RULE OF THE ROAD

PART A : GENERAL
RULE 1 APPLICATION
RULE 2 RESPONSIBILITY
RULE 3 GENERAL DEFINITIONS
PART B : STEERING AND SAILING RULES
SECTION I : CONDUCT OF VESSELS IN ANY CONDITION OF VISIBILITY
RULE 4 APPLICATION
RULE 5 LOOK-OUT
RULE 6 SAFE SPEED
RULE 7 RISK OF COLLISION
RULE 8 ACTION TO AVOID COLLISION
RULE 9 NARROW CHANNELS
RULE 10 TRAFFIC SEPARATION SCHEMES
SECTION II : CONDUCT OF VESSEL IN SIGHT OF ONE ANOTHER
RULE 11 APPLICATION
RULE 12 SAILING VESSELS
RULE 13 OVERTAKING
RULE 14 HEAD-ON SITUATION
RULE 15 CROSSING SITUATION
RULE 16 ACTION BY GIVE-WAY VESSEL
RULE 17 ACTION BY STAND-ON VESSEL
RULE 18 RESPONSIBILITIES BETWEEN VESSELS
SECTION III : CONDUCT OF VESSELS IN RESTRICTED VISIBILITY
RULE 19 CONDUCT OF VESSELS IN RESTRICTED VISIBILITY
PART C : LIGHTS AND SHAPES
RULE 20 APPLICATION
RULE 21 DEFINITIONS
RULE 22 VISIBILITY OF LIGHTS
RULE 23 POWER-DRIVEN VESSEL UNDERWAY
RULE 24 TOWING AND PUSHING
RULE 25 SAILING VESSEL UNDERWAY AND VESSELS UNDER OARS
RULE 26 FISHING VESSELS
RULE 27 VESSEL N.U.C. OR RESTRICTED IN THEIR ABILITY TO MANOEUVRE.
RULE 28 VESSELS CONSTRAINED BY THEIR DRAUGHT
RULE 29 PILOT VESSEL
RULE 30 ANCHORED VESSELS AND VESSELS AGROUND
RULE 31 SEAPLANES
PART D : SOUNDS AND LIGHT SIGNALS
RULE 32 DEFINITIONS
RULE 33 EQUIPMENT FOR SOUND SIGNALS
RULE 34 MANOEUVRING AND WARNING SIGNALS
RULE 35 SOUND SIGNALS IN RESTRICTED VISIBILITY
RULE 36 SIGNALS TO ATTRACT ATTENTION
RULE 37 DISTRESS SIGNALS
PART E : EXEMPTIONS
RULE 38 EXEMPTIONS

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DEFINITIONS:
VESSEL NOT UNDER COMMAND: Means a vessel which through some exceptional circumstance is
unable to manoeuvre as required by these Rules and is therefore unable to keep out of the way of another
vessel.

VESSEL RESTRICTED IN HER ABILITY TO MANOEUVRE: Means a vessel which from the nature of
her work is restricted in her ability to manoeuvre as required by these Rules and is therefore unable to keep out
of the way of another vessel.

VESSEL CONSTRAINED BY HER DRAUGHT: Means a power driven vessel which, because of her
draught in relation to the available depth and width of navigable water, is severely restricted in her ability to
deviate from the course she is following.

UNDERWAY: means that a vessel is not at anchor or made fast to the shore or aground.

EVERY VESSEL SHALL MAINTAIN A PROPER LOOKOUT ALL THE TIME THE VESSEL IS AT SEA
EVERY VESSEL SHALL PROCEED AT A SAFE SPEED ALL THE TIME THE VESSEL IS AT SEA

IN NARROW CHANNELS 4(FOUR) TYPES OF VESSELS ARE NOT TO IMPEDE THE SAFE PASSAGE
OF A VESSEL
1 VESSEL < 20 METRES IN LENGTH
2 FISHING VESSEL
3 SAILING VESSEL
4 CROSSING VESSEL

N A TRAFFIC SEPARATION SCHEME 3(THREE) TYPE OF VESSELS ARE NOT TO IMPEDE THE
PASSAGE OF ANY VESSEL
1 FISHING VESSEL
2 SAILING VESSEL
3 VESSEL < 20 METERS IN LENGTH

TYPE OF VESSEL YOU KNOW FOR SURE ARE MAKING WAY OR NOT
1 VESSEL ENGAGED IN FISHING
2 VESSEL NOT UNDER COMMAND
3 DEDICATED VESSELS RESTRICTED IN HER ABILITY TO MANOEUVRE

EXPLANATION OF RULE 8 (f)

(i) A VESSEL REQUIRED NOT TO IMPEDE THE PASSAGE OR SAFE PASSAGE OF ANOTHER
VESSEL UNDER ANY OF THESE RULES SHALL TAKE EARLY ACTION TO ALLOW SUFFICIENT
SEA ROOM FOR THE SAFE PASSAGE OF THE OTHER VESSEL.
(ii) A VESSEL REQUIRED NOT TO IMPEDE THE PASSAGE OR SAFE PASSAGE OF ANOTHER
VESSEL WHEN APPROACHING THE OTHER VESSEL SO AS TO INVOLVE RISK OF COLLISION
SHALL WHEN TAKING ANY ACTION HAVE DUE REGARDS TO THE ACTION REQUIRED BY
THESE RULES.
(iii) A VESSEL WHOSE PASSAGE IS REQUIRED NOT TO BE IMPEDED (i.e THE OTHER VESSEL)
REMAINS FULLY OBLIGED WITH THESE RULES AND DOES NOT HAVE AN AUTOMATIC RIGHT
OF WAY.

WHEN REQUIRED TO STAND ON OTHER VESSEL NOT TAKING ANY ACTION

1 5 OR MORE SHORT AND RAPID BLAST ON THE WHISTLE
2 SUPPLEMENTED BY 5 OR MORE SHORT AND RAPID LIGHT SIGNAL
3 INFORM THE MASTER
4 ENGAGE MANUAL STEERING
5 ENGINES ON STAND-BY
6 CHECK OWN NAVIGATIONAL LIGHTS
(NB: WHEN IN A TSS POINTS 4 AND 5 ARE ALREADY ENGAGED)

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Precautions 1. Documentation 13. Electrical equip. in good condition
during DG Ldg 2. Responsible Officer 14. Access to DG safe (in case to shift)
3. No intoxicated person in charge 15. Clothing (Safety) + SCBA stby
4. No unauthorised person around 16. Handling of cargo minimum
5. Stow where no damage easily 17. Ventilation – good + spark arresters
6. Emg. Equipment ready (fire, pollution) 18. B flag / Red light
7. Dry compartment to be used 19. Explosive in designed safe compartment away
8. Cargo handling equip. to be checked fm heat, no bad packing
9. Cargo handling in good weather 20. Tanks not to be overfilled
10. Port permission, fire wires in place 21. Label as per IMDG + in good condn.
11. Packing + segregation as per IMDG 22. Supplement: (IMDG)- EMS sec 1 MFAG sec
12. Precautions – NO smoking / fires etc 2 BC Code sec 2

Heavy 1. Vessels position / route 11. Secure gangway

Weather 2. TRS position 12. Secure bridge
preparation 3. Stability 13. Secure halyards
4. FSE 14. Secure awnings
5. Inform all 15. Heavy weather work routine
6. Secure anchors 16. Minimum manpower on deck
7. Secure lift appliances 17. Reschedule eta
8. Secure cargo 18. Logbook entry
9. Secure loose gear 19. Rig lifeline
10. Secure hatches W/T integrity 20. Reduce speed - pounding

Liferaft 1. Name of ship & CS 6. SOLAS pack type

markings 2. Name of manufacturer 7. Approving authority
3. No of persons 8. Port of registry
4. Serial numberlength of painter 9. Last serviced date
5. Height of stowage Launching instructions

Lifeboat 1. Name of ship & CS 4. Serial Nr.

markings 2. Port of registry 5. Dimension
3. Nr. of persons Retro-reflective tape

Pump room 1. Vent at least 15 mins 5. O2 + HC content check

Entry 2. Harness / lifeline 6. Inform
3. ELSA at bottom 7. Lighting
4. SCBA at entrance 8. Man stby at entrance

OOW 1. Stop engines 4. Display signals (NUC)

ground’g 2. Raise alarm 5. Switch on deck lights
collision 3. Inform master 6. + Ch.Off. duties

Entering 1. Batten hatches / gas free tanks 7. Draught / trim

Drydock 2. Lower derricks 8. Fenders
3. Stability +ve 9. Sound all tanks
4. FSE minimum 10. Documents to drydock
5. Lock toilets 11. Utilities
6. Lock up / security 12. Sound all blocks

Leaving 1. Repair list 7. Final checklist

Drydock 2. Plugs put back 8. Master’s satisfaction
3. Sound tanks – compare 9. Last person to leave dock
4. Check anchor 10. Re-calculate stability
5. Check no overhanging 11. Permission to flood
6. Check no obstructions 12. Stop flooding just before afloat + check overboard v/vs holding

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Utilities in Dry 1. Electrical power 4. Gangway
Dock 2. Cooling Water 5. Toilet
3. Phone 6. Bonding wire.

Heli Ops Fire 1. DCP 2 x 45 kg 5. Fire blanket

Equip. 2. Foam Applicator 6. Sand box
3. CO2 18 Kg x 1 7. Wire Cutter
4. 2 hoses – dual 8. Fire Axe

Rescue 1. prepare hospital, bed stretcher,blanket clothing, food water, medicines

Operation Navigation - target info. Rendezvous Weather, tides, hand strg, radar, Commercial – off stndby,
Preparation look outs, binocular, camera, l-boat , l-raft, crane ,LTA, lighting, inform company update ETA,
guest wrap, highlight danger, signalling equip & pyro techniques. inform MRCC,

Pilot ladder Step – hard wood (ash, oak,elm,teak) without Spreader – (1200 – 2000 x 115 x 25 mm)
knot. Hard wood without knots
Non slippery 5th step must be spreader
400 x 115 x 25 mm spaced not more than 9 step apart
spacing min 300mm to max 380 mm side rope : manila 18 mm, single rope , no knot,
bottom 4 steps of rubber not more than 2 man rope 20 mm
replacements

Union 1. Angle between runner not greater than 900, 4. SWL 1/3 of normal SWL
Purchase never exceed 1200 5. Preventer taut outboard and not on same eye as
2. Cargo sling should be short slewing guys
3. Derrick not to be far apart & at good height 6. Preventer angle to horizontal not to be too high
Contents of 1. Particulars of ship 9. Emg. Electrical power
SEQ Cert. 2. Name / address of owners 10. Nav equipmments.
3. Safety appliances for the nos of persons 11. Nav lights
4. Signature of the surveyor 12. Pyrotechnics
5. LSA 13. Misc - damage control & fire plans
6. Fire detection and alarms systems 14. Ladder – pilot, Accom, bulwark, pilot hoist.
7. Fire extinguishers 15. Stability info,
8. Emg. Control quick closing v/v, stops 16. EPIRB, SART, 2 way VHF
Rescue Boat 1. Heavy Wx strops 10. bailer
Equipments 2. Painter 11. axe
3. Buoyant line – 50m strong to tow l/boat 12. search light - 18m object, from 180 m, 6 hrs
4. 2 rescue quoits - 30 m buoyant line wkg.
5. sea anchor with trip line – min hawser 13. Flashlight – spare bulb & battery
10m 14. Radar reflector
6. buoyant oars 15. Whistle
7. crutches 16. Immersion suit
8. hooks 17. TPA
9. buckets 18. First Aid Kit
19. Compass and binnacle with light
Anchor Plan 1. Position 9. Swing room clear of surface object
2. Depth / nos of shackles 10. Proximity of traffic
3. Type of ground 11. Proximity of Nav hazards
4. Tides – rising, current rate 12. Draught and under keel clearance
5. Present weather 13. Anchor nos
6. Shelter 14. Anchor holding position
7. Expected weather 15. Length of stay
8. Any underwater obstructions 16. Method of position fix
17. Distance – launch station

Safety Officer 1. Ensure COSWP & Employer’s Occupations Health & Safety procedures folowed.
(Min 2 yrs Sea 2. Impress safety consciousness in crew
service) 3. Investigate accidents, dangerous occurrence, hazards

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 4. Make recommendations
5. Inspection – Occup. Health & Safety insp. Every 3 months
6. Make representation / recommendation to master
7. Maintain record book of accidents and near misses
8. Make available record book to representatives committee, master, MCA
9. Stop work if dangerous and serious accidents could occur and inform Master
10. Make inspection as reqd. by safety committee

Loadline 1. Access opening at end enclosed structure to be 9. ventilator closing mechanism capable WT
WT. dogs, clamps, gaskets to be in good condt 10. non-return valves onbd – ok
2. Cargo hatches & hold access to be WT. cleats, 11. air pipes – caps in place – W/T
wedges in good condt. 12. cargo ports capable W/T below freeboard deck
3. Portable beams securing efficiency to be in 13. side scuttle below freeboard deck efficient –
good condt internal WT
4. Hatch boards, steel bands 14. rails, bulwarks – ok
5. 2 tarpaulins – waterproof, approved type & 15. lifeline – rigged / o’hauled
quality OK 16. derust & paint Load Line / marks, deck line,
6. if tarpaulins and portable hatch covers are used- draught marks
steel locking bars / section and if cover >1.5m Additional:
length, 2 steel lock bar/ section 1. certificates and records for insp.
7. machinery, space openings on exposed deck – 2. Master to provide adequate stab. Info onbd.
inspect 3. Adequate crew to open hatches, rig ladders, etc.
8. manholes / flush scuttles – WT 4. All keys available.

Stability 1. General particulars – name, official nr., NRT, GRT, DWT, dimension, displacement, draught at summer
Info. loadline
2. General arrangement – profile view, and if necessary planned view – compartments, tanks, stores,
accommodation and disposition from mid-ship
3. Capacities, vertical & longitudinal CG of compartments capable of carrying cargo, fuel, water and stores
4. Estimate weight, and vertical & longitudinal CG of Pax, crew effects
5. Estimate weight and vertical & longitudinal CG of max deck cargo + 15% allowance for absorption.
6. DWT scale / diagram, - loadlines, DWT, displacement, TPC – light to deepest draught.
7. Hydrostatic table / diagram – transverse height of meta-centre, MCTC
8. Free Surface Moments of tanks and capable of carrying liquid and how to be used to find GM
9. KN curves / tables for light to deepest draughts / if tables closely spaced to allow for interpolation.
10. Pre-worked sea condition for light ship, ballast, arr/dep. Homogenous loaded arr/dep. Service loaded
arr/dep. Drydock arr/dep – to include for each condt. – profile diagram indicating GM / GZ curve.
11. Light ship + disposition of weight, warnings of dangers
12. Special condition (cautionary notes) to maintain adequate stability
13. Inclining experiment report showing calculation used for light ship info
14. Stress (longitudinal) infor for >150m length ships.
Heavy Lift 1. Stability 8. Gangways
2. Rig derricks 9. Lifting points
3. Moorings 10. Guys / stays
4. Winch 11. Daylight operation
5. Data 12. Clear obstructions, decks of personnel
6. Mooring lines 13. Inform E/R, Galley,
7. Barges etc alongside 14. No slack tanks

CHIEF Officer 1. Checklist 11. Survey of stores

Take Over 2. Access 12. Past loading / discharging records
3. Certificates 13. Loadicator
4. Register (chain, wires etc) 14. Reserves
5. LSA & FFA 15. Defects

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 6. Ship's plans 16. Keys
7. Cargo plans 17. General info
8. Planned maintenance 18. Emergency equip.
9. Cargo pumping plan 19. Handing over notes
10. Pipe line plans 20. Misc.
Running • Damage Assessment • Subsequent Action (Ch.Off)
Aground – 1. WT Integrity 1. Sound all tanks
Action Ch.Off 2. E/R wet or dry 2. Sound external Fore / Aft
3. Casualty 3. Signals – aground
4. Pollution 4. Seal upper deck
• Master’s Advice 5. Fire caution / main deck patrol
1. Posn on chart 6. Tides calculate next HW / LW
2. Communication 7. Investigate re-float details
3. Stability check 8. Assess stability
4. Stby vsl / tug 9. Standy vsl call in
5. MAIB 10. Log book entries
6. Dry dock / diver check
SOPEP • Required by reg. 26 annexe 1 of MARPOL 73/78
• Purpose – guide to masters / officers – steps to take in pollution
• Contains all info + special inst. For guidance and persons, tel nrs. Tlx nrs. To contact
• Approved by the administration – cannot be altered without approval except section 5 + appendices
which to be kept updated by owners

Preamble – use, purpose, relation to shore based plan.

Reporting requirements – when (posn / time)
- info reqd – sample of reports forms provided
- who (coastal state / port auth. / V/ls owners, reps., charterers, agents etc.)

steps to control discharge

Operational spill – pipe leak, hull leak & Tk o/flow
Spill due to casualty – grounding, collision, fire / explosion, hull failure, excess list and trim (checklist to
be provided for each, at least 1 drill every month. Info for damage stab. + damage longitudinal stress
assessment to be provided.)
National + local co-ordination – assist master to initiate action by coastal state, local govt., interested
parties, if no action to help master to organise response.
Addition information.
Information not required by MARPOL but maybe by some coastal state to be kept updated by owners to
contain planned review procedure, training and drill, record keeping, public affair policy of company.

SOPEP Appendices SOPEP EQUIPMENTS

Coastal state contacts OS dispersent
Port contacts Sawdust
Ship interest contacts Rags
Ships plans and drawings – expansion, cargo, Absorbent pads
bunker tank plans, cgo/bkr sndg plans, pumping Oil kit bags
arrangment plans. Scoops
Shovel
Brooms & brushes
Buckets
Drums
Rubber suits / boots / gloves
Wilden pump with hoses
Hold 1. Sweep 7. Spar ceiling
Preparation 2. Wash 8. Dunnage
3. Suction bilge 9. Fire smothering
4. Drain pumps and pipe lines 10. Guard rails
5. Lumber boards 11. Lighting
6. Chloride lime wash 12. Survey and inspection

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Safe Access 1. Specifications 8. Lighting
2. Manufacturer specs. 9. Clear of cargo ops, obstructions
3. Roller + boarding platform 10. Life-buoy
4. Net 11. Watchman
5. Stanchions 12. No smoking
6. Hand rails 13. Fire wallet
7. Guides + ropes 14. Winch, motor, wire
Rigging Plan 1. Position of outboard boom 7. Optimum position of preventer, guys to resist
2. Position, size & SWL of blocks such forces
3. Length, size SWL of cargo runner, guy, 8. Max headroom (bn hatch coaming & hook)
preventers, topping lifts 9. Max angle between runners
4. Position, size of deck eye plate 10. Combined load diagram showing forces for load
5. SWL of shackle of 1T or SWL
6. Position of derrick producing max forces 11. Guidance for maint. Of derricks / rig
Cargo block 1. Swivel head: Free, corrosion, cracks, wear & tear 6. Distance piece: check
maintenance 2. Shank: corrosion, deformed, cracks, markings 7. Grease nipple: clean, clear
3. Sheave: corrosion, cracks, worn grooves, free 8. Bush: wear & tear
4. Avoid paint: nipples, markings, moving parts 9. Cheek plates: deformed / buckling
5. Oil/lubricate moving surfaces, fill lube oil reservoir

Proof (test) Up to 20t SWL + 25% Over 50t SWL + 10%

load 20t to 50t SWL + 5t 1 sheave blk = 4xSWL; Ancillary equip = 2xSWL

Dry Dock 1. Dry dock plan 5. Repair list

documents 2. Expansion plan 6. Rigging plan
3. Gen arrangement plan 7. Plug plan
4. Gen. Particulars

Dry Dock 1. Lines 6. gangway

logbook entry 2. Stern clear 7. gas free
3. Pumping commenced 8. draining completed
4. Touched blocks 9. special shores
5. Sitting on blocks 10. utilities

Cargo handling 1. regular – depend on type of usage

gear 2. safety – prior work & regular intervals
3. Competent person Ch. Off. or C/Eng. Every 12 months or on completion of test
4. thorough examination supplemented by stripping if necessary
5. loose gear – ID Nr. Of blocks, shackles, bridles,
6. test – SWL, proof load, name & status of competent authority
7. competent person – manage shore Co. on installation, major repair, 5 years SWL with static proof
load or dynamometer
Cargo plan 1. Shift cargo 6. Extra cargo can be loaded en-route
2. Planning sequence + gangs 7. Estimate time
3. Arrange transport 8. Over- carriage + short delivery
4. Heavy lift 9. Ventilation
5. Cargo handling gear 10. Fire

Container Ship 1. Stability 7. Refrigerated containers

Planning 2. Stress 8. Forecast of future cargo
3. Stack weight + height 9. Ventilated cargo
4. Deadweight 10. Half height + over height
5. Dangerous cargo 11. Lashing arrangement
6. Port of rotation

Prepare Deep 1. Clean 9. Clean

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Tank 2. Derust 10. Drain
3. Rig heating coils + test 11. Dry
4. Bilge clean + test 12. Blank bilge + all inlets
5. Pressure test + check 13. Coat tanks with paraffin wax
6. Empty half 14. Ullage pipe fit
7. Heat or add chemical 15. Thermometer install
8. Wash 16. Valves (pressure) install
17. Inspect and survey

Bunker 1. Safety meeting 7. Rig Fire wire

precaution 2. Stability 8. Fire equipment at manifold
3. Poermission of Port 9. Access to barge
4. Drip tray plug 10. Access to f’ord of v/l away fm manifold
5. Scupper plug 11. Vent of tank open
6. Rig bonding wire 12. Vent with flame arrester

Restricted 1. Call Masster 6. Switch on fog horn

Visibility 2. Call Helmsman / Wheel on hand 7. Engines on Standby
3. Call Additional lookout 8. Engines @ reduced speed
4. Switch on Radars 9. Stop work on deck
5. Switch on Nav lights 10. Obsever Rule 19

Fire Wallet 1. Fire Plan 5. Expansion Plan

2. Crew List 6. Ventilation
3. Cargo 7. Stability information
4. General Arrangement
Maintenance • Weekly :- grease nipple, blocks, derrick heels, crane turntables + similar equip – lubricated.
of Cargo • 3 monthly :- ancillary equip like chains, hooks, swivels, blocks, shackles – check
handling gear • 6 monthly :- Thorough check. … derrick stripped, greased & re-assembled. Nipples -–extracted.
ID nos to tally with plan and location. All items to be certified. Winch o’haul by engineers. Rig
plan to be amended if any part replaced. Ancillary equip to check thoroughly.
• Annual :- Derrick .. derust, o’haul & paint. Gooseneck – o’haul.
• When in use, all equip, runner wires, winch to be inspected.

Oil Record • Machinery Space Operation: • Ballast / Cargo 6. Disch ballast except SBT
Book 1. Balasting / cleaning F.O, tanks 7. Disch water fm Slop tk.
entries 2. Disch. ballast water fm F.O. tks
Operns 8. Close all v/v after disch fm
3. Disposal of Oily residue 1. Loading Oil Slop
4. Discharge Bilge Water 2. Internal oil transfer 9. Disposal of residue
5. Condition of ODME 3. Unloading Oil
6. Accidental discharge 4. Ballasting Cargo /Dedicated
7. Bunkering Clean ballast tks
5. Cleaning cargo tks incl
C.O.W.

