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Therefore P X l = MCTC X t
MCTCXt
Or, P= l
For handling the vessel: - Due to little trim by stern, it is easy to centre the vessel on the keel
block. Because, in this case, the pivot point of the vessel is behind of center of the vessel.
4) What are the standard work/initial works & precautions to be carried out at Dry
dock?
1. Blocks should be placed to minimize dry docking stresses. Longitudinal spacing may
be reduced and bilge blocks may be placed in cases of docking with cargo on board.
Blocks should be placed so as to permit work on damaged plates and to permit
painting in areas that were missed during the previous docking.
2. Shores, if used, should be placed at the intersection of a transverse beam and frame
or on a transverse frame. Never between frames.
3. Cleaning of ship's sides and bottom should be carried out preferably as the water in
the dock falls to ensure that barnacles and other forms of marine life do not dry.
4. Underwater valves should be inspected.
5. Bottom plugs, if removed should be kept in a safe place. The number of plugs
removed should be entered in the Deck Log and possibly marked on the dry docking
plan.
6. The rudder, pintails and gudgeons should be inspected.
7. The hull plating should be carefully examined for dents, fractures, damage and
wastage and faired or renewed as necessary.
8. Anchors and cables should be lowered into the dock. The cables should be ranged
and shackles removed. Anchors and cables should be cleaned. Care should be
taken to ensure that the recess in the anchor is clean and that the head moves freely
without excessive play. The anchor should be inspected for damage. The cables
should be inspected for loose studs and for wear down. Similarly, the shackles
should be inspected for damage/flaws. Prior to heaving the anchor aboard, the
cables should be transposed. Anchors and cables should be coated with Stockholm
tar after inspection. Cable marking should be renewed.
9. The chain locker should be cleaned, treated for rust and the pump or eductor should
be tested.
10. The propeller should be examined for damage and erosion. It may be polished and
coated with a propeller lacquer.
11. Anodes should be renewed, especially if they do not appear wasted. An unwashed
anode could be a sign of an inefficient one.
12. The hull may be scraped or blasted to bare metal, according to the need.
Alternatively, rusted portions may be scaled to bare metal. In either case, bare metal
should be coated with anticorrosive paint. A sufficient number of coats should be
given to minimize the risk of corrosion.
13. Below the light waterline, one or two coats of antifouling paint should be applied over
the anticorrosive coatings. Alternatively, a self polishing polymer coating may be
applied.
14. An anti galvanic, coating may be applied in the stern area near the propeller and
around underwater discharges. Boot topping should be applied over the anticorrosive
coating in the belt area between wind and water lines.
15. The hull above the load waterline, after suitable treatment with anticorrosive, should
be coated with flat paint and finally a gloss finish.
16. Draft and load line marks should be painted in.
Ship Handling
1) Master told you that ship is going to anchorage this evening? What will you do as a
chief officer?
In this situation, I have to prepare the anchor station & myself. For preparing the anchor
station I will send the bosun & another AB or cadet to forward for the following work:
• Break the cementing over spurling pipe.
• Unlash the extra lashing, if any.
• Give power to windlass.
• Prepare devil’s claw.
• Prepare torch light.
Bosun & AB must wear safety clothing i.e. safety shoe, safety suit, safety goggles, safety
helmet and hand gloves.
For preparing myself:
• Inform E/R to give electric supply to forward.
• I will check the battery of my walkie talkie.
• Set an agreed channel with the bridge’s walkie talkie.
• Check walkie talkie is functioning correctly.
• Wear safety clothing.
• Take safety torch.
• After arriving anchor station, inform bridge about the station condition.
• Lower down the anchor to make a’cock bill position & take the anchor on brake.
• Wait for next instructions.
Method 2 – Tide at the stern. Using full width of channel or in open water (transverse thrust)
with or without a trailing anchor.
1. Start the manoeuvre from the port side of the channel to provide maximum distance
for the head reach movement of the vessel.
2. Rudder hard a starboard, main engine kicks ahead. Stop engines. Do not allow the
vessel to gather too much headway. Trail the stbd anchor.
3. Rudder amidships, main engine full astern. Ship is on the stbd anchor.
4. As sternway is gathered, the bow of the vessel will cant to starboard while the port
quarter will move to port (transverse thrust). Stop engines.
5. Rudder to starboard, engines ahead.
4) Mooring
Standing Moor Let us assume the vessel is required to
moor with her bridge along the line AB as
in Fig. The vessel is headed into the
stream with sufficient headway to take her
to (1) which will be roughly five shackles
plus a half ship's length beyond the line
AB. At position (1) the port anchor is let go
and the vessel drifts down stream,
rendering her port cable to nine shackles,
the sum of the two lengths. She is brought
up gently on this cable and the stbd anchor
is let go underfoot at (2). The vessel then
middles her between the anchors by
veering or rendering four shackles on the
stbd (lee) anchor cable and heaving in four
shackles on the riding cable until she
reaches position (3). During the middling,
engines may be used to relieve the
windlass of the stress on the taut riding
cable.
Running Moor The vessel heads the tidal stream, or wind.
The starboard (lee) anchor is let go with
headway on the vessel at a position distant
from the line AB roughly four shackles less
a half ship's length (1). The cable is
rendered as the vessel moves upwind or
upstream so that the bow is not checked
round. The lee cable is laid out to a length
of nine shackles, the sum of the two
lengths and the brake is screwed up. The
cable is not allowed to tighten, otherwise
the bow will cross the stream and high
engine revolutions will be necessary to
correct this sheer. At position (2) while the
lee cable is still slack, the port anchor is let
go underfoot and the vessel moved astern.
This riding cable can be veered to its
length or else alternately surged and
snubbed. As the vessel moves down wind
or stream five shackles must be weighed
on the lee cable (20 minutes and five
shackles veered on the riding cable. The
vessel is then brought up on her riding
cable at (3).
Baltic Moor If the manoeuvre is to be executed in an
average sized merchant ship, a 25 - 30
mm wire is passed from the after leads on
the poop, along the offshore side, outside
and clear of everything. The offshore
anchor is a’cockbilled and a man sent over
side on a chair to secure the wire to the
anchor, preferably at the shackle. The after
end of the wire is sent to a warping barrel,
ready for heaving in slack wire. When the
stem is abreast the position on the quay
where the bridge will eventually be the
anchor is let go, still with headway on the
vessel. About half a ship's length of cable
is surged and then the cable is snubbed.
The wire is hove-in aft. The onshore wind
will drift the vessel down on to her berth,
and the scope of the cable, and the wire, is
adjusted and slowly veered until the ship
lands alongside.
Mediterranean This moor is used when wharf space is
limited and there is deep water alongside
Moor the wharves. The vessel is moored stern
on to the jetty with both her anchors lying
ahead of her, fine on each bow.
Here in (2) the lee anchor has just been let
go. In (3) the vessel is allowed to run
ahead so that both anchor cables grow to
windward, snubbing the bow rapidly
upwind. The engine should not be reversed
until the wind is dead ahead, otherwise the
stern will swing upwind and a crooked run
astern will be made into the berth.
Convention
1) IMO
The Geneva conference opened in February 1948 and on 6 March 1948 the Convention
establishing the Inter-Governmental Maritime Consultative Organization (IMCO) was
adopted. (The name was changed in 1982 to International Maritime Organization (IMO)).
