Capt.

MKD

2.Vsl lost her anchor at sea,Seaworthy or not?How?

Anchor is required under SEQ( statutory) certificate, and If ur anchor is lostSEQ
certificate becomes invalid and hence if ur cerficate is invalid ur ship becomes
unseaworthy.
3.Marpol Annex -VI,SOx emmision criteria inside/outside SECA........

NOx: regulation applies to engines > 130 kW and not to engines used
solely for the purpose of emergencies, related to the emissions from
the engines. The manufacturer would provide a technical manual for
the engines specifying the settings in order to comply with the
regulations.
NOx emissions are controlled by Tier I, II & III
ECA for NOx
North American
Area
United States
Caribbean Sea ECA

SOx: Relates to the emission due to the sulphur content in the fuel
Under the revised MARPOL Annex VI, the global sulphur cap is reduced
initially to 3.50% effective from 1 January 2012
Then progressively to 0.50% effective from 1 January 2020.
The limits applicable in ECAs for SOx and particulate matter were
reduced to 1.00%, beginning on 1 July 2010
Being further reduced to 0.10 %, effective from 1 January 2015.
As per EU directives the limits applicable are 0.10% in EU ports
Baltic Sea (SOx)

North Sea (SOx)

North
American area
(SOx, and NOx
and PM)
United States
Caribbean Sea
ECA
(SOx, NOx and
PM)

1. Hair line Crack on ship's hull. He asked reporting and how to prevent it from
progressing

1.report location of the crack using shell expansion plan

Calculate damge stability
1.Report to flag state and to company.
2.apply to class for a survey of the damage.
report to P & I club , shipper and consignee, agents,charterers, operators.
in case of pollution incident( harmful substances)as per protocol I, article 1:
duty to report

2.Contents of Quarterly reports sent by Classification society to ships

http://www.ilent.nl/Images/Inspection%20Programme%202008%20Supervision
%20of%20the%20Classification%20Societies%20def_tcm334-318328.pdf

3. Checks on anchor cable in dry dock.

Anchor cables may be ranged in jetty for greasing, testing for wear-down, changing the cable length,
re-marking the cables, renewal of lead pallets, and at the same time the chain locker can be cleaned &
scaled/coated if necessary

How to determine whether can be used or not?

Check whether its dia is not reduced by 10 %.

What will you do if one cable is not within prescribed strength, suppose spares
cannot be arranged?
Inform administration, dismantle the defective link and rejoin the it.get exemption
or exception for the same frm administration.
4. Crew indiscipline. How to handle as per MS act.
As per MS act Section 196:
a) Entry of offence in official log book and signed by ( master +mate +any crew)
b) Furnish the entry to the offender and same to read out clearly and audibly to
him He may thereupon reply to the above.
c) A statement of a copy of the entry having been so furnished and entry having
been so read over and the reply, if any made by the offendershall likewise be
entered and signed in a manner aforesaid
d) In any subsequent legal proceedings the entries be produced or proved.

5. Process for issuance of ISSC. Who prepares SSA and SSP.

8 SHIP SECURITY ASSESSMENT

8.1 The ship security assessment is an essential and integral part of the process of developing
and updating the ship security plan.
8.2 The company security officer shall ensure that the ship security assessment is carried out
by persons with appropriate skills to evaluate the security of a ship, in accordance with this
section, taking into account the guidance given in part B of this Code.
8.3 Subject to the provisions of section 9.2.1, a recognized security organization may carry
out the ship security assessment of a specific ship.
8.4 The ship security assessment shall include an on-scene security survey and, at least, the
following elements:
.1 identification of existing security measures, procedures and operations;
.2 identification and evaluation of key ship board operations that it is important to
protect;
.3 identification of possible threats to the key ship board operations and the
likelihood of their occurrence, in order to establish and prioritise security
measures; and
.4 identification of weaknesses, including human factors in the infrastructure,
policies and procedures.
SOLAS/CONF.5/34
ANNEX 1
Page 11
I:\CONF\SOLAS\5\34.DOC

8.5 The ship security assessment shall be documented, reviewed, accepted and retained by the
Company.
9 SHIP SECURITY PLAN
9.1 Each ship shall carry on board a ship security plan approved by the Administration. The

plan shall make provisions for the three security levels as defined in this Part of the Code.
9.1.1 Subject to the provisions of section 9.2.1, a recognized security organization may prepare
the ship security plan for a specific ship.
9.2 The Administration may entrust the review and approval of ship security plans, or of
amendments to a previously approved plan, to recognized security organizations.
9.2.1 In such cases the recognized security organization, undertaking the review and approval
of a ship security plan, or its amendments, for a specific ship shall not have been involved in
either the preparation of the ship security assessment or of the ship security plan, or of the
amendments, under review.
9.3 The submission of a ship security plan, or of amendments to a previously approved plan,
for approval shall be accompanied by the security assessment on the basis of which the plan, or
the amendments, have been developed.
9.4 Such a plan shall be developed, taking into account the guidance given in part B of this
Code and shall be written in the working language or languages of the ship. If the language or
languages used is not English, French or Spanish, a translation into one of these languages shall
be included. The plan shall address, at least, the following:
.1 measures designed to prevent weapons, dangerous substances and devices
intended for use against persons, ships or ports and the carriage of which is not
authorized from being taken on board the ship;
.2 identification of the restricted areas and measures for the prevention of
unauthorized access to them;
.3 measures for the prevention of unauthorized access to the ship;
.4 procedures for responding to security threats or breaches of security, including
provisions for maintaining critical operations of the ship or ship/port interface;
.5 procedures for responding to any security instructions Contracting Governments
may give at security level 3;
.6 procedures for evacuation in case of security threats or breaches of security;
.7 duties of shipboard personnel assigned security responsibilities and of other
shipboard personnel on security aspects;
.8 procedures for auditing the security activities;
.9 procedures for training, drills and exercises associated with the plan;
SOLAS/CONF.5/34
ANNEX 1
Page 12
I:\CONF\SOLAS\5\34.DOC

.10 procedures
(ISPS Code: INTERNATIONAL CODE FOR THE SECURITY OF SHIPS
AND OF PORT FACILITIES)

Ship security plan means a plan developed to ensure the application of measures
on board the ship designed to protect persons on board, cargo, cargo transport
units, ship.s stores or the ship from the risks of a security incident.

6. Who gives condition of class and when?

Condition of class issues by classification socie ties and is requirement that specific
measures, repairs, survey etc. are to be carried out within a specific time limit in
order to retain class. A class is suspended if the above conditions are not met.
7. Contents of Survey document file. Who prepares it? What is Enhanced Survey
programme(INTERNATIONAL CODE ON THE ENHANCED PROGRAMME OF
INSPECTIONS DURING SURVEYS OF BULK CARRIERS
AND OIL TANKERS, 2011 (2011 ESP CODE)?

Contents of Survey document file:

Main particulars of the ship

Plan of tanks/holds with information on their coating condition and cathodic
protection.
Corrosion risk nomination of tanks.
Design risk nomination of the structures.
Tanks and areas nominated for close up inspection.
Structures and sections nominated for thickness measurement
List of acceptable corrosion allowance for different structures.

What is ESP?
Basically, close up examinations of the welded attachments of side shell frames in
selected holds and extensive thickness measurement carried out by IACS member
societies.
Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil
Tankers (ESP) referred to in MARPOL Regulation 13G which applies to crude oil
tankers of 20000 dwt and above and product carriers of 30000 dwt and above. This
enhanced survey requirement has undoubtedly improved the safety performance of
those ships which have now been subjected to more rigorous inspection.
Substantial corrosion: corroded structure with a diminution of between
75% and 100 %of the maximum allowed for the structural component
concerned .

How to know your ship was requied to have enhanced surveys:-The class
notation wud include the ESP notation ESP
What are its salient features?
1.
2.
3.
4.
5.
6.
7.

