FIRE

Class 1 & 2 Oral Answers

MINIMIZE RISK OF FIRE

Objective: Fire is one of the greatest maritime perils at sea. A few good practices can reduce risk of fire. Fire safety objectives onboard a ship is: Prevent the occurrence of fire and explosion. Reduce the risk to life caused by fire. Reduce the risk of damage to ship, cargo or environment caused by fire. Contain, control and suppress fire and explosion in the compartment of origin. Provide adequate and readily accessible means of escape for passengers and crews. Procedures: Cleanliness and good housekeeping. Avoid accumulation of oil, especially in engine room. Settling tanks and other oil tanks must not overflow. Any oil leak must be treated immediately. Discarded cotton waste and cleaning rags should be put into metal containers which are emptied regularly. All the equipments used in hazardous areas must be approved type. Smoking regulations to be followed. All fire fighting equipments should be well maintained and ready for immediate use. Especial precaution to be taken when doing hot work or any operation which renders a risk of fire. Electric circuits should not be overloaded. Unauthorized electrical equipments should not be used onboard. All electrical wirings and fittings should be of approved type and well maintained. Clothing should not be left for drying near any hot electrical equipment. Especial measures in port: Risk of fire is greater especially when ship in port. Extra precaution to be observed when hot works are being carried and flammable materials being loaded or discharged. Before any hot work, inflammable materials must be removed from adjacent spaces. During hot work, fire fighting appliances should be kept ready for immediate use. Smoking regulations to be strictly observed. Unauthorized visitors should not be allowed. Warnings and notices to be posted for not smoking, especially in special types of ships.

Fire in port
Fire in port may occur during cargo, bunkering or any other operation. Fire in port to be dealt in separate way than at sea. Immediate action: Raise the alarm. Announce by PA. Inform port authorities. Inform the Master. Muster all crew at emergency station. Muster as per emergency team Carry out head count. Check if any casualty. Cease cargo or bunker operations. Cast off barges alongside. Non essential persons to be sent ashore. One man standby at the gangway with cargo plan, fire wallet, international shore connection to act as a guide for shore fire party. Fire party briefed. Proceed to scene off fire and investigate. Investigations to wear firemens outfit.They are to be supported by two men with fire hose, used to produce protective curtain. Shut down all ventilation. Start emergency fire p/p. Continue boundary cooling of adjacent spaces. Try to fight the fire by conventional means. After fire brigade comes: Hand over fire wallet. Co-ordinate closely and assist as required. Constant check on stability at all times. Close and batten down hatches. Isolate all electrical circuits related to the affected area. Consider loss of stability while using water as an extinguishing medium. Consider the possibility by using foam or by flooding the hold with carbon-dioxide. Follow up actions: Report details to owner, charterer, P&I club. Send an accident report to MPA. Prepare a masters report that includes: When fire started. Extent of fire. Damage due to fire. Any personnel injury. Attempts made to extinguish fire. Time taken to extinguish fire

Fire in galley (At sea)

Immediate actions: Sound fire alarm .Announce by PA .Inform E/R. Reduce speed Muster in the emergency station. Muster as per emergency team Carry out head count. Check if any casualty. Establish communication between emergency teams and bridge. Command team will: Check vessels position, Check weather condition, wind direction, force. Suit vessels course appropriate for minimum wind effect if traffic condition permits. Alter course Reduce speed Record all the events and steps taken Send urgency or distress message depending on the extent of fire. In-charge of emergency team to ensure any casualty Prepare. fire fighting team for fighting fire Investigate location and nature of

fire, inform to bridge. Rig fire hoses for boundary cooling. Close all ventilators, flaps, blowers, fire doors. Cut off electrical supply to galley. Back up team will: Ensure fire mens outfit, BA sets & spare bottles are readily available. Support team will: Prepare life boats for lowering. Take care of casualty. C/E will ensure: Emergency fire pump started. Emergency generator started. Fire pump pressure is maintained. Ill decide the best way to fight fire based on all available information and instruct C/O to fight fire accordingly: If there is small fire, use portable CO, dry powder extinguisher, fire blanket. As fire in the galley normally oil or electric fire. In case of big fire: Send two men donning firemens outfit to fight the fire with fire/dry powder hose. They are to be supported by two men, with fire hoses used to produce protective curtain. Back up team to continue boundary cooling. Check adjacent compartments if there is sign of spreading fire. Consider loss of stability while using water to fight fire. Refer to damage stability booklet for loss of stability. Continuously monitor temperature of affected area and its surroundings. Maintain fire watch when fire is extinguished. Cancel distress/urgency message. Follow up actions: Report details to owner, charterer, P&I club. Send an accident report to MPA. Prepare a masters report that includes: When fire started. Extent of fire. Damage due to fire. Any personnel injury. Attempts made to extinguish fire. Time taken to extinguish fire. Weather condition.

PRINCIPLES OF FIRE PROTECTION ONBOARD

As per regulation-2, SOLAS CH-II, part-2 (MSA-CH-179, safety convention, subsidiary legislation), in order to achieve fire safety objectives, the following functional eight principles are embodied in the regulations: 1. Division of the ship into main vertical and horizontal zones by thermal and structural boundaries. 2. Separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries. 3. Restricted use of combustible materials. 4. Detection of any fire in the zone of origin. 5. Containment and extinction of any fire in the space of origin. 6. Protection of means of escape and access for fire fighting. 7. Ready availability of fire extinguishing appliances. 8. Minimization of possibility of ignition of flammable cargo vapor.

Fire in cargo hold at sea

Immediate actions: Sound fire alarm .Announce by PA. Inform E/R. Reduce speed .Activate ship's contingency plan for fire. Muster in the emergency station. Muster as per emergency team Carry out head count .Check if any casualty. Establish communication between emergency teams and bridge. Command team will: Check vessels position. Check weather condition, wind direction, force. Suit vessels course appropriate for minimum wind effect if traffic condition permits. Alter course Reduce speed Record all the events and steps taken. Send urgency or distress message depending on the extent of fire. Incharge of emergency team to ensure any casualty. Prepare fire fighting team for fighting fire. Investigate location and nature of fire, inform to bridge. Rig fire hoses for boundary cooling. Seal off the hold; close all ventilators, flaps, blowers, fire doors. Cut off electrical supply to the hold. Back up team will: Ensure fire mens outfit, BA sets & spare bottles are readily available. Support team will: Prepare life boats for lowering. Take care of casualty. C/E will ensure: Emergency fire pump started. Emergency generator started. Fire pump pressure maintained. Ill decide the best way to fight fire based on all available information and instruct C/O to fight fire accordingly: If there is small fire, use portable fire extinguishers depending on the type of fire. In case of big fire: Send two men donning firemens outfit to fight the fire with fire/dry powder hose. They are to be supported by two men, with fire hoses used to produce protective curtain. Back up team to continue boundary cooling. Check adjacent compartments .if there is sign of spreading fire. If fire is uncontrollable and deep seated: Flood the hold with CO2. As per ship's fire plan. If hold contains nitrates, sulfates or explosives, flood hold with water. Never open hatch. Entry of air may cause flash back. Consider loss of stability while using water to fight fire. Refer to damage stability booklet for loss of stability. Continuously monitor temperature of affected area and its surroundings. Maintain fire watch when fire is extinguished. Cancel distress/urgency message. Follow up actions: Report details to owner, charterer, P&I club. Send an accident report to MPA. Prepare a note of protest to save owner's interest, stating the facts only. Prepare a masters report that includes: When fire started. Extent of fire. Details of damage to cargo due to fire. Any personnel injury. Attempts made to extinguish fire. Time taken to extinguish fire. Weather condition.

POSSIBLE SOURCES OF FIRE

Electrical sources. Smoking. Funnel sparks. Dirty vent trunk in galley. Oily cotton rags. Cargo of spontaneous combustible nature. Welding and hot works. Leaking of oil on hot surface in engine room. Electronic equipment. Naked lights. Accumulation of static charge. Timber cargo. Hot bulkheads. Steam pipes. Paint, batteries. Flammable atmosphere due to dust, cargo vapors.

Types of fire
Agreement reached about classes of fire in 1970 between European countries. Fire is classified mainly in four categories, namely A, B, C & D. Class-A Fire involving solid materials. Normally of organic nature. Examples: wood, paper, textiles, fabrics, plastics. Most effective extinguishing medium is water. Class-B Fire involving liquids or liquefiable solids. Extinguishing agents include water spray, foam, vaporizing liquids, carbon dioxide, dry powder. Class-C Fire involving gases or liquefied gases. Normally in the form of jet or spray. Most effective extinguishing medium is dry powder. Class-D Fire involving metals. Carbon di oxide and dry powder are normally suitable. Class-E Fire involving live electrical equipments sometimes termed as class-E. Extinguishing medium: carbon di oxide

ICE
Factors of ice accretion
If wind force increases above force 6, the rate of ice accretion increases because: Wind chill factor increases. Increase of shipping sprays Air temperature falls below -2C Sea temperature decreases Shipping seas and sprays increases Excessive ship's speed Unsuitable ship's course Rate of ice accretion on a slow moving ship with the wind ahead or on the beam, given wind and sea temperature, can be estimated using "Icing Nomo grams" given in mariners handbook (reproduced below):

Cold weather precautions

Provide suitable worm clothing. Organize and brief bridge team prior to entry into the ice regarding: Indications of presence of ice. Not to be overexposed to extreme cold. Look outs need to be rotated at short interval. Report to master on sighting ice. Regular radar watch in appropriate range. Second watch keeper Obtain up to date ice reports and ensure that ice limits are entered in the chart, plot occasional. Icebergs. Change over to manual steering until the vessel is clear of ice region. Helmsman to report D/O if loss of steering. Instruct C/E to regularly check the followings: Steering gear heating arrangements of steering gears. To check viscosity of hydraulic oil for all cranes, winches and boat engines, if necessary, renew. Inform all departments. Check all navigation equipments are in satisfactory conditions. Check navigation lights, search light and sound signaling appliances. Instruct C/O the followings: The ship has sufficient stability. Ship should be sufficiently trimmed that propeller tips are well submerged. Ballast tanks, FW tanks, life boat FW tanks not to press up full, keep allowance for expansion. Especially above water line tanks. Calculate free surface effect. Drain fire lines on deck. All deck scuppers to be cleared to prevent water trapping on deck. Cover deck machinery and controls with canvas. If steam windlass, run slowly. Cranes/ derricks to be freeze, to prevent this, they should be topped/slewed at regular intervals. Hawse pipes/ sparling pipe covers are in position. Rig life lines on deck as may become slippery. All LSA/FFA in satisfactory condition and ready for immediate use.

Actions when navigating in the vicinity of ice

Ensure the followings, when navigating in the vicinity of ice: Additional look out have been posted, they know their duties. Continuous radar watch. Obtain as much information possible about sighting ice and other navigational warnings. Monitor temperature of air and sea, especially at night. Make obligatory reports of ice sighting as per MSA/SOLAS. Adjust the speed of the ship if passing through the ice, according to the type and thickness of ice. Inform engineers when temperature drops to about 0 to 1C.Information received from ice patrol, coastal stations, shipping broadcast and meteorological observations may result in an alteration of course to avoid ice. Make the fullest use of navigation equipment and aids to ascertain accurate navigation. Ensure the deck is safe for crews to go about their normal duties. Remove ice by chipping or by sweeping. Do not use normal window washers. Use window heaters instead.

Obligations on sighting ice

Under regulation 31 of chapter V of SOLAS-74, master who meets dangerous ice is bound to inform about this to ships near the vicinity and the authorities. As per regulation 32, an ice danger message is to be transmitted. It should contain: The kind of

ice observed. The position of ice when last observed, The time and UT when the ice last observed.

Precautions before proceeding to ice zone

Before proceeding to ice zone, I will check the following items: Article of agreement and the geographical limit, expiry of article of agreement. Class certificate, if ship has ice notation. Check the charter party contract Insurance coverage premium may be high. Instruct C/E: To check heating system for accommodation, steering gear, bridge windows; To check viscosity of hydraulic oil for all cranes, winches and boat engines, if necessary, renew. Instruct C/Off to check/ indent: Warm clothing for full complement, Protective gloves, Extra blanket, Spare bulbs for navigation light, Steam hoses, De-icing compounds, Axe, shovels. Instruct navigating officer to ensure: Navigational equipments in good working condition. Sufficient charts are available. Gather all information regarding the limits of ice, ice seasons, and navigation in ice.

ISPS
Ship security system
Security level: There are 3 security levels, namely, Security Level 1, Security Level 2, and Security Level 3, defined in the ISPS Code. Flag States will set security level for their ships. A ship prior to entering a port or while in the port, is required to comply with the security level of the flag state or the port state, whichever is the higher. The master is required to have information on board concerning persons or organizations responsible for the appointment and employment of crew members of the ship. Ships are to be provided with a ship security alert system. Ships are subjected to port state control with respect to compliance with chapter XI-2.The port state control inspection in this respect is limited to verifying that there is on board a valid international ship security certificate (ISS certificate) issued under the provisions of Part A of the ISPS Code. The master of a ship has the overriding authority and the responsibility to make decisions and measures with respect to the safety and security of the ship. A ship is required to carry on board a ship security plan approved by the flag state on the basis of a ship security assessment. The company operating a ship shall designate a company security officer (CSO) for the ship. Each ship is required to have a designated ship security officer (SSO).The CSO, the SSO, appropriate shore-based personnel and shipboard personnel

having specific security duties and responsibilities are required to undergo training in maritime security in accordance with the guidance given in Part B of the ISPS Code. Drills and exercises with respect to the ship security plan are required to be carried out at appropriate intervals by all parties concerned with the ship security plan. A ship, after a verification that the ship complies with chapter XI-2 and the ISPS Code will be issued an International ship security certificate (ISS Certificate) valid for a period not exceeding 5 years. Within the 5-year validity period of the ISS Certificate, the ship is required to have an intermediate verification which will be endorsed on the ISS certificate. A ship is required to act upon the security levels set by the port state or the flag state, whichever is appropriate by carrying out the activities prescribed in the ISPS Code with the aim of identifying and taking preventive measures against security incidents.

Security level
Security level 1 The level for which minimum appropriate protective security measures shall be maintained at all times. The following activities shall be carried out through appropriate measures, taking into account the guidance given in part B of ISPS code, in order to identify and take preventive measures against security incidents: Ensuring the performance of all ship security duties. Controlling access to the ship. Controlling the embarkation of persons and their effects. Monitoring restricted areas to ensure that only authorized persons have access. Monitoring of deck areas and areas surrounding the ship. Supervising the handling of cargo and ship's stores. Ensuring that security communication is readily available. Security level 2 The level for which appropriate additional protective security measures shall be maintained for a period of time as a result of heightened risk of a security incident. Additional protective measures specified in the ship security plan shall be implemented for each activity of security level 1, taking into account the guidance given in part B of ISPS Code. Security level 3 The level for which further specific protective security measures shall be maintained for a limited period of time when a security incident is probable or imminent. It may not be possible to identify the specific target. Further specific protective measures, specified in the ship security plan, shall be implemented for each activity of security level 1, taking into account the guidance given in part B of this ISPS Code. Security level three is the highest.