On 17 March, 1958, Egypt became the 21st State to accept the IMO Convention and it finally
entered into force 12 months later. But by the time the new Organization met for the first time
in January 1959, so many reservations had been submitted that it was clear that it would not
be able to engage in any activities that might be regarded as economic or commercial. It
would have to confine itself to mainly technical issues, especially those involving safety.
Purposes of the Organization:
1. To provide machinery for co-operation among Governments in the field of
governmental regulation and practices relating to technical matters of all kinds
affecting shipping engaged in international trade, and to encourage the general
adoption of the highest practicable standards in matters concerning maritime safety,
efficiency of navigation and prevention and control of marine pollution from ships;
and to deal with administrative and legal matters related to the purposes set out in
this Article;
2. To encourage the removal of discriminatory action and unnecessary restrictions by
Governments affecting shipping engaged in international trade so as to promote the
availability of shipping services to the commerce of the world without discrimination;
assistance and encouragement given by a Government for the development of its
national shipping and for purposes of security does not in itself constitute
discrimination, provided that such assistance and encouragement is not based on
measures designed to restrict the freedom of shipping of all flags to take part in
international trade;
3. To provide for the consideration by the Organization of matters concerning unfair
restrictive practices by shipping concerns in accordance with Part II;
4. To provide for the consideration by the Organization of any matters concerning
shipping that may be referred to it by any organ or specialized agency of the United
Nations;
5. To provide for the exchange of information among Governments on matters under
consideration by the Organization.
Functions:
• states that IMO provides for the drafting of conventions, agreements or other suitable
instruments; provides machinery for consultation among Members and exchange of
information; facilitates technical co-operation.
• states that for matters “capable of settlement through the normal processes of
international shipping business”, the IMO should recommend their resolution in that
manner.
Membership:
At present no. of member country is 163.
Organs:
states the Organization consists of an Assembly, council, Maritime Safety Committee, Legal
Committee, Marine Environment Protection Committee (MEPC), Technical Co-operation
Committee and “such subsidiary organs as the Organization may at any time consider
necessary”; and a Secretariat.
2) What are the conventions?
Maritime safety
Marine pollution
• International Convention on Civil Liability for Oil Pollution Damage (CLC), 1969
• International Convention on the Establishment of an International Fund for
Compensation for Oil Pollution Damage (FUND), 1971
• Convention relating to Civil Liability in the Field of Maritime Carriage of Nuclear
Material (NUCLEAR), 1971
• Athens Convention relating to the Carriage of Passengers and their Luggage by Sea
(PAL), 1974
• Convention on Limitation of Liability for Maritime Claims (LLMC), 1976
• International Convention on Liability and Compensation for Damage in Connection
with the Carriage of Hazardous and Noxious Substances by Sea (HNS), 1996
• International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001
Other subjects
Conventions in developments
Amendments to the Seafarers' Training, Certification and Watch keeping Code aimed at improving
minimum standards of competence of crews sailing on ships carrying solid bulk cargoes enter into force. The
amendments concern section A-II/1 and A-II/2 under "Cargo handling and stowage at the operational and
management levels".
1 January 2003 June 2001 Amendments to SOLAS
Amendments to SOLAS Chapter VII - Carriage of Dangerous Goods - and to the International Code for the Safe
Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships (INF
Code) to align them with Amendment 30 to the International Maritime Dangerous Goods (IMDG) Code.
Also amendments to the International Code of Safety for High-Speed Craft (1994 HSC Code) to bring the
provisions for navigational equipment of the 1994 HSC Code in line with the relevant provisions of the 2000 HSC
Code (which enters into force on 1 July 2002 for ships built after that date). In particular the amendments relate
to carriage of voyage data recorders and carriage of automatic identification systems (AIS).
1 May 2003 January 2002 amendments to Facilitation Convention
Amendments to the Convention on Facilitation of International Maritime Traffic, 1965 add new standards
and recommended practices for dealing with stowaways. Another amendment relates to the Dangerous Goods
Manifest (FAL Form 7), which becomes the basic document providing public authorities with the information
regarding dangerous goods on board ships.
Annex IV of MARPOL 73/78 sets out in detail how sewage should be treated or held aboard ship and the
circumstances in which discharge into the sea may be allowed. It requires Parties to the Convention to provide
adequate reception facilities for sewage and contains a model International Sewage Pollution Prevention
Certificate to be issued by national shipping administrations to ships under their jurisdiction.
The Annex will apply to ships engaged in international voyages. On entry into force it will have immediate effect
on all new ships of 400 gross tonnages and above and new ships of less than 400 gross tonnages which are
certified to carry more than 15 persons. It will apply to existing ships of 400 gross tonnages and above and of
less than 400 gross tonnage and above but certified to carry more than 15 persons five years after the date of
entry into force.
1 November October 2000 Amendments to CLC and Fund Conventions
2003
In October 2000, IMO's Legal Committee of IMO adopted amendments to raise by 50 percent the limits of
compensation payable to victims of pollution by oil from oil tankers.
The amendments to the 1992 Protocol of the International Convention on Civil Liability for Oil Pollution Damage
(CLC Convention) and to the 1992 Protocol of the International Convention on the Establishment of an
International Fund for Compensation for Oil Pollution Damage (IOPC Fund) are expected to enter into force on 1
November 2003.
The CLC Convention makes the ship owner strictly liable for damage suffered as a result of a pollution incident.
The amendments raise the limits payable to 89.77 million Special Drawing Rights (SDR) for a ship over 140,000
gross tonnages, up from 59.7 million SDR in the 1992 Protocol. The IOPC Fund amendments raise the maximum
amount of compensation payable from the Fund for a single incident, including the limit established under the
CLC amendments, to 203 million SDR, up from 135 million SDR. However, if three States contributing to the
Fund receive more than 600 million tonnes of oil per annum, the maximum amount is raised to 300,740,000
SDR, up from 200 million SDR.
29 November November 2001 amendments to COLREGS
2003
The amendments include new rules relating to Wing-in Ground (WIG) craft. The following are amended:
Technical details of sound signal appliances (Annex III) - amendments with respect to whistles and bell or gong
to cater for small vessels.
1 January May 2002 Amendments to SOLAS - IMDG code
2004
The amendments to SOLAS VII (Carriage of Dangerous Goods) make the International Maritime Dangerous
Goods Code (IMDG Code) mandatory.
However, the provisions of the following parts of the Code will remain recommendatory:
· chapter 1.3 (Training);
· chapter 2.1 (Explosives, Introductory Notes 1 to 4 only);
· chapter 2.3, section 2.3.3 (Determination of flashpoint only);
· chapter 3.2 (columns 15 and 17 of the Dangerous Goods List only);
· chapter 3.5 (Transport schedule for Class 7 radioactive material only),
· chapter 5.4, section 5.4.5 (Multimodal dangerous goods form), insofar as layout of the form is concerned;
· chapter 7.3 (Special requirements in the event of an incident and fire precautions involving dangerous goods
only).
In practice, this means that from the legal point of view, the whole of the IMDG Code is made mandatory, but
provisions of recommendatory nature are editorially expressed in the Code (e.g. using the word "should" instead
of "shall") to clarify their status.