Oil Record 1. 400t + above – All vls Part I (machinery 4. Entries without delay by Officer concerned on
Book space operations. completed opetrations with sign. Master to sign
Requirements 2. 150t + above – All tankers Part I&II after competed page. Date /time / Lat / Long /
(cargo / ballast operations) Qty
3. Entry also to be made if discharge due to
1. Safety. 2. Damage. 3. Accident or 4.
Other exceptional

Garbage Rules • Outside special area: • Special Area

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 Plastics, synthetic ropes / nets prohibited >12 nm foodwaste
>25nm Dunnage lining, packaging (floats) Special Areas: Antartic, Arabian Gulf, Baltic sea,
>12 nm Foodwaste, paper, rags, glass, metal Black sea, Carribbean & Mexican Gulf, North Sea,
>3nm if foodwast commuted to <25mm size Red Sea

Helicopter 1. Minimal personnel + Stby fire party 6. Rescue boat turned out
Operations 2. Clear operational area of loose gear 7. Manual strg.
3. Display wind socks, Nav signals (RAM) 8. Hook handler + safety clothing
4. Establish communications soonest 9. Crash box ready, rails turned down
5. Lower derrick, aerials, stays etc 10. ICS guide for heli. opns

Identification 1. Display signal flag 4. VHF ship’s name, type etc.

of Vessel 2. Homing radio signal 5. Ref. Posn, course & ETA
3. VHF visual description of vsl 6. Deck marking “H”

Helicopter 1. RAM signal / shape 6. Wind … 30o to port

Navigation 2. A/c to rendezvous 7. Speed – max
Action 3. Posn. Clear of obstruction 8. UKC – good, no shallows
4. Area No traffic 9. ID of vsl
5. Report Wx at surface 10. Confirm posn + ETA
Duty of 1. Shipowner / Master to ensure NO risk to health, safety of person
Employer / 2. Shipowner / Master to ensure NO risk to ship structure, fitting, equipment
Employee 3. Shipowner to provide information / training / supervision to ensure safety of employee
4. In port IMDG codes of Practice of handling Dangerous Goods to be followed
5. Employee to take reasonable care for own safety and that of others.

Dangerous 1. Dangerous cargo / marine pollutant decl. 5. Quantity (Nos + qty of pkgs)
Goods 2. Correct technical name 6. Packing Cert. If applicable
Documentation 3. UN Number 7. Any other info reqd. by IMO Codes.
4. Class if DG, Flash point if bulk liquid
DG • A signed declaration stating shipment properly classified, packaged, marked & labelled in
Declaration accordance to IMDG Code and in proper condition for carriage at sea.

Marine • A signed declaration stating shipment properly classified, packaged, marked & labelled in
Pollutant Decl. accordance to IMDG Code and in proper condition to minimise hazard to marine environment.

Packing • A signed certificate stating packed, marked according to IMDG Code requirements required when
Certificate packaged good shipped in container / vehicle.

D.G. Cargo • Mandatory list of Cargo plan showing 3. Class or Flashpoint

Plan 1. Location of DG or MP 4. Weight / volume
2. Name 5. Showing which DG good and which MP

Markings / • DURABLY marked means marking identifiable after 3 months immersion in SW even if package
Placard is marked if carried in container. Container to be placarded.

Explosives • To be carried only in compartments where Electrical apparatus / cables designed to give minimum
risk of explosion. Detonators segregated from explosives.
• Very low risk explosives, permitted on passenger vsls.
Document of • Any vsl built after 1984 shall have D.O.C. to carry appropriate class of dangerous cargo, stating vsl
Compliance complying with merchant shipping (Fire protection) Regs. 1984.
IMDG Class 1.1 Substance with mass explosion hazard
1.2 Substance with mass projection hazard
1.3 Substance with minor blast, minor projection hazard
1.4 Substance with no significant hazard
1.5 Very insensitive substance with mass explosion hazard
2.1 Flammable gases

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 2.2 Non flammable gas
2.3 Toxic gas
3.1 Flammable liquid – low flash point (-18oC)
3.2 Flammable liquid – medium flash point (-18oC to 23oC)
3.3 Flammable liquid – high flash point (-23oC - 61oC)
4.1 Flammable Solid
4.2 Substance liable to spontaneous combustion
4.3 Substance which when in contact with water emits flammable gases
5.1 Oxidising substance
5.2 Organic Peroxide
6.1 Poisonous substance
6.2 Infectious substance
7 Radioactive
8 Corrosive
9 Misc. substance having hazard not covered by others.

ON BOARD SAFETY
On every sea going ship on which more than 5 workers are employed the company is
required to employ a safety officer.

THE DUTIES OF A SAFETY OFFICER

1. Endeavour to ensure that the provisions of the Code of Safe Working Practices are
complied with.
2. Endeavour to ensure that the employer’s occupational health and safety policies are
complied with.
3. investigate (1) every accident required to be notified by the Merchant Shipping Act
(2) every dangerous occurrence (3) all potential hazards to occupational health and
safety, and make recommendations to the master to prevent the recurrence of an
accident or to remove the hazard.
4. Investigate all complaints by crew members concerning occupational health and
safety.
5. Carry out occupational health and safety inspections of each accessible part of the
ship at least once every three months.
6. Make representations and, where appropriate, recommendations to the master (and
through him to the company) about any deficiency in the ship with regard to (1) any
legislative requirement relating to occupational health and safety (2) any relevant M
notices (3) any provision of the Code of Safe Working Practices
7. Ensure so far as possible that safety instructions, rules, and guidance are complied
with.
8. Maintain a record book describing all the circumstances and details of all accidents
and dangerous occurrences, and of all other procedures required by his duties, and to
make the records available for inspection by appropriate personnel.
9. Stop any work which he reasonably believes may case a serious accident and inform
the appropriate personnel.
10. Carry out the requirements of the safety committee.

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INSPECTIONS TO BE CARRIED OUT BY A SAFETY OFFICER

Checks to be made by safety officer:

1) Means of access- inspected, in safe condition, unobstructed.

2) Fixtures- due to which seaman may trip or cause particular overhead hazard. These
should be painted and distinctly marked.
3) Guard rails- in place, secured and in good condition.
4) Proper illumination.
5) Ventilation adequate.
6) Machinery adequately guarded.
7) Permits to work issued as required.
8) Level of supervision adequate particularly for inexperienced crew.

Checks in machinery space:

1) Is the engine room safe to enter?

2) Is the machinery space adequately guarded?
3) Safety operation instructions clearly displayed.
4) Are lighting at different levels adequate.
5) Is the area clear of combustible material, rags, etc?
6) Level of supervision of inexperienced crew adequate.
7) All personnel should be properly equipped.
8) Means of escape- proper signs and adequate lighting.
9) Mantainence of LSA / FFA equipment upto standard.

The investigation of accidents and dangerous occurrences will be an important part of

the safety officer’s duties. The actual reporting of an accident will be carried out by the
master but it is the statutory duty of the Safety officer to investigate the incident and to
assist the master to complete the accident report form.
Crew < 16 : one safety representative may be elected by the officers and ratings;
Crew > 15 : one safety representative may be elected by the officers and one safety
representative may be elected by the ratings.

ROLE OF THE SAFETY REPRESENTATIVE

The safety representative has powers but no duties

1. Participate in any of the inspection or investigations conducted by the Safety Officer,
provided that the latter agrees to such participation.
2. Undertake similar inspections or investigations himself, providing that notification of
such activities has been given to the master.
3. On behalf of the crew on matters affecting occupational health and safety (1) consult
with the master and the Safety Officer and make recommendations to them, including
recommendations to the master, ‘that any work which the safety rep believes may
cause an accident should be suspended’ (2) make representation through the master to
the employer (3) request through the safety committee an investigation by the Safety
Officer of any such matter.

11
4. Inspect any of the Safety Officer’s records.
• Employer appoints a Safety Committee
• Safety Committees are mandatory on any ship which has elected safety
representatives.
• The membership of the committee must include the master as chairman, the
Safety Officer, and every safety representative.

THE DUTIES OF SAFETY COMMITTEE

1. Ensure that the provision of the Code of Safe Working Practices are complied with.
2. Improve the standard of safety consciousness among the crew.
3. Make representations and recommendations on behalf of the crew to the employer.
4. Inspect any of the Safety Officer’s records.
5. Ensure the observance of the employer’s occupational health and safety policies.
6. Consider and take any appropriate action in respect of any occupational health and
safety matters affecting the crew.
7. Keep a record of all proceedings.

METHODS FOR IMPROVING & MAINTAINING SAFETY AWARENESS

1. Films:- screening of safety movies

2. Posters:- bringing particular dangers to the attention of the crew members
3. Publications:- safety publications, safety on ships, personal survival at sea, etc.
4. Informal talks:- talking to sections of the crew to bring awareness
5. Maintenance of safety equipment:- involving as many people as possible in the
maintenance of safety equipment’s.
6. Fire patrols:- particular attention to be paid to patrolling the accommodations
between 2300 hours and 0600 hours.
7. Marine safety cards:- these cards highlight particular dangers on board ship.
8. Accident records:- details of accidents should be posted on notice boards as an
accident prevention aid.
9. Days without accident board:- post notices stating the number of days since the
occurrence of the last accident.
10. Safety quiz:- open to individual with a suitable prize being awarded.
11. ‘Permit to work’ system:- importance of strict compliance with the permit should be
emphasised.

FIRE
At all times muster crew and take a head count.

FIRE FIGHTING IN PORT:

The senior fire officer should be presented with the wallet and may also require the following
information
1. The exact location of the fire and the chances of it spreading to other compartments
2. Contents of db’s or deeptanks in the vicinity
3. What the ship’s staff are doing and how many pumps and hoses are in operation

12
4. If any fixed firefighting installation is in operation
5. The state of cargo operation
6. The condition of fuel oil, ballast and fresh water tanks
7. The ship’s communication systems
8. The number of people on board
9. Any peculiarities of the ship’s design

***** emc’y stop box in alleyway main deck

5. If any person missing
6. Hold co2 order for search carry out
7. Once search carried out inject co2

FIRE IN PORT (CARGO OPERATIONS OR BUNKER OPERATIONS):

1) Raise the alarm.

2) Inform port authorities.
3) Inform the Master.
4) Cease cargo or bunker operations. Caste off bunker barge that is alongside.
5) Non essential persons to be sent ashore.
6) One man standby at the gangway with cargo plan, fire wallet, international shore
connection to act as a guide for shore fire party.
7) Muster all crew- head count. Fire party briefed.
8) Proceed to scene off fire and investigate.
9) Shut down all ventilation.
10) Start emergency fire p/p. Try to fight the fire by conventional means.
11) Maintain boundary cooling at all times.
12) After fire brigade comes-
¾ Hand over fire wallet.
¾ Co-ordinate closely and assist as required.
¾ Constant check on stability at all times.
If cargo space fire- close and batten down hatches.
If accommodation fire then isolate all electrical circuits.

CARGO SPACE FIRE (AT SEA):

1) Raise alarm.
2) Inform master.
3) Reduce speed.
4) If fire is forward then bring wind to the quarter and if fire is aft then bring wind to aft.
5) Muster all crew- head count. Fire party briefed.
6) Proceed to scene off fire and investigate.
7) Shut down all ventilation.
8) Start emergency fire p/p. Try to fight the fire by conventional means.
9) Maintain boundary cooling at all times.

13
10) Refer to the cargo plan with regard to the type of cargo on fire and if any dangers
associated with it.
11) Commence boundary cooling and check adjacent compartment for additional fire risk.
12) Consider ballasting the adjacent tanks after calculation of GM of the vessel.
13) Inject fixed CO2.
14) Investigate port of refuge facility and inform port authorities.

ACCOMMODATION FIRE AT SEA:

1) Raise alarm. Inform master.

2) Muster all crew- head count. Fire party briefed.
3) Proceed to scene off fire and investigate.
4) Shut down all ventilation.
5) Start emergency fire p/p. Try to fight the fire by conventional means.
6) Maintain boundary cooling at all times.
7) Close all watertight and fire doors.
8) Isolate electrical circuits.
9) Boundary cooling.
10) Fire fighters to work in pairs properly equipped- investigate and tackle the fire by
conventional means.

GALLEY FIRE AT SEA:

1) First six points as above.

2) Due regards to be given to the type of extinguishing agent being used-
¾ Foam- oil stoves.
¾ DCP- electrical fires.
¾ CO2 can be used as smothering agent.

FIRE AT SEA: (ENGINE ROOM)

1) Raise the alarm.

2) Inform the master
3) Reduce the vessels speed. Engage manual steering. Display n.u.c. lights. Weather reports,
open communication with other vessels in the vicinity and send urgency signal.
4) Close all ventilation, fire and watertight doors.
5) Muster all crew- take a head count. Emergency fire p/p running.
6) Isolate all electrical units. Commence boundary cooling.
7) Fight fire by conventional means.
8) Main fire party to be properly equipped. Back up party ready at all times.
9) C/O not to enter as he monitors progress and communication with the bridge. Proper
communication between bridge and engine room. Keep bridge informed accordingly of
sequence of events.

14
At all times fire fighters to be well equipped with breathing apparatus and fireman suit.
Checks on apparatus must be carried out prior to entering space.

Releasing of CO2 at sea:

CO2 is only released when fire is out of control.

Before releasing:

1) Seal engine room.

2) All ventilation to be closed.
3) Fuels and boiler within engine room to be shut down.
4) Evacuate and seal the engine room. Head count.
5) Check out the amount of CO2 required to be injected as per the planned injection
information (found in CO2 room and remote station).
6) Open fire cabinet door causing alarm to activate.
7) Operate fire handle mechanism to fire the pilot bottles, which fires the bank of bottles in
the engine room. Ensure hold valves are closed.

OPERATIONAL PROCEDURE
1. Evacuate all personnel
2. Batten down and seal ventilation
3. Stop all fans, fuel supply and boilers
4. Sound audible and visual alarm

LIMITATION OF SYSTEM
1. Once used no replenishment at sea
2. Isolation necessary (asphyxiation)
3. No inspection to observe results

PLANNED INJECTION INFORMATION:

1) CO2 arrangement plan.
2) Procedure of firing.
3) Number of bottles designated for each place protected.
4) Number of non return valves.

After releasing:
1) Always advisable to wait before carrying out an investigation.
2) Maintain boundary cooling and observe temperature at various levels.
3) Once a distinct fall in temperature has been observed an internal inspection and
assessment may be carried out.
4) Breathing apparatus to be donned when entering the space. Checks on breathing
apparatus. 2/e and oiler to enter.
5) Inspection to be carried out with spray fire fighting equipment, safety line and
communication checked prior to entry.

15
6) Once it has been confirmed that fire has been brought under control an additional
assessment by chief engineer.
7) When both opinions agreed upon damage control party to be sent in for cooling down
work.
Learn CO2 arrangement system diagram, has been asked before.

Precautions when using a CO2 extinguisher:

1) Always read instructions before firing.

2) Remove safety pin.
3) Do not touch any metal part of the extinguisher.
4) Direct nozzle away and fire.

Contents of a fire wallet:

1) General arrangement plan.
2) Shell expansion plan.
3) Ventilation plan.
4) Fire fighting equipment plan.
5) Position of all watertight doors.
6) Stability information, cargo plan cargo manifest- if dangerous goods carried.
7) Crews list.
8) Electric data.
9) A cargo plan with any dangerous cargo being specifically mentioned

Operation of emergency fire pump:

1) Check lubrication.
2) Check salt water cooling.
3) Turn on fuel.
4) Decompress the cylinders.
5) Crank the fly wheel.
6) When fly wheel is freely rotating compress the cylinders.
7) Once engine starts firing adjust the throttle.

CO2 Three way valve:

1) Samples of smoke pass through a three way valve to the smoke detector system.
2) This valve is shut but sample passes into the smoke detector.
3) Once it is confirmed that there is fire open the valve.
4) Smothering gas or CO2 can be injected into the hold via the valve.

Pre operational checks of breathing apparatus:

1) Ensure bypass v/v is fully closed.

2) Open cylinder valve to check if cylinders are fully charged, whistle will be heard as the
pressure rises.
3) Close cylinder valve. Provided it does not fall to zero in less than 30 sec then the set is
leak tight.
4) Demist mask visor with anti dim solution.
5) Don apparatus put on mask and open cylinder valves.

16
6) Inhale deeply twice or thrice to ensure that air is flowing freely from the demand v/v and
the exhalation valve is functioning correctly.
7) Close cylinder v/v and inhale until air in the mask is exhausted. Now inhale deeply, the
mask must collapse on the face indicating an airtight fitness of both mask exhalation v/v.
8) Reopen cylinder v/v.

Class A: dry fires (wood, paper, textiles)~ water, dry powder.

Class B: combustible liquids (kerosene, petrol etc.)~ foam, dry powder.
Class C: electrical fires~ CO2, halon.
Class D: fire in light metals.
Class E: petroleum gases.
Class F: spontaneously combustible materials~ water, foam and dry powder.

Emergency stop valve:

1) This is usually of quick closing type. It fitted between the settling tank and the cold
filters.
2) This valve has an extended spindle or of remote control type to the deck to enable the oil
to be shut off in the case of a fire out break.

SAFETY

ENCLOSED SPACES (PERMIT TO WORK)

• Permit to work form must be used for any jobs which might be hazardous.
• It states work to be done and safety precautions.
• Safety instructions are written down and given to persons associated with the job.
• The permit should contain a checklist to identify and eliminate hazards plus
arrangements for emergency procedures in case of any accidents.
• The permit should be issued by a responsible officer and must ensure that all checks
have been properly carried out and signed only when he is satisfied that it is safe to
work.

17
An enclosed space will include cargo tank, ballast tank, cofferdam, bunker tank, fresh
water tank, duct keel etc., which may contain toxic vapours or insufficient oxygen to
support life.
• No one must enter an enclosed space without first obtaining permission from the
Proper Officer.
• Any sort of entry into enclosed space should only be carried out when permission has
been obtained by master or chief officer and persons entering are experienced.
• Before making entry the following to be checked and approved by the Master.

MAN ENTRY INTO ENCLOSED SPACES

1) Adequate ventilation and illumination.

2) Atmosphere tested and found safe.
3) Spaces to be visited.
4) Space secured for entry.
5) S.C.A.B.A. sets available at entry (apparatus tested).
6) Responsible person available at all times at entry point.
7) Names of all personnel entering.
8) Communication –person entering, tanktop, bridge
9) Anticipated time of completion of entry.
10) Personnel protective equipment to be used.
11) Where required breathing apparatus to be used.
12) Testing equipment available for regular checks:

• O2 Analyser - oxygen deficiency

• Explosimeter - measures explosive limits
• Tank Scope - measures oxygen in inert atmosphere
• Dragger Tubes - measures oxygen if correct tube fitted (also measures the presence of
various toxic gases).

VENTILATION’S

• Ventilation (either forced or natural) to be carried out before entry is permitted.

• If forced ventilation is used then minimum of two air changes must take place.
• If potentially dangerous spaces allow for between 10-20 air changes per hour.
• If natural ventilation is only available space must be allowed to “breathe” for atleast
24 hours prior entry.
• Full ventilation may be ensured by filling the tank with clean sea water and pumping
out to ensure fresh air enters the space. (This should be coupled by forced
ventilation).
• No one must enter a cargo pumproom without the permission of the Proper Officer.

REQUIREMENT FOR ENTRY INTO PUMPROOM

18
1. A permanently rigged rescue line and harness should be at the top of all cargo and
transfer pumprooms (part of life saving appliance) (SHOULD NOT BE USED FOR ANY
OTHER PURPOSE).
2. No fixed equipment fitted in the pumproom should be operated if the gas LEL is in
excess of 40%.
3. Gas generation caused by oil in bilge’s may be reduced/minimised by spreading a layer of
foam over the pumproom bilge’s.
4. Permission has been obtained from a Senior Officer.
5. Ventilation should be provided for at least 15 minutes and remains in use throughout the
period of entry.
6. Means of communication must be established.
7. Lifeline and Harness is ready for immediate use.
8. A competent person is standby on top of the pumproom to call for assistance.
9. Advice the officer of entry and exit.
10. Obtain explosimeter reading from the Bottom platform that it is free of toxic vapours
along with regular checks (incase of maintenance works)
11. At least one compressed B.A set is ready for immediate use on top. (in case of
maintenance works)
12. Adequate illumination.
13. One scaba standby on top.
14. Elsa at bottom platform.
15. Explosimeter readings at various levels.
16. Additional B.A set is ready for use close at work. (incase of maintenance works)
17. Have resuscitation equipment ready for immediate use close at work. (incase of
maintenance works).
18. Chief Officer should personally supervise incase of an emergency.
19. THE OXYGEN CONTENT OF AIR IS 21%. IF THE LEVEL FALLS TO
APPROXIMATELY 17% THE ATMOSPHERE IS UNSAFE.

SAMPLE OF AN ENTRY PERMIT FORM

1. Has the permission been obtained from the Chief Officer?

2. Is the tank clean?
3. Is the tank pressurised?
4. Has the tank been inert, then gas-freed?
5. Does the tank atmosphere contain at least 21% oxygen?
6. Is the hydraulic cargo system shut down?
7. Is the tank isolated from the inert gas main?
8. Have notices been placed at tank hatches?
9. Have notices been placed at the inert gas isolating valves?
10. Have notices been placed on the cargo control?
11. Is fresh air being supplied to the tank?
12. Is one man stationed at the cargo tank hatch?
13. Is breathing apparatus and a lifeline available?

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 Why should there be 21% O2 in the tank prior entry or hot work?
Air that contains 21% oxygen will not support human life.

BUNKERING PROCEDURES:

1) Conduct a safety meeting with master and c/e. discuss the bunker plan and which tank the
bunkers is being taken in.
2) Accordingly calculate the stability of the vessel. Keep a check on the stability of the
vessel and all stages of bunkering taking into account the free surface effect at various
stages.
3) Emergency shut down procedure agreed.
4) ``B`` flag or red bunker light on.
5) Seal the deck.
6) Drip trays plugged.
7) 3 way communication- bunker station, manifold and tank.
8) Bonding wire and fire wire rigged.
9) Fire fighting equipment ready- fire extinguisher and fire hose pressurised with emergency
fire pump.
10) Oil spill gear at manifold.
11) Display ``No Smoking`` signs and ``No unauthorised persons on board``.
12) Display emergency telephone numbers.
13) Two means of access- forward part of vessel and access from ship to bunker station.
14) Accommodation doors shut.
15) Air-condition on internal circulation.
16) Overboard to be checked regularly for any spillage.
17) Contingency plan for fire or oil spillage.
18) Entries in oil record book.
19) Tank vents open.
20) Flame arresters on vents.

Guidance Note For Cold Work Permit

• Starting / Finishing Time Must Not Exceed The Authorized Signatories’ / Responsible
Officer’s Working Hours.
• Specific Location Of Cold Work Should Be Given.
• Description Of Work To Include Type Of Equipment To Be Used.
• This Permit Should Be Used For But Not Be Limited To The Following Cold Work:
Blanking / De-Blanking.
Disconnecting And Connecting Pipework
Removing And Fitting Of Valves, Blanks, Spades Or Blinds.
Works On Pumps Etc.
Clean Up (Oil Spills).

20
 MEANS OF ACCESS
In every ship of 30 metres or more registered length - there is carried on board the ship a
GANGWAY which is appropriate to the deck layout, size, shape and maximum freeboard of the
ship.
In every ship of 120 metres or more registered length - there is carried on board the ship a
ACCOMMODATION LADDER which is appropriate to the deck layout, size, shape and
maximum freeboard of the ship.

CHECKS FOR SAFE MEANS OF ACCESS

1) Gangway not to be at an inclination of more than 30 o to the horizontal.
2) Accommodation ladder not to be at an angle of inclination of more than 55 o to the
horizontal.
3) Staunchions, rails, intermediate guides, lifelines to be properly rigged and free of damage.
4) Safety net free of damage and properly rigged.
5) Bottom platform horizontal to jetty.
6) Gangway area properly illuminated.
7) Lifebuoy with s.i. light and line, heaving line with rescue quoit available at access area.
8) Gangway free of any obstruction or slippery substance.
9) Gangway wires (free of damage) and all rollers moving freely.
10) ``No Smoking`` and ``No Unauthorised Persons`` signs displayed.
11) Fire wallet available at gangway.
12) Gangway not to be unattended at any times.

What are you looking for at the top of the gangway in port?
1) Fire wallet and international shore connection.

PILOT LADDER:
1) A single length of ladder should be used.
2) Whenever the distance to the waterline exceeds 9m then a combination ladder to be used
in conjunction with a pilot ladder.
3) Treads of the ladder must be made of hard wood (ash, oak, elm, or teak).
4) Steps (must remain horizontal at all times)-
¾ Dimensions- not less than 48Omm x 115mm x 25mm.
¾ Spacing- not less than 300mm and nor more than 380mm apart.
5) Four lower steps to be constructed of rubber.
6) Side ropes consist of manila rope 18mm in diameter.
7) Manropes of diameter not less than 20mm in diameter.
8) Spreaders-
¾ Dimensions- 1800mm – 2000mm in length.
¾ They must be so fixed so that the lowest spreader comes no lower than the 5th step from
the bottom.