Marking of IMO number

IMO Number is to be permanently marked in two places. Covered by SOLAS CH-XI-1, regulation - 3.4. Place-1 is any of the following places: On the stern of the ship. On either side of the hull. Amidships port and starboard On either side of the superstructure, port and starboard On the front of the superstructure In the case of passenger ships, on a horizontal surface visible from the air.Place-2 is any of the following places: Either on one of the end transverse bulkheads of the machinery spaces On one of the hatch ways In the case of tankers, in the pump-room In the case of ships with ro-ro spaces, on one of the end transverse bulkheads of the ro-ro spaces.

SHIP SECURITY OFFICER (SSO)

Ship security officer means the person on board the ship, accountable to the master, designated by the Company. Responsible for the security of the ship, including implementation and maintenance of the ship security plan. Responsible for liaison with the company security officer and port facility security officers. A ship security officer shall be designated on each ship. In addition to those specified elsewhere in ISPS Code, the duties and responsibilities of the ship security officer shall include, but are not limited to: 1. Undertaking regular security inspections of the ship to ensure that appropriate security measures are maintained. 2. Maintaining and supervising the implementation of the ship security plan, including any amendments to the plan. 3. Coordinating the security aspects of the handling of cargo and ship's stores with other shipboard personnel and with the relevant port facility security officers. 4. Proposing modifications to the ship security plan. 5. Reporting to the company security officer any deficiencies and non-conformities identified during internal audits, periodic reviews, security inspections and verifications of compliance and implementing any corrective actions. 6. Enhancing security awareness and vigilance on board. 7. Ensuring that adequate training has been provided to shipboard personnel, as appropriate. 8. Reporting all security incidents. 9. Coordinating implementation of the ship security plan with the company security officer and the relevant port facility security officer. 10. Ensuring that security equipment is properly operated, tested, calibrated and maintained, if any. The ship security officer shall have knowledge and have received training, taking into account the guidance given in part B of ISPS Code.

OVERVIEW SOLAS CH 2-2

CH-2 II Regulation-2: a) Fire safety objectives Prevent the occurrence of fire and explosion. Reduce the risk of life caused by fire. Reduce the risk of damage caused by fire to the ship, its cargo and the environment. Contain, control and suppress fire and explosion in the compartment of origin. Provide adequate and readily accessible means of escape for passengers and crews. b) Functional requirements Regulation-3: Definitions A-Class division: Divisions formed by bulkheads and decks which comply following regulations: Constructed of steel or other equivalent material. Suitably stiffened. Insulated with approved non-combustible materials such as the average temperature of the unexposed side will not rise more than 140C above the original temperature The temperature at any one point, including any joint, rise more than 180C above the original temperature. Within the time period: Class A-60 60 min Class A-30 30 min Class A-15 15 min Class A-0 0 min. Constructed as to be capable of preventing the passage of smoke and flame to the end of the one hour standard fire test. A test is required as per FTP code. Main vertical zone: Sections into which the hull, superstructure and deckhouses are divided by A-class divisions. Mean length and width of which on any deck does not in general exceed 40m. Regulation-10: International shore connection: Required for ships 500GT and upwards. At least one. Specifications as per FSS code. Can be used on either side of the ship. Fire pumps: Ships shall be provided with independently driven fire pimps. Passenger ships: 4000GT and upwards: at least three. Others: at least two. Cargo ships: 1000Gt and upwards: At least two. Others: At least two (one independent). An emergency fire pump for cargo

ships and passenger ships less than 1000GT, if fire in any compartment cause all the pumps inoperative. Fire hoses and nozzles: Non perishable material. At least 10m length. Not more than 15m in machinery space. Not more than 20m in other spaces and open decks. Not more than 25m for open decks for ships with max breadth more than 30m.Complete interchangeability of hose, couplings and nozzles, unless one hose and nozzle for each hydrant is provided. For cargo ships 1000GT and upwards, 1 for every 30m and 1 spare (not less than 5).This no. does not include E/R or boiler room. Nozzle size: 12mm, 16mm and 19mm or as near as there to. Dual purpose type (jet and spray). Portable fire extinguishers: Comply with FSS code. Of appropriate type and sufficient number. For ships of 1000GT and upwards: carry at least 5 extinguishers. Near entrance of a space. Carbon di oxide shall not be placed in accommodation spaces. On-conductive extinguishing medium for control spaces and electrical spaces. Ready for use and placed at easily visible places. Spare charges: 100% for first 10 and 50% of remainder. Additional fire extinguishers, which cannot be recharged. Fire fighter's outfit: Comply with FSS code. Ships to carry at least two. Passenger ships: additional 1 for every 80m and part thereof, of the aggregate of all passenger spaces and service spaces. If carrying more than 36 passengers, 2 additional outfits for each main vertical zone. Tankers: two additional. Two spare charges for each breathing apparatus. Regulation-15: The crews shall have necessary knowledge and skills to handle fire. Crew members shall receive instructions regarding fire safety, duties. Parties for fire fighting to be organized. Crew members shall be trained regarding fire fighting. Their performance to be evaluated. Training manuals: Training manuals to be provided in each crew mess room and recreation room or in each crews cabin. To be written in working language of the ship. Will contain instructions easily understood and illustrated wherever possible. Fire control plans:

General arrangement plans shall be permanently exhibited for the guidance of ship's officers.GA plans will show for each deck: The control stations various fire sections enclosed by A and B class divisions Particulars of fire detection and fire alarm systems. Sprinkler installations Fire extinguishing appliances. Means of access Decks Ventilating systems including fan control positions. Position of dampers the details may be may be set out in a booklet, if approved by director. A copy shall be supplied to each officer. One copy shall be available onboard in accessible position. Plans and booklets to be kept updated. Alterations to be recorded as soon as possible. Descriptions in these booklets to be in language(s) required by the authority. Duplicate set of fire control plans shall be permanently stored in a prominently marked weather tight enclosure outside the deckhouse for shore side fire fighting personnel. Regulation-19: Carriage of dangerous goods Additional requirement for construction and equipment for safe carriage of dangerous goods regarding: Water supplies. Source of ignition. Detection system. Ventilation. Bilge pumping. Personnel protection. Portable fire extinguishers. Insulation of machinery space boundaries. Water sprays system. Separation of ro-ro spaces. Document of compliance An appropriate document issued by the director on an authorized organization. Evidence of compliance of construction and equipment with the requirements of this regulation. Shall be carried onboard.

Specifications of international shore connection

Outside diameter 178 mm inside diameter 64 mm Bolt circle diameter 132 mm Slots in flange 4 holes, 19 mm in diameter Flange thickness minimum 14.5 mm Bolts and nuts 4 nos., each 16 mm in diameter, 50 mm in length Washers 8 nos.

MSA - VARIOUS DEFINITIONS

Gross tonnage It is a measurement of the overall size of a ship determined in accordance with merchant shipping (Tonnage) regulation. It is the total volume of all enclosed spaces and all accommodation and cargo spaces. It is calculated by the following formula: GT = K1V where: V = total volume of all enclosed spaces in cubic meters. K1=0.2 + 0.02 Log10V Net tonnage It is a measurement of the total earning capacity of a ship determined in accordance with merchant shipping (Tonnage) regulation. It is the total volume of only all cargo spaces. It is calculated by the following formula: NT = K2Vc (4d/3D)2+ K3 (N1+ N2/10) where: Vc = total volume of all cargo spaces in cubic meters. K2 =0.2 + 0.02 Log10Vc K3 = 1.25 (GT+10000)/10000 GT = Gross tonnage D = moulded depth and d = moulded draft, amidships, in meters N1= number of passengers in cabins with not more than eight berths. N2= number of other passengers.

Ton and tonne: Ton is the gross tonnage of a ship. Tonne is the metric ton, measurement of a unit of weight, equals to 1000kg.

MSA OVERVIEW CH-5 Regulation-26

Steering gears: testing and drills Testing Within 12h before departure, ships steering gears to be checked and tested by ship's crew. Test shall include, where applicable, the operation of the followings: Main steering gear. Auxiliary steering gear .Remote steering gear control system. Steering position located on the navigation bridge. Emergency power supply. Rudder angle indicators in relation to the actual angle of rudder. Remote steering gear control system power failure alarms. Steering gear power unit failure alarms. Automatic isolating arrangements and other automatic equipment. Checks and tests shall include: Full movement of rudder according to the required capability of steering gear. Visual inspection for the steering gear and its connecting linkage Operation of the means of communication between the navigation bridge and steering gear compartment. For short voyages, the director may waive the requirements and only weekly tests/checks may accept. Dates of checks carried out must be recorded. Drills: Emergency steering drills: once in every three months in order to practice emergency steering procedures. This drill shall include: Direct control within the steering gear compartment. Communication procedures with the navigation bridge. Operation of alternative power supplies. Date and details of emergency drills carried out must be recorded. Updated: June 20, 2003

MSA OVERVIEW - CH-3 LSA

Anti exposure suit and immersion suit Definition (Regulation-3) Anti exposure suit: A protective suit designed for the use by rescue boat crews and marine evacuation system parties.

Immersion suit: A protective suit which reduces the body heat loss of a person wearing it in coldwater. Requirements (Regulation-7, section-3) To comply with LSA code specifications (sec-2.3, 2.3). Should be of appropriate size. Shall be provided for every person assigned to crew the rescue boat or assigned to the marine evacuation system party. If the ship is constantly engaged in warm climate, the administration may exempt the ship from the requirement. Life buoys Requirements (Regulation-32) Length in meters Minimum number of lifebuoys Under 100 -8/100 and under 150 10/150 and under 200 -12/200 and over 14 Specifications (Regulation-7.1, sec-2.1, LSA code) Outer diameter not more than 800 mm Inner diameter not less than 400 mm Constructed of buoyant material. Mass not less than 2.5 kgs (MOB not less than 4 kgs) Support 14.5 kg of iron for 24 hours in fresh water. Withstand a drop into water from a stowage position to water line in light condition or 30 meter whichever is greater. 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 color. 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 the no of life buoys with SI lights ( 2 hours )At least 2 with smoke floats ( 15 minutes )Marked in roman - ship's name and port of registry. Fire drill MSA CH-2(2), reg-15, b(ii).3. Performance of crew members assigned to fire fighting duties shall be evaluated by conducting onboard training and drills. Areas require improvement should be identified. Competency in fire fighting skills to be maintained. Operational readiness of fire fighting organization to be maintained. MSA CH-3, reg-19, 3.4 In fire drills, due consideration to be given to regular practice in various emergencies that may occur, depending on the type of cargo. Fire drill to include the followings: Reporting to station and preparation for duties as per muster list. Starting of fire pump, using at least two require jets water to show the system in proper working order. Checking fire men's outfit and other personal rescue equipments. Checking of relevant communication equipments. Checking the operation of water tight doors, fire doors, fire dampers and main inlets and outlets of ventilation systems. Checking the necessary

arrangements of subsequent abandoning of the ship. Equipments used in fire drills to be brought back to its fully operational condition. Any faults and defects discovered during the drill to be remedied as soon as practicable. Regulation-30, sec-2 In passenger ships, fire drills to take place weekly. Entire crew need not to be involved. Each crew members must participate in a fire drill each month. Passengers are encouraged to attend these drills.

DAMMAGE

Action following a damage Actions will specifically depend on type of accident or damage. Followings are the main steps in common: Immediate actions: Take the con. Follow emergency procedure as per company emergency procedure manual, which should include: Sound general emergency alarm. Stop Engines. Announce by PA. Head count, look for casualty and establish communication. Close watertight doors. Activate SOPEP and take preventive actions in case of any oil pollution. Order chief officer for damage assessment. Water tight integrity of hull and subsequent breaches of same. Assess rate of flooding. Condition of machinery space. Check hull for damage. Visually inspect compartments where possible. Obtain following information from emergency teams: Details casualties. Any fire risk, any other information regarding associate problems. On the bridge, the command team will do the followings: Maintained VHF watch. Exhibit light / shapes and any appropriate sound signals. Switch on deck lighting at night. Determine the vessels position. Broadcast urgency or distress massage as required. Inform the accident with positions and time to the following parties: Local authorities. Owners, charterers, P & I club. Make an accident report to MPA in the correct format. Try to minimize immediate danger such as pollution, fire etc. In case of grounding: Determine possibility of refloating the ship and take appropriate actions: calculate height of tide and time of rise and fall. Reduce draught of ship: De-ballasting Jettisoning cargo Use main engines to maneuver. Obtain assistance from port authority, coast guard, salvage tugs.

Subsequent legal and commercial actions: While taking tug assistance, consider: LOF, if the danger imminent. Salvage contract if the situation permits. Use all available means of the ship to refloat the vessel. Keep all records of incidents and actions. Appropriate records to be entered in Deck log book, Movement book, Engine log book. Telegraph recorder, Echo sounder graph. Used chart. Entry to be made in official log book. Record of all damage and subsequent actions. Prepare a statement of fact of all the happenings. Prepare a note of protest, stating the facts only. Consider the possibility of proceeding to voyage or deviating to port of refuge.

V/L AGROUND

Immediate actions: Take the con. Follow emergency procedure as per company emergency procedure manual, which should include: Sound general emergency alarm. Stop Engines. Announce by PA. Head count, look for casualty and establish communication. Close watertight doors. Activate SOPEP and take preventive actions in case of any oil pollution. Order chief officer for damage assessment. Water tight integrity of hull and subsequent breaches of same. Obtain sounding form all tanks, bilges, hold Condition of machinery space. Check hull for damage. Determine which way deep water lies. Visually inspect compartments where possible. Sound bilges and tanks Sound around the ship to find possible point of grounding. Obtain following information from emergency teams: Details casualties. Any fire risk. Any other information regarding associate problems. On the bridge, the command team will do the followings: Maintained VHF watch. Exhibit light / shapes and any appropriate sound signals. Switch on deck lighting at night. Determine the vessels position. Obtain information on local currents and tides, particularly details of the rise and fall off the tide. Broadcast urgency or distress massage as required. Inform the accident with positions and time to the following parties: Local authorities. Owners, charterers P & I club. Make an accident report to MPA in the correct format. Determine possibility of refloating the ship and take appropriate actions: Calculate height of tide and time of rise and fall. Reduce draught of ship: De-ballasting Jettisoning cargo. Use main engines to maneuver. Obtain assistance from port authority, coast guard, salvage tugs. Subsequent legal and commercial actions: Try to minimize immediate danger such as pollution, fire etc. While taking tug assistance, consider: LOF, if the danger imminent. Salvage contract if the situation

permits. Use all available means of the ship to refloat the vessel. Keep all records of incidents and actions. Appropriate records to be entered in: Deck log book, Movement book. Engine log book, Telegraph recorder Echo sounder graph. Used chart Entry to be made in official log book. Record of all damage and subsequent actions. Prepare a statement of fact of all the happenings. Prepare a note of protest, stating the facts only. If it is possible to refloat the vessel, consider the possibility of proceeding to voyage or deviating to port of refuge.

