Ship Fire Safety Procedures

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ORAL NOTES
ORAL NOTES
Fire situations
At all times muster crew and take a head count.
Fire in port (cargo operations or bunker operations):
1. Raise the alarm.

2. Inform port authorities.
3. Inform the Master.
4. Cease cargo or bunker operations. Caste off bunker barge that is alongside.
5. Non essential persons to be sent ashore.
6. One man standby at the gangway with cargo plan, fire wallet, international shore connection to act
as a guide for shore fire party.
7. Muster all crew- head count. Fire party briefed.
8. Proceed to scene off fire and investigate.
9. Shut down all ventilation.
10. Start emergency fire p/p. Try to fight the fire by conventional means.
11. Maintain boundary cooling at all times.
12. After fire brigade comes-
• Hand over fire wallet.

• Co-ordinate closely and assist as required.
• Constant check on stability at all times.
If cargo space fire- close and batten down hatches.
If accommodation fire then isolate all electrical circuits.
Cargo space fire (at sea):
1. Raise alarm.
2. Inform master.
3. Reduce speed.
4. If fire is forward then bring wind to the quarter and if fire is aft then bring wind to aft.
10. Refer to the cargo plan with regard to the type of cargo on fire and if any dangers associated with
it.
11. Commence boundary cooling and check adjacent compartment for additional fire risk.
12. Consider ballasting the adjacent tanks after calculation of GM of the vessel.
13. Inject fixed CO2.
14. Investigate port of refuge facility and inform port authorities.
Accommodation fire at sea:
1. Raise alarm. Inform master.

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7. Close all watertight and fire doors.

8. Isolate electrical circuits.
9. Boundary cooling.
10. Fire fighters to work in pairs properly equipped- investigate and tackle the fire by conventional
means.
Galley fire at sea:
1. First six points as above.

2. Due regards to be given to the type of extinguishing agent being used-
• Foam- oil stoves.

• DCP- electrical fires.
• CO2 can be used as smothering agent.
Fire at sea: (engine room)
1. Raise the alarm.

2. Inform the master
3. Reduce the vessels speed. Engage manual steering. Display n.u.c. lights. Weather reports, open
communication with other vessels in the vicinity and send urgency signal.
4. Close all ventilation, fire and watertight doors.
5. Muster all crew- take a head count. Emergency fire p/p running.
6. Isolate all electrical units. Commence boundary cooling.
7. Fight fire by conventional means.
8. Main fire party to be properly equipped. Back up party ready at all times.
9. C/O not to enter as he monitors progress and communication with the bridge. Proper
communication between bridge and engine room. Keep bridge informed accordingly of sequence of
events.
At all times fire fighters to be well equipped with breathing apparatus and fireman suit. Checks on
apparatus must be carried out prior to entering space.
Releasing of CO2 at sea:
CO2 is only released when fire is out of control.
Before releasing:
1. Seal engine room.

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

2. Procedure of firing.
3. Number of bottles designated for each place protected.
4. Number of non return valves.
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After releasing:
1. Always advisable to wait before carrying out an investigation.

2. Maintain boundary cooling and observe temperature at various levels.
3. Once a distinct fall in temperature has been observed an internal inspection and assessment may
be carried out.
4. Breathing apparatus to be donned when entering the space. Checks on breathing apparatus. 2/e
and oiler to enter.
5. Inspection to be carried out with spray fire fighting equipment, safety line and communication
checked prior to entry.
6. Once it has been confirmed that fire has been brought under control an additional assessment by
chief engineer.
7. When both opinions agreed upon damage control party to be sent in for cooling down work.
Learn CO2 arrangement system diagram, has been asked before.
Precautions when using a CO2 extinguisher:
1. Always read instructions before firing.

2. Remove safety pin.
3. Do not touch any metal part of the extinguisher.
4. Direct nozzle away and fire.
Contents of a fire wallet:
1. General arrangement plan.

2. Shell expansion plan.
3. Ventilation plan.
4. Fire fighting equipment plan.
5. Position of all watertight doors.
6. Stability information, cargo plan cargo manifest- if dangerous goods carried.
7. Crews list.
8. Electric data.
Operation of emergency fire pump:
1. Check lubrication.
2. Check salt water cooling.
3. Turn on fuel.
4. Decompress the cylinders.
5. Crank the fly wheel.
6. When fly wheel is freely rotating compress the cylinders.
7. Once engine starts firing adjust the throttle.
CO2 Three way valve:
1. Samples of smoke pass through a three way valve to the smoke detector system.
2. This valve is shut but sample passes into the smoke detector.
3. Once it is confirmed that there is fire open the valve.
4. Smothering gas or CO2 can be injected into the hold via the valve.
Pre operational checks of breathing apparatus:
1. Ensure bypass v/v is fully closed.

2. Open cylinder valve to check if cylinders are fully charged, whistle will be heard as the pressure
rises.
3. Close cylinder valve. Provided it does not fall to zero in less than 30 sec then the set is leak tight.
4. Demist mask visor with anti dim solution.
5. Don apparatus put on mask and open cylinder valves.
6. Inhale deeply twice or thrice to ensure that air is flowing freely from the demand v/v and the
exhalation valve is functioning correctly.
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7. Close cylinder v/v and inhale until air in the mask is exhausted. Now inhale deeply, the mask must
collapse on the face indicating an airtight fitness of both mask exhalation v/v.
8. Reopen cylinder v/v.
Class A: dry fires (wood, paper, textiles)~ water, dry powder.
Class B: combustible liquids (kerosene, petrol etc.)~ foam, dry powder.
Class C: electrical fires~ CO2, halon.
Class D: fire in light metals.
Class E: petroleum gases.
Class F: spontaneously combustible materials~ water, foam and dry powder.
Emergency stop valve:
1. This is usually of quick closing type. It fitted between the settling tank and the cold filters.
2. This valve has an extended spindle or of remote control type to the deck to enable the oil to be
shut off in the case of a fire out break.
Safety
Safe means of access:
1. Gangway not to be at an inclination of more than 30 o to the horizontal.

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

2. Whenever the distance to the waterline exceeds 9m then a combination ladder to be used in
conjunction with a pilot ladder.
3. Treads of the ladder must be made of hard wood (ash, oak, elm, or teak).
4. Steps (must remain horizontal at all times)-
• Dimensions- not less than 48Omm x 115mm x 25mm.

• Spacing- not less than 300mm and nor more than 380mm apart.
1. Four lower steps to be constructed of rubber.

2. Side ropes consist of manila rope 18mm in diameter.
3. Manropes of diameter not less than 20mm in diameter.
4. Spreaders-
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• Dimensions- 1800mm – 2000mm in length.
• They must be so fixed so that the lowest spreader comes no lower than the 5th step from the
bottom.
• Intervals between spreaders not to exceed 9 steps.
1. The bulwark ladder must be well secured to the bulwark.
• Stanchion spacing- 700 – 800mm.

• Stanchion- not to extend more than 1200mm above bulwark.
Man entry into enclosed spaces
Any sort of entry into enclosed space should only be carried out when permission has been obtained by
master or chief officer and persons entering are experienced.
1. Adequate ventilation and illumination.

2. Atmosphere tested and found safe.
3. Space secured for entry.
4. S.C.A.B.A. sets available at entry (apparatus tested).
5. Responsible person available at all times at entry point.
6. Communication –person entering, tanktop, bridge.
7. Personnel protective equipment to be used.
8. Where required breathing apparatus to be used.
9. Testing equipment available for regular checks:
• O2 analyser- oxygen deficiency

• Explosimeter- Hc vapour and explosive limit
• Tankscope- measures oxygen in inert atmosphere
• Dragger tubes- measures oxygen if correct tube fitted.
Pumproom entry:
1. Ventilation should be provided atleast 15` before entering and to be continuously running.
2. A permanently rigged rescue harness and line should be at the top at all times.
3. O2 content 21%.
4. Gas generation in oily bilges should be reduced by spreading a foam layer over the oil.
5. Means of communication established.
6. Competent man standby on the top.
7. Advice the officer on entry and exit.
8. Explosimeter readings at various levels.
9. Adequate illumination.
10. One scaba standby on top.
11. Elsa at bottom platform.
Tank entry:
1. Permission from chief officer.

2. Tank clean.
3. Tank not pressurised.
4. Tank inerted and gas freed.
5. Tank containing 21% oxygen.
6. Cargo system shut down.
7. Tank isolated from I.G.
8. Notices placed at tank ig isolating valves, cargo tank, cargo control room.
9. Fresh air being supplied to the tank.
10. Breathing apparatus and lifeline available.
Tank ventilation:
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1. Forced ventilation: use of canvas to direct air in through one manhole and then out through
another manhole in the same tank.
2. Mechanical ventilation: use of small portable blowers connected to canvas or plastic shoots and the
free and at the bottom of the tank. If blower not available then the use of deck compressed air.
Why should there be 21% O2 in the tank prior entry or hot work?
Air that contains less than 21% oxygen will not support human life.
Bunkering procedures:
1. Conduct a safety meeting with master and c/e. discuss the bunker plan and which tank the bunkers
is being taken in.
2. Accordingly calculate the stability of the vessel. Keep a check on the stability of the vessel and all
stages of bunkering taking into account the free surface effect at various stages.
3. Emergency shut down procedure agreed.
4. ``B`` flag or red bunker light on.
5. Seal the deck.
6. Drip trays plugged.
7. 3 way communication- bunker station, manifold and tank.
8. Bonding wire and fire wire rigged.
9. Fire fighting equipment ready- fire extinguisher and fire hose pressurised with emergency fire
pump.
10. Oil spill gear at manifold.
11. Display ``No Smoking`` signs and ``No unauthorised persons on board``.
12. Display emergency telephone numbers.
13. Two means of access- forward part of vessel and access from ship to bunker station.
14. Accommodation doors shut.
15. Air-condition on internal circulation.
16. Overboard to be checked regularly for any spillage.
17. Contingency plan for fire or oil spillage.
18. Entries in oil record book.
19. Tank vents open.
20. Flame arresters on vents.
Taking over as chief officer:
1. Check certificates and validity.

2. Register of ship lifting appliances and gear.
3. Ships plan.
4. Garbage record book.
5. Oil record book.
6. LSA/FFA maintenance record book.
7. Planned maintenance scheme checks.
8. General condition of ship and defects list.
9. Possession of all important keys.
10. Condition of stores inventories and requisition.
11. Overtime sheets.
12. Navigational equipment.
13. Deck log book.
14. Ongoing or future surveys.
15. Cargo aspect:
• Records of all past loading and discharges.

