v

Buoy
1) Lateral Marks Region A Name Top Mark Stbd hand Green cone Port hand Red can Can, pillar, Region B Name Top Mark Stbd hand Red cone Port hand Green can 2) Preferred Channel Marks Region A Name Top Color Mark Prefer Channel Green with to Port red band cone Prefer Channel to Stbd can Red with green band Gp.Fl(2+1).R or Keep the buoy at port Green Green Q.G, Fl.G, LFl.G, Fl(2).G any rhythm except Gp.Fl(2+1). or Keep buoy port the at Color Red spar, Shape Color Green Light Green Light Q.G, Fl.G, LFl.G, Fl(2).G any rhythm except Gp.Fl(2+1). Retro reflector or Use Vessel will keep the buoy on her right

Cone, spar, pillar, Red Red Light Q.G, Fl.G, LFl.G, Fl(2).G any rhythm except Gp.Fl(2+1). or Vessel will keep the buoy on her right

Light Red Q.G, Fl.G, LFl.G, Fl(2).G any rhythm except Gp.Fl(2+1).

Retro reflector or

Use Keep buoy stbd the at

Light Gp.Fl(2+1).G

Retro reflector or

Use Keep the buoy at stbd

Region B Name

Top Mark

Color

Light

Retro reflector

Use

Prefer Channel to Port cone Prefer Channel to Stbd can

Red with green band

Gp.Fl(2+1).R

or

Keep the buoy at stbd

Green with red band

Gp.Fl(2+1).G or

Keep the buoy at port

3) Cardinal Marks Name Top Mark North

Color

Light (all white light) Q or VQ

Retro reflector

Use Pass north of the buoy

East

Q(3).10s or VQ(3).5s

Pass east the buoy

of

South

Q(6).15s+LFl. VQ(6).10s+LFl.

or

Pass south of the buoy

West

Q(9).15s or VQ(9).10s

Pass west the buoy

of

4) Isolated Danger Marks, Safe Water Marks Name Top Color Light Mark Isolated Gp.Fl(2).W danger marks Safe Water Marks Iso. Or Occ. Or LFl.10s or Morse code (A)

Retro reflector

Use Both sides have navigable water. This buoy is used to indicate the spot danger.

Or

Both sides have navigable water. Usually moored at the entrance or middle of the channel.

5) Special Marks Top Shape Mark

Color Yellow

Light Fl.Y or Fl(4).Y

Retro reflector

Use ODAS, Traffic Separation scheme, Spoil ground, Military exercise zone, Cables or pipe lines, Recreation zone

6) ODAS buoy ODAS buoy is a wide range of devices for collecting weather and oceanographic data. They are either moored or drifting and may have instrument in the float or slung beneath them to any depth. They are colored yellow, marked ODAS with an identification number and carrying a small plate showing whom to inform if the buoy is recovered. Moored buoy may be as much as 7.5m in dia, 2-3 m in height and 18 tonnes in weight. It may be anchored in any part of the ocean, irrespective of any depth. The larger moored buoys for use in deep water are can shaped, the smaller one for use closer inshore (usually 2-3 miles offshore) are toroidal (donut shape). They all carry visible aerials. A flashing yellow light showing 5 flashes every 20 seconds is exhibited from moored buoys. Drifting buoys are about 0.75m in dia and about 2m from top to bottom. They do not exhibit lights or carry visible aerials. The large buoys and floats should be given a berth of 1 miles or 2 miles by vessels towing underwater. 7) What is New Danger? How is it identified? A newly discovered hazard to navigation, not yet shown on charts or included in Sailing Directions or sufficiently announced by Notices to Mariners, is called a new danger. New danger covers naturally occurring obstructions, such as sandbanks and rocks, or manmade dangers, such as wrecks. A new danger is marked by one or more cardinal or lateral marks, following the IALA Maritime Buoyage System guidelines. If the danger is especially grave, it will be marked by two marks that are identical until the danger has been announced. If a lighted mark is used for a new danger, it must be a quick flashing or very quick flashing light. If it is a cardinal mark, it must exhibit a white light; if a lateral mark is used, it must exhibit a red or green light.

Lights & Shapes with fog signal

Vessel Power driven vessel making way Power driven vessel underway but stopped Power driven vessel anchored, L < 100m Power driven vessel anchored, L > 100m Day Shape ___ ___ Fog signal At intervals of not more than 2 minutes 1 prolonged blast At intervals of not more than 2 minutes 2 prolonged blasts in succession with an interval of about 2 seconds between them. At intervals of not more than one minute ring the bell rapidly for about 5 seconds. May in addition sound three blasts in succession, namely one short, one prolonged and one short blast. At intervals of not more than one minute ring the bell rapidly for about 5 seconds in the forepart of the vessel and immediately after the ringing of the bell the gong shall be sounded rapidly for about 5 seconds in the after part of the vessel. May in addition sound three blasts in succession, namely one short, one prolonged and one short blast. At intervals of not more than 2 minutes three blasts in succession, namely one prolonged followed by two short blasts. At intervals of not more than 2 minutes three blasts in succession, namely one prolonged followed by two short blasts. *If vessel is at anchor, shall sound the same signal.

at fwd

the

at the fwd

Vessel not under command. Vessel restricted in her ability to manoeuvre.

Dredger

Vessel engaged Mine Clearance operation Vessel constrained by her draught. Sailing vessel.
(when also being propelled by machinery)

At intervals of not more than 2 minutes three blasts in succession, namely one prolonged followed by two short blasts. *If vessel is at anchor, shall sound the same signal. At intervals of not more than 2 minutes three blasts in succession, namely one prolonged followed by two short blasts. *If vessel is at anchor, shall sound the same signal. At intervals of not more than 2 minutes three blasts in succession, namely one prolonged followed by two short blasts. At intervals of not more than 2 minutes three blasts in succession, namely one prolonged followed by two short blasts. At intervals of not more than 2 minutes three blasts in succession, namely one prolonged followed by two short blasts. *If vessel is at anchor, shall sound the same signal. At intervals of not more than 2 minutes three blasts in succession, namely one prolonged followed by two short blasts. At intervals of not more than 2 minutes sound four blasts in succession, namely one prolonged followed by three short blasts. (if manned) Sound the bell signal and if required the gong signal as like anchored vessel and shall, in addition, give three separate and distinct strokes on the bell immediately before and after the rapid ringing of the bell.

Vessel engaged in fishing. Vessel engaged in towing or pushing another vessel. Vessel being towed Vessel aground
where best be seen and in addition at the fwd

(length tow >200m)

of

(length tow >200m)

of

Pilot vessel when engaged on pilotage duty

Sound an identity signal consisting of four short blasts in addition to the signals of making way, stopped or anchored vessel.

Action
Firstly, I shall assess the situation. If risk of collision exists as per Rule 7(d)(i) then I am the give way vessel & this is the crossing situation. I am responsible for taking action as per Rule 15. I will give 1 short blast/flash as per Rule 34(a)/34(b)(i) and boldly alter course [Rule 8(b)] to stbd.

Firstly, I shall assess the situation. If risk of collision exists as per Rule 7(d)(i) then I am the stand on vessel & this is the crossing situation. Here other vsl is responsible & I have to keep my course & speed as per Rule 17(a)(i). If the other vsl is not taking action, then I shall give five rapid short blast/flash as per Rule 34(d) to show that I am in doubt. If still, no action is taken, I shall take action as per Rule 17(a)(ii) or 17(b). Here I will give 1 short blast/flash as per Rule 34(a)/34(b)(i) and alter course to stbd to make parallel course of him and maintain for a while. After that I will again alter to stbd to pass her stern. [Here I will not alter to pot as per Rule 17(c)]. Firstly, I shall assess the situation. If risk of collision exists as per Rule 7(d)(i) & this is the crossing situation. Here I am responsible to keep well clear of her as per Rule 18(d)(i). I will give 1 short blast/flash as per Rule 34(a)/34(b)(i) and boldly alter course [Rule 8(b)] to stbd and pass her astern.

Firstly, I shall assess the situation. Here this is the case of overtaking as per Rule 13(c). In this case, I can alter both way but alteration to port is preferable. I will give 2 short blast/flash as per Rule 34(a)/34(b)(i) and boldly alter course [Rule 8(b)] to port to pass her astern and keep clear until she is finally past & clear as per Rule 13(d).

Here in narrow channel, f/v should not impede the passage as per Rule 9(c). But, if she is ignoring the rule, then I shall give five rapid short blasts/flashes as per Rule 34(d) to show that I am in doubt. If not works, will reduce speed or take all way off as per Rule 8(e). Even though, if collision exists, I will alter to stbd/port to ground the vsl with bow at 90 to save imminent danger as per Rule 2(b).

Here I am following the lane as per Rule 10(b)(i). Other vessel is crossing the lane. Firstly, I shall assess the situation. If risk of collision exists as per Rule 7(d)(i) then this is the crossing situation I am the give way vessel though this is a TSS as per Rule 10(a). I will give 1 short blast/flash as per Rule 34(a)/34(b) (i) and boldly alter course [Rule 8(b)] to stbd. If require, I will go to inshore traffic zone as per Rule 10(e)(i) to avoid immediate danger. But here, the other vessel is also responsible as per Rule 8(f)(i) & 8(f)(ii).

Firstly, I shall assess the situation as per Rule 7(b) & 7(d)(i). If risk of collision exists, I will alter to stbd as per Rule 19(d)(i). The action should be in ample time [Rule 8(c)] & bold [Rule 8(b)].

Firstly, I shall assess the situation as per Rule 7(b) & 7(d)(i). If require, I shall slacken my speed to allow more time to assess as per Rule 8(e). When I can avoid a close quarter situation, I will reduce speed more Or I will stop my engine as per Rule 19(e).

Firstly, I shall assess the situation as per Rule 7(b) & 7(d)(i). Here, this is the case of overtaking. So, I will alter to port as per Rule 19(d)(i).

Here I will reduce speed as per Rule 8(e) to allow more time to assess. If I fail, I will stop engine as per Rule 19(e) & start blowing sound signal at intervals of not more than 2 minutes two prolonged blasts in succession with an interval of about 2 seconds between them as per Rule 35(b).

This is a critical situation. I will reduce the speed to assess the situation as per Rule 8(e). Hopefully, by this time line of approach of quarter vessel will be changed. And for the fwd vsl I will navigate with caution at slow speed as per Rule 19(e). When quarter vsl will be clear, I will take bold alteration to stbd as per Rule 19(d)(i).

This is a critical situation. I will reduce the speed to assess the situation as per Rule 8(e). Hopefully, by this time line of approach of stbd vessel will be changed. And for the fwd vsl I will navigate with caution at slow speed as per Rule 19(e). For the aft vsl, she is overtaking me & can alter course to any side as per 19(d)(i). ). When stbd vsl will be clear, I will take bold alteration to stbd as per Rule 19(d)(i). Even though, if the aft vessel is not taking action & line of action of stbd vsl is not changing, alter course to port as per Rule 2(b).

This is a critical situation. I will reduce the speed to assess the situation as per Rule 8(e). Hopefully, by this time line of approach of stbd & port vessel will be changed. And for the fwd vsl I will navigate with caution at slow speed as per Rule 19(e). For the aft vsl, she is overtaking me & can alter course to any side as per 19(d)(i). ). When stbd & port vsl will be clear, I will take bold alteration to stbd as per Rule 19(d)(i). Even though, if the aft vessel is not taking action & line of action of stbd & port vsl is not changing, alter course to stbd as per Rule 2(b).