The mandatory IMDG Code incorporates certain changes relating to specific products, as well as relevant
elements of the amendments to the UN Recommendations on the Transport of Dangerous Goods, Model
Regulations adapted by the UN Committee of Experts on the Transport of Dangerous Goods at its twenty-first
session in Geneva from 4 to 13 December 2000.
Updates to Chapter IV - Radio communications – The amendments to this chapter relate to changes
following the full implementation of the Global Maritime Distress and Safety System (GMDSS) on 1 February
1999, which renders some of the provisions relating to implementation dates in the current chapter IV
superfluous.
The amendments also state that a listening watch on VHF Channel 16 for distress and safety purposes should
continue until 2005.
Carriage requirement for IAMSAR Manual – The amendment to Chapter V – Safety of Navigation, requires
ships to carry an up-to-date copy of Volume III of the International Aeronautical and Maritime Search and
Rescue (IAMSAR) Manual.
Amendments to the 1988 Protocol to SOLAS, 1974, relating to updates to the Record of Equipment for the
Passenger Ship Safety Certificate (Form P); Record of Equipment for the Cargo Ship Safety Radio Certificate
(Form R); Record of Equipment for the Cargo Ship Safety Certificate (Form C).
1 July 2004 December 2002 amendments to SOLAS - Measures to enhance maritime security
5) Anti fouling
The International Convention on the control of harmful anti-fouling systems on ships was
adopted on 5 October 2001
This new IMO convention will prohibit the use of harmful organ tins in anti-fouling paints used
on ships and will establish a mechanism to prevent the potential future use of other harmful
substances in anti-fouling systems. Under the terms of the new Convention, Parties to the
Convention are required to prohibit and/or restrict the use of harmful anti-fouling systems on
ships flying their flag, as well as ships not entitled to fly their flag but which operate under
their authority and all ships that enter a port, shipyard or offshore terminal of a Party.
Ships of above 400 gross tonnage and above engaged in international voyages (excluding
fixed or floating platforms, FSUs and FPSOs) will be required to undergo an initial survey
before the ship is put into service or before the International Anti-fouling System Certificate is
issued for the first time; and a survey when the anti-fouling systems are changed or
replaced.
Cause: Anti-fouling paints are used to coat the bottoms of ships to prevent sea life such as
algae and mollusks attaching themselves to the hull – thereby slowing down the ship and
increasing fuel consumption. The new Convention defines “anti-fouling systems” as “a
coating, paint, surface treatment, surface or device that is used on a ship to control or
prevent attachment of unwanted organisms”.
In the early days of sailing ships, lime and later arsenic were used to coat ships' hulls, until
the modern chemicals industry developed effective anti-fouling paints using metallic
compounds.
These compounds slowly "leach" into the sea water, killing barnacles and other marine life
that have attached to the ship. But the studies have shown that these compounds persist in
the water, killing sea life, harming the environment and possibly entering the food chain. One
of the most effective anti-fouling paints, developed in the 1960s, contains the organ tin
tributylin (TBT), which produce bio acid & which has been proven to cause deformations in
oysters and sex changes in whelks.
Remedy: Annex I attached to the Convention and adopted by the Conference states that by
an effective date of 1 January 2003, all ships shall not apply or re-apply organ tins
compounds which act as biocides in anti-fouling systems.
By 1 January 2008 (effective date), ships either:
(a) shall not bear such compounds on their hulls or external parts or surfaces; or
(b) shall bear a coating that forms a barrier to such compounds leaching from the
underlying non-compliant anti-fouling systems.
6) ISPS code
ISPS Code means International Ship & Port Facilities Security Code. This code is adapted
after a few incidents of hijacking and acts of terrorism especially in the shipping world. On
13th December 2002 the IMO ratified a set of amendments to the 1974 Convention for Safety
of Life at Sea (SOLAS) that will bring into force far-reaching maritime security legislation. The
adopted amendments aimed at enhancing maritime security on board ships and at ship/port
interface areas have allowed for the creation of a new chapter, introducing the International
Ship and Port Facilities Security Code (ISPS Code).The existing Chapter XI of SOLAS was
amended and re-identified as Chapter XI/1 and a new chapter XI/2 was adopted on Special
Measures to Enhance Maritime Security.
Part A of this code will become mandatory and Part B contains guidance on compliance with
the mandatory requirements.
OBJECTIVES:- The objectives of this Code are
i. to establish an international framework involving co-operation between
Contracting Governments, Government Agencies, local administrations and the
shipping and Port industries to detect, assess security threats and take
preventive measures against security incidents affecting ships or port facilities
used in international. trade ;
ii. to establish the respective roles and responsibilities of all these parties
concerned, at the national and international level, for ensuring maritime security ;
iii. to ensure the early and efficient collation and exchange of security related
information ;
iv. to provide a methodology for security assessments so as to have in place plans
and procedures to react to changing security levels;
v. to ensure confidence that adequate and proportionate maritime security
measures are in place;
FUNTIONAL REQUIREMENT:- In order to achieve its objectives, this code embodies a
number of functional requirements. These includes but not limited to
i) gathering and assessing information with respect to security threats and
exchanging such information with appropriate contracting government.
ii) requiring the maintenance of communication protocols for ships and port
facilities.
iii) preventing unauthorized access to ships, port facilities & their restricted areas.
iv) preventing the introduction of unauthorized weapons, inflammable devices or
explosive to ship or port facilities.
v) providing means for raising alarm in reaction to security threats or security
incidents.
vi) requiring ship & port facilities security plans based upon security assessments.
vii) requiring training, drills, and exercises to ensure familiarity with security plans &
procedures.
7) What are the new amendments made to SOLAS in relation with ISPS code?
Amendments are:-
Modifications to Chapter V (Safety of Navigation) contain a new timetable for the fitting of
Automatic Information Systems (AIS). Ships, other than passenger ships and tankers, of 300
gross tonnage and upwards but less than 50,000 gross tonnage, will be required to fit AIS
not later than the first safety equipment survey after 1 July 2004 or by 31 December 2004,
whichever occurs earlier. 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."
The existing SOLAS Chapter XI (Special measures to enhance maritime safety) has been re-
numbered as Chapter XI-1. Regulation XI-1/3 is modified to require ships' identification
numbers to be permanently marked in a visible place either on the ship's hull or
superstructure. Passenger ships should carry the marking on a horizontal surface visible
from the air. Ships should also be marked with their ID numbers internally.
And a new regulation XI-1/5 requires ships to be issued with a Continuous Synopsis Record
(CSR) which is intended to provide an on-board record of the history of the ship. The CSR
shall be issued by the Administration and shall contain information such as the name of the
ship and of the State whose flag the ship is entitled to fly, the date on which the ship was
registered with that State, the ship's identification number, the port at which the ship is
registered and the name of the registered owner(s) and their registered address. Any
changes shall be recorded in the CSR so as to provide updated and current information
together with the history of the changes.
This chapter applies to passenger ships and cargo ships of 500 gross tonnages and
upwards, including high speed craft, mobile offshore drilling units and port facilities serving
such ships engaged on international voyages.
Regulation XI-2/3 of the new chapter enshrines the International Ship and Port Facilities
Security Code (ISPS Code). Part A of this Code will become mandatory and part B contains
guidance as to how best to comply with the mandatory requirements.
The regulation requires Administrations to set security levels and ensure the provision of
security level information to ships entitled to fly their flag. Prior to entering a port, or whilst in
a port, within the territory of a Contracting Government, a ship shall comply with the
requirements for the security level set by that Contracting Government, if that security level is
higher than the security level set by the Administration for that ship.
