships engaged on international voyages constructed before 1 July 2002, according to the following timetable:

• passenger ships, not later than 1 July 2003;
• tankers, not later than the first survey for safety equipment on or after 1 July 2003;
• ships, other than passenger ships and tankers, of 50,000 gross tonnage and upwards, not later than 1 July 2004.

An amendment adopted by the Diplomatic Conference on Maritime Security in December 2002 states that, additionally, ships of 300 gross tonnage and upwards but less than 50,000 gross tonnage, are required to fit AIS not later than the first safety equipment survey after 1 July 2004 or by 31 December 2004, whichever occurs earlier. (The original regulation adopted in 2000 exempted these vessels.)

Maritime security - AIS ship data
At its79th session in December 2004, the Maritime Safety Committee (MSC) agreed that, in relation to the issue of freely available automatic information system (AIS)-generated ship data on the world-wide web, the publication on the world-wide web or elsewhere of AIS data transmitted by ships could be detrimental to the safety and security of ships and port facilities and was undermining the efforts of the Organization and its Member States to enhance the safety of navigation and security in the international maritime transport sector.

The Committee condemned the regrettable publication on the world-wide web, or elsewhere, of AIS data transmitted by ships and urged Member Governments, subject to the provisions of their national laws, to discourage those who make available AIS data to others for publication on the world-wide web, or elsewhere from doing so.

In addition, the Committee condemned those who irresponsibly publish AIS data transmitted by ships on the world-wide web, or elsewhere, particularly if they offer services to the shipping and port industries.

Long Range Indentification and Tracking

Long range identification and tracking (LRIT)

The Maritime Safety Committee (MSC) at its 81st session in May 2006 adopted new regulations for the LRIT together with associated performance standards and functional requirements.

The new regulation on LRIT is included in SOLAS chapter V on Safety of Navigation, through which LRIT will be introduced as a mandatory requirement for the following ships on international voyages: passenger ships, including high-speed craft; cargo ships, including high-speed craft, of 300 gross tonnage and upwards; and mobile offshore drilling units.

The SOLAS regulation on LRIT establishes a multilateral agreement for sharing LRIT information for security and search and rescue purposes, amongst SOLAS Contracting Governments, in order to meet the maritime security needs and other concerns of such Governments. It maintains the right of flag States to protect information about the ships entitled to fly their flag, where appropriate, while allowing coastal States access to information about ships navigating off their coasts. The SOLAS regulation on LRIT does not create or affirm any new rights of States over ships beyond those existing in international law, particularly, the United Nations Convention on the Law of the Sea (UNCLOS), nor does it alter or affect the rights, jurisdiction, duties and obligations of States in connection with UNCLOS.

The LRIT information ships will be required to transmit include the ship's identity, location and date and time of the position. There will be no interface between LRIT and AIS. One of the more important distinctions between LRIT and AIS, apart from the obvious one of range, is that, whereas AIS is a broadcast system, data derived through LRIT will be available only to the recipients who are entitled to receive such information and safeguards concerning the confidentiality of those data have been built into the regulatory provisions. SOLAS Contracting Governments will be entitled to receive information about ships navigating within a distance not exceeding 1000 nautical miles off their coast.

The regulation is expected to enter into force on 1 January 2008 and will apply to ships constructed on or after 31 December 2008 with a phased-in implementation schedule for ships constructed before 31 December 2008. LRIT is intended too be operational with respect to the transmission of LRIT information by ships as from 31 December 2008. There is an exemption for ships operating exclusively in sea area A1 from the requirement to transmit LRIT information, since such ships are already fitted with AIS. It also identifies which authorities may have access to LRIT information.

The MSC also adopted performance standards and functional requirements for LRIT and an MSC resolution on Arrangements for the timely establishment of the long range identification and tracking system.

LRIT system

The LRIT system consists of the shipborne LRIT information transmitting equipment, the Communication Service Provider(s), the Application Service Provider(s), the LRIT Data Centre(s), including any related Vessel Monitoring System(s), the LRIT Data Distribution Plan and the International LRIT Data Exchange. Certain aspects of the performance of the LRIT system are reviewed or audited by an LRIT Co-ordinator acting on behalf of all Contracting Governments.

LRIT information is provided to Contracting Governments and Search and rescue services entitled to receive the information, upon request, through a system of National, Regional, Co operative and International LRIT Data Centres, using where necessary, the LRIT International Data Exchange.