21
¾ Intervals between spreaders not to exceed 9 steps.
9) The bulwark ladder must be well secured to the bulwark.
¾ Stanchion spacing- 700 – 800mm.
¾ Stanchion- not to extend more than 1200mm above bulwark.

DRILLS TO BE CARRIED OUT ON A MONTHLY BASIS.

Rotation Of Drills To Be Carried Out Every Month
Boat Drill Every Two Weeks
Fire Drill* (As Per List Of Drills Refered Below)
Oil Pollution Drill**(As Per List Of Drills Refered Every Two Weeks
Below)
Emergency Drills***(As Per List Of Drills Refered
Below) Once A Month

Every Two Weeks

Fire Drill*
The Following Rotation Of Fire Drills Are Recommended :
Machinery Space Fire
Accommodation Fire
Galley Fire
Paint/Chemical Locker Fire
Fire/Explosion In Cargo Tanks
Fire/Explosion In Bunker Tanks
Fire In Pumproom
Fire In Steering Gear
Fire In Stores/Locker
Oil Pollution Drill*
All Pollution Drills Must Be In Accordance With Chapter 6 Of The Vessel Response
Plan.
The Following Rotation Of Drills Are Recommended :
Notification / Alerting – (Communication) Drill
Pre Arrival Checks
Pipeline Leakage
Towing
Tank Overflow
Cargo Or Bunker Transfer
Grounding
Fire & Explosion

22
 Collision
Touching Bottom
Hull Leak
Excessive List
Pumproom Room Rescue
Escape Of Toxic Fumes/Cargo
Leakage/Hose Burst At The Manifold

Emergency Drills***
The Following Rotation Of Emergency Drills Are Recommended :
1. Rescue From Cargo Pumproom In Hostile Atmosphere
2. Rescue From Engineroom In Hostile Atmosphere
3. Rescue From Cargo/Ballast Tanks In Hostile Atmosphere
4. Manoverboard
5. Structural Failure
6. Main Engine Failure
7. Steering Gear Failure
8. Terrorism / Piracy Attack
9. Helicopter Operations
10. Heavy Weather Damage
11. Collision/Grounding And Damage Control Procedures
12. Medical Emergencies.

DRUG AND ALCOHOL POLICY

Drug & alcohol policy

Drug and alcohol abuse directly affects fitness and ability of a seafarer to perform
watch-keeping duties. Sea-farers found to be under the influence of drugs or alcohol
until they are not in proper condition and state of mind to perform their duties, should
not be allowed to take in a watch duty at sea / port / anchor. The administration should
consider developing national legislation prescribing a maximum of 0.04% blood
alcohol level (bac) during watch keeping duty as a maximum standard on their ship’s.
Prohibiting the consumption of alcohol within 4 hours prior to taking over cargo
watch.

23
 Drug & alcohol screening guide
The administration should ensure that adequate measures are taken to prevent
alcohol’s & drugs from impairing the ability of watch keeping personnel and should
establish screening programs, which identify drug & alcohol abuse.
Respect the dignity privacy of an individual incase he fails the test and take into relevant
International guidelines, it should be brought to the notice of all individuals that 2 units of
alcohol in an hour will result in bac of 0.04%. Alcohol metabolizes out of the body at an
average rate of 1 unit of alcohol per hour.
There should be no alcohol in your blood when you report on duty.

PLANNED MAINTENANCE SCHEDULE

FACTORS DETERMINING PMS
1. The plan must be adaptable to various weather conditions.
2. The plan must be flexible so that changes of orders or cargoes do not upset it unduly
3. The length of voyages, routes and trades that the vessel is involved in must be
considered.
4. The maintenance of safety equipment and emergency team training should be
integrated with the overall maintenance plan.
5. The plan should be constructed so that the appropriate equipment is bought up to
optimum condition for statutory and classifications surveys.
6. Dry-docking and repair period should be integrated with the plan.
7. Manufactures advice should be complied with and all manufactures maintenance logs
should be completed.
8. The plan should include the availability of appropriate equipment for breakdown
maintenance due to unforeseen circumstances.
9. Provisions should be made for spare part replacements due to wear and tear
maintenance. There should also be a method for ordering spares as soon as
replacement items are used.
10. The plan must be carefully thought out, well controlled, and an efficient recording
system must be kept up to date.

PLANNED MAINTENANCE SCHEDULE

(a) short term maintenance
weekly inspection and greasing (when possible)
• winches and windlasses
• oil baths, if any, in winches and windlasses
• wheels on steel hatch covers
• door hinges on mast houses
• ventilation system flaps and ventilators
• cleats on external weathertight doors
• anchor securing arrangements
• booby hatches to cargo holds
• sounding and air pipes
• fairleads, rollers

24
 • derrick heels

fortnightly inspection and greasing

• accommodation ladder and gangway
• lifeboat falls and blocks
• davit pivot points
• fire hydrants and monitors
• fire hose box hinges
• quick release gear on bridge wing life buoys
• all life buoys
• liferaft securing arrangements
• securing bolts on international shore connection
• steel hatch cross joints and quick acting cleats
• hatch gypsy drive wheels and followers
• hatch contractor panel fuses, electric cables and connections, motor heaters
• all external butterfly nuts
• all external electric cables and deck lighting arrangements

monthly inspection and greasing where necessary

• life boat falls for broken strands
• co2 cylinders in gang release system
• fire detection systems
• breathing apparatus and associated equipment
• ladders on masts and ventilation posts
• radar mast rigging
• fire gauze
• freeing ports
• scuppers
• hatchway non return valves
• ship side guard rails

(b) long term maintenance

three monthly inspection and/or overhaul

• all cargo gear
• navigation light connections
• hold ventilation systems

six monthly inspection and/or overhaul

• cargo winches
• strip all mooring rollers
• fresh water tanks
• all running gear, strip blocks and derricks
• cofferdams and void spaces

25
• forepeak and afterpeak
• remove ventilator cowls and grease the coaming test dampers flaps and locking
screws
• hold equipment such as spar ceiling, limberboards, double bottoms, manholes, wells
bilge’s strum boxes

yearly
• derust and repaint derricks
• end for end lifeboat falls
• watertight seals on hatchways
• loosen spare anchor securing bolts, lubricate all anchor parts and re-secure
• rotational cleaning and painting of store rooms, alleyways, cabins and mess rooms
• strip the windlass and aft mooring winch
• standing rigging

(c) operational maintenance

to be carried out when necessary
• anchor cable marking
• check mooring ropes and wires before and after use
• all gantlines before being used on stages
• pilot ladder and hoists, gangways, accommodation ladders and associated equipment
before and after use
• check anchor and cables stowed properly
• test fire fighting appliance before entering port
• test manual and emergency steering arrangements before entering coastal waters
• cargo securing arrangemets
• all cargo gears and hatch closing arrangements before and after use
• check hydraulic oil in any system
• fumigate and spray holds as necessary

CARGO HANDLING GEAR

CARE OF ROPES

Examine the ropes for chafing, cutting and internal wear.

Keep away from direct sunlight, they should be stored underdeck for long voyages but if
kept outside they should be kept covered with tarpolines or on gratings.
Ropes should never be stowed away wet to prevent rotting.
They should be free from grease oilstains and paint marks etc.
They should never be surged to prevent wear and tare due to friction, some ropes have a
low melting point and can permanently fuse and get damaged.
Wire ropes should be regularly lubricated with patent lubricants such as surret fluid or
wire grease.

26
 For a wire rope care should be taken while breaking a new coil as the rope may get
kinked or a person may get injured due to faulty handling. Break the coil as per
instructions given in the seamanship manuals eg.the vertical swivel or the reel. Always
use gloves whenever the handling of ropes is concerned.
Sharp angles (nips) to the wire rope need to be avoided.
Rollers need to be used when wires are being used as unnecessary chafing occurs.
When turned on bits the top turns should be secured against springing off by a Light
Lashing.

HANDLING, MAINTAINENCE AND INSPECTION:

Synthetic lines can pose a great danger to personnel if not properly used or handled.
Handling of mooring lines has a higher potential accident risk than most other shipboard
activities.
The most serious danger is snap-back, the suddern release of static energy stored in the
stretched synthetic rope when it breaks.
Snap-back is common to all lines and even long wire lines under tension can stretch
enough to snap-back with conciderable energy.
Synthetic lines break without warning and there are no visible external signs regarding
this danger.
As a general rule any point within about a 10 degree cone around the line from any point
at which the line may break is in danger. A broken ine will snap back beyond the point at
which it is secured, possibly to a distance as far as its own length.

TYPES OF LAYS OF WIRE ROPES:

Right handed ordinary lay, strands are right handed while the wires are left handed.
Left handed ordinary lay, strands left handed while the wires are twisted right handed.
Right handed langs lay, strands and wire are both right handed.
Left handed langs lay, strands and wire are both left handed.
Cable laid wire rope, large and flexible 6 stranded rope.

A wire rope is made of a number of strands laid around a central hart which itself may be a
steel strand, steel wire rope, or be a rope of vegetable or synthetic fiber.
Each strand in turn is composed of a given number of individual wires again laid round a
central wire or fiber core.
The more the number of wires in a strand the more the wire is flexible. Further flexiblity is
achieved by introducing a fiber strand in the core of the wire rope. Eg. A hemp or coir strand
is introduced in the centre at the cost of the strength, the flexiblity increases the strength
decreases.

LIFTING PLANT REGULATIONS:

1) Good design, construction and of adequate strength for the purpose of which it is
intended.
2) Slings to be of good construction.
3) To be used in safe proper manner and safe working load not be exceeded.
4) Persons operating to be competent and experienced authorised by a responsible officer.
5) After 1993 lifting plant to be tested every 5 years.

27
6) No lifting plant to be used unless it has been tested atleast once every 12 months by chief
officer.
7) No plant to be used after installation or repair unless it has been tested then thoroughly
examined by a competent person.
8) Each lifting appliance is to be clearly marked with the following-
¾ SWL
¾ Means of identification.
9) Each item of the lifting gear is to be clearly marked with SWL.
10) Full account is to be taken of the principles and guidelines in CSWP chapter 17.

Certificate obtained within 28 days of testing and retained on board for a period of 2 years.

Lifting appliance given a static test using a proof load or a dynamometer (static test).

TESTING OF LIFTING PLANT:

Lifting gear should be tested by a ‘competent person’

1. After installation
2. After any major repairs
3. Every 5 years
Lifting appliance are usually given a static test using a proof load or dynamometer (static
test)
Proof load always exceeds the SWL (safe working load) by a given percentage or weight.
Code Of Safe Working Practices states that ‘a mass in excess of SWL should not be lifted
unless’:
1. A test is required
2. The weight of the load is known and is the appropriate proof load
3. The lift is a straight lift by a single appliance
4. The lift is supervised by the competent person who would normally supervise a test
and carry out a thorough examination
5. The competent person specifies in writing that the lift is appropriate in weight and
other respects to act as a test of the plant, and agrees to the detailed plan for the lift
6. No person is exposed to danger.

Lifting plant must be ‘thoroughly examined’ by a competent person (Chief Officer)

1. After testing
2. At least once every 12 months
A ‘through examination’ means a detailed examination by a competent person, supplemented
by stripping the gear down for inspection if this is judged necessary

CERTIFICATES AND REPORTS:

Register of ship lifting appliance and cargo handling gear:

1) Certificates and tests together with reports of examination.

2) Certificates and identity number recorded on certificate of loose gear- blocks, shackles,
bridle etc.

28
3) When testing a lifting plant the following are recorded- name and status of competent
person, SWL, proof load.
4) Details of regular maintenance, defects and repairs.

Information regarding derrick strength if found- in the Register of Lifting Appliances and

Proof Load:
exceeds a SWL by a given percentage or weight to check the safety of a derrick or a crane.
The proof load is to be applied by hoisting movable weights by using the cargo purchase and
with the weights in the hoisted position the hoisted position the derricks are to be swung in
both directions as far as possible.

Tests on Derricks:

SWL PROOF LOAD

Upto 20 t: SWL + 25% (if less than 15t then dynamometer may be used)
20t – 50t: SWL + 5 t
50t and more: SWL + 10%

Condemning of a wire:

1) In any 8 diameter when 10% of the strands are broken.

2) For standing rig (steel wire rope)- 6 X 6 wires per strand.
3) For running rig-
¾ Flexible steel wire rope- 6 X 12/18/48 wires per strand.
¾ Extra flexible steel wire rope- 6 X 36 wires per strand.

The extra flexible steel wire rope has a fibre core for lubrication.

Breaking Stress: 20 D2 / 500

Safe Working Load: Breaking Stress / 6

Union Purchase SWL: 1/3 SWL of single derrick

Safe Angle Between Runners: 90o and 120o occasionally.

Code of safe working practise says that a mass in excess of SWL should not
be lifted unless:

1) A test is carried out.

2) The weight and the proof load is known.
3) Lift is a straight lift by a single appliance.
4) Lift is supervised by a competent person.
5) The competent person has given in writing that it is safe to do so.
6) No person is exposed to danger.

29
Overhauling goose neck (yearly):

1) Ensure vessel provides stable platform (i.e. vessel should be at anchor free from any
rolling or pitching).
2) Secure the derrick head in its crutch.
3) Remove and overhaul derrick heel block.
4) Secure a purchase of appropriate SWL on mast or Samson Post and to the derrick.
5) A direct lift can be obtained over the derrick heel by unshipping the derrick topping block
and securing the purchase by a strap to the derrick heel.
6) Withdraw horizontal and vertical bolts and nuts and recondition them.
7) Unship the derrick and secure in its temporary crutch.
8) Clean all parts and check for- wear and tear, hairline fractures, and particular attention to
the bolts.
9) All parts to be properly lubricated and reassemble the goose neck area to its operational
condition.
10) Make relevant entries in ``Register of ship Lifting Appliances and Cargo Gear``.

Thorough examination:

Means a detailed examination by a competent person supplemented by stripping the gear

down for inspection if judged necessary.
A competent person to examine all gears.
1) Any test involving proof load.
2) Every 12 months thorough examination which includes- dismantling of all loose gear and
hidden parts as judged necessary to arrive at a reliable conclusion as safety of plant is
examined.
3) Certificate numbers.
4) Examination performed e.g. initial, yearly, 5 yearly, if any repairs or damage etc.
5) Declaration of competent person to be signed and dated.
6) Remarks to be signed and dated.
COMPETENT PERSON:
someone over 18 years in age possessing practical and theoretical knowledge and actual
experience of the type of plant being examined. His job will be to discover any defects or
weakness and assess their importance in relation to strength, stability, and function of the
equipment.

CARE OF CARGO BLOCKS:

1) Check swivel head and sheeve (also check grooves on sheeve for wear down) for free
movement.
2) Examine side plate for distortion or buckling.
3) Check axil pin- ensure no play and check thread of pin.
4) Check split pin and distance piece.
5) Oil surface of blocks.

30
6) Do not paint grease nipples and statutory markings.

MANTAINENCE OF CARGO HANDLING EQUIPMENT:

1) Weekly: grease nipples on whinches, blocks, derricks cranes.

2) 3 months: auxiliary equipment (chains, rings, hooks, swivels, blocks and shackles).
3) 6 months: a thorough overall check of the above equipment.
¾ Grease nipples checked.
¾ Derrick: stripped and all auxiliary equipment gear taken apart examined greased and
reassembled.
¾ Whinches to be overhauled with engineer.
¾ Location and identification number of each item complying with the rigging plan.
¾ Amend the rigging plan if any part of the gear has been replaced.
¾ Each item to have a certificate.
4) 12 months: derust, paint and overhaul derrick gooseneck.
5) All gear should be inspected before use.

RIGGING PLANS

1. Position and size of deck eye plates

2. Position of inboard and outboard booms
3. Maximum head room (i.e. permissible height of cargo hook above hatch coaming)
4. Maximum angle between runners
5. Position, size and SWL of blocks
6. Length size and SWL of runners, topping lifts, guys and preventers
7. SWL of shackles
8. Position of derricks producing maximum forces
9. Optimum position for guys and preventers to resist such maximum forces
10. Combined diagram showing forces for a load of 1 tonne or the SWL
11. Guidance on the maintenance of the derrick rig.

OVERHAULING THE DERRICK HEEL GOOSE NECK

If possible this operation should be carried out when the vessel is at anchor.
Before starting the job a temporary secure crutch for the derrick heel should be made so that
the derrick is not left suspended on the lifting tackle.
1. Securely lash the derrick head in its crutch
2. Remove and overhaul the derrick heel block
3. Secure a purchase of appropriate SWL to a suitable position on the mast or Samson
post and the derrick. A direct lift can often be obtained over the derrick heel by
unshipping the derrick topping lift block and securing the purchase by a strap to the
heel of the derrick
4. Lubricate and remove the vertical and horizontal pivot bolt nuts
5. Heave tight on the lifting purchase and take the weight of the derrick.
6. Lubricate, free and remove the pivot bolts. (A gentle tapping with the hammer may be
necessary to dislodge the bolts
7. Unship the derrick heel and secure it in the temporary crutch

31
8. Clean all surfaces thoroughly and check all parts for signs of wear or hair cracks.
Particular attention should be paid to the bolts.
9. Thoroughly lubricate all areas and re-assemble the goose neck are to its operational
condition.

PRECAUTION WHEN LOADING A HEAVY LIFT

1. Ensure stability of vessel is adequate and maximum heel is acceptable. (Eliminate
free surface) (large GM small Heel)(monitor practically during operation via
inclinometer)
2. Rig extra mast stays as necessary.
3. Carefully check condition of derrick and gear before use. (Ensure free rotation of
sheaves. Oil and grease as necessary. Ensure SWL of all gear adequate and have valid
test certificates)
4. Rig fenders as necessary
5. Ensure all moorings taut and have men standby to tend as necessary
6. Put winches in double gear (for slow operation)
7. Clear area of the deck where the weight is to be landed of all obstructions and lay
heavy dunnage to spread load.
8. Check ship’s data to ensure deck is strong enough to support load. (Deck load
capacity plan)
9. Clear are of all but essential personnel
10. Ensure winch drivers competent and fully aware of who is to give directions.
11. Secure steadying lines to corners of loads
12. Remove rails if possible
13. Cast off any barges alongside
14. Inform all relevant personnel before lift begins
15. Raise gangway before lift commences
16. Use lifting points - otherwise sling it, using dunnage for sharp corners
17. Set tight steam guys before lifting
18. When all ready take weight slowly then stop and inspect all around before lifting
further.
19. Lateral drag- simultaneously slacken on topping lift and runner wire to keep
plumbline intact. Derrick to be plumb over the weight at all times.
VESSEL LAID-UP JOIN AS C/O HAVE TO USE LIFTING GEAR
PROCEDURE

1. Consult rigging plan, register of ship lifting appliances and cargo handling gear, deck
capacity plan, stability information booklet.
2. Or manufactures instruction
3. Rig derrick accordingly
4. Bring in a surveyor.

Can you load a 25t weight with a derrick of 25t SWL:

Practically speaking no. Due allowance is to be made for other parts of the lifting gear-
slings, shackles is also to be taken into account.

32
What would you do if you were to load a heavy lift on a tank top?

1) Check the deck load capacity plan.

2) Ballast the tank top for additional precaution.

LATERAL DRAG (LOADING A HEAVY LIFT ON TO A TRUCK)

SIMULTANEOUSLY COME BACK ON THE TOPPING LIFTS AND LIFTING
PURCHASE TO KEEP THE PLUMBLINE INTACT.

THE UNION PURCHASE SYSTEM:

A simple derrick by itself is not of much use because if it is to discharge cargo it is to be
plumbed over the hatch and then overside, to avoid this tedious action a system with two
derricks called the union purchase system is used.
Here the runner wires of both the derricks are coupled together to swivels to a union hook
and worked in conjunction with each other. The inshore derrick is plumbed over the quayside
and the other is plumbed over the hatch. The preventer and side guys are rigged so as not to
obstruct the movement of the cargo between the hatch and the quay. The side guys can also
be replaced by a schooner guy which remains clear of the cargo working area.
When working the union purchase system the following precautions should be taken:
The swl of a union purchase rig must be calculated in accordance with the classification
societies or dock labour regulations. In the absence of the above, the code of safe working
practices for merchant seamen recommend that the swl. Should not exceed one-third the
swl. Of the smaller derrick.
The operating angle of the derrick should prefrably be not less than 30 degrees to the
horizontal and under no circumstances should it be less than 15 degrees.
The maximum included angle between the cargo wires should not exceed 120 degrees so
that forces in the rig are kept to a minimum. To ensure this the slings used in the
operations should not be unduly long and winchmen must not lift the loads above the
guard rails beyond the minimum required for safety.
Runner wires should not be allowed to rub against the hatch coamings or guard rails as
this will result in their deterioration.
Winchmen should be experienced and should co-ordinate well.

CHAIN REGISTER, REGISTER OF LIFTING APPLIANCES.

Chain register, (form 99)

It is a book which registers load bearing machinery, chains and wire ropes.
Cover: 1. Name of the ship
Port of registry.
Owners name and address.
Page i : contains instructions regarding examinations and
Annealing.
Part i : entries concerning four yearly examinations and annual examinations.
Part ii : contains entries concerning through annual examinations of cranes, winches and
hoists. Accessory gear other than derricks is also included.
Part iii : for entries concerning the through annual examination of gear exempted from
annealing.
Part iv : for entries concerning the annealing of gear.

33
 The last page contains some recommended factors of safety.
Eg.
chain/wire = 5
rope = 6
derrick = 9
Test certificates are attached to the register by means of gummed strips provided on the
inside of the cover.
The register is designed by the dockyard for 8 years and must be retained on board for a
period of four more years after the new one comes into force.
It is certified by the classification society.

DRY DOCKING
DRY-DOCK PERIOD :- NORMALLY DOCKED ONCE EVERY 2 YEARS
DOCKING WITH CARGO ON BOARD :- CARGO PLAN REQUIRED, ADDITIONAL
SHORES/BLOCKS PLACED UNDER UNSUPPORTED CARGO HOLDS

CHIEF OFFICER DUTIES

1. All hatches and beams stowed (to give continuity of strength)
2. Derrick and cranes down (to counteract roll)
3. Eliminate free surface
4. Adequate stability check (adequate GM to counteract the rise in ‘G’ due to ‘P’ force)
5. Consultation of draft and trim (on advice of the drydock manager)
6. Sound round all tanks
7. Security lock-up spaces
8. Lock-up toilets
9. Rig fenders
10. Dry-dock plan and shell expansion plans for shore positions
11. Obtain facilities:- water, power, bonding, access and garbage disposal
12. Sound round on the blocks
13. Prepare a repair list (to allow cost/time estimates. Allows officer to monitor and
protect owners interest

GENERAL REPAIR LIST:

STANDARD ITEMS:
1) Hull cleaning and surface preparation.
2) Survey of ships bottom (sighting the bottom).
3) Anchors- including ranging and marking, turned end to end.
4) Chain locker- chipping, painting, bitter end and chain locker educting system.
5) Sea v/v and sea chest to be inspected, overhauled and painted.
6) Pugs to be taken from all bottom and peak tanks (the plugs to be labelled and retained by
the chiefofficer and replaced before the dock is flooded)
7) Anodes- location, weight and size.
8) Inspection and overhaul and load test of lifting equipment.
9) Tank, hold and closing appliances to be to be inspected and overhauled.

REPAIR ITEMS:

34
1) Renewal of piping.
2) Cargo handling equipment.
3) Hatch closing arrangement.
4) Bulkhead leaks.
5) Replacement of ships side rails.
6) Electrical cables.
7) Fire fighting equipment.
8) Hull structure damage
9) Instrumentation and control equipment refurbishing
10) Heavy weather damage
11) Overhaul of fire fighting and life saving appliance

DOCUMENTATION:

Check and consult with the master the following:

1) General arrangement plan.
2) SHELL EXPANSION PLANS:- shows positions, frame numbers from aft and keel
upward, remove shores/keel blocks in way of damaged areas.
3) DRYDOCK PLAN:- shows underwater appendages, hog, echo sounders, bilge keels,
stabilisers and condensers.
4) Fire plan.
5) Repair list.
6) Plug plan.
7) Stability data.
8) Cargo plan if docking with cargo- inform shore authorities for shoring and position of
shoring required.
9) Rigging plan.
10) Inform dock authorities in plenty of time regarding any projections on the hull.
11) Post docking information if any.