Special answer: Actions when vessel aground, as a chief officer.

Actions in case of grounding From a chief officer's point of view. On hearing the emergency alarm, I will go to the emergency station in proper rig. Head count and report to master. Inform master about any missing person / casualty. Follow ship's emergency procedure manual for grounding. Command team: Master, Emergency team: C/O, Back-up team: 2/O Roving team: C/E, E/R team: 2/E, Detail crew to close all water tight doors, portholes, ventilator flaps and all other water tight openings to gain reserve buoyancy. Ensure back-up team prepares lifeboat. Detail crew to take sounding of all tanks and bilges, especially near grounded areas. Sound around the ship to find possible point of grounding. Myself with damage control party move to area of impact to assess damage. Visually inspect compartments where possible Estimate the size of the damage, its location, and relative position to the water line, area of the vessel. Keep master updating all the situations and findings. Calculate the stability of the vessel. Determine possibility of refloating the ship and take appropriate actions: Ask bridge about height of tide and time of rise and fall. Possibility of reducing draught of ship: De-ballasting Jettisoning cargo. Deal additional hazards like fire, pollution. If it is possible to refloat the vessel, have an exact assessment of damage. Determine the possibility of proceeding to voyage or deviating to port of refuge and suggest master. PORT OF REFUGE: Under what circumstances: The ship may be damaged due to various reasons such as: Collision, Grounding, The ship is damaged in such an extent that it is unsafe to continue the voyage. In the case the voyage to be diverted to the nearest safe port which is called port of refuge. It is a justifiable deviation. The ship is repaired as necessary at the port and the voyage may be resumed after the ship becomes seaworthy.

Masters concern: Followings to be considered to decide upon port of refuge: Can the port be reached safely? (Enough fuel, extent of damage). Are the port authorities friendly/hostile? Can the vessel enter port and remain in safely? Repair facilities in the port. Cost of repairs reasonable? Can cargo be discharged/stored? Crew repatriation facilities. Can owners representatives enter/leave freely? Spares/stores readily available? Can ships spares/stores imported easily? Survey facilities available. Port free of war, strikes, civil commotion? Are required charts onboard? For deciding upon port of refuge, guide to port entry/ owners suggestions, underwriters suggestions to be consulted. After deciding POR: Inform owner, charterer, and agent at original destination and give them the reasons to enter POR. Consult with underwriter. State requirements at POR. Inform agent at POR. Inform port authorities. Contact with P & I club at POR. While deviating to POR Inform the owner: Date, time, position, nature of incident, ROB of D/O, FO, FW onboard. Present situation onboard. Weather: present and future Masters intention to deviate Name of port of refuge. ETA at port of refuge, Assistance required. Inform agents at POR: Name, port of registry, Official No, IMO No. Ships particulars (GT, NT, LOA, LBP, Draft) Reasons for entering ETA. Amount of cargo and distribution. Details of assistance required Upon arrival: Obtain pilot Enter the ship in customary manner Obtain pratique. After entry: Issue note of protest, reserving the right to extend it. Inform owner, charterer of the ships safe arrival. Inform Director of Marine if the accident has resulted in loss of life. Inform underwriter in accordance with tender clause. Inform P&I agent and underwriters surveyor. f cargo to be discharged, GA adjustor and qualified independent cargo surveyor to be present before breaking bulk (opening/closing of hatches).Arrange damage survey by class. If no class surveyors available, make arrangements with other

classification society surveyor, IACS or experienced person (if formers not available) to have the damage surveyed. After receiving surveyors report/ recommendation, call for tenders with advice from underwriter representative. In tender, include statement the lowest or any tender will not necessarily be accepted. Arrange repairs under supervision of surveyor/ underwriters surveyor. After repair, arrange survey. If surveyor is from class, he will issue an interim certificate. If he is not employed by class, he will issue a certificate of seaworthiness. A proper record to be kept commencing from the time of deviation to port of refuge. Copies to send to owner for P&I claims. Note protest, giving full details of damage and repairs, copies to be dispatched to owner. The ship can be cleared for resume voyage. Damage in FO tank as a result of grounding In case of damage in fuel tank, there is possibility of oil spill. SOPEP to be activated: Transfer fuel from damaged tank to other tank. Report to the appropriate authority. Obtain shores assistance to control spillage. Contain by booms/ mooring ropes, if the situation permits, by rescue boat. Use oil dispersal upon shores permission. Clean up oil if situation permits. In case of oil spill or FO tank damage, there is a subsequent risk of fire: Prepare fire fighting teams ready to fight fire. Remove all combustible materials from the scene. Fight fire if there is any. Repair of damage: Proceed to port of refuge or next port for repair. Follow port of refuge procedures. Gas frees the tank. Shift cargo/ combustible materials from adjacent tanks and holds. Prepare fire fighting equipments to fight probable fire. Following parties to be informed when vessel is aground: Local authorities. Nearby ships by an urgency message through VHF. Owners, charterers P & I club. Make an accident report to MPA in the correct format within 24hrs of accident. To re-float the vessel: In case of vessel aground, I will take the following actions to re-float the vessel: Calculate height of tide and time of rise and fall. Reduce draught of ship by: Deballasting Jettisoning cargo. Use main engines to maneuver. Obtain assistance from port authority, coast guard. Get assistance from salvage tugs.

Actions as a master in case of collision:

Immediate action: Take over the con. Sound emergency alarm, call emergency station. Engine full astern, generally correct action. Check position. Instruct C/Off to: Muster, Head count. Check

casualties. Make visual inspection of area of impact, estimate size of damage area, position in relation to W/L. Check cargo hold bilges and tank sounding to know which compartments are flooded .Close all water tight doors and fire doors through ships length. Prepare LSA & survival crafts. Prepare FFA in case of subsequent fire. Follow SOPEP in case of pollution. Asses rate of flooding. Check ships damage stability condition and loss of buoyancy. Refer to damage stability booklet. Determine reserve buoyancy, change in GM, trim, list. As per damage control plan, follow counter measures to control flooding. Start bilge pumps. Keep monitoring soundings at regular intervals. Keep reporting to bridge overall situation. Without endangering my own ship, I shall: Render all practicable and necessary assistance to save the other ship, crew and passengers from danger. Remain with her until there is no need of further assistance. Exchange information with the master of the vessel: Ships name, port of registry. Port of departure, port of destination. Report the accident to Marine Department within 24Hrs. Issue Note of protest to hold other vessel responsible and accept from other vessel if any. If the ships are interlocked, I will discuss with other ship whether to separate or not, considering risk of oil spill, spark, fire, sinking etc. Maintain contact in VHF with other ship. Ill verify effect of damage on ships stability. Ill decide whether to abandon or not, considering: Amount of damage Risk of fire. Expected time vessel will stay afloat Weather condition. Dispatch an urgency message, followed by a distress message if required. If abandonment is not imminent, Plug in / shoring the damage. Inform company and keep them updating the situation. Enter all the actions taken in ships log book and OLB. Subsequent actions: Ill decide whether to proceed to voyage or to proceed to port of refuge. If proceeding to voyage with reduced maneuvering capability, hoist appropriate signal as per ICS and broadcast radio warnings. Write a full report describing all events leading to the collision and gather information for the owners lawyers: Charts in use before and up to the time of collision. Deck and engine room log books, movement book, OLB. Graphs and prints of course recorder, echo sounder, telegraph. Statement of crew members witnessed the accident. Full details of two ships. Exact location of collusion Time (UTC & LT) Accuracy of bridge/ER clocks. Estimation of speed/courses of vessels at the time of impact. Estimated angle of impact Point of impact Weather and tide condition at the time of collision List of navigation equipments used at the time of collision Name and positions of other vessels in the vicinity at the time of collision Retain scrap papers, which have been disposed off during the time of collision Brief all officers and crews not to make any statement to any person without masters permission. If it is unsafe to proceed to voyage, proceed to port of refuge, following the appropriate procedures. If it is impracticable to proceed to POR or next port, consider beaching the vessel if coast is nearer.

Special answer: What is the action in event of a collision as a chief mate?

Actions in case of collision From a chief officer's point of view. On hearing the emergency alarm, I will go to the emergency station in proper rig. Head count and report to master. Inform master about any missing person / casualty. Follow ship's emergency procedure manual for collision. Command team: Master Emergency team: C/O Back-up team: 2/O Roving team: C/E E/R team: 2/E Detail crew to close all water tight doors, portholes, ventilator flaps and all other water tight openings to gain reserve buoyancy. Ensure back-up team prepares lifeboat. Detail crew to take sounding of all tanks and bilges, especially near collided regions. Myself with damage control party move to area of impact to assess damage. Estimate the size of the damage, its location, relative position to the water line, area of the vessel. Keep master updating all the situations and findings. Check from the scene and suggest master possible action whether to remain embedded with the vessel or move away. Assess the amount of water in the hull and the rate of ingress. Start pump on the affected areas. Start more pumps with the help of chief engineer. Estimate size of damage, rate of discharge, rate of ingress and calculate the resultant ingress of water. Trim the vessel / reduce draft to reduce ingress of water. Calculate the stability of the ship. Deal additional hazards like fire, pollution. If ingress of water beyond control, calculate the time vessel can remain afloat and suggest master about abandoning the ship. If ingress in control, suggest master about proceeding to place of refuge. Damage control plan and damage control booklet Provide clear information on the ship's water tight compartmentation. Equipments related to maintain the boundaries and effectiveness of the compartmentation. So that, in the event of damage to the ship causing flooding: Proper precaution can be taken to prevent progressive flooding through openings. Effective actions can be taken to control progressive flooding. Recover the ship's loss stability. Clear and easy to understand. Includes information directly related to damage control. Provided in working language of the ship. Translation to one of the official languages by SOLAS convention. Damage control plan Scale: not less than 1 : 200. Isometric drawings for various purposes. Includes inboard profile, plan views of each deck and transverse sections to the extent necessary to show followings: Watertight boundaries of the ship. Locations and arrangement of cross flooding systems. Mechanical means to correct list due to flooding. Locations of all internal watertight closing appliances. Locations of internal ramps or doors acting as an extension of the collision bulkhead, their control. Locations of local and remote controls,

position indicators and alarms. Locations of water tight compartments and water tight closing appliances, which are not allowed to be opened during navigation. Locations of all doors in the shell of the ship, position indicators and leakage detection. Locations of all watertight closing appliances in local subdivision boundaries above the bulkhead deck and on the lowest exposed weather deck, together with locations of controls with position indicators, if applicable. Location of bilge and ballast pumps, their control positions and associated valves. Pipes, ducts or tunnels, if any, through which progressive flooding has been accepted by administration. Damage control booklet: Information in damage control plan repeated in damage control booklet. Includes general instruction for controlling the effect of damage such as: Immediately closing all watertight and weather tight closing appliances. Establishing the locations and safety of persons onboard, sounding tanks and compartments to ascertain the extent of damage and repeated sounding to determine rates of flooding. Cautionary advice regarding the cause of any list and of liquid transfer operations to lessen list or trim, and the resulting effects of creating additional free surfaces and of initiating pumping operations to control the ingress of water. Contains additional details to the information shown on damage control plan, such as: Location of all sounding devices, tank vents and overflows which do not extend above the weather deck. Pump capacities and piping diagrams. Instruction of opening cross flooding systems. Means of accessing and escaping from water tight compartments below the bulkhead decks for use by damage control parties. Altering ship management and organizations to stand-by and coordinate assistance if required. Locations of non water tight openings with non automatic closing devices through which progressive flooding might occurs are indicated. Contains guidance on the possibility of non structural bulkheads and doors or other obstructions retarding the flow of entering seawater to cause at least temporary conditions of unsymmetrical flooding. If results of the subdivision and damage stability analyses are included, additional guidance are also provided to ensure that the ship's officers referring to that information are aware that the results are included only to assist them in estimating the ship's relative survivality. The guidance to identify criteria on which the analyses were based and clearly indicate that the initial action conditions of the ships loading extents and locations of damage, permeabilities, assumed for the analyses may have no correlation with the actual damaged condition of the ship. Placement onboard Passenger ships, damage control plan should be permanently exhibited on the navigation bridge, as well as the ships control room and equivalent. For cargo ships, the damage control plan should be permanently exhibited or readily available on the

navigation bridge. Also, it should be permanently exhibited or readily available in the cargo control room.

Lower lifeboat in heavy weather condition

Preparation Some steadying method to be used so that the life boat does not land hard against the ship side. Prevent the fall blocks to hit ship crew or lifeboat. Boat crews must wear life jacket, helmet, and immersion suit in cold climate for rescuing operation. Sea quelling oil may be used to reduce the seas. Vessel to create a good lee. Wind to be on the opposite bow. Ship plugs. Lower lifeboat into the trough of a wave. On the next rising crest, release the hooks immediately and simultaneously. Cast off the painter once clear. Bear off the ship's side with tiller, oars or boat hook. Engine is started before the release of blocks and kept neutral. Once lifeboat is underway, tiller put against ship's side and with full throttle clear off the ship. Precautions Rig fenders, mattresses or mooring ropes to prevent the boat from being staved during an adverse roll. A cargo net, slung between davits and trailing in the water for crew to hang on in case the boat capsize alongside. It should not hamper the operation of the boat. The painter is rigged and kept tight throughout so as to keep the boat in position between the falls. The falls are loosely tied with a line, led to the deck and manned. When the boat is unhooked, the line will steady the falls and prevent accidental contact with the boat crews. Once unhooked, the blocks should be taken up to avoid injuring the crews in lifeboat. Use of oil in bad weather Storm oil may be used to reduce heavy seas. It prevents seas from breaking. Reduces hazards of bad weather. May be used to in heavy seas to: Turn the vessel. Lowering life boats. Rescue persons. Hove to. Towing operation. Crossing a bar. Vegetable, animal or fish oil may be used. If not available, lubricating oil may be used. Fuel oil and crude oil not recommended, as they may congeal or may cause harm to men in water. A small amount of oil can quench a comparatively large sea area. About 200 Liters of oil can quell 4500 m2 sea area. To be distributed from both bows when heading into wind and seas. To be distributed from weather side when lying stopped or running with seas on the quarter. Should be used gradually. It may be done by: Trailing a punctured hose full of oil through a punctured canvas bag which have been weighted and filled with oil soaked cotton. Flushing through water closets. Rescuing survivors

Rescue vessel can bring the survivors floating in a craft, by any or several of the following means. Hoisting the survivors boat with all the personnel. Boats are not too heavy. The weight of the boat with the personnel are within the SWL of the hoisting crane / derrick. Suitable lifting gears are available. Lower the vessel's own rescue boat, transfer the survivors and hoist them aboard. Scrambling cargo nets and ladders may be rigged. Survivors can climb. Survivors may not have sufficient energy to climb. In that case they may be hoisted by: Canvas slings. Bosuns chairs. Cargo baskets. Whips rove through blocks on davit heads. Floating stretcher capable of being hoisted, for injured men. Cargo net may be slung over side between davits, lower end partly submerged. It is passed through the blocks attached to the davit. It can be hauled onboard. A side boom or derrick may be swung over side with a net attach to it. Survivors may cling to it to wait for their turn. Isolated swimmers may be rescued by careful use of line throwing apparatus, fired well overhead. Inflatable life-rafts may be thrown overboard for if for any reason immediate rescue is impracticable.