Survey planning
Document file onboard
Improved procedure for thickness measurement
Harmonization between dry-dock and renewal surveys
Extended intermediate surveys
Possible annual examination of tanks and spaces
Phase out of continuous hull survey arrangemnts

1. how ISSC cert is issued to a ship: AS explained above

2. What all certificate is issued as per ISM n their validity
3.1 Certification Activities
3.1.1 Document of Compliance (DOC)
3.1.1.1 A DOC shall be issued to a Company following an initial or renewal
verification of
compliance with the requirements of the ISM Code.
3.1.1.2 The Company shall make available copies of the DOC to each office location
and
each ship covered by the SMS.
3.1.1.3 On completion of the audit, to facilitate the review of the auditors report
prior to the
issue of the full-term certificate, a DOC with validity not exceeding five (5) months
may be
issued by the auditor.
3.1.2 Safety Management Certificate (SMC)
3.1.2.1 A SMC shall be issued to a ship following an initial or renewal verification of
compliance with the requirements of the ISM Code.
3.1.2.2 A copy of the SMC shall be available at the Companys head office.
3.1.2.3 The issue of a SMC is conditional upon:
(i) the existence of a full term DOC (not interim), valid for that type of ship;

(ii) the maintenance of compliance with the requirements of a Classification Society

which meets the requirements of IMO Resolution A.739(18) and A.789(19), as may
be
amended, or with the national regulatory requirements of an Administration which
provide an equivalent level of safety; and

(iii) the maintenance of valid statutory certificates.

3.1.2.4 On completion of the audit, to facilitate the review of the auditors report
prior to the
issue of the full-term certificate, an SMC with validity not exceeding five (5) months
may be
issued by the auditor.
3.2 Interim and initial verification
3.2.1 Interim verification for the issue of an interim DOC to a Company and an
interim SMC
for a ship is carried out as described in ISM Code Section 14. The interim verification
for
issuance of an interim DOC includes a review of the safety management system
documentation.
3.2.2 Initial verification for the issue of a DOC to a Company consists of the
following steps:
(i) A satisfactory review of any changes made to the documented SMS since the
interim
DOC was issued;
(ii) Verification of the effective functioning of the SMS, including objective evidence
that
the Companys SMS has been in operation for at least three months on board at
least
one ship of each type o perated by the Company. The objective evidence shall
include

records from the internal audits performed by the Company ashore and on board.

3. Use of ground tackle n how to deploy

Ground tackle can be used for refloating a shipas it gives best mechanical
advantage.
It can be used in two ways:1 ) active ground tackleship comes off with its
own power with two anchors in tandom(2) passive ground tacle---salvage
barge made fast to ship in ballast condition start deballasting in high water ,
thr pull-off of the wire causes the ship to come off the ground.
It gives best mechanical advantage
In case of swell the tug will pitch and cause strain on the wire
Ground tackle can be used even in high swell.

4.procedure of slipping anchor

Slipping of anchor needs to be done usually when the anchor cannot be weighed.
2 ways to do so: (1) slipping from the deck (2) slipping from the anchor
slipping from the deck:

veer cable or heave until a shackle is situated on to the howse pipe upper lif
pass a 20~ 24 mm wire rope throughthe cable forward of the shackle and
both end heave taut and made fast preferably on separate bits
the cable is used

( i explained the procedure wt is given in danton he added that at the end of the
chain we should connect a buoy to locate the position of the chain n anchor)
5. plans required for drydock....

Shell expansion plan

Docking plan(What information would you find on a 'Docking Plan'?
Side elevation of the vessel, showing basic arrangement for centre-line blocks.
Plan view showing support arrangement for docking condition.
Arrangement for docking with 50% , 100% bunkers.
Docking block area.
Maximum load per block at locations.
Cautionary remarks ie. number of liquid to be carried in the following tanks.
Block Pressure calculations.
Maximum amount of liquid never to be exceeded.
Table of paint areas, flat bottom, bottom - bootop, Bootopping, topsides, rudder.
Position of drainholes.)

Fire control plan

Capacity plan
Piping arrangement plan
LSA plan
General arrangement plan

wt information u get from shell expansion plan n docking plan...

6. action if a crew disobey n does not report to duty..as per MS act..
7. ship's rudder is hollow or solid .........I answered hollow
Then he asked what corrosion prevention method is used inside the rudder.....:
Sacrificial anode system for small ships and for large ships impressed current
system to avoid extra turbulence and extra weight resulting I reduced deadweight.
8. wt is COC.. I explained condition of class... then he asked wt is the name of the
certificate: Interim Certificate
ballast water management new reg

International Convention for the Control and Management of Ships'

Ballast Water and Sediments (BWM)
Adoption: 13 February 2004; Entry into force: 12 months after ratification by 30
States, representing 35 per cent of world merchant shipping tonnage

Invasive aquatic species present a major threat to the marine ecosystems, and shipping has been
identified as a major pathway for introducing species to new environments. The problem increased as
trade and traffic volume expanded over the last few decades, and in particular with the introduction of
steel hulls, allowing vessels to use water instead of solid materials as ballast. The effects of the
introduction of new species have in many areas of the world been devastating. Quantitative data show the
rate of bio-invasions is continuing to increase at an alarming rate. As the volumes of seaborne trade
continue overall to increase, the problem may not yet have reached its peak.
However, the Ballast Water Management Convention, adopted in 2004, aims to prevent the spread of
harmful aquatic organisms from one region to another, by establishing standards and procedures for the
management and control of ships' ballast water and sediments

Under the Convention, all ships in international traffic are required to manage their ballast water and
sediments to a certain standard, according to a ship-specific ballast water management plan. All ships will
also have to carry a ballast water record book and an international ballast water management certificate.

The ballast water management standards will be phased in over a period of time. As an intermediate
solution, ships should exchange ballast water mid-ocean. However, eventually most ships will need to
install an on-board ballast water treatment system.

A number of guidelines have been developed to facilitate the implementation of the Convention.
The Convention will require all ships to implement a Ballast Water and Sediments Management Plan. All
ships will have to carry a Ballast Water Record Book and will be required to carry out ballast water
management procedures to a given standard. Existing ships will be required to do the same, but after a
phase-in period.

Parties to the Convention are given the option to take additional measures which are subject to criteria set
out in the Convention and to IMO guidelines

The Convention is divided into Articles; and an Annex which includes technical standards and
requirements in the Regulations for the control and management of ships' ballast water and sediments.

General Obligations
Under Article 2 General Obligations Parties undertake to give full and complete effect to the provisions of
the Convention and the Annex in order to prevent, minimize and ultimately eliminate the transfer of
harmful aquatic organisms and pathogens through the control and management of ships' ballast water
and sediments.

Parties are given the right to take, individually or jointly with other Parties, more stringent measures with
respect to the prevention, reduction or elimination of the transfer of harmful aquatic organisms and
pathogens through the control and management of ships' ballast water and sediments, consistent with
international law. Parties should ensure that ballast water management practices do not cause greater
harm than they prevent to their environment, human health, property or resources, or those of other
States.

Reception facilities
Under Article 5 Sediment Reception Facilities Parties undertake to ensure that ports and terminals where
cleaning or repair of ballast tanks occurs, have adequate reception facilities for the reception of
sediments.

Research and monitoring

Article 6 Scientific and Technical Research and Monitoring calls for Parties individually or jointly to
promote and facilitate scientific and technical research on ballast water management; and monitor the
effects of ballast water management in waters under their jurisdiction.

Survey, certification and inspection

Ships are required to be surveyed and certified (Article 7 Survey and certification) and may be inspected
by port State control officers (Article 9 Inspection of Ships) who can verify that the ship has a valid
certificate; inspect the Ballast Water Record Book; and/or sample the ballast water. If there are concerns,
then a detailed inspection may be carried out and "the Party carrying out the inspection shall take such
steps as will ensure that the ship shall not discharge Ballast Water until it can do so without presenting a
threat of harm to the environment, human health, property or resources."

All possible efforts shall be made to avoid a ship being unduly detained or delayed (Article 12 Undue
Delay to Ships).

Technical assistance
Under Article 13 Technical Assistance, Co-operation and Regional Co-operation, Parties undertake,
directly or through the Organization and other international bodies, as appropriate, in respect of the
control and management of ships' ballast water and sediments, to provide support for those Parties which
request technical assistance to train personnel; to ensure the availability of relevant technology,
equipment and facilities; to initiate joint research and development programmes; and to undertake other
action aimed at the effective implementation of this Convention and of guidance developed by the
Organization related thereto.