Emergencies
1) Collision After collision the following actions should be taken accordingly: INITIAL ACTION Sound the alarm. Stop the engine. Call Master. Muster the crew & check no persons are missing or injured. Hoist/Show NUC signal. Close watertight doors. Advise the engine room staff what has happened and to be aware of the risk of accidents because of fractured oil or steam pipes etc. Send a distress alert or urgency signal. The Third Officer will Find tile ship's position and this will be included in tile distress message. The emergency party, led by the Chief Officer, will inspect and make an appraisal of the damage. All tanks and bilges will be sounded and an inspection made of any visible damage. The Chief Officer will convey the nature, extent and severity of tile damage by hand held radio and that will include details of any pollution leakage. The boats should be prepared and swung out to the embarkation deck. The Catering Department can make ready extra food supplies, blankets and fresh water. Engineers should check the fuel and lubricating oil supplies and warm through the lifeboat engines. If the other vessel is in danger of foundering, get his crew and passengers onto your vessel as soon as possible. If your vessel has struck another end on it is NORMALLY better to remain embedded in the gash until it is clear that both vessels are safe. LEGAL ASPECTS Providing it does not endanger our own crew, passengers or vessel we should render assistance to the other vessel and crew standing by until assistance is no longer required. Exchange the following information with the other master: (i) Names of vessels (ii) Ports of-registry, departure and ' destination (iii) Enter witnessed statements in the official log book. (iv) Notify (a) Owners as soon as possible (b) Chatterer. (c) Flag state Administration within 24 hours (d) Report details of any pollution to the government of the nearest coastal state. ON ARRIVALTO NEXT PORT (a) Note of Protest. (b) Call in a classification society surveyor.

(c) Call in a cargo surveyor. (d) Call in a P & I surveyor.

2) Heavy weather precaution at sea. 1. Verify vessel's position 2. Obtain up to date weather forecasts & expected weather predictions, for surrounding areas. 3. Warn all departments of impending weather. 4. Rig lifelines fore & aft. 5. Check anchor brake and anchor securing arrangements, hawse & spurling pipe covers (adequate thickness of cement) 6. Check all hatch covers are secure. 7. Check Forecastle and mast house doors, access hatches and watertight doors are secured. 8. Secure all items in deck stores & paint store. 9. Check Gangway/accommodation ladder is secured and take extra lashing. 10. Any deck cargo secured according to Cargo Securing Manual with lashing tightened up. 11. Tighten lifeboat gripes and take extra lashing. 12. Inform chief cook/Stuart to secure everything in galley. 13. Close all ventilators, removal cowls where appropriate. 14. Check stability. Take soundings of tanks. No slack tanks allowed. 15. Note preparations in log book. 16. Secure derricks/cranes hook with extra lashing. 17. Secure all loose gears & remove all surplus gears from deck. 18. Close down deadlights. 19. Slacken off signal halyards & other relevant cordage. 20. Drain swimming pool. 21. Reduce manpower on deck by operating heavy weather work routine. 22. Secure bridge for excessive pitching & rolling motion. 23. Warn engine room in plenty of times to reduce revolutions. 24. Check distress rockets & LSA gear. 25. Check deck lights, navigational lights & accommodation lights. 26. Organize meal relief before bad weather arrives. 3) Fire in Engine room In case of engine room fire, these actions should be taken: Raise the emergency alarm. Muster the crew. Reduce speed or stop engine and alter course if require to make lee. Report the fire location. Shut down ventilators, sky lights. Start the emergency fire pump and generator Close WT doors. Hoisted/Show NUC signal. If possible, rescue any casualty. If not a violent fire; Bring foam compound to affected area. If these actions are insufficient or it is a violent fire, inject CO 2 : Evacuate the space and close doors, dampers and fuel supplies. Have-another head count to establish no missing persons. Use CO 2 and confirm cylinders have fired by checking levers are in the fired position. Cool decks, ships sides and surrounding bulkheads with hoses. Make entry in official log book. 8

4) Fire in Accommodation In case of accommodation fire, these actions should be taken: Raise the emergency alarm. Inform Master and E/R. Muster the crew. Reduce speed or stop engine and alter course if require to make lee. Report the fire location. Shut down ventilators. Isolate electrical circuits. If possible, rescue any casualty. When the action party reaches the site, feel the temperature of the door or bulkhead and if cool to the touch, tackle the fire with portable extinguishers and hose backup. if these actions are clearly insufficient: Keep door of affected compartment shut, close the smoke doors and portholes. Shut off the air conditioning. Use SCBA. Cool adjacent bulkheads and decks with water spray. Cheek above and below size for spread of fire. Be aware of free surface if large mounts of water used. Make entry in official log book. 5) Fire in Hold In case of cargo hold fire, these actions should be taken: Initial detection will be from hold vent or smoke detection cabinet. Raise the emergency alarm. Inform Master and E/R. Muster the crew. Reduce speed or stop engine and alter course if require to make lee. Report the fire location. Shut down ventilators. If the fire is in its early stages: It may possibly be dug out or put out by playing jets of water over the whole region of the fire, to reduce the temperature and prevent the surrounding region igniting. In most cases CO 2 will be needed: Have another head count. Check all inlets (hatches, vents, hold access etc.) are sealed properly. Isolate electrical circuits Release the appropriate initial charge of CO 2 and thence continue at the prescribed intervals. Cool decks and side shell with hoses. If possible clear adjacent bulkheads of cargo or stores. Keep a watch on temperature of adjacent bulkheads. Make entry in official log book. 6) Fire at Port Fire at Port should be fought by Shore Fire bridged. We should inform the port authority in time: Raise the emergency alarm. Muster the crew. Inform Master and E/R. Instruct the team on shore requirements.

One should be standby with International shore connection for shore fire bridged. All ships should have an updated fire wallet containing the following information: General arrangement plan Ventilation plan Shell expansion plan in case it will be necessary to cut through the ship's side Plan of the fire-fighting equipment Electrical data Stability data due to the danger of free surface and other effects Cargo plan with any dangerous cargoes being specifically mentioned Location of watertight doors and fire-resistant partitions Any special equipment that the vessel carries The Senior Fire Officer should be presented with the wallet on his arrival. He will also probably require following information: The exact location of the fire and the chances of it spreading to other compartments. The contents of double bottoms or deep tanks in the vicinity. The number of people on board and what the ship's staff are doing. How many hoses and pump are in operation? If any fixed fire fighting installation is in operation. The state of cargo operations and dangerous cargo on board. The condition of fuel oil, ballast and fresh water tanks. The ship's communication systems. Any peculiarities of the ship's design. Make entry in official log book.

7) Vessel aground Action should be taken accordingly: 1. Stop engines. 2. Sound general emergency alarm. 3. Inform Master and E/R. 4. Advice CRS and other vessel's in the vicinity by VHF. 5. VHF watch maintained on Ch.16 at all times. 6. Position on the chart verified and safe port options investigated. 7. Display appropriate light and shape signals; switch on deck lights. 8. Sound appropriate sound signals. 9. Close all watertight doors. 10. Sound round all bilges and tanks. 11. Sound round the vessel's hull to check depth of water. 12. Determine nature of seabed. 13. Calculate times and heights of next high water. 14. Consider possibility of dropping anchor underfoot to prevent damaged ship from sliding off into deeper waters. 15. Consider whether assistance is required by tugs. 16. Make relevant entries in the logbook. 17. Position of vessel sent ashore with updates from time to time. 18. Assess the situation by i) Any crack or hole ii) Water ingressing or not iii) Amount of water ingressing & rate iv) Can portable/ballast pump can cope up v) Ballasting, trimming, deballasting to refloat vi) Damage stability assessment 8) Man Overboard Action should be taken accordingly:

10

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.

Helm hard over to the side on which the man has fallen. Release lifebuoy with self-igniting light and self-activating smoke signal. Press the MOB button on the GPS, if available. Sound the general emergency alarm. Inform the Master. Inform the E/R and have the main engines ready for immediate manoeuvring. Revert to hand steering. Post extra lookouts. Establish communications with the CRS. Advise other vessels in the vicinity by VHF. Hoist International Code Flag "O" and sound "O" (- - -) on the whistle. Rescue boat turned out and ready for launching. Hospital made ready to treat for shock and hypothermia treatment. Plot the datum position / appropriate search pattern, and complete the manoeuvre. Obtain updated weather report. Make relevant entries in the logbook.

9) Steering Gear Failure Action should be taken accordingly: 1. Immediately engage alternative emergency steering gear. 2. Inform Master and E/R. 3. Display NUC signals, lights and shapes, as appropriate. 4. Sound appropriate sound signal to warn other traffic e.g. "D". 5. Advise vessels in the vicinity. 6. Obtain updated weather report. 7. If in restricted visibility, sound appropriate fog signal. 8. Post lookouts. 9. Stop the vessel in the event of both emergency and auxiliary steering systems failure. 10. Make relevant entries in the logbook. NB: If the vessel is stopped in the event of both emergency and auxiliary systems failure, a warning report may become necessary; depending on the vessel's position e.g. English Channel TSS. 10) Main Engine Failure Action should be taken accordingly: 1. Inform Master at the earliest and the C/E or D/E, if unmanned E/R. 2. Maximize use of "head reach". 3. Plot vessel's position immediately. 4. Display NUC signals / lights as appropriate. 5. Prepare for emergency anchoring; have anchors ready for deep water anchoring, if possible. 6. Advice vessels in immediate vicinity and if in TSS, inform respective reporting station, if any. 7. Continuous watch maintained on VHF Ch.16 8. Keep good watch on the traffic via radar / visual. 9. Post lookouts. 10. Establish rate of drift. 11. Be in contact with the E/R regarding repairs and update Master accordingly. 12. Obtain latest weather reports. 13. Make relevant entries in the logbook.

Dry Docking
1) What facilities will you give to dock & will take from dock?

11

THINGS TO GIVE TO DOCK:The dry dock manager will need to know: 1. The position & size of any weights on board. 2. The type of bow. 3. The number of propeller. 4. Details of bilge keel, bow thrusters & fin stabilizers. 5. Positions of echo sounder transceiver, drainage plugs & sacrificial anodes. For these things, vessel has to provide few plans to dry dock. They are:1. Docking plan. 2. Shell expansion plan. 3. General arrangement plan. 4. Fire fighting plan. 5. Last dry dock report. 6. A list of all the work required , details may include: Blasting and Painting Whether tail and shaft and propeller are to be removed. Rudder type and work to be done to rudder. Plates to be faired or renewed if collision or grounding damage etc. And regarding standard repair works of dry dock. BASIC FACILITIES PROVIDED BY DOCK:1. access 2. water for the ship's fire main 3. electricity 4. compressed air 5. fire Watchmen 6. steam 7. daily garbage removal 8. means of keeping the ship's refrigeration unit in operation 9. telephone 10. protective coverings for alleyways and furniture 11. toilet facilities (within a reasonable distance from the ship) 12. means of providing heat in accommodation areas 13. tugs and riggers when moving the vessel 14. facilities for cleaning and removing residues of slop tanks 15. liability and insurance cover 2) What are the precautions to be taken before entering the dock? There are some precautions to be taken before entering the dry dock. They are as follows: 1. Any list should be corrected. Vessel should be upright 2. Vessel should preferably be trimmed 0.3 to 1 meter by the stern. A rule of the thumb for trim is 1 meter for every 100 meters of length. Trim should take into consideration the declivity of the dock and virtual loss of GM due to up thrust. 3. Vessel should have adequate stability i.e. she should have positive stability when waterborne and until the critical moment. Stability should take into account the loss of GM due to up thrust. 4. Slack tanks should be pressed up or emptied to reduce free surfaces within the ship. 5. All lavatories are to be sealed and notice to be posted. 6. Hatches should be secured to make the continuous strength of the vessel. 7. Take soundings to all tanks, noted down & calculate the stability condition. 8. All moveable weight should be made fast and equipment such as derricks, boats, cranes & gangway etc. secured in their sea going condition. 9. Adequate fenders to be ready alongside the ships hull. 3) Why minimum trim is required for docking? Minimum trim is required in dry docking for two great reasons. 12