On receipt of a distress alert

On receipt of distress alert, I will follow the procedures as per annex 1,2,3, of marine circular 3/2000:Watch on VHF CH-16 /2182 KHz or subsequent RT/NBDP frequency for 5 minutes. If any RCC or does not acknowledge and if no distress traffic in progress, acknowledge alert by radiotelephony (CH16 or 2182 KHz) if distress call continues. In case of HF distress alert, transmit relay on HF to coast station. Inform CS and/or RCC. If there is distress communication or RCC acknowledgement, consider if vessel able to assist. In the case, inform RCC or assisting vessel whether any assistance is required. Enter details in log. Reset system. View details in flow diagram upon receiving a DSC distress alert Check distress position and own ships position. If able to provide assistance without endangering own ship and crew: Proceed to full speed to distress position. Inform distressed vessel. Inform search and rescue service that the ship is doing so. Establish plain language communication as soon as possible and obtain details of distressed vessel such as: Identity Position Course Speed Nature of distress Type of assistance required. Provide the distressed vessel my following information: Identity Position Course Speed ETA at the scene Distressed vessels bearing and distance. I will contact RCC / SMC via coast radio station. I will take required onboard preparations for search and rescue.

ISM
Calling master as per STCW-95 If restricted visibility is encountered or expected. If traffic conditions or movements of other ships are causing concern. If difficulty is experienced in maintaining course. On failure to sight land, navigation mark or obtain soundings by the expected time. If, unexpectedly, land or a navigation mark is sighted or change in sounding occurs. On the breakdown of the engines, steering gear, or any essential navigational equipment. In heavy weather, if in any doubt about the possibility of weather damage. If the ship meets any hazard to navigation, such as ice or derelicts. In any other emergency or situation in which the OOW is in any doubt. STCW-95 for chief officer Chief Officer has the responsibility for Familiarization training. Basic training Watch arrangement and Rest hours for watch keeping officers and crews. To conduct familiarization training for new joining crew before being assigned to duties to familiar with shipboard equipment, operating procedures of various equipments. To conduct basic training for watch keeping, safety and environment protection emergency procedures. To prepare onboard training programs for crew, cadet including junior officers. Example: Rigging pilot ladder. Understanding helm orders. Duties while berthing and unberthing. Basic knowledge of deck maintenance and tools used on deck. To monitor on their progress and skills and documented in training record books. To maintain rest hours for watch officers and crews forming part of watch as per STCW-95.To maintain the ship and equipment properly and ready for port state control inspection. INTERNATIONAL SAFETY MANAGEMENT CODE OUTLINE The International Safety Management (ISM) Code means the International Management Code for the Safe Operation of Ships and for Pollution Prevention adopted by the International Maritime Organization by resolution A.741 (18).The ISM Code is the standard for establishing a system for the safe management and operation of vessels and for pollution prevention. It sets rules for the organization of the owner or company management in relation to safety and pollution prevention, and for the implementation of a Safety Management System (SMS). The system will have to be approved by the flag Administration, or an organization recognized by it (normally Classification Societies), then a Certificate is issued. An owner can manage his own ship or appoint a management company, but for the first time, the owner or company ashore (the office not just the ship) has to be approved and have a Certificate (DOC).

TO WHOM IT APPLIES Chapter IX of SOLAS requires compliance to the ISM Code. It is mandatory for cargo ships over 500 Gross Tons, passenger ships, tankers, high-speed craft over 500GT and larger ships. Implemented in 1st July, 1998. Full force from 1st July 2002. The management company or owner ashore and the ship must comply with the requirements of the ISM Code, and the ship must be operated by a person or company holding a Document of Compliance. OBJECTIVES It improves safety standards on board, so making a safer working environment. Prevents human injury and loss of life. It promotes environmental pollution prevention, particularly pollution of marine environment..It defines tasks and responsibilities. ISM Code contains general guidelines on which the SMS should be based, and owners and masters should have no problem in developing a SMS which is practical and which relates exactly to the particular vessel. The following quote from the Code serves to illustrate the general broad terms of wording of the ISM Code: Recognizing that no two shipping companies or ship owners are the same, and that ships operate under a wide range of different conditions, the Code is based on general principals. The Code is expressed in broad terms so that it can have a widespread application. Clearly, different levels of management, whether shore based or at sea, will require varying levels of knowledge and awareness of the items outlined. THE DETAILS. The ISM Code is divided into 13 sections, as follows: 1. 2. 3. 4. 5. 6. 7. 8. 9. GENERAL SAFETY AND ENVIRONMENTAL PROTECTION POLICY. COMPANY RESPONSIBILITIES AND AUTHORITY. DESIGNATED PERSONS. MASTERS RESPONSIBILITY AND AUTHORITY. RESOURCES AND PERSONNEL DEVELOPMENT OF PLANS FOR SHIPBOARD OPERATIONS EMERGENCY PREPAREDNESS. REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS OCCURRENCES. 10. MAINTENANCE OF THE SHIP AND EQUIPMENT. 11. DOCUMENTATION. 12. COMPANY VERIFICATION, REVIEW AND EVALUATION. 13. CERTIFICATION, VERIFICATION AND CONTROL.

Certification: The Companies DOC is valid for 5 years, and subject to annual verification. The Safety Management Certificate is valid for 5 years, and subject to at least one intermediate verification and the validity of the Companies DOC. 1. GENERAL. As a general object, the SMS should ensure compliance with mandatory rules and regulations, and that applicable codes, guidelines and standards recommended by the IMO, Flag Administrations, Classification Societies and Maritime Industry Organizations are taken into account. The responsibilities of the owner or manager, and the masters, are documented, and there is absolutely no room for conflict between the office and the ship. The SMS will normally be drawn up so as to best suit the particular type of operation of the yacht and the owners or managers. It must be straightforward, based on normal ways of working, and it must be practical it must work and be shown to work. The SMS to be a written description and details which covers the normal operating procedures adopted for the running of the vessel, the identifying of possible risk areas and procedures to be adopted to eliminate risk, and procedures to be used in the case of emergency. Based on the SMS, shore based staff at the owners or management company office will fulfill the roles assigned to them, and the SMS should provide for a self-assessment of the success of the operation of the system. The logging of the exchanges of information between ship and office will be a valuable part of this self-assessment. The functional requirements of the SMS are: A safety and environmental protection policy. Instructions and procedures to ensure safe operation of ships and protection of the environment incompliance with relevant International and Flag State legislation. Defined levels of authority and lines of communication between, and amongst, shore and shipboard personnel. Procedures for reporting accidents and non-conformities with the provisions of the Code. Procedures to prepare for and respond to emergency situations. Procedures for internal audits and management reviews. 2. SAFETY AND ENVIRONMENTAL PROTECTION POLICY. The owner or his appointed shore-based managers (the Company) should establish a safety and environmental protection policy which describes how the objectives given above will be achieved. The Company should ensure that the policy is implemented and maintained at all levels, on board and ashore. 3. COMPANY RESPONSIBILITIES AND AUTHORITY. If the entity who is responsible for the operation of the yacht is other than the owner, the owner must report the full name and details of such entity to the Flag State

Administration. The Company has to define and document who does what responsibilities and authority - (ashore and on board), and make sure that enough resources are available to enable the persons responsible to carry out their tasks. 4. DESIGNATED PERSONS. The designated person(s) should be suitably qualified and experienced in the safety and pollution control aspects of yacht operations. The Company should designate a person or persons ashore having direct access to the highest levels of management for the followings: To ensure the safe operation of each vessel To provide a link between the Company and those on board, To monitor the safety and pollution prevention aspects of the operation of the vessel. To ensure that adequate resources and shore based support are applied, as required. To conduct safety audit and provide/ monitor corrective actions. 5. MASTERS RESPONSIBILITY AND AUTHORITY. The Company should clearly define and document the Masters responsibility with regards to implementing the Companies safety and environmental-protection policy, and the SMS should include a clear statement emphasizing the Masters authority. Any system of checks used by the Company should allow for and take account of the Masters overriding authority to take whatever action he considers to be in the best interests of persons on board, the yacht and the marine environment. Master's responsibility and authorities are defined in the following aspects: Implementing the safety and environmental protection policy of the company. Motivating the crews in the observation of the policy. Issuing appropriate orders and instruction in clear and simple manner. Verifying the specified requirements are being observed. Reviewing the SMS and reporting its deficiencies to the shore based management. 6. RESOURCES AND PERSONNEL The Company should ensure: The Master and crews are fit and properly qualified. Everyone involved with the implementation of the SMS understands it. Relevant rules, regulations and guidelines are understood by shipboard personnel, Identify and provide any training which may be required in support of the SMS. 7. DEVELOPMENT OF PLANS FOR SHIPBOARD OPERATIONS The Company should establish procedures for the preparation of plans and instructions for key operations on board concerning the safety of the ship and the prevention of pollution. Instructions and agreed procedures for operation to be produced and documented in clear language(s) so as to readily available and understood to everyone concerned with the operation of the vessel.

8. EMERGENCY PREPAREDNESS. The Company should establish procedures to identify, describe and respond to potential emergency shipboard situations, and establish programs for drills and exercises to prepare for emergency actions. The SMS should provide for measures ensuring that the Companies organization can respond at any time to hazards, accidents and emergency situations involving its ships. 9. REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS OCCURRENCES. The SMS should include procedures for the above to be reported to the Company. Procedures should be established for the implementation of corrective action. 10. MAINTENANCE OF THE SHIP AND EQUIPMENT. The Company should establish procedures to ensure that the vessel is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company. The SMS should identify critical equipment and systems, the failure of which may result in hazardous situations. Stand-by arrangements to be tested regularly. 11. DOCUMENTATION. The Company to establish and maintain procedures to control all documents and data which are relevant to the SMS. The documents used to describe and implement the SMS may be referred to as the Safety Management Manual. All relevant documentation to be carried on board. 12. COMPANY VERIFICATION, REVIEW AND EVALUATION. The company to carry out internal checks (audits) to verify whether safety and pollution prevention activities comply with the SMS. 13. CERTIFICATION, VERIFICATION AND CONTROL. The vessel should be operated by a Company which is issued with a Document of Compliance (DOC) relevant to that vessel. A copy to be placed on board. The vessel to be issued with a safe management certificate.

TAKING OVER COMMAND

Take over command as a master Go to company office and meet technical superintendents, discuss about: Ship particulars Trading areas Companys and charterers instructions Voyage instruction, type of charter Special instruction for maintenance and survey Complete change of command form- marine-40 in duplicate. Obtain authorization slip issued by MPA which to be attached to cert of registry and letter of memorandum. On the way to masters accommodation, form an initial impression of the ships general condition and maintenance by observing exterior conditions such as: draft marks, load line marks, condition of hull, deck, superstructure, rigging of accommodation ladder, safety net, LSA & FFA arrangements. Meet outgoing master and hand over letter of appointment and authorization slip. Go through the hand over note, ships condition report, manning level, company and charterers instructions. Sight all the statutory certificates as per MSC 2/2001, any survey due, maintenance/preparation for each survey. Go through the filing system and all types of log books.AOA & last port clearance Crew welfare and watch arrangements, any crew change/ repatriation in this port/ next port. Watch arrangement. Take over all stores, ROB of FO/DO/GO/FW, provisions, medical stores as per scale, narcotics under masters control. Cash balance onboard, ships account, and satellite radio accounts. Ask master about port rotation, trading areas, general condition of ports, present cargo work, ships stability, estimated time of completion, cargo plan, departure draft, trim, GM etc. Detail of cargo gears, anchors, deck machineries, hatches and their conditions, maintenance condition and schedule. Crew familiarization process, basic trainings, onboard training programs, drills etc. Go to bridge with master, familiar with bridge and navigation equipments, their operational conditions and deficiencies, maneuvering characteristics of the vessel in various conditions, passage plans, charts and publications, GMDSS equipment familiarization and their operations. Latest weather report received, weather expected in voyage. Enter new masters name in OLB. Also the changeover of command including the list of documents onboard in OLB, signed by both masters. Enter new masters particulars, sign off/on in AOA, attach change of command form Marine-40 in certificate of registry. Ensure approved copy of stability booklet is available.

Take over a vessel as a chief officer

After joining: Report to master, hand over appointment letter/ introductory letter, CoC and other certificates, sign article of agreement. Meet the outgoing C/O. Go through handing over note.