• Ship stability booklet, cargo plan, cargo manifest, ship stability booklet,
• Present situation regarding cargo and stowage.
• Expected time of completion and departure.
• Any draft restrictions in port of departure or arrival.
• Reserves on board- oil, ballast, fresh water, cargo etc.
• Loadicator- general operation, test condition, take custody of instruction manual and back up
floppy.
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IMDG
Classes of dangerous cargo:
Class 1 : explosives
Class 2 : gases compressed, liquefied or dissolved under pressure.
Class 3 : inflammable liquids.
Class 4.1 : inflammable solids.
Class 4.2 : inflammable solids or substances liable to spontaneous combustion.
Class 4.3 : inflammable solids or substances which when in contact with water emit flammable gases.
Class 5.1 : oxidising substances.
Class 5.2 : organic peroxides.
Class 6.1 : poisonous toxic substances.
Class 6.2 : infectious substances.
Class 7 : radio active substances.
Class 8 : corrosives.
Class 9 : miscellaneous dangerous cargo which presto a danger not covered by other classes.
Marking:
the following requirements shall be complied with-
1. The package must be clearly marked with the correct technical names of goods and an indication
must be given with the hazards that could arise during the transportation of the goods.
2. Markings must comply with IMDG.
3. The outer material of the package will survive 3 months immersion and the marking must be
durable.
4. If the outer material does not survive 3 months then the inner receptacle which will survive 3
months must be durably marked.
5. If the goods are carried in a container then the unit must have distinctive labels on the external.
Packing:
1. Shall be in good condition.

2. Of such a character that an interior surface with which the contents may come in contact is not
dangerously affected by the substance being conveyed and capable of withstanding the ordinary
risk of carriage at sea.
3. Where absorbent or cushioning is being used-
• Capable of minimising the danger to which the liquid may give rise.
• Prevent movement and ensures that the receptacle remains surrounded.
• Absorb liquid in the event of breakage.
1. Receptacles shall have an ullage at the filling temperature sufficient to allow for the highest
temperature during the voyage.
2. Cylinders or receptacles under pressure shall have been adequately constructed, tested and
correctly filled.
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3. Empty receptacles shall be considered as dangerous and be treated as dangerous cargo unless
they have been cleaned and dried.
Stowage:
1. Dangerous cargo should be stowed safely appropriately according to the nature of the cargo.
Incompatible goods to be separated from one another.
2. Explosives to be stored in magazines and to be kept securely closed at sea. They should be kept far
away from electricals.
3. Goods which give dangerous vapours should be stowed in well-ventilated places.
4. Ships carrying inflammable liquids and gases special precautions should be taken against fire and
explosion.
5. Substances liable to spontaneous heating should not be carried unless adequate precautions have
been taken.
cargo work
Precautions when going alongside to load a tanker:
1. Stability aspect-
• Details of cargo.
• Disposition of cargo.
• GM, stresses, drafts.
• Ballasting of tanks- FSE.
• Bunker distribution.
• Draft restrictions or special requirements in next port.
1. Ships main transmitting aerials off.

2. Electric cables or portable equipment disconnected.
3. Switch of radars when vessel comes alongside- 10cm radar could induce electrical potential into
into nearby conductors at berth.
4. Proper lighting at berth.
5. Are sea and overboard discharge v/v sealed and closed.
6. Deck sealed.
7. All accommodation external doors, port holes etc to be closed.
8. Air-condition on re-circulation.
9. Start pump room ventilation atleast 15` before arrival. Blowers to be on continuously.
10. Ship shore bonding.
11. Proper means of access available between ship and shore.
12. Compliance of terminal safety and pollution regulations.
13. Placards-
• No unauthorised personnel.
• No smoking signs.
• No naked lights.
• Emergency escape routes clearly shown.
1. Moorings- ship personnel are responsible and a continuos check is to be kept.

2. Emergency towing wire forward and aft.
3. Fire-fighting equipment-
• Fire hoses connected to ships fire main one forward and one aft of the manifold and pressurised.
• Ensure that ship and shore international shore connection available for use at all times.
• Emergency fire pump standby at all times and ready for immediate use.
• In cold weather the freezing of water should be avoided by bleeding of water over-side or by crack
opening the drain valve.
• Terminal fire fighting equipment ready at all times.
• Foam monitors directed towards the manifold.
• Portable fire extinguishers preferably of DCP.
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1. Oil spill equipment available as per SOPEP manual.
2. Proper communication available-
• Between shore tanks, manifold and CCR.

• Emergency contact numbers available.
1. V/l at all times ready to move under power.
2. Documentation-
• Ships particulars.
• Bill of lading.
• Statement of facts.
• Empty tank certificates.
• Draft and trim.
• Maximum draft and trim expected.
• Quantity of cargo to be loaded or discharged.
• Nature of cargo (if discharging).
• Distribution of cargo on board (if discharging).
• If vessel has i.g. system and slop tank disposal system. Confirmation on the fact that the vessel if
fully inerted. Any dirty ballast in slops.
• O2 content of tanks.
• Defects in hull, machinery etc.
• If any repairs that could delay the cargo operations.
• Details of statutory certificates and their period of validity.
1. Get vessel ready for tank inspection.

2. Discharge and loading plan agreed upon.
3. Obtain ship shore safety checklist.
Transferring of engine room bilges into slops:
Via the MARPOL connection.
Transferring slops:
Via the MARPOL line at manifold or cargo manifold.
Gas freeing:
Displacement method: makes use of a pipe opening at the bottom of the tank which displaces HC vapour
at the bottom of the tank.
Dilution method: relies on highly powered fans which blows air to the bottom of the tank thus diluting the
petroleum vapour at the bottom of the tank. E.g. portable driven fans or eductor driven fans.
For tank entry LFL must always be 1%.
Limits of flammability:
Upper flammable limit: 10% gas to 90% air.
Lower flammable limit: 1% gas to 99% air.
For reception of cargo: 40% LFL.

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In inerted condition:
1. Oxygen level in tank if below 11% will not support combustion.

2. Maximum permissible allowance is 8%.
Learn and understand the flammability range diagram.
Preparation of bulk cargo hatch prior loading:
1. Secure hatch openings and ensure safe access for grabs.

2. Remove spar ceilings and stow them safely.
3. Sweep out hold completely and remove all traces of previous cargo. Consider a fresh water rinse.
Ensure that the hold is clear of all previous cargo prior to loading.
4. Bilges-
• Well cleaned.
• Test suction.
• Cover bilge lid with burlap and cement.
1. Check water tightness and securing arrangements of hatches.

2. Check ventilation arrangement.
3. Ensure adequate lighting.
4. Check moisture content is below transportable moisture limit.
5. Check fire fighting / detection / alarm / and smothering system.
6. Where fire hazard risk avails no source of ignition. Display appropriate placards.
7. Post warning notices.
8. Rig shifting boards if necessary.
9. Rig cargo thermometers as necessary.
10. Remove unwanted dunnage.
11. Stability aspect-
• Stresses.
• GM
• Stability adequate.
Hazards of loading coal:
1. Emission of flammable gases (methane). Methane which is lighter than air tends to settle in the
upper regions of the cargo space. Flammable range being 5% - 15%.
2. Some coals liable to spontaneous combustion, carbon monoxide is toxic and has a flammable range
of 12% - 75%.
3. Liquefaction- cargo that is likely to shift if saturated with water.
Read through the MGN notices.
On board Safety:
On every sea going ship on which more than 5 workers are employed the company is required to employ a
safety officer.
Safety officers duties:
1. Endeavour to ensure that the Code of Safe Working Practices are being followed.
2. Endeavour to ensure that the employers occupational health and safety policies are complied with.
Investigate their complaints.
3. Carry out occupational health and safety inspection to every accessible part of the ship atleast
once every three months.
4. Investigate: accidents, dangerous occurrences, potential hazards to health or safety, make
recommendations to master regarding the reoccurrence of an accident or to remove a hazard or
any deficiency to the ship.
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5. Stop any work at any time, which he reasonably believes, that may cause an accident. Inform
master immediately.
6. Ensure so far as possible safety instructions, rules and guidance are complied with.
Checks to be made by safety officer:
1. Means of access- inspected, in safe condition, unobstructed.

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

2. Is the machinery space adequately guarded?
3. Safety operation instructions clearly displayed.
4. Are lighting at different levels adequate.
5. Is the area clear of combustible material, rags, etc?
6. Level of supervision of inexperienced crew adequate.
7. All personnel should be properly equipped.
8. Means of escape- proper signs and adequate lighting.
9. Mantainence of LSA / FFA equipment upto standard.
Any accident or dangerous occurrence to be an important part of the safety officers duty. Actual reporting
of an accident will be carried out by the master but it is the safety officer`s duty to investigate the incident
and to assist the master to complete the accident report form.
Safety representative( have powers but no duties):
1. Participate in any of the investigations conducted by safety officer provided the latter agrees so
after notifying the Master.
2. Regarding the crews occupational health and safety, hazardous work that requires to be
suspended, consult Master and safety officer making recommendations.
3. Inspect any of the safety officer`s records.
Employer appoints a safety committee (mandatory on all ships) electing the safety representatives.
Membership of the committee must include master as chairman.
Duties of the safety committee:
1. Ensure that the provision of safe working practise is complied with.

2. Improve standards of safety consciousness amongst the crew.
3. Inspect safety officers records.
4. Ensure the observance of employers occupational health and safety policies. Consider and take
appropriate action if required.
5. Keep a record of all proceedings.
Method of improving safety awareness:
1. Movies
2. Posters
3. Publications
4. Informal talks
5. Mantainence of safety equipment
6. Drills
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7. Marine safety cards
8. Accident reports
9. Permit to work system
ISM
Objectives:
1. Observe safe operation of ships

2. Prevent pollution
3. Prevent loss of life and damage
4. Project environment
• Designated person from compare – DPA designated person ashore

• Master responsible from ship
• Internal audits
• Reports non confirmatives NCR – non conformance report
• Corrective action
• Log all activities
• Have an approved SMS (safety management system)
Dry-docking
Normal dry-dock period once every 2 years.
General repair list:
Standard items:
1. Hull cleaning and surface preparation.

2. Survey of ships bottom (sighting the bottom).
3. Anchors- including ranging and marking, turned end to end.
4. Chain locker- chipping, painting, bitter end and chain locker educting system.
5. Sea v/v and sea chest to be inspected, overhauled and painted.
6. Anodes- location, weight and size.
7. Inspection and overhaul and load test of lifting equipment.
8. Tank, hold and closing appliances to be to be inspected and overhauled.
Repair items:
1. Renewal of piping.
2. Cargo handling equipment.
3. Hatch closing arrangement.
4. Bulkhead leaks.
5. Replacement of ships side rails.
6. Electrical cables.
7. Fire fighting equipment.
Documentation:
Check and consult with the master the following:
1. General arrangement plan.

2. Shell expansion plan.
3. Fire plan.
4. Repair list.
5. Plug plan.
6. Stability data.
7. Cargo plan if docking with cargo- inform shore authorities for shoring and position of shoring
required.
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8. Rigging plan.
9. Inform dock authorities in plenty of time regarding any projections on the hull.
10. Post docking information if any.
Stability aspect (chief officers duties before entering the dock):
1. Free surface effect in tanks to be removed or reduced.