1. To reduce the critical period. 2. To handle the vessel for placing on keel block. For critical period: - The interval of time between the stern post landing on the blocks and the ship taking the blocks overall is referred to as the critical period. If the trim is minimum, the critical period will also be smaller. During this period part of the weight of the ship is being borne by the blocks, and this creates an up thrust at the stern which increases as the water level falls in the dry dock. The up thrust causes a virtual loss in meta centric height and it is essential that positive effective meta centric height be maintained throughout the critical period, or the ship will heel over and perhaps slip off the blocks with disastrous results. For this reason, minimum trim results in faster critical period. During the critical period, if 'P' is the up thrust at the stern and l is the distance of the centre of flotation from aft. The trimming moment is given by P X I. But the trimming moment is also equal to MCTC X Change of trim. Therefore P X l = MCTC X t Or, P=

MCTCXt l

For handling the vessel: - Due to little trim by stern, it is easy to centre the vessel on the keel block. Because, in this case, the pivot point of the vessel is behind of center of the vessel. 4) What are the standard work/initial works & precautions to be carried out at Dry dock? 1. Blocks should be placed to minimize dry docking stresses. Longitudinal spacing may be reduced and bilge blocks may be placed in cases of docking with cargo on board. Blocks should be placed so as to permit work on damaged plates and to permit painting in areas that were missed during the previous docking. 2. Shores, if used, should be placed at the intersection of a transverse beam and frame or on a transverse frame. Never between frames. 3. Cleaning of ship's sides and bottom should be carried out preferably as the water in the dock falls to ensure that barnacles and other forms of marine life do not dry. 4. Underwater valves should be inspected. 5. Bottom plugs, if removed should be kept in a safe place. The number of plugs removed should be entered in the Deck Log and possibly marked on the dry docking plan. 6. The rudder, pintails and gudgeons should be inspected. 7. The hull plating should be carefully examined for dents, fractures, damage and wastage and faired or renewed as necessary. 8. Anchors and cables should be lowered into the dock. The cables should be ranged and shackles removed. Anchors and cables should be cleaned. Care should be taken to ensure that the recess in the anchor is clean and that the head moves freely without excessive play. The anchor should be inspected for damage. The cables should be inspected for loose studs and for wear down. Similarly, the shackles should be inspected for damage/flaws. Prior to heaving the anchor aboard, the cables should be transposed. Anchors and cables should be coated with Stockholm tar after inspection. Cable marking should be renewed. 9. The chain locker should be cleaned, treated for rust and the pump or eductor should be tested. 10. The propeller should be examined for damage and erosion. It may be polished and coated with a propeller lacquer. 11. Anodes should be renewed, especially if they do not appear wasted. An unwashed anode could be a sign of an inefficient one. 12. The hull may be scraped or blasted to bare metal, according to the need. Alternatively, rusted portions may be scaled to bare metal. In either case, bare

13

13. 14. 15. 16.

metal should be coated with anticorrosive paint. A sufficient number of coats should be given to minimize the risk of corrosion. Below the light waterline, one or two coats of antifouling paint should be applied over the anticorrosive coatings. Alternatively, a self polishing polymer coating may be applied. An anti galvanic, coating may be applied in the stern area near the propeller and around underwater discharges. Boot topping should be applied over the anticorrosive coating in the belt area between wind and water lines. The hull above the load waterline, after suitable treatment with anticorrosive, should be coated with flat paint and finally a gloss finish. Draft and load line marks should be painted in.

5) Before refloating, what are the things to be checked? Before floating we should check the following 1. Check the stability & make the stability condition like entering situation. 2. Underwater valves to be checked put back in place before the dock is flooded. 3. Bottom plugs should be securely replaced prior to flooding the dock. 4. Propeller nut and cap should be replaced securely. 5. Check chain locker & check bitter end is fixed properly. 6. Zink anodes are fixed properly. 7. Draft and load line marks painted properly. 8. Condition of echo sounder transducer, Doppler log.

Ship Handling
1) Master told you that ship is going to anchorage this evening? What will you do as a chief officer? In this situation, I have to prepare the anchor station & myself. For preparing the anchor station I will send the bosun & another AB or cadet to forward for the following work: Break the cementing over spurling pipe. Unlash the extra lashing, if any. Give power to windlass. Prepare devils claw. Prepare torch light. Bosun & AB must wear safety clothing i.e. safety shoe, safety suit, safety goggles, safety helmet and hand gloves. For preparing myself: Inform E/R to give electric supply to forward. I will check the battery of my walkie talkie. Set an agreed channel with the bridges walkie talkie. Check walkie talkie is functioning correctly. Wear safety clothing. Take safety torch. After arriving anchor station, inform bridge about the station condition. Lower down the anchor to make acock bill position & take the anchor on brake. Wait for next instructions. 2) What are the factors to consider before anchoring? There is no magic formula but a rough guide is 3 to 4, times the depth of water (minimum) (One shackle = 15 fathoms = 90 feet = 27.8 meters). But before anchoring consider the following points: 1. Depth of water 2. Nature of the seabed. Some bottoms provide good holding power through suction and/or friction. Others do not. Good = mud, sand, shells, pebbles, Poor = hard rock.

14

3. 4. 5. 6. 7. 8. 9. 10.

State of loading of the ship (draft/freeboard). Wind, sea and tidal conditions. Anticipated length of stay. Proximity of shallow ground, land and other dangers. Number of other vessels at anchor or manoeuvring in vicinity. Weather forecast. Condition of engine availability. Underwater obstruction.

3) Turning on anchor no tide / tide at the stern Method 1 - No tide. Aim to turn on stbd side of the channel 1. Approach with little headway, wheel amidships. 2. At the turn, wheel hard-a-port, let go port anchor, stop engine. 3. Allow cable to run out a brake to about twice the depth of water (i.e. sufficient to hold bows) while the way is reduced and cable set taut. 4. When cable taut, put engine dead slow/slow ahead, wheel still hard-a-port, and gradually steam round until the required heading. 5. Steady up, stop engine, heave up anchor and proceed. (N.B. For best turning the anchor should be positioned near ship's pivoting point. Also, cable can be heaved taut before putting engine ahead, thus avoiding undue stress on cable.) This manoeuvre can also be used when leaving an anchorage and needing to proceed promptly in a particular direction. Shorten the cable first to the appropriate amount, Method 2 Tide at the stern. Using full width of channel or in open water (transverse thrust) with or without a trailing anchor. 1. Start the manoeuvre from the port side of the channel to provide maximum distance for the head reach movement of the vessel. 2. Rudder hard a starboard, main engine kicks ahead. Stop engines. Do not allow the vessel to gather too much headway. Trail the stbd anchor. 3. Rudder amidships, main engine full astern. Ship is on the stbd anchor. 4. As sternway is gathered, the bow of the vessel will cant to starboard while the port quarter will move to port (transverse thrust). Stop engines. 5. Rudder to starboard, engines ahead. 4) Mooring Standing Moor
Let us assume the vessel is required to moor with her bridge along the line AB as in Fig. The vessel is headed into the stream with sufficient headway to take her to (1) which will be roughly five shackles plus a half ship's length beyond the line AB. At position (1) the port anchor is let go and the vessel drifts down stream, rendering her port cable to nine shackles, the sum of the two lengths. She is brought up gently on this cable and the stbd anchor is let go underfoot at (2). The vessel then middles her between the anchors by veering or rendering four shackles on the stbd (lee) anchor cable and heaving in four shackles on the riding cable until she reaches position (3). During the middling, engines may be used to relieve the windlass of the stress on the taut riding cable.

15

Running Moor

Baltic Moor

Mediterranean Moor

The vessel heads the tidal stream, or wind. The starboard (lee) anchor is let go with headway on the vessel at a position distant from the line AB roughly four shackles less a half ship's length (1). The cable is rendered as the vessel moves upwind or upstream so that the bow is not checked round. The lee cable is laid out to a length of nine shackles, the sum of the two lengths and the brake is screwed up. The cable is not allowed to tighten, otherwise the bow will cross the stream and high engine revolutions will be necessary to correct this sheer. At position (2) while the lee cable is still slack, the port anchor is let go underfoot and the vessel moved astern. This riding cable can be veered to its length or else alternately surged and snubbed. As the vessel moves down wind or stream five shackles must be weighed on the lee cable (20 minutes and five shackles veered on the riding cable. The vessel is then brought up on her riding cable at (3). If the manoeuvre is to be executed in an average sized merchant ship, a 25 - 30 mm wire is passed from the after leads on the poop, along the offshore side, outside and clear of everything. The offshore anchor is acockbilled and a man sent over side on a chair to secure the wire to the anchor, preferably at the shackle. The after end of the wire is sent to a warping barrel, ready for heaving in slack wire. When the stem is abreast the position on the quay where the bridge will eventually be the anchor is let go, still with headway on the vessel. About half a ship's length of cable is surged and then the cable is snubbed. The wire is hove-in aft. The onshore wind will drift the vessel down on to her berth, and the scope of the cable, and the wire, is adjusted and slowly veered until the ship lands alongside. This moor is used when wharf space is limited and there is deep water alongside the wharves. The vessel is moored stern on to the jetty with both her anchors lying ahead of her, fine on each bow. Here in (2) the lee anchor has just been let go. In (3) the vessel is allowed to run ahead so that both anchor cables grow to windward, snubbing the bow rapidly upwind. The engine should not be reversed until the wind is dead ahead, otherwise the stern will swing upwind and a crooked run astern will be made into the berth.

4) Berthing without tide

16

Stbd side

1. Approach berth at controllable speed. Aim slight below to mooring point (mp), making narrow angle with wharf. 2. When near the wharf, helm to port to swing the bow to port. 3. When bow is nearly abreast MP, go astern. Transverse thrust causes bow to cant to starboard. 4. When bow is abreast MP and ship is parallel, or nearly parallel to wharf, send lines ashore, heave alongside. Make fast.

Port side

1. Approach berth at a controllable speed, aiming slightly ahead of the MP, making a broad angle with the wharf. 2. When bow is nearly in line with MP, go astern. Transverse thrust causes bow to cant to starboard. 3. When bow is abreast the MP and the ship is parallel to, or nearly parallel the wharf, send away lines. Heave alongside. Make fast.

5) Cast off without tide Stbd side

1. Stand by engines. Single up to a for'd breast and a headline led well ahead. 2. Heave on breast line to bows in ship. i 3. Go astern. Let go breast. Pivoting point moves to forward bollard ashore. Transverse thrust causes stern to cant to port. 4. When it is apparent that the bow will not rub alongside the wharf if the ship continues to swing, relieve stress on headline and let it go. Continue going astern. 5. When well clear of wharf, head ship in the desired direction and proceed.

17

Port side

1. Stand by engines. Single up to a for'd breast and an after spring. Slack he breast line. Work engines astern. Transverse thrust causes bow to cant to stbd. Use breast to check swing of bow. 2. When bow is sufficiently far off wharf, relieve stress on spring by working engines ahead. Check swing of bow and let go all lines. 3. Go ahead when propeller is clear.

6) Berthing with tide at the bow Stbd side

1. Stem tide. Approach at controllable speed, parallel to berth. Have both anchors ready for letting go. 2. When slightly ahead of MP, cause bow to cant to starboard. Let go port anchor. 3. Allow vessel to drop astern while sheering towards wharf. 4. When bow is abreast MP, use engines to prevent ship from dropping astern. 5. When near wharf, line up ship with tide. Use engines to stop ship dropping astern. Send away mooring lines. Heave alongside. Make fast. 1. Stem tide. Approach at controllable speed, parallel to wharf. Have both anchors ready for letting go. 2. When slightly ahead of MP, cant vessel to port. Let go stbd anchor. 3. Allow ship to drop down with tide while sheering towards wharf. 4. When bow is abreast MP, use engines to stop ship from dropping down with tide. Allow ship to continue sheering towards wharf. 5. When near wharf, align ship with tide, Use engines to stop ship dropping down with tide. Send mooring lines ashore. Heave alongside. Make fast.