Regulation XI-2/4 confirms the role of the Master in exercising his professional judgment
over decisions necessary to maintain the security of the ship. It says he shall not be
constrained by the Company, the chatterer or any other person in this respect. Regulation
XI-2/4 confirms the role of the Master in exercising his professional judgment over decisions
necessary to maintain the security of the ship. It says he shall not be constrained by the
Company, the chatterer or any other person in this respect.
Regulation XI-2/5 requires all ships to be provided with a ship security alert system,
according to a strict timetable that will see most vessels fitted by 2004 and the remainder by
2006. When activated the ship security alert system shall initiate and transmit a ship-to-shore
security alert to a competent authority designated by the Administration, identifying the ship,
its location and indicating that the security of the ship is under threat or it has been
compromised. The system will not raise any alarm on-board the ship. The ship security alert
system shall be capable of being activated from the navigation bridge and in at least one
other location.
Regulation XI-2/6 covers requirements for port facilities, providing among other things for
Contracting Governments to ensure that port facility security assessments are carried out
and that port facility security plans are developed, implemented and reviewed in accordance
with the ISPS Code.
8) ISM
The ISM code means the International Management code for the safe operation of the ships
and for pollution prevention as adopted by the Assembly as may be amended by the
Organization.
OBJECTIVE: - The objectives of the code are to ensure the safety at sea, prevention of the
human injury or loss of life and avoidance of the damage to the environment in particular to
the marine environment & to property.
FUCTIONAL REQUIREMENT: - Every company should develop, implement & maintain a
safety management system (SMS) which include the following functional requirement.
1. A safety & environment protection policy.
2. Instruction & procedures to ensure safe operation of ships and protection of the
environment in compliance with relevant international & flag state legislation.
3. Defined levels of authority and lines of communication between & amongst shore &
shipboard personnel.
4. Procedures for reporting accidents and non-conformities with the provision of this
code.
5. Procedures to prepare for and respond to emergency situation.
6. Procedures for internal audits and management reviews.
The Document of Compliance (DOC) is valid for a period of five years. The
validity of the DOC is subjected to annual verification within 3 months before or after the
anniversary date to confirm effective functioning of the SMS.
The Safety Management Certificate (SMC) is valid for a period of five years. One
intermediate verification is to be carried out, it should take place between the 2 nd & 3rd
anniversary date of the issue of the SMC.
10) What are the special areas in the world as per MARPOL 73/78?
SPECIAL AREAS
Annex I of MARPOL 73/78
i) The Mediterranean Sea area
ii) The Baltic Sea area
iii) The Black Sea area
iv) The Red Sea area
v) The Persian Gulf area
vi) The Gulf of Aden area
vii) The Antarctic area [south of 60 S]
viii) The North-west European waters
Annex II of MARPOL 73/78
i) The Baltic Sea area
ii) The Black Sea area
iii) The Antarctic area [south of 60 S]
Annex V of MARPOL 73/78
i) The Mediterranean Sea area
ii) The Baltic Sea area
iii) The Black Sea area
iv) The Red Sea area
v) The Persian Gulf area
vi) The Gulf of Aden area
vii) The Antarctic area [south of 60 S]
viii) The North Sea area
ix) The wider Caribbean region (Gulf of Mexico & Carrie bean Sea)
11) How many volumes in new IMDG code? How many classes are there & what are
they?
There are two volumes with one supplement in new IMDG code. There are 9 classes given
below:-
Class 1 - Explosives
Class 2 - Gases
Class 2.1 - Flammable gases
Class 2.2 - Non-flammable gases
Class 2.3 - Poisonous gases
Class 3 - Flammable liquids
Class 3.1 - Low flashpoint group
Class 3.2 - Intermediate flashpoint group
Class 3.3 - High flashpoint group
Class 4 - Flammable solids or substances
Class 4.1 - Flammable solids
Class 4.2 - Substances liable to spontaneous combustion
Class 4.3 - Substances which, in contact with water, emit flammable
gases.
Class 5 - Oxidizing substances (agents) and organic peroxides
Class 5.1 - Oxidizing substances (agents)
Class 5.2 - Organic peroxides
Class 6 - Toxic and infectious substances
Class 6.1 - Toxic substances
Class 6.2 - Infectious substances
Class 7 - Radio active materials
Class 8 - Corrosives Substances
Class 9 - Miscellaneous dangerous substances and articles.
12) IAMSAR
IAMSAR means International Aeronautical and Maritime Search And Rescue. The manual
contains 3 volumes. They are:
Volume 1 - Organization & Management
Volume 2 - Mission Co-ordination
Volume 3 - Mobile Facilities
Among them volume 3 is require for a vessel.
13) What will be you action to rescue the casualties?
WHILST PROCEEDING TO A DISTRESS VESSEL TO RESCUE THE SURVIVORS:
• Give all possible revolutions; movements will be needed on approach to casualty.
• Prepare hospital to receive casualties.
• Plot rendezvous position and possible search pattern.
• Standby Radio Officer to establish communications.
• Pass own position and details with relevant SAR operation update to RCC.
• Prepare rescue boat and emergency crew.
• Rig a derrick, crane or davit on each side - preferably mid-ships - well clear propellers
and where the freeboard is least. Attach lifting devices (cargo nets, trays, pallets etc.)
to ease recovery of survivors.
• If sea and swell state allow it may be possible to use the accommodation ladder to
embark survivors.
• Obtain current and weather situation.
• Highlight navigational dangers to own ship.
• Maintain own ship at operational standard.
• Navigate on manual steering.
• Obtain update on target information.
• Note activities in the log book.
• Maintain internal and external communications.
• Brief operation personnel, OOW, boat coxswain.
• At the station have aids such as heaving lines, gantlines, rocket lines, scrambling
nets, pilot ladder and, if possible, pilot hoist, lifebuoys, etc.
• Rig guest rope/boat from bow to quarter.
• Plot positions and prevailing currents and estimate drift.
• Post lookouts high, when area is entered.
• Provide information to engine room and advise standby and manoeuvring speed.
• Radar operational at various ranges; long range scanning and plotting on-going.
• Advise owners/agents and reschedule ETA.
• Update RCC.
CONDUCTING THE RESCUE: Before carrying out the rescue we must decide whether it is
advisable to await day-light before carrying out the rescue; this will depend upon the state of
the wreck and the present and expected weather conditions. Find out the set and drift of the
casualty so, as to know where to lie and how to approach him. Before starting the operation
find from the casualty:
How many people are aboard?
Is anyone seriously injured?
Are there are explosives or dangerous gases?
Is the vessel on f Ire?
Can his lifeboats and/or life rafts be used?
The lee side is chosen because of wave battering, the rescue boat avoids contact with wreck
the wreck since the rate of drift may be several knots and/or if the wreck is rolling damage
may develop. Consider picking up survivors using a lifebuoy on two heaving lines - one from
the ship and one from the boat.
RESCUE FROM LIFE RAFTS: Unless we have been stopped in the water sometime we
should expect the raft to drift faster than our vessel. We should therefore normally approach
the raft downwind and let him drift onto our vessel- in reasonable weather there should be no
difficulty in keeping him alongside. In rough weather the raft maybe dashed against the
ship's side making the survivors recovery hazardous. In such a case it may be better to
steam to windward and either gets a line to the raft or use a boat to affect the rescue.