Initial familiarization: Emergency stations and duties. Ships dimension, lay out, particulars.LSA and FFA plans. Normal loading and discharging procedures. Stability booklet and hydrostatic data. Damage Stability booklet. Oil record books, entries. Garbage record books, entries. Loadicator How to input data How to get result where is the back-up disc Computer being used is approved any password for operating/installing the program piping diagram: ballast, FW, bilges. Capacity plans Lashing plans Cargo securing manuals Stowage plan Bridge equipment, navigation equipments, and emergency steering procedures. Deck maintenance Planned maintenance schedule Current state of maintenance Status of deck stores, equipments. Take inventories of various deck stores, lashing gears. Any requisition made or to be made. Go through mates log book. Surveys and certificates Status of various statutory certificates, expiry, validity. Any survey due, perpetrations required. Chain register, entries in chain register. Certificates for lifting gears, attached equipments, wires and ropes etc. Operational manuals. Lifting and mooring equipments Condition of lifting machineries and mooring equipments. Any outstanding repairs. Ports, voyages Peculiarity of ports, stevedores working hours, interaction with shore personnel, lifting of stores, water, bunker, provisions. Port regulation, restrictions, cargo documents required, draft restrictions, day-night berthing/unearthing. Shore leave, gangway, watchman. Pilferage by shore gang. Deck watch, anchor watch, piracy watch arrangements. Staff matters Morale of crews, ability and weakness. Work rotation, overtime system. Officer-crew relationship. Efficiency and performance of other duty officers regarding cargo operation. Others Jobs regarding to training and assessments ISM files to maintain ISM documents to send to company, their frequencies. Condition of deck, hatches, hatch covers, lifting

machineries. Hold ventilation systems Anti-pollution and bunkering procedures Emergency procedures Report any discrepancy to master Sign take over document Additional points In dry dock Special types of ships Container ships Bulk carriers Refrigerated ships RoRo ships. Tankers (Oil, chemical and gas) In dry dock Docking plan. Dry dock repair list. Repair works to be done onboard and by dry dock personnel. Surveys to be done on dry dock. Safety regulations, hot works, chemical washings, men entry to enclosed spaces. Emergency contacts/ actions. Power and water supply, telephones. Take over drain plugs. Sewage and garbage disposal arrangements. Status of LSA, FFA, anything sent ashore. Instructions to duty officers and crews. Undocking stability calculations, tank conditions. Closing-opening arrangements of hatches. Special types of ships Container ships Bay plans Stowage of containers Stowage of IMDG containers, cargoes. Stowage of refer containers. Container lashing gears Normal stacking height Bulk carriers Ballasting-deballasting rates Grain loading booklet High density cargo loading procedures Load density of deck, tank tops. Capacities of load/discharge top side tanks. Refrigerated ships Check condition of compressors Check any deficiencies in maintaining temperatures Insulations of compartments in good condition. Brine seals of tween deck. Conditions of gratings and dunnages. Ro-ro ships Power operated W/T doors working properly FFA in all decks in good condition Electrical wiring maintained Cargo securing arrangements Bow door closing/opening arrangements and alarms lighting arrangements Tankers Operation of cargo pumps, educators Cargo piping system Ballast piping and pumping system IG system and lines Gas detection system, operation, calibration. Cargo tank

washing procedures. Procedures for loading different grades Crude oil washing system (crude carriers) Additionally, For chemical tankers Cargo compatibility and segregation Special precautions required for certain cargoes. Cargo tank washing procedures previous cargoes For gas carriers Vapor lines, reliquefaction lines Reliquefaction plants Cargo change over procedures Cargo conditioning procedures Cargo loading and discharging procedures in various ports LNG ships Type of tanks. Controlling boil off. Tank insulation. Inerting procedures of primary and secondary barriers.

Types of anchors
Patent stockless anchor Construction Have no stock. The entire head, including arms and flukes, is able to pivot about the end of the shank. The angle of rotation is limited by stops. The angle of rotation is 45 from the axis of the shank. The weight of head is at least 60% of the total weight of the anchor. Advantages Can be hove to right home into the hawse pipe. Can be quickly secured. Ready for instant letting go. Has good holding power (3 to 4 times of its weight in good holding ground). Disadvantages Moving parts may be chocked with sea bed materials. This may cause the fluke to fail to re-trip. The anchor may be broken out from the holding position. Unstable because no stock. When dragging under heavy load, it may rotate through 180.Anchor to be weighed and sighted regularly.

Admiralty cast anchor type AC14 Accepted as a standard merchant ship anchor. Tested in practically to every type of seabed. An anchor of great stability. Has stabilizing fins at the head extremities. Able to change direction rapidly and without loss of pull. Has a holding power 2 to 3 three times of an stockless anchor.

Hang off an anchor (detach anchor)

Objectives: Necessary if required to use free end of cable. Used when making fast to a buoy. First joining shackle of cable, usually 2 - 4 meters from anchor, is opened. When using through panama lead: The anchor is stowed between gypsy and hawse pipe. The anchor is secured by wire lashing. The cable is passed through fairlead by using chain hooks. When using through hawse pipe: If cable is passed through the hawse pipe, anchor to be removed and secured on ship's side. The anchor is lowered at cockbill. A slip wire (24mm wire rope for a 5t anchor) passed from bitts situated near hawse pipe, anchor shackle and back to deck. Both parts are hove taut and secured with maximum flare. Another wire (No2) of same dia passed from bitts through the cable forward of the joining shackle, led to the nearest winch.No2 wire veered (slacked) slowly so that the anchor swings aft. When both the wires are taut, or when weight is transferred to slip wire, no2 wire is cast off. Cable now can be broken and used.

Cares of anchors and cables

Anchor:Use anchors alternately whenever possible. Wash down after use. A thickly encrusted anchor may be trailed awash at a slow speed. Regular coating of Stockholm tar or special chain paint. Pivoting mechanism to be regularly lubricated with thick grease. Re-test or heat treatment if required. (Normally it is not done unless necessary). Chain: Wash regularly after use. Chain lies in the chain locker becomes brittle. Range in dry dock or whenever a suitable occasion arises. Transpose first 2 or 3 shackles (ie, change to inboard side) or change end forend. Remark the cable. Examine cables for wear and tear. Renew if more than 10% of bar diameter is wore down. Every links to be sounded with hammer for a clear ring. Loose studs in wrought iron to be recaulked or renewed. If links are replaced or repaired, cable to be tested for its statutory proof load. Regular coating of Stockholm tar or special chain paint.

Joining shackle: At survey, joining shackles to be opened and re-examined thoroughly. Clean, grease and assemble the parts. Lead pallets to be checked regularly. Chain locker: Thoroughly cleaned out. Scale if necessary. Coat with anti-corrosive paint. Cable securing fittings to be thoroughly overhauled.

IMO Publications
Related to cargo Name of publication Edition IMO Code 1. Code of Safe Practice for Cargo Stowage &Securing (CSS Code)2003 2. Guidelines for the Cargo Securing Manual1997 3. IMDG Code (2 volumes inc. Amendment)2002 IMDG Code Supplement 2002 4. IMO/ILO Packing Guidelines (CTUs) 1997 5. INF Code - 2000 6. International Convention for Safe Containers (CSC)1996 7. International Grain Code (IGC)1991 8. Safe Loading and Unloading of Bulk Carriers (BLU) Code1998 9. Safe Practice for Ships Carrying Timber Deck Cargoes1991 10. Safe Transport of Dangerous Cargoes in Port Areas1995 11. Safe Use of Pesticides in Ships1996 12. Wall Chart: IMDG Labels, Marks and Signs2001 Other IMO publications VIEW IMO CATALOGUE Publications as per categories Basic Documents and Resolutions Maritime Safety Cargoes Facilitation of Travel and Transport Legal Matters Maritime Environment Protection Marine Technology Navigation IMO Model Courses Electronic Publications (CD-ROM) Training (STCW) SOLAS (related publications) Video

CERTIFICATE
REQUIRED STATUTORYCERTIFICATES SOLAS certificates Passenger Ship Safety Certificate Cargo Ship Safety Construction Certificate Cargo Ship Safety Equipment Certificate Cargo Ship Safety Radio Certificate Exemption Certificate. Safety Management Certificate Document of Compliance Other SOLAS certificates International Certificate of Fitness for the Carriage of Dangerous Chemical in Bulk. International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk. MARPOL certificates International Oil Pollution Prevention Certificate International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk.CLC certificate International sewage pollution prevention certificate. Other certificates International Load Line Certificate International Tonnage Certificate (1969) De-Ratting certificate: Issued by port health authority Of a designated and approved port. The vessel is fumigated and de-ratted. Poisonous baits used for de-ratting. Validity 6 months. De-ratting exemption certificate: Issued by port health authority Of a designated and approved port. The vessel is inspected and found free of rats. Validity 6 months.

Crew complaints
Complaint against food and water: 3 or more seamen can complain about food and water. They can complain if they consider the provision of food and water are of bad quality, unfit for use, deficient in quality. They may complain to the master. Master shall investigate the complaint. If the seamen are dissatisfied with the action taken by the master or he fails to take any action, they may state their dissatisfaction to him and may complain to the director. Master shall make adequate arrangements to enable the seamen to complain, as soon as the route of the ship permits. The director shall investigate the complaint. He may

examine provision and water. If master fails to arrange to complain to director without reasonable cause He shall be guilty of an offence. Fine not exceeding S$ 2000. If, after complains and investigation, the investigate person notify the master in writing that any provision or water are unfit to use the master and owner shall be guilty if they are not replaced within a reasonable time. The fine is not exceeding S$5000.If master without reasonable cause permits them to use; he shall be guilty of an offence, fine not exceeding S$5000. Other complaints: A seaman may complain to master against master any seaman about the conditions onboard. Master is to investigate and take action about the complaint. If seaman is dissatisfied with the action taken by master or Failure of master to take any action He may state his dissatisfaction and may complain to the director. Master is to make adequate arrangements to enable seaman to do so as soon as the service of the ship permits. If he fails to do so without reasonable cause, Shall be guilty of an offence Shall be liable on conviction to a fine not exceeding S$2000. Actions by master: Note down the complaints in official log book. Make statement of fact of each crew members with their signature. Elect a committee, members consisting of a crew from each department. Investigate all the allegations with the committee members. Make known the outcome of the investigation via an emergency gathering meeting. Rectify the problems as soon as possible, giving the completion date for the next follow up. Keep notes of all the proceedings, investigations, with proofs and photographs. Inform the office about the outcome. If the crews are not satisfied with the actions taken, inform the office. If the crews want to complain to the director, inform office and arrange so in the next suitable opportunity. Master as an agent of necessity In some exceptional circumstances master becomes agent of ship owner. Master becomes agent of necessity of the cargo owners. To save the interests of all parties concerned in a voyage. Conditions Order for emergency repair. Call a port of refuge due to emergency situation. Raise money for disbursement of ship's crew. Transship cargo. Recondition or sell damaged cargo. Order warehouse to save cargo. Deviate from contract route of voyage. Enter into a salvage agreement while ship is in emergency situation. Jettison cargo to save life or property.

PROTECTION AND INDEMNITY CLUB

An organization formed by ship owners. For the purpose of mutual insurance loses not covered by the marine policy. A nonprofit making organization. Obtains its fund from its members. Each member pays certain amount depending on: Tonnage of their ships. Amount of claims sustained by them. Provides security for cover against 3rd party risk. Offers protection for contractual liabilities. PROTECTIONS PROVIDED BY P & I CLUB Risks covered under PROTECTION 1/4Th of any claims an owner may have to pay for damage to any ship. Claim for damage done to dock, pier, wharf or other fixed object. Damage for the loss of life or personnel injury. Repatriation of distressed seamen, sickness, hospitalization, medical and funeral expenses. Loss of life and personnel injuries following a collision. Cost of raising a wreck. Quarantine expenses. When cargo carried to be discharged at berth. Cargo is discharged to lighter age vessels the cost to be borne by ship. Unless exception clause quarantine expenses is inserted in C/P. Cargo damage due to improper navigation. Cost of DOT inquiries. Oil pollution. Legal costs of defending claims if incurred with the consent of the club director. Cargoes irrecoverable proportion of general average. Risks covered under INDEMNITY Claims in respect of wrong delivery of cargo. Ships liability to cargo after collision not recovered by insurance. Fines or penalties imposed as a result of innocent breaches of the followings: Common law. Public health regulations. Immigration laws. Barratrously acts including smuggling of servant of ship owner. Cost of releasing cargo claims with the consent of director. Scope of activities regarding shipmaster / relation between shipmaster and P&I club When serious difficulties arise in connection with ship in connection with ship, cargo, crews, advice of agent and P&I club to be sought. When require a private surveyor due to a classification society not available, the master can ask the agent of his P&I club to recommend. When the master is in doubt that the dangerous goods loaded will constitute a danger to life, ship and cargo, advice can be seek. When to avert or minimize loss is not possible, master should contact P&I club for technical and legal advice. Accommodation inspection To be carried out at least weekly. An OLB entry to be made of each inspection. Master to sign OLB entry. Entry to be countersigned by C/O or any other crew member.

To inspect followings: Crew living quarters, toilets, alley ways etc. are clean, healthy. No cargo, stores etc. are kept in these places. Galley free of oil stains, galley exhaust clean and in operational condition. Persons working in galley are working in hygienic condition. Stores, provisions etc. are kept properly and neat and tidy condition. Any sign of infestation or presence of rats. All LSA and FFA are kept ready as per safety plan. All doors and ventilators are working properly. Railings, freeing ports, scuppers are in good condition.

LASHING HEAVY LIFT

Lashing of heavy lift container parted Do an FSA for container lashing parted, with master, chief engineer and bosun. Ascertain the possibility of re lashing the container, considering cost benefit assessment. Consult securing manual for guideline. Brief crews about the operation and necessary precautions. Prepare adequate equipment for operation. Reduce ship's speed and alter course to suit the present sea condition so that there is least rolling/pitching. Rig life line for crew's movement. Send crews on deck, under the supervision of chief officer. Keep life buoys, rescue boats ready for immediate launching. Maintain efficient communication with the working group. Crews should be on protective clothing. Immobilize cargo movement (shoring, wedges), double up lashing. Approaching a fog bank Inform master about restricted visibility. Inform engine room. Post extra look out. Verify vessel's position. St-by engine, reduce speed. Switch on radars. Start fog signal and switch on navigation lights. Comply withrule-19 if involved in risk of collision in fog. If necessary, in shallow water, anchor the vessel for improvement of visibility.

TOWAGE
LONG DISTANCE TOWAGE GENERAL Following reasons may cause a vessel to be towed in a long distance towage: Poor steering ability in the proximity of navigational hazards. Loss of steering. Loss of propulsion power.

INITIAL ACTIONS BY MASTER Display NUC light or shape. Assess the distance from the nearest danger. Calculate the estimated time as per the present drift to the danger. Obtain weather forecast. Actions to be taken to save persons onboard. Assess actions to take to save life of persons onboard and/or the ship. Carry out repairs. Advise owner about the present situation and actions taken. Seek owner's advice and remind them to inform underwriters about the situation. Adopt measures to get the persons onboard to safety. SECONDARY ACTIONS Adopt means of reducing drift. This may involve lowering down the anchors, using thrusters. Prepare the vessel for grounding or bad weather, if applicable. Inform the present situation to the vessels in vicinity that own ship is NUC, position, direction and rate of drift. Inform shore authorities if the vessel is drifting towards the shore and if there is likelihood of any oil spill. Consider negotiating a tow to a safe port. Make appropriate log book entries. FACTORS TO TAKE WHILE NEGOTIATING TOWAGE While negotiating a deep sea towage, following factors to be considered: Condition of the towing vessel, her power, towing arrangements, whether she will be able to tow safely. Is the towing vessel professional in this field? Type of contract is there with the towing vessel. The port to be towed. Is the port safe? Salvage award does not depend only if the ship is towed. It also depends on the effort put on by the towing vessel and the risk taken to save the ship/ environment. If repair works can be done in the intended port.