Port side

7) Cast off with tide at the bow

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Stbd side

1. Stand by, engines. Single up to a forward breast and an after spring, Put windlass in gear and heave up slack cable. 2. Check swing of bow by means of breast. When vessel has slight port sheer, relieve stress on spring. Let go spring and breast rope. Continue heaving up cable while ship drifts away from wharf. 3. Heave up as though ship is at a single anchor.

Port side

1. Stand by, engines. Single up to a forward breast and an after spring, Put windlass in gear and heave up slack cable. 2. Check swing of bow by means of breast. When vessel has slight starboard sheer, relieve stress on spring. Let go spring and breast rope. Continue heaving up cable while ship drifts away from wharf. 3. Heave up as though ship is at a single anchor.

8) Cast off with tide at the stern

Stbd side

Prepared By- Towhedur Rahman 30th Batch 1. The vessel is singled up to ford spring & stern line. 2. Pick up the slack of the cable. 3. Give helm to commence the cant to stbd. 4. The stern line can be let go quite soon because even if the wharf is open, due to cushioning effect, stern will come out. 5. When stern comes out about 40 to 50 , use engines astern propulsion to ride on the tide. Heaving up anchor. 6. Cast off all line. Use astern propulsion as required. Remember, do not allow vessel to ride on the anchor. Proceed as the course

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Port side

1. The vessel is singled up to ford spring & stern line. 2. Pick up the slack of the cable. 3. Give helm to commence the cant to port. 4. Slack down the stern line down soon because even if the wharf is open, due to cushioning effect, stern will come out. 5. When stern comes out about 30 to 40 , use engines astern propulsion to ride on the tide. 6. 5. Let go ford spring, the ship will then pivot on the after line and straighten up off the berth. Heaving up anchor. 6. When the ship has straightened up, stop engine. Cast off all line. Use astern propulsion as required. Remember, do not allow vessel to ride on the anchor. Proceed as the course

9) Berthing stbd side on shore/off shore wind On shore wind

Do not attempt to berth if the wind is very strong and/or if the rate of approach cannot be controlled. 1. Approach parallel to or nearly parallel to the wharf giving sufficient allowance for leeway. 2. Use two tugs, one for'd and the other aft, to control the rate of approach. If only one tug is available, let go windward side anchor when ship has lost its way and bow is abreast MP. Check cable to control rate of approach of bow and use tug to check rate of approach of stern. Stem the tide, if any. *Remember the wind blows gusts and you may consider waiting for a calm to berth the ship. N.B. - The procedure for berthing port side to is similar.

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Off shore wind

1. Approach at a controllable speed with a broad angle to the wharf, sufficient to counteract the effect of the wind. Have two anchors ready for use. 2. When in position 1, let go offshore anchor. Slack the cable slowly while approaching the berth. Use cable to stop headway, if necessary. Steam against cable to maintain angle with wharf. 3. When near to wharf, send away lines. Heave alongside. N.B. - Prior to arrival off the berth, you should prepare the stern line for Sending away. When near the wharf, you could consider heaving alongside using the stern line, or by putting the helm away from the wharf and steaming on the spring, or both. Consider the use of a tug for pushing the stern alongside.

10) Moor the vessel in a single buoy with tide ahead 1. The vessel approaches under slow headway over the ground with the buoy fine on the port bow. 2. Pass mooring rope to tie on the buoy. 3. Heave up mooring rope to bring the buoy closer. 4. While the buoy comes under the bow pass the slip wire to the buoy. 5. Pull the buoy & take load to wire but not fully. The engine must be worked dead slow/slow ahead. 6. Let go mooring rope & connect the chain. 7. Release the wait from slip wire slowly with the tide. 8. Gradually the load will come to the cable & the vessel will be steady.

Convention
1) IMO The Geneva conference opened in February 1948 and on 6 March 1948 the Convention establishing the Inter-Governmental Maritime Consultative Organization (IMCO) was adopted. (The name was changed in 1982 to International Maritime Organization (IMO)). On 17 March, 1958, Egypt became the 21st State to accept the IMO Convention and it finally entered into force 12 months later. But by the time the new Organization met for the first time in January 1959, so many reservations had been submitted that it was clear that it would not be able to engage in any activities that might be regarded as economic or commercial. It would have to confine itself to mainly technical issues, especially those involving safety. Purposes of the Organization: 1. To provide machinery for co-operation among Governments in the field of governmental regulation and practices relating to technical matters of all kinds

21

affecting shipping engaged in international trade, and to encourage the general adoption of the highest practicable standards in matters concerning maritime safety, efficiency of navigation and prevention and control of marine pollution from ships; and to deal with administrative and legal matters related to the purposes set out in this Article; 2. To encourage the removal of discriminatory action and unnecessary restrictions by Governments affecting shipping engaged in international trade so as to promote the availability of shipping services to the commerce of the world without discrimination; assistance and encouragement given by a Government for the development of its national shipping and for purposes of security does not in itself constitute discrimination, provided that such assistance and encouragement is not based on measures designed to restrict the freedom of shipping of all flags to take part in international trade; 3. To provide for the consideration by the Organization of matters concerning unfair restrictive practices by shipping concerns in accordance with Part II; 4. To provide for the consideration by the Organization of any matters concerning shipping that may be referred to it by any organ or specialized agency of the United Nations; 5. To provide for the exchange of information among Governments on matters under consideration by the Organization. Functions: states that IMO provides for the drafting of conventions, agreements or other suitable instruments; provides machinery for consultation among Members and exchange of information; facilitates technical co-operation. states that for matters capable of settlement through the normal processes of international shipping business, the IMO should recommend their resolution in that manner. Membership: At present no. of member country is 163. Organs: states the Organization consists of an Assembly, council, Maritime Safety Committee, Legal Committee, Marine Environment Protection Committee (MEPC), Technical Cooperation Committee and such subsidiary organs as the Organization may at any time consider necessary; and a Secretariat. 2) What are the conventions? Maritime safety International Convention for the Safety of Life at Sea (SOLAS), 1974 International Convention on Load Lines (LL), 1966 Special Trade Passenger Ships Agreement (STP), 1971 Protocol on Space Requirements for Special Trade Passenger Ships, 1973 Convention on the International Regulations for Preventing Collisions at Sea (COLREG), 1972 International Convention for Safe Containers (CSC), 1972 Convention on the International Maritime Satellite Organization (INMARSAT), 1976 The Torremolinos International Convention for the Safety of Fishing Vessels (SFV), 1977 International Convention on Standards of Training, Certification and Watch keeping for Seafarers (STCW), 1978 International Convention on Standards of Training, Certification and Watch keeping for Fishing Vessel Personnel (STCW-F), 1995 International Convention on Maritime Search and Rescue (SAR), 1979 Marine pollution

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International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78) International Convention Relating to Intervention on the High Seas in Cases of Oil Pollution Casualties (INTERVENTION), 1969 Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter (LDC), 1972 International Convention on Oil Pollution Preparedness, Response and Cooperation (OPRC), 1990 Protocol on Preparedness, Response and Co-operation to pollution Incidents by Hazardous and Noxious Substances, 2000 (HNS Protocol) International Convention on the Control of Harmful Anti-fouling Systems on Ships, 2001

Liability and compensation International Convention on Civil Liability for Oil Pollution Damage (CLC), 1969 International Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage (FUND), 1971 Convention relating to Civil Liability in the Field of Maritime Carriage of Nuclear Material (NUCLEAR), 1971 Athens Convention relating to the Carriage of Passengers and their Luggage by Sea (PAL), 1974 Convention on Limitation of Liability for Maritime Claims (LLMC), 1976 International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea (HNS), 1996 International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001

Other subjects Convention on Facilitation of International Maritime Traffic (FAL), 1965 International Convention on Tonnage Measurement of Ships (TONNAGE), 1969 Convention for the Suppression of Unlawful Acts Against the Safety of Maritime Navigation (SUA), 1988 International Convention on Salvage (SALVAGE), 1989

Conventions in developments Wreck Removal Convention (1/6/2004) A draft wreck removal convention (WRC) is being developed by the Legal Committee, but it is anticipated that it will be ready for consideration by a Diplomatic Conference in the 2004-2005 biennium. Regulations for ballast water management to prevent the transfer of harmful aquatic organisms in ballast water (proposed adoption February 2004) (1/6/2002) The Marine Environment Protection Committee has developed draft new regulations for ballast water management to prevent the transfer of harmful aquatic organisms in ballast water. It is planned to hold a diplomatic conference in February 2004 to adopt the new measures.
Convention Or Code
December 1998 Amendments to STCW Code Amendments to the Seafarers' Training, Certification and Watch keeping Code aimed at improving minimum standards of competence of crews sailing on ships carrying solid bulk cargoes enter into force. The amendments concern section A-II/1 and A-II/2 under "Cargo handling and stowage at the operational and

3) What are latest amendments coming to IMO conventions?

Date of Entry into Force
1 January 2003

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1 January 2003

management levels". June 2001 Amendments to SOLAS Amendments to SOLAS Chapter VII - Carriage of Dangerous Goods - and to the International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships (INF Code) to align them with Amendment 30 to the International Maritime Dangerous Goods (IMDG) Code. Also amendments to the International Code of Safety for High-Speed Craft (1994 HSC Code) to bring the provisions for navigational equipment of the 1994 HSC Code in line with the relevant provisions of the 2000 HSC Code (which enters into force on 1 July 2002 for ships built after that date). In particular the amendments relate to carriage of voyage data recorders and carriage of automatic identification systems (AIS). January 2002 amendments to Facilitation Convention Amendments to the Convention on Facilitation of International Maritime Traffic, 1965 add new standards and recommended practices for dealing with stowaways. Another amendment relates to the Dangerous Goods Manifest (FAL Form 7), which becomes the basic document providing public authorities with the information regarding dangerous goods on board ships.

1 May 2003

27 September 2003

Entry into force of MARPOL Annex IV (Sewage) Annex IV of MARPOL 73/78 sets out in detail how sewage should be treated or held aboard ship and the circumstances in which discharge into the sea may be allowed. It requires Parties to the Convention to provide adequate reception facilities for sewage and contains a model International Sewage Pollution Prevention Certificate to be issued by national shipping administrations to ships under their jurisdiction. The Annex will apply to ships engaged in international voyages. On entry into force it will have immediate effect on all new ships of 400 gross tonnages and above and new ships of less than 400 gross tonnages which are certified to carry more than 15 persons. It will apply to existing ships of 400 gross tonnages and above and of less than 400 gross tonnage and above but certified to carry more than 15 persons five years after the date of entry into force. October 2000 Amendments to CLC and Fund Conventions In October 2000, IMO's Legal Committee of IMO adopted amendments to raise by 50 percent the limits of compensation payable to victims of pollution by oil from oil tankers. The amendments to the 1992 Protocol of the International Convention on Civil Liability for Oil Pollution Damage (CLC Convention) and to the 1992 Protocol of the International Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage (IOPC Fund) are expected to enter into force on 1 November 2003. The CLC Convention makes the ship owner strictly liable for damage suffered as a result of a pollution incident. The amendments raise the limits payable to 89.77 million Special Drawing Rights (SDR) for a ship over 140,000 gross tonnages, up from 59.7 million SDR in the 1992 Protocol. The IOPC Fund amendments raise the maximum amount of compensation payable from the Fund for a single incident, including the limit established under the CLC amendments, to 203 million SDR, up from 135 million SDR. However, if three States contributing to the Fund receive more than 600 million tonnes of oil per annum, the maximum amount is raised to 300,740,000 SDR, up from 200 million SDR. November 2001 amendments to COLREGS The amendments include new rules relating to Wing-in Ground (WIG) craft. The following are amended:

1 November 2003

29 November 2003

General Definitions (Rule 3) - to provide the definition of wing-in-ground (WIG) craft; Action to avoid collision (Rule 8 (a)) - to make it clear that any action to avoid collision should be taken in accordance with the relevant rules in the COLREGs and to link Rule 8 with the other steering and sailing rules; Responsibilities between vessels (Rule 18) - to include a requirement that a WIG craft, when taking off, landing and in flight near the surface, shall keep clear of all other vessels and avoid impeding their navigation and also that a WIG craft operating on the water surface shall comply with the Rules as for a power-driven vessel; Power-driven vessels underway (Rule 23) - to include a requirement that WIG craft shall, in addition to the lights prescribed in paragraph 23 (a) of the Rule, exhibit a high-intensity all-round flashing red light when taking off, landing and in-flight near the surface; Seaplanes (Rule 31) - to include a provision for WIG craft; Equipment for sound signals and sound signals in restricted visibility (Rules 33 and 35) - to cater for small vessels; Positioning and technical details of lights and shapes (Annex I) - amendments with respect to highspeed craft (relating to the vertical separation of masthead lights); and

January

Technical details of sound signal appliances (Annex III) - amendments with respect to whistles and bell or gong to cater for small vessels. May 2002 Amendments to SOLAS - IMDG code

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2004 The amendments to SOLAS VII (Carriage of Dangerous Goods) make the International Maritime Dangerous Goods Code (IMDG Code) mandatory. However, the provisions of the following parts of the Code will remain recommendatory: chapter 1.3 (Training); chapter 2.1 (Explosives, Introductory Notes 1 to 4 only); chapter 2.3, section 2.3.3 (Determination of flashpoint only); chapter 3.2 (columns 15 and 17 of the Dangerous Goods List only); chapter 3.5 (Transport schedule for Class 7 radioactive material only), chapter 5.4, section 5.4.5 (Multimodal dangerous goods form), insofar as layout of the form is concerned; chapter 7.3 (Special requirements in the event of an incident and fire precautions involving dangerous goods only). In practice, this means that from the legal point of view, the whole of the IMDG Code is made mandatory, but provisions of recommendatory nature are editorially expressed in the Code (e.g. using the word "should" instead of "shall") to clarify their status. The mandatory IMDG Code incorporates certain changes relating to specific products, as well as relevant elements of the amendments to the UN Recommendations on the Transport of Dangerous Goods, Model Regulations adapted by the UN Committee of Experts on the Transport of Dangerous Goods at its twenty-first session in Geneva from 4 to 13 December 2000. Also other SOLAS amendments: Updates to Chapter IV - Radio communications The amendments to this chapter relate to changes following the full implementation of the Global Maritime Distress and Safety System (GMDSS) on 1 February 1999, which renders some of the provisions relating to implementation dates in the current chapter IV superfluous. The amendments also state that a listening watch on VHF Channel 16 for distress and safety purposes should continue until 2005. Carriage requirement for IAMSAR Manual The amendment to Chapter V Safety of Navigation, requires ships to carry an up-to-date copy of Volume III of the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual. Amendments to the 1988 Protocol to SOLAS, 1974, relating to updates to the Record of Equipment for the Passenger Ship Safety Certificate (Form P); Record of Equipment for the Cargo Ship Safety Radio Certificate (Form R); Record of Equipment for the Cargo Ship Safety Certificate (Form C). December 2002 amendments to SOLAS - Measures to enhance maritime security --------- for this read further down-----------

1 July 2004

4) International Convention for the Control and Management of Ships' Ballast Water and Sediments Studies carried out in several countries have shown that many species of bacteria, plants, and animals can survive in a viable form in the ballast water and sediment carried in ships, even after journeys of several months' duration. Subsequent discharge of ballast water or sediment into the waters of port States may result in the establishment of harmful aquatic organisms and pathogens which may pose threats to indigenous human, animal and plant life, and the marine environment. Although other media have been identified as being responsible for transferring organisms between geographically separated water bodies, ballast water discharge from ships appears to have been among the most prominent. The potential for ballast water discharge to cause harm has been recognized not only by the International Maritime Organization but also by the World Health Organization, which is concerned about the role of ballast water as a medium for the spreading of epidemic disease bacteria. Ships' operational procedures Precautionary practices Minimizing uptake of harmful aquatic organisms, pathogens and sediments: When loading ballast, every effort should be made to avoid the uptake of potentially harmful aquatic organisms, pathogens and sediment that may contain such organisms. The uptake of ballast water should be minimized or, where practicable, avoided in areas and situations such as: - areas identified by the port State in connection with advice relating to 8.2.2 above;

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in darkness when bottom-dwelling organisms may rise up in the water column; - in very shallow water; or - where propellers may stir up sediment. Removing ballast sediment on a timely basis: Where practicable, routine cleaning of the ballast tank to remove sediments should be carried out in mid-ocean or under controlled arrangements in port or dry dock, in accordance with the provisions of the ship's ballast water management plan. Avoiding unnecessary discharge of ballast water: If it is necessary to take on and discharge ballast water in the same port to facilitate safe cargo operations, care should be taken to avoid unnecessary discharge of ballast water that has been taken up in another port. Ballast water management options Ballast water exchange: Near-coastal (including port and estuarine) organisms released in mid-ocean, and oceanic organisms released in coastal waters, do not generally survive. When exchanging ballast at sea, guidance on safety aspects of ballast water exchange as set out in appendix 2 should be taken into account. Furthermore, the following practices are recommended: - where practicable, ships should conduct ballast exchange in deep water, in open ocean and as far as possible from shore. Where this is not possible, requirements developed within regional agreements may be in operation, particularly in areas within 200 nautical miles from shore. All of the ballast water should be discharged until suction is lost, and stripping pumps or eductors should be used if possible; - where the flow-through method is employed in open ocean by pumping ballast water into the tank or hold and allowing the water to overflow, at least three times the tank volume should be pumped through the tank; - where neither form of open ocean exchange is practicable, ballast exchange may be accepted by the port State in designated areas; - other ballast exchange options approved by the port State. Non-release or minimal release of ballast water: In cases where ballast exchange or other treatment options are not possible, ballast water may be retained in tanks or holds. Should this not be possible, the ship should only discharge the minimum essential amount of ballast water in accordance with port States' contingency strategies. Discharge to reception facilities: If reception facilities for ballast water and/or sediments are provided by a port State, they should, where appropriate, be utilized. Survey & Certification: A Ballast Water Management certificate will be issued for 5 years period. The survey will be held for checking the certificates & for ballast water record book. 5) Anti fouling The International Convention on the control of harmful anti-fouling systems on ships was adopted on 5 October 2001 This new IMO convention will prohibit the use of harmful organ tins in anti-fouling paints used on ships and will establish a mechanism to prevent the potential future use of other harmful substances in anti-fouling systems. Under the terms of the new Convention, Parties to the Convention are required to prohibit and/or restrict the use of harmful antifouling systems on ships flying their flag, as well as ships not entitled to fly their flag but which operate under their authority and all ships that enter a port, shipyard or offshore terminal of a Party. Ships of above 400 gross tonnage and above engaged in international voyages (excluding fixed or floating platforms, FSUs and FPSOs) will be required to undergo an initial survey before the ship is put into service or before the International Anti-fouling System Certificate is issued for the first time; and a survey when the anti-fouling systems are changed or replaced. 26

Cause: Anti-fouling paints are used to coat the bottoms of ships to prevent sea life such as algae and mollusks attaching themselves to the hull thereby slowing down the ship and increasing fuel consumption. The new Convention defines anti-fouling systems as a coating, paint, surface treatment, surface or device that is used on a ship to control or prevent attachment of unwanted organisms. In the early days of sailing ships, lime and later arsenic were used to coat ships' hulls, until the modern chemicals industry developed effective anti-fouling paints using metallic compounds. These compounds slowly "leach" into the sea water, killing barnacles and other marine life that have attached to the ship. But the studies have shown that these compounds persist in the water, killing sea life, harming the environment and possibly entering the food chain. One of the most effective anti-fouling paints, developed in the 1960s, contains the organ tin tributylin (TBT), which produce bio acid & which has been proven to cause deformations in oysters and sex changes in whelks. Remedy: Annex I attached to the Convention and adopted by the Conference states that by an effective date of 1 January 2003, all ships shall not apply or re-apply organ tins compounds which act as biocides in anti-fouling systems. By 1 January 2008 (effective date), ships either: (a) shall not bear such compounds on their hulls or external parts or surfaces; or (b) shall bear a coating that forms a barrier to such compounds leaching from the underlying non-compliant anti-fouling systems.

6) ISPS code ISPS Code means International Ship & Port Facilities Security Code. This code is adapted after a few incidents of hijacking and acts of terrorism especially in the shipping world. On 13th December 2002 the IMO ratified a set of amendments to the 1974 Convention for Safety of Life at Sea (SOLAS) that will bring into force far-reaching maritime security legislation. The adopted amendments aimed at enhancing maritime security on board ships and at ship/port interface areas have allowed for the creation of a new chapter, introducing the International Ship and Port Facilities Security Code (ISPS Code).The existing Chapter XI of SOLAS was amended and re-identified as Chapter XI/1 and a new chapter XI/2 was adopted on Special Measures to Enhance Maritime Security. Part A of this code will become mandatory and Part B contains guidance on compliance with the mandatory requirements. OBJECTIVES:- The objectives of this Code are i. to establish an international framework involving co-operation between Contracting Governments, Government Agencies, local administrations and the shipping and Port industries to detect, assess security threats and take preventive measures against security incidents affecting ships or port facilities used in international. trade ; ii. to establish the respective roles and responsibilities of all these parties concerned, at the national and international level, for ensuring maritime security ; iii. to ensure the early and efficient collation and exchange of security related information ; iv. to provide a methodology for security assessments so as to have in place plans and procedures to react to changing security levels; v. to ensure confidence that adequate and proportionate maritime security measures are in place; FUNTIONAL REQUIREMENT:- In order to achieve its objectives, this code embodies a number of functional requirements. These includes but not limited to i) Gathering and assessing information with respect to security threats and exchanging such information with appropriate contracting government.

27

ii) iii) iv) v) vi) vii)

Requiring the maintenance of communication protocols for ships and port facilities. Preventing unauthorized access to ships, port facilities & their restricted areas. Preventing the introduction of unauthorized weapons, inflammable devices or explosive to ship or port facilities. Providing means for raising alarm in reaction to security threats or security incidents. Requiring ship & port facilities security plans based upon security assessments. Requiring training, drills, and exercises to ensure familiarity with security plans & procedures.

7) What are the new amendments made to SOLAS in relation with ISPS code? Amendments are:Modifications to Chapter V (Safety of Navigation) contain a new timetable for the fitting of Automatic Information Systems (AIS). Ships, other than passenger ships and tankers, of 300 gross tonnage and upwards but less than 50,000 gross tonnage, will be required to fit AIS not later than the first safety equipment survey after 1 July 2004 or by 31 December 2004, whichever occurs earlier. Ships fitted with AIS shall maintain AIS in operation at all times except where international agreements, rules or standards provide for the protection of navigational information." The existing SOLAS Chapter XI (Special measures to enhance maritime safety) has been re-numbered as Chapter XI-1. Regulation XI-1/3 is modified to require ships' identification numbers to be permanently marked in a visible place either on the ship's hull or superstructure. Passenger ships should carry the marking on a horizontal surface visible from the air. Ships should also be marked with their ID numbers internally. And a new regulation XI-1/5 requires ships to be issued with a Continuous Synopsis Record (CSR) which is intended to provide an on-board record of the history of the ship. The CSR shall be issued by the Administration and shall contain information such as the name of the ship and of the State whose flag the ship is entitled to fly, the date on which the ship was registered with that State, the ship's identification number, the port at which the ship is registered and the name of the registered owner(s) and their registered address. Any changes shall be recorded in the CSR so as to provide updated and current information together with the history of the changes. New Chapter XI-2 (Special measures to enhance maritime security) A brand-new Chapter XI-2 (Special measures to enhance maritime security) is added after the renumbered Chapter XI-1. This chapter applies to passenger ships and cargo ships of 500 gross tonnages and upwards, including high speed craft, mobile offshore drilling units and port facilities serving such ships engaged on international voyages. Regulation XI-2/3 of the new chapter enshrines the International Ship and Port Facilities Security Code (ISPS Code). Part A of this Code will become mandatory and part B contains guidance as to how best to comply with the mandatory requirements. The regulation requires Administrations to set security levels and ensure the provision of security level information to ships entitled to fly their flag. Prior to entering a port, or whilst in a port, within the territory of a Contracting Government, a ship shall comply with the requirements for the security level set by that Contracting Government, if that security level is higher than the security level set by the Administration for that ship.