Stability aspect (chief officers duties before entering the dock):

1) Free surface effect in tanks to be removed or reduced.

2) GM to be positive when going to the dry-dock and throughout the critical period. When
going out ships constants will change- mud, new plates, etc.
3) Consult dock authorities for required draft and trim. Generally a small trim by stern is
required. More the trim the more the critical period.
4) All round sounding of all tanks.

On board preparations:

1) Hatches and beams stowed in position.

2) Derricks and cranes stowed in position.
3) Adequate fendering required.

35
4) FFA ready.
5) Inform head of all departments.
6) Inform c/e to take shore power facilities.
7) Required notices posted.
8) Security- lock up spaces.
9) Rig fenders

LOG BOOK ENTRIES

Entering

1) Time the dock gates open.

2) Time vessel enters the dock (bow and stern).
3) Time stern clears gates.
4) Time dock gates close.
5) Pumping out commenced.
6) Time Lines ashore.
7) Time the vessel touches the blocks.
8) Time all sewn on the blocks forward and aft.
9) Dock draining completed.
10) Time gangway walkable.
11) Vessel certified gas free.
12) Note details of special shores/blocks
13) Utilities connected.

WHEN COMING OUT:

1) Time when authority to flood certificate has been signed.
2) Time flooding commenced.
3) Time all lines cast off.
4) Time dock gates open.
5) Time vessel clears lock gates forward and aft.

WHEN IN THE DOCK:

1) Have documentation ready and repair list.
2) Sound all tanks once again.
3) Tank plugs when being removed sight their removal and retained.
4) Close all overboard discharges.
5) 2 means of safe access.
6) Take over facilities from docking master.

FACILITIES FROM DOCKING MASTER:

1) Toilets.
2) Electric shore connection.
3) Fire line pressurised, fire men on board.
4) Emergency numbers.

36
5) Bonding wire.
6) Garbage disposal.
7) Gas free certificates.
8) Hotwork permits.

WHEN COMING OUT OF THE DOCK:

1) Check that all repairs have been done to satisfaction. All departments to also to check.
2) Checks that all plugs removed to be placed back in position and have been visually
sighted.
3) Any securing on echo sounder or logs to be removed.
4) Propeller and rudder to be clear of any obstruction.
5) Any loose objects or staging overhanging on ships side to be removed.
6) General check on the anchor- anchor secured and marked.
7) Check that the overboard is clear.
8) I shall be the last person to leave the dock.
9) All soundings to be same as before when the vessel entered the dock.
10) Recalculate stability, trim and +ve GM to be maintained throughout.
11) Go through the checklist- obtain satisfied and written from the master.
12) Sign Authority to Flood Certificate.
13) Flooding stopped before rising the forward to check if overboard valves are not leaking.

WHY ENTER THE DOCK WITH A SMALL STERN TRIM:

1) Sole Piece is the strongest part of the ship.
2) Dragging ship head to centreline is easier.
3) Gradual loss of GM.

WORK ON CABLE:
1) Cable is ranged and inspected visually for any damage or hairline fractures by hammering
each link.
2) If any part of the cable is corroded and worn more than 10% of diameter then it should be
renewed.
3) Anchor is changed end to end- all parts of the cable experience equivalent stresses over
the years.
4) Remarking of the cable.
5) Overhauling of the bitter end.

Why do soundings have to be taken and recorded before entering a dry dock and
leaving one?

To ensure similar stability state at the time of leaving the dock as it was when entering.

37
 INSPECTING THE FOREPEAK TANKS ON NEW BUILDING OR
BEFORE LEAVING THE DRY DOCK

‘Dangerous Space’ procedures should be observed

1. Check that no rungs are missing from any ladders
2. As many welds as possible should be checked
3. Inspect any protective coating and ensure that areas which are difficult to reach have
been adequately covered
4. If sacrificial anodes have been fitted check the position of anodes agree with the plans
and that the anodes are secure
5. Ensure that the sounding pipe is correctly located and that the striker plate has been
fitted (have a sounding rod lowered through the pipe and view it touches the striker
plate)
6. Check that the drain is correctly located and in the position indicated on the plan
7. Check that the air pipes and filling pipes have been fitted with appropriate plugs
8. Make sure that all loose equipment and shipyard rubbish has been removed
9. The pumping arrangement should be given a thorough inspection
10. The chief officer should be present with the surveyor at the ‘Tank Test’. (extension pieces
are fitted to the filling pipes and the tank slowly filled until a head of 8 feet or 2.45 m above
the top of the tank is obtained. Bulkheads cofferdams watertight seals on the manhole covers
and all areas adjacent to the forepeak should be checked for leaks. The water in the tank then
should be dropped to the operational level.)

38
 CARGO WORK
Precautions when going alongside to load a tanker:
1) Stability aspect-
¾ Details of cargo.
¾ Disposition of cargo.
¾ GM, stresses, drafts.
¾ Ballasting of tanks- FSE.
¾ Bunker distribution.
¾ Draft restrictions or special requirements in next port.
2) Ships main transmitting aerials off.
3) Electric cables or portable equipment disconnected.
4) Switch of radars when vessel comes alongside- 10cm radar could induce electrical
potential into into nearby conductors at berth.
5) Proper lighting at berth.
6) Are sea and overboard discharge v/v sealed and closed.
7) Deck sealed.
8) All accommodation external doors, port holes etc to be closed.
9) Air-condition on re-circulation.
10) Start pump room ventilation atleast 15` before arrival. Blowers to be on continuously.
11) Ship shore bonding.
12) Proper means of access available between ship and shore.
13) Compliance of terminal safety and pollution regulations.
14) Placards-
¾ No unauthorised personnel.
¾ No smoking signs.
¾ No naked lights.
¾ Emergency escape routes clearly shown.
15) Moorings- ship personnel are responsible and a continuos check is to be kept.
16) Emergency towing wire forward and aft.
17) Fire-fighting equipment-
¾ Fire hoses connected to ships fire main one forward and one aft of the manifold and
pressurised.
¾ Ensure that ship and shore international shore connection available for use at all times.
¾ Emergency fire pump standby at all times and ready for immediate use.
¾ In cold weather the freezing of water should be avoided by bleeding of water over-side or
by crack opening the drain valve.
¾ Terminal fire fighting equipment ready at all times.
¾ Foam monitors directed towards the manifold.
¾ Portable fire extinguishers preferably of DCP.
18) Oil spill equipment available as per SOPEP manual.
19) Proper communication available-
¾ Between shore tanks, manifold and CCR.
¾ Emergency contact numbers available.
20) V/l at all times ready to move under power.

21) Documentation-

39
¾ Ships particulars.
¾ Bill of lading.
¾ Statement of facts.
¾ Empty tank certificates.
¾ Draft and trim.
¾ Maximum draft and trim expected.
¾ Quantity of cargo to be loaded or discharged.
¾ Nature of cargo (if discharging).
¾ Distribution of cargo on board (if discharging).
¾ If vessel has i.g. system and slop tank disposal system. Confirmation on the fact that the
vessel if fully inerted. Any dirty ballast in slops.
¾ O2 content of tanks.
¾ Defects in hull, machinery etc.
¾ If any repairs that could delay the cargo operations.
¾ Details of statutory certificates and their period of validity.
22) Get vessel ready for tank inspection.
23) Discharge and loading plan agreed upon.
24) Obtain ship shore safety checklist.

Transferring of engine room bilges into slops:

Via the MARPOL connection.

Transferring slops:

Via the MARPOL line at manifold or cargo manifold.

Gas freeing:
Displacement method: makes use of a pipe opening at the bottom of the tank which displaces
HC vapour at the bottom of the tank.
Dilution method: relies on highly powered fans which blows air to the bottom of the tank
thus diluting the petroleum vapour at the bottom of the tank. E.g. portable driven fans or
eductor driven fans.
For tank entry LFL must always be 1%.

Limits of flammability:
Upper flammable limit: 10% gas to 90% air.
Lower flammable limit: 1% gas to 99% air.

For reception of cargo: 40% LFL.

In inerted condition:
1) Oxygen level in tank if below 11% will not support combustion.
2) Maximum permissible allowance is 8%.

Learn and understand the flammability range diagram.

Preparation of bulk cargo hatch prior loading:
1) Secure hatch openings and ensure safe access for grabs.

40
2) Remove spar ceilings and stow them safely.
3) Sweep out hold completely and remove all traces of previous cargo. Consider a fresh
water rinse. Ensure that the hold is clear of all previous cargo prior to loading.
4) Bilges-
¾ Well cleaned.
¾ Test suction.
¾ Cover bilge lid with burlap and cement.
4) Check water tightness and securing arrangements of hatches.
5) Check ventilation arrangement.
6) Ensure adequate lighting.
7) Check moisture content is below transportable moisture limit.
8) Check fire fighting / detection / alarm / and smothering system.
9) Where fire hazard risk avails no source of ignition. Display appropriate placards.
10) Post warning notices.
11) Rig shifting boards if necessary.
12) Rig cargo thermometers as necessary.
13) Remove unwanted dunnage.
14) Stability aspect-
¾ Stresses.
¾ GM
¾ Stability adequate.

Hazards of loading coal:

1) Emission of flammable gases (methane). Methane which is lighter than air tends to settle
in the upper regions of the cargo space. Flammable range being 5% - 15%.
2) Some coals liable to spontaneous combustion, carbon monoxide is toxic and has a
flammable range of 12% - 75%.
3) Liquefaction- cargo that is likely to shift if saturated with water.

Read through the MGN notices.

CARRIAGE OF COAL.

Hazards: coal is categorised according to the hazards associated with it. Whenever coal is
shipped from any place, the history of the previous shipments must be known, so as to be
aware of the hazards of the particular type of coal. Coal may have any or all of the following
hazards:

1) spontaneous heating: coal is very liable to spontaneus heating. Freshly mixed coal
absorbs oxygen, forming peroxides which break up into carbon monoxide and carbon
dioxide.this is an exothermic reaction and the heat produced causes further oxidation and
more heat.
co (carbon monoxide) has a large flammable range (12% to 75%) by volume and besides
is also highly toxic. If this heat is not dissipated then spontaneous combustion can occur.
oxidation depends on the surface area available for absorbtion of oxygen, hence breakage
of coal into smaller pieces while it is being loaded is to be prevented.
if conciderable breakage occurs the smaller pieces shall accumulate in the centre of the
hold while the larger pieces shall roll to the sides, this action aggravates the situation as the

41
large pieces of coal give way for the air to flow to the smaller pieces where spontaneous
combustion is most likely to occur.

Emissions of methane:coal emits methane immediately after loading and when newly
worked or freshly broken. Methane is a flammable gas and when mixed with air forms an
explosive mixture. It is lighter than air and therefore accumulates in the upper regions of the
hold or other spaces. This gas can find itself into tanks cofferdams etc and pose a
flammablity hazard so these compartments have to be well ventillated at all times and tested
before man entry. Recommendations for tank entry procedures and check lists shall be
provided in the bulk carrier code appenidx f.
Corrosion: ‘pond coal’ is the term given to coal left over from earlier mining operations
which has been dumped into freshwater ponds and later reclaimed for shipment. It has a high
moisture and sulphur content. This type of coal releases high temperatures from self heating
and the sulphur content reacts with water to give off sulphuric acid resulting in corrosion of
the ships hull. The ship should have instruments for measuring the p.h. content of the bilge
waters and this must be done regularly.
Liquefaction: it is a process where the moisture in the cargo migrates to the surface due to
compaction and vibration resulting in the development of a flow state. This is particular in
the case of coal slurry, coal duff and mud coal. The surface of the cargo behaves like a liquid
and a transverse shift developes, if this occurs in reduced ships stability the condition is
extremely dangerous.

Precautions:
Ventilation: surface ventillation is a important necessity during the carriage of coal for two
reasons:
To carry away any methane gas which may be carried away.
To dissipate any heat which may be formed by the oxidation of the coal.

Through ventillation must in no way be carried out as introduction of air into the cargo
promotes oxidation and thereby spontaneous combustion.
It is thus recommended that for the first five days after loading all ventillators should be
utilised for removing the gas, thereafter the ventillators to the lower holds are to be plugged
and opened only for 6 hours every two days.
Each hold containing coal should have atleast two ventillators one forward and the other aft.
The tween deck ventillators should be independent.
Before discharging careful ventillation should be directed towards removing gases from both,
the tween decks and the lower holds as a suddern influx of air before discharge into the hold
may have disastrous effects. In fine weather hatches may be opened to facilitate surface
ventillation. Attention to be paid to void spaces where accumulation of methane and carbon-
monoxide can accumulate.

Temperature: temperature pipes leading down to the bottom of the cargo are to be provided
particularly below the hatchways. Monitoring of the temperatures at three levels in the holds
to be done atleast once a day.
Particular attention is to be paid to cargo stowed against hot bulkheads which is to be avoided
if possible and the decks to be kept cool in tropical zones either by running deck water,
rigging awnings or by laying out dunnage.

42
Temperature pipes are to be kept covered in to prevent the ingress of air into the hold.
Spontaneous heating can become accelerated in some cargoes at temperatures as low as 38
degree c.
At temperatures around 55 degree c. And rising the existance of a fire should be strongly
suspected, and in such a situation the cargo spaces should be shut down and sealed against
the entry of air and the master should seek expert advice and make for a suitable port of
refuge.
3) fire: i) a sufficient number of safety lamps should be carried on all coal carrying
vessels.
all electrical cables and components situated in the cargo spaces should be free from
defects and suitable for use in methane / dust atmospheres. Points of entry and exit of cables
should be sealed to prevent the passage of gas into the adjacent compartment. If necessary all
electrical circuits in spaces where gas accumulation is suspected should be isolated until the
space is gas-freed.
if there is evidence of the cargo burning the space should be closed, ventillation stopped
and sealed against the entry of air. Boundary cooling to be carried out but no seawater or
steam to be directly applied to the coal as coal directly reduces water to hydrogen and forms
carbon monoxide - both flammable gases.
Introduction of co2, high-expansion foam into the compartments is recommended. The hold
is to be kept closed at all times and specialist advise is necessary before carrying out opening
of the hold. Water or steam may be used in the hold in port in copious quantities, if no co2 or
inert gas is available keeping in regard at all times the stability of the ship.
the officers on the vessel should continuously monitor the methane,oxygen and carbon-
monoxideconcentrations in the holds and in the spaces where the gases could accumulate
with suitably calibrated instruments.

Shifting:a certificate is obtained from the shipper regarding the moisture content of the
cargo. If this figure is suspected an onboard test to be carried out in accordance with section
8 of the bulk carrier code since it should not be more than the transportable moisture limit.
Precautions should be taken to prevent the ingress of water in the hold and cargo work should
be suspended and hatches in wet weather. Stockpiles must be drained and freshly tested for
moisture content before loading.
Hold bilges should be regurly pumped out. Trimming also prevents the air from penetrating
the body of the hold. And since the load of coal could turn out upto 3% less, its bills of lading
should be suitably claused.
Prepration of holds:
All cargo battens to be removed to prevent air pockets forming and helping the circulation of
air.
Boundaries of the cargo compartments should be resistant to fire and liquids.

DANGEROUS GOODS

43
No dangerous good shall be loaded unless the shipper has provided a dangerous good
declaration.
The declarations must give
1) the correct technical name of the goods
2) the identity of the goods
3) the UN number if applicable
4) the class in which the goods belong
In addition the shipper must supply the following written information where appropriate:
1) the number and type of packages
2) the gross weight of the consignment
3) the net weight of the explosive content of class 1 goods
4) the flash point if 61 C or below.
If goods are packed into a container or vehicle the vessel must be given a packing certificate
for the container or vehicle.
A stowage plan must be made which gives information noted above and also the location of
where the goods are stowed.

CLASSES OF IMDG:

CLASS 1 Explosives
CLASS 2 Gases compressed, liquefied or dissolved under pressure
2.1 Flammable gases
2.2 Non flammable gases, being compresses, liquefied or dissolved but neither
flammable nor poisonous
2.3 Poisonous gases
CLASS 3 Flammable liquids
3.1 Low flash point
3.2 Intermediate flash point
3.3 High flash point
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 5.1 Oxidising substances
CLASS 5.2 Organic peroxides
CLASS 6.1 Poisonous (toxic) substances
CLASS 6.2 Infectious substances
CLASS 7 Radioactive substances
CLASS 8 Corrosives
CLASS 9 Miscellaneous dangerous substances which presto a danger not covered by other
classes

Goods must be packed in accordance with the IMDG code.

MARKING

44
The following requirement shall be complied with
1. The package must be clearly marked with the correct technical name of the goods and
an indication must be given as to the dangers which could arise during the
transportation of the goods
2. The markings must comply with the IMDG code
3. If the outer material of the package will survive three months immersion the marking
must be durable
4. If the outer material will not survive three months any inner receptacles which will
survive three months must be durably marked
5. If the goods are carried in a container or similar unit, then that unit must have
distinctive labels on the exterior which comply with the IMDG code class label system

Packing:

1) Shall be in good condition.

2) Of such a character that an interior surface with which the contents may come in contact
is not dangerously affected by the substance being conveyed and capable of withstanding
the ordinary risk of carriage at sea.
3) Where absorbent or cushioning is being used-
¾ Capable of minimising the danger to which the liquid may give rise.
¾ Prevent movement and ensures that the receptacle remains surrounded.
¾ Absorb liquid in the event of breakage.
4) Receptacles shall have an ullage at the filling temperature sufficient to allow for the
highest temperature during the voyage.
5) Cylinders or receptacles under pressure shall have been adequately constructed, tested
and correctly filled.
6) Empty receptacles shall be considered as dangerous and be treated as dangerous cargo
unless they have been cleaned and dried.

Stowage:

1) Dangerous cargo should be stowed safely appropriately according to the nature of the
cargo. Incompatible goods to be separated from one another.
2) Explosives to be stored in magazines and to be kept securely closed at sea. They should
be kept far away from electricals.
3) Goods which give dangerous vapours should be stowed in well-ventilated places.
4) Ships carrying inflammable liquids and gases special precautions should be taken
against fire and explosion.
5) Substances liable to spontaneous heating should not be carried unless adequate
precautions have been taken.

CARRIAGE OF DANGEROUS GOODS ON BOARD A PASSENGER VESSEL

No explosive can be transported on a ship carrying more than 12 passengers except:
1. Safety explosives

45
2. Any explosive the net weight of which is 10 kg or under
3. Distress signals up to a total weight of 1000 kg
4. Fireworks which are unlikely to explode violently.
No dangerous goods should be allowed on board any vessel carrying more than 25
passengers

IMDG CODE
The International Maritime Dangerous Goods Code is published by the IMO in five volumes.
The code lays down certain basic principles concerning the transportation of dangerous
goods

EMERGENCY PROCEDURES FOR SHIP CARRYING DANGEROUS GOODS

This is an IMO publication which gives information concerning the safety, first aid, and
emergency procedures to be followed and action to be taken in the event of an incident
involving certain dangerous goods.
The Emergency Schedules (EmS) are divided into five sections
1. Group title with the emergency schedule number (EmS No)
2. Special equipment required
3. Emergency procedures
4. Emergency action
5. First aid

GENERAL FIRE PRECAUTIONS WHEN CARRYING DANGEROUS GOODS

1. Reject any damaged or leaking packages
2. Packages should be stowed in a location which ensures protection from accidental
damage or heating
3. Combustible material should be kept away from ignition sources
4. Goods must be segregated from substances liable to start or to spread fires
5. It may be necessary to ensure accessibility of dangerous goods so that packages in the
vicinity of a fire may be protected or moved to safety
6. Enforce prohibition of smoking in dangerous areas
7. Post ‘No Smoking’ signs or symbols
8. All electrical fittings and cables must be in good condition and safe guarded against
short circuits and sparking
9. All ventilators must have spark arrestors of suitable wire mesh.

DISTRESS

46
 PREPARATION WHEN PROCEEDING TO A DISTRESS
1. Prepare hospital to receive casualties
2. Plot rendezvous position and possible search pattern
3. Stand by communication officer and establish communication
4. Pass own position and details with relevant search and rescue operation update to
RCC
5. Prepare rescue boat and emergency crew
6. Obtain current weather situation
7. Highlight navigational dangers to own ship
8. Maintain own ship at operational status
9. Navigate on manual steering
10. Obtain update on target information
11. Note activities in log book
12. Maintain internal and external communication
13. Brief operational personnel’s. (OOW, boat coxswain)
14. Rig Guest wrap (a rope that extends from forward to aft).
15. Plot position and prevailing currents estimate drift
16. Post look-outs high as area is entered
17. Provide information to engine room advice on standby manoeuvring speed
18. Radar operational at various ranges, long range scanning and plotting on going
19. Advise owners agents and reschedule ETA
20. Update RCC/MRCC.
21. Advice owners agents and reschedule e.t.a.
22. Obtain weather reports.

CHIEF OFFICERS DUTIES:

1) Rig a good strong rope from bow to quarter (guest wrap).
2) Rig derrick on each side with platform cargo sling ready to help injured or helpless
survivors out of water.
3) Rig fenders on each side- to bring lifeboats safely alongside.
4) Get rescue boat ready and crew standby, keep liferaft ready but do not inflate.
5) Check rescue boat equipment.
6) Proper communication between rescue boat and vessel.
7) Medical party and first aid party standby.
8) Ships signalling equipment and LTA standby.

WHEN APPROACHING THE SCENE:

1) Post extra lookouts.
2) Reduced speed and manual steering employed.
3) Continuos radar watch.
4) Get in touch with RCC and follow instructions.
5) Make own vessel visible to survivors- at night signalling lamp and by day black smoke or
use ships whistle.
6) Do not dump anything overboard- this may confuse the survivors.

FACTORS THAT ARE TAKEN INTO ACCOUNT WHEN CHOOSING ON SCENE

COMMANDER:

47
1) On board communication equipment.
2) Whether doctor or trained medical staff on board.
3) Hospital and casualty treatment facilities.
4) Vessels characteristics- freeboard, speed manoeuvrability ETA.

WHAT DETERMINES THE SPACING IN A SEARCH PATTERN?

1) Type of object being searched.
2) Meteorological visibility.
3) Track spacing may be decreased to increase the probability of detection or decreased to
increase the area covered in a given time.
4) Sea condition.
5) Time of day.
6) Effectiveness of observers.

INFORMATION PICKED UP FROM SURVIVORS:

1) Ships name and call sign.
2) Complement.
3) Whether other survivors are still in the vicinity.
4) Casualties- names.

Always remember to approach casualties from leeward and liferaft from

windward.

Learn diagrams of various search patterns. Read IAMSAR (International

Aeronautical and Maritime Search and Rescue) manual also.

WHEN CAN A MASTER DECLINE TO PROCEED TO A SEARCH AND RESCUE:

1) Putting own vessel, crew or passengers in danger.
2) Bunker capacity does not permit.
3) Weather conditions are unfavourable.
4) Loadline zone does not permit.
5) When it is not practical to do so.