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

2. Derricks and cranes stowed in position.
3. Adequate fendering required.
4. FFA ready.
5. Inform head of all departments.
6. Inform c/e to take shore power facilities.
7. Required notices posted.
8. Security- lock up spaces.
9. Rig fenders
Logging down events:
1. Time the dock gates open.

2. Time vessel enters the dock (bow and stern).
3. Time dock gates close.
4. Pumping out commenced.
5. Time Lines ashore.
6. Time the vessel touches the blocks.
7. Time all sewn on the blocks forward and aft.
8. Dock draining completed.
9. Time gangway walkable.
10. Vessel certified gas free.
11. Utilities connected.
When coming out:
1. Time when authority to flood certificate has been signed.

2. Time flooding commenced.
3. Time all lines cast off.
4. Time dock gates open.
5. Time vessel clears lock gates forward and aft.
When in the dock:
1. Have documentation ready and repair list.

2. Sound all tanks once again.
3. Tank plugs when being removed sight their removal and retained.
4. Close all overboard discharges.
5. 2 means of safe access.
6. Take over facilities from docking master.
Facilities from docking master:
1. Toilets.
2. Electric shore connection.
3. Fire line pressurised, fire men on board.
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4. Emergency numbers.
5. Bonding wire.
6. Garbage disposal.
7. Gas free certificates.
8. Hotwork permits.
When coming out of the dock:
1. Check that all repairs have been done to satisfaction. All departments to also to check.
2. Checks that all plugs removed to be placed back in position and have been visually sighted.
3. Any securing on echo sounder or logs to be removed.
4. Propeller and rudder to be clear of any obstruction.
5. Any loose objects or staging overhanging on ships side to be removed.
6. General check on the anchor- anchor secured and marked.
7. Check that the overboard is clear.
8. I shall be the last person to leave the dock.
9. All soundings to be same as before when the vessel entered the dock.
10. Recalculate stability, trim and +ve GM to be maintained throughout.
11. Go through the checklist- obtain satisfied and written from the master.
12. Sign Authority to Flood Certificate.
13. Flooding stopped before rising the forward to check if overboard valves are not leaking.
Why enter the dock with a small stern trim:
1. Sole Piece is the strongest part of the ship.

2. Dragging ship head to centreline is easier.
3. Gradual loss of GM.
Work on cable:
1. Cable is ranged and inspected visually for any damage or hairline fractures by hammering each
link.
2. If any part of the cable is corroded and worn more than 10% of diameter then it should be renewed.
3. Anchor is changed end to end- all parts of the cable experience equivalent stresses over the years.
4. Remarking of the cable.
5. Overhauling of the bitter end.
Why do soundings have to be taken and recorded before entering a dry dock and leaving one?
To ensure similar stability state at the time of leaving the dock as it was when entering.
Cargo handling gear
Lifting plant regulations:
1. Good design, construction and of adequate strength for the purpose of which it is intended.
2. Slings to be of good construction.
3. To be used in safe proper manner and safe working load not be exceeded.
4. Persons operating to be competent and experienced authorised by a responsible officer.
5. After 1993 lifting plant to be tested every 5 years.
6. No lifting plant to be used unless it has been tested atleast once every 12 months by chief officer.
7. No plant to be used after installation or repair unless it has been tested then thoroughly examined
by a competent person.
8. Each lifting appliance is to be clearly marked with the following-
• SWL
• Means of identification.
1. Each item of the lifting gear is to be clearly marked with SWL.

2. Full account is to be taken of the principles and guidelines in CSWP chapter 17.
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Certificate obtained within 28 days of testing and retained on board for a period of 2 years.
Lifting appliance given a static test using a proof load or a dynamometer (static test).
Proof Load: exceeds a SWL by a given percentage or weight to check the safety of a derrick or a crane.
The proof load is to be applied by hoisting movable weights by using the cargo purchase and with the
weights in the hoisted position the hoisted position the derricks are to be swung in both directions as far
as possible.
Tests on Derricks:
SWL PROOF LOAD
Upto 20 t: SWL + 25% (if less than 15t then dynamometer may be used)
20t – 50t: SWL + 5 t
50t and more: SWL + 10%
Condemning of a wire:
1. In any 8 diameter when 10% of the strands are broken.

2. For standing rig (steel wire rope)- 6 X 6 wires per strand.
3. For running rig-
• Flexible steel wire rope- 6 X 12/18/48 wires per strand.
• Extra flexible steel wire rope- 6 X 36 wires per strand.
The extra flexible steel wire rope has a fibre core for lubrication.
Breaking Stress: 20 D2 / 500
Safe Working Load: Breaking Stress / 6
Union Purchase SWL: 1/3 SWL of single derrick
Safe Angle Between Runners: 90o and 120o occasionally.
Code of safe working practise says that a mass in excess of SWL should not be lifted unless:
1. A test is carried out.

2. The weight and the proof load is known.
3. Lift is a straight lift by a single appliance.
4. Lift is supervised by a competent person.
5. The competent person has given in writing that it is safe to do so.
6. No person is exposed to danger.
Register of ship lifting appliance and cargo handling gear:
1. Certificates and tests together with reports of examination.

2. Certificates and identity number recorded on certificate of loose gear- blocks, shackles, bridle etc.
3. When testing a lifting plant the following are recorded- name and status of competent person, SWL,
proof load.
4. Details of regular maintenance, defects and repairs.
Rigging Plan:
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1. Position of derricks producing maximum force.
2. Position of guys and preventers to resist maximum forces.
3. Position size and SWL of blocks.
4. Position of inboard and outward booms.
5. Length size and SWL of runner, topping lift, guys and preventers.
6. Maximum angle between runners.
7. Maximum headroom (permissible height of cargo hook above hatch coaming).
8. Position and size of deck eye plates.
9. SWL of shackles.
10. Guidance on maintenance of derricks.
11. Combined diagram showing forces for a load of 1 tonne or the SWL.
Information regarding derrick strength if found- in the Register of Lifting Appliances and Cargo Handling
Gear.
Overhauling goose neck (yearly):
1. Ensure vessel provides stable platform (i.e. vessel should be at anchor free from any rolling or
pitching).
2. Secure the derrick head in its crutch.
3. Remove and overhaul derrick heel block.
4. Secure a purchase of appropriate SWL on mast or Samson Post and to the derrick.
5. A direct lift can be obtained over the derrick heel by unshipping the derrick topping block and
securing the purchase by a strap to the derrick heel.
6. Withdraw horizontal and vertical bolts and nuts and recondition them.
7. Unship the derrick and secure in its temporary crutch.
8. Clean all parts and check for- wear and tear, hairline fractures, and particular attention to the bolts.
9. All parts to be properly lubricated and reassemble the goose neck area to its operational condition.
10. Make relevant entries in ``Register of ship Lifting Appliances and Cargo Gear``.
Thorough examination:
Means a detailed examination by a competent person supplemented by stripping the gear down for
inspection if judged necessary.
1. A competent person to examine all gears.

2. Any test involving proof load.
3. Every 12 months thorough examination which includes- dismantling of all loose gear and hidden
parts as judged necessary to arrive at a reliable conclusion as safety of plant is examined.
4. Certificate numbers.
5. Examination performed e.g. initial, yearly, 5 yearly, if any repairs or damage etc.
6. Declaration of competent person to be signed and dated.
7. Remarks to be signed and dated.
Competent person: someone over 18 years in age possessing practical and theoretical knowledge and
actual experience of the type of plant being examined. His job will be to discover any defects or weakness
and assess their importance in relation to strength, stability, and function of the equipment.
Care of cargo blocks:
1. Check swivel head and sheeve (also check grooves on sheeve for wear down) for free movement.
2. Examine side plate for distortion or buckling.
3. Check axil pin- ensure no play and check thread of pin.
4. Check split pin and distance piece.
5. Oil surface of blocks.
6. Do not paint grease nipples and statutory markings.
Mantainence of cargo handling equipment:
1. Weekly: grease nipples on whinches, blocks, derricks cranes.

2. 3 months: auxiliary equipment (chains, rings, hooks, swivels, blocks and shackles).
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3. 6 months: a thorough overall check of the above equipment.
• Grease nipples checked.

• Derrick: stripped and all auxiliary equipment gear taken apart examined greased and reassembled.
• Whinches to be overhauled with engineer.
• Location and identification number of each item complying with the rigging plan.
• Amend the rigging plan if any part of the gear has been replaced.
• Each item to have a certificate.
1. 12 months: derust, paint and overhaul derrick gooseneck.

2. All gear should be inspected before use.
Precautions when loading a heavy lift:
1. Stability-
• ensure stability if the vessel is adequate and maximum heel is acceptable.

• Eliminate FSE.
• Large GM available since rise in G is going to occur.
1. Rid extra mast stays as necessary.

2. Check condition of derrick and gear before use (all moving parts to be freely rotating).
3. Rig fenders.
4. Gangway up.
5. Moorings taut (men standby in case of an emergency).
6. Cast off all barges.
7. Unauthorised personnel sent ashore. Inform head of all departments before lift commences.
8. Check ships data to ensure deck is strong enough to support load (Deck Load Capacity Plan).
9. Clear area of deck where load is to be placed and adequate dunnage to be placed to spread load
evenly.
10. Whinch driver competent.
11. One person at all times giving directions.
12. Put winches in double gear.
13. Set strong steam guys before lifting. Secure steadying lines at ends of the load.
14. Lateral drag- simultaneously slacken on topping lift and runner wire to keep plumbline intact.
Derrick to be plumb over the weight at all times.
Vessel laid up and you join as chief officer:
1. Consult rigging plan, register of ship lifting appliances and cargo handling gear, deck capacity plan,
stability information booklet.
2. Rig derrick correctly.
3. Bring in surveyor.
Can you load a 25t weight with a derrick of 25t SWL:
Practically speaking no. Due allowance is to be made for other parts of the lifting gear- slings, shackles is
also to be taken into account.
What would you do if you were to load a heavy lift on a tank top?
1. Check the deck load capacity plan.

2. Ballast the tank top for additional precaution.
Publications and Record Books
M- Notices: merchant ship notices which are published by the MCA and recommendations contained in it
should be complied with. It is a method by which the MCA promulgates information, which is quickly
brought to the attention of seafarers, management and those associated with the industry.
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They are divided into three categories:
Merchant Shipping Notices (white coloured): convey mandatory information that must be complied with
under UK law. In otherwards they explain and amplify statutory requirements.
Marine Guidance Notices (blue coloured): SOLAS, MARPOL, etc.
Marine Information Notes (green coloured): administrative information aimed at training establishments.
Each notice will be affixed as follows: (M): for merchant ships
(F): for fishing vessels
(M+F): for merchant ships and fishing vessels
Oil Record Book:
Every oil tanker of 150 grt and above and every vessel of 400 grt and above other than a tanker shall be
provided with an Oil Record Book Part I (Machinery Space Operations).
Every oil tanker of 150 grt and above shall also be provided with Oil Record Book Part II (Cargo / Ballast
Operations).
Entries: Any movement of oil in and out of the vessel and internal shifting of oil.
Non Tankers:
1. ballasting or cleaning of fuel tanks.