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Regulation XI-2/4 confirms the role of the Master in exercising his professional judgment over decisions necessary to maintain the security of the ship. It says he shall not be constrained by the Company, the chatterer or any other person in this respect. Regulation XI-2/4 confirms the role of the Master in exercising his professional judgment over decisions necessary to maintain the security of the ship. It says he shall not be constrained by the Company, the chatterer or any other person in this respect. Regulation XI-2/5 requires all ships to be provided with a ship security alert system, according to a strict timetable that will see most vessels fitted by 2004 and the remainder by 2006. When activated the ship security alert system shall initiate and transmit a ship-toshore security alert to a competent authority designated by the Administration, identifying the ship, its location and indicating that the security of the ship is under threat or it has been compromised. The system will not raise any alarm on-board the ship. The ship security alert system shall be capable of being activated from the navigation bridge and in at least one other location. Regulation XI-2/6 covers requirements for port facilities, providing among other things for Contracting Governments to ensure that port facility security assessments are carried out and that port facility security plans are developed, implemented and reviewed in accordance with the ISPS Code.

8) ISM The ISM code means the International Management code for the safe operation of the ships and for pollution prevention as adopted by the Assembly as may be amended by the Organization. OBJECTIVE: - The objectives of the code are to ensure the safety at sea, prevention of the human injury or loss of life and avoidance of the damage to the environment in particular to the marine environment & to property. FUCTIONAL REQUIREMENT: - Every company should develop, implement & maintain a safety management system (SMS) which include the following functional requirement. 1. A safety & environment protection policy. 2. Instruction & procedures to ensure safe operation of ships and protection of the environment in compliance with relevant international & flag state legislation. 3. Defined levels of authority and lines of communication between & amongst shore & shipboard personnel. 4. Procedures for reporting accidents and non-conformities with the provision of this code. 5. Procedures to prepare for and respond to emergency situation. 6. Procedures for internal audits and management reviews. The Document of Compliance (DOC) is valid for a period of five years. The validity of the DOC is subjected to annual verification within 3 months before or after the anniversary date to confirm effective functioning of the SMS. The Safety Management Certificate (SMC) is valid for a period of five years. One intermediate verification is to be carried out, it should take place between the 2 nd & 3rd anniversary date of the issue of the SMC. 9) What are the chapters of SOLAS? Chapter I General Provision. Chapter II/1 Construction Structure, subdivision & stability, machinery & installations. Chapter II/2 - Construction Fire protection, fire detection & fire extinction. Chapter III Life saving appliances & arrangements. Chapter IV Radio communication. Chapter V Safety of navigation. Chapter VI Carriage of cargoes.

electrical

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Chapter VII Carriage of Dangerous goods. Chapter VIII Nuclear ships. Chapter IX Management for the safe operation of ships. Chapter X Safety measures for high speed craft. Chapter XI/1 Special measures to enhance maritime safety. Chapter XI/2 Special measures to enhance maritime security. Chapter XII Additional safety measures for bulk carriers. 10) What are the special areas in the world as per MARPOL 73/78? SPECIAL AREAS Annex I of MARPOL 73/78 i) The Mediterranean Sea area ii) The Baltic Sea area iii) The Black Sea area iv) The Red Sea area v) The Persian Gulf area vi) The Gulf of Aden area vii) The Antarctic area [south of 60 S] viii) The North-west European waters Annex II of MARPOL 73/78 i) The Baltic Sea area ii) The Black Sea area iii) The Antarctic area [south of 60 S] Annex V of MARPOL 73/78 i) The Mediterranean Sea area ii) The Baltic Sea area iii) The Black Sea area iv) The Red Sea area v) The Persian Gulf area vi) The Gulf of Aden area vii) The Antarctic area [south of 60 S] viii) The North Sea area ix) The wider Caribbean region (Gulf of Mexico & Carrie bean Sea) 11) How many volumes in new IMDG code? How many classes are there & what are they? There are two volumes with one supplement in new IMDG code. There are 9 classes given below:Class 1 - Explosives Class 2 - Gases Class 2.1 - Flammable gases Class 2.2 - Non-flammable gases Class 2.3 - Poisonous gases Class 3 - Flammable liquids Class 3.1 - Low flashpoint group Class 3.2 - Intermediate flashpoint group Class 3.3 - High flashpoint group Class 4 - Flammable solids or substances Class 4.1 - Flammable solids Class 4.2 - Substances liable to spontaneous combustion Class 4.3 - Substances which, in contact with water, emit flammable gases. Class 5 - Oxidizing substances (agents) and organic peroxides Class 5.1 - Oxidizing substances (agents) Class 5.2 - Organic peroxides Class 6 - Toxic and infectious substances

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Class 6.1 - Toxic substances Class 6.2 - Infectious substances Class 7 - Radio active materials Class 8 - Corrosives Substances Class 9 - Miscellaneous dangerous substances and articles. 12) IAMSAR IAMSAR means International Aeronautical and Maritime Search And Rescue. The manual contains 3 volumes. They are: Volume 1 - Organization & Management Volume 2 - Mission Co-ordination Volume 3 - Mobile Facilities Among them volume 3 is require for a vessel. 13) What will be you action to rescue the casualties? WHILST PROCEEDING TO A DISTRESS VESSEL TO RESCUE THE SURVIVORS: Give all possible revolutions; movements will be needed on approach to casualty. Prepare hospital to receive casualties. Plot rendezvous position and possible search pattern. Standby Radio Officer to establish communications. Pass own position and details with relevant SAR operation update to RCC. Prepare rescue boat and emergency crew. Rig a derrick, crane or davit on each side - preferably mid-ships - well clear propellers and where the freeboard is least. Attach lifting devices (cargo nets, trays, pallets etc.) to ease recovery of survivors. If sea and swell state allow it may be possible to use the accommodation ladder to embark survivors. Obtain current and weather situation. Highlight navigational dangers to own ship. Maintain own ship at operational standard. Navigate on manual steering. Obtain update on target information. Note activities in the log book. Maintain internal and external communications. Brief operation personnel, OOW, boat coxswain. At the station have aids such as heaving lines, gantlines, rocket lines, scrambling nets, pilot ladder and, if possible, pilot hoist, lifebuoys, etc. Rig guest rope/boat from bow to quarter. Plot positions and prevailing currents and estimate drift. Post lookouts high, when area is entered. Provide information to engine room and advise standby and manoeuvring speed. Radar operational at various ranges; long range scanning and plotting on-going. Advise owners/agents and reschedule ETA. Update RCC. CONDUCTING THE RESCUE: Before carrying out the rescue we must decide whether it is advisable to await day-light before carrying out the rescue; this will depend upon the state of the wreck and the present and expected weather conditions. Find out the set and drift of the casualty so, as to know where to lie and how to approach him. Before starting the operation find from the casualty: How many people are aboard? Is anyone seriously injured? Are there are explosives or dangerous gases? Is the vessel on f Ire? Can his lifeboats and/or life rafts be used?

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The lee side is chosen because of wave battering, the rescue boat avoids contact with wreck the wreck since the rate of drift may be several knots and/or if the wreck is rolling damage may develop. Consider picking up survivors using a lifebuoy on two heaving lines - one from the ship and one from the boat. RESCUE FROM LIFE RAFTS: Unless we have been stopped in the water sometime we should expect the raft to drift faster than our vessel. We should therefore normally approach the raft downwind and let him drift onto our vessel- in reasonable weather there should be no difficulty in keeping him alongside. In rough weather the raft maybe dashed against the ship's side making the survivors recovery hazardous. In such a case it may be better to steam to windward and either gets a line to the raft or use a boat to affect the rescue. CARE OF SURVIVORS: Survivors may be fatigued not having the strength to climb up ladders or put a line around them. We may need to lift them to the rescue station using pallets, nets, pilot hoist etc. Active survivors, after being cleaned up, should be taken to the accommodation and quietly questioned about the complements of the vessel before the accident, the number of casualties, number of survival craft launched, etc. Distressed and injured people should be taken to the accommodation and attended to immediately. Advise R.C.C. of the names of survivors & their physical condition, the state of wreck and whether it is a hazard to navigation. 14) What ate the search patterns used for rescue? Search patterns are given below: 1) Sector Search: Small probable area, ship returns to datum e.g. Man overboard. Initial course as with - all search patterns ideally in the di00000000000 2) rection of drift but possibly its reciprocal. All A/C 120 to starboard on 2 legs and upon completion adjust search pattern 30 to starboard and repeat.

2) Expanding Square Search: Covers a large area relatively in short time.

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3) Coordinated creeping line search: 1 ship & 1 aircraft

4) Parallel Track: This type of search pattern is conducted by 2 or more ships for a large area.

2 Ships

3 Ships

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4 Ships

5 Ships

15) ILO 147 ILO Convention No. 147 - is commonly known as the Minimum Standard Convention. - is one of a number of important conventions (the others being IMO Conventions) compliance with which is checked in Port Slate Control inspections of ships under existing MOUs. - aims at ensuring observance of a wide range of standards including those laid down in many other Conventions. - applies to every sea-going merchant ship, whether publicly or privately owned, engaged in the transport of cargo or passengers for trade or for any other commercial purpose. - does not apply to sailing or auxiliary sailing vessels, fishing vessels, or to small vessels and vessels such as oil rigs and drilling platforms when not engaged in navigation. - requires ratifying states to have regulations laying down for ships registered in their territory: safety standards, including standards of competency, hours of work and manning, appropriate social security measures; shipboard conditions of employment and living arrangements where these are not already provided for by collective agreements or courts; - requires ratifying States to agree: to exercise effective control over its ships in respect of the above matters. to ensure that measures for the effective control of other shipboard conditions of employment and living arrangements, where the state has no effective jurisdiction, are agreed. to ensure that adequate procedures exist for the engagement of seafarers on its ships and for investigation of complaints in this connection and that adequate procedures exist for the investigation of complaints about engagement of its own seafarers on foreign ships or foreign seafarers on foreign ships in its territory; to ensure that seafarers employed on its own flag ships are properly qualified or trained;

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to verify by inspection, etc. that its flag ships comply with applicable International Labour Conventions which it has ratified; to hold an official inquiry into any serious marine casualty involving its flag ships, particularly those involving injury and/or loss of life, the final report of the inquiry normally to be made public. requires ratifying states to advise their nationals of the possible problems of signing on a ship of a non ratifying state, if non-equivalent standards apply on it allows ratifying states to report complaints or evidence received that ships calling in its Ports do not conform to Convention standards, the report to go to the ship's flag administration with a copy to the ILO, and may take steps to rectify any conditions on board which are hazardous to health or safety. is open to ratification by ILO Members which are parties to SOLAS. (lie Load Line Convention 1966 and Colreg, 1972 has as an annex Convention No. 180.