ISM
Objectives:
1. Observe safe operation of ships
2. Prevent pollution
3. Prevent loss of life and damage
4. Project environment
¾ Designated person from compare – DPA designated person ashore
¾ Master responsible from ship
¾ Internal audits
¾ Reports non confirmatives NCR – non conformance report
¾ Corrective action
¾ Log all activities
¾ Have an approved SMS (safety management system)

48
 ANCHOR OPERATIONS

ANCHOR PLAN
1. Position of anchoring defined
2. Depth of water and amount of cable
3. State of tide HW/LW, rise of tide
4. Type of holding ground
5. Prevailing weather and shelter
6. Underwater obstructions
7. Rate of current
8. Swinging room from surface objects
9. Length of time vessel intend to stay
10. Ships draft and UKC
11. Use of 1 or 2 anchors
12. Proximity of other shipping
13. Local hazards outfalls etc.
14. Current weather and expected
15. Position fixing method
16. Distance from shore by launch
17. Types of anchors and holding power
18. Wind direction
19. Speed of approach
20. Night or day signals

PREPARATIONS WHEN GOING TO ANCHOR:

1) Ask engine room for deck and windlass power.
2) Anchor party standby.
3) Checks to be made-
¾ Windlass oil, bottle screw, fair lead, capstan, bitter end and chain locker.
¾ All moving parts and gears on the windlass are well greased.
¾ Anchor lashings at hawse pipe and cement at spurling pipe is clear.
¾ Before switching on the windlass power ensure that the anchor breaks are tight and bow
stopper is well secured and windlass is not in gear.
¾ Check overside is clear and anchor sighted.
¾ Anchor lights and shapes available.
¾ When taking in anchor deck water.
4) Switch on windlass. Put windlass in gear, slacken on break and take slight weight on the
bow stopper.
5) Clear away the bow stopper.
6) Lower away the anchor under power and leave the anchor hanging about 1m above water
level.
7) Tighten breaks and disengage windlass from gear.
8) Inform bridge anchor is ready for letting go.

49
DEEP WATER ANCHORING:
1) Do not let go anchor.
2) The anchor is then walked back all the way to the seabed.
3) As the vessel drops astern the cable will grow. The officer on watch should be aware of
the amount of cable being paid out so that too much cable is not paid out till the bitter
end.
4) Chief officer should be aware of the windlass capacity when picking up the anchor-
amount of cable paid out plus the weight of the anchor.

LETTING GO IS NOT PROHIBITED BECAUSE:

1) Control could be lost due to excessive weight on the cable, thereby resulting in loss of
anchor and cable making the vessel unseaworthy.
2) Possibility of serious damage or injury.
When taking up the anchor you realise it is not coming up anymore?
Drop astern to shallower waters thus relieving the weight of the chain on the windlass, then
bring up the anchor.
If for some reason it is not practical to do so. Action?
Bring the anchor up using the derrick.

ANOTHER VESSEL DRAGGING ANCHOR TOWARDS OWN VESSEL:

1) Inform master.
2) Sound 5 or more rapid blasts on the whistle.
3) Call on VHF- station identification.
4) Engines to be ready for immediate manoeuvring.
5) Anchor party standby.
6) Pay out more cable. Go ahead and steam over own cable.
7) Provide the vessel with a sheer with a hard over action.
8) Make relevant entries in logbook.

MARKINGS ON AN ANCHOR:
1) Makers name or initials.
2) Progressive number.
3) Weight.
4) Number of certificate.

ANCHOR CERTIFICATE:
1) Type of anchor.
2) Weight excluding stock in KGs.
3) Weight of stock and head.
4) Length of shank and arm in mm.
5) Diameter of trend.
6) Proof load applied in tonnes.
7) Identification of proving house, official mark and government mark.
8) Number of test certificate.
9) Year of licence.
10) Number and date of drop test.

50
TEST ON CABLES:
1) Less than 12.5 mm cables to be tested.
2) Three links are taken from each length (27.5 m) for a tensile breaking test.
3) If this is successful then the total length of the cable will be subjected to a tensile proof
test.

Read clearing a foul hawse and tests on anchors form House.

REMOVING A KENTER LUGS SHACKLE:

1) Remove lead pellet by using a punch and a drift.
2) Remove spile pin.
3) The stud can be extracted and then 2 halves of the shackle will be separated by means a top swage obtained
from the manufacturer.

Foul anchor.

Anchor fouled by under water obstruction.

• Vessel is moved ahead under engines, veering cables until it grows well astern.
• When the vessel is brought upto with the cable growing astern, and the cable is taut, then
work the engines ahead slowly and see if the cable breaks out slowly.
• In case it doesnot break out then steer the vessel slowly in an arc towards the anchor and
try to rotate the anchor and break it out by constant movement.
• If still unsuccessful then try the above procedures using astern movements.
• If still not successful then rig up an anchor buoy and slip cable for later recovery.

Anchor fouled with wire cable etc.

• Anchor and fouling to be hove well up into the hawse pipe.
• Use a fiber rope and pass it round the obstruction and heave both ends taut and make fast
on the forecastle deck near maximum flare.
• Walk back anchor clears of obstruction.
• Heave the anchor into the hawse pipe.
• The obstruction which is now clear of the anchor can be released by slipping the fiber
rope.

Foul hawse:

• Gear necessary for this operation shoud be made ready for slack water.
• It will include atleast three 20 / 25 mm wires, lashing wires or ropes, boatswains chair
and equipment necessary for breaking a cable to a new stream thus giving about 6 hours
of freedom.
• The hawse is clear by unshackling the sleeping cable and passing the end round the
riding cable.

Procedure:
Heave on both cables to bring the foul turns above water and lash both cables together
below the turns with a natural fibre lashing.

51
 This lashing will prevent the turns from working themselves further down the cables.
Pass a wire preventer (25mm wire) around the sleeping cable down from the turns this
will reduce the weight on the turns and serve to secure the sleeping cable should the end
be lost.
Walk back on the sleeping cable to bring the next joining shackle convienently forward of
the windlass.
Rig a temporary easing wire (25mm wire) at a point forward of the joining shackle so that
it can take the weight of the sleeping cable when the joining shackle is broken.
Run a wire rope messanger (25mm wire) from the windlass drum to outside. Take half a
turn about the riding cable in the direction opposite to the foul turns in the cable with this
messanger.
Pass the end of the messanger up through the hawse pipe of the sleeping cable and secure
it to the end of the sleeping cable.
Heave away on the messanger and simultaneously ease away on the easing wire, heaving
the end of the sleeping cable up towards the fairlead thus removing a half turn from the
fouled cables.
Follow the same procedure to remove the remaining turns.
When we get a clear hawse, haul in the end of the sleeping cable and rejoin it.
The preventer wire should be slipped and cleared, lashing should be cut or burnt away.
Heave away on both cables picking up on any slack.

Global Maritme Distress Safety System.

Sea areas:
In gmdss system the world is divided into four sea areas.:
Area a1:
Within the radio telephone coverage area of a vhf coast station which has continous dsc
altering avaliable.
Area a2:
Excluding area1 but within the mf radio telephone coverage area of a coast station which has
continous dsc altering avaliable.

Area a3:
Excluding area a1 &a2 &within the coverage of the inmarsat geostationary satellites i.e.
70degrees north to 70 degrees south.

Area a4 :
Areas outside a1 ,a2 ,a3.this is essentially the regions north or south of the 70 degrees lines
of latitude (polar regions).

E.G.C. (ENHANCED GROUP CALLING)

52
Sat c system has a capablity known as enhanced group calling which enables information
providers to send messages for selective reception by egc recievers located in the four ocean
regions.
The information provider determines which receivers are to receive the message by including
identifying information such as the nav area, met. Area and geographical areas for which the
msi is intended along with the message individual receivers can be programed to use this
information to select only the required messages and to delete all the others.
Egc receiver operator to program the receiver with the geographical areas for which the msi
shall be received.
Authorised information providers include hydrographers offices, met office, rcc etc.
1) safety net: for maritime safety information.
2) fleet net: for the transmission of commercial information (allows registered
information providers to broadcast messages to selected groups of ses.)

egc messages can be addressed to ships in a particular area or to a selected group of ships
eg. Broadcast news service. It is important therefore that position information is supplied to
egc. Receiver either manually or through an interface,automatically.
the manual position input shall have five co-ordinates needed to complete an enclosed
area. Eg. If a square has four corners named a,b,c,&d with particular co-ordinates then we
need to come back to “a” again to complete an enclosed area for reception. Egc is particularly
useful for the reception of messages when the vessel is out of range of the navtex station or
the region doesn’t have navtex facilities eg. Australia.

E p i r b: emergency position indicating radio beacon

Basically there are three types of epirbs for general use commonly found on ships:
1) cospas-sarsat epirb.
Inmarsat-e epirb.
Vhf dsc epirb (ch 70 dsc).

Cospas-sarsat epirb: the system uses several satellites at a low earth orbit of 850-
1000 kms,each of the satellites making a complete orbit of the earth in about 100
minutes.
The satellites are designed to receive on 121.5 and 406.025mhz
It employs dopler shift principles using the relative motion between the satellite and an
activated beacon to calculate the location of the beacon.once the beacon signal has been
received it is relayed by the satelli8te to a specialised ground station called the local user
terminal (l u t ), and thence to m.c.c. and m.r.c.c.
Modes of operation: there are two modes of detection of the beacon by the system.
Real time mode: in this type of mode a repeater on board the satellite relays the
epirb signal directly to the ground where it is to be received and processed by the
l.u.t.
For this mode the lut and the epirb have to be in the footprint of the satellite.
Global coverage mode: the satellite stores the signals activated from the 406 mhz
epirb, sa the satellites path/footprint brings it in view of a lut. Information including

53
 beacon i.d. frequency of detection and time of detection is continuously relayed
down to the l.u.t. which after computing the position of the beacon shall relay the
same to the rcc/mrcc.
This mode is only for the 406 mhz epirb.
Every 406 mhz epirb has a unique identity code which is a part of the signal, this code could
be a call-sign,serial number or a mmsi number. This code is programmed by the supplier
before it is installed on the vessel.
It is imperative that the epirb is registered with the relevant authorities in the flag state so
that information can be readily available to the authorities during a cricis.
Specifications:
The epirb shall be placed in an easily accessible position like the bridge-wing or the
compass deck.
Be capable of manual release and also be capable of being carried to the survival craft
by a single person.
Be capable of being floating free from a sinking vessel if it is fitted with a h.r.u.
Be capable of being activated manually.

Epirb operation.
It is a small self containded battery operated radio trasmiter (operation eye 48 hrs)which
is both water fight & buoyant operations differ between model . However all beacons operate
between the following:
Off/safe: the beacon is switched off& will not transmit.
Armed /auto: the beacon will auto matically switch on when it is to be released from the
float free bracket (armed type) or will activate when itr gets in contact with contact with
water as there are two mettalic contacts on the bottom(auto).
On : the beacon will automatically switch on and transmit (manual mode.)
Test: activates a built in test routine.
The purpose of epirb to determine the position or the survivors/ distress vessel during sar
operationsand as asecondary means of altering. It indicates that one or more persons are in
distress may no longer be on board a ship or aircraft and that receiving facilities may not be
avaiiable.

2)inmarst ‘e’epirb or ‘l’band epirb:

It utilises the geo stationary satellite system. The transmission is made alternately im
frequency ranges from 1644.3mhz &1644.5mhz&1645.5 00 -1646.5hz in order to be
received from both the first &the following generations of inmarsat satellites.
Upon activation the epirb trasmits a distress altert containing the ships station identity,
position information either gps or manual &additional information (nature of distress).they
cannot be used in area a4. It has a inbuilt gps.

3)vhf dsc epirb:

Is operates on channel 70 &can only be used in area a1
All vhf dsc epirbs will have an inbuilt sart so that it can reveal its position to the vessels in
the area where the epirb is activated.

54
# when the vhf dsc epirb is activated on the dsc it will only show nature of distress as
undesignated and further “epirb emission shall appear”
G.m.d.s.s. frequencies.
i: distress….. Urgency….. Safety.

D.s.c. r.t. telex.

2187.5 khz 2182 2174.5
4207.5 khz 4125 4177.5
6312 khz 6215 6268
8414.5 khz 8291 8376.5
12577 khz 12290 12520
16804.5 khz 16420 16695
Ch 70 (156.525 mghz) ch 16 (156.800)

Ii: n a v t e x.
khz english
Tropical zones.
Local languages.
Iii: maritime safety information (telex).

4210 khz.
6314
8416.5
12579
16806.5
19680.5
22376
26100.5

D.s.c. routine calling.

Ship–shore 2189.5 khz (or national)

Ship-ship 2177 khz

Shore-ship 2177 khz (or national)

V: on scene communications.
2182 khz 5680 khz*
3023 * vhf ch 06 *
4125 * vhf ch 16

Stands for ship aircraft operations.

Primary inter ship frequency is ch 06
Channel 16 may be used by aircraft stations for safety purposes only.

55
Vi: on board communications.

Vhf ch 17 (156.850 mhz)

Vhf ch 15 (156.750mhz)

Vii: e p i r b s.

121.5 mhz and 406 mhz cospas-sarsat

l-band or 1.6 ghz inmarsat-e epirb.
vhf ch 70 vhf

G.M.D.S.S: N A V T E X.

Navtex is an automatic direct printing service for s.a.r., navigational/meteorological warnings

and urgent information to ships.
It is afine tuned and fully automatic receiver incorporating an audible alarm for priority
message mode.
The mode of transmission is f1b or telex (n.b.d.p.narrow band direct printing)
The frequency used primarily is additionaly 4209.5 khz is used in tropical regions where
there is a high degree of interferance due to static.
The receiver can also use 490 khz for the receipt of messages in local languages after the full
implimentation of gmdss.
The unit consists of a printer, display and microprocessor.
The processor unit allows the foll:
To receive information from selected stations.
To receive certain types of information only.
Prevent printing of the message again.
Store received messages.
To prevent printing if message is not of sufficient strength or signal not good enough.

All navtex messages are prefixed by a 4 character group.

The first character denotes the transmitting station.
Second denotes message category.
Third and fourth are serial numbers for the message received in 4 h2ours.
The serial no. 00 denotes urgent traffic and cannot be deleted.

The world is divided into 16 navareas each having transmiting stations from alpha to zulu,
the geographical boundary of each navarea and its station is given in alrs vol 3 / 5.
Categories of messages.
Message types “a,b,d,l” cannot be rejected.
A = nav warnings.
B = gale warnings.
D = distress alerting + sar. Information.

56
L = nav. Warnings to suppliment message type “a”.
The receipt of each message is indicated by a audio and visual alarm.

Preamble of text:
Eg, zczc ga23 zczc is the start of message, “g” is the identification of the
transmitter,”a” is the type of message, ”23” denotes the number of message.

For a navtex reciever if login accept is carried the foll. Actions will be carried out by the
reciever.

Login accept:
Prints header code of messages already received,
Will print header code of rejected messages,ie. Transmitter not selected or message
type not selected.
Will print information of corrupted header.
Will give information of corrupted message.
Will print messages of an error rate of less than 33%.

Login reject.
Will print none of the above.
Will print messages without any error.

s.a.r.t.s. search and rescue transponders.

The purpose of the sart is to indicate the position of persons or vessels in distress. They
operate on 9 ghz(3 cm x-band radar)
And only transmit when interrogated by the sar vehicles radar when within 5 nautical miles.
The transmission produces a distinct line on the radar of about 12 blips extending out from
the sarts position along its line of bearing. The interval between each blip is 0.6 miles.
At 1 nautical mile the blips shall change to wide arcs and become complete circles as the
sart is close to the interrogated sar’s radar.the blip closest to the sar’s radar is the actual
location of the sart vehicle.
Sarts should respond when interrogated by a mobile units radar with a scanner height of 15
mts at a distance of atleast 5 nautical miles.
Also by a compatible x-band radar fitted to an aircraft operating at a height of 8000 feet at a
distance of 30 miles.
An audible alarm or a small light is incorporated into the device in order to draw the attention
of the persons in distress that a rescue ship or aircraft is within close range.
The battery should be able to operate for 96 hours on the stand-by mode and for a period of
8 hours on the transmitting mode.
Sarts should be mounted as high as possible. Imo. Recommends that the sart shoule be
mounted 1 mt. Above the sea level.

Sart routine tests and mantainence.

57
Sarts should be tested once a month to obtain proper operation:
# switch sart to test mode.
# check that the visual indicator light operates.
# check that the audible beeper operates.
# set the sart to transmit. Check if concentric circles
displayed on the radar.
# check the battery expiry date. Source: gmdss manual

G m d s s - survival craft portable vhf ‘s

It is used for comunication between survival craft and rescue craft.
The equipment typically consists of a small handheld transceiver with an integral
antenna.
The foll. Are the specifications of the said equipment.
Provide operation on channel 16 and one and any other channel.
Be capable of operation by unskilled persons.
Be capable of operation by a person wearing gloves.
Single handed operation except for changing channel.
Withstand a drop from a height of 1 mt.
Mantain water tightness to a depth of 1 mt for 5 mins.
Not affected by sea water and oil.
Should be light weight, small in size and not having any sharp projections.
Should have a primary battery ie. Non rechargeable
And may in addition carry rechargeables as spares.
Be of a highly visible colour (international orange or taxi yellow) or have a strip
of the same.
Have the capablity of being attached to the users clothing.

Carriage requirements:
# gmdss vessels over 500 grt 3 portable units.
# gmdss vessels 300-500 grt 2 portable units.

MANAGEMENT OF OWN VESSEL IN HEAVY WEATHER

1. Verify vessels position and consider re routeing
2. Update weather report and plot storm movement
3. STABILITY:- avoid slack tanks and eliminate free surface

58
4. Rig life lines Fwd and Aft
5. Warn all departments of heavy weather
6. Close up deck vents, remove cowls
7. Check cargo lashing:- heavy lifts, deck cargo, hazardous cargo.
8. Anchors to be well secured- spurling pipe cemented, break tight, bow stopper well
secured and additional lashing at the hawse pipe.
9. Check deck securing, life-boats, water-tight doors
10. Secure all derricks and cranes
11. Batten down all dead lights (steering flat)
12. Clear all deck of surplus gear
13. Slacken of signal and whistle halyards
14. Remove all awnings
15. Drain swimming pools
16. Establish heavy weather work routine
17. Check securing on accommodation ladder
18. Secure bridge against heavy rolling/pitching
19. Reduce speed in ample time to avoid pounding
20. Organise meal relief’s and watches
21. Update position and pass to shore station (AMVER)
22. Free board deck seal check - hatches and tank lids
23. Reduce manpower on deck work
24. Final checks on LSA gears - bridge rockets etc.
25. Note all preparation in the Log Book
26. Obtain weather predictions and update reports
27. Engage manual steering in ample time
28. Revise ETA if appropriate
29. Adjust ballast tanks to provide optimum trim.
30. Make relevant log entries.

HELICOPTER OPERATIONS
WORKING PRECAUTIONS:
1) Do not secure any line passed down.
2) Do not touch whinchman, stretcher, hook or wire until earthed.

59
3) Do not fire rockets or line throwing apparatus.
4) Do not direct strong light towards chopper.
5) No radio communication during radio operations.
6) Avoid wasting time as fuel is expensive.

NAVIGATIONAL REQUIREMENTS:
1) Alter course towards rendezvous position.
2) Prepare deck reception.
3) Continuos communication with chopper.
4) Display r.a.m. lights.
5) Continuously monitor own ships position and other vessels in the vicinity.

ENGAGEMENTS:
1) Display wind indicator.
2) V/l on manual steering.
3) Course altered to pilot’s instructions.
4) Maintain maximum manoeuvring speed.
5) Clear of all navigational obstructions and maintain adequate sea room.
6) Log all events.

HIGH LINE OPERATIONS:

This operation is employed when there is-
¾ Exposed rigging.
¾ Rough seas.
¾ Numerous persons.

1) Aircraft will establish a high hover position clear of all obstructions.

2) Weighted heaving line is passed down towards the vessel.
3) Hoist wire will then be lowered down once deck crew have got hold of weighted heaving
line.
4) Chopper will then traverse backwards to gain visual contact.
5) Aircrew man descends and deck crew to heave on heaving line.
6) Aircraft maintains station, aircrewman organises double hoist transfer for vessel.

PRECAUTIONS:
1) Display windsock.
2) Ensure all rigging and obstructions, loose objects about the helicopter landing area is
clear. Loose objects could come in contact with the rotor blades.
3) Deck party correctly dressed and well equipped- wearing brightly colour waistcoats and
protective helmets.
4) Communication between chopper, deck and bridge.

60
5) Fireman standby fully equipped.
6) Fire p/p running with adequate pressure on deck.
7) Fire hoses, extinguishers, foam monitors and portable foam applicators ready. Foam
applicator nozzles pointing towards landing area.
8) The following to be standby-
¾ Large axe.
¾ Crowbar.
¾ Wire cutter
¾ Red emergency signal torch.
¾ Marshalling battons at night.
¾ First aid equipment.
9) Rescue party detailed, manoverboard rescue boat ready for lowering.
10) Static hook hander is properly equipped- helmet, rubber gloves, and rubber soled shoes.
11) At night if operating adequate light available without blinding chopper.
12) Display proper lights or shapes.
13) Clear access to and from operational area.

ADDITIONALLY REQUIREMENTS FOR TANKERS:

1) Ships with i.g. system- have pressure released from tanks within 30` of commencement of
chopper operations and pressure released to slightly positive.
2) Tank openings closed.

ADDITIONAL REQUIREMENTS FOR BULK CARRIERS:

1) Surface ventilation ceased.

2) Hatch openings fully battened down.

ADDITIONAL REQUIREMENTS FOR GAS CARRIERS:

1) Avoid vapour emissions on deck.

EMERGENCIES
ENGINE FAILURE (V/L ROLLING HEAVILY):

1) NUC lights.
2) V/l on hand steering.
3) Inform master.

61
4) Bring vessel head to wind.
5) Increase weights forward by filling up the forepeak and consider walking back anchor
upto 4 to 5 shackles. This will increase the weight forward considering the pivot point of
the vessel to shift forward resulting a sailing effect.
6) To reduce the rolling-
¾ Winging out weights- increases the rolling period.
¾ Reduce GM by ballasting TST`s.

Manoverboard

1) Helm hard over on the side which the man has fallen.
2) Release lifebuoy with smoke signal. If possible release the SART.
3) Press GPS MOB button.
4) Sound emergency alarm.
5) Main engines for immediate manoeuvring.
6) Inform master.
7) Post lookouts.
8) Sound emergency signal ``O`` on fog signal. Broadcast by VHF to all vessels in the
vicinity. Hoist ICS flag ``O``.
9) Turn out rescue boat- muster crew and standby.
10) Continuos monitoring of vessels position on chart.
11) Update weather reports.
12) Log book entries.

Collision

1) Stop engines and obtain an assessment of the situation. It may be prudent to maintain a
few revolutions in the engines to avoid the other vessel form flooding and consequent
sinking when both vessels are separating.
2) Sound emergency alarm.
3) Switch on deck lights and NUC lights.
4) Inform master. Inform engine room and all departments.
5) Broadcast message to all ships in the vicinity.
6) Carry out head count and damage assessment.
7) Muster damage control parties and detail duties.
8) Order bilge pumps and ballast pumps to start pumping out effected area.
9) Shut all watertight doors and fire doors.
10) Communication officer- standby to obtain weather report. Navigational officer to update
vessels position and assist master as required.
11) Prepare survival craft for immediate launching if situation demands.

Chief officers duties:

1) Internal sounding of all tanks- check watertight integrity.

2) Machinery space wet or dry.
3) Head count- check for casualties.
4) Investigate pollution possibilities.
5) Will consider ballasting to bring damaged portion above waterline.

Masters legal obligations:

62
1) Standby to render assistance.
2) Exchange information with master of other information-
¾ General particulars of other vessel.
¾ Port of departure.
¾ Port of destination.
3) Report accident to Marine Accident Investigation Bereau (MAIB).
4) Make entries in official log book.

EXTERNAL COMMUNICATIONS FOLLOWING EMERGENCY

1. Distress/Urgency signal
2. Exchange information with other vessel
3. MAIB
4. Company, Owners, Charterers
5. AMVER
6. Coast Gaurd / MRCC
7. Agents (port of refuge)
8. Tugs/Towing
9. Dry Docking
10. Weather reports

Grounding

1) Stop engines.
2) Sound emergency alarm.
3) Display aground lights and switch on deck lights.
4) Inform master and all departments.
5) Broadcast warning message to all vessels in the vicinity and continuos VHF watch
maintained.
6) Position on chart investigated and safe port options investigated.

Chief officers duties:

1) Extent and position of damage.