2. discharge of ballast or water from fuel oil tanks, which have been ballasted or cleaned.
3. disposal of oil residues.
4. discharge overboard or disposal otherwise of bilge water which has accumulated in machinery
space.
5. Bunkering operations.
Tankers:
1. loading of oil cargo.

2. discharging of oil.
3. internal transfer of oil during the voyage.
4. ballasting of cargo tanks and dedicated clean ballast tanks.
5. cleaning of cargo tanks including crude oil washing.
6. discharge of ballast except from segregated ballast tanks.
7. discharge of water from slop tanks.
8. closing of all applicable valves or similar device after slop tank discharge operations.
9. closing of v/v necessary for isolation of dedicated clean ballast tanks from cargo and stripping lines
after slop tank discharge operations.
Control of discharge of oil (as per Marpol):
Any discharge of oil into the sea is prohibited except when the following conditions are satisfied-
1. tanker is not within a special area.

2. tanker is more than 50 nm from the nearest land.
3. tanker is proceeding enroute.
4. instantaneous discharge of oil content does not exceed 30 ltrs / nautical mile.
5. total quantity of oil discharged into the sea does not exceed-
• 1/ 15,000 of the total quantity of the particular cargo of which the residue formed a part (for
existing tankers).
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• 1/30,000 of the total quantity of the particular cargo of which the residue formed a part (for new
tankers).
1. the tanker has in operation an oil discharge monitoring equipment and slop tank arrangement.
For a ship of 400 grt and above other than an oil tanker and from machinery space bilges excluding cargo
p/p room bilges of an oil tanker unless mixed with oil cargo residue-
1. The ship is not within a special area.

2. The ship is more than 12 nautical miles away from the nearest land.
3. The ship is proceeding enroute.
4. The oil content of the affluent is less than 15ppm.
5. The ship has an an oil discharging monitoring and controlling system, oily water separating
equipment, oil filtering equipment or any other installation as required by regulation.
Garbage Record Book
1. every vessel of 12m or more in length shall display placards informing the crew and passengers of
the disposal requirements of garbage.
2. every ship of 400grt and above certified to carry 15 passengers or more shall carry a garbage
management plan and a garbage record book.
3. v/l`s which are exempted-
• A vessel certified to carry 15 passengers or more if engaged in a voyage of one hour or less.
• fixed or floating offshore installations.
Contents of Garbage Management Plan:
1. designated person who is incharge of carrying out the plan.

2. procedures for collecting, processing, stowing and disposing the garbage.
Garbage Special Areas:
1. Antarctic
2. Baltic Sea
3. Black Sea
4. Mediterranean Sea
5. North Sea
6. Persian Gulf
7. Red Sea
8. Wider Caribbean
Classes of Garbage:
1. Plastics.
2. Floating dunnage, lining and packing material.
3. Ground down paper products, rags, glass, metals bottles and crockery.
4. Paper products, rags, glass, metal bottles, crockery.
5. Food waste.
6. Incinerator Ash.
Entries to be made in the Garbage Record Book:
1. when garbage is discharged into the sea, reception facilities ashore or other vessels.
2. when garbage is incinerated.
3. accidental or other exceptional discharge of garbage.
• time of occurrence.
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• port or position of vessel at the time of occurrence.
• category of garbage and estimated amount in m3.
• reason of disposal and remarks.
Garbage disposal outside Special Areas:
1. no plastics.
2. floating materials- more than 25 nautical miles.
3. food, crockery, bottles, rags, meals, cans etc- more than 12 nautical miles.
4. food crockery etc comminuted- more than 3 nautical miles.
Inside special areas:
1. food wastes- more than 12 nautical miles.

2. in wider Caribbean region food wastes comminuted- more than 3 nautical miles.
Ship Board Oil Pollution Emergency Plan (SOPEP)
Every non-tanker of 400 grt or above and every tanker of 150 grt and above must have SOPEP on board in
the form of a manual. The plan should consist of the following:
1. The procedure to be followed by master or another person having charge of the ship to report an oil
pollution incident.
When:
• If discharge exceeds MARPOL limits.

• Discharge to save life or property.
• Discharge resulting from damage.
• Threat or probability of discharge.
How:
• By quickest available means to coastal radio station, designated ship movement reporting system
or RCC at sea.
• By quickest available means to local authorities in port.
What:
• Initial report.
• Follow up report.
• Cargo / ballast bunker disposition.
• Characteristics of oil spilled.
• Slick movement.
• Weather and sea conditions.
1. List of authorities to be contacted in the event of an oil spill.
Who:
• Nearest coast station.

• Harbour and terminal authorities.
• Ship owners / managers / P & I authorities.
1. A detailed description of the action to be taken immediately by persons on board to reduce or

discharge of oil following the incident.
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In case of spills caused by casualties:
• Immediate action to preserve life and property.

• Immediate action to prevent escalation of the incident.
• Damage assessment procedures.
In case of operational spills:
• Preventive measures and procedures.

• Actions in the event of-
• Pipeline leakage.
• Tank overflow.
• Hull leakage.
1. The procedures and point of contact on the ship for co-ordinating ship board action with national
and local authorities in combating the pollution.
• Action required initiating response.

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

• List of key contacts-
• Company.
• P & I club and correspondents.
• Agents.
• Ships particulars.
• General arrangement plan.
• Table of tank capacities.
• Piping and pumping plan.
• Bunker disposition.
• Mid ship section plan.
• Plan indicating frame spacing.
• Damage stability data.
• Cargo stowage plan.
• Cargo certificates of quality.
• List and disposition of shipboard clean up material.
• Record of shipboard oil pollution emergency drills.
What he wants to hear:
The points that are mentioned in bold, he should not go into details.
Surveys:
Preparation of Loadline survey:
1. Check that access and openings in superstructure are in good condition-
• Dogs, clamps and hinges to be free and well greased.

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• Gaskets and watertight openings to be free of cracks.
• Doors should be able to be opened from both sides.
1. Machinery space openings to be checked on exposed weather deck.

2. Cargo hatches-
• Hatches and access to be weather tight.

• Portable wooden hatch covers to be in good condition- tarpaulins in good conditions and atleast 2
provided for each hatch cover.
1. Ventilators- opening and closing arrangement to be free.

2. Air pipes- opening and closing arrangement to be functioning freely.
3. Free ports in good condition.
4. Manholes and flush scuttles- watertight.
5. Check efficiency securing of portable beams.
6. Guard rails and bulwark to be of satisfactory, lifelines to be rigged.
7. Below the freeboard deck check- cargo ports, side scuttles and openings to have must have
efficient internal watertight dead lights.
8. Non return and overboard valves functioning properly.
Cargo Ship Safety Equipment Survey:
Life saving appliances:
1. Lifeboat-
• Stores and equipment.
• Particular attention to bottom boards and buoyancy material.
• Thwarts free of cracks.
1. Overhaul and grease which davits and blocks. Falls to be renewed or turned end to end. Repaint
markings on the lifeboat.
2. When boats are in water run the boats ahead and astern.
3. Inflatable liferafts to be serviced within the last 12 months.
4. Lifebuoys- si lights, grab lines, markings well painted.
5. Lifejackets- lights, whistles and markings.
6. Pyrotechnics- expiry dates.
Fire Fighting appliances:
1. Fire control plans legible.

2. Check fire hoses, nozzles and applicators in good condition.
3. Test emergency fire pump.
4. Overhaul all extinguishers.
5. Test and overhaul fixed fire equipment system.
6. Check breathing apparatus and firemans suit.
7. Check fire and smoke detection system.
Other checks:
1. Emergency lighting system.

2. Check closing arrangements for- ventilators, skylits, doors and funnel.
3. Check navigational equipment.
4. Check pilot ladders and pilot hoists.
In general all checks to be carried out as per the record of inspection form at the back of the SEQ
certificate.
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Emergencies
Engine failure (v/l rolling heavily):
1. NUC lights.
2. V/l on hand steering.
3. Inform master.
4. Bring vessel head to wind.
5. Increase weights forward by filling up the forepeak and consider walking back anchor upto 4 to 5
shackles. This will increase the weight forward considering the pivot point of the vessel to shift
forward resulting a sailing effect.
6. To reduce the rolling-
• Winging out weights- increases the rolling period.

• Reduce GM by ballasting TST`s.
Manoverboard
1. Helm hard over on the side which the man has fallen.
2. Release lifebuoy with smoke signal. If possible release the SART.
3. Press GPS MOB button.
4. Sound emergency alarm.
5. Main engines for immediate manoeuvring.
6. Inform master.
7. Post lookouts.
8. Sound emergency signal ``O`` on fog signal. Broadcast by VHF to all vessels in the vicinity. Hoist
ICS flag ``O``.
9. Turn out rescue boat- muster crew and standby.
10. Continuos monitoring of vessels position on chart.
11. Update weather reports.
12. Log book entries.
Collision
1. Stop engines and obtain an assessment of the situation. It may be prudent to maintain a few
revolutions in the engines to avoid the other vessel form flooding and consequent sinking when
both vessels are separating.
3. Switch on deck lights and NUC lights.
4. Inform master. Inform engine room and all departments.
5. Broadcast message to all ships in the vicinity.
6. Carry out head count and damage assessment.
7. Muster damage control parties and detail duties.
8. Order bilge pumps and ballast pumps to start pumping out effected area.
9. Shut all watertight doors and fire doors.
10. Communication officer- standby to obtain weather report. Navigational officer to update vessels
position and assist master as required.
11. Prepare survival craft for immediate launching if situation demands.
Chief officers duties:
1. Internal sounding of all tanks- check watertight integrity.

2. Machinery space wet or dry.
3. Head count- check for casualties.
4. Investigate pollution possibilities.
5. Will consider ballasting to bring damaged portion above waterline.
Masters legal obligations:
1. Standby to render assistance.

2. Exchange information with master of other information-
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• General particulars of other vessel.
• Port of departure.
• Port of destination.
1. Report accident to Marine Accident Investigation Bereau (MAIB).

2. Make entries in official log book.
Grounding
1. Stop engines.
3. Display aground lights and switch on deck lights.
4. Inform master and all departments.
5. Broadcast warning message to all vessels in the vicinity and continuos VHF watch maintained.
6. Position on chart investigated and safe port options investigated.
Chief officers duties:
1. Extent and position of damage.

2. Head count- casualties.
3. Check watertight integrity of hull- internal and external soundings. After soundings have been
made air pipes and sounding pipes to be well secured. This will prevent oil pollution and water
pressure causing the oil to rise upwards.
4. Condition of machinery wet or dry.
5. Shut all watertight doors and fire doors.
6. Obtain damage reports from all departments.
7. Refer to vessels damage stability information.
8. Damage control party mustered and reduce the ingress of water.
9. Consider the possibility of fire or oil pollution hazards.
10. Determine nature of bottom. Determine time of next high water.
11. Lifeboat ready and swung out. LSA / FFA equipment standby.
12. Appropriate entries made in logbook.
After grounding there is no damage to hull or watertight integrity. What will you do next?
I will call for an underwater survey.
Beaching
Is defined as taking the ground intentionally as occurs for 2 reasons-
• To prevent the loss of the vessel when damaged below the waterline.
• When it is the intention to refloat after watertight integrity has been restored.
Procedure:
1. Take on full ballast before beaching.