Annex - Section A General Provisions

This includes definitions, application and exemptions. Under Regulation A-2 General Applicability: "Except
where expressly provided otherwise, the discharge of Ballast Water shall only be conducted through
Ballast Water Management, in accordance with the provisions of this Annex."

Annex - Section B Management and Control Requirements for Ships

Ships are required to have on board and implement a Ballast Water Management Plan approved by the
Administration (Regulation B-1). The Ballast Water Management Plan is specific to each ship and

includes a detailed description of the actions to be taken to implement the Ballast Water Management
requirements and supplemental Ballast Water Management practices.

Ships must have a Ballast Water Record Book (Regulation B-2) to record when ballast water is taken on
board; circulated or treated for Ballast Water Management purposes; and discharged into the sea. It
should also record when Ballast Water is discharged to a reception facility and accidental or other
exceptional discharges of Ballast Water

The specific requirements for ballast water management are contained in regulation B-3 Ballast Water
Management for Ships:

Ships constructed before 2009 with a ballast water capacity of between 1500 and 5000 cubic metres must
conduct ballast water management that at least meets the ballast water exchange standards or the ballast
water performance standards until 2014, after which time it shall at least meet the ballast water
performance standard.

Ships constructed before 2009 with a ballast water capacity of less than 1500 or greater than 5000 cubic
metres must conduct ballast water management that at least meets the ballast water exchange standards
or the ballast water performance standards until 2016, after which time it shall at least meet the ballast
water performance standard.

Ships constructed in or after 2009 with a ballast water capacity of less than 5000 cubic metres must
conduct ballast water management that at least meets the ballast water performance standard.

Ships constructed in or after 2009 but before 2012, with a ballast water capacity of 5000 cubic metres or
more shall conduct ballast water management that at least meets the standard described in regulation D1 or D-2 until 2016 and at least the ballast water performance standard after 2016.

Ships constructed in or after 2012, with a ballast water capacity of 5000 cubic metres or more shall
conduct ballast water management that at least meets the ballast water performance standard.

Other methods of ballast water management may also be accepted as alternatives to the ballast water
exchange standard and ballast water performance standard, provided that such methods ensure at least

the same level of protection to the environment, human health, property or resources, and are approved
in principle by IMO's Marine Environment Protection Committee (MEPC).

Under Regulation B-4 Ballast Water Exchange, all ships using ballast water exchange should:
whenever possible, conduct ballast water exchange at least 200 nautical miles from the nearest land and
in water at least 200 metres in depth, taking into account Guidelines developed by IMO;

in cases where the ship is unable to conduct ballast water exchange as above, this should be as far from
the nearest land as possible, and in all cases at least 50 nautical miles from the nearest land and in water
at least 200 metres in depth.

When these requirements cannot be met areas may be designated where ships can conduct ballast water
exchange. All ships shall remove and dispose of sediments from spaces designated to carry ballast water
in accordance with the provisions of the ships' ballast water management plan (Regulation B-4).

Annex - Section C Additional measures

A Party, individually or jointly with other Parties, may impose on ships additional measures to prevent,
reduce, or eliminate the transfer of Harmful Aquatic Organisms and Pathogens through ships' Ballast
Water and Sediments.
In these cases, the Party or Parties should consult with adjoining or nearby States that may be affected
by such standards or requirements and should communicate their intention to establish additional
measure(s) to the Organization at least 6 months, except in emergency or epidemic situations, prior to the
projected date of implementation of the measure(s). When appropriate, Parties will have to obtain the
approval of IMO.

Annex - Section D Standards for Ballast Water Management

There is a ballast water exchange standard and a ballast water performance standard. Ballast water
exchange could be used to meet the performance standard:

Regulation D-1 Ballast Water Exchange Standard - Ships performing Ballast Water exchange shall do so
with an efficiency of 95 per cent volumetric exchange of Ballast Water. For ships exchanging ballast water
by the pumping-through method, pumping through three times the volume of each ballast water tank shall
be considered to meet the standard described. Pumping through less than three times the volume may be
accepted provided the ship can demonstrate that at least 95 percent volumetric exchange is met.

Regulation D-2 Ballast Water Performance Standard - Ships conducting ballast water management shall
discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in
minimum dimension and less than 10 viable organisms per milliliter less than 50 micrometres in minimum
dimension and greater than or equal to 10 micrometres in minimum dimension; and discharge of the
indicator microbes shall not exceed the specified concentrations.

The indicator microbes, as a human health standard, include, but are not be limited to:
a. Toxicogenic Vibrio cholerae (O1 and O139) with less than 1 colony forming unit (cfu) per 100 milliliters
or less than 1 cfu per 1 gram (wet weight) zooplankton samples ;
b. Escherichia coli less than 250 cfu per 100 milliliters;
c. Intestinal Enterococci less than 100 cfu per 100 milliliters.

Ballast Water Management systems must be approved by the Administration in accordance with IMO
Guidelines (Regulation D-3 Approval requirements for Ballast Water Management systems). These
include systems which make use of chemicals or biocides; make use of organisms or biological
mechanisms; or which alter the chemical or physical characteristics of the Ballast Water.

Prototype technologies
Regulation D-4 covers Prototype Ballast Water Treatment Technologies. It allows for ships participating in
a programme approved by the Administration to test and evaluate promising Ballast Water treatment
technologies to have a leeway of five years before having to comply with the requirements.

Review of standards
Under regulation D-5 Review of Standards by the Organization, IMO is required to review the Ballast
Water Performance Standard, taking into account a number of criteria including safety considerations;
environmental acceptability, i.e., not causing more or greater environmental impacts than it solves;
practicability, i.e., compatibility with ship design and operations; cost effectiveness; and biological
effectiveness in terms of removing, or otherwise rendering inactive harmful aquatic organisms and
pathogens in ballast water. The review should include a determination of whether appropriate
technologies are available to achieve the standard, an assessment of the above mentioned criteria, and
an assessment of the socio-economic effect(s) specifically in relation to the developmental needs of
developing countries, particularly small island developing States.

Annex- Section E Survey and Certification Requirements for Ballast Water Management
Gives requirements for initial renewal, annual, intermediate and renewal surveys and certification
requirements. Appendices give form of Ballast Water Management Certificate and Form of Ballast Water
Record Book.

chain n machinery register in detail - ILO 152

convention, Form 2.
REGISTER OF LIFTING APPLIANCES and ITEMS OF LOOSE GEAR
Form No. 1
Identity of National Authority or Competent Organisation
REGISTER OF SHIPS LIFTING APPLIANCES
AND CARGO HANDLING GEAR
Name of Ship
Official Number
Call Sign
Port of Registry
Name of Owner
Register Number
Date of Issue
Issued by
Signature and Stamp
Note: This Register is the standard international form as recommended by the International
Labour Office in accordance with the ILO Convention No. 152.
General
The tests, examinations and inspections indicated in this Register are based on the
requirements of the ILO Convention No. 152 and Recommendation No. 160. They are
intended to ensure that ships lifting appliances are initially certified by a competent person
and to establish periodically that they continue to be in safe working order to the satisfaction
of a competent person acceptable to the competent authority.
A Register of Lifting appliances and items of loose gear shall be kept in a form
prescribed by the competent authority, account being taken of this model recommended by
the International Labour Office. This Register and related Certificates shall be kept and be
available to any person authorised by the competent authority. The Register and Certificates
for gear currently aboard the ship shall be preserved for at least five years after the date of the
last entry.
Instructions
1. Initial examination and certification
1.1 Every lifting appliance shall be certified by a competent person before being
taken into use for the first time to ensure that it is of good design and

construction and of adequate strength for the purpose of which it is intended.