CARE OF SURVIVORS: Survivors may be fatigued not having the strength to climb up
ladders or put a line around them. We may need to lift them to the rescue station using
pallets, nets, pilot hoist etc. Active survivors, after being cleaned up, should be taken to the
accommodation and quietly questioned about the complements of the vessel before the
accident, the number of casualties, number of survival craft launched, etc. Distressed and
injured people should be taken to the accommodation and attended to immediately. Advise
R.C.C. of the names of survivors & their physical condition, the state of wreck and whether it
is a hazard to navigation.
2 Ships 3 Ships
4 Ships 5 Ships
15) ILO 147
ILO Convention No. 147
- is commonly known as the Minimum Standard Convention.
- is one of a number of important conventions (the others being IMO Conventions)
compliance with which is checked in Port Slate Control inspections of ships under
existing MOUs.
- aims at ensuring observance of a wide range of standards including those laid down
in many other Conventions.
- applies to every sea-going merchant ship, whether publicly or privately owned,
engaged in the transport of cargo or passengers for trade or for any other
commercial purpose.
- does not apply to sailing or auxiliary sailing vessels, fishing vessels, or to small
vessels and vessels such as oil rigs and drilling platforms when not engaged in
navigation.
- requires ratifying states to have regulations laying down for ships registered in their
territory:
• safety standards, including standards of competency, hours
of work and manning,
• appropriate social security measures;
• shipboard conditions of employment and living arrangements
where these are not already provided for by collective
agreements or courts;
- requires ratifying States to agree:
• to exercise effective control over its ships in respect of the
above matters.
• to ensure that measures for the effective control of other
shipboard conditions of employment and living arrangements,
where the state has no effective jurisdiction, are agreed.
• to ensure that adequate procedures exist for the engagement
of seafarers on its ships and for investigation of complaints in
this connection and that adequate procedures exist for the
investigation of complaints about engagement of its own
seafarers on foreign ships or foreign seafarers on foreign
ships in its territory;
• to ensure that seafarers employed on its own flag ships are
properly qualified or trained;
• to verify by inspection, etc. that its flag ships comply with
applicable International Labour Conventions which it has
ratified;
• to hold an official inquiry into any serious marine casualty
involving its flag ships, particularly those involving injury
and/or loss of life, the final report of the inquiry normally to be
made public.
- requires ratifying states to advise their nationals of the possible problems of signing
on a ship of a non ratifying state, if non-equivalent standards apply on it
- allows ratifying states to report complaints or evidence received that ships calling in
its Ports do not conform to Convention standards, the report to go to the ship's flag
administration with a copy to the ILO, and may take steps to rectify any conditions on
board which are hazardous to health or safety.
- is open to ratification by ILO Members which are parties to SOLAS. (lie Load Line
Convention 1966 and Colreg, 1972
- has as an annex Convention No. 180.
16) PSC
Port State Control (PSC) is the inspection of foreign ships in national ports for the purpose of
verifying that the condition of the ship and its equipment comply with the requirements of
international conventions and that the ship is manned and operated in compliance with
applicable international laws. The primary responsibility for ensuring that a ship maintains a
standard at least equivalent to that specified in international conventions rests with the flag
State and if all flag States performed their duties satisfactorily there would be no need for
port State control. Unfortunately this is not the case as evidenced by the many marine
accidents around the world - hence the need for additional control.
The authority for exercising PSC is the national law based on relevant conventions. It is
therefore necessary for a port State to be Party to those conventions and to have
promulgated the necessary legislation before exercising PSC. In accordance with the
provisions of the applicable conventions, Parties may conduct inspections of foreign ships in
their ports through Port State Control Officers (PSCOs).
In the case of deficiencies which are considered hazardous to safety, health or the
environment the PSCO will take action, which may include detention as may be necessary,
to ensure that the deficiency is rectified or that the ship, if allowed to proceed to another port,
does not present a clear hazard to safety, health or the environment.
All possible efforts should be made to avoid a ship being unduly detained or delayed. If a
ship is unduly detained or delayed, it should be entitled to compensation for any loss or
damage suffered.
While national port State control alone will already enhance the safety of ships and the
protection of the marine environment, only a regional approach will ensure that sub-standard
ships and sub-standard operators have fewer places left to hide.
Unless a regional approach is adopted, operators will just divert their ships to ports in the
region where no or less stringent PSC inspections are conducted. This may seriously
hamper the economical situation of the ports of those countries that do conduct proper
inspections. To remedy this and to generally improve the effectiveness of inspections, many
regions of the world have already or are beginning to enter into regional agreements on
PSC.
In the first instance, such an agreement covers the exchange of information about ships,
their records and the results of inspections carried out. This information is important as it
enables subsequent ports of call to target only ships that have not been recently inspected.
In general, ships inspected within the previous 6 months are not re-inspected unless there
are clear grounds to do so.
Another reason for co-operating with other ports in the region is to ensure that identified sub-
standard ships are effectively monitored. This applies especially to ships that have been
allowed to sail with certain minor deficiencies on the condition that these are rectified in the
next port of call. Such ships can only be monitored by a constant exchange of information
between ports.
The most important benefit from co-operation, however, is ensuring that port State
inspections are carried out in a uniform manner in all countries, and ultimately regions, and
that similar standards are applied with regards to the detention of ships and the training
standards of PSCOs. To achieve this it is common practice of many existing agreements to
conduct joint seminars for PSCOs in order to harmonize procedures.
Existing regional agreements on port state control
At present there are seven regional PSC agreements in operation:
1. the Paris Memorandum of Understanding on Port State Control (Paris MOU),
adopted in Paris (France) on 1 July 1982;
2. the Acuerdo de Viña del Mar (Viña del Mar or Latin-America Agreement), signed in
Viña del Mar (Chile) on 5 November 1992;
3. the Memorandum of Understanding on Port State Control in the Asia-Pacific Region
(Tokyo MOU), signed in Tokyo (Japan) on 2 December 1993;
4. the Memorandum of Understanding on Port State Control in the Caribbean Region
(Caribbean MOU), signed in Christchurch (Barbados) on 9 February 1996;
5. the Memorandum of Understanding on Port State Control in the Mediterranean
Region (Mediterranean MOU), signed in Valletta (Malta) on 11 July 1997;
6. the Indian Ocean Memorandum of Understanding on Port State Control (Indian
Ocean MOU), signed in Pretoria (South Africa) on 5 June 1998; and
7. the Memorandum of Understanding for the West and Central African Region (Abuja
MOU) signed in Abuja (Nigeria) on 22 October 1999.
Regional agreements under development
Two further regional agreements are currently under development, one for the Persian Gulf
region and the other for the Black Sea area.
Relevant instruments to check:
• LL 1966
• SOLAS 1974
• MARPOL 73/78
• STCW 1978
• COLREG 1972
• TONNAGE 69
• ILO Convention No. 147
17) EEBD
EEBD means Emergency Escape Breathing Devices. The Maritime Safety Committee
proposed draft amendments to SOLAS chapter II-2 to require the carriage of EEBDs.