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

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

2. Repair damage and leaking areas.
3. Pump out surplus to barges or other vessels or transfer to other tanks internally.
4. Organise oil pollution barrier and chemical dispersants.
5. Consider listing or trimming vessel to bring damaged portion over water line.
Heavy weather precautions
1. Verify vessels position and consider re routing.

2. Update weather report and plot storm movement.
3. Stability- avoid slack tanks and minimise FSE.
4. Warn all departments.
5. Rig lifelines forward and aft.
6. Check cargo lashing.
7. Close all deck ventilation.
8. Anchors to be well secured- spurling pipe cemented, break tight, bow stopper well secured and
additional lashing at the hawse pipe.
9. All derricks and cranes secured.
10. Check that accommodation ladder has been well secured.
11. Clear deck of surplus gear.
12. Secure bridge against heavy rolling and pitching.
13. Slacken halyards and remove awnings.
14. Establish heavy weather work routine-reduce manpower on deck.
15. Obtain and update weather reports continuously. Update position.
16. Reduce speed to prevent pounding and engage manual steering in ample time.
17. Revise e.t.a.
18. Make relevant log entries.
Chopper operations
Working precautions:
1. Do not secure any line passed down.

2. Do not touch whinchman, stretcher, hook or wire until earthed.
3. Do not fire rockets or line throwing apparatus.
4. Do not direct strong light towards chopper.
5. No radio communication during radio operations.
6. Avoid wasting time as fuel is expensive.
Navigational requirements:
1. Alter course towards rendezvous position.

2. Prepare deck reception.
3. Continuos communication with chopper.
4. Display r.a.m. lights.
5. Continuously monitor own ships position and other vessels in the vicinity.
Engagements:
1. Display wind indicator.

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2. V/l on manual steering.
3. Course altered to pilot’s instructions.
4. Maintain maximum manoeuvring speed.
5. Clear of all navigational obstructions and maintain adequate sea room.
6. Log all events.
High line operations:
This operation is employed when there is-
• Exposed rigging.
• Rough seas.
• Numerous persons.
1. Aircraft will establish a high hover position clear of all obstructions.

2. Weighted heaving line is passed down towards the vessel.
3. Hoist wire will then be lowered down once deck crew have got hold of weighted heaving line.
4. Chopper will then traverse backwards to gain visual contact.
5. Aircrew man descends and deck crew to heave on heaving line.
6. Aircraft maintains station, aircrewman organises double hoist transfer for vessel.
Precautions:
1. Display windsock.
2. Ensure all rigging and obstructions, loose objects about the helicopter landing area is clear. Loose
objects could come in contact with the rotor blades.
3. Deck party correctly dressed and well equipped- wearing brightly colour waistcoats and protective
helmets.
4. Communication between chopper, deck and bridge.
5. Fireman standby fully equipped.
6. Fire p/p running with adequate pressure on deck.
7. Fire hoses, extinguishers, foam monitors and portable foam applicators ready. Foam applicator
nozzles pointing towards landing area.
8. The following to be standby-
• Large axe.
• Crowbar.
• Wire cutter
• Red emergency signal torch.
• Marshalling battons at night.
• First aid equipment.
1. Rescue party detailed, manoverboard rescue boat ready for lowering.

2. Static hook hander is properly equipped- helmet, rubber gloves, and rubber soled shoes.
3. At night if operating adequate light available without blinding chopper.
4. Display proper lights or shapes.
5. Clear access to and from operational area.
Additionally requirements for tankers:
1. Ships with i.g. system- have pressure released from tanks within 30` of commencement of chopper
operations and pressure released to slightly positive.
2. Tank openings closed.
Additional requirements for bulk carriers:
1. Surface ventilation ceased.

2. Hatch openings fully battened down.
Additional requirements for gas carriers:

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1. Avoid vapour emissions on deck.
Distress
Preparations when proceeding to a distress:
1. Prepare hospital.
2. Plot rendezvous position and continue updating target position. Highlight navigational dangers.
3. Radar on long range scanning and systematic plotting of targets detected.
4. Communication officer standby.
5. V/l on manoeuvring speed and manual steering.
6. Post extra lookouts as high as possible.
7. Pass own details with relevant search and rescue operation update to RCC.
8. Prepare rescue boat and emergency crew.
9. Obtain weather reports.
10. Maintain internal and external position.
11. Rig guest wrap (a rope that extends from forward to aft).
12. Advice owners agents and reschedule e.t.a.
Chief Officers duties:
1. Rig a good strong rope from bow to quarter (guest wrap).

2. Rig derrick on each side with platform cargo sling ready to help injured or helpless survivors out of
water.
3. Rig fenders on each side- to bring lifeboats safely alongside.
4. Get rescue boat ready and crew standby, keep liferaft ready but do not inflate.
5. Check rescue boat equipment.
6. Proper communication between rescue boat and vessel.
7. Medical party and first aid party standby.
8. Ships signalling equipment and LTA standby.
When approaching the scene:
1. Post extra lookouts.

2. Reduced speed and manual steering employed.
3. Continuos radar watch.
4. Get in touch with RCC and follow instructions.
5. Make own vessel visible to survivors- at night signalling lamp and by day black smoke or use ships
whistle.
6. Do not dump anything overboard- this may confuse the survivors.
Factors that are taken into account when choosing On Scene Commander:
1. On board communication equipment.

2. Whether doctor or trained medical staff on board.
3. Hospital and casualty treatment facilities.
4. Vessels characteristics- freeboard, speed manoeuvrability ETA.
What determines the spacing in a search pattern?
1. Type of object being searched.

2. Meteorological visibility.
3. Track spacing may be decreased to increase the probability of detection or decreased to increase
the area covered in a given time.
4. Sea condition.
5. Time of day.
6. Effectiveness of observers.
Information picked up from survivors:
1. Ships name and call sign.

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2. Complement.
3. Whether other survivors are still in the vicinity.
4. Casualties- names.
Always remember to approach casualties from leeward and liferaft from windward.
Learn diagrams of various search patterns. Read IAMSAR (International Aeronautical and Maritime Search
and Rescue) manual also.
When can a master decline to proceed to a search and rescue:
1. Putting own vessel, crew or passengers in danger.

2. Bunker capacity does not permit.
3. Weather conditions are unfavourable.
4. Loadline zone does not permit.
5. When it is not practical to do so.
Anchor operations
Preparations when going to anchor:
1. Ask engine room for deck and windlass power.

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

2. The anchor is then walked back all the way to the seabed.
3. As the vessel drops astern the cable will grow. The officer on watch should be aware of the amount
of cable being paid out so that too much cable is not paid out till the bitter end.
4. Chief officer should be aware of the windlass capacity when picking up the anchor- amount of cable
paid out plus the weight of the anchor.
Letting go is not prohibited because:
1. Control could be lost due to excessive weight on the cable, thereby resulting in loss of anchor and
cable making the vessel unseaworthy.
2. Possibility of serious damage or injury.
When taking up the anchor you realise it is not coming up anymore?
Drop astern to shallower waters thus relieving the weight of the chain on the windlass, then bring up the
anchor.
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If for some reason it is not practical to do so. Action?
Bring the anchor up using the derrick.
Another vessel dragging anchor towards own vessel:
1. Inform master.
2. Sound 5 or more rapid blasts on the whistle.
3. Call on VHF- station identification.
4. Engines to be ready for immediate manoeuvring.
5. Anchor party standby.
6. Pay out more cable. Go ahead and steam over own cable.
7. Provide the vessel with a sheer with a hard over action.
8. Make relevant entries in logbook.
Markings on an anchor:
1. Makers name or initials.

2. Progressive number.
3. Weight.
4. Number of certificate.
Anchor certificate:
1. Type of anchor.
2. Weight excluding stock in KGs.
3. Weight of stock and head.
4. Length of shank and arm in mm.
5. Diameter of trend.
6. Proof load applied in tonnes.
7. Identification of proving house, official mark and government mark.
8. Number of test certificate.
9. Year of licence.
10. Number and date of drop test.
Test on cables:
1. Less than 12.5 mm cables to be tested.

2. Three links are taken from each length (27.5 m) for a tensile breaking test.
3. If this is successful then the total length of the cable will be subjected to a tensile proof test.
Read clearing a foul hawse and tests on anchors form House.
Removing a Kenter Lugs shackle:
1. Remove lead pellet by using a punch and a drift.

2. Remove spile pin.
3. The stud can be extracted and then 2 halves of the shackle will be separated by means a top
swage obtained from the manufacturer.
SOLAS
Fire Fighting Appliance (cargo ships)
Capacity of fire pumps (Total required capacity not more than 180 m3/hr):
• Each fire pump (other than Emergency fire pump) shall have a capacity not less than 80 % of total
required capacity divided by minimum no of required fire pumps but in any case not less than 25
m3/hr.
• Each pump capable of delivering at least 2 required jets of water.
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• G/S, Ball, Bilge pumps accepted as fire pumps provided:
• Not normally used for pumping oil.
• If used occasionally have suitable changeover arrangements fitted.
Emergency Fire pump:
• Capacity not less than 40 % of total required capacity of the fire pumps but in any case not less
than 25 m3 / hr.
• Capable of delivering 2 jets of water with minimum pressure (at a 3rd hydrant – not a SOLAS
requirement) not less than 2.1 bar.
• Diesel power source of pump started in cold condition of 0  C by hand or by power at least 6 times
within a period of 30 minutes and at least twice within 1st 10 minutes.
• Tank to have sufficient fuel for at least 3 hours and reserve fuel outside main machinery space to
allow the pump to run for additional 15 hours.
(Total suction head and the net positive suction head of the pump to be such that they will provide
for the required capacity and pressure under all conditions of list, trim, roll and pitch likely to be
encountered in service)
• No direct access between engine room and emergency fire pump. If access provided, through and
airlock.
• Isolation valves in tankers to be fitted on the fire main on poop and tank deck at intervals not more
than 40 meters to pressure integrity of fire main system.
(Diameter of fire main: sufficient for maximum discharge from 2 pumps operating simultaneously
except for cargo ships the diameter need be sufficient for a discharge of 140 m3 / hour.
Fire hydrants:
• Number and position such that at least two jets of water not from the same hydrant can reach any
part of the ship.
• One shall be from a single length of a hose.
• Engine room hydrant – one on each side and one in tunnel.
Fire hoses:
• Passenger ships: One fire hose for each hydrant.