Each Administration should provide to the LRIT Data Centre it has selected, a list of the ships entitled to fly its flag, which are required to transmit LRIT information, together with other salient details and should update, without undue delay, such lists as and when changes occur. Ships should only transmit the LRIT information to the LRIT Data Centre selected by their Administration.

The obligations of ships to transmit LRIT information and the rights and obligations of Contracting Governments and of Search and rescue services to receive LRIT information are established in regulation V/19-1 of the 1974 SOLAS Convention.

Background

Proposals for long-range identification and tracking of ships, as a means of enhancing maritime security, were discussed during the development of the special measures to enhance maritime security which were adopted by the 2002 SOLAS Conference. However, in view of the complexities involved it was recognized at an early stage that it would not be practically possible to complete the work by December 2002, so as to include appropriate provisions in the comprehensive maritime security measures which entered into force on 1 July 2004.

As a result the 2002 SOLAS Conference, in order to address the matter and plan the further work on the issue, adopted Conference resolution 3 on Further work by the International Maritime Organization pertaining to the enhancement of maritime security and Conference resolution 10 on Early implementation of long-range ship's identification and tracking.

Conference resolution 3 included an invitation to IMO to "carry out, as a matter of urgency, an impact assessment of the proposals to implement the long-range identification and tracking of ships and, if found necessary, develop and adopt appropriate performance standards and guidelines for long-range ship identification and tracking systems."

Conference resolution 10 contains three elements. Firstly it urges SOLAS Contracting Governments to take, as a matter of high priority, any action needed at national level to give effect to implementing and beginning the long-range identification and tracking of ships. Secondly it invites SOLAS Contracting Government to encourage ships entitled to fly the flag of their State to take the necessary measures so that they are prepared to respond automatically to Inmarsat C polling, or to other available systems. And last but not least it requests SOLAS Contracting Governments to consider all aspects related to the introduction of long-range identification and tracking of ships, including its potential for misuse as an aid to ship targeting and the need for confidentiality in respect of the information so gathered.

The Maritime Safety Committee (MSC), at its 76th session in December 2002, referred the consideration of the matter to the Sub-Committee on Safety of Navigation (NAV) and to the Sub-Committee on Radiocommunications, Search and Rescue (COMSAR).

On the basis of the discussions which took place during the deliberation of the special measures to enhance maritime security, NAV considered the issue during its 49th session in July 2003 and the outcome of its work, in this respect, was considered by COMSAR during its 8th session in February 2004.

The MSC at its 78th session in May-June 2004 agreed in principle with the draft requirements for LRIT developed by COMSAR in February 2004 based on the work done by NAV.

At the MSC's 80th session, in May 2005, the Working Group on Maritime Security held extensive discussions relating to proposed draft amendments to SOLAS to include a new regulation on long-range identification and tracking of ships (LRIT).

The Committee noted that there were still a number of outstanding technical issues to be resolved and agreed that an intersessional working group should meet ahead of the 10th session of the COMSAR Sub-Committee in early 2006 so that COMSAR 10 would be able to finalize the work. The COMSAR correspondence group on LRIT was also tasked with considering a number of technical issues, so as to enable COMSAR 10 to complete its own work on LRIT.

The Committee also authorized the convening of an MSC intersessional working group on LRIT, for the purpose of developing draft SOLAS amendments on LRIT to be circulated with a view to consideration and adoption at MSC 81.

As indicated above, Conference resolution 3 invites the IMO to carry out an impact assessment of the proposal for the introduction of LRIT. The MSC, at its 78th session, considered the issue and agreed that, currently, there was insufficient data in order to be able to carry out an impact assessment.

The MSC intersessional working group on LRIT (MSC/ISWG/LRIT) met in October 2005 and COMSAR 10 in March 2006 further developed the draft amendments to SOLAS.

MSC 81 in May 2006 adopted the regulation and performance standard.

Voyage Data Recorders On Ships

Voyage Data Recorders

Passenger ships and ships other than passenger ships of 3000 gross tonnage and upwards constructed on or after 1 July 2002 must carry voyage data recorders (VDRs) to assist in accident investigations, under regulations adopted in 2000, which entered into force on 1 July 2002.

The mandatory regulations are contained in chapter V on Safety of Navigation of the International Convention for the Safety of Life at Sea, 1974 (SOLAS).

Like the black boxes carried on aircraft, VDRs enable accident investigators to review procedures and instructions in the moments before an incident and help to identify the cause of any accident.