1.2 Before being taken into use for the first time a competent person shall
supervise and witness testing, and shall thoroughly examine every lifting
appliance.
1.3 Every item of loose gear shall, before being taken into use for the first time be
tested, thoroughly examined and certified by a competent person in
accordance with national law or regulations.
1.4 Upon satisfactory completion of the procedures indicated above the competent
person shall complete and issue the Register of Lifting Appliances and attach
the appropriate Certificates. An entry shall be made in Part I of the Register.
1.5 A rigging plan showing the arrangement of lifting appliances shall be
provided. In the case of derricks and derrick cranes the rigging plan should
show at least the following information:
(a) the position of guys;
(b) the resultant force on blocks, guys, wire ropes and booms;
(c) the position of blocks;
(d) the identification mark of individual items;
(e) arrangements and working range of union purchase.
2.
2. Periodic examinations and re-testing
2.1 All lifting appliances and every item of loose gear shall be thoroughly
examined by a competent person at least once in every 12 months. The
particulars of these thorough examinations shall be entered in Part I of the
Register.
2.2 Re-testing and thorough examination of all lifting appliances and every item
of loose gear is to be carried out:
(a) after any substantial alteration or renewal, or after repair of any stressbearing
part; and
(b) in the case of lifting appliances at least once in every five years.
2.3 The re-testing referred to in paragraph 2.2 (a) may be omitted provided the
part which has been renewed or repaired is subjected by separate test, to the
same stress as would have been imposed on to it if it had been tested in situ
during testing of the lifting appliance.
2.4 The thorough examinations and tests referred to in paragraph 2.2 are to be
entered in Part I of the Register.
2.5 No new item of loose gear shall be manufactured of wrought iron. Heat
treatment of any existing wrought iron components should be carried out to
the satisfaction of the competent person. No heat treatment should be applied
to any item of loose gear unless the treatment is in accordance with the
manufacturers instruction; to the satisfaction of the competent person. Any
heat treatment and the associated examination are to be recorded by the
competent person in Part I of the Register.
3. Inspections
3.1 Regular visual inspections of every item of loose gear shall be carried out by a
responsible person before use. A record of these regular inspections is to be
entered in Part II of the Register, but entries need only be made when the

inspection has indicated a defect in the item.

3.
4. Certificates
4.1 The certification forms to be used in conjunction with this Register (Form No. 1)
are as follows:
Form No. 2 Certificate of test and thorough examination of lifting
appliances.
Form No. 2 (U) Certificate of test and thorough examination of derricks used
in union purchase.
Form No. 3 Certificate of test and thorough examination of loose gear.
Form No. 4 Certificate of test and thorough examination of wire rope.
Definitions
(a) The term competent authority means a minister, government department or other
authority empowered to issue regulations, orders or other instructions having the force
of law.
(b) The term competent person means a person possessing the knowledge and
experience required for the performance of thorough examinations and tests of lifting
appliances and loose gear and who is acceptable to the competent authority.
(c) The term responsible person means a person appointed by the master of the ship or
the owner of the gear to be responsible for the performance of inspections and has
sufficient knowledge and experience to undertake such inspections.
(d) The term thorough examination means a detailed visual examination by a
competent person, supplemented if necessary by other suitable means or measures in
order to arrive at a reliable conclusion as to the safety of the lifting appliance or item
of loose gear examined.
(e) The term inspection means a visual inspection carried out by a responsible person
to decided whether, so far as can be ascertained in such manner, the loose gear or
sling is safe for continued use.
(f) The term lifting appliance covers all stationary or mobile cargo-handling appliances
used on board ship for suspending, raising or lowering loads or moving them from
one position to another while suspended or supported.
4.
PART I Thorough examination of lifting appliances and loose gear
(1) (2) (3) (4) (5)
Situation and
description of
lifting
appliances and
loose gear (with
distinguishing
number or
marks, if any)
which have
been thoroughly
examined (see
Note 1)

Certificate Nos. Examination

performed (see
Note 2)
I certify that on
the date to
which I have
appended my
signature, the
gear shown in
column (1) was
thoroughly
examined and
no defects
affecting its
safe working
condition were
found other
than those
shown in
column (5)
(Date and
signature)
Remarks (To be
dated and
signed)
Note 1: If all the lifting appliances are thoroughly examined on the same date it will be
sufficient to enter in column (1) All lifting appliances and loose gear. If not, the
parts which have been thoroughly examined on the dates stated must be clearly
indicated.
Note 2: The thorough examinations to be indicated in column (3) include:
(a) Initial
(b) 12 monthly
(c) Five yearly
(d) Repair/damage
(e) Other thorough examinations including those associated with heat treatment.
5.
PART II Regular inspections of loose gear
(1) (2) (3)
Situation and description of
loose gear (with
distinguishing number or
mark, if any) which has
been inspected (see Note 1)
Signature and date of the
responsible person carrying
out the inspection

Remarks (To be dated and

signed)
Note 1: All loose gear should be inspected before use. However, entries need only be made
when the inspection discloses a defect.
Form No. 2
Identity of national authority or competent organisation
CERTIFICATE OF TEST AND THOROUGH
EXAMINATION OF LIFTING APPLIANCES
Name of Ship Certificate No. ________
Official Number
Call Sign
Port of Registry
Name of Owner
(1) (2) (3) (4)
Situation and
description of lifting
appliances (with
distinguishing
numbers or marks, if
any) which have
been tested and
thoroughly
examined
Angle to the
horizontal or radius
at which test load
applied
Test load (tonnes) Safe working load
(SWL) at angle or
radius shown in
column 2 (tonnes)
Name and address of the firm or competent
person who witnessed testing and carried
out thorough examination
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I certify that on the date to which I have appended my signature, the gear shown in column
(1) was tested and thoroughly examined and no defects or permanent deformation were
found; and that the safe working load is as shown.
Date: __________________________ Signature: __________________________
Place: __________________________
Note: This Certificate is the standard international form as recommended by the International
Labour Office in accordance with ILO Convention No. 152.
Instructions

1. Every lifting appliance shall be tested with a test load which shall exceed the safe
working load (SWL) as follows:
SWL Test load
Up to 20 tonnes 25 per cent in excess
20 to 50 tonnes 5 tonnes in excess
Over 50 tonnes 10 per cent in excess
2. In the case of derrick systems the test load shall be lifted with the ships normal tackle
with the derrick at the minimum angle to the horizontal for which the derrick system was
designed (generally 15 degrees), or at such greater angle as may be agreed. The angle at
which the test was made should be stated in the certificate of test. After the test load has been
lifted it should be swung as far as possible in both directions.
2.1 The SWL shown is applicable to swinging derrick systems only. When derricks
are used in union purchase the SWL (U) is to be shown on Form 2 (U).
2.2 In the case of heavy derricks, care should be taken to ensure that the appropriate
stays are correctly rigged.
3. In the case of cranes, the test load is to be hoisted, slewed and luffed at slow speed.
Gantry and travelling cranes together with their trolleys, where appropriate, are to be
traversed and travelled over the full length of their track.
3.1 In the case of variable load-radius cranes, the tests are generally to be carried out
with the appropriate test load at maximum, minimum and at an intermediate
radius.
3.2 In the case of hydraulic cranes where limitations of pressure make it impossible to
lift a test load 25 per cent in excess of the safe working load, it will be sufficient
to lift the greatest possible load, but in general this should not be less than 10 per
cent in excess of the safe working load.
4. As a general rule, tests should be carried out using test loads, and no exception should
be allowed in the case of initial tests. In the case of repairs, replacement or when the periodic
examination calls for re-test, consideration may be given to the use of spring or hydraulic
balances provided the SWL of the lifting appliance does not exceed 15 tonnes. Where a
spring or hydraulic balance is used it shall be calibrated and accurate to within 2 per cent
and the indicator should remain constant for five minutes.
4.1 If test weights are not used this is to be indicated in column (3).
5. The expression tonne shall mean a tonne of 1,000 kg.
6. The terms competent person, thorough examination and lifting appliance are
defined in Form No. 1.
Note: For recommendations on test procedures reference may be made to the ILO document
Safety and Health in Dock Work.
Form No. 2 (U)
Identity of national authority or competent organisation
CERTIFICATE OF TEST AND THOROUGH EXAMINATION
OF DERRICKS USED IN UNION PURCHASE
Name of Ship Certificate No. ________
Official Number
Call Sign
Port of Registry
Name of Owner

(1) (2) (3) (4)