• Cargo ships: One for each 30 meter length of the vessel and one spare but in no case less than 5 in
nos.
• (Length of hose not less than 18 meter if breadth of vessel more than 27 meter then hose length of
27 meter but not more) – not in SOLAS.
Fire nozzles:
• All nozzles of dual purpose type i.e. spray and jet in corroborating a shut off.
• Standard nozzle size = 12mm, 16mm and 19mm.
• For accommodations and service spaces a nozzle side greater than 12mm need not be used.
• Machinery spaces more than 19mm need not be used.
CO2 Systems:
• Cargo spaces: Quantity of CO2 available be sufficient to give a minimum volume of gas equal to 30
% of the gross volume of largest cargo space so protected by the ship.
• Machinery spaces: Quantity of CO2 available be sufficient to give a minimum volume of gas equal to
40 % of the gross volume of space (excluding casing) or 35 % of the gross volume of space
(including casing). For machinery spaces, the fixed piping system shall be such that 85 % of the
gas can be discharged into the space within 2 minutes.
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• For the purpose of the above volume of free CO2 shall be calculated at 0.56 m3 / kg.
• Two separate controls shall be provided for releasing
• One control shall be used to discharge the gas from its storage container.
• The other to open the valve of the piping which conveys the gas to the protected space.
Fire extinguishers:
• All of approved type and design capacity of portable extinguisher not more than 13.5 litres and not
less than 9 litres.
• Spare charges for 100 % of extinguishers.
• Portable foam applicator consists of an air foam nozzle of an inductor type capable of being
connected to the fire main by a fire hose and a portable tank of at least 20 litres.
• Foam making liquid and one spare tank.
• Rate of foam 1.5 m3 / minute.
• One of the portable fire extinguishers intended for use in any space to be stowed outside the
entrance.
• Boiler room:
• One set of portable foam applicator unit required.
• At least 2 portable fire extinguisher
• At least 1 approved foam type extinguisher of capacity 135 litres.
• A receptacle containing sand or sawdust impregnated with soda.
• Any fixed fire-extinguishing system – e.g. CO2, foam, water spray.
• Spaces with internal combustion machinery:
• Any fixed extinguishing system.
• At least 1 set of foam applicator unit.
• Sufficient number of foam type extinguisher capacity 45 litres plus sufficient number of portable
foam so placed that walking distance between extinguishers not more than 10 meters.
• High expansion foam: (fixed type system in machinery space)
• Sufficient to fill the greatest space to be protected at a rate of at least 1 meter in depth / minute.
• Produce a volume of foam equal to 5 times the volume of the space.
• Expansion ratio of not less than 5 liters/m2/minute.
• Sprinklers: Application rate of not less than 5 liters/m2/minute.
Fire mans outfit:
1. Fire proof protective clothing outer surface waterproof.

2. Boots and gloves of rubber or non-conductive of electricity.
3. Rigid helmet.
4. Electric safety lamp (approved type) minimum burning period 3 hours.
5. An axe (approved type with cover)
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6. Breathing apparatus.
• SCBA at least 1200 litres capacity or capable of functioning for at least 30 minutes. Normal
breathing rate 40 litres / minute.
• Fire proof line attached to harness.
• All ships at least 2 fireman’s outfit’s.

• To carry at least 4 sets of fire mans outfits widely spread. > for tankers.
International shore connection:
• Outside diameter: 178 mm

• Inside diameter: 64 mm
• Bolt circle diameter: 132 mm
• Slots in flange4 holes: 19 mm in diameter
• Flange thickness: minimum 14.5 mm
• Bolts and nuts4 nos: each 16 mm in diameter, 50 mm in length
• Washers: 8 nos.
Fixed deck foam systems: (tanker’s – low expansion)
1. Capable of delivering foam to entire cargo tank deck as well as into a cargo tank if the is ruptured.
2. Control station outside and away from cargo area and readily accessible, simple and rapid
operation.
3. Rate of foam not less than 0.6 litres/ m2/ minute.
4. Sufficient supply of foam concentrate to produce foam for at least 20 minutes. ( IG system fitted)
5. Foam supplied through foam monitors and applicators. (1250 litre/min)
6. Capacity of any monitors at least 3 liter/m2/minute.
7. Capacity of applicator not less than 400 litres/minute and throw not less than 15 meter
Inert gas systems: (cargo tank protection):
• Maintaining O2 content less than 8 % by volume in any part of cargo tank.

• Positive pressure at all times.
• Maintaining O2 content less than 5 % in the IG main.
• System capable of delivering IG to cargo tanks at a rate of at least 125 % of the maximum
discharge rate.
• 2 blowers : capacity 20000 m3/hr
• IG : capacity 1000 m3 / hr
• Vacuum : 200 mm wg
• High pressure : 1200 mm wg
Steering gear: (regulation 29)
• All ships to be provided with main and auxiliary steering gear, independent from each other.
Main steering gear:
1. Rudderstock shall be
2. Adequate strength and capable of steering the ship at maximum ahead speed.
3. Capable of putting rudder over from 35 one side to 35 other side at its deepest draft and
maximum ahead service speed and 35 on either side to 30 on other side in 28 seconds.
4. Operated by power and designed so as not to incur damage at maximum astern speed.
Auxiliary steering gear:
1. Adequate strength and capable of steering at a navigable speed.

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2. Capable of putting the rudder 15 one side to 15 the other side in 60 seconds, when vessel at
deepest draft and running ahead at ½ maximum ahead service speed or 7 knots whichever is
greater.
• Steering gear control from Navigation Bridge and locally.

• Auxiliary steering gear controls from locally and if power operated also operable from Navigation
Bridge.
• Steering capability to be regained in not more than 45 seconds after the loss of one power system.
Emergency power: (capable of illuminating):
• Passenger ships: not less than 36 hours

• Cargo ships: not less than 18 hours
• Navigation bridge, navigation lights, navigation equipment, aldis, whistle, accommodation,
alleyway, stairway, machinery space, control stations, radio room, LSA gear, FFA gear,
communication.
Tests and drills:
• Test is within 12 hours of departure.

• Emergency steering drills once every 3 months.
Pilot hoists:
Construction-
1. A mechanical powered winch with brake.

2. Two separate falls.
3. A ladder consisting of a rigid upper part on which the pilot stands and a flexible lower past of a
short length of pilot ladder which enables a person to board from or disembark a launch.
• Hand operating gear in emergencies.

• Safety limit switch.
• Emergency stops (capable to be operated by person in the hoist)
• Speed of hoist 15 – 30 meter’s / minute.
• Hoist securely attached to ships structure not side rails.
• Falls long enough to do the job and still have 3 times on the drum.
Ladder section –
1. Rigid part – 2.5 meters long.

2. Non skid steps for safe access and safe hand holds
3. Spreader with rollers fitted at lower end to roll freely on shipside.
4. Flexible lower part must be 8" steps long.
• New hoists subjected to over load test of 2.2 times the working load.
• Operating test of 10 % over load.
• Every 6 months regular test rigging and inspection which includes a load test of 150 KGs.
• Entry in ships official log book.
Life buoys:
Length < 100: min no of life buoys = 8
100 < 150: min no of life buoys = 10
150 < 200: min no of life buoys = 12

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> 200: min no of life buoys = 14
Requirements:
1. Outer diameter not more than 800 mm

2. Inner diameter not less than 400 mm
3. Constructed of buoyant material.
4. Mass not less than 2.5 KGs ( MOB not less than 4 KGs )
5. Support 14.5 kg of iron for 24 hours in fresh water.
6. Withstand a drop into water from a stowage position to waterline in light condition or 30 meter
whichever is greater.
7. Fitted with a grab line not less than 9.5 mm in diameter. Grab line secured at 4 equidistant points.
Length not less than 4 times the outside diameter.
• Painted international orange / highly visible colour.

• Readily available on both sides of vessel. At least one at stern. No permanent securing.
• At least one buoy on each side fitted with buoyant life line ( 2 x stow height or 30 meter)
• At least ½ the no of life buoys with SI lights ( 2 hours )
• At least 2 with smoke floats ( 15 minutes )
• Marked in roman - name and port of registry.
Life jackets:
Requirements –
1. One for every person on board + 25 % extra.

2. Fitted with retro reflective tape + life jacket lights ( visibility 1 mile )
3. For children 10 % of the no of passengers on board
Construction –
1. Correctly donning within 1 minute.

2. Capable of wearing inside out
3. Can jump from a height of 4.5 meters into water
4. Turn the body of an unconscious person in 5 sec’s
5. Lifts the mouth 128 mm clear of the water
6. Fitted with a whistle
7. Buoyancy not reduced by more than 5 % after 24 hour immersion in fresh water
Immersion suits:
Requirements –
1. Unpacked + donned within 2 minutes

2. Permit the wearer to climb up and down a vertical ladder at least 5 meter in length
3. Jump from a height of 4.5 meter into the water
4. Cover the whole body with exception of face.
5. Core temperature does not fall more than 2 C after a period of 6 hours in water of temperature
0 - 2 C
6. Turn the wearer face up in 5 seconds.
• Provided for every person assigned to crew rescue boat.

• Cargo ships for each life boat at least 3 suits or if necessary 1 for each person on board
• TPA for persons on board not provided for by immersion suits.
• Immersion suits and TPA not required if ---
1. Vessel had total enclosed life boats for 100 % of compliment on each side
2. Free fall life boat for 100 % of compliment
3. Engaged in warm climates
4. If vessel less than 85 meters than davit launched life rafts required 100 % of compliment
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Rescue boats:
1. Capable of being launched from stowage position with parent vessel making a headway of 5 knots.
2. Means of rapid recovery
3. Capability to manoeuvre at 6 knots for 4 hours and tow the largest life raft with full compliment at 2
knots.
4. Function – recover persons from water, marshal survival craft.
5. In a state of continuous readiness ( launching in 5 minutes )
6. Stowed clear of other survival craft.
Requirements –
1. Length not less than 3.8 meters and not more than 8.5 meters.
2. Capable of carrying at least 5 seated persons and 1 lying down.
Additional equipment –
1. One buoyant line of 50 meter length for towing purpose.

2. Two buoyant rescue quoits with 30 meter line
3. Efficient radar reflector or SART.
4. Water proof 1st aid kit
5. TPA for 10 % or 2 of the total capacity
6. A search light
7. Walkie talkie
Muster and drills:
• Boats and fire drill once a month

• Within 24 hours of vessel leaving port if more than 25 % of crew have not participated in a drill in
the previous month
• Passenger ships : muster within 24 hours of embarkation
Training manuals:
Bridge, engine room, crew mess room, officers mess room.
• Lifeboats launched and manoeuvred in water once every 3 months, during a drill.
• Free fall life boats: if impracticable to launch every 3 months then should be davit lowered every 3
months, provided that the life boat is free fall launched at once in 6 months.
• Rescue boats : launched and manoeuvred once a month in any case once every 3 months
Onboard training:
• Use of LSA and FFA to be given to new crew as soon as joining or within 2 weeks.
• Individual instructions on all LSA within 2 months
• Use of davit launched life rafts within 4 months
Maintenance and inspection
Page 45 of 1 Lifeboat falls:
• Turned end for end at intervals not more than 30 months ( 2 ½ years )
• Renewed not more than 5 years unless required earlier.
Weekly inspections :
• All survival craft, rescue boats and launching appliances inspected visually
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• Engines of life boats and rescue boats run ahead and astern for not less than 3 minutes
• General emergency alarm ( if not done daily )
Monthly inspections:
• All LSA, lifeboats and rescue boat equipment using checklist provided.
• Report logged
Confidential Page 45 30/10/02
Servicing of life rafts and HRU (life jackets inflatable, rescue boats inflatable)
• Every 12 months can be extended for additional 5 months but not more.
• Disposable HRU’s ( HAMAR) 2 years life cycle.
Passenger vessels engaged in short international voyages:
• Life boats for at least 30 % of passenger + life rafts for remaining.