RESCU
Rescuing survivors Rescue vessel can bring the survivors floating in a craft, by any or several of the following means. Hoisting the survivors boat with all the personnel. Boats are not too heavy. The weight of the boat with the personnel are within the SWL of the hoisting crane /derrick. Suitable lifting gears are available. Lower the vessel's own rescue boat, transfer the survivors and hoist them aboard. Scrambling cargo nets and ladders may be rigged. Survivors can climb. Survivors may not have sufficient energy to climb. In that case they may be hoisted by: Canvas slings .Bosun's chairs. Cargo baskets. Whips rove through blocks on davit heads. Floating stretcher capable of being hoisted, for injured men. Cargo net may be slung over side between davits, lower end partly submerged. It is passed through the blocks attached to the davit. It can be hauled onboard. A side boom or derrick may be swung over side with a net attach to it.

Survivors may cling to it to wait for their turn. Isolated swimmers may be rescued by careful use of line throwing apparatus, fired well overhead. Inflatable life-rafts may be thrown overboard for if for any reason immediate rescue is impracticable. On receipt of a distress alert On receipt of distress alert, I will follow the procedures.Watch on VHF CH-16 /2182 KHz or subsequent RT/NBDP frequency for 5 minutes. If any RCC or does not acknowledge and if no distress traffic in progress, acknowledge alert by radiotelephony (CH16 or 2182 KHz) if distress call continues. In case of HF distress alert, transmit relay on HF to coast station. Inform CS and/or RCC. If there is distress communication or RCC acknowledgement, consider if vessel able to assist. In the case, inform RCC or assisting vessel whether any assistance is required. Enter details in log. Reset system. View details in flow diagram upon receiving a DSC distress alert Check distress position and own ships position. If able to provide assistance without endangering own ship and crew: Proceed to full speed to distress position. Inform distressed vessel. Inform search and rescue service that the ship is doing so. Establish plain language communication as soon as possible and obtain details of distressed vessel such as: Identity Position Course Speed Nature of distress type of assistance required. Provide the distressed vessel my following information: Identity Position Course Speed ETA at the scene Distressed vessels bearing and distance. I will contact RCC / SMC via coast radio station. I will take required onboard preparations for search and rescue. Onboard preparations and proceeding for search and rescue: Post extra look out. Inform C/E to st-by engine, but at full sea speed. Inform owner/ charterer about the deviation. Note down deviation time, position and ROBs. Assign duties to officers. Instruct C/O to prepare: Ships hospital to receive casualties and prepare stretchers, blankets, foods, medicines. Prepare rescue boats and ready for immediate launching. Prepare rescue boat crews and check communication. Extra life jackets, life buoys, buoyant life lines, line throwing apparatus readily available. Rig guest warp, accommodation ladder, scrambling nets and life lines running from bow to astern at the water edge on both sides. Prepare crane/derricks with cargo nets for recovery of survivor. Test search lights, signaling lamps, torches. Instruct 2nd officer to: Plot both vessels positions and establish course to rendezvous at maximum speed and update ETA. Plot other vessels within the search vicinity together with their respective movements. Change over to manual steering. Plot search pattern. Keep continuous radar watch. Track all vessels in the vicinity. Instruct 3rd officer to: Contact RCC via CRS Maintain communication radio watch and update distress information. Monitor weather report.

Upon receiving a distress alert 30 miles off Check distress position and own ships position. If able to provide assistance without endangering own ship and crew: On receipt of distress alert listen on VHF CH-16 for 5 minutes. If RCC does not acknowledge, acknowledge alert by radiotelephony (CH16).Inform CS and/or RCC. Enter details in log. Reset system. Establish plain language communication as soon as possible and obtain details of distressed vessel such as: Identity Position. Course Speed Nature of distress Type of assistance required. Provide the distressed vessel my following information: Identity Position Course Speed ETA at the scene Distressed vessels bearing and distance. I will contact RCC / SMC via coast radio station. I will take required onboard preparation for search and rescue. If I cannot find any survivor after going to the scene, I will report to RCC and CONDUCT A SEARCH.

You are on a Tanker, P/Room flooding action?Sound Emg. Alarm - announce on PA - take head count - display appropriate lights and shapes - all parties to commence action as per emg response plan - sounding of all tanks to assess the situation - investigate for any hull breach - start bilge/ballast p/p as per orders by command team - check vessels stability (intact/damage stability) - informs owners - charterers - class - P&I club - hull underwriters - coastguard if near the coast prepare for arresting the hull breach by rigging of collision mat or other alternatives - try listing or trimming the vessel if possible to carry out repairs if possible - keep survival crafts in state of readiness - if situation worsens consider beaching - salvage assistance or if in the middle of the ocean then inform all parties and abandon the ship.

E/R on fire CO2 used Action after use of CO2?

Keep monitoring the temperature of bulkheads and continue boundary cooling -once satisfied/confirmed that fire has been put off then send another set of SCBA party to ascertain visually that fire has been extinguished - once SCBA party is out of the engine room then start the ventilation - since the CO2 is used up and fire may break out anytime and there is no second defence so consult with the owner and class socty and head for POR to replenish CO2.

Chapter XII
Additional safety for Bulk Carrier: - Due to several loses of Bulk Carriers during the period 1985-95 investigation relevant the causes and the need for strengthen of Regulations with resultant in inclusion in Ch XII SOLAS. The causes for losses is a combination several reasons the mean one being corrosion attack High Tensile Steel the same extent the ordinary steel and the excessive use of high tensile steel to reduce the scantly and light ship weight resultant in extremely weak structures over a period of time corrosion was enhance due to the presence of corrosion elements in cargo as specially coal, Sulphar, Fertilizer, Cement, iron ores etc. The carries of this cargo with the cleaning of that following and lack the improper paint coating inside the compartment due to the inherent nature of discharge bulk cargoes by scrapping with grabs, bulldozers and sowels provides the poor maintenance high chances of corrosion. Additionally the hatch cover watertight ingress the water specially in forward hold lead to corrosive dynamic looks and corrosion..The requirement of Ch XII of SOLAS provide for strengthen of tank top in number one hold and of the transverse watertight bulkhead between one and two holds, so as to withstand flooding of the foremost hold. Ships with dont comply with this structural standards will be prohibited for carrying cargo with high density and the mark with the black on the shipside. The damage stability requirements applicable to bulk carriers have been modified and water level detectors are to be fitted in void spaces to monitor ingress of water. The ship shall comply with an

enhance survey programmed which will ensure that ballast tanks are properly coated, thickness measurement are carrying out for critical areas. Corrosion will be monitor by the maintenance of records of the ships cargo, ballast and repairs history and the conduct of a survey programmed which is planned and focused on the areas where problem are likely to developed.

Emergency towing arrangement

Answer: SOLAS chapter II-1 reg 3-4Oil, chemical & gas carrier tankers of not less than 20,000 tons dwt, const after 1st Jan 1996 & const before 1st Jan 96 schedule 1st dry dock but not alter than 1st Jan 99 must have e t a fwd and aft position. The E T A should be designed as to facilitate salvage & emergency towing operation on tankers primary to reduce the risk of pollution. The arrangements should at all times be capable of rapid development in the absence of main power as the ship to be towed & easy connection to the towing vessel. Towing gears: 1. 2. 3. 4. 5. 6. Pick up gear Towing pendants Chafing gear Fair lead Strong point Roller pedestal

Length of towing pendent: At least twice the lightest sea going ballast freeboard at the fairlead + 50 m. Ready availability of towing arrangement 1. Aft ETA can deployed in 15 min time. 2. Fwd ETA should be capable deployed not more than 1 hour. What is the principle of navigational watch? Answer: 1.Safe navigation (look out) 2.Environment protection 3.Shortest route (commercial aspect) What is tide, tidal stream and current? Tide: vertical movement of water due to moon/sun/planet. Tidal stream: horizontal movement due to moon/sun/planet. Current: horizontal movement due to change of temperature, salinity, wind and local disturbance.

What is the provision of magnetic compasses onboard ships as per SOLAS? SOLAS chapter v regulation 19-2.2 requires all ships of 150 gt and over to be fitted with:1. Standard magnetic compass if exemption the steering magnetic compass 2. Steering magnetic compass unless heading information provided by the standard compass is available at the main steering position. 3. A spare magnetic compass interchangeable with the standard compass shall be carried unless a steering magnetic compass or a gyro compass is fitted Occasions when a full correction is necessary in magnetic compass. 1. First installed 2. Large structural alteration/repairs 3. Alterations of any electrical apparatus or magnetic materials in the vicinity of compass. 4. Struck by lighting 5. Major fire 6. After collision or stranding. Occasions when an adjustment is necessary in magnetic compass. 1. 2. 3. 4. 5. 3 4 month after the first correction Once every year as a routine After carriage and discharge of cargoes of a magnetic nature After loading or discharging by electromagnets When ship enters service after being laid up for some period.

When you came on watch error was 2 degree suddenly after some time it becomes 9 10degree what is the cause and action? Answer: the main cause is magnetic anomalies, if crossing through rock containing iron or when passing iron ore loaded vessel. Effect can be felt around 250 cables. Action: continuous checking of deviation till magnetic compass becomes normal and record in compass error book also plot the position in the chart. TYPES OF CONTAINER: 1. 2. 3. 4. 5. Closed box and general purpose container One sided container Dry bulk container Tank container Half height container

6. Refer container 7. Other special type container: Tilt able, open top, collapsible container. HANDLING OF CONTAINER: 1. Single or multi legged sling not to be used. 2. Avoid swinging or dragging a container 3. When being lifted from or lowered on the chassis of a vehicle no one to be inside its cabin. 4. No one to stand on a container adjacent to it , it being lifted 5. Proper ladder to be used when climbing on top of the container. IF LOADED BY SHIPS GEAR: 1. SWL of derrick should not be exceeded 2. If using a spreader, corner fittings should be held tight. 3. If by bridle arrangements all four leg to be equal length 4. Container should not be dragged. 5. deck space over which the container is swung should be kept free of personnel 6. height of container above deck not interfere with navigation or lookout 7. Container should be lifted from above four corners, using a container sling. 8. Container stored in the fore and aft direction with the door facing aft. 9. container should be secured on top and as well as bottom 10. The container door should be locked and sealed Container having dangerous goods to be properly marked and labeled. LOADING REFER CONTAINER: 1. Ensure container is loaded close to ships socket for power 2. loaded on hatch top 1 tier high to enable read temperature and if necessary for repairs 3. Plug in temperature recorded on graph by duty officer and initiated. Electrical officer also present while plug in and also during unplugging 4. check temperature graph for any discrepancy 5. if vast differences in set temperature and plug in temperature consult master 6. temperature should be recorded in temperature record book 7. Adequate power supply available for refer container and required temperature to be maintained. Multimodal Transport System: Definition: a multimodal transport operator is any person by whom or in whose name a contract of multimodal transport has been concluded with a shipper. A contract whereby

a multimodal transport operator undertakes, against payment to freight, to perform or to procure performance of international multimodal transport. Int. multimodal is the carriage of goods by at least two different modes of transport between two different countries. Contracts of multimodal transport between places in two different states if: 1. The place of taking charge of the goods is in a contracting state; or 2. The place of delivery of the goods is in a contracting state.

MARPOL LINE:
MARPOL line is the sludge discharge line, which is 10 % of the main cargo line. (The size of the pipe line is not more than 10 % of the main cargo line). CARGO MANIFEST: It is a list of all cargo on the ship at any time. It is prepared for customs purposes primarily but comes in useful for several other purposes such as tallying of cargo, checking against over carriage and for ticking off the cargoes shoes bill of lading have been sighted. Besides the names of items of cargo, it contains the weight quantity or number of packages and the compartment loaded in. DANGEROUS GOOD MANIFEST: When dangerous cargo is loaded a separate manifest for the same has to be prepared. Proper shipping names must be used for dangerous cargo, trade names are not permitted, in addition the commodity must be identified by its UN No. DOCK WORKERS REGULATION 1990 (SAFETY, HEALTH AND WELFARE): These regulations have been formulated pursuant to the Dock workers Act, 1986. AIM: Safe guarding life and interest of dock workers applies to all major Indian Ports. Each port has an appointed chief inspector that ensure the compliance of the regulation and the act. PROOF LOAD: is the load that we apply more than the SWL, is call the proof load. The proof load depends on the component and its size. SEGREGATION: 1. AWAY FROM: Carried same compartment and deck, horizontal separation of 3m projected vertically is maintained.

2. SEPARATED FROM: Carried in same compartment, if the intervening deck is resistant to fire and liquids, otherwise separate compartment. One deck horizontal separation = 6m. 3. SEPARATED BY A COMPLETE COMPARTMENT OR HOLD FROM: Separate compartment or hold and two bulkhead or deck. 4. SEPARATED LONGITUDINALLY BY AN INTERVENING COMPLETE COMPARTMENT OR HOLD FROM: = Vertical separation not allowed. = On deck horizontal separation 24 m. BALE CAPACITY: It is the cubic capacity of a space when the breadth is taken from the inside of the cargo battens, the depth from the top of the wood sheathing on the TT to the underside of the deck beams and the length from the inside of the bulkhead stiffeners or spar ceiling where fitted. GRAIN CAPACITY: It is the cubic capacity of a space when the length, breadth and depth are taken right to the plating. Allowance is made for the volume occupied by the frames, beams and stiffeners. STOWAGE FACTOR: It is the volume occupied by a unit weight of cargo usually expressed in cubic meters/tonne (metric) or cubic feet/long ton It will be noticed that S.F. is the reciprocal of density. High density cargos have low S.F. and vice versa. BROKEN STOWAGE: It is the space between packages which remains unfilled. This factor varies with the type of cargo and the shape of the hold. It is greatest when packages are of a large and irregular shape. B.S. always adds with S.F to get realistic space that cargo will occupy. LOAD DENSITY: It is the maximum weight that can be safely loaded on a unit area. It is expressed in tones/m. The height to which cargo can be stowed on a deck will depend on the load density of the deck and the S.F of the cargo. Load density can be finding in capacity plan or stability booklet.