VDR requirements

Under regulation 20 of SOLAS chapter V on Voyage data recorders (VDR), the following ships are required to carry VDRs:

· passenger ships constructed on or after 1 July 2002;

· ro-ro passenger ships constructed before 1 July 2002 not later than the first survey on or after 1 July 2002;

· passenger ships other than ro-ro passenger ships constructed before 1 July 2002 not later than 1 January 2004; and

· ships, other than passenger ships, of 3,000 gross tonnage and upwards constructed on or after 1 July 2002.

VDRs are required to meet performance standards "not inferior to those adopted by the Organization".

Performance standards for VDRs were adopted in 1997 and give details on data to be recorded and VDR specifications. They state that the VDR should continuously maintain sequential records of preselected data items relating to status and output of the ship's equipment and command and control of the ship. The VDR should be installed in a protective capsule that is brightly coloured and fitted with an appropriate device to aid location. It should be entirely automatic in normal operation.

Administrations may exempt ships, other than ro-ro passenger ships, constructed before 1 July 2002, from being fitted with a VDR where it can be demonstrated that interfacing a VDR with the existing equipment on the ship is unreasonable and impracticable.

Regulation18 of SOLAS chapter V on Approval, surveys and performance standards of navigational systems and equipment and voyage data recorder states that:

The voyage data recorder (VDR) system, including all sensors, shall be subjected to an annual performance test. The test shall be conducted by an approved testing or servicing facility to verify the accuracy, duration and recoverability of the recorded data. In addition, tests and inspections shall be conducted to determine the serviceability of all protective enclosures and devices fitted to aid location. A copy of a the certificate of compliance issued by the testing facility, stating the date of compliance and the applicable performance standards, shall be retained on board the ship.

Simplified VDRs

The MSC at its 79th session in December 2004 adopted amendments to regulation 20 of SOLAS chapter V (Safety of Navigation) on a phased-in carriage requirement for a shipborne simplified voyage data recorder (S-VDR). The amendment entered into force on 1 July 2006.

The regulation requires a VDR, which may be an S-VDR, to be fitted on existing cargo ships of 3,000 gross tonnage and upwards, phasing in the requirement for cargo ships of 20,000 gross tonnage and upwards first, to be followed by cargo ships of 3,000 gross tonnage and upwards.

The S-VDR is not required to store the same level of detailed data as a standard VDR, but nonetheless should maintain a store, in a secure and retrievable form, of information concerning the position, movement, physical status, command and control of a vessel over the period leading up to and following an incident.

The phase-in is as follows:

To assist in casualty investigations, cargo ships, when engaged on international voyages, shall be fitted with a VDR which may be a simplified voyage data recorder (S VDR) as follows:

• in the case of cargo ships of 20,000 gross tonnage and upwards constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2006 but not later than 1 July 2009;
• in the case of cargo ships of 3,000 gross tonnage and upwards but less than 20,000 gross tonnage constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2007 but not later than 1 July 2010; and
• Administrations may exempt cargo ships from the application of the requirements when such ships will be taken permanently out of service within two years after the implementation date specified above.

Everything you need to know about taking Grain aboard in bulk

Grain includes one of the following:-
(1) Wheat
(2) Maize
(3) Oats
(4) Rye
(5) Barley
(6) Rice
(7) Pulses
(8) Seeds(Any of the above can cause self combustion due to the gases given off)

(Q) How can you find out if you can carry 20,000 tonnes of grain on his vessel?(a) You need to refer to the vessel's stability book to see what the vessel can carry in each hold
Also check out the following
(1) Check out the grain loading plans
(2) Check out the stowage details for the grain (Stowage factor which you get from the shipper)Find out the ships volume for that compartment which is in the ships cargo plan, then you get the stowage factor from the shipper, the person who own's the grain
(3) Find out what type of grain your taking onboard and see if it gives off dangerous gases
(4) Find out the freeboard/draught before loading and after loading
(5) make sure the grain cannot shift by using boards transversely and athwart-ships to minimize F.S.E.
(6) Check for overheating (Sweating by cargo sweat or ships sweat) Both are very dangerous (both can self-ignite)


(Q) What is Cargo Sweat and what is ships sweat?(a) Cargo Sweat is where the air in the hold is hotter that the air outside the holdShips sweat is where the air outside the hold is hotter that the air inside the hold


(Q) What check's would you take before loading "Grain"?(a) Make sure that the vessel is totally empty and fumigated (it can be oxygen deficient or have flammable gases in it)