Situation and
description of
derricks used in
union purchase (with
distinguishing
numbers or marks)
which have been
tested and
thoroughly
examined
Maximum height of
triangle plate above
hatch coaming (m)
or maximum angle
between runners
Test load (tonnes) Safe working load,
SWL (U), when
operating in union
purchase (tonnes)
Position of outboard preventer guy
attachments:
(a) forward/aft* of mast _________ (m)
and
(b) from ships centre line _________ (m)
Position of inboard preventer guy
attachments:
(a) forward/aft* of mast _________ (m)
and
(b) from ships centre line _________ (m)
* Delete as appropriate
Name and address of the firm of competent
person who witnessed testing and carried
out thorough examination
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I certify that on the date to which I have appended my signature, the gear shown in column
(1) was tested and thoroughly examined and no defects or permanent deformation were
found; and that the safe working load is as shown.
Date: ____________________________ Signature: __________________________
Place: ____________________________
Note: This Certificate is the standard international form as recommended by the International
Labour Office in accordance with ILO Convention No. 152.
Instructions

1. Before being taken into use, the derricks rigged in union purchase shall be tested with
a test load which shall exceed the safe working load (SWL (U)) as follows:
SWL Test load
Up to 20 tonnes 25 per cent in excess
20 to 50 tonnes 5 tonnes in excess
Over 50 tonnes 10 per cent in excess
2. Tests are to be carried out at the approved maximum height of the triangle plate above
the hatch coaming or at the angle between the cargo runners and with the derrick booms in
their working positions, to prove the strength of deck eye plates and the union purchase
system. These heights or angles must not exceed the values shown on the rigging plan.
3. Tests should be carried out using test loads.
4. The expression tonne shall mean a tonne of 1,000 kg.
5. The terms competent person, thorough examination and lifting appliance are
defined in Form No. 1.
Note: For recommendations on test procedures reference may be made to the ILO document
Safety and Health in Dock Work.
Form No. 3
Identity of national authority or competent organisation
CERTIFICATE OF TEST AND THOROUGH EXAMINATION OF LOOSE GEAR
Name of Ship Certificate No. ________
Official Number
Call Sign
Port of Registry
Name of Owner
Distinguishing
number or mark
Description
of loose
gear
Number
tested
Date of
test
Test loaded
(tonnes)
Safe working
load (SWL)
(tonnes)
Name and address of makers or suppliers
Name and address of the firm of competent
person who witnessed testing and carried
out thorough examination
-----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

I certify that the above items of loose gear were tested and thoroughly examined and no
defects affecting their SWL were found
Date: ____________________________ Signature: ________________________
Place: ____________________________
Note: This Certificate is the standard international form as recommended by the International
Labour Office in accordance with ILO Convention No. 152.
Instructions
1. Every item of loose gear is to be tested and thoroughly examined before being put
into use for the first time and after any substantial alternation or repair to any part liable to
affect its safety. The test loads to be applied shall be in accordance with the following table:
Item Test load (tonnes)
Single sheave blocks (see Note 1) 4 x SWL
Multi sheave blocks (see Note 2):
SWL 25 tonnes
25 tonnes < SWL 160 tonnes
SWL > 160 tonnes
2 x SWL
(0.933 x SWL) + 27
1.1 x SWL
Chains, hooks, rings, shackles, swivels, etc.:
SWL 25 tonnes
SWL > 25 tonnes
2 x SWL
(1.22 x SWL) + 20
Lifting beams, spreaders, frames and similar
devices:
SWL 10 tonnes
10 tonnes < SWL 160 tonnes
SWL > 160 tonnes
2 x SWL
(1.04 x SWL) + 9.6
1.1 x SWL
Note: 1. The SWL for a single sheave block, including single sheave blocks with beckets, is
to be taken as one half of the resultant load on the head fitting.
2. The SWL of a multi-sheave block is to be taken as the resultant load on the head
fitting.
2. This form may also be used for the certification of interchangeable components of
lifting appliances.
3. The expression tonne shall mean a tonne of 1,000 kg.
4. The terms competent person, thorough examination and lifting appliance are
defined in Form No. 1.
Note: For recommendations on test procedures reference may be made to the ILO document
Safety and Health in Dock Work.
Form No. 4
Identity of national authority or competent organisation
CERTIFICATE OF TEST AND THOROUGH EXAMINATION OF WIRE ROPE

Name of Ship Certificate No. ________

Official Number
Call Sign
Port of Registry
Name of Owner
Name and address of maker or supplier
Nominal diameter of rope (mm)
Number of strands
Number of wires per strand
Core
Lay
Quality of wire (N/mm2)
Date of test of sample
Load at which sample broke (tonnes)
Safe working load of rope (tonnes)
Intended use
Name and address of the firm of competent
person who witnessed testing and carried out
thorough examination
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------I certify that the above particulars are correct, and that the rope was tested and thoroughly
examined and no defects affecting its SWL were found.
Date: ____________________________ Signature: ___________________________
Place: ____________________________
Note: This Certificate is the standard international form as recommended by the International
Labour Office in accordance with ILO Convention No. 152.
Instructions
1. Wire rope shall be tested by sample, a piece being tested to destruction.
2. The test procedure should be in accordance with an international or recognised
national standard.
3. The SWL of the rope is to be determined by dividing the load at which the sample
broke, by a coefficient of utilisation, determined as follows:
Item Coefficient
Wire rope forming part of a sling
SWL of the sling:
SWL 10 tonnes
10 tonnes < SWL 160 tonnes
SWL > 160 tonnes
5
104
______________________________________

(8.85 x SWL) + 1 910

3
Wire rope as integral part of a lifting

appliance
SWL of the lifting appliance:
SWL 160 tonnes
SWL > 160 tonnes
104
_____________________________________

(8.85 x SWL) + 1 910

3
These coefficients should be adopted unless other requirements are specified by a national
authority.
4. The expression tonne shall mean a tonne of 1,000 kg.
5. The terms competent person, thorough examination and lifting appliance are
defined in Form No. 1.
Note: For recommendations on test procedures reference may be made to the ILO document
Safety and Health in Dock Work.

various surveys

dry dock req for change of anchor cable

note of protest:
A solemn declaration made under oath, a form of
deposition.
Cercumstances under which note of protest
After every case of general average
After wind and or sea conditions have been
encountered which may have damaged cargo
After wind and or sea conditions have been
encountered which caused failure to make cancelling
date
After cargo is shipped in condition likely to
deteriorate during the forthcoming voyage( also B/L
should be appropriately claused after consultation
with the shipper and the P & I correspondent)
pumping requirement in chain locker

????????

SOLAS Regulation XII/13.1 reads:

1. On bulk carriers, the means for draining and pumping
ballast tanks forward of the collision
bulkhead, and bilges of dry spaces any part of which
extends forward of the foremost cargo
hold, shall be capable of being brought into operation
from a readily accessible enclosed
space, the location of which is accessible from the
navigation bridge or propulsion machinery
control position without traversing exposed freeboard or
superstructure decks. Where pipes
serving such tanks or bilges pierce the collision bulkhead,
as an alternative to the valve
control specified in regulation II-1/11.4, valve operation by
means of remotely operated
actuators may be accepted, as an alternative to the valve
control specified in regulation II1/12, provided that the location of such valve controls
complies with this regulation.
MSC/Circ. 1069 reads:
1. The spaces where availability of pumping systems is
required in accordance with
paragraph 1 of SOLAS regulation XII/13 should be the
same watertight spaces where water
level detectors are required in accordance with paragraph
1.3 of SOLAS regulation XII/12.