ANGLE OF REPOSE: It is the angle between a horizontal plane and the cone slope. Obtained when bulk cargo is loaded on this plane. SAFE WORKING LOAD (SWL): is the stress that a component of a lifting apparatus can safely bear in normal use. BREAKING STRESS OR BREAKING STRENGTH (B.S.): is the stress at which a component will fracture. FACTOR OF SAFETY (F.S.): is a factor used to divide the Breaking Strength to obtain the SWL. GAS AND GAS CARRIERS: Gas cargoes are not transported in a gaseous form they occupy about 850 times more volume than in a liquid state. Gas is liquefied by pressure, refrigeration or by a combination of both methods and carried in a liquid state. LPG & AMMONIA (Propane, Butane) Common temperature is -33C for Ammonia and-55C and 0.5C for LPG. Carried in semi/fully refrigerated ships. Design pressure depends on cargo temperature but may range from 3 -10 kg/cm. Tank made from carbon manganese steel and are insulated. A reliquefaction plant is installed. Relief valves are set to leave at pressure of 1.2 bars which is slightly more that atm. Pressure. SOLAS Ch VII Part C Regulation 13 makes IGC Code mandatory. International Gas Carrier Code: Application for ships constructed on after 1 Jul 86(irrespective of Tonnage).Construction and equipment of ships carrying liquefied gases in bulk. IGC Code (1993Edition), Layout of IGC Code: 19 Chapters, 1 Appendix C.O.F. CATAGORIES OF GAS CARRIES: 1. 2. 3. 4. 1G Type Required maximum preventive measures. 2G Type - Used to carry products require significant preventive measures. 2 PG type- 150 m, or less same as 2G. 3 G type Moderate preventive measures.

HAZARDS WITH GAS CARGO: 1. 2. 3. 4. 5. Flammability and explosion Vaporization of spilled liquid Toxicity & toxic products of combustion. Cold burns and chemical burns. Brittle fracture.

LNG/LPG loading SEQUENCE: 1. 2. 3. 4. 5. 6. 7. 8. 9. Tank inspection Drying the tank Inerting Purging or gassing up Cooling down Loading Loaded voyage Discharge of ballast voyage Changing cargo if required.

LNG SHIPS: Methane, Ethane (-104C) is carried fully refrigerated at -160.Tank made from aluminum nickel steel or stainless steel (austenitic) insulation is fitted. Re-liquefaction plant usually not installed. Boil off gas is neither vented or burnt in the main machinery. 4-6 cargo tanks. 40,000 to 135000 m cargo. Full DB, side ballast tank. Loaded/unloaded under shower due very low temperature. DECK CARGOES: Cargoes are often carried on the decks of ships like containers and timber carries. General cargo ships too carry a wide range of cargoes on deck which may include motor cars and other vehicles, iron and steel pipes or girders, dangerous goods, containers and sometimes even live stocks, Besides heavy lifts and unusually shaped goods such as locomotives, yatches and small launches, large tanks or pressure vessels and other such machinery may also be shipped on deck. Deck cargo requires special attention during loading and carriage which include the following:1. Load Density: - spread dunnage, LD never exceeded, rig temporary wooden or metal beams and pillars 2. Stability: The GM should be adequate at all stages of the voyage.

3. Stowage: - All openings in the weather deck must be securely closed and battened down before deck cargo is stowed on top of them. Vent, Air pipes and other working gear must be in good condition. Access for working areas. 4. Lashing: - Proper lashing is important not only for the safety of life and ship. Lashing as per cargo securing manual or code of safe practice for cargo stowage and securing. 5. Protection of crew: - A clear walking space on deck at least 600 mm wide should be provided for access for personnel. LOADING OF IRON/STEEL PIPES/PLATES: 1.Check bilges are working satisfactory.2.Lashing arrangements Laying of wire, welding points, eyes bars.3.Checking of fire alarm system 4.Laying heavy damages and chocking by woods.5.Loading as per stowage plan and loading plan.6.Final lashing complete.7.If using ship gear make sure gears to check for proper SWL and tank top stresses to be check. CARE/SAFETY OF CARGO: Cargoes must be stowed in such a way so as to prevent damage due to any reason such as:1. Chafing or crushing.2. Moisture & sweat, cargoes like salt, oil cakes & dry skins absorb moisture.3.Leakage or drainage; wet or moist cargoes should not be stowed on top of drygoods.4.Fire:- Any substances with vegetable oil or animal oil will heat up spontaneously &hence should not be stowed near hot bulkheads. Proper ventilation is to be carried out for such cargoes.5.Tainting, contamination or incompatibility.6.Pilferage or theft. LOADICATOR: is used to calculate SF/BM.1.It can show in harbour and sea condition.2. Normally used in sea, because any time can proceed to sea.3.Tanker loads only at sea condition.4.For bulk carrier uses harbour condition/ SULPHER: BC Code Appendix B UN No. 1350 IMO class 4.1 MFAG table no. 635 Approx S.F.0.74 m/t EMS No. B 9 PROPERTIES:1.Ignites readily2.when involved in a fire, a very irritating & suffocating gas is evolved.3.forms explosive & sensitive mixtures with most oxidizing materials.4.bulk

Sulphar is liable to dust explosion, when may occur especially after discharge and during cleaning.5. Dust may explode due to static electricity. PRECAUTIONS: 1. Fine grained sulpher (flows of sulpher) should NOT be transported in bulk (only lump &coarse grained powder is shipped in bulk).2.carry out mechanical ventilation or adequate ventilation, or hose down instead of sweeping (preferably with fresh water to minimize risk of dust explosion.3.Sulpher residues are highly corrosive to steel particularly in presence of moisture. SEGREGATION AND STOWAGE REQUIREMENTS SEPERATED FROM FOODSTUFFS. SPECIAL REQUIREMENTS: 1. Protect from sparks & open flames.2.Electrical fuses in cargo spaces should be extracted.3.Sparks arresting screens should be fitted to ventilators. In case of sulpher fire:- Smothering with more sulpher or a very fine fresh water spray. Also refer to MS notice MS 22/98 regarding ARCADIA PRIDE.1.No metal objects that could be picked by grabs should be there in hold.2.Bilges to be caulked & use burlaps.3.After discharge proper cleaning of hold, particularly ledges, box beams etc. PROPERTIES OF SULPHER AS PER IMDG CODE: 1. Forms extremely sensitive & explosive mixtures with most oxidizing substances like chlorates, nitrates, per-chlorates or per-magnates.2.Corrosive to steel especially in presence of moisture. should not be carried as a bulk cargo.3.The provisions of IMDG Code not to apply to sulpher when it is transported in a quantity less than 400 kg per package.4.Formed to a specific shape (like priller, grankler, pellerter, pastiller etc.) PACKING GROUP III:Class 4.1 Flammable solid- combustible solids and solid which may cause fire through friction. Readily combustible solids mean- pondered, granular or pastry substances which are dangerous if they can be easily ignited by brief contract with an ignition source. Danger in fire due to toxic gas. STOWAGE & SEGREGATION:- Category A protect from spark and open flame. Separated from class 5.1

DOCUMENTATION1. DoCfor carriage of dangerous goods as per regulations II- 2, Part G/19.4, SOLAS. 2. Signed cargo declaration from shipper giving stowage factor, angle of repose, trimming procedures, moisture contents, Flow moisture point, transported moisture limit, IMO CLASS & UN No. technical name, MFAG, EMS.3.Detailed information of hazards based on past carriage history of cargo to be obtained (if possible). 4.If required, consult competent authority at load port regarding the requirements in force in the port. PUBLICATION FOR CONSULTATION: 1. IMSBC CODE 2.BLU CODE 3.IMDG CODE 4.LOADING MANUAL 5.STABILITY BOOKLET 6.EMS 7.MFAG SULPHAR HAZARDS 1. FIRE 2.DUST EXPLOSION3.CORROSION. MBH (Material Hazards Bulk): Precautions: 1. Loss of stability 2. Shift of cargo 3. Cargo liquefaction 4.Structural damage 5.Chemical reaction. LOADING PIPES: 1. Amount and numbers of pipes to be loaded should be known. So that accordingly I can check the load density of the deck (normally 5-6 t/m) and the space availability. 2.the height on the deck should not be such that it may reduces the GM. 3.adequate dunnage and lashing materials of enough strength should be available. 4. Lashing materials should be certified by the competent authority and having certificate of the SWL, Annealing, thorough examination and testing. 5. As the pipes taking on deck bottom tanks should be fully filled up so that adequate GM is available and there will be no FSE. 6. The chain for lashing and old ropes should be spreader on the deck in athwart ship direction to facilitate anti- rolling of the pipes and the lashing. The chain should be of enough length so that they can be secured on top of the pipes. 7. All pipes mouth should be closed with appropriate device to avoid ingress of water in the pipe and some time to avoid rats and snakes house. 8. Lashing of these pipes should be on the strong points on the crash rail/guard rails. 9. All people working on the deck should be cautious of rolling of pipes and they shall be in proper PPE. 10. Manifest to be checked for the quality and quantity. DISCHARGING: 1. Weather should be suitable for the operation. 2. Vessel should be secured alongside with proper fendering, preferly yokahama fenders.C 3.Discharging should be evenly

layer by layers.4.Pipes should be secured with tack line at the end to facilitate steadying discharge and avoid any contact on the ship and the crew. PRECAUTIONS FOR DECK CARGO: 1. Minimum FSC. (Minimum numbers of tanks to be kept slack) 2. be careful in calculation at critical condition. (Most probably it will be destination/arrival port) 3. If necessary (If dead weight permits) Ballast DBs.4.Load density of deck is not exceeded.5.Lashing must be adequate6.Access for crew.7.Sounding pipes. Air pipes, ventilator or other structure to be protected. STOWAGE OF PIPES: 1. Bottom dunnage2.Wedges3.Timber for shoring4.Timber for chocking. COAL: HAZARDS: 1. Spontaneous Heating 2. Emission of Methane3. Corrosion 4. Liquefaction whenever coal is shipped from any place; the history of previous shipments must be known, so as to be aware of the hazards of that particular type of Spontaneous Heating: Coal is very liable to spontaneous heating. Freshly mixed coal absorbs oxygen, forming peroxides which break up into CO & CO2. Oxidation depends on the surface area available for absorption of O2. Emission of Methane: Coal emits methane or marsh gas (CH4) particularly 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; accumulate upper regions of hold and other spaces. Corrosion: Pond Coal is the term given to coal left over from earlier mining which has been dumped into fresh water ponds and later reclaimed for shipment. It is high moisture content (MC) with high sulpher content, coal gives high temperatures from self heating and release H2SO4 resulting in corrosion of the ships holds. Ph value must be measuring of the bilge regularly. Liquefaction: is the process whereby 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 liquid and a transverse shift of cargo results in reduced ship stability which can be extremely dangerous. PRECAUTIONS 1. Ventilation 2. Temperature 3. Fire 4, Shifting

VENTILATION: Surface ventilation (one vent is put on supply & other on exhaust, windward vent turned into wind and the leeward vent turn away from the wind) is an important necessity during the carriage of coal for two reasons: 1. To carry away any methane gas which may be given out by coal? 2. To dissipate any heat formed by oxidation of the coal. First five days after loading all ventilators should be utilized for removing the gas. There after lower holds vent to be plugged and open only for 6 hours every two days. Each hold should have 2 ventilators. In fine weather hatches may be opened to facilitate surface ventilation. Attention to be paid to store rooms, tanks and other spaces where Methane or CO can accumulate. TEMPERATURE: Monitoring of temperature at three levels in the hold to be done at least once a day. Particular attention to be paid to cargo stowed against hot bulkheads. Deck to be kept cool in tropical areas by rigging awnings covering with dunnage or running deck water. Spontaneous heating in some coal as low as 38C (100F). At temperature 55C, strongly suspect of Fire. Cargo space should be sealed against entry of air. The master should seek advice immediately and should consider making for a suitable Port Of Refuge. FIRE:1.Sufficient safety lamps to be carried .2.Electric cable free of defects.3.where gas suspected, electric circuit to be isolated.4.if cargo burning, closed the hold and sealed for prevent the entry of air.5.introduce the CO2, Inert gas or high expansion foam.6.boundary cooling.7.no salt water to be used in cargo.8.regular monitoring of Methane, O2 & CO with suitably calibrated instruments. SHIFTING: A certificate is obtained for shippers stating the moisture content of the cargo. Moisture Content should not higher than Transportable Moisture Content. Precautions should be taken to prevent ingress of water into the cargo. Hold bilge to be pumped out regularly. Coal shipped wet = less 3% by weight. CONTINGENCY PLAN FOR CARGO WHICH MAY LIQUIFIED: 1. 2. 3. 4. 5. Flow state, FSM, FSE FSC creates loss of GM Bilge pumping out Reduce FSC, shift of cargo Port of refuse, to be plan, in the voyage plan.

CARGOES Knowledge of provisions for ship carrying:-

a. Liquid Chemical in bulk b. Liquid gas in bulk, c. Solid bulk cargoes with chemical properties that may entail hazard during transport. d. Grain in bulk. e. Carriage of dangerous packaged goods. f. Care of cargo. g. Hague rule. h. Hague-Visby Rules, i. Hamburg Rules, j. Containerization and Multi-Modal Transport. LOADING A CHEMICAL PRODUCT: 1. Check whether carriage is allowed as per certificate of fitness.(COF) 2. refer to IBC/BCH Code, Ch 17/18 (if any special requirement as per Ch. 15 say that P/V Valve etc is required & if V/V is under repair, then cant carry that cargo ) 3. If all requirements are met, check the ship type I, II & III required. 4. If COF says that the cargo cant be loaded, do not reject out right. Consult owner who will check with Administration. If Administration says yes than check all precautions i.e. IBC/BCH/ICS/Data Sheets/Shippers instructions. 5. Check segregation of cargo. 6. Check tank coating compatibility from the tank coating guide. 7. If all criteria are satisfied, load the cargo. 8. Tank cleaning are to be discharged as per P&A Manual & MARPOL Regulations (Annex II). INFORMATION REQUIRED TO LOAD CHEMICAL CARGO 1. Physical properties 2. Chemical properties 3. Hazards 4. Compatibility 5. Fire fighting agent requirement 6. Inhibition requirement 7. IBC/BCH Ch 17, minimum requirement 8. Check ship type (C O F) 9. Inform Company/Administration. 10. Tank coating for compatibility.