16) PSC Port State Control (PSC) is the inspection of foreign ships in national ports for the purpose of verifying that the condition of the ship and its equipment comply with the requirements of international conventions and that the ship is manned and operated in compliance with applicable international laws. The primary responsibility for ensuring that a ship maintains a standard at least equivalent to that specified in international conventions rests with the flag State and if all flag States performed their duties satisfactorily there would be no need for port State control. Unfortunately this is not the case as evidenced by the many marine accidents around the world - hence the need for additional control. The authority for exercising PSC is the national law based on relevant conventions. It is therefore necessary for a port State to be Party to those conventions and to have promulgated the necessary legislation before exercising PSC. In accordance with the provisions of the applicable conventions, Parties may conduct inspections of foreign ships in their ports through Port State Control Officers (PSCOs). In the case of deficiencies which are considered hazardous to safety, health or the environment the PSCO will take action, which may include detention as may be necessary, to ensure that the deficiency is rectified or that the ship, if allowed to proceed to another port, does not present a clear hazard to safety, health or the environment. All possible efforts should be made to avoid a ship being unduly detained or delayed. If a ship is unduly detained or delayed, it should be entitled to compensation for any loss or damage suffered. While national port State control alone will already enhance the safety of ships and the protection of the marine environment, only a regional approach will ensure that substandard ships and sub-standard operators have fewer places left to hide. Unless a regional approach is adopted, operators will just divert their ships to ports in the region where no or less stringent PSC inspections are conducted. This may seriously hamper the economical situation of the ports of those countries that do conduct proper inspections. To remedy this and to generally improve the effectiveness of inspections, many regions of the world have already or are beginning to enter into regional agreements on PSC. In the first instance, such an agreement covers the exchange of information about ships, their records and the results of inspections carried out. This information is important as it enables subsequent ports of call to target only ships that have not been recently inspected. In general, ships inspected within the previous 6 months are not re-inspected unless there are clear grounds to do so. Another reason for co-operating with other ports in the region is to ensure that identified sub-standard ships are effectively monitored. This applies especially to ships that have been allowed to sail with certain minor deficiencies on the condition that these are rectified in the next port of call. Such ships can only be monitored by a constant exchange of information between ports.

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The most important benefit from co-operation, however, is ensuring that port State inspections are carried out in a uniform manner in all countries, and ultimately regions, and that similar standards are applied with regards to the detention of ships and the training standards of PSCOs. To achieve this it is common practice of many existing agreements to conduct joint seminars for PSCOs in order to harmonize procedures. Existing regional agreements on port state control At present there are seven regional PSC agreements in operation: 1. the Paris Memorandum of Understanding on Port State Control (Paris MOU), adopted in Paris (France) on 1 July 1982; 2. the Acuerdo de Via del Mar (Via del Mar or Latin-America Agreement), signed in Via del Mar (Chile) on 5 November 1992; 3. the Memorandum of Understanding on Port State Control in the Asia-Pacific Region (Tokyo MOU), signed in Tokyo (Japan) on 2 December 1993; 4. the Memorandum of Understanding on Port State Control in the Caribbean Region (Caribbean MOU), signed in Christchurch (Barbados) on 9 February 1996; 5. the Memorandum of Understanding on Port State Control in the Mediterranean Region (Mediterranean MOU), signed in Valletta (Malta) on 11 July 1997; 6. the Indian Ocean Memorandum of Understanding on Port State Control (Indian Ocean MOU), signed in Pretoria (South Africa) on 5 June 1998; and 7. the Memorandum of Understanding for the West and Central African Region (Abuja MOU) signed in Abuja (Nigeria) on 22 October 1999. Regional agreements under development Two further regional agreements are currently under development, one for the Persian Gulf region and the other for the Black Sea area. Relevant instruments to check: LL 1966 SOLAS 1974 MARPOL 73/78 STCW 1978 COLREG 1972 TONNAGE 69 ILO Convention No. 147 17) EEBD EEBD means Emergency Escape Breathing Devices. The Maritime Safety Committee proposed draft amendments to SOLAS chapter II-2 to require the carriage of EEBDs. Emergency escape breathing devices (EEBDs) provide personnel breathing protection against a hazardous atmosphere while escaping to an area of safety. An EEBD is a supplied-air or oxygen device only used for escape from a compartment that has a hazardous atmosphere and should be of approved type. EEBDs are not to be used for fighting fires, entering oxygen deficient voids or tanks, or worn by fire-fighters. In these events, a self-contained breathing apparatus, which is specifically suited for such situations, should be used. The Specifications: The EEBD should have at least duration of service of 10 min. The EEBD should include a hood or full face piece, as appropriate, to protect the eyes, nose and mouth during escape. Hoods and face pieces should be constructed of flame resistant materials, and include a clear window for viewing. An unactivated EEBD should be capable of being carried hands-free. The EEBDs, when stored, should be suitably protected from the environment. Brief instructions or diagrams clearly illustrating the use should be clearly printed on the EEBD. The donning procedures should be quick and easy to allow for situations where there is little time to seek safety from a hazardous atmosphere.

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Unless personnel are individually carrying EEBDs, consideration should be given for placing such devices along the escape routes within the machinery spaces or at the foot of each escape ladder within the space. In addition, control spaces and workshops located within the machinery spaces should also be considered for the possible location of such devices.

Care: The EEBD should be maintained in accordance with the manufacturer's instructions. Spare EEBDs should be kept on board. Maintenance requirements, manufacturer's trademark and serial number, shelf life with Accompanying manufacture date and name of approving authority should be printed on each EEBD. Number: At least 6 nos. on board. 02 nos. for accommodation.

Others
1) While entering restricted visibility, what action will you take? Action to be taken accordingly as described below:1. Reduce the vessel's speed in accordance with the Regulations for the Prevention of Collision at Sea and proceed at a safe speed. 2. All radars to be operational and systematic plotting of targets commenced. 3. The Master should be informed of the state of visibility as soon as possible after reduced visibility is encountered. 4. Vessel to be put on manual steering mode. 5. Inform engine room of the state of visibility and maneouvring speed to be maintained until conditions have improved. 6. Sound the prescribed fog signal in accordance with the Regulations. 7. VHF listening watch to be maintained. 8. Post lookouts at wings and forward and astern, in addition to normal watch. 9. Switch on navigation lights throughout any period of impaired visibility. 10. ISM checklist to be followed. And consider on contingency plan. Close all w/t doors immediately. 11. Employ use of echo sounder, where appropriate. 12. Watch-keeping staff to be doubled if required. 2) Fumigation in Port Action to be taken accordingly: Master will inform agent to contact with designated Fumigation Company. Fumigation company shall designate a Fumigator in charge (F.I.C.) F.I.C. provides master with information about a) Type of fumigant. b) Hazards associated c) TLV d) Precautions to be taken Master will consult with the IMO publication named Safe Use of Pesticides in Ships Discharge the cargo first & empty the cargo space. If not possible measures should be taken to isolate the accommodation from the deck. Give a notice or announcement that fumigation will take place on a particular date. Ensure with Chief cook that no cooked food will be left on board on that day. All dry food should be kept in safe place, if possible keep it on secure place at shore. Check all lockers & stores. Keep all valuable items safely. Arrange accommodation facilities at shore for ships crew & officer during the fumigation period. 37

Master will ensure that the ship's crew and all other persons who are on board the ship and who are not engaged in the fumigation or in the care of the ship have disembarked. Master will take a round with C/O or any other responsible officer to entire vessel and ensure that nobody left on board ship. Display DANGER notice near all gangways and entrances that lead to a space that is to be fumigated. Post a watchman at each place where the ship can be boarded. The watchman shall not allow a person who is not engaged in the fumigation or care of the ship to board the vessel. The fumigator-in-charge shall take reasonable steps to prevent the leakage of a fumigant from a space that is undergoing fumigation. Each person on board the ship shall have available for immediate use by that person a self-contained breathing apparatus that is capable of protecting the person against any fumigant that is used for the fumigation. End of the fumigation, F.I.C ensure fumigant is dispersed (by aeration), help of crews may require. F.I.C notify to master of space safe for re-occupancy for helping crew in writing. F.I.C ensures that TLV not exceed during aeration, else crews must wear respiratory protection. Clearance Cert. Issued when well-aerated and residual fumigant removed. No person shall board the ship until a clearance certificate is issued

3) Precautions to load a Heavy lift cargo 1. Ship's gear must be in good working condition & test certificate available & the load is within the SWL. 2. Winches are in double gear. Rigged the lifting gear as per rigging plan and rigging should be adequate for the weight to be lifted. 3. Ensure load density of deck is not exceeding. If require, lay dunnages to spread the load over large area of deck. 4. Ensure sufficient lashing points and material available. 5. Adequate stability should be calculated earlier. For this i) Calculate initial GM & allowances made for sudden rise of GM. ii) Check the list of the vessel prior working & correct it. iii) Free surfaces of tanks to be kept minimum. iv) Vessel should be trimmed even keel as far as practicable. v) Calculate the maximum list angle during operation. 6. Proper slings to be used. Load properly in the sling. If require use spreaders to distribute the load evenly. 7. Inform Master. 8. Inform E/R & ensure power supply should not be interrupted. 9. Established communication with Bridge, F & A, E/R & galley. 10. Attend mooring lines, gangway with responsible person. F & A mooring line should be taut to prevent the vessel ranging alongside. 11. Breast line should be slackened so that the vessel may heel freely during operation. 12. Clear deck of unnecessary person. 13. Ensure winch man and signaler is experienced and over 16 years of age. 14. Ensure work is under strict supervision. 15. All personnels associated with operation shall attired with proper personnel safety gears. 16. Take the derrick over the load & take the weight very slowly.

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17. As the load comes on the gear, heave on the topping lift (not on the runner) to ensure the derrick head directly over the load. 18. As the load is floated, use steadying line to swing the derrick and lower the load to the deck/tank top. 19. During swinging the derrick, swinging slowly & rigidly and with care. 20. At night arrange adequate lighting arrangement. 4) Chain register Contents of Chain Register (Register of Machinery. chains etc & wire ropes): PART 1 Annual inspection and quadrennial thorough examination of derricks & permanent attachments to the derricks, masts and decks. Left hand side - for quadrennial thorough examinations Right hand side- for annual inspections PART 2 Annual thorough examination of cranes, winches, hoists and accessory gear other than derricks and permanent attachments thereto. PART 3 Annual thorough examination of gear exempted from annealing. PART 4 Annealing of chains, rings, hooks, shackles and swivels (other than those exempted in Part 3). Certificates in the prescribed forms must be attached to the register where required under the Dock Regulations. Frequency of entries: i) All derricks & permanent attachments must be inspected once in every 12 months and thoroughly examined once at least in every 4 years. Required particulars of these inspections and examinations are to be entered in Part 1 of the register. ii) All cranes, winches and hoists must be thoroughly examined at least once in every 12 months and required particulars must be entered in Part 2. iii) Gear used for lifting machinery - 1/2" and smaller: annealing every 6 months. And others: annealing every 12 months or 2 years. To be entered in Part 4. Person who makes the entries: Competent person/authorized by appropriate authority (Dock safety authority) Example: chief officer/master duly certificated workshop superintendent of approved workshop/shipyard surveyors of a recognized classification society chief/second engineer duly certificated 5) How will you prepare yourself as C/O for Load line survey? Load line Survey preparation i. Access openings of enclosed structures are in good condition. ii. All clamps and hinge to be free and greased. iii. All gaskets and watertight seals should be crack free. iv. Ensure the doors can open from both sides. v. Check all cargo hatches and access to holds for weather-tightness. vi. Inspect all machinery space openings on exposed decks. vii. Check that any manholes and flush scuttles are capable of being made water. viii. Check all ventilators opening and closing arrangements and weather tightness. ix. Inspect any cargo ports below the freeboard deck and ensure that all of them are watertight. x. Check all air pipes are working well. xi. Check non-return valves, scupper, freeing ports are in satisfactory condition. xii. All guard rails and bulwarks to be in satisfactory condition. xiii. If lifelines are required to be fitted in certain areas, rig the line. xiv. Conditions of Hull markings to be good. xv. Ensure that the hull is watertight below freeboard deck and weather tight above freeboard deck.