2. This means that paragraph 1 of regulation XII/13 does

not apply to the enclosed spaces
the volume of which does not exceed 0.1% of the ships
maximum displacement volume and
to the chain locker.
Note:
1. IACS Members are to implement this UI for equipment
and arrangement approval
requests received on or after 1 October 2003. Equipment
and arrangements which do not
fully comply with this UI may be installed until 31
December 2003 for compliance with SOLAS
3. Arrangements complying with the changes introduced
in Rev.2 of this UI are to be
uniformly applied by IACS Members on ships contracted
for construction on or after 1
January 2012 and are acceptable on any ship subject to
this SOLAS Regulation.
4. The contracted for construction date means the date
on which the contract to build the
vessel is signed between the prospective owner and the
shipbuilder. For further details
regarding the date of contract for construction, refer to
IACS Procedural Requirement (PR)
1. Where the piping arrangements for dewatering closed
dry spaces are connected to the

piping arrangements for the drainage of water ballast

tanks, two non-return valves are to be
provided to prevent the ingress of water into dry spaces
from those intended for the carriage
of water ballast. One of these non-return valves is to be
fitted with shut-off isolation
arrangement. The non-return valves are to be located in
readily accessible positions. The
shut-off isolation arrangement are is to be capable of
being controlled from the navigation
bridge, the propulsion machinery control position or
enclosed space which is readily
accessible from the navigation bridge or the propulsion
machinery control position without
travelling exposed freeboard or superstructure decks. In
this context, a position which is
accessible via an under deck passage, a pipe trunk or
other similar means of access is not to
be taken as being in the "readily accessible enclosed
space".
2. Under this SOLAS regulation XII/13.1:
2.1 the valve specified under SOLAS regulation II-1/11.4
12.5.1 is to be capable of being
controlled from the navigation bridge, the propulsion
machinery control position or enclosed
space which is readily accessible from the navigation
bridge or the propulsion machinery

control position without travelling exposed freeboard or

superstructure decks. In this context,
a position which is accessible via an under deck passage,
a pipe trunk or other similar means
of access is not to be taken as being in the "readily
accessible enclosed space";
2.2 the valve is not to move from the demanded position
in the case of failure of the control
system power or actuator power;
2.3 positive indication is to be provided at the remote
control station to show that the valve
is fully open or closed;
2.4 local hand powered valve operation from above the
freeboard deck, as permitted
under SOLAS regulation II-1/11.4, is requested, but is not
an acceptable alternative to
SOLAS regulation XII/13.1, unless all of the provisions
SOLAS regulation XII/13.1 are met.
local hand powered valve operation from above the
freeboard deck as specified in SOLAS
regulation II-1/12.5.1 is required. An acceptable
alternative to such arrangement may be
remotely operated actuators as specified in SOLAS
regulation XII/13.1 on the condition that
all provisions in 13.1 are met.
3. The dewatering arrangements are to be such that any
accumulated water can be

drained directly by a pump or eductor.

4. The dewatering arrangements are to be such that when
they are in operation, other
systems essential for the safety of the ship including firefighting and bilge systems remain
available and ready for immediate use. The systems for
normal operation of electric power
supplies, propulsion and steering are not to be affected by
the operation of the dewatering
systems. It must also be possible to immediately start fire
pumps and have a ready available
supply of fire-fighting water and to be able to configure
and use bilge system for any
compartment when the dewatering system is in operation.
5. Bilge wells are to be provided with gratings or strainers
that will prevent blockage of the
dewatering system with debris.
6. The enclosures of electrical equipment for the
dewatering system installed in any of the

1.during inspection of ballast tank crack found in ship's

hull.. action as. c/o..

1.report location of the crack using shell expansion plan

Calculate damge stability
1.Report to flag state and to company.
2.apply to class for a survey of the damage.
report to P & I club , shipper and consignee, agents,charterers, operators.

in case of pollution incident( harmful substances)as per protocol I, article 1:

duty to report

2.How a ship get Issc cert. detail...SOLAS regulation XI2/9.1.1

5.wt certificate a ship should have as per marpol annex III.
Dangerous Goods Manifest or Stowage Plan (for ships carrying
dangerous goods
in packaged form or in solid form in bulk or harmful substances in
bulk)

6.Who is RSO in india..-- INDIAN REGISTER OF SHIPPING.

which statutory certificates have no expiry - TONNAGE &

REGISTRY.
what is annex 6 and other than sox and nox what other
gasses are there
if tss is to be implemented who can do in india tell entire
procedure - CHP 5 REG 10, SHIP ROUTENING.

2) What is the function of bilge keel?

A bilge keel is used to reduce a ship's tendency to roll. Bilge keels are employed
in pairs (one for each side of the ship). A ship may have more than one bilge keel

per side, but this is rare. Bilge keels increase hydrodynamic resistance to rolling,
making the ship roll less. Bilge keels are passive stability systems.

3) what action and precautions to take while transiting

GOA, what and whom to report in piracy attack?
5)what all certificates required in dry dock?
As in notes
6) can PSC inspect your accommodation area and under
which convention?
ILO 147.
ILO 147 and Port State Control (PSC)

The port State control provisions of ILO 147 (Article 4) provide that a ratifying State
may, on the basis of a complaint or evidence that a ship does not conform to the
standards of the Convention, inspect any foreign ship calling at its ports, regardless
of whether the flag State has ratified ILO 147. This is an innovation because, prior to
the adoption of ILO 147, international rules had almost solely been concerned with
the condition of vessels in relation to any threat they might pose to safety and the
external environment. Earlier, the Port States refrained from intervening in the
internal affairs of ships, such as crew conditions, except as regards safety. The
adoption of ILO 147 in 1976 has widened the scope of international shipping
regulations. An inspection may be made by the port State whenever it obtains
evidence that a ship does not conform to the standards of the Convention or when it
receives a complaint from a member of the crew, or any other person or entity
concerned with the safety of the ship and the well-being of its crew. On the basis of
such evidence or complaint, the port State may prepare a report addressed to the
Government of the flag State, with a copy to the Director-General of the
International Labour Office. In addition, the port State can take action, including
detention, to rectify any conditions on board which are clearly hazardous to safety
or health, even if the ship is registered in a country, which is not bound by the
Convention. In taking such action, the ratifying port State must notify the nearest
maritime, consular or diplomatic representative of the flag State and must, if
possible, have such a representative present. It must not unreasonably detain or
delay the ship.

1. Gangway totally broken, whom to call and what he

does?
3. Certificates required as per MLC 2006?: see certificates
added
4. Certificates required as per ISM?
PART B CERTIFICATION AND VERIFICATION

13 CERTIFICATION AND PERIODICAL VERIFICATION

13.1 The ship should be operated by a Company which has been issued
with a Document of Compliance or with an Interim Document of
Compliance in accordance with paragraph 14.1, relevant to that ship.
13.2 The Document of Compliance should be issued by the Administration,
by an organization recognized by the Administration or, at the
request of the Administration, by another Contracting Government to the
Convention to any Company complying with the requirements of this Code
for a period specified by the Administration which should not exceed five
years. Such a document should be accepted as evidence that the Company
is capable of complying with the requirements of this Code.
13.3 The Document of Compliance is only valid for the ship types
explicitly indicated in the document. Such indication should be based on
the types of ships on which the initial verification was based. Other ship
types should only be added after verification of the Companys capability
to comply with the requirements of this Code applicable to such ship types.
In this context, ship types are those referred to in regulation IX//1 of the
Convention.
13.4 The validity of a Document of Compliance should be subject to
annual verification by the Administration or by an organization recognized
by the Administration or, at the request of the Administration, by another
Contracting Government within three months before or after the
anniversary date.
13.5 The Document of Compliance should be withdrawn by the
Administration or, at its request, by the Contracting Government which
issued the Document when the annual verification required in paragraph
13.4 is not requested or if there is evidence of major non-conformities with
this Code.
13.5.1 All associated Safety Management Certificates and/or Interim
Safety Management Certificates should also be withdrawn if the Document
of Compliance is withdrawn. 13.6 A copy of the Document of Compliance should be placed
on board
in order that the master of the ship, if so requested, may produce it for
verification by the Administration or by an organization recognized by the
Administration or for the purposes of the control referred to in regulation
IX/6.2 of the Convention. The copy of the Document is not required to be
authenticated or certified.
13.7 The Safety Management Certificate should be issued to a ship for a
period which should not exceed five years by the Administration or an
organization recognized by the Administration or, at the request of the
Administration, by another Contracting Government. The Safety Management
Certificate should be issued after verifying that the Company and its
shipboard management operate in accordance with the approved safety