(Q) What is the main danger when going into a hold that has not been fumigated?(a) No oxygen, the fumes inside a hold can kill, it's happened a lot of times in the past
(Q) What are the Rules for entering an enclosed space?
(1) Get the skippers permission
(2) Ventilate the enclosed space
(3) Test the oxygen count
(4) Put S.C.B.A. (Self Contained Breathing Apparatus) on (if needed)
(5) Use a lifeline
(6) Have someone trained in first aid close by
(7) Have fire-extinguishers close by
(8) Use hard-hats, protective clothing, steel-toe cap boots and gloves
(9) Inform the skipper when done


(Q) If you have a hold that has slack tanks with the amount of grain in it, what should you do with this?
(a) Look up the SOLAS manual this will give you the angle of repose and the amount of space you need fro expansion for the grain to expand


(Q) What is an Angle of Repose?
(a) This is the maximum angle you can have the grain at
Check out the stability book to make sure you can safely take this amount of grain onboardMake sure the ship is fumigated before the grain is taken aboard (it can be oxygen deficient or have flammable gases in it)
When a ship is fumigated, the detailed recommendations contained in the Recommendations on the Safe Use of Pesticides in Ships" should be followed. Spaces adjacent to fumigated spaces should be treated as if fumigated.

CONCLUSION
Failure to observe simple procedures can lead to people being unexpectedly overcome when entering enclosed spaces. Observance of the principals outlined above will form a reliable basis for assessing risks in such spaces and for taking necessary precautions
Check out the grain loading plansCheck out the stowage details for the grainFind out the type of grain carried and see what (if any) gases it gives offFind the total weight of the grainFind out what draft and freeboard you have before loading and after loadingMake sure that the grain cannot shift by taking precautions using boards transversely and athwart ships to minimize F.S.E. (Free Surface Effect)Watch for overheating (sweating though Cargo sweat or Ships sweat) both are dangerous and can ignite and explode by itself

Cargo Information
The shipper must supply the master with all the relevant information well in advance prior to taking any cargo onboard, the master needs this information so he can plan how to stow the cargo so it will be safe, the master will require the following information;

For general cargoes or cargo units
(1) A description of the cargo
(2) the gross weight of the cargo
(3) The Dimensions of the cargo
(4) Any special properties of the cargo

For Bulk Cargoes
(1) The stowage factor of the cargo
(2) The trimming procedures
(3) For concentrate or other cargo which may liquefy, additional information in the form of a certificate indicating the moisture content of the cargo and its transportable moisture limit;
Bulk cargoes which are not classified in accordance with Regulation VII/2 of the SOLAS Convention, but have chemical properties that may create a potential hazard
Information on the chemical properties besides the information for bulk cargoes above
All information must be given to the master prior to loading any cargo on proper shipping documentation (the master must check that this documentation is correct before taking the cargo onboard – accidents has happened because of the documentation being wrong)
With containers and cargo units the shipper must check that the gross tonnage/dimensions are correct (an near accident happened with a document saying the gross tonnage of a container was 3 tonnes – with it’s contents, the master was asked to take the container aboard with the ships crane – the crane had a S.W.L. of 5 tonnes, when the crane took the initial weight of the container, the initial strain taken madethe ship list badly towards the quay, the master screamed to stop the crane which the crane operator did, later they found the gross weight of the container was 7 tonnes – a misprint – but it could have been a nasty accident) If the shipper or the agent does not supply the documentation to the master the forwarder shall supply the information well in advanceA master will not take cargo aboard without all the information he requires (this is an offence if he does)

Cargo Documentation
Every cargo except a ship carrying grain shall have the following documentation
(1) the Code of Safe Practice for Cargo Stowage and Securing adopted by the Organization by Resolution A.714(17), 1992 edition;(2) the Code of Safe Practice for Ships Carrying Timber Deck Cargoes adopted by the Organization by Resolution A.715(17), 1992 edition; and(3) the Code of Safe Practice for Solid Bulk Cargoes (BC Code) adopted by the Organization by Resolution A.434(XI), 1991 edition.
Every vessel carrying grain shall have the following documentation onboard;

International Grain Code

Stowage and securing

The operator and master must ensure that the following are undertaken;

(1) cargo and cargo units carried on or under deck are loaded, stowed and secured so as to prevent as far as is practicable, throughout the voyage, damage or hazard to the ship and the persons on board, and loss of cargo overboard

(2) appropriate precautions are taken during loading and transport of heavy cargoes or cargoes with abnormal physical dimensions to ensure that no structural damage to the ship occurs and to maintain adequate stability throughout the voyage;

(3) appropriate precautions are taken during loading and transport of cargo units on board ro-ro ships, especially with regard to the securing arrangements on board such ships and on the cargo units and with regard to the strength of the securing points and lashings.