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6) How will you prepare yourself as C/O for Safety Equipment survey? Safety Equipment Survey preparation i) Check all LSA items ii) Check all FFA items iii) Check all ship borne navigational items iv) Check nautical publication v) Check lights & shapes and sound signal apparatus vi) Check means of embarkation of pilots vii) Check all items found in the Record of equipment attached to the certificate in second schedule 7) After joining a vessel as C/O, what are the items will you check before taking over the charge? After joining the vessel as new C/O. one should check the following items i) Profile plan & Capacity plan. ii) General Arrangement plan iii) Stability booklet & Trim table iv) Trim & Stability Calculation (Present & previous) v) Ballasting system vi) LSA & FFA plan vii) Chain register viii) Previous Damage Report ix) Cargo Gear plan x) Cargo Documents relating present & previous voyage xi) Correspondence regarding with cargo xii) Cargo securing manual xiii) Garbage record book xiv) Deck log book xv) Stores inventory xvi) Stores indent (6 monthly, 4 monthly, emergency requirement) xvii) Sounding conversion table & sounding book xviii) Fresh water daily consumption xix) At the time of taking over (1) Condition of cargo (2) Condition of fresh u-h water (3) Condition of ballasting. xx) Wire replacement, spare record, certificates xxi) Deck crane sheaves condition, maintenance, and spare record. xxii) Up to date maintenance report, plan maintenance schedule. xxiii) Paints on hand. xxiv) SOPEP stores, location, duties xxv) Present or next chatterers instructions. xxvi) Owner instruction xxvii) Over time maintenance book. xxviii) Rest hour maintenance book. Chief Officer must check with ISM handing over/taking over checklist. 8) How will you prepare your vessel for sailing as C/O? Preparation of vessel for sailing as C/O:i. First of all, calculate the stability of the ship. During the passage & make sure Maintain adequate GM To reduce FSE Consumption of tanks to reduce listing, ballast in/out as require ii. Collect all the relevant Documents for cargo: Stowage plan Bill of lading

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iii.

iv. v. vi. vii. viii. ix. x.

Cargo manifest Lashing certificate IMDG certificate Instruct Bosun to check & secure all Hatch covers & make watertight Secure all cargo gears Secure all loosen gears on deck &store Instruct 3/O to maintain all LSA & FFA items and to check all are in good condition Inform 2/O to prepare & keep ready all navigational charts & Instruments appropriate Check all cargo lashing are appropriate. Carry out a proper stowaway search Inform all departmental heads. Give shore leave expire notice. Check B.C.G.s

9) What are causes & what are the procedures for calling PoR? What will you do after arrival at PoR? A port of refuge is any port made for when the Master considers it unsafe for the vessel to continue her voyage. There must be a valid reason for deviating. Valid reasons for deviating to a PoR usually include: Weather; Collision or grounding damage affecting seaworthiness of ship; Fire Dangerous shift of cargo; Serious machinery breakdown; Any other accident causing some serious threat to the vessel and cargo, etc.; PROCEDURE As soon as the decision is taken to make for a PoR; Inform owners and/or chatterers, stating the reason for the deviation; Owner will contact insurance managers and classification society; Contact agent at the POR to handle the vessel's visit with necessary information; Notify port state administration if vessel is damaged or seaworthiness is affected; Notify port authority of the full facts particularly any pollution risk; Notify pilot station, customs, port health, immigration, etc. IN PORT Contact local correspondent of owners' P & I club. Obtain health clearance in accordance with local rules. Enter vessel in with customs. Inform owners and/or chatterers of your safe arrival. Note protest as soon as possible but within 24 hours, reserving the right to extend at a time and place convenient. In case of hull or machinery damage, class surveyor, if available, will inspect & report damage, stipulating repairs necessary for vessel to maintain class. If no class surveyor is available, call in a local registered ship surveyor but generally best-qualified surveyor obtainable he will issue a Certificate If cargo damage is likely or cargo discharge is necessary for repairs, call in a hatch surveyor before commencing discharging. On receipt of class surveyor's report carry out repairs under class or other surveyor guidance. On completion of repairs class surveyor will carry out another survey. If vessel is seaworthy he will issue an interim Certificate of Class or if acceptable to the classification society's committee vessel will retain class.

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Reload cargo (under survey) if voyage being continued. Extend protest to include all details of the damage and repairs. Send all appropriate documents to the owners. Enter vessel outwards and obtain outward clearance. Continue on voyage. Keep appropriate OLB entries and records through out.

10) In how many ways can you test the watertight integrity of cargo hold? What will be the pressure of water jet in hose down test? There are so many ways to check the watertight integrity of cargo hold. They are: Hose test nozzle should be placed at least 1.5 meter from hatch cover & water pressure will be minimum 2.11 kg/cm 2 . Chalk test X-ray Light test Smoke test 11) What are to be checked during steering gear drill? The steering gear construction requirements are to be found in Il- 1, Regulation 29, and the operation, testing and drills requirements are located in V, Regulations 19-1 and 19-2 of SOLAS. Every ship must be provided with a main steering gear and an auxiliary steering, gear and they shall be so arranged that the failure of one will not cause the other to be inoperative. A specification that should be noted is that whilst the main steering gear must be capable of putting 35 on one side to 35 on the other at maximum draught and service speed (from 35 on either side to 30 on the other side in not more than 28 seconds) the auxiliary gear must only be capable of putting the rudder over from 15 to 15 in not more than 60 seconds at maximum draught but at one half of the maximum service speed or 7 knots (whichever is the greater). Both steering gears must be capable of being operated from the navigation bridge and arranged to restart automatically after a power failure. Emergency steering gear drills must be carried out at least once every three months to ensure that emergency steering procedures are practiced. However, within 12 hours before a departure the following equipment must be checked and tested: 1. The main steering gear. 2. The auxiliary steering gear. 3. The remote steering gear control systems. 4. The steering positions located on the navigation bridge. 5. The emergency power supply. 6. The rudder angle indicators in relation to the actual position of the rudder. 7. The remote steering gear control system power failure alarms. 8. The steering gear power unit failure alarms; 9. Automatic isolating arrangements and other automatic equipment. The full movement of the rudder, the steering gear and the connecting linkage should be visually inspected. Communications between the bridge and steering compartment should be checked. 12) What are the functions of DOS? Department of Shipping (DOS) is the Maritime Safety Administration of Bangladesh. Its main objective is to ensure IMO standards for Bangladesh Seafarers and for ship flying Bangladesh Flag and those visiting Bangladesh Ports flying foreign flags by implementing of IMO Conventions through national legislation. NATIONAL FUNCTIONS: Survey and Registration of Bangladesh Flag Ships. Unscheduled Inspection.

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Protection of the waterways environment. Examination and certification of seafarers. Engagement and discharge of seafarers. Inward and outward clearance of ships. Provide Lighthouse and navigational aids facilities. Marine casualty Investigation. Conducting mobile marine court. Conducting marine court. Issue voyage license. Issuing license to independent marine surveyor. Safeguard the commercial interest of Bangladesh flag ships. Promulgate national laws. Advising the Government on shipping matters. Research and development of shipping. Implement shipping development projects. Collect revenue. Conduct workshop and seminar on shipping related issues.

INTERNATIONAL FUNCTIONS: Ensure seaworthiness of Bangladesh ocean-going ships. Port state control of foreign flag ships visiting Bangladesh ports. Maintain contact with IMO. Implement International conventions by promulgating national laws accordingly. Monitoring of the classification societies authorized to carry out functions on behalf of the Government. Arrange release of Bangladesh flag ships detained in foreign ports. Protection of the marine environment. Maintain the standard Of Our seafarers for international acceptability. Examination and certification facilities for foreign seafarers. Explore employment opportunity for Bangladeshi seafarers in foreign ships. Frame agreement to be signed between foreign ship owner and Bangladeshi seafarers. Help distressed Bangladeshi seafarers in foreign ports. Provide search and rescue facilities in Bangladesh Designated area. Participate in regional oil pollution contingency plan. Prevent unlawful act in Bangladesh waters. Sign bilateral shipping agreement with other maritime nations. Advise Government on the effects of globalization on shipping. Celebrate World Maritime Day. Hold international Seminar on shipping matters. 13) What are the functions of POMMD? Principal Officer Mercantile Marine Department, better known as the POMMD - his post has been established as per the B.M.S.O. in Chapter 2 Section 5 and the office is maintained at Chittagong. Performance of his function is subject to the general supervision, direction and control of the Director General of Shipping. FUNCTIONS: Registrar of Bangladesh Ships. All endorsements in the Register - at change of Master on a ship, name of new Master is endorsed. Surveyor for all Ship Certificates - Safety Construction, Safety Equipment, Safety Radio Telegraphy and all other Statutory Certificates. Safety Surveyor - approval for Carriage of Dangerous cargo, Grain cargo etc.

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Port State Control survey. Inspect navigational & statutory Publications required to be carried on board. Inspect Certificate of Competency and related certificates of all Deck and Engineer officers before port clearance is issued by Customs. Inquiry and investigate shipping casualties, explosions and fires. Issue Safety Notices (Notice to Mariners) regarding Bangladesh ports. Receiver of wrecks (chapter 38). Convene Marine Board (chapter 35).

14) What are the functions of Shipping Master? He is the head of the Shipping Office at the port and is appointed by the Government as per B.M.S.O. Presently there are shipping offices at the two ports of Bangladesh, Chittagong and Mongla. FUNCTIONS: (His functions are clearly described in the ordinance section 10 also). Supply of seamen. Issue C.D.C (section 107). Issue Identity Card. Issue copy of C.D.C. on being lost, torn or defaced on satisfactory proof. Cancel, Suspend or confiscate C.D.C. on desertion, guilty of smuggling, theft, misbehavior or other offence which makes seaman unsuitable for employment. Endorse Certificate of Fitness in C.D.C. Assistance of apprenticeship to sea service (section 93). Agreements/Engagement in Bangladesh of seamen for foreign ships (113,114). Agreements with crew of Bangladesh foreign-going ships (115). Renewal of running agreements (116). Receiving, Official Log Book of ship at end of voyage from Master. Litigation/trail against seaman (214). Dealing with property of deceased seaman (167). Property of seaman dying in Bangladesh. Disposal of unclaimed property of deceased seaman (171) Issue STCW certificates to seaman. Inspection of ships for provisions, water, medicines, etc. Accept report of desertion and absence without leave and stowaway. 15) What is WIG craft? Explain in details. Definition: - The term Wing-In -Ground (WIG) craft means a multimodal craft which, in its main operational mode, flies in close proximity to the surface by utilizing surface-effect action. Responsibility: - A WIG craft, when taking off, landing and in flight near the surface, shall keep well clear of all other vessels and avoid impeding their navigation; A WIG craft operating on the water surface shall comply with the Rules of this Part as a power-driven vessel. Light: - A WIG craft only when taking off, landing and in flight near the surface shall, in addition to the lights prescribed in paragraph (a) of this Rule, exhibit a high-intensity allround flashing red light. 16) ALRS volumes There are six volumes in ALRS: Volume 1 - Coast Radio Stations NP281 (Parts 1 & 2) Volume 2 - Radio Aids to Navigation, Satellite Navigation Systems, Legal Time, Radio Time Signals and Electronic Position Fixing Systems NP282 Volume 3 - Maritime Safety Information Services NP283 (Parts 1 & 2) Volume 4 - Meteorological Observation Stations NP284

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Volume 5 - Global Maritime Distress and Safety System (GMDSS) NP285 Volume 6 - Pilot Services, Vessel Traffic Services and Port Operations NP286 (Parts 1, 2, 3, 4 & 5)

17) How many lighthouses are there in Bangladesh? LIGHTHOUSE NAME COX'S BAZAR HIRAN POINT JEFFORD POINT KUTUBDIA ISLAND NORMANS POINT ST. MARTINS ISLAND PATENGA POINT LOCATION 2126'N 9158'E 2148'N 8928'E 2144'N 8933'E 2152'N 9151'E 2211'N 9149'E 2038'N 9219'E 2216'N 9149'E

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