Emergency escape breathing devices (EEBDs) provide personnel breathing protection
against a hazardous atmosphere while escaping to an area of safety. An EEBD is a
supplied-air or oxygen device only used for escape from a compartment that has a
hazardous atmosphere and should be of approved type. EEBDs are not to be used for
fighting fires, entering oxygen deficient voids or tanks, or worn by fire-fighters. In these
events, a self-contained breathing apparatus, which is specifically suited for such situations,
should be used.
The Specifications:
• The EEBD should have at least duration of service of 10 min.
• The EEBD should include a hood or full face piece, as appropriate, to protect the
eyes, nose and mouth during escape. Hoods and face pieces should be constructed
of flame resistant materials, and include a clear window for viewing.
• An unactivated EEBD should be capable of being carried hands-free.
• The EEBDs, when stored, should be suitably protected from the environment.
• Brief instructions or diagrams clearly illustrating the use should be clearly printed on
the EEBD.
• The donning procedures should be quick and easy to allow for situations where there
is little time to seek safety from a hazardous atmosphere.
• Unless personnel are individually carrying EEBDs, consideration should be given for
placing such devices along the escape routes within the machinery spaces or at the
foot of each escape ladder within the space. In addition, control spaces and
workshops located within the machinery spaces should also be considered for the
possible location of such devices.
Care:
• The EEBD should be maintained in accordance with the manufacturer's instructions.
• Spare EEBDs should be kept on board.
• Maintenance requirements, manufacturer's trademark and serial number, shelf life
with
• Accompanying manufacture date and name of approving authority should be printed
on each EEBD.
Number: At least 6 nos. on board. 02 nos. for accommodation.
Others
1) While entering restricted visibility, what action will you take?
Action to be taken accordingly as described below:-
1. Reduce the vessel's speed in accordance with the Regulations for the Prevention of
Collision at Sea and proceed at a safe speed.
2. All radars to be operational and systematic plotting of targets commenced.
3. The Master should be informed of the state of visibility as soon as possible after reduced
visibility is encountered.
4. Vessel to be put on manual steering mode.
5. Inform engine room of the state of visibility and maneouvring speed to be maintained
until conditions have improved.
6. Sound the prescribed fog signal in accordance with the Regulations.
7. VHF listening watch to be maintained.
8. Post lookouts at wings and forward and astern, in addition to normal watch.
9. Switch on navigation lights throughout any period of impaired visibility.
10. ISM checklist to be followed. And consider on contingency plan. Close all w/t doors
immediately.
11. Employ use of echo sounder, where appropriate.
12. Watch-keeping staff to be doubled if required.
2) Fumigation in Port
Action to be taken accordingly:
Master will inform agent to contact with designated Fumigation Company.
Fumigation company shall designate a Fumigator in charge (F.I.C.)
F.I.C. provides master with information about
a) Type of fumigant.
b) Hazards associated
c) TLV
d) Precautions to be taken
Master will consult with the IMO publication named “Safe Use of Pesticides in Ships”
Discharge the cargo first & empty the cargo space. If not possible measures should
be taken to isolate the accommodation from the deck.
Give a notice or announcement that fumigation will take place on a particular date.
Ensure with Chief cook that no cooked food will be left on board on that day. All dry
food should be kept in safe place, if possible keep it on secure place at shore.
Check all lockers & stores. Keep all valuable items safely.
Arrange accommodation facilities at shore for ship’s crew & officer during the
fumigation period.
Master will ensure that the ship's crew and all other persons who are on board the
ship and who are not engaged in the fumigation or in the care of the ship have
disembarked.
Master will take a round with C/O or any other responsible officer to entire vessel and
ensure that nobody left on board ship.
Display ‘DANGER’ notice near all gangways and entrances that lead to a space that
is to be fumigated.
Post a watchman at each place where the ship can be boarded. The watchman shall
not allow a person who is not engaged in the fumigation or care of the ship to board
the vessel.
The fumigator-in-charge shall take reasonable steps to prevent the leakage of a
fumigant from a space that is undergoing fumigation.
Each person on board the ship shall have available for immediate use by that person
a self-contained breathing apparatus that is capable of protecting the person against
any fumigant that is used for the fumigation.
End of the fumigation, F.I.C ensure fumigant is dispersed (by aeration), help of crews
may require.
F.I.C notify to master of space safe for re-occupancy for helping crew in writing.
F.I.C ensures that TLV not exceed during aeration, else crews must wear respiratory
protection.
Clearance Cert. Issued when well-aerated and residual fumigant removed. No
person shall board the ship until a clearance certificate is issued
5) How will you prepare yourself as C/O for Load line survey?
Load line Survey preparation
i. Access openings of enclosed structures are in good condition.
ii. All clamps and hinge to be free and greased.
iii. All gaskets and watertight seals should be crack free.
iv. Ensure the doors can open from both sides.
v. Check all cargo hatches and access to holds for weather-tightness.
vi. Inspect all machinery space openings on exposed decks.
vii. Check that any manholes and flush scuttles are capable of being made water.
viii. Check all ventilators opening and closing arrangements and weather tightness.
ix. Inspect any cargo ports below the freeboard deck and ensure that all of them are
watertight.
x. Check all air pipes are working well.
xi. Check non-return valves, scupper, freeing ports are in satisfactory condition.
xii. All guard rails and bulwarks to be in satisfactory condition.
xiii. If lifelines are required to be fitted in certain areas, rig the line.
xiv. Conditions of Hull markings to be good.
xv. Ensure that the hull is watertight below freeboard deck and weather tight above
freeboard deck.
6) How will you prepare yourself as C/O for Safety Equipment survey?
Safety Equipment Survey preparation
i) Check all LSA items
ii) Check all FFA items
iii) Check all ship borne navigational items
iv) Check nautical publication
v) Check lights & shapes and sound signal apparatus
vi) Check means of embarkation of pilots
vii) Check all items found in the Record of equipment attached to the certificate in
second schedule
7) After joining a vessel as C/O, what are the items will you check before taking over
the charge?
After joining the vessel as new C/O. one should check the following items
i) Profile plan & Capacity plan.
ii) General Arrangement plan
iii) Stability booklet & Trim table
iv) Trim & Stability Calculation (Present & previous)
v) Ballasting system
vi) LSA & FFA plan
vii) Chain register
viii) Previous Damage Report
ix) Cargo Gear plan
x) Cargo Documents relating present & previous voyage
xi) Correspondence regarding with cargo
xii) Cargo securing manual
xiii) Garbage record book
xiv) Deck log book
xv) Stores inventory
xvi) Stores indent (6 monthly,4 monthly, emergency requirement)
xvii) Sounding conversion table & sounding book
xviii) Fresh water daily consumption
xix) At the time of taking over
(1) condition of cargo
(2) condition of fresh u-h water
(3) condition of ballasting.
xx) Wire replacement, spare record, certificates
xxi) Deck crane sheaves condition, maintenance, and spare record.
xxii) Up to date maintenance report, plan maintenance schedule.
xxiii) Paints on hand.
xxiv) SOPEP stores, location, duties
xxv) Present or next chatterer’s instructions.
xxvi) Owner instruction
xxvii) Over time maintenance book.
xxviii) Rest hour maintenance book.
Chief Officer must check with ISM handing over/taking over check list.
9) What are causes & what are the procedures for calling PoR? What will you do after
arrival at PoR?