The shipper must ensure that:

(1) the cargo is packed and secured so as to prevent, throughout any voyage, damage or hazard to the ship and the persons on board; and

(2) if the cargo unit is a container, it is not loaded to more than the maximum gross weight indicated on the Safety Approval Plate attached to the container in accordance with the International Convention for Safe Containers (CSC 1972), published by the Organization.

Oxygen analysis and gas detection equipment

Ships carrying cargoes that emit a toxic or flammable gas or causes oxygen depletion

(1) In the case of a ship transporting or accepting for transport a bulk cargo which is liable to emit a toxic or flammable gas, or cause oxygen depletion in the cargo hold, an appropriate instrument for measuring the concentration of gas or oxygen in the air shall be provided together with detailed instructions for its use. Such an instrument shall be of a type approved by a Certifying Authority, and the crew shall be trained in its use.

(2) The operator of a ship which transports, or the master who accepts for carriage, such a bulk cargo without ensuring that paragraph (1) has been complied with shall be guilty of an offence.

The use of pesticides in ships

(1) Where pesticides are used in cargo spaces, they shall be used in accordance with Merchant Shipping Notice M.1534 ("Recommendations on the Safe Use of Pesticides in Ships").

(2) If paragraph (1) is not complied with the operator and master shall each be guilty of an offence.Special Provisions For Bulk Cargoes Other Than Grain

A master will only accept a bulk cargo in the following conditions

(1) Prior to loading a bulk cargo the master shall be in possession of approved stability information, as required by the Merchant Shipping (Load Line) Rules 1968[4], containing comprehensive information on the ship's stability and on the distribution of cargo and ballast for the standard loading conditions

(2) The master shall not accept for loading concentrates or other cargoes which may liquefy unless either the moisture content of the cargo indicated in the certificate referred to in regulation 4(1)(b) is less than its transportable moisture limit or appropriate safety arrangements are made to the satisfaction of the Certifying Authority to ensure adequate stability in the case of cargo shifting, and the ship has adequate structural integrity.
(3) Prior to loading a bulk cargo referred to in regulation 4(1)(c), appropriate special precautions for its safe carriage shall be taken.
(4) The operator shall ensure that the master is furnished with the information referred to in paragraph (1).
(5) (a) The master shall not accept cargo for loading unless he has possession of approved stability information, as required by the Merchant Shipping (Load Line) Rules 1968[4], containing comprehensive information on the ship's stability and on the distribution of cargo and ballast for the standard loading conditions(b) The master shall not accept for loading concentrates or other cargoes which may liquefy unless either the moisture content of the cargo indicated in the certificate referred to in regulation 4(1)(b) is less than its transportable moisture limit or appropriate safety arrangements are made to the satisfaction of the Certifying Authority to ensure adequate stability in the case of cargo shifting, and the ship has adequate structural integrity.(c) he is satisfied that, in the case of a cargo to which paragraph (3) applies, the precautions required by that paragraph have been taken.

Stowage of bulk cargo

(1) The master shall ensure that bulk cargoes are loaded and trimmed reasonably level, as necessary, to the boundaries of the cargo space so as to minimize the risk of shifting.
(2) When bulk cargoes are carried in 'tween decks, the master shall ensure that the hatchways of such 'tween decks shall be closed in those cases where the loading information indicates an unacceptable level of stress of the bottom structure if the hatchways are left open. The cargo shall be trimmed reasonably level and shall either extend from side to side or be secured by additional longitudinal divisions of sufficient strength. The safe load-carrying capacity of the 'tween decks shall be observed to ensure that the deck-structure is not overloaded
Requirements for Cargo Ships Carrying GrainInternational Grain Code
(1) A ship carrying grain shall comply with the requirements of the International Grain Code

(2) Without prejudice to paragraph (1) or any other requirement of these Regulations, the operator and master shall ensure that:(a) a ship loading grain complies with the International Grain Code; and(b) subject to paragraph (4)(b), the ship has on board a document of authorization as required by the International Grain Code. In the case of a United Kingdom ship the document of authorization shall be issued by the Certifying Authority.