2) Head count- casualties.
3) Check watertight integrity of hull- internal and external soundings. After soundings have
been made air pipes and sounding pipes to be well secured. This will prevent oil pollution
and water pressure causing the oil to rise upwards.
4) Condition of machinery wet or dry.
5) Shut all watertight doors and fire doors.
6) Obtain damage reports from all departments.
7) Refer to vessels damage stability information.
8) Damage control party mustered and reduce the ingress of water.
9) Consider the possibility of fire or oil pollution hazards.
10) Determine nature of bottom. Determine time of next high water.
11) Lifeboat ready and swung out. LSA / FFA equipment standby.
12) Appropriate entries made in logbook.

63
 After grounding there is no damage to hull or watertight integrity. What will you do
next?

I will call for an underwater survey.

BEACHING: Is defined as taking the ground intentionally as occurs for 2 reasons-

¾ To prevent the loss of the vessel when damaged below the waterline.
¾ When it is the intention to refloat after watertight integrity has been restored.

PROCEDURE:

1) Take on full ballast before beaching.

2) Consider bow first if bow damaged and stern first if stern damaged at about 90 o to the
tide.
3) Consider letting go the weather anchor first, this would prevent the vessel from slewing
parallel to the beach.
4) Should the vessel be damaged stern then stern first approach would be desirable. In this
case it could be made in the form of a Mediterranean Moor, letting go both anchors
which may be used to heave the vessel of when the time comes.
5) Anti slew wires to be used in conjunction with the anchor.
6) Make internal and external soundings after beaching.

Suggestions to master when refloating the vessel:

1) Master to be informed at all times.
2) Calculate times of immediate high water.
3) Consider reducing weights on board- deballasting and jettison as last option.
4) Damage stability.
5) Consider dropping an anchor to prevent a damaged ship from sliding into deeper waters.
6) Tug to standby at all times when refloating.

Anti pollution measures following emergencies:

1) Plug all scuppers.
2) Repair damage and leaking areas.
3) Pump out surplus to barges or other vessels or transfer to other tanks internally.
4) Organise oil pollution barrier and chemical dispersants.
5) Consider listing or trimming vessel to bring damaged portion over water line.
RECOVERY OF A LIFE BOAT IN HEAVY WEATHER
Preparation
1. Secure a wire pendant to an accessible point on the davit arm
2. Care to be taken and ensure that all the materials used are of sufficient strength to
accept the weight of a fully laden boat
3. The boat falls should be retrieved at deck level and the nylon strop schakled to the
linkage of the floating block
Hoisting
1. Lower the falls to the boat
2. Attach the nylon strop to the lifting hook on the fore and aft of the boat
3. Lift the boat off the water and attach the hanging off pendant on top of the nylon strop

64
on the lifting hook
4. This will transfer the weight off the nylon stop on to the hanging off wire pendant
Transferring of weight
1. This can be only achieved if the hanging off pendant is long enough to reach the
lifting hook when the floating blocks are hard up at the davit head
2. Once this is achieved either cut the strop at the hook or unshackle at the other end
Stowage
1. Continue to walk back on the falls
2. Connect the falls on to the lifting hook
3. Detach the wire pendant at the davit arm and secure boat
4. When lowering the boat next time detach the wire pendant from the lifting hook.

CASTING OFF A BOAT WHEN THE PARENT VESSEL IS MAKING WAY

1. Once the boat falls has been released and the boat is held on the painter push the tiller
toward the ships side
2. This action effectively gives the boat a SHEER
3. Keep the painter taut until the boat reaches a point of maximum sheer
4. Then briefly alter the position of the tiller so that the bow cants inwards towards the
parent vessel
5. The result of this action will be for the painter to become temporarily slack which will
permit its easy slipping
6. Push tiller towards the ship side again and gain sea room

SURVEYS

PREPARATION FOR A LOAD LINE SURVEY

1. Check that all access openings at ends of enclosed structures are in good conditions.
All dogs, clamps and hinges to be free and well greased. All gaskets and water-tight
seals should be crack free. Ensure that the doors open from both sides
2. Check all cargo hatches and access to holds for weather tightness
3. Check the efficiency and securing of portable beams
4. If portable wooden hatch covers are used check that they are in good condition
5. If tarpaulins are used at least two should be provided for each hatch and in good
condition
6. Inspect all machinery space opening on exposed deck
7. Check that any manholes and flush scuttles are capable of being made watertight
8. Check that all ventilator openings are provided with efficient weathertight closing
appliance
9. All airpipe should be provided with satisfactory means for closing and opening
10. Inspect any cargo ports below the freeboard deck and ensure that all of them are
watertight
11. Ensure that non return valves on overboard valves are operating in a satisfactory
manner
12. Side scuttles and openings below the freeboard deck must have efficient internal
watertight deadlights
13. Check that all freeing ports are in satisfactory conditions
14. All guard-rails and bulwarks should be satisfactory condition

65
15. Derust and paint the deck line, loadline marks, load line and the draught marks
16. Non return and overboard valves functioning properly.

PREPARATION FOR A CARGO SHIP SAFETY EQUIPMENT SURVEY

Life saving appliances:

1) Lifeboat-
¾ Stores and equipment.
¾ Particular attention to bottom boards and buoyancy material.
¾ Thwarts free of cracks.
2) Overhaul and grease which davits and blocks. Falls to be renewed or turned end to end.
Repaint markings on the lifeboat.
3) When boats are in water run the boats ahead and astern.
4) Inflatable liferafts to be serviced within the last 12 months.
5) Lifebuoys- si lights, grab lines, markings well painted.
6) Lifejackets- lights, whistles and markings.
7) Pyrotechnics- expiry dates.

Fire Fighting appliances:

1) Fire control plans legible.
2) Check fire hoses, nozzles and applicators in good condition.
3) Test emergency fire pump.
4) Overhaul all extinguishers.
5) Test and overhaul fixed fire equipment system.
6) Check breathing apparatus and firemans suit.
7) Check fire and smoke detection system.

Other checks:
1) Emergency lighting system.
2) Check closing arrangements for- ventilators, skylits, doors and funnel.
3) Check navigational equipment.
4) Check pilot ladders and pilot hoists.

In general all checks to be carried out as per the record of inspection form at the back of the
SEQ certificate.

66
 MARPOL
SPECIAL AREAS FOR DISCHARGE OF OIL
1. Mediterranean Sea
2. Baltic Sea
3. Black Sea
4. Red Sea
5. Persian Gulf
6. Gulf of Aden
7. Antarctic Area

REGULATION 9 (ANNEX I)
CONTROL OF DISCHARGE OF OIL
Any discharge of oil into the sea is prohibited except when the following conditions are
satisfied:-
For an oil tanker
1. The tanker is not within a special area
2. The tanker is more than 50 nautical miles from the nearest land
3. The tanker is proceeding en route
4. The instantaneous rate of discharge of oil content does not exceed 30 litres per
nautical mile
5. The total quantity of oil discharged into the sea does not exceed for existing tankers
1/15000 of the total quantity of the particular cargo of which the residue formed a part
and for new tankers 1/30000 of the total quantity of the particular cargo of which the
residue formed a part
6. The tanker has in operation an oil discharge monitoring and control system and a slop
tank arrangement
From a ship of 400 tons gross tonnage and above other than an oil tanker and from machinery
spaces bilge’s excluding pump-room bilge’s of an oil tanker unless mixed with oil cargo
residue
1. The ship is not within a special area
2. The ship is proceeding en route
3. The oil content of the effluent without dilution does not exceed 15 parts per million
4. The ship has in operation a) 400-1000 tons gross tonnage an oil filtering equipment
5. above 1000 tons gross tonnage an oil filtering equipment with arrangements for an
alarm system and for automatically stopping any discharge of oily mixture when the
oil content of the effluent exceeds 15 parts per million

OIL RECORD BOOK:

Every oil tanker of 150 tons gross tonnage and above and every ship of 400 tons gross
tonnage and above other than an oil tanker shall be provided with an Oil Record Book Part I
(Machinery Space Operations).

Every oil tanker of 150 tons gross tonnage and above shall be provided with an Oil Record
Book Part II (Cargo/Ballast Operations).

67
Entries:
The Oil Record Book shall be completed on any movement of oil in and out of the vessel , on
a tank to tank basis if appropriate whenever any of the following operations take place in the
ship:

(A) For Machinery Space Operations (All Ships)

1. Ballasting or cleaning of oil fuel tanks
2. Discharge of dirty ballast or cleaning water from tanks
3. Disposal of oily residues
4. Discharge overboard or disposal otherwise of bilge water which has accumulated in
machinery space.
5. Bunkering operations.

(B) For Cargo/Ballast Operations (Oil Tankers)

1. Loading of oil cargo
2. Internal transfer of oil cargo during voyage
3. Unloading of oil cargo
4. Ballasting of cargo tanks and dedicated clean ballast tank
5. Cleaning of cargo tanks including crude oil washing
6. Discharge of ballast except from segregated ballast tank
7. Discharge of water from slop tanks
8. Closing of all applicable valves or similar devices after slop tank discharge operations
9. Closing of valves necessary for isolation of dedicated clean ballast tanks from cargo and
stripping lines after slop tank discharge operations
10. Disposal of residues

CARGO RECORD BOOK

Regulation 9 of ANNEX II to MARPOL 73 states that the Cargo Record Book must be
completed, on a tank to tank basis, whenever any of the following operations are carried out:
1. Loading
2. Discharging
3. Cargo transfer
4. Transfer of residues to a slop tank
5. Tank cleaning
6. Transfer from slop tank
7. Ballasting of cargo tanks
8. Transfer of dirty ballast water
9. Any permitted discharge into the sea

GARBAGE RECORD BOOK

1) every vessel of 12m or more in length shall display placards informing the crew and
passengers of the disposal requirements of garbage.
2) every ship of 400grt and above certified to carry 15 passengers or more shall carry a
garbage management plan and a garbage record book.
3) v/l`s which are exempted-
¾ A vessel certified to carry 15 passengers or more if engaged in a voyage of one hour or
less.
¾ fixed or floating offshore installations.

68
 CONTENTS OF GARBAGE MANAGEMENT PLAN:
1) designated person who is incharge of carrying out the plan.
2) procedures for collecting, processing, stowing and disposing the garbage.

GARBAGE SPECIAL AREAS

1. Mediterranean Sea
2. Baltic Sea
3. Black Sea
4. Red Sea
5. Persian Gulf
6. North Sea
7. Antarctic Area
8. Wider Caribbean

CLASSES OF GARBAGE
1. Plastics
2. Floating dunnage lining and packing material
3. Ground down paper products, rags glass, metal, bottles, crockery, etc.
4. Paper products, rags ,glass, metal bottles, crockery, etc.
5. Food Waste
6. Incinerator Ash

ENTRIES TO BE MADE IN THE GARBAGE RECORD BOOK:

1) when garbage is discharged into the sea, reception facilities ashore or other vessels.
2) when garbage is incinerated.
3) accidental or other exceptional discharge of garbage.
¾ time of occurrence.
¾ port or position of vessel at the time of occurrence.
¾ category of garbage and estimated amount in m3.
¾ reason of disposal and remarks.

GARBAGE DISPOSAL

OUTSIDE SPECIAL AREAS

• No plastics
• Floating materials - more than 25 nautical miles
• Food, crockery, bottles, rags, meal cans, etc. - more than 12 nautical miles
• Food, crockery, etc., comminuted to pass 25 mm screen - more than 3 nautical miles

INSIDE SPECIAL AREA

• Food waste - more than 12 nautical miles

• IN WIDER CARIBBEAN REGION Food waste comminuted to pass 25 mm screen - more
than 3 nautical miles.

69
Ship Board Oil Pollution Emergency Plan (SOPEP)

Every non-tanker of 400 grt or above and every tanker of 150 grt and above must have
SOPEP on board in the form of a manual. The plan should consist of the following:

1) The procedure to be followed by master or another person having charge of the ship to
report an oil pollution incident.

When:
¾ If discharge exceeds MARPOL limits.
¾ Discharge to save life or property.
¾ Discharge resulting from damage.
¾ Threat or probability of discharge.

How:
¾ By quickest available means to coastal radio station, designated ship movement reporting
system or RCC at sea.
¾ By quickest available means to local authorities in port.

What:
¾ Initial report.
¾ Follow up report.
¾ Cargo / ballast bunker disposition.
¾ Characteristics of oil spilled.
¾ Slick movement.
¾ Weather and sea conditions.

2) List Of Authorities To Be Contacted In The Event Of An Oil Spill.

Who:
¾ Nearest coast station.
¾ Harbour and terminal authorities.
¾ Ship owners / managers / P & I authorities.

3) A Detailed De{cription Of The Action To Be Taken Immediately By Persons On Board

To Reduce Or Discharge Of Oil Following The Incident.

In case of spills caused by casualties:

¾ Immediate action to preserve life and property.
¾ Immediate action to prevent escalation of the incident.
¾ Damage assessment procedures.

In case of operational spills:

¾ Preventive measures and procedures.
¾ Actions in the event of-
• Pipeline leakage.
• Tank overflow.

70
• Hull leakage.

4) The Procedures And Point Of Contact On The Ship For Co-Ordinating Ship Board
Action With National And Local Authorities In Combating The Pollution.

¾ Action required initiating response.

¾ Ships responsibility regarding monitoring clean up activities.
¾ Assistance that can be provided by the ship.
¾ Details of any materials carried on board to assist the cleaning on deck spills.
¾ Details of oil spill response arrangement and policies.
¾ Guidance on record keeping and sampling procedures.

5) List Plans And Drawings.

¾ Company organisational charts.

¾ List of key contacts-
• Company.
• P & I club and correspondents.
• Agents.
¾ Ships particulars.
¾ General arrangement plan.
¾ Table of tank capacities.
¾ Piping and pumping plan.
¾ Bunker disposition.
¾ Mid ship section plan.
¾ Plan indicating frame spacing.
¾ Damage stability data.
¾ Cargo stowage plan.
¾ Cargo certificates of quality.
¾ List and disposition of shipboard clean up material.
¾ Record of shipboard oil pollution emergency drills.

What he wants to hear:

The points that are mentioned in bold, he should not go into details.

TAKING OVER AS CHIEF OFFICER:

71
1) Check certificates and validity.

2) Register of ship lifting appliances and gear.

3) Ships plan.

4) Garbage record book.

5) Oil record book.

6) LSA/FFA maintenance record book.

7) Planned maintenance scheme checks.

8) General condition of ship and defects list.

9) Possession of all important keys.

10) Condition of stores inventories and requisition.

11) Overtime sheets.

12) Navigational equipment.

13) Deck log book.

14) Ongoing or future surveys.

15) Cargo aspect:

• Records of all past loading and discharges.

• Ship stability booklet, cargo plan, cargo manifest, ship stability booklet,

• Present situation regarding cargo and stowage.

• Expected time of completion and departure.

• Any draft restrictions in port of departure or arrival.

• Reserves on board- oil, ballast, fresh water, cargo etc.

• Loadicator- general operation, test condition, take custody of instruction manual and back
up floppy.

MASTERS HANDING OVER DOCUMENTS

72
1. Certificate of Registry (64 shares, 1st Master signs it)

2. Official Log Book ( RGS, Name of ship, Port of registry, Official Number, Gross
Tonnage, Registered Tonnage, Certificate Number of Master, Owners name and
address, Date opened / closed)

3. Safety construction certificate (must have a TYPE TESTED MAGNETIC COMPASS

Before issuing this certificate)(VALIDITY - 5 YEARS)

4. Safety radio telegraphy certificate (VALIDITY - 1 YEAR)

5. Safety equipment certificate ( VALIDITY - 2 YEARS) (Record of Inspection)

6. Load line certificate (VALIDITY - 5 YEARS)

7. De-Rat exempt certificate (VALIDITY - 6 MONTHS)

8. International Oil Pollution and Prevention (VALIDITY - 5YEARS)

9. Manning certificate

10. Register of lifting appliance and cargo gear

11. Tonnage certificate (Panama/Suez)

12. Anchor and cable certificate

13. Certificate of limited liability

14. Ships articles

15. Discharge book if held

16. Ships accounts and money

17. Cargo plan & details (Manifest)(hazardous, heavy lifts, valuables)

18. Sea worthy certificate (Passenger vessels) (VALIDITY - 1YEAR)

19. Crew list and certificate of competency if held

20. Safety Management Certificate

21. Document of Compliance (copy only)

(all in bold required by c/o when handing over in addition, the ships plans, soundings of all
tanks, defect list, particular cautions.)
PUBLICATIONS AND RECORD BOOKS

73
M- Notices: merchant ship notices which are published by the MCA and recommendations
contained in it should be complied with. It is a method by which the MCA promulgates
information, which is quickly brought to the attention of seafarers, management and those
associated with the industry.

They are divided into three categories:

Merchant Shipping Notices (white coloured): convey mandatory information that must be
complied with under UK law. In otherwards they explain and amplify statutory requirements.
Marine Guidance Notices (blue coloured): SOLAS, MARPOL, etc.
Marine Information Notes (green coloured): administrative information aimed at training
establishments.

Each notice will be affixed as follows: (M): for merchant ships

(F): for fishing vessels
(M+F): for merchant ships and fishing vessels
.
Checklists - Bridge Procedures Guide

Bridge Checklist 1 - Preparation For Sea.

Has The Operation Of The Following Equipment Been Studied & Fully Understood?
Alarms.
Bridge Lighting, Including Controls For Deck & Overside Illumination.
Direction Finder.
Echo Sounder.
Electronic Navigational Position Fixing Aids.
Emergency Arrangements In The Event Of Main Power Failure.
Hazard Monitoring Equipment.
Gyro Compass / Repeaters.
Magnetic Compass.
Navigation Lights, Including Emergency Navigation, Not Under Command & Other
Signal Lights.
Radar & Other Associated Plotting Aids.
Safety Equipment (Eg. Pyrotechnics).
Speed / Distance Recorder.
Steering Gear Including Manual, Auto Pilot, & Emergency Change Over
Arrangements.
Telegraph Including Control Of Main Engines & (As Appropriate) Watertight Doors.
Are You Aware Of The Location & Operation Of Ancillary Bridge Equipment (Eg.
Binoculars, Signalling Flags, Meteorological Equipment)?
Are You Familiar With The Stowage Of Chart & Hydrographic Publications?

Bridge Checklist 2 - Daily Checks & Tests.

(At Noon Or Other Convenient Fixed Times)
Has The Following Equipment Been Tested / Checked?

74
 Bridge & Engineroom Telegraphs, Including Revolution Indicators (Also Before
Canal Transit).
Bridge Telephones.
Bridge Watch Mf Radio Telephone Receiver
Clocks & Chronometers.
General Emergency Alarm Signal.
Radio Room Auto Alarm.
Ship’s Whistle (But Not In Poor Visibility Or When Other Vessels Sre Nearby).
Steering Gear Chnge Over Procedure.

Bridge Checklist 3 - Preparation For Sea.

Has A Passage Plan For Intended Voyage Been Prepared Taking Into Consideration
The Factors Listed In Checklist 7?
Are Charts For The Intended Voyage & Other Nautical Publications Corrected Upto
Date & Courses Laid Off?
Has The Following Equipment Been Checke & Found Ready For Use ?
Anchors, Including Clearing Away.
Ancillary Bridge Equipment (Eg. Binoculars).
Bridge Movement Book, Where Carried.
Course & Engine Movement Recorder.
Deck Power.
Direction Finder.
Echo Sounder.
Electronic Navigational Position Fixing Aids.
Gyro Compass & Repeaters.
Magnetic Compass & Repeaters.
Pilot Embarkation / Disembarkationarrangements.
Radar & Associated Plotting Aids.
Speed / Distance Recorder.
Has The Following Equipment Been Tested & Found Ready To Use?
a. Bridge & Engineroom Telegraphs, Including Revolution Indicators.
b. Communications Facilities - Internal, External & Portable.
c. Navigation Lights / Shapes, Including Emergency Navigation Lights & Lights /
Shapes For ‘Not Under Command’ & At Anchor.
d. Ship’s Whistle.
e. Signalling Lamps.
f. Steering Gear, Including Manual, Auto Pilot & Emergency Change Over
Arrangements & Rudder Indicators.
g. Window Wipers / Clearview Screens.
Have The Ship’s Clocks Been Synchronised?
Is The Crew At Stations For Leaving Harbour?

Bridge Checklist 4 - Embarkation / Disembarkation Of Pilot.

Have The Following Been Advised Of The Eta / Etd?
The Master.
The Engine Room.

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 The Pilot Station.
Has It Been Agreed Which Side The Pilot Will Embark / Disembark?
Has The Engineroom Been Advised Of The Time Of ‘Stand-By’?
Have The Pilot Embarktion / Disembarkationarrangements Been Checked & Found
Ready For Use?
Has A Deck Officer Been Nominated To Meet The Pilot & Conduct Him To / From
The Bridge?

Note: Where Embarkation / Disembarkation Involves The Use Of A Helicopter, The Guidance In The Ics.
Guide To Helicopter / Ship Operations On Marine Pilot Transfer, Communications & Ship Operating
Procedures Should Be Followed.

Bridge Checklist 5 - Master / Pilot Information Exchange.

Has A Pilot Card Been Handed To The Pilot?
Has The Pilot Been Informed Of The Location Of Lifesaving Appliances Provided
For His Use?
Have The Proposed Passage Plan, Weather Conditions, Berthing Arrangements Use
Of Tugs & Other External Facilities Been Explained By The Pilot & Agreed With
The Master?
Is The Progress Of The Ship & The Execution Of Orders Being Monitored By The
Master & Officer Of The Watch?

Bridge Checklist 6 - Navigation, Deep Sea.

Have All Charts & Nautical Publications To Be Used Been Corrected Up To Date?
Have The Factors Listed In Question 2 Of Checklist 7 Been Taken Into Consideration In
Preparing The Passage Plan?
Are Navarea Warning Broadcasts Being Monitored?
Is Participation In Area Reporting Systems (Eg. Amver) Recommended?
Is The Ship’s Position Being Fixed At Regular Intervals & At Least Once Daily?
Are Errors Of Gyro / Magnetic Compasses Being Checked Once A Watch?

Bridge Checklist 7 - Navigation, Coastal Waters / Traffic Seperation Schemes.

Have All Charts & Nautical Publications To Be Used Been Corrected Up To Date?
Have The Following Factors Been Taken Into Consideration In Preparing The
Passage Plan?
Advise / Recommendations In Sailing Directions.
Ship’s Draught.
Effect Of “Squat” On Underkeel Clearance In Shallow Water.
Tides & Currents.
Weather Particularly In Areas Renowned For Poor Visibility.
Available Navigational Aids & Their Accuracy.
Position-Fixing Methods To Be Used.
Daylight / Night-Time Passing Of Danger Points.
Traffic Likely To Be Encountered - Flow, Type, Volume.
Any Requirements For Traffic Seperation / Routeing Schemes.
Are Local / Coastal Warning Broadcasts Being Monitored?
Is Participation In Area Reporting Systems Recommended?
Have Courses Been Laid Off Well Clear Of Obstructions?
Is The Ship’s Position Being Fixed At Regular Intervals?

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 Are The Errors Of Gyro/ Magnetic Compasses Being Checked Regularly?

Bridge Checklist 8 - Changing Over The Watch.

Note: Changeover Should Be Postponed When The Ship Is, Or Is About To Be, Engaged In A Collision
Avoidance Manoeuvre Or A Navigational Alterationof Course.
Has The Relievng Officer Of The Watch Read The Following Directives?
Standing Orders.
Supplementary Master’s Instructions.
Navigational Warnings.
Are All Members Of The Relieving Watch Capable Of Carrying Out Their Duties?
Has The Relieving Officer Of The Watch Been Aquainted With Following
Information?
Position, Course, Speed & Draught Of Ship.
Course Plotted On Ship.
Prevailing / Predicted Tides, Current, Weather & Visibility.
Operational Condition Of All Navigational & Safety Equipment On The Bridge.
Gyro / Magnetic Compass Errors.
Movement Of Vessels In Vicinity Effect On Own Ship.
Identificatin Of Shore Lights, Buoys, Etc.
Conditions / Hazards Likely To Be Encountered On Watch.
Possible Effect Of Any Heel, Trim, “Squat”, Etc. On Underkeel Clearance.
Is The Vision Of The Relieving Officer Adjusted To Prevailing Conditions?