management system. Such a Certificate should be accepted as evidence

that the ship is complying with the requirements of this Code.
13.8 The validity of the Safety Management Certificate should be subject
to at least one intermediate verification by the Administration or an
organization recognized by the Administration or, at the request of the
Administration, by another Contracting Government. If only one intermediate
verification is to be carried out and the period of validity of the
Safety Management Certificate is five years, it should take place between
the second and third anniversary dates of the Safety Management
Certificate.
13.9 In addition to the requirements of paragraph 13.5.1, the Safety
Management Certificate should be withdrawn by the Administration or, at
the request of the Administration, by the Contracting Government which
has issued it when the intermediate verification required in paragraph 13.8
is not requested or if there is evidence of major non-conformity with this
Code.
13.10 Notwithstanding the requirements of paragraphs 13.2 and 13.7,
when the renewal verification is completed within three months before the
expiry date of the existing Document of Compliance or Safety Management
Certificate, the new Document of Compliance or the new Safety
Management Certificate should be valid from the date of completion of the
renewal verification for a period not exceeding five years from the date of
expiry of the existing Document of Compliance or Safety Management
Certificate.
13.11 When the renewal verification is completed more than three
months before the expiry date of the existing Document of Compliance or
Safety Management Certificate, the new Document of Compliance or the
new Safety Management Certificate should be valid from the date of
completion of the renewal verification for a period not exceeding five years
from the date of completion of the renewal verification

14 INTERIM CERTIFICATION
14.1 An Interim Document of Compliance may be issued to facilitate
initial implementation of this Code when:
.1 a Company is newly established; or
.2 new ship types are to be added to an existing Document of
Compliance,
following verification that the Company has a safety management system
that meets the objectives of paragraph 1.2.3 of this Code, provided the
Company demonstrates plans to implement a safety management system
meeting the full requirements of this Code within the period of validity of
the Interim Document of Compliance. Such an Interim Document of
Compliance should be issued for a period not exceeding 12 months by the
Administration or by an organization recognized by the Administration or,
at the request of the Administration, by another Contracting Government.
A copy of the Interim Document of Compliance should be placed on
board in order that the master of the ship, if so requested, may produce it
for verification by the Administration or by an organization recognized by
the Administration or for the purposes of the control referred to in
regulation IX/6.2 of the Convention. The copy of the Document is not
required to be authenticated or certified.
14.2 An Interim Safety Management Certificate may be issued:
.1 to new ships on delivery;

.2 when a Company takes on responsibility for the operation of a

ship which is new to the Company; or
.3 when a ship changes flag.
Such an Interim Safety Management Certificate should be issued for a
period not exceeding 6 months by the Administration or an organization
recognized by the Administration or, at the request of the Administration,
by another Contracting Government.
14.3 An Administration or, at the request of the Administration, another
Contracting Government may, in special cases, extend the validity of an
Interim Safety Management Certificate for a further period which should
not exceed 6 months from the date of expiry.
14.4 An Interim Safety Management Certificate may be issued following
verification that:
.1 the Document of Compliance, or the Interim Document of
Compliance, is relevant to the ship concerned;
.2 the safety management system provided by the Company for
the ship concerned includes key elements of this Code and has
been assessed during the audit for issuance of the Document of
Compliance or demonstrated for issuance of the Interim
Document of Compliance;
.3 the Company has planned the audit of the ship within three
months;
.4 the master and officers are familiar with the safety management
system and the planned arrangements for its implementation;
.5 instructions, which have been identified as being essential, are
provided prior to sailing; and
.6 relevant information on the safety management system has
been given in a working language or languages understood by
the ships personnel.

5. How many condition of class a vessel can have?INFINITE

6. How many certificates as per DMLC?: DMLC PART I AND
DMLC PART II
3. Ship is about to refloat after DD. What al precautions to
b taken prior giving clearance ?( Stability and clearance
from c/e is imp)

Duties of the Chief Officer prior undocking

1. Ensure all the listed work is completed to a satisfactory standard. In particular
that all 'survey work' is completed, prior to leaving the dock. To this end a
final internal inspection of the vessel would be the order of the day.

2. Carry out an external inspection of the hull and enter the Dry Dock. This final
visit to the dock floor would also encompass the replacing of any tank plugs
that have been drawn. This task should not be deligated to a junior officer as
the Chief Officer must sight all the tank plugs being replaced.

3. The Dry Dock Manager would accompany the ship's Chief Officer on final
inspections and ensure that no vehicles, materials or personnel are remaining
in the dock, prior to commencing any flooding operation.

4. Inform the ship's Master of the expected departure time and the crew would
be engaged in activities to make the vessel ready for sailing. These activities
would include odering the Navigator to plan the ships movement from the
dock, posting the sailing board and cancelling shore leave, placing the engine
room and respective personnel on standby, carrying out checks on all
navigation equipment and making relevant entries into the deck and offical
log books.

5. Ensure that a full set of tank soundings have been taken and that adequate
supplies of fresh water, fuel and lubricating oil are on board to suit the ships
movement needs. These tank quantities would then be applied to a complete
stability check to ensure that the vessel has an acceptable GM once she
floats clear of the keel blocks. Stability checks are the sole responsibility of
the ships personnel and comparison should be made between the entry
soundings when the vessel was last afloat.

6. All hatch covers would be closed up and the watertight integrity of the
uppermost deck assured. Anchors and cables would be heaved up and
stowed correctly aboard the vessel. All pipelines, power lines etc. would need
to be disconnected and relavent manpower should be made available both
ashore and aboard the ship in order to release these safely and at the
appropriate time.

7. Tugs, the marine pilot and linesmen would need to be ordered to standby for
the time of departure. Ships crew would be placed on standby on the fore and
aft ends to tend moorings.

8. Finally, the chief officer would sign the Authority to Flood Certificate. This is
provided that he is satisfied that the Dry Dock Authority has completed the
docking specification and that the ship is in a seaworthy condition. This
certificate should then be completed to allow the flooding of the dock to
commence.

4. Special discharge valve for sewage??

5. Gangway net as per which convention?

GUIDELINES FOR CONSTRUCTION, INSTALLATION, MAINTENANCE AND
INSPECTION/SURVEY OF MEANS OF EMBARKATION AND DISEMBARKATION
1 APPLICATION
This document is intended to provide Guidelines for the construction, installation,
maintenance
and inspection/survey of means of embarkation and disembarkation required
under
regulation II-1/3-9 of the 1974 SOLAS Convention, adopted by resolution
MSC.256(84). Where
means of embarkation and disembarkation other than those specifically covered
by these
Guidelines are fitted, an equivalent level of safety should be provided.
2 CONSTRUCTION
2.1 Accommodation ladders and gangways for means of embarkation and
disembarkation
which are provided on board ships constructed on or after 1 January 2010 should
meet applicable
international standards such as ISO 5488:1979, Shipbuilding accommodation
ladders,

ISO 7061:1993, Shipbuilding aluminium shore gangways for seagoing vessels

and/or national
standards and/or other requirements recognized by the Administration. Such
accommodation
ladders and gangways fitted on ships constructed before 1 January 2010, which
are replaced after
that date, should, in so far as is reasonable and practicable, comply with these
Guidelines.
2.2 The structure of the accommodation ladders and gangways and their fittings
and
attachments should be such as to allow regular inspection, maintenance of all
parts and,
if necessary, lubrication of their pivot pin. Special care should be taken to ensure
that the
welding connection works are properly performed.
2.3 The construction and test of accommodation ladder winches should be in
accordance with
applicable international standards such as ISO 7364:1983 Shipbuilding and
marine structures
deck machinery accommodation ladder winches.
3 INSTALLATION
3.1 Location
As far as practicable, the means of embarkation and disembarkation should be
sited clear of the
working area and should not be placed where cargo or other suspended loads may
pass overhead.
3.2 Lighting
Adequate lighting should be provided to illuminate the means of embarkation and
disembarkation,
the position on deck where persons embark or disembark and the controls of the
arrangement.
3.3 Lifebuoy
A lifebuoy equipped with a self-igniting light and a buoyant lifeline should be
available for

immediate use in the vicinity of the embarkation and disembarkation

arrangement when in use. MSC.1/Circ.1331
ANNEX
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3.4 Arrangement
3.4.1 Each accommodation ladder should be of such a length to ensure that, at a
maximum
design operating angle of inclination, the lowest platform will be not more than
600 mm above
the waterline in the lightest seagoing condition, as defined in SOLAS regulation
III/3.13.
3.4.2 The arrangement at the head of the accommodation ladder should provide
direct access
between the ladder and the ships deck by a platform securely guarded by
handrails and adequate
handholds. The ladder should be securely attached to the ship to prevent
overturning.
3.4.3 For ships on which the height of the embarkation/disembarkation deck
exceeds 20 m
above the waterline specified in paragraph 3.4.1 and on other ships for which the
Administration
considers compliance with the provisions of paragraph 3.4.1 impractical, an
alternative means of
providing safe access to the ship or supplementary means of safe access to the
bottom platform of
the accommodation ladder may be accepted.
3.5 Marking
Each accommodation ladder or gangway should be clearly marked at each end
with a plate
showing the restrictions on the safe operation and loading, including the
maximum and minimum
permitted design angles of inclination, design load, maximum load on bottom end
plate, etc.