(3) Except when a ship may be in distress, the operator and master shall not permit a ship loaded with grain in bulk outside the United Kingdom to enter any port in the United Kingdom so laden, unless the ship has been loaded in accordance with the International Grain Code.
(4) No person shall order the commencement of the loading of grain into a ship in the United Kingdom unless he is satisfied that:(a) the ship has on board a document of authorization referred to in paragraph (2)(b); or(b) the master has demonstrated to the satisfaction of the Certifying Authority that the ship will, in its proposed loading condition, comply with the appropriate requirements of the International Grain Code and has obtained a document to this effect signed by a surveyor of such a Certifying Authority.

(5) An operator or master who contravenes paragraph (2) or (3) shall be guilty of an offence.
(6) A person who contravenes paragraph (4) shall be guilty of an offence.

Function 2 Vivi Questions To Mr.V.k.Hariharan

hi the questions asked for viva function 2 ......... Capt mishra and Capt venki he advices me to ans as a management level officer ....... then starts with asking me

1.u r onboard as c.off on gearless cape size bulk carrier ........ on ballast passage ....... master gives you cargo to load ......... details of cargo ........ tell me how will you make a stowage / loading plan
2.wat is cohesive and incohesive cargo
3.wat is air draught (This is hieght of shute from terminal level )
4.wat is grain intact stab requirement
5. wat is loading manual
6.if ne limitations in loading of vessel where to find ? .......... give example .
7.wat is vol heeling moments ?
8.where is vol heeling moment max ?
9.without doa how to load grain ?
10. going us to load wheat ......... and how to prove to terminal guy that u can comply with grain requirement .
11.wat is lambda 0 and lambda 40.
12.wat is timber load line ? ........ y is it more than summer
13.wat is required for vessel to load till timber load line
14.stowage precautions and lashing requirement of timber.
15.Dg cargo loading precautions .
16.how will u know wat dg to load where onboard ?
17.segregation onboard container ships .
18.wat is required for vessel to get Doa .19.Wat is Msds of chemical tanker
20.Wat is pv valve / pv breaker and mast riser
21. Ig alarms .22.pyroporic reaction ?
23.how tanker tanks have F2S in them for pyroporic reaction ?
24.u know where all u r weak no ?

ok u go pass :-) ....................... thats all i can remember .......... pls bear if i forgot something ........... best of luck whoever reads the Blog ...........

Viva questions Function 1 To Mr.V.K.Hariharan

Viva Questions

Functions Appeared : Navigation Function & Operations Functions ( 1 & 3 )

Grade : Chief Mates F.G
Mmd Surveyor : Capt Mishra
External Surveyor : Capt Karthick ( Vels College )

Function 1 :
1.Wat are inshore traffic zones and circumstances in which you can enter ?
Ans : Circumstance are to drop and pick up pilot / to avoid immediate danger / to transit port / to cross tss / enter or leave tss / to anchor at designated anchor grounds.

2.Vessel sailing from Atlantic to Gibraltor , Course 090 ....... wind veering and weather getting worse ? ........... wat it means and wat are your actions .

3.Is the TRS Approaching or is it Overtaking you ?

4.Means to find Eye of storm ?

5.Difference between VTS & VRS ( VTS Mandatory and Vrs- Voluntary reporting system is not mandatory )

6.Purpose of VTS ?

7.How do you resolve a Celestial Cocked Hat ?

8.Means of Weather Information ?

9.Wat weather information required for passage planning ?

10. If All Intercept sights are away or all intercept sights Towards ? How do you resolve without knowing Azimuth ?
Ans: All int away then take Perpendicular bisector of sides forming cocked hat.
All Int Towards then take angular bisectors off all angles inside cocked hat.

11.Charts Latest edition or Corrected to latest Ntm how will you check ?

12. Weather related equipments onboard ?

13.Avoiding action for TRS ?

Viva Questions Asked To Mr.Hari K.K

External : Capt Sahoo

Internal : Capt Mishra


trs detailed question along with drawings

weather charts .......... various weahther pattterns

no egc / navtex .......... how you know trs approaching ?

onboard gyro maintenance ?

diff bw aux and emergency steering' .................. detailed ans required

diff b/w non folllow up and follow up

freq of echo sounder / details error .............. n working principles

checked orals pattern n asked few questions

quote rule 2 ROR

explain rule 2 ROR

sextant errors / corrections ......................... its working principle

diff b/w trawler and fishing vessel

Diff B/W Fiishing vesssel and RAM

define fishing vesssel and ram

rule 19 ............. sound signal right ahead , wat action


That is wat Capt Sahooo asked Mr.Hari Sudan Of nipm

Further Functions 2 & 3 not a single questions asked

for your info