Bridge Checklist 9 - Preparation For Arrival In Port.

In Preparing The Passage Plan For Arrival In Port, Have The Following Factors Been
Taken Into Consideration?
a. Available Port Information.
b. Advise / Recommendations In Sailing Directions.
c. Latest Weather Reports.
d. Tides & Currents For Port / Adjacent Areas.
e. Calculated / Known Minimum & Maximum Depths Of Water In Port Approaches,
Channels & At Berth.
f. Any Restrictions On Draught, Trim, Speed, Entry Times, Etc.
Is It Neccesary To Rearrange Cargo / Ballast?
Are All Relevent Charts & Nautical Publications Corrected Up To Date & Courses
Laid Off?
Have The Latest Navigational Messages For The Area Been Received?
Has Eta. Been Sent With All Relevent Information Required By Local Regulations
(Eg. Details Of Dangerous / Hazardous Goods Carried)?
Has All Navigational Equipment Including Steering Gear Been Tested & Stabilisers
Housed?
Has The Following Equipment Been Checked?
a. Course & Engine Movement Recorder.
b. Synchronisation Of Clocks.
c. Internal Communications Equipment.
d. Signalling Equipment Including Lights / Flags.
e. Deck Lighting.
f. Mooring Winches.
g. Mooring Lines / Wires / Heaving Lines.

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 h. Pressure On Fire Main.
If Appropriate, Have The Checks In Checklist 4 Been Carried Out & A Pilot Card
Completed?
Has Manual Steering Been Engaged In Sufficient Timefor The Helmsman To Become
Accustomed Before Manoeuvring Commences?
Has The Crew Been Advised Of The Time Of “Stand-By” For Entering Port?
Have Vhf. Channels For Varous Services (Eg. Vts., Pilot, Tugs, Berthing
Instructions.) Been Noted & A Radio Check Carried Out?
Is The Following Berthing Information Available?
Whether Anchoring / Berthing Alongside.
Which Side To Jetty.
Whether Ship Acomodation Ladder / Gangway Or Shore Gangway Will Be Used.
Size / Number Of Shore Connections.
Derricks Required.
Mooring Boats / Lines.

Bridge Checklist - 10
Anchoring And Anchor Watch:
1 Has An Anchoring Plan Been Prepared And Taken Into Account.

Speed Reduction In Ample Time.

Direction / Strength Of Wind, Current.
Tidal Stream When Manoeuvering At Low Speeds.
Need For Adequate Sea Room Particularly To Seaward.

2 Have The Following Been Informad Of The Time Of ‘Stand-By’ For Anchoring?
The Master.
The Engine Room.
The Anchor Party.

3 Is The Following Equipment Ready For Use?

Anchors.
Lights / Shapes.
Sound Signalling Apparatus.

4 Has An Anchor Watch Been Established?

5 Have Instructions Been Issued To The Officer Of The Watch / Engineroom On The
Folowing Matters?
Determining And Regular Checking Of Anchor Position.
Notice For Main Engines Especially If Weather Deteriorates.

Bridge Checklist - 11
Restricted Visiblity.
Has The Following Equipment Been Brought Into Operation?
Radar / Arpa Or Other Plotting Facilities.
Manual Steering.
Vhf.

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 Fog Signalling Apparatus.
Navigation Lights.
Echo Sounder, If In Soundings.
Watertight Doors As Appropriate.

Have Lookouts Been Posted?

Have The Master And The Engineroom Been Informed.
Are The 1972 International Regulations For Preventing Collisions At Sea Being
Complied With, Particularly With Regard To Proceeding At A Safe Speed.
If The Ships Position Is In Doubt, Has The Possiblity Of Anchoring Been
Considered?

Bridge Checklist - 12
Navigating In Heavy Weather Or In Tropical Storm Areas.
Have The Following Been Informed:
Master.
Engineroom.
Crew.

Have All Moveable Objects Been Secured At The Following Locations.

On Deck.
Below Deck.
Ports, Dead Lights.

Have Speed And Course Been Adjusted As Necessary.

Has The Crew Been Warned To Avoid Upper Deck Areas Made Dangerous By The
Weather?
Have Safety Lines / Hand Ropes Been Rigged When Necessary.
Have Instructions Been Issued On The Following Matters:

Monitoring Weather Reports.

Transmitting Weather Reports To The Appropriate Authorities Or, In The Case Of
Tropical Storms, Danger Messages In Accordance With Solas 1974 Chapter 5
Regulation 2a.

Bridge Checklist

Navigating in ice:
Have the following been informed of the ice conditions.
Master.
Engineroom.
Crew.

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 Have watertight dors been shut as appropriate?
Has speed been adjusted (momentum varies as the square of the ships speed)
Have instructions been issued on the following matters.

Monitoring ice advisory service broadcasts.

Transmitting danger messages in accordance with solas 1974 chpt. 5 reg 2a.

Emergencies - bridge procedures guide

International chamber of shipping

1) Main engine failure

Inform master.
Rudder & bow thruster used to best navigational aid.
Prepare for anchoring if in shallow water.
Exhibit not under command shapes or lights.
Broadcast warning.

2) Steering failure

Inform engine room & engage alternative / emergency steering.

Inform master.
Exhibit not under command shapes or lights.
Appropriate sound signal made.
If neccesary take way off ship.
Broadcast warning.

3) Gyro failure / compass failure.

Use magnetic compass or alternative means as heading.

Inform master.
Inform person responsible for gyro maintenance.
Inform engine room.
Consider effect of failure on other navigational aids.

4) Bridge control / telegraph failure.

a. Switch to engine room control.

b. Inform duty engineer / engine room.
c. Establish emergency communications with engine room.
d. Inform engine room.

5) Imminent collision / collision.

Sound internal emergency alarm.

Manoeuvre ship so as to minimise effects of collision.

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 Close all water tight / automatic fire doors.
Switch on deck lights.
Vhf on ch. 16, if apropriate on ch. 13.
Passengers mustered at emergency stations.
Update vessel’ s positon available in radio room, satellite terminal & other automatic
distress transmittets as neccesary.
Sound bilges & tanks after sounding.
Check made for fire & damage.

6) Stranding

Stop engines.
Sound internal & external emergency alarms.
Watertight doors closed.
Maintain watch on v.h.f. Ch. 16
Broadcast to other ships.
Make sound signals.
Exhibit lights / shapes
Switch on deck lighting.
Sound bilges & tanks.
Take overside soundings.
Update v/l’s position available in radio room, satellite terminal & other automatic
distress transmitters as neccesary.

7) Fire.

a. Sound internal / external emergency alarms.

b. Notify all concerned of seat of fire.
c. Ventilation, automatic fire doors & watertight doors closed.
d. Deck lighting switched on.
e. Update v/l’s position available in radio room, satellite terminal & other automatic
distress transmitters as neccesary.

8) Flooding.

Sound internal / external emergency alarms.

Close watertight doors.
Update v/l’s position available in radio room, satellite terminal & other automatic
distress transmitters as neccesary.

9) Boat / liferaft stations.

General emergancy alarm signal sounded.

Crew / passengers assembled at muster / survival craft stations.

10) Man overboard

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 Release lifebuoy with light, flare or smoke signal.
Take avoiding action.
Note position of lifebuoy as search datum.
Inform master.
Inform engine room.
Post lookouts to keep person in sight.
Manoeuvre ship to recover person as recommended by wheelhouse poster.
Sound three long blasts & repeat as neccesary.
Rescue boat’s crew assembled.
Plot position of vessel relative to person overboard.
Vesslel’s position available in radio room, up-dated as neccesary.
Broadcast man overboard warning.

11) Search & rescue.

Take d/f bearing of distress message.

Re-transmit distress message.
Maintain continuous listening watch on all distress frequencies.
Consult iamsar.
Establish communications between surface units & sar aircraft.
Plot positions, courses & speeds of other assisting units.
Radar made available for locating survivlal craft transponder signal.

SOLAS
Fire Fighting Appliance (cargo ships)

Capacity of fire pumps (Total required capacity not more than 180 m3/hr):

• Each fire pump (other than Emergency fire pump) shall have a capacity not less than 80 % of total
required capacity divided by minimum no of required fire pumps but in any case not less than 25 m3/hr.
• Each pump capable of delivering at least 2 required jets of water.
• G/S, Ball, Bilge pumps accepted as fire pumps provided:
¾ Not normally used for pumping oil.
¾ If used occasionally have suitable changeover arrangements fitted.

Emergency Fire pump:

• Capacity not less than 40 % of total required capacity of the fire pumps but in any case not less than 25 m3
/ hr.
• Capable of delivering 2 jets of water with minimum pressure (at a 3rd hydrant – not a SOLAS requirement)
not less than 2.1 bar.
• Diesel power source of pump started in cold condition of 0° C by hand or by power at least 6 times within
a period of 30 minutes and at least twice within 1st 10 minutes.
• Tank to have sufficient fuel for at least 3 hours and reserve fuel outside main machinery space to allow the
pump to run for additional 15 hours.
(Total suction head and the net positive suction head of the pump to be such that they will provide for the
required capacity and pressure under all conditions of list, trim, roll and pitch likely to be encountered in
service)
• No direct access between engine room and emergency fire pump. If access provided, through and airlock.

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• Isolation valves in tankers to be fitted on the fire main on poop and tank deck at intervals not more than 40
meters to pressure integrity of fire main system.
(Diameter of fire main: sufficient for maximum discharge from 2 pumps operating simultaneously except
for cargo ships the diameter need be sufficient for a discharge of 140 m3 / hour.

Fire hydrants:

• Number and position such that at least two jets of water not from the same hydrant can reach any part of
the ship.
• One shall be from a single length of a hose.
• Engine room hydrant – one on each side and one in tunnel.

Fire hoses:

• Passenger ships: One fire hose for each hydrant.

• Cargo ships: One for each 30 meter length of the vessel and one spare but in no case less than 5 in nos.
¾ (Length of hose not less than 18 meter if breadth of vessel more than 27 meter then
hose length of 27 meter but not more) – not in SOLAS.

Fire nozzles:

• All nozzles of dual purpose type i.e. spray and jet in corroborating a shut off.
• Standard nozzle size = 12mm, 16mm and 19mm.
• For accommodations and service spaces a nozzle side greater than 12mm need not be used.
• Machinery spaces more than 19mm need not be used.

CO2 Systems:

• Cargo spaces: Quantity of CO2 available be sufficient to give a minimum volume of gas equal to 30 % of
the gross volume of largest cargo space so protected by the ship.
• Machinery spaces: Quantity of CO2 available be sufficient to give a minimum volume of gas equal to 40 %
of the gross volume of space (excluding casing) or 35 % of the gross volume of space (including casing).
For machinery spaces, the fixed piping system shall be such that 85 % of the gas can be discharged into the
space within 2 minutes.
• For the purpose of the above volume of free CO2 shall be calculated at 0.56 m3 / kg.
• Two separate controls shall be provided for releasing
¾ One control shall be used to discharge the gas from its storage container.
¾ The other to open the valve of the piping which conveys the gas to the protected space.

Fire extinguishers:

• All of approved type and design capacity of portable extinguisher not more than 13.5 litres and not less
than 9 litres.
• Spare charges for 100 % of extinguishers.
• Portable foam applicator consists of an air foam nozzle of an inductor type capable of being connected to
the fire main by a fire hose and a portable tank of at least 20 litres.
• Foam making liquid and one spare tank.
• Rate of foam 1.5 m3 / minute.
• One of the portable fire extinguishers intended for use in any space to be stowed outside the entrance.
• Boiler room:
¾ One set of portable foam applicator unit required.
¾ At least 2 portable fire extinguisher
¾ At least 1 approved foam type extinguisher of capacity 135 litres.
¾ A receptacle containing sand or sawdust impregnated with soda.
¾ Any fixed fire-extinguishing system – e.g. CO2, foam, water spray.
• Spaces with internal combustion machinery:

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¾ Any fixed extinguishing system.
¾ At least 1 set of foam applicator unit.
¾ Sufficient number of foam type extinguisher capacity 45 litres plus sufficient number of portable foam so
placed that walking distance between extinguishers not more than 10 meters.
• High expansion foam: (fixed type system in machinery space)
¾ Sufficient to fill the greatest space to be protected at a rate of at least 1 meter in depth / minute.
¾ Produce a volume of foam equal to 5 times the volume of the space.
¾ Expansion ratio of not less than 5 liters/m2/minute.
• Sprinklers: Application rate of not less than 5 liters/m2/minute.

Fire mans outfit:

1) Fire proof protective clothing outer surface waterproof.
2) Boots and gloves of rubber or non-conductive of electricity.
3) Rigid helmet.
4) Electric safety lamp (approved type) minimum burning period 3 hours.
5) An axe (approved type with cover)
6) Breathing apparatus.
¾ SCBA at least 1200 litres capacity or capable of functioning for at least 30 minutes. Normal breathing rate
40 litres / minute.
¾ Fire proof line attached to harness.
• All ships at least 2 fireman’s outfit’s.
• To carry at least 4 sets of fire mans outfits widely spread. > for tankers.

International shore connection:

• Outside diameter: 178 mm

• Inside diameter: 64 mm
• Bolt circle diameter: 132 mm
• Slots in flange4 holes: 19 mm in diameter
• Flange thickness: minimum 14.5 mm
• Bolts and nuts4 nos: each 16 mm in diameter, 50 mm in length
• Washers: 8 nos.

Fixed deck foam systems: (tanker’s – low expansion)

1) Capable of delivering foam to entire cargo tank deck as well as into a cargo tank if the is ruptured.
2) Control station outside and away from cargo area and readily accessible, simple and rapid operation.
3) Rate of foam not less than 0.6 litres/ m2/ minute.
4) Sufficient supply of foam concentrate to produce foam for at least 20 minutes. ( IG system fitted)
5) Foam supplied through foam monitors and applicators. (1250 litre/min)
6) Capacity of any monitors at least 3 liter/m2/minute.
7) Capacity of applicator not less than 400 litres/minute and throw not less than 15 meter

Inert gas systems: (cargo tank protection):

• Maintaining O2 content less than 8 % by volume in any part of cargo tank.

• Positive pressure at all times.
• Maintaining O2 content less than 5 % in the IG main.
• System capable of delivering IG to cargo tanks at a rate of at least 125 % of the maximum discharge rate.
• 2 blowers : capacity 20000 m3/hr
• IG : capacity 1000 m3 / hr
• Vacuum : 200 mm wg
• High pressure : 1200 mm wg

Steering gear: (regulation 29)

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• All ships to be provided with main and auxiliary steering gear, independent from each other.

Main steering gear:

1) Rudderstock shall be
2) Adequate strength and capable of steering the ship at maximum ahead speed.
3) Capable of putting rudder over from 35° one side to 35° other side at its deepest draft and maximum ahead
service speed and 35° on either side to 30° on other side in 28 seconds.
4) Operated by power and designed so as not to incur damage at maximum astern speed.

Auxiliary steering gear:

1) Adequate strength and capable of steering at a navigable speed.
2) Capable of putting the rudder 15° one side to 15° the other side in 60 seconds, when vessel at deepest draft
and running ahead at ½ maximum ahead service speed or 7 knots whichever is greater.
• Steering gear control from Navigation Bridge and locally.
• Auxiliary steering gear controls from locally and if power operated also operable from Navigation Bridge.
• Steering capability to be regained in not more than 45 seconds after the loss of one power system.

Emergency power: (capable of illuminating):

• Passenger ships: not less than 36 hours

• Cargo ships: not less than 18 hours
• Navigation bridge, navigation lights, navigation equipment, aldis, whistle, accommodation, alleyway,
stairway, machinery space, control stations, radio room, LSA gear, FFA gear, communication.

Tests and drills:

• Test is within 12 hours of departure.

• Emergency steering drills once every 3 months.

Pilot hoists:
Construction-
1) A mechanical powered winch with brake.
2) Two separate falls.
3) A ladder consisting of a rigid upper part on which the pilot stands and a flexible lower past of a short
length of pilot ladder which enables a person to board from or disembark a launch.
• Hand operating gear in emergencies.
• Safety limit switch.
• Emergency stops (capable to be operated by person in the hoist)
• Speed of hoist 15 – 30 meter’s / minute.
• Hoist securely attached to ships structure not side rails.
• Falls long enough to do the job and still have 3 times on the drum.

Ladder section –
1) Rigid part – 2.5 meters long.
2) Non skid steps for safe access and safe hand holds
3) Spreader with rollers fitted at lower end to roll freely on shipside.
4) Flexible lower part must be 8” steps long.

• New hoists subjected to over load test of 2.2 times the working load.
• Operating test of 10 % over load.
• Every 6 months regular test rigging and inspection which includes a load test of 150 KGs.
• Entry in ships official log book.

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Life saving appliances:

Life buoys:

Length < 100: min no of life buoys = 8

100 < 150: min no of life buoys = 10
150 < 200: min no of life buoys = 12
> 200: min no of life buoys = 14

Requirements:
1) Outer diameter not more than 800 mm
2) Inner diameter not less than 400 mm
3) Constructed of buoyant material.
4) Mass not less than 2.5 KGs ( MOB not less than 4 KGs )
5) Support 14.5 kg of iron for 24 hours in fresh water.
6) Withstand a drop into water from a stowage position to waterline in light condition or 30 meter whichever
is greater.
7) Fitted with a grab line not less than 9.5 mm in diameter. Grab line secured at 4 equidistant points. Length
not less than 4 times the outside diameter.
• Painted international orange / highly visible colour.
• Readily available on both sides of vessel. At least one at stern. No permanent securing.
• At least one buoy on each side fitted with buoyant life line ( 2 x stow height or 30 meter)
• At least ½ the no of life buoys with SI lights ( 2 hours )
• At least 2 with smoke floats ( 15 minutes )
• Marked in roman - name and port of registry.

Life jackets:
Requirements –
1) One for every person on board + 25 % extra.
2) Fitted with retro reflective tape + life jacket lights ( visibility 1 mile )
3) For children 10 % of the no of passengers on board
Construction –
1) Correctly donning within 1 minute.
2) Capable of wearing inside out
3) Can jump from a height of 4.5 meters into water
4) Turn the body of an unconscious person in 5 sec’s
5) Lifts the mouth 128 mm clear of the water
6) Fitted with a whistle
7) Buoyancy not reduced by more than 5 % after 24 hour immersion in fresh water

Immersion suits:
Requirements –
1. Unpacked + donned within 2 minutes
2. Permit the wearer to climb up and down a vertical ladder at least 5 meter in length
3. Jump from a height of 4.5 meter into the water
4. Cover the whole body with exception of face.
5. Core temperature does not fall more than 2°C after a period of 6 hours in water of temperature 0° - 2° C
6. Turn the wearer face up in 5 seconds.
• Provided for every person assigned to crew rescue boat.
• Cargo ships for each life boat at least 3 suits or if necessary 1 for each person on board
• TPA for persons on board not provided for by immersion suits.
• Immersion suits and TPA not required if ---
7. Vessel had total enclosed life boats for 100 % of compliment on each side
8. Free fall life boat for 100 % of compliment
9. Engaged in warm climates

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10. If vessel less than 85 meters than davit launched life rafts required 100 % of compliment

Rescue boats:
1. Capable of being launched from stowage position with parent vessel making a headway of 5 knots.
2. Means of rapid recovery
3. Capability to manoeuvre at 6 knots for 4 hours and tow the largest life raft with full compliment at 2 knots.
4. Function – recover persons from water, marshal survival craft.
5. In a state of continuous readiness ( launching in 5 minutes )
6. Stowed clear of other survival craft.

Requirements –
1. Length not less than 3.8 meters and not more than 8.5 meters.
2. Capable of carrying at least 5 seated persons and 1 lying down.

Additional equipment –
1. One buoyant line of 50 meter length for towing purpose.
2. Two buoyant rescue quoits with 30 meter line
3. Efficient radar reflector or SART.
4. Water proof 1st aid kit
5. TPA for 10 % or 2 of the total capacity
6. A search light
7. Walkie talkie

Muster and drills:

• Boats and fire drill once a month

• Within 24 hours of vessel leaving port if more than 25 % of crew have not participated in a drill in the
previous month
• Passenger ships : muster within 24 hours of embarkation

Training manuals:
Bridge, engine room, crew mess room, officers mess room.
¾ Lifeboats launched and manoeuvred in water once every 3 months, during a drill.
¾ Free fall life boats: if impracticable to launch every 3 months then should be davit lowered every 3 months,
provided that the life boat is free fall launched at once in 6 months.
¾ Rescue boats : launched and manoeuvred once a month in any case once every 3 months

Onboard training:
• Use of LSA and FFA to be given to new crew as soon as joining or within 2 weeks.
• Individual instructions on all LSA within 2 months
• Use of davit launched life rafts within 4 months

Maintenance and inspection

Page 87 of 100 Lifeboat falls:
• Turned end for end at intervals not more than 30 months ( 2 ½ years )
• Renewed not more than 5 years unless required earlier.
Weekly inspections :
• All survival craft, rescue boats and launching appliances inspected visually
• Engines of life boats and rescue boats run ahead and astern for not less than 3 minutes
• General emergency alarm ( if not done daily )
Monthly inspections:
• All LSA, lifeboats and rescue boat equipment using checklist provided.
• Report logged
Confidential Page 87 22/10/2006

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Servicing of life rafts and HRU (life jackets inflatable, rescue boats inflatable)
• Every 12 months can be extended for additional 5 months but not more.
• Disposable HRU’s ( HAMAR) 2 years life cycle.

Passenger vessels engaged in short international voyages:

• Life boats for at least 30 % of passenger + life rafts for remaining.

• In addition – life rafts for at least 25 % of passenger’s

Passenger ships engaged in international voyages additional requirements:

• Lifeboats: partially or totally enclosed life boats for 50 % of total complement on each side.
• Life rafts may be substituted for boats but boats capacity should never be less than 37.5% of the total
compliment
• Rafts must be davit launched
• In addition life rafts for 25 % of the compliment
• Rescue boat: one on each side.

Cargo ships additional requirements:

• Lifeboats one or more totally enclosed on each side for 100 % of compliment.
• Life rafts to accommodate total no of persons on board if not readily transferable for launching on either
side of ship, total capacity on each side for 100 % of compliment.
• If free fall life boat, then life rafts on each side for 100 % of compliment and at least one side of ship to
have davit launched rafts.

Vessel less than 85 meter in length:

• Life raft on each side for 100 % complement – if life rafts are not readily transferable then additional life
rafts to be provided so that total capacity on each side = 150 % of complement.
• Rescue boat can be counted for crew.
• Where survival craft are stowed in a position which is more than 100 meter from stern or stem, she shall
carry additional life raft ( 6 person) forward or aft as practicable.
• Such life rafts are manually operated.

Marking on life rafts:

1) Name and port of registry of ship ( not on container)
2) Makers name or trade mark
3) Serial number
4) Name of approving authority
5) Capacity
6) SOLAS
7) Type of emergency pack ( A ~ B )
8) Length of painter
9) Drop test height ( maximum stowage height above water level)
10) Launching instructions and last service date

• Life rafts : capable of staying afloat for a period of 30 days in all sea conditions
• Weak link breaking strain 2.2 ± 0.4 kn.
• HRU automatic release of life raft @ depth of 4 meter.
• Life boat engines: capable of running to provide a speed of 6 knots for a period of 24 hours – shall have a
sufficient fuel to last 24 hours.
• To be capable of carrying a life raft of 25 person with full compliment and equipment with a speed of 2
knots.

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Marking on the life boats:
1) Dimensions
2) Capacity
3) Name and port of registry of vessel on each side of bow
4) Lifeboat number on each side of bow and also on top of boat to identify from air.
5) Retro reflective tape all round at intervals of 12”

Fire protected life boats:

Capable of protecting the persons inside when enveloped in a continuos fire for not less than 8 minutes

Self contained air supply:

To provide breathable air with engines running for a period not less than 10 minutes pressure not less than
outside atmospheric pressure and not more than 20 mbs above the outside atmospheric pressure.