A port of refuge is any port made for when the Master considers it unsafe for the vessel to
continue her voyage. There must be a valid reason for deviating. Valid reasons for deviating
to a PoR usually include:
• Weather;
• Collision or grounding damage affecting seaworthiness of ship;
• Fire
• Dangerous shift of cargo;
• Serious machinery breakdown;
• Any other accident causing some serious threat to the vessel and cargo, etc.;
PROCEDURE
As soon as the decision is taken to make for a PoR;
• Inform owners and/or chatterers, stating the reason for the deviation;
• Owner will contact insurance managers and classification society;
• Contact agent at the POR to handle the vessel's visit with necessary information;
• Notify port state administration if vessel is damaged or seaworthiness is affected;
• Notify port authority of the full facts particularly any pollution risk;
• Notify pilot station, customs, port health, immigration, etc.
IN PORT
• Contact local correspondent of owners' P & I club.
• Obtain health clearance in accordance with local rules.
• Enter vessel in with customs.
• Inform owners and/or chatterers of your safe arrival.
• Note protest as soon as possible but within 24 hours, reserving the right to extend at
a time and place convenient.
• In case of hull or machinery damage, class surveyor, if available, will inspect & report
damage, stipulating repairs necessary for vessel to maintain class.
• If no class surveyor is available, call in a local registered ship surveyor but generally
best-qualified surveyor obtainable he will issue a Certificate
• If cargo damage is likely or cargo discharge is necessary for repairs, call in a hatch
surveyor before commencing discharging.
• On receipt of class surveyor's report carry out repairs under class or other surveyor
guidance.
• On completion of repairs class surveyor will carry out another survey.
• If vessel is seaworthy he will issue an interim Certificate of Class or if acceptable to
the classification society's committee vessel will retain class.
• Reload cargo (under survey) if voyage being continued.
• Extend protest to include all details of the damage and repairs.
• Send all appropriate documents to the owners.
• Enter vessel outwards and obtain outward clearance.
• Continue on voyage.
• Keep appropriate OLB entries and records through out.
10) In how many ways can you test the watertight integrity of cargo hold? What will be
the pressure of water jet in hose down test?
There are so many ways to check the water tight integrity of cargo hold. They are:
• Hose test – nozzle should be placed at least 1.5 meter from hatch cover & water
pressure will be minimum 2.11 kg/cm 2 .
• Chalk test
• X-ray
• Light test
• Smoke test
NATIONAL FUNCTIONS:
• Survey and Registration of Bangladesh Flag Ships.
• Unscheduled Inspection.
• Protection of the waterways environment.
• Examination and certification of seafarers.
• Engagement and discharge of seafarers.
• Inward and outward clearance of ships.
• Provide Lighthouse and navigational aids facilities.
• Marine casualty Investigation.
• Conducting mobile marine court.
• Conducting marine court.
• Issue voyage license.
• Issuing license to independent marine surveyor.
• Safeguard the commercial interest of Bangladesh flag ships.
• Promulgate national laws.
• Advising the Government on shipping matters.
• Research and development of shipping. Implement shipping development projects.
• Collect revenue.
• Conduct workshop and seminar on shipping related issues.
INTERNATIONAL FUNCTIONS:
• Ensure seaworthiness of Bangladesh ocean-going ships.
• Port state control of foreign flag ships visiting Bangladesh ports.
• Maintain contact with IMO.
• Implement International conventions by promulgating national laws accordingly.
• Monitoring of the classification societies authorized to carry out functions on behalf of
the Government.
• Arrange release of Bangladesh flag ships detained in foreign ports.
• Protection of the marine environment.
• Maintain the standard Of Our seafarers for international acceptability.
• Examination and certification facilities for foreign seafarers.
• Explore employment opportunity for Bangladeshi seafarers in foreign ships.
• Frame agreement to be signed between foreign ship owner and Bangladeshi
seafarers.
• Help distressed Bangladeshi seafarers in foreign ports.
• Provide search and rescue facilities in Bangladesh Designated area.
• Participate in regional oil pollution contingency plan.
• Prevent unlawful act in Bangladesh waters.
• Sign bilateral shipping agreement with other maritime nations.
• Advise Government on the effects of globalization on shipping.
• Celebrate World Maritime Day.
• Hold international Seminar on shipping matters.
Region ‘B’
Name Top Color Light Retro Use
Mark reflector
Stbd Red Red – Q.G, Fl.G, LFl.G, Fl(2).G – • or Keep the
hand any rhythm except Gp.Fl(2+1). buoy at
stbd
Red
cone
Port Green Green – Q.G, Fl.G, LFl.G, Fl(2).G Keep the
hand – any rhythm except Gp.Fl(2+1). or buoy at port
Green
can
cone
Region ‘B’
Name Top Color Light Retro Use
Mark reflector
Prefer Channel Red with Gp.Fl(2+1).R Keep the buoy
to Port green band • or at stbd
cone
can
3) Cardinal Marks
Name Top Color Light Retro Use
Mark (all white light) reflector
North Q or VQ Pass north of
the buoy
6) ODAS buoy
ODAS buoy is a wide range of devices for collecting weather and oceanographic data. They
are either moored or drifting and may have instrument in the float or slung beneath them to
any depth. They are colored yellow, marked ‘ODAS’ with an identification number and
carrying a small plate showing whom to inform if the buoy is recovered.
Moored buoy may be as much as 7.5m in dia, 2-3 m in height and 18 tonnes in weight. It
may be anchored in any part of the ocean, irrespective of any depth. The larger moored
buoys for use in deep water are can shaped, the smaller one for use closer inshore (usually
2-3 miles offshore) are toroidal (donut shape). They all carry visible aerials. A flashing yellow
light showing 5 flashes every 20 seconds is exhibited from moored buoys.
Drifting buoys are about 0.75m in dia and about 2m from top to bottom. They do not exhibit
lights or carry visible aerials.
The large buoys and floats should be given a berth of 1 miles or 2 miles by vessels towing
underwater.
Firstly, I shall assess the situation as per Rule 7(b) & 7(d)(i). If
require, I shall slacken my speed to allow more time to assess as
per Rule 8(e). When I can avoid a close quarter situation, I will
reduce speed more Or I will stop my engine as per Rule 19(e).
Firstly, I shall assess the situation as per Rule 7(b) & 7(d)(i). Here,
this is the case of overtaking. So, I will alter to port as per Rule
19(d)(i).
Here I will reduce speed as per Rule 8(e) to allow more time to
assess. If I fail, I will stop engine as per Rule 19(e) & start blowing
sound signal at intervals of not more than 2 minutes two
prolonged blasts in succession with an interval of about 2 seconds
between them as per Rule 35(b).
Emergencies
1) Collision
After collision the following actions should be taken accordingly:
INITIAL ACTION
• Sound the alarm.
• Stop the engine.
• Call Master.
• Muster the crew & check no persons are missing or injured.
• Hoist/Show NUC signal.
• Close watertight doors.
• Advise the engine room staff what has happened and to be aware of the risk of
accidents because of fractured oil or steam pipes etc.
• Send a distress alert or urgency signal. The Third Officer will Find tile ship's position
and this will be included in tile distress message.
• The emergency party, led by the Chief Officer, will inspect and make an appraisal of
the damage.
• All tanks and bilges will be sounded and an inspection made of any visible damage.
• The Chief Officer will convey the nature, extent and severity of tile damage by hand
held radio and that will include details of any pollution leakage.