• In addition – life rafts for at least 25 % of passenger’s
Passenger ships engaged in international voyages additional requirements:
• Lifeboats: partially or totally enclosed life boats for 50 % of total complement on each side.
• Life rafts may be substituted for boats but boats capacity should never be less than 37.5% of the
total compliment
• Rafts must be davit launched
• In addition life rafts for 25 % of the compliment
• Rescue boat: one on each side.
Cargo ships additional requirements:
• Lifeboats one or more totally enclosed on each side for 100 % of compliment.
• Life rafts to accommodate total no of persons on board if not readily transferable for launching on
either side of ship, total capacity on each side for 100 % of compliment.
• If free fall life boat, then life rafts on each side for 100 % of compliment and at least one side of
ship to have davit launched rafts.
Vessel less than 85 meter in length:
• Life raft on each side for 100 % complement – if life rafts are not readily transferable then
additional life rafts to be provided so that total capacity on each side = 150 % of complement.
• Rescue boat can be counted for crew.
• Where survival craft are stowed in a position which is more than 100 meter from stern or stem, she
shall carry additional life raft ( 6 person) forward or aft as practicable.
• Such life rafts are manually operated.
Marking on life rafts:
1. Name and port of registry of ship ( not on container)

2. Makers name or trade mark
3. Serial number
4. Name of approving authority
5. Capacity
6. SOLAS
7. Type of emergency pack ( A ~ B )
8. Length of painter
9. Drop test height ( maximum stowage height above water level)
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10. Launching instructions and last service date
• Life rafts : capable of staying afloat for a period of 30 days in all sea conditions
• Weak link breaking strain 2.2  0.4 kn.
• HRU automatic release of life raft @ depth of 4 meter.
• Life boat engines: capable of running to provide a speed of 6 knots for a period of 24 hours – shall
have a sufficient fuel to last 24 hours.
• To be capable of carrying a life raft of 25 person with full compliment and equipment with a speed
of 2 knots.
Marking on the life boats:
1. Dimensions
2. Capacity
3. Name and port of registry of vessel on each side of bow
4. Lifeboat number on each side of bow and also on top of boat to identify from air.
5. Retro reflective tape all round at intervals of 12"
Fire protected life boats:
Capable of protecting the persons inside when enveloped in a continuos fire for not less than 8 minutes
Self contained air supply:
To provide breathable air with engines running for a period not less than 10 minutes pressure not less
than outside atmospheric pressure and not more than 20 mbs above the outside atmospheric pressure.
Line throwing apparatus:
• Capable of throwing a line with reasonable accuracy

• Have not less than 4 projectiles each capable of carrying the line at least 230 mm in calm weather.
• Include not less than 4 lines of breaking strength 2 Kn.
• Instructions and diagrams on separation ( pains wessex ) ( schermuly )
Pyrotechnics in life boats and rescue boat and life rafts:
• 6 hand flares
• 4 rocket parachutes
• 2 buoyant smoke floats
Hand flares:
1. Contained in water tight casing

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

2. Instructions and diagram on operation procedure
3. Reach an altitude of 300 meter ( fixed vertically) and eject paraflare
4. Burn bright red colour not less than 30000 candelas
5. Burning period not less than 40 seconds descent not more than 5 meter/ second
Smoke float:

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3. Emit smoke of highly visible colour (orange) for not less than 3 minutes in calm water. No flame.
4. Not suspended in sea way (smoke for 10 seconds if submerged in water)
SOLAS appendix 3
Certificates and documents required to be carried on board ships:
All ships (validity of certificates):
1. Certificate of registry: 5 years

2. International loadline certificate: 5 years
3. Intact stability: life long
4. International tonnage certificate: life long
5. Deratting or de-ratting exemption certificate: 6 months
6. Oil record book: to be kept on board for 3 years
7. Cargo ship safety construction certificate: 5 years
8. Cargo ship equipment certificate: 2 years
9. Cargo ship safety radio certificate: 1 year
10. D.O.C. with for ships carrying dangerous cargo: 5 years
For passenger ships: including no 1 to no 10 and also
Passenger ship safety certificate: 1 year
For ships carrying liquid cargo in bulk: including no 1 to 12 and also
1. International oil pollution prevention certificate for the carriage of noxious liquids in bulk (NLS
certificate) validity: 5 years
2. Cargo record book validity: kept for 3 years
3. Certificate of fitness for carriage of dangerous chemicals/liquefied gasses in bulk validity: 5 years
4. Grain stability booklet for grain carriers (document of authorisation for grain carriage)
5. International oil pollution prevention (IOPP) 5 yrs
6. Certificate of insurance of other financial security in respect of civil liability for oil pollution (CLC)
7. Noise survey report
8. Ship board oil pollution emergency plan ( SOPEP) vessels response to pollution prevention (VRPP)
9. For oil tankers equal to or more than 100 GRT
10. Other ships equal to or more than 400 GRT
Under ISM Code:
1. Document of compliance issued for every company complying with the ISM code copy of certificate
to be held on ship
2. Safety management certificate issued for every ship complying with ISM ( also company must
comply = DOC)
About cargo stowage:
Weight / area of cargo = loading expression in t/m2
If cargo = 30 t maximum loading of deck = 2.5 t/m2
Then minimum area over which the weight must be spread = 30/2.5 = 12 m2
And therefore use good dunnage and safer to add 5 % to the weight when calculating the area.
Go through-
• Hanging of anchor.
• Clearing foul hawse.
• All moors. Advantages and disadvantages.
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ON BOARD SAFETY
THE DUTIES OF A SAFETY OFFICER
1. Endeavour to ensure that the provisions of the Code of Safe Working Practices are complied with.
1. Endeavour to ensure that the employer’s occupational health and safety policies are complied with.
1. investigate (1) every accident required to be notified by the Merchant Shipping Act (2) every
dangerous occurrence (3) all potential hazards to occupational health and safety, and make
recommendations to the master to prevent the recurrence of an accident or to remove the hazard.
1. Investigate all complaints by crew members concerning occupational health and safety.
1. Carry out occupational health and safety inspections of each accessible part of the ship at least
1. Make representations and, where appropriate, recommendations to the master (and through him to
the company) about any deficiency in the ship with regard to (1) any legislative requirement
relating to occupational health and safety (2) any relevant M notices (3) any provision of the Code
of Safe Working Practices
1. Ensure so far as possible that safety instructions, rules, and guidance are complied with.
1. Maintain a record book describing all the circumstances and details of all accidents and dangerous
occurrences, and of all other procedures required by his duties, and to make the records available
for inspection by appropriate personnel.
1. Stop any work which he reasonably believes may case a serious accident and inform the
appropriate personnel.
1. Carry out the requirements of the safety committee.
INSPECTIONS TO BE CARRIED OUT BY A SAFETY OFFICER
1. Are means of access to the are under inspection in a safe condition, well lit, and unobstructed?
1. Are fixtures and fittings over which seamen might trip or which project particularly overhead,
thereby causing potential hazards, suitably painted or marked?
1. Are all guard-rails in place, secure, and in good condition?
1. Are lighting levels adequate?
1. Is ventilation adequate?
1. Is machinery adequately guarded where necessary?
1. Are permits to work used when necessary?
1. Is the level of supervision adequate, particularly for inexperienced crew?
The investigation of accidents and dangerous occurrences will be an important part of the safety officer’s
duties. The actual reporting of an accident will be carried out by the master but it is the statutory duty of
the Safety officer to investigate the incident and to assist the master to complete the accident report form.
Crew < 16 : one safety representative may be elected by the officers and ratings;
Crew > 15 : one safety representative may be elected by the officers and one safety
representative may be elected by the ratings.
ROLE OF THE SAFETY REPRESENTATIVE
The safety representative has powers but no duties
1. Participate in any of the inspection or investigations conducted by the Safety Officer, provided that
the latter agrees to such participation.
1. Undertake similar inspections or investigations himself, providing that notification of such activities
has been given to the master.
1. On behalf of the crew on matters affecting occupational health and safety (1) consult with the
master and the Safety Officer and make recommendations to them, including recommendations to
the master, ‘that any work which the safety rep believes may cause an accident should be
suspended’ (2) make representation through the master to the employer (3) request through the
safety committee an investigation by the Safety Officer of any such matter.
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1. Inspect any of the Safety Officer’s records.
• Employer appoints a Safety Committee

• Safety Committees are mandatory on any ship which has elected safety representatives.
• The membership of the committee must include the master as chairman, the Safety Officer, and
every safety representative.
THE DUTIES OF SAFETY COMMITTEE
1. Ensure that the provision of the Code of Safe Working Practices are complied with.
1. Improve the standard of safety consciousness among the crew.
1. Make representations and recommendations on behalf of the crew to the employer.
1. Ensure the observance of the employer’s occupational health and safety policies.
1. Consider and take any appropriate action in respect of any occupational health and safety matters
affecting the crew.
METHODS FOR IMPROVING & MAINTAINING SAFETY AWARENESS
1. Films:- screening of safety movies

1. Posters:- bringing particular dangers to the attention of the crew members
1. Publications:- safety publications, safety on ships, personal survival at sea, etc.
1. Informal talks:- talking to sections of the crew to bring awareness
1. Maintenance of safety equipment:- involving as many people as possible in the maintenance of
safety equipment’s.
1. Fire patrols:- particular attention to be paid to patrolling the accommodations between 2300 hours
and 0600 hours.
1. Marine safety cards:- these cards highlight particular dangers on board ship.
1. Accident records:- details of accidents should be posted on notice boards as an accident prevention
aid.
1. Days without accident board:- post notices stating the number of days since the occurrence of the
last accident.
1. Safety quiz:- open to individual with a suitable prize being awarded.
1. ‘Permit to work’ system:- importance of strict compliance with the permit should be emphasised.
FIRE
FIRE FIGHTING IN PORT:
All ships should have an updated fire wallet containing
1. A general arrangement plan
2. A ventilation plan
3. A shell expansion plan in case it will be necessary to cut through the ships side
4. A plan of the fire fighting equipment
5. Electrical data
6. Stability data due to the dangers of free surface another effects
7. A cargo plan with any dangerous cargo being specifically mentioned
8. Location of watertight doors and fire resistant partitions