Line throwing apparatus:

• Capable of throwing a line with reasonable accuracy

• Have not less than 4 projectiles each capable of carrying the line at least 230 mm in calm weather.
• Include not less than 4 lines of breaking strength 2 Kn.
• Instructions and diagrams on separation ( pains wessex ) ( schermuly )

Pyrotechnics in life boats and rescue boat and life rafts:

• 6 hand flares
• 4 rocket parachutes
• 2 buoyant smoke floats

Hand flares:
1) Contained in water tight casing
2) Instructions and diagram on operating procedure
3) Burn bright red colour
4) Burning period not less than 1 minute ( 10 seconds in water – submerged 100 meter below water

Parachute flares:
1) Contained in water tight casing
2) Instructions and diagram on operation procedure
3) Reach an altitude of 300 meter ( fixed vertically) and eject paraflare
4) Burn bright red colour not less than 30000 candelas
5) Burning period not less than 40 seconds descent not more than 5 meter/ second

Smoke float:
1) Contained in water tight casing
2) Instructions and diagram on operation procedure
3) Emit smoke of highly visible colour (orange) for not less than 3 minutes in calm water. No flame.
4) Not suspended in sea way (smoke for 10 seconds if submerged in water)

About cargo stowage:

Weight / area of cargo = loading expression in t/m2
If cargo = 30 t maximum loading of deck = 2.5 t/m2
Then minimum area over which the weight must be spread = 30/2.5 = 12 m2
And therefore use good dunnage and safer to add 5 % to the weight when calculating the area.

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Go through-
¾ Hanging of anchor.
¾ Clearing foul hawse.
¾ All moors. Advantages and disadvantages.

SOLAS appendix 3

Certificates and documents required to be carried on board ships:

All ships:

1. Certificate of registry validity: 5 years

2. International loadline certificate validity: 5 years
3. Intact stability --- validity: life long
4. Minimum safe manning certificate ?
5. Certificate for master, officers, and ratings ?
6. International tonnage certificate validity: life long
7. Deratting or de-ratting exemption certificate validity: 6 months
8. Oil record book to be kept on board for 3 years
9. Cargo ship safety construction certificate validity: ?
10. Cargo ship equipment certificate validity: 2 years
11. Cargo ship safety radio certificate validity: 1 year
12. D.O.C. with ----- for ships carrying dangerous cargo ?
13. Dangerous goods manifest or stowage plan ?

♦ For passenger ships: including no 1 to no 10 and also

1. Passenger ship safety certificate validity: 1 year

♦ For ships carrying liquid cargo in bulk: including no 1 to 12 and also

1. International oil pollution prevention certificate for the carriage of noxious liquids in bulk (NLS certificate)
validity: 5 years
2. Cargo record book validity: kept for 3 years
3. Certificate of fitness for carriage of dangerous chemicals/liquefied gasses in bulk
validity: 5 years
4. Grain stability booklet for grain carriers (document of authorization for grain carriage)
5. International oil pollution prevention (IOPP) 5 yrs
6. Certificate of insurance of other financial security in respect of civil liability for oil pollution (CLC)
7. Noise survey report
8. Ship board oil pollution emergency plan ( SOPEP) vessels response to pollution prevention (VRPP)
For oil tankers equal to or more than 100 GRT
Other ships equal to or more than 400 GRT

Under ISM Code:

1. Document of compliance issued for every company complying with the ISM code copy of certificate to be
held on ship
2. Safety management certificate issued for every ship complying with ISM ( also company must comply =
DOC)

ISM
Objectives:
5. Observe safe operation of ships

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6. Prevent pollution
7. Prevent loss of life and damage
8. Project environment

¾ Designated person from compare – DPA designated person ashore

¾ Master responsible from ship
¾ Internal audits
¾ Reports non confirmatives NCR – non conformance report
¾ Corrective action
¾ Log all activities
¾ Have an approved SMS (safety management system)

MGN
- will provide
1. Advice
2. Guidance

- in order to improve
1. safety of shipping
2. safety of life at sea
3. prevent or minimize pollution
¾ numbered in sequence from MGN 1

MIN
- info for a more limited audience
e.g. info on training establishments
Or equipment manufacturers
Or which will be of use for a short period of time
¾ numbered in sequence from MIN 1
¾ cancellation date typically 12 months

MSN
- mandatory info which must be complied with under UK legislation
- these will relate to SI’s and contain technical detail of such regulations

¾ numbered in sequence continuing the present numbers but using the initial letters MSN
Three complimentary series
• Safety
• Pollution prevention
• Other info of relevance to shipping and fish industries

¾ Salt Water MSN White

¾ Great Britain MGN Blue
¾ Inert Gas MIN Green

MIN 37 (M + F)
An investigation into capsize and stability of sailing multi vessels

MIN 38 (M)
Research project 391
Assessment of survival time of damaged Ro-Ro passenger vessels

MIN 39 (M + F)
Research project 397
Ships specific tagging of oil contaminated discharges
Two types of tagging

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1. Synthetic DNA
2. Non radio active isotopes
What is tagging – adding an identifying code to oil cargo and fuel
This method was suggested after taking OIL SOURCE IDENTIFICATION Techniques such as hydrocarbon
biomarker finger printing
Inconclusive because of
1. Several ships used to carry the same cargo
2. Ships took bunkers from the same source

MIN 31 (M + F)
Current on 1st September’98
Comprises annual list of MCA notices and includes a subject index.
Shows all MSN’s MIN’s and MGN’s current on 1st September’98

FSA (formal safety assessment)

Formal safety assessment technique have been developed by the MCA on recommendation of House of Lords
committee
MARPOL
• Will ban organizations in paint by Jan 2003
• Recommend new testing procedures for monitoring the level of atmospheric pollution from ships
¾ North foreland light house in kent was the last manned light house in the UK
Decommissioned (last month – outdated information)

About cargo stowage:

Weight / area of cargo = loading expression in t/m2
If cargo = 30 t maximum loading of deck = 2.5 t/m2
Then minimum area over which the weight must be spread = 30/2.5 = 12 m2
And therefore use good dunnage and safer to add 5 % to the weight when calculating the area.

Containers:
• Must have safety approved plate on every approved container stating –
1. Maximum operating gross weight
2. Allowable stacking weight
3. Transverse racking test load valve

Marks on a anchor:
1. Makers name or initials
2. Progressive no
3. Weight
4. No of certificate
5. Letters indicating the certifying authority

Anchor certificate:
1. Type of anchor
2. Weight of anchor including crown shackle in kgs
3. Length of shark in mm
4. Length of arm in mm
5. Weight of head of anchor
6. No of test certificate
7. No and date of drop test

♦ Spider band : derrick head

♦ Hounds band : mast head for preventer back stays

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 I.A.M.S.A.R.

I.A.M.S.A.R. :International Aeronautical And Maritime Search And Rescue

Manual.
The primary purpose of the three volumes of the iamsar manual is to assist the states in
meeting their own search and rescue needs, and the obligations they accepted under the
convention on international civil aviation, the international convention on maritime search
and rescue, and the international convention for the safety of life at sea. These volumes
provide guidelines for a common aviation and maritime approach to organising and providing
sar services. States are encouraged to develop and improvise their sar services, co-operate
with neighbouring states, and to concider their sar services to be part of a global sar system.
Each iamsar manual volume is written with specific sar system duties in mind, and can be
used as a stand-alone document or, in conjunction with the other two volumes as a means to
attain a full view of the sar system.
Volume 1: the ‘organisation and management volume’, discusses the global sar system
concept, establishment and improvement of national and regional sar systems and co-
operation with neighbouring states to provide effective and economical sar services.
Volume 2: the ‘mission co-ordination volume’, assists personnel who plan and co-ordinate
sar operations and exercises.
Volume 3: the ‘mobile facilities’, volume is intended to be carried aboard rescue units,
aircraft, and vessels to help in performance of search, rescue or on-scene co-ordinator
function and with aspects of sar that pertain to their own emergencies.
This manual is published jointly by the international civil aviation organisation and the i.m.o.
Contents of volume iii:
Abbreviations and acronyms.
Glossary.
Section 1: overview.
Section 2: rendering assistance.
Section 3: on scene co-ordination.

Types of search patterns:

Expanding square search (ss):

Most effective when the location of the search object is known within a relatively
close limit.
The commence search point is always the datum position.
Often appropriate for vressels or small boats to use when searching for persons in
the water or other search objects with little or no leeway.

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 Due to the small area involved this procedure must not be used simultaneously by
multiple aircraft at similar altitudes or by multiple vessels.
Accurate navigation is required; the first leg is usually oriented directly into the
wind to minimise navigational errors.
It is difficult for fixed wing aircraft to fly legs close to datum if track spacing is
less than 2 miles.

Sector search (vs):

Most effective when the position of the search object is accurately known and the
search area is small.
Used to search a circular area centered on a datum point.
Due to the small area involved, this procedure must not be used simultaneously by
multiple aircraft at similar altitudes or by multiple vessels.
An aircraft and a vessel may be used together to perform independent sector
searches of the same area.
A suitable marker (for eg. A smoke float or a radio beacon) may be dropped at the
datum position and uysed as a reference or navigational aid marking the centre of
the pattern.
For aircraft, the search pattern radius is usually between 5 and 20 miles.
For vessels the search pattern radius is usually between 2 and 5 miles and each
turn 120 deg normally turn to stbd.

Track line search (ts):

Normally used when an aircraft or vessel has disappeared without a trace along a
known route.
Often used as initial search effort due to ease of planning and implementation.
Consists of a rapid and resonably thorough search along intended route of the
distressed craft.
Search may be along the side of the track line and return in the opposite direction
on the other side (tsr).
Search may be along the intended track and once on each side, then search facility
continues on its way and doesn’t return (isn).
Aircrafts are frequently used for ts due to their high speed.
Aircraft search height usually 300 - 600 mts during daylight or 600 - 900 mts at
night.

Parallel sweep search (ps):

Used to search a large area when survivor location is uncertain.

Most effective over water or flat terrian.
Usually used when a large search area must be divided into sub areas for
assignment to individual search facilities on scene at the same time.
The commence search point is in one corner of the sub area, one half track space
inside the rectangle from each of the two sides forming the corner.
Search legs are parallel to each other and to the long sides of the sub area.

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 Multiple vessels may be used for:
# parallel sweep by 2,3,4 and 5 or more ships.

6) radar search:

When several assisting ships are available, a radar search may be effective, esp
when the position of the incident is not known reliably and the sar aircraft may
not be available.
No prescribed pattern has been provided for this contingency.
The osc should normally direct the ships to proceed in “loose line abreast”,
mantaining a track spacing between ships of the expected detection range * 1.5.
Pls refer to iamsar for detection ranges

Visual search:
Individual search patterns have been designed so that an osc. Can rapidly initiate a
search by one or more crafts.
There will be a number of variables that cannot be foreseen. Search patterns based
on visual search have been established which should meet many circumstances.
They have been selected for simplicity and effectiveness and are discussed later in
this section.

Note:
Track spacing:
Most search patterns consist of parallel tracks or sweeps covering a rectangular area.
The distance between adjacent tracks is called the track spacing.
Correction factors based on weather conditions and search object are provided in a
table. Multiplying the uncorrected track spacing (su) by the apropriate weather
correction factor (fw) produces the recommended track spacing. S = su * fw .
Changes in weather, number of assisting crafts, etc., may occur, making it prudent to
alter the track spacing.
The smc must ensure that all searching ships and aircraft maintain safe seperations
from one another and accurately follow their assigned search patterns.

Section 4: on board emergencies.

Medico:
Medico messages request or transmit medical advice from and to a vessel at sea.
Each medico message may be addressed to rcc’s or communications facilities from
ships at sea.
The messages should be prefixed “dhmedico” so that communications personnel
know to handle them as medico messages.
The itu list of radio determination and special service stations lists commercial and
government radio stations which provide free medical message service to ships.
These messages are normally delivered to hospitals or other facilities with which sar
authorities or the communications facilities has made prior arrangements.

95
 Sar services may provide medical advice either with their own doctors or via
arrangements with doctors outside the sar organisation.
There are several commercial enterprises which provide international subscription
and pay per use medical advice to vessels at sea.
Replies to messages should indicate the medical facility which provided the medical
information.

Medevac:
If medical evacuations are being concidered the benefits must be weighed against the
inherent dangers of such operations to both the persons needing assistance and the
rescue personnel.
When medical assistance is required, information is sent as per format provided in
this section to be sent to rcc. Other information may be necessary in certain cases.
The final decision about whether it is safe to conduct an evacuation remains
ultimately with the person in command of the rescue facility tasked with conducing
the evacuation.

Persons overboard:
There are three situations, namely:
Immediate action: the person overboard is noticed from the bridge and action is taken
imediately.
Delayed action: the person is reported to the bridge by an eyewitness and action is
initiated with some delay.
Person missing action: the person is reported to the bridge as missing.

When the possiblity exists that the person has fallen overboard the crew must attempt to
recover the individual as soon as possible.the factors affecting the speed of recovery include:
# ships manoeuvering characteristics.
# wind direction and sea state.
# crews experience and level of training.
# capablity of the engine plant.
# location of the incident.
# visiblity level.
# recovery technique.
# possiblity of having other vessels assist.

Initial action:
Throw a life ring over the side as close to the person as possible.
Sound three prolonged blests on the ships whistle, hail “person overboard”.
Commence recovery manoeuvre.
Note position, wind speed and direction and time.
Inform master of the vessel and engine room.
Post lok-outs to keep the person in sight.
Set off dye marker or smoke flares.
Inform radio operetor and keep updated on the position.
Stand by the engines.

96
 Prepare lifeboats for possible launching.
Distribute portable vhf radios for communication between bridge, deck, and lifeboat.
Rig pilot ladder to assist in the recovery.

Standard methods of recovery:

# williamson turn:
Makes good original track line.
Good in reduced visiblity.
Simple.
Takes the ship farther away from the scene of the incident.
Slow procedure.

Rudder hard over (in an immediate action situation only) to the side of the
casualty.
After deviating from the original course by 60 deg. The rudder hard over to the
opposite side.
When heading 20 deg’s short of the opposite course, rudder to midship position
and the ship to be turned to opposite course.

# one turn (single turn or anderson turn)

Fastest recovery method.
Good for ships with tight turning characteristics.
Used most by ships with conciderable power.
Very difficult for single screw vessels.
Very difficult because approach to person is not straight.

Rudder hard over (in an immediate action situation only) to the side of the
casualty.
after deviation from the course by 250 degs rudder to midship position.
Stopping manoeuvre to be initiated.

# scharnov turn:
Will take vessel back to her wake.
Less distance is covered hence saving time.
Cannot be carried out effectively unless the time elapsed between occurrence of the
incidentand the commencement of the manoeuvre is known.

Not to be used in an immediate action situation.

Rudder hard over.
After deviation from the original course by 240 degs rudder hard over to the
oposite side.
When heading 20 degs short of the opposite course, rudder to midship position so
that ship will turn to the opposite course.

Appendices:
Appendix a: regulation v/10 of the international convention for safety of life at sea, 1974.

97
Appendix b: search action message.
Appendix c: factors affecting observer effectiveness.
Appendix d: standard format for sar. Situation report (sitrep).
Appendix e: sar briefing and debriefing form.

Standards For Training & Certification For Watchkeepers

Stcw’ 78 Adopted On 7th July 1978 Which Came Into Force On 28th April 1984, This Convention Had
Limited Knowledge And No Skilled Training Programs. Transparency Of The Certification Was Seen Lacking
So A New Convention Called Stcw 95 Was Adopted By The Imo On The 1st Feb 1999.
Stcw’ 95
Comprises Of 17 Articles Of 36 Mandatory Regulations Laid Out In 8 Chapters As Compared To Stcw’ 78,
Which Comprised Of 17 Articles Of 25 Mandatory Regulations Laid Out In 6 Chapters.

Stcw’ 78 Stcw’ 95
General Provisions
Master Deck Dept
Engine Dept
Radio Personnel. Radio Comm. & Radio Personnel
Sp. Req. For Tankers Special Training For Persons On
Ships
Proficiency In Survival Craft Emergency Occupational Safety,
Medical Care & Survival Functions.
Certificates For Officers Defining
Functions.
Contains 2 Regulations

Reg. Viii/1 Deals With Fitness Of Duty

Reg. Viii/2 Deals With Watchkeeping Arrangements And Principles To Be Observed.

Knowledge Regarding Certificates

The Old Certificates Issued Under The ’78 Convention Shall Be Valid Only Until 1st Feb 2002. Thus Before
This Day All 78 Convention Certificates Holders Should Renew Their Certificates By Doing A Refresher
Course And Updating Training And Assessment As Well As Additional Modular Courses Specified Under The
Provisions Of Stcw ’95.
New Certificates Shall Be Valid For 5 Years And In Order To Revalidate The Certificate The Seafarer Will
Have To Meet The Standards Of Medical Fitness & Establish Continued Professional Competence As Required
By The Imo.

Information Regarding The Rest Periods For A Candidate

Chapter Viii: Standards Regarding Watchkeeping.
Section A-Viii/1
Fitness For Duty
All Persons Who Are Assigned Duty As Officer In Charge Of A Watch Or As Rating
Forming Part Of A Watch Shall Be Provided A Minimum Of 10 Hours Of Rest In Any 24
Hour Period.

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 The Hours Of Rest May Be Divided Into No More Than Two Periods, One Of Which
Shall Be Atleast 6 Hours In Length.
The Requirements For Rest Periods Laid Down In Paragraphs 1 And 2 Need Not Be
Mantained In The Case Of An Emergency Or Drill Or In Other Overriding Operational
Conditions.
Not Withstanding The Provision Of Paragraphs 1 And 2, The Minimum Period Of 10
Hours May Be Reduced To Not Less Than 6 Consecutive Hours Provided That Any Such
Reduction Shall Not Extend Beyond Two Days And Not Less Than 70 Hours Of Rest
Are Provided Each Seven Day Period.
Administration Shall Require That Watch Schedules Be Posted Where They Are Easily
Acessible.

Ballast water management plan;

Harmful Aquatic Organisms In Ballast Water

An Mepc Working Group On Ballast Water Reported Progress In Developing Draft New Regulations For
Ballast Water Management. It Is Intended To Include These In A New Annex To Marpol, To Be Adopted At A
Conference Provisionally Scheduled For 2000. Implementation Guidelines For The Proposed Annex Are Also
Being Developed, Which Are Expected To Be Included In A Code Related To The New Annex.
The Proposed New Annex Vii Is Aimed At Addressing The Environmental Damage Caused By The
Introduction Of Unwanted Aquatic Organisms In Ballast Water, Used To Stabilize Vessels At Sea. Globally, It
Is Estimated That About 10 Billion Tonnes Of Ballast Water Is Transferred Each Year.
The Water Taken On Board For Ballasting A Vessel May Contain Aquatic Organisms, Including Dormant
Stages Of Microscopic Toxic Aquatic Plants - Such As Dinoflagellates, Which May Cause Harmful Algal
Blooms After Their Release. In Addition, Pathogens Such As The Bacterium Vibrio Cholerae (Cholera) , Have
Been Transported With Ballast Water. As Ships Travel Faster And Faster, The Survival Rates Of Species
Carried In Ballast Tanks Have Increased. As A Result, Many Introductions Of Non-Indigenous Organisms In
New Locations Have Occurred, Often With Disastrous Consequences For The Local Ecosystem - Which May
Include Important Fish Stocks Or Rare Species.
The Mepc Approved A Questionnaire To Be Sent To Member States To Obtain Information On Current
Domestic Laws And Regulations On Ballast Water Management. It Is Intended That The New Internationally
Binding Regulations Would Avoid A Situation Whereby Individual Governments Adopted Their Own Rules To
Prevent Contaminated Ballast Water Affecting Their Local Ecosystems. Meanwhile, The Mepc Noted The
Different Options For Introducing The Proposed Regulations. The New Annex To Marpol, As Originally
Proposed, Could Be Adopted Via A Protocol To Add A New Annex To Marpol 73/78, Or It Could Be Adopted
As A New Annex Via Amendments To Marpol 73/78, A Simpler Process. Another Option Is For A Diplomatic
Conference To Adopt A New Convention On Ballast Water Management, Under Which The Terms For Entry
Into Force Would Be Determined By The Conference, Instead Of Having To Comply With Existing Entry Into
Force Terms Established By Marpol 73/78. The Mepc Agreed To Consider A Legal Framework For The New
Regulations At Its Next Session In November.

This Information Is Sourced From The Net.

More Info From The Net

Marine Environment Protection Committee 40th Session 18-25 September 1997

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Committee Tackles Ballast Water Problem

The Committee Discussed Measures To Deal With The Problem Of Harmful Aquatic Organisms Transported In
Ballast Water And Approved A Draft Assembly Resolution On Guidelines For The Control And Management
Of Ship’s Ballast Water To Minimize The Transfer Of Harmful Aquatic Organisms And Pathogens, For
Submission To The 20th Assembly For Adoption.

There Has Been Increased Awareness In Recent Years Of The Environmental Damage Caused By The
Introduction Of Unwanted Aquatic Organisms In Ballast Water, Used To Stabilize Vessels At Sea. Examples
Of Introductions Of Non-Indigenous Organisms In New Locations Include The Introduction Of The European
Zebra Mussel (Dreissena Polymorpha) In The North American Great Lakes, Resulting In Expenses Of
Billions Of Dollars For Pollution Control And Cleaning Of Fouled Underwater Structures And Waterpipes;
And The Introduction Of The American Comb Jelly (Mnemiopsis Leidyi) To The Black And Azov Seas,
Causing The Near Extinction Of The Anchovy And Sprat Fisheries.

Human Health Has Also Been Badly Affected, With The Transportation Of The Bacterium Vibrio Cholerae
(Cholera) To Latin American Coastal Water, Probably Through Discharges Of Ballast Water From Asia, And
The Introduction Of The South-East Asian Dinoflagellates Of The Genera Gymnodinium And
Alexandrium, Which Cause Paralytic Shellfish Poisoning, To Australian Waters.

The Draft Guidelines, Which Have Been Drawn Up By A Working Group On Ballast Water, Are Aimed At
Minimizing The Risks Of Introducing Harmful Aquatic Organisms And Pathogens While Maintaining Ship
Safety. Some States Have Already Introduced Mandatory Management Of Ballast Water To Prevent The
Introduction Of Exotic Species.

Guidelines For Preventing The Introduction Of Unwanted Organisms And Pathogens From Ships’ Ballast
Waters And Sediment Discharges Were Adopted By The Committee In 1991 And Subsequently As An
Assembly Resolution A.774(18), But The Revised Version Incorporates Further Recommendations On
Tackling The Problem, Including How To Lessen The Chances Of Taking On Board Harmful Organisms Along
With Ballast Water.

The Recommendations Include Informing Local Agents And/Or Ships Of Areas And Situations Where Uptake
Of Ballast Water Should Be Minimized, Such As Areas With Known Populations Of Harmful Pathogens Or
Areas Near To Sewage Outlets. Ships Should Operate Precautionary Practices, Through Avoiding Loading
Ballast Water In Very Shallow Water Or In Areas Where Propellers May Stir Up Sediment. Unnecessary
Discharge Of Ballast Water Should Also Be Avoided.

Procedures For Dealing With Ballast Water Include Exchange Of Ballast Water At Sea And Discharge To
Reception Facilities, While The Guidelines Note That In The Future Treatment Using Heat Or Ultraviolet Light
Could Become Acceptable To Port States.

Imo’s Maritime Safety Committee (Msc) And The Committee Have Already Approved Guidance On Safety
Aspects Relating To The Exchange Of Ballast Water At Sea, Which Outlines Procedures For Exchanging
Ballast Water And Point Out Safety Issues Which Need To Be Considered, Such As Avoidance Of Over And
Under Pressurization Of Ballast Tanks And The Need To Be Aware Of Weather Conditions.

The Committee Approved A Programme Of Work For The Ballast Water Working Group, Which Includes
Developing Draft Regulations On Ballast Water Management To Be Adopted As An Annex To Marpol At A
Conference Of Parties To The International Convention For The Prevention Of Pollution From Ships, 1973, As
Modified By The Protocol Of 1978 (Marpol 73/78), The Main International Convention Dealing With The
Prevention Of Pollution From Ships. The Conference Is Scheduled To Be Held In The Year 2000.

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