• The boats should be prepared and swung out to the embarkation deck. The Catering
Department can make ready extra food supplies, blankets and fresh water.
Engineers should check the fuel and lubricating oil supplies and warm through the
lifeboat engines.
• If the other vessel is in danger of foundering, get his crew and passengers onto your
vessel as soon as possible.
• If your vessel has struck another end on it is NORMALLY better to remain embedded
in the gash until it is clear that both vessels are safe.
LEGAL ASPECTS
Providing it does not endanger our own crew, passengers or vessel we should render
assistance to the other vessel and crew standing by until assistance is no longer required.
Exchange the following information with the other master:
(i) Names of vessels
(ii) Ports of-registry, departure and ' destination
(iii) Enter witnessed statements in the official log book.
(iv) Notify
(a) Owners as soon as possible
(b) Chatterer.
(c) Flag state Administration within 24 hours
(d) Report details of any pollution to the government of the nearest coastal state.
ON ARRIVALTO NEXT PORT
(a) Note of Protest.
(b) Call in a classification society surveyor.
(c) Call in a cargo surveyor.
(d) Call in a P & I surveyor.
4) Fire in Accommodation
In case of accommodation fire, these actions should be taken:
• Raise the emergency alarm.
• Inform Master and E/R.
• Muster the crew.
• Reduce speed or stop engine and alter course if require to make lee.
• Report the fire location.
• Shut down ventilators.
• Isolate electrical circuits.
• If possible, rescue any casualty.
• When the action party reaches the site, feel the temperature of the door or bulkhead
and if cool to the touch, tackle the fire with portable extinguishers and hose backup.
if these actions are clearly insufficient:
• Keep door of affected compartment shut, close the smoke doors and portholes.
• Shut off the air conditioning.
• Use SCBA.
• Cool adjacent bulkheads and decks with water spray.
• Cheek above and below size for spread of fire.
• Be aware of free surface if large mounts of water used.
• Make entry in official log book.
5) Fire in Hold
In case of cargo hold fire, these actions should be taken:
• Initial detection will be from hold vent or smoke detection cabinet.
• Raise the emergency alarm.
• Inform Master and E/R.
• Muster the crew.
• Reduce speed or stop engine and alter course if require to make lee.
• Report the fire location.
• Shut down ventilators.
If the fire is in its early stages:
• It may possibly be dug out or put out by playing jets of water over the whole region of
the fire, to reduce the temperature and prevent the surrounding region igniting.
In most cases CO 2 will be needed:
• Have another head count.
• Check all inlets (hatches, vents, hold access etc.) are sealed properly.
• Isolate electrical circuits
• Release the appropriate initial charge of CO 2 and thence continue at the prescribed
intervals.
• Cool decks and side shell with hoses. If possible clear adjacent bulkheads of cargo
or stores. Keep a watch on temperature of adjacent bulkheads.
• Make entry in official log book.
6) Fire at Port
Fire at Port should be fought by Shore Fire bridged. We should inform the port authority in
time:
• Raise the emergency alarm.
• Muster the crew.
• Inform Master and E/R.
• Instruct the team on shore requirements.
• One should be standby with International shore connection for shore fire bridged.
• All ships should have an updated fire wallet containing the following information:
General arrangement plan
Ventilation plan
Shell expansion plan in case it will be necessary to cut through the ship's
side
Plan of the fire-fighting equipment
Electrical data
Stability data due to the danger of free surface and other effects
Cargo plan with any dangerous cargoes being specifically mentioned
Location of watertight doors and fire-resistant partitions
Any special equipment that the vessel carries
• The Senior Fire Officer should be presented with the wallet on his
arrival. He will also probably require following information:
The exact location of the fire and the chances of it spreading to other
compartments.
The contents of double bottoms or deep tanks in the vicinity.
The number of people on board and what the ship's staff are doing.
How many hoses and pump are in operation?
If any fixed fire fighting installation is in operation.
The state of cargo operations and dangerous cargo on board.
The condition of fuel oil, ballast and fresh water tanks.
The ship's communication systems.
Any peculiarities of the ship's design.
• Make entry in official log book.
7) Vessel aground
Action should be taken accordingly:
1. Stop engines.
2. Sound general emergency alarm.
3. Inform Master and E/R.
4. Advice CRS and other vessel's in the vicinity by VHF.
5. VHF watch maintained on Ch.16 at all times.
6. Position on the chart verified and safe port options investigated.
7. Display appropriate light and shape signals; switch on deck lights.
8. Sound appropriate sound signals.
9. Close all watertight doors.
10. Sound round all bilges and tanks.
11. Sound round the vessel's hull to check depth of water.
12. Determine nature of seabed.
13. Calculate times and heights of next high water.
14. Consider possibility of dropping anchor underfoot to prevent damaged ship from
sliding off into deeper waters.
15. Consider whether assistance is required by tugs.
16. Make relevant entries in the logbook.
17. Position of vessel sent ashore with updates from time to time.
18. Assess the situation by i) Any crack or hole
ii) Water ingressing or not
iii) Amount of water ingressing & rate
iv) Can portable/ballast pump can cope up
v) Ballasting, trimming, deballasting to refloat
vi) Damage stability assessment
8) Man Overboard
Action should be taken accordingly:
1. Helm hard over to the side on which the man has fallen.
2. Release lifebuoy with self-igniting light and self-activating smoke signal.
3. Press the MOB button on the GPS, if available.
4. Sound the general emergency alarm.
5. Inform the Master.
6. Inform the E/R and have the main engines ready for immediate manoeuvring.
7. Revert to hand steering.
8. Post extra lookouts.
9. Establish communications with the CRS.
10. Advise other vessels in the vicinity by VHF.
11. Hoist International Code Flag "O" and sound "O" (- - -) on the whistle.
12. Rescue boat turned out and ready for launching.
13. Hospital made ready to treat for shock and hypothermia treatment.
14. Plot the datum position / appropriate search pattern, and complete the manoeuvre.
15. Obtain updated weather report.
16. Make relevant entries in the logbook.
9) Steering Gear Failure
Action should be taken accordingly:
1. Immediately engage alternative emergency steering gear.
2. Inform Master and E/R.
3. Display NUC signals, lights and shapes, as appropriate.
4. Sound appropriate sound signal to warn other traffic e.g. "D".
5. Advise vessels in the vicinity.
6. Obtain updated weather report.
7. If in restricted visibility, sound appropriate fog signal.
8. Post lookouts.
9. Stop the vessel in the event of both emergency and auxiliary steering systems
failure.
10. Make relevant entries in the logbook.
NB: If the vessel is stopped in the event of both emergency and auxiliary systems
failure, a warning report may become necessary; depending on the vessel's position e.g.
English Channel TSS.
Dry Docking
1) What facilities will you give to dock & will take from dock?
THINGS TO GIVE TO DOCK:-
The dry dock manager will need to know:–
1. The position & size of any weights on board.
2. The type of bow.
3. The number of propeller.
4. Details of bilge keel, bow thrusters & fin stabilizers.
5. Positions of echo sounder transceiver, drainage plugs & sacrificial anodes.
For these things, vessel has to provide few plans to dry dock. They are:-
2. Docking plan.
3. Shell expansion plan.
4. General arrangement plan.
5. Fire fighting plan.
6. Last dry dock report.
7. A list of all the work required , details may include:-
• Blasting and Painting