INTERNATION SAFETY GUIDE FOR OIL TANKER AND TERMINALS (ISGOTT): is published by the Int. Chamber of Shipping (ICS), Oil Companies Int. Marine Forum (OCIMF) and Int. Association of Ports And Harbour (IAPH).The general scope of the guide is to make recommendations for practices to be adopted by tanker and terminal personnel to ensure safety in operation relating to the carriage by sea and the handling at terminal of crude oil and petroleum products. Reducing the temptation for piracy and armed robbery by the following: 1. 2. 3. 4. 5. 6. 7. 8. Watch over the ship and the cargo Illuminate the ship and its side Establish communication for outside support Control of accesses to the cargo and to living quarters Keep the portholes closed Do not leave valuables exposed Keep the gangway raise in case of assaulti. Do not hesitate to sound the ships general alarm in case of a threat of assault. ii. Try to keep adequate lighting to permanently dazzle the opponents, in case of an attempt by strangers to climb the ships side; iii. Raise the alarm, by VHF channel 16, to the ships in the area and to the permanent watch system of the authorities ashore. iv. Sound the alarm with intermittent blasts on the siren and use visual alarms with floodlights and signaling rockets; v. If appropriate, to protect the lives of those onboard, use measures to repel the boarding by employing powerful floodlights and dazzling the aggressors or using jets of water or signaling rockets against the areas of boarding; vi. Do not attempt any heroic acts. 9. Keep the contracted watchmen under the control of the officer of the watch 10. Communicate to the police any occurrence relating to robbery, theft or assault 11. Cash in the ships safe 12. The pre-piracy/armed robbery phase- Ship Security Plan 13. Routing and delaying anchoring 14. Practice the implementation of the ship security plan 15. Precautions at anchor or in port 16. Watch keeping and vigilance 17. Communications procedures 18. Radio watch keeping and responses 19. Standard ships message formats

20. Secure areas 21. Alarms 22. Use of distress flares 23. Evasive maneuvering and use of hoses 24. Fire arms Piracy/armed robbery attack is DISTRESS ALERT Answer: Yes, It is expected that this message will be a DISTRESS message because the ship or persons will be in grave or imminent danger when under attack. SAFETY OF NAVIGATION Knowledge of: (a) Distress messages; Obligation and procedures, (b) Manning, (c) Collision regulations, (d) Ships reporting system. (e) Navigation in special areas such as offshore installation and structures. (f) Avoidance of dangerous situation in following and quartering sea. (g) Aspects of ships handling with or without tugs. (h) Anchoring and berthing vessel under the influence of tide and wind. (i) Piracy and Armed robbery against ships. (j) Stowaway. (k) National and International obligation following collision, grounding. (l) Methods of re-floating ship, (m)Survival procedures. (n) Precaution when beaching. (o) Emergency procedures.

CERTIFICATE AND SURVEY

Statutory certificates for merchant ships Issued to implement various international and local conventions. Issued by appropriate authority. Convention: - SOLAS 74The Merchant Shipping (Safety Convention) Regulations 1984The Merchant Shipping (Safety Convention) (Amendment) Regulations 2000 Certificates: - Passenger Ship Safety Certificate, Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate, Cargo Ship Safety Radio Certificate, Safety Management Certificate, Document of Compliance.

Convention: - International Convention on Load Lines, 1966, as modified by the Protocol 1988.The Merchant Shipping (Load Line) Regulations, 2000 Certificates: - International Load Line Certificate Convention: - International Convention on Tonnage Measurement of Ships, 1969The Merchant Shipping (Tonnage) Regulations 1985. Certificates: - International Tonnage Certificate (1969) Other Safety Certificates Convention: - These additional safety certificates are an extension of the requirements of SOLAS 74 as modified by the 1988 Protocol. Certificates: - International certificate of fitness for the carriage of dangerous chemical in bulk. (For chemical tankers), International certificate of fitness for the carriage of liquefied gases in bulk. (For gas carriers). Convention: - MARPOL 73/78 Prevention of pollution of the sea act (chapter 243) Prevention of Pollution of the Sea (Oil) (Amendment) Regulations 2000Prevention of Pollution of the Sea (Noxious Liquid Substances in Bulk) (Amendment) Regulations 2000 Certificates: - International Oil Pollution Prevention Certificate, International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk. Convention: - International Convention on Civil Liability for Oil Pollution Damage, 1992International Convention on the Establishment of an International Fund for Oil Pollution Damage, 1992SINGAPORES M.S (CIVIL LIABILITY AND COMPENSATION FOR OIL POLLUTION) ACT 1998 Certificates: - CLC certificate

Certificate of class
Awarded to new or existing vessels. On completion of special survey. Reports of special survey have been submitted by surveyors. Reports to be approved by the committee. Then a certificate of class is issued. Outlines of initial survey procedures for classification: Issuance and innovation of rules and regulations for classification. Examination and approval of calculations, drawings, specifications, basic and detail lay out. Materials used for construction, assembly process, finishing inspection and testing. Quality

assurance of welding and welders competency. Supervision of the followings: Component assembly. Ship construction Control and compliance with; Classification rules. Statutory requirements Marine fitness. Testing of: Components and systems Seatrial performance Verification and certification of: Capabilities Features and qualities SOLAS certificates Convention SOLAS 74 The Merchant Shipping (Safety Convention) Regulations 1984 The Merchant Shipping (Safety Convention) (Amendment) Regulations 2000 Certificates Passenger Ship Safety Certificate Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate Cargo Ship Safety Radio Certificate, Safety Management Certificate, Document of Compliance, Other Safety Certificates These additional safety certificates are an extension of the requirements of SOLAS 74 as modified by the 1988 Protocol. Certificates International certificate of fitness for the carriage of dangerous chemical in bulk. (For chemical tankers). International certificate of fitness for the carriage of liquefied gases in bulk. (For gas carriers).

ENHANCED SPECIAL COATING

1. 2. 3. 4. 5. Painting system. Used in tankers and bulk carriers. Prolongs their life at sea. Coatings can sustain an uninterrupted service of up to 20 years. Coatings can be used to ships decks, cargo tanks, ballast tanks, cargo holds, under water hull and topsides. 6. Painting to be carried out under special supervision.

IN WATER SURVEY
Accepted in lieu of one of the two docking surveys required in a five years period. Applicable for ships where in water survey (IWS) notation is assigned. It is to provide the information normally obtained from docking survey. Consideration is only given to an in water survey where a suitable high resistance paint has been applied to the underwater hull. In water survey requires following satisfying conditions: 1. 2. 3. 4. 5. 6. 7. 8. Size (beam) of the ship. High resistance paint. In water visibility. Suitable draft. Clean hull. Good communications between the diver and the surveyor. Done by a recognized firm. Personnel involved are competent.

Define a Particularly Sensitive Sea Area (PSSA) **.

A Particularly Sensitive Sea Area (PSSA):Is an area that needs special protection through action by IMO because of its significance for recognized ecological or socio-economic or scientific reasons and which may be vulnerable to damage by international maritime activities. The following PSSAS have been designated: 1. 2. 3. 4. 5. 6. 7. The Great Barrier Reef, Australia (designated a PSSA in 1990) The Sabana -Camagey Archipelago in Cuba (1997) Malpelo Island, Colombia (2002) The sea around the Florida Keys, United States (2002) The Wadden Sea, Denmark, Germany, Netherlands (2002) Paracas National Reserve, Peru (2003) Western European Waters (2004)Extension of the existing Great Barrier Reef PSSA to include the Torres Strait (proposed by Australia and Papua New Guinea) (2005) 8. Canary Islands, Spain (2005) 9. The Galapagos Archipelago, Ecuador (2005) 10. The Baltic Sea area, Denmark, Estonia, Finland, Germany, Latvia, Lithuania, Poland and Sweden (2005) 11. The Papahnaumokukea Marine National Monument, United States (2007).

State TEN items that may be found on a tanker's ship-Shore Check List. ***. 1. 2. 3. 4. 5. 6. 7. There is safe access between the ship and shore Vessel securely moored. Ships/shore communication system is operative. Emergency towing-off pennants are correctly rigged and positioned. The ships fire hoses and Firefighting equipment are in place and ready for use. The Terminals firefighting equipment are in place and ready for use. Ships Cargo and bunker Hoses, pipelines and manifold are in good condition properly rigged. 8. The terminals Cargo and bunker Hoses, pipelines and manifold are in good condition properly rigged for the service intended. 9. The cargo transfer system is sufficiently isolated and drained to allow safe to safe removal of blank flanges prior to connection. 10. Shore spill containment and sumps are correctly managed. 11. Seal up all decks scuppers to prevent spillage over side. 12. Drip trays placed underneath all hose couplings and connections. PART B- Bulk liquid general 13. Ship ready to move under own power. 14. Effective deck watch in attendance on board and adequate supervision on the terminal and on the ship. 15. Emergency signal used by ship and shore 16. Cargo, bunker and ballast handling procedures 17. Emergency shut-down procedure understood 18. Shore connections properly secured and supported. 19. Sea and overboard discharge valves when not in use, closed and lashed. 20. All valves not in use closed and lashed 21. Cargo tank lids closed. 22. Tanker venting system checked and properly set. 23. Safe light available 24. Appropriate personnel notified that cargo operations are about to commence. 25. Warning notice displayed, e.g. warnings: No Naked lights, No Smoking, No Unauthorized persons. 26. No unauthorized persons on board. 27. No unauthorized work to be carried out. 28. No unauthorized craft alongside 29. No Naked lights and no smoking unless in designated areas. 30. Galley precaution observed 31. Tanks inerted and inert gas system checked.

32. Al doors and ports to accommodation closed and any ventilators suitably trimmed. 33. Air conditioning unit on internal air re-cycling. 34. All necessary spark arrestors in good condition and in place. 35. Portable radio transceivers which are used for communication to be of an approved type. 36. Ships main radio aerials earthed. 37. Appropriate flag and light signals to be shown. State the minimum information that should be included on a Permit to Work. COSWP Information that should be included on permit to work. 1. Section A - Scope of work (1. Location 2.Plant apparatus 3.Work to be done 4.Permit issued to) 2. Section B Checklist (1. as per type of work) 3. Section C Authorization of Permit (1. A statement representing Authoring person 2.Period of validity (should not exceed more than 24 hours) 3.Authoring persons name and signature) 4. Section DReceipt of permit (1. A statement representing competent person 2.Competent persons name and signature) 5. Section E Clearance of permit (1. A statement representing competent person 2.Competent persons name and signature) Minimum headings for a Permit-to-Work under the following categories: 6. Work in Unmanned Machinery Spaces 7. Entry into Enclosed or Confined Space 8. Machinery or Equipment 9. Hot Work 10. cold work 11. Working Aloft/Over side 12. General Electrical (Under 1000 Volts) 13. Electrical High Voltage (Over 1000 Volts) Additional Permits-to-Work, following a similar format, may be required and developed for other categories of work.

State the five hazards associated with the carriage of chemicals in bulk, describing the associated precaution for each. Chemical tankers have special regulations because of the hazards posed by the cargoes. The International Code for the Construction and Equipment of Ship Carrying Chemical Cargoes in Bulk (IBC Code) and MARPOL annex-ll contain these regulations. Chemical cargoes carried in bulk can pose the following hazards: 1. 2. 3. 4. 5. Toxicity Reactivity Corrosivity Flammability Pollution.

CARGO HANDLING GEAR

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. 2. 3. 4. A test is required The weight of the load is known and is the appropriate proof load The lift is a straight lift by a single appliance 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 A REGISTER OF SHIPS LIFTING APPLIANCE AND CARGO HANDLING GEAR should Be kept on board for inspection. This register should contain: 1. The certificates of test together with reports of thorough examination. 2. Items of loose gear such as blocks, shackles, bridles, etc., should be identifiable by a number stamped on the item and recorded on the certificate. 3. Where a lifting appliance is tested, the SWL and proof load are recorded together with the identity and status of the competent person. 4. Details of regular inspections of loose gear by a suitable person should also be recorded as well as details of defects found and repairs effected. CONDEM A WIRE - IN ANY 8 DIAMETER WHEN 10% OF THE WIRES ARE BROKEN FOR STANDING RIGGING - STEEL WIRE ROPE (6 x 6 WPS) FOR RUNNING RIGGING- FLEXIBLE STEEL WIRE ROPE (6 x 12/18/24 WPS) -EXTRA FLEXIBLE STEEL WIRE ROPE (6 x 36 WPS) {EXTRA FLEXIBLE STEEL WIRE ROPE HAS A FIBRE CORE FOR LUBRICATION ANDFLEXIBILITY} [WPS - WIRES PER STRANDS] BREAKING STRESS (BS) = 20 D2/500 SWL = BS/6 UNION PURCHASE SWL = 1/3 SWL OF SINGLE DERRICK SAFE ANGLE BETWEEN RUNNERS = 900(1200 OCCASIONAL LIFTING)

Surveys in dry dock

Docking survey Interval not exceeding 2 years. Surveyor normally examines following aspects: Condition of underwater hull, Integrity of hull openings, Conditions of rudders and stabilizers, Anchors and chains Additional surveys When vessel is grounded, collided, damaged due to fire or any accident. Major repairs or modifications done Issue of endorsements or exemption certificates

Other statutory surveys if required: Annual survey, Periodical survey, Intermediate survey, Renewal survey. Chief Officers standing instruction in dry-dock 1. 2. 3. 4. 5. Read dry dock safety regulations and comply. Everyone on deck wear proper safety gears. Efficient gangway watch. Only authorized personnel and workers may board the vessel. Carry out and comply with safety checklist before any hot work, chemical cleaning or entry into enclosed space. 6. Comply with the dock regulations. 7. Monitor readiness of LSA and FFA items. 8. Maintain fire patrol and no smoking regulations. 9. Ensure ship-shore staffs comply with safe working practices. 10. Garbage disposals in time. 11. Know the emergency telephone numbers of dry dock, fire brigade, hospital and company personnel. Plans required in dry dock For dock master: Docking plan, Cargo stowage plan (If docking with cargo).Reports from last dry dock. Following plans to be kept ready: Fire plan. Mid ship section plan. General arrangement plan. Capacity plan. RESCUE OF CREW FROM DISABLED VESSEL: 1. If both ships are making the same amount of leeway, go to windward of the distressed vessel, as near as is safe, and lie with the wind and seas two or three points on the weather bow. 2. Get the lee lifeboat ready for lowering and call for volunteers to man the boat. 3. Pass the toggle painter well forward, and pass line round the boat falls to frap (bind)them close to ships side to reduce the effect of rolling of the ship causing the boat to swing out and come back violently against the ships side when lowering. 4. Use oil to smooth the surface of the sea, and when the most vulnerable opportunity comes with the ship is as steady as possible, lower the boat into water and get her clear from the ship as quickly as possible. 5. The ship should remain in position to afford a lee shelter as the boat goes to the wreck. The ship then moves to the leeward of the wreck in readiness for the return of the boat.

6. When the boat approaches the wreck a careful lookout should be kept for any floating wreckage. 7. The people to be rescued should be hauled aboard the boat by lines. 8. If the disabled ship is making more leeway than the rescue ship, then the lifeboat should be dropped to leeward of the wreck. 9. If inflatable life rafts are carried they should be floated to the wreck after passing a messenger line by LTA. RENDERING ASSISTANCE: On receiving a distress message, following immediate action should be taken: 1. Acknowledge distress message 2. If possible, gather relevant information from craft in distress (position, type and identity of craft, type of cargo onboard, POBs, nature of distress, type of assistance required etc.) 3. Maintain continuous listening watch on international distress frequencies. 4. Maintain communication with distressed craft and convey relevant information about own vessel (Position, identity and speed of own vessel, ETA to site of distress etc.) 5. Use all available means to be aware of the latest position of the distressed craft. 6. On reaching closer post extra look outs to keep the craft in sight. 7. Establish contact with SMC and convey all information, updating, as necessary.