Where the maximum operational load is less than the design load, it should also
be shown on the
marking plate.
3.6 Test
3.6.1 After installation, the winch and the accommodation ladder should be
operationally tested
to confirm proper operation and condition of the winch and the ladder after the
test.
3.6.2 The winch should be tested as a part of the complete accommodation ladder
unit through
a minimum of two times hoisting and lowering of the accommodation ladder in
accordance with
the onboard test requirement specified in applicable international standards such
as
ISO 7364:1983.
3.6.3 Every new accommodation ladder should be subjected to a static load test
of the specified
maximum working load upon installation.
3.7 Positioning
3.7.1 Gangways should not be used at an angle of inclination greater than 30
from the
horizontal and accommodation ladders should not be used at an angle greater
than 55 from the
horizontal, unless designed and constructed for use at angles greater than these
and marked as
such, as required by paragraph 3.5.
3.7.2 Gangways should never be secured to a ships guardrails unless they have
been designed
for that purpose. If positioned through an open section of bulwark or railings, any
remaining
gaps should be adequately fenced.
3.7.3 Adequate lighting for means of embarkation and disembarkation and the
immediate

approaches should be ensured from the ship and/or the shore in hours of
darkness. MSC.1/Circ.1331
ANNEX
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3.8 Rigging (safety net)
A safety net should be mounted in way of the accommodation ladders and
gangways where it is
possible that a person may fall from the means of embarkation and
disembarkation or between
the ship and quayside.
3.9 Verification
Upon installation, the compliance of the entire arrangement with these Guidelines
should be verified.
4 MAINTENANCE
4.1 Accommodation ladders and gangways, including associate winch and fittings,
should be properly maintained and inspected at appropriate intervals as required
by SOLAS
regulation III/20.7.2, in accordance with manufacturers instructions. Additional
checks should
be made each time the accommodation ladder and gangway is rigged, looking out
for signs of
distortion, cracks and corrosion. Close examination for possible corrosion should
be carried out,
especially when an aluminium accommodation ladder/gangway has fittings made
of mild steel.
4.2 Bent stanchions should be replaced or repaired and guard ropes should be
inspected for
wear and renewed where necessary.
4.3 Moving parts should be free to turn and should be greased as appropriate.
4.4 The lifting equipment should be inspected, tested and maintained paying
careful attention

to the condition of the hoist wire. The wires used to support the means of
embarkation and
disembarkation should be renewed when necessary, as required by SOLAS
regulation II-1/3-9.
4.5 Arrangements should also be made to examine the underside of gangways
and
accommodation ladders at regular intervals.
4.6 All inspections, maintenance work and repairs of accommodation ladders and
gangways
should be recorded in order to provide an accurate history for each appliance. The
information to
be recorded appropriately on board should include the date of the most recent
inspection, the name
of the person or body who carried out that inspection, the due date for the next
inspection and the
dates of renewal of wires used to support the embarkation and disembarkation
arrangement.
5 EXAMINATION AND OPERATIONAL TEST DURING SURVEYS REQUIRED
BY SOLAS REGULATIONS I/7 AND I/8
5.1 Accommodation ladders/gangways and davits
5.1.1 Accommodation ladder
5.1.1.1 The following items should be thoroughly examined during annual surveys
required by
SOLAS regulations I/7 and I/8 and checked for satisfactory condition of the
accommodation ladder:
.1 steps;
.2 platforms; MSC.1/Circ.1331
ANNEX
Page 4
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.3 all support points such as pivots, rollers, etc.;
.4 all suspension points such as lugs, brackets, etc.;

.5 stanchions, rigid handrails, hand ropes and turntables;

.6 davit structure, wire and sheaves, etc.; and
.7 any other relevant provisions stated in these Guidelines.
5.1.1.2 At every five-yearly survey, upon completion of the examination required
by
paragraph 5.1.1.1, the accommodation ladder should be operationally tested with
the specified
maximum operational load of the ladder.
5.1.2 Gangway
5.1.2.1 The following items should be thoroughly examined during annual surveys
required by
SOLAS regulations I/7 and I/8 and checked for satisfactory condition of the
gangway:
.1 treads;
.2 side stringers, cross-members, decking, deck plates, etc.;
.3 all support points such as wheel, roller, etc.;
.4 stanchions, rigid handrails, hand ropes; and
.5 any other relevant provisions stated in these Guidelines.
5.1.2.2 At every five-yearly survey, upon completion of the examination required
by
paragraph 5.1.2.1, the gangway should be operationally tested with the specified
maximum
operational load of the gangway.
5.2 Winch
5.2.1 During annual surveys required by SOLAS regulations I/7 and I/8, the
following items
should be examined for satisfactory condition:
.1 brake mechanism including condition of brake pads and band brake, if fitted;
.2 remote control system; and
.3 power supply system (motor).
5.2.2 At every five-yearly survey, upon completion of the examination required by

paragraph 5.2.1, the winch should be operationally tested with the specified
maximum
operational load of the accommodation ladder. MSC.1/Circ.1331
ANNEX
Page 5
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5.3 Tests
5.3.1 The tests specified in sections 5.1 and 5.2 are for the purpose of confirming
the proper
operation of the accommodation ladder, gangway and/or winch, as appropriate.
5.3.2 The load used for the test should be:
.1 the design load; or
.2 the maximum operational load, if this is less than the design load and marked
as
per paragraph 3.5; or
.3 the load nominated by the shipowner or operator only in those cases where the
design load or maximum operational load is not known (e.g., for accommodation
ladders or gangways which are provided on board ships constructed prior
to 1 January 2010), in which case that nominated load should be used as the
maximum operational load for all purposes within these Guidelines.
5.3.3 The tests should be carried out with the load applied as uniformly as
possible along the
length of the accommodation ladder or gangway, at an angle of inclination
corresponding to the
maximum bending moment on the accommodation ladder or gangway.
5.3.4 Following satisfactory completion of the applicable test(s) without
permanent
deformation or damage to the tested item, the load used for that test should be
marked as the
maximum operational load in accordance with paragraph 3.5.
5.4 Fittings and davits

During annual surveys required by SOLAS regulations I/7 and I/8, all fittings and
davits on the
ships deck associated with accommodation ladders and gangways should be
examined for
satisfactory condition.
5.5 Means of access to deck
During annual surveys required by SOLAS regulations I/7 and I/8, the fittings or
structures for
means of access to decks such as handholds in a gateway or bulwark ladder and
stanchions
should be examined for satisfactory condition.
_________

F-III
1.As per annex-6 ,what are all gases.
3. Condition of class and will PSC detain the vsl having this coc.-no bcz COC is
already given and we can tell PSC it is already being taken care of.
6. Drydock requirement.:
As per SOLAS CH-I REG -10- a minimum of two inspections of the outside
of the ships bottom during any 5 years period shall be carried out. The
interval between any 2 such inspections shall not exceed 36 months.
Thus an underwater inspection is mandatory for SOLAS
The inspection may abe carried out either in a dry dock or an underwater
survey may be carried out as decided by the classification society depending
on the vessels condition.