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9. Any drilling machines and special equipment that the vessel carries
The senior fire officer should be presented with the wallet and may also require the following
information
1. The exact location of the fire and the chances of it spreading to other compartments
2. Contents of db’s or deeptanks in the vicinity
3. What the ship’s staff are doing and how many pumps and hoses are in operation
4. If any fixed firefighting installation is in operation
5. The state of cargo operation
6. The condition of fuel oil, ballast and fresh water tanks
7. The ship’s communication systems
8. The number of people on board
9. Any peculiarities of the ship’s design
FIRE IN PORT (ACTION)
1. Raise the alarm

1. Tackle fire by convention means immediately
1. Master on bridge (informed)
1. Head count taken for casualties
1. Stop cargo work
1. All non essential persons off ship (head count with foreman/stevedore)
1. I will bring in the brigade
1. Open communication by vhf
1. On tankers use of fire wires/tugs for casting off
****** if u.k.c less than 1/9th of the draught then cannot flood hold for fire fighting
****** man on gangway stationed with fire plan and international shore coupling
****** pulling out man with b.a set
1) if run out of air
2) if run out of fire fighting medium
FIRE AT SEA (TYPICAL E/ROOM FIRE)
1. Raise the alarm
2. Master on the bridge and take the con
3. Engine room standby
4. A/co to reduce draft in vessel (or) slow ship down
5. Weather reports, position, open up communication urgency signal (**passenger vessel

distress signal)
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6. Isolate electrical unit, commence boundary cooling
7. Tackle fire by conventional means immediately
8. B.A set in pairs (c/o not to enter as he monitors progress and communication with the
bridge)
FIRE OUT OF CONTROL
1. Mate recommends withdraw and go to co2
2. Master - accepts (c/eng, c/o to co2 room and inject co2)
3. Evacuate e/room, head count
4. Shut down fuel, boiler, fans
***** emc’y stop box in alleyway main deck
5. If any person missing
6. Hold co2 order for search carry out
7. Once search carried out inject co2
SOLAS
Capacity of fire pumps (Total required capacity not more than 180 m3/hr)
required capacity divided by minimum no of required fire pumps but in any case not less than 25
m3/hr.
1. Not normally used for pumping oil.

2. If used occasionally have suitable changeover arrangements fitted.
• Capacity not less than 40 % of total required capacity of the fire pumps but in any case not less
than 25 m3 / hr.
• Diesel power source of pump started in cold condition of 0  C by hand or by power at least 6 times
• Tank to have sufficient fuel for at least 3 hours and reserve fuel outside main machinery space to
allow the pump to run for additional 15 hours.
(Total suction head and the net positive suction head of the pump to be such that they will provide
for the required capacity and pressure under all conditions of list, trim, roll and pitch likely to be
airlock.
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Fire hydrants:
• Number and position such that at least two jets of water not from the same hydrant can reach any
part of the ship.
Fire hoses:

nos.
• (Length of hose not less than 18 meter if breadth of vessel more than 27 meter then hose length of
Fire nozzles:
CO2 Systems:
• Cargo spaces: Quantity of CO2 available be sufficient to give a minimum volume of gas equal to 30
% of the gross volume of largest cargo space so protected by the ship.
• Machinery spaces: Quantity of CO2 available be sufficient to give a minimum volume of gas equal to
40 % of the gross volume of space (excluding casing) or 35 % of the gross volume of space
(including casing). For machinery spaces, the fixed piping system shall be such that 85 % of the gas
can be discharged into the space within 2 minutes.
1. One control shall be used to discharge the gas from its storage container.
2. The other to open the valve of the piping which conveys the gas to the protected space.
Fire extinguishers:
• All of approved type and design capacity of portable extinguisher not more than 13.5 liters and not
less than 9 liters.
• Portable foam applicator consists of an air foam nozzle of an inductor type capable of being
connected to the fire main by a fire hose and a portable tank of at least 20 liters.
• One of the portable fire extinguishers intended for use in any space to be stowed outside the
entrance.
• Boiler room:
1. One set of portable foam applicator unit required.

2. At least 2 portable fire extinguisher
3. At least 1 approved foam type extinguisher of capacity 135 liters.
4. A receptacle containing sand or sawdust impregnated with soda.
5. Any fixed fire-extinguishing system – e.g. CO2, foam, water spray.
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1. Any fixed extinguishing system.

2. At least 1 set of foam applicator unit.
3. Sufficient number of foam type extinguisher capacity 45 liters plus sufficient number of
portable foam so placed that walking distance between extinguishers not more than 10
meters.
1. Sufficient to fill the greatest space to be protected at a rate of at least 1 meter in depth /
minute.
2. Produce a volume of foam equal to 5 times the volume of the space.
3. Expansion ratio of not less than 5 liters/m2/minute.
Fire mans outfit:

3. Rigid helmet.
a. SCBA at least 1200 liters capacity or capable of functioning for at least 30 minutes. Normal
breathing rate 40 liters / minute.
b. Fire proof line attached to harness.

• Outside diameter 178 mm

• Inside diameter 64 mm
• Bolt circle diameter 132 mm
• Slots in flange 4 holes, 19 mm in diameter
• Flange thickness minimum 14.5 mm
• Bolts and nuts 4 nos., each 16 mm in diameter, 50 mm in length
• Washer’s 8 nos.
2. Control station outside and away from cargo area and readily accessible, simple and rapid
operation.
3. Rate of foam not less than 0.6 liters/ m2/ minute.
5. Foam supplied through foam monitors and applicators. (1250 liter/min)
7. Capacity of applicator not less than 400 liters/minute and throw not less than 15 meter
Inert gas systems: (cargo tank protection)

• Maitaining O2 content less than 5 % in the IG main.
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• System capable of delivering IG to cargo tanks at a rate of at least 125 % of the maximum
discharge rate.
Main steering gear:
Rudderstock shall be
2. Capable of putting rudder over from 35 one side to 35 other side at its deepest draft and
maximum ahead service speed and 35 on either side to 30 on other side in 28 seconds.

2. Capable of putting the rudder 15 one side to 15 the other side in 60 seconds, when vessel at
deepest draft and running ahead at ½ maximum ahead service speed or 7 knots whichever is
greater.

Bridge.
Emergency power: (capable of illuminating)
• Passenger ships: not less than 36 hours *

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

Pilot hoists:
Construction-

3. A ladder consisting of a rigid upper part on which the pilot stands and a flexible lower past of a
short length of pilot ladder which enables a person to board from or disembark a launch.

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Ladder section –

4. Flexible lower part must be 8" steps long.
• Every 6 months regular test rigging and inspection which includes a load test of 150 kgs.
Life buoys:
1. Length < 100 min no of life buoys = 8

2. 100 < 150 min no of life buoys = 10
4. length > 200 min no of life buoys = 14
Requirements:

4. Mass not less than 2.5 kgs ( MOB not less than 4 kgs )
6. Withstand a drop into water from a stowage position to water line in light condition or 30 meter

Life jackets:
Requirements –

Construction –

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Immersion suits:
Requirements –

5. Core temperature does not fall more than 2 C after a period of 6 hours in water of temperature
0 - 2 C

Rescue boats:
3. Capability to maneuver at 6 knots for 4 hours and tow the largest life raft with full compliment at 2
knots.
Requirements –

6. A search light
7. Walkie talkie
Muster and drills:

• Within 24 hours of vessel leaving port if more than 25 % of crew have not participated in a drill in
the previous month
Training manuals:
• Lifeboats launched and manoeuvred in water once every 3 months, during a drill.
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• Free fall life boats: if impracticable to launch every 3 months then should be davit lowered every 3
• Rescue boats : launched and manouevred once a month in any case once every 3 months
Onboard training:
Lifeboat falls:
• Report logged
Passenger vessels engaged in short international voyages

• Life rafts may be substituted for boats but boats capacity should never be less than 37.5 % of the
total compliment
• If free fall life boat, then life rafts on each side for 100 % of compliment and at least one side of
ship to have davit launched rafts.
Vessel less than 85 meter in length

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• Life raft on each side for 100 % complement – if life rafts are not readily transferable then
additional life rafts to be provided so that total capacity on each side = 150 % of complement.

3. Serial number
5. Capacity
6. SOLAS
• Life rafts : capable of staying afloat for a period of 30 days in all sea conditions
• Weak link breaking strain 2.2  0.4 kn.
• HRU automatic release of life raft @ depth of 4 meter.
• Life boat engines: capable of running to provide a speed of 6 knots for a period of 24 hours – shall
have a sufficient fuel to last 24 hours.
• To be capable of carrying a life raft of 25 person with full compliment and equipment with a speed
of 2 knots.
1. Dimensions
2. Capacity
5. Retro reflective tape all round at intervals of 12"
To provide breathable air with engines running for a period not less than 10 minutes pressure not less than
outside atmospheric pressure and not more than 20 mbs above the outside atmospheric pressure.

6 hand flares
4 rocket parachutes
2 buoyant smoke floats

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Hand flares:

Parachute flares:

Smoke float:

SOLAS appendix 3
All ships:
1. Certificate of registry validity: 5 years

2. International loadline certificate validity: 5 years
3. Intact stability --- validity: life long
4. Minimum safe manning certificate ?
5. Certificate for master, officers, and ratings ?
6. International tonnage certificate validity: life long
7. Deratting or de-ratting exemption certificate validity: 6 months
8. Oil record book to be kept on board for 3 years
9. Cargo ship safety construction certificate validity: ?
10. Cargo ship equipment certificate validity: 2 years
11. Cargo ship safety radio certificate validity: 1 year
12. D.O.C. with ----- for ships carrying dangerous cargo ?
13. Dangerous goods manifest or stowage plan ?
• For passenger ships: including no 1 to no 10 and also
1. Passenger ship safety certificate validity: 1 year
• For ships carrying liquid cargo in bulk: including no 1 to 12 and also
3. Certificate of fitness for carriage of dangerous chemicals/liquefied gasses in bulk validity: 5 years
4. Grain stability booklet for grain carriers (document of authorization for grain carriage)
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For oil tankers equal to or more than 100 GRT
Other ships equal to or more than 400 GRT
Under ISM Code:
1. Document of compliance issued for every company complying with the ISM code copy of certificate
to be held on ship
2. Safety management certificate issued for every ship complying with ISM ( also company must
comply = DOC)
MGN
• will provide
1. Advice
2. Guidance
• in order to improve
1. safety of shipping
2. safety of life at sea
3. prevent or minimize pollution
• numbered in sequence from MGN 1
MIN
• info for a more limited audience
e.g. info on training establishments
Or equipment manufacturers
Or which will be of use for a short period of time
• numbered in sequence from MIN 1

• cancellation date typically 12 months
MSN
• mandatory info which must be complied with under UK legislation

• these will relate to SI’s and contain technical detail of such regulations
• numbered in sequence continuing the present numbers but using the initial letters MSN
Three complimentary series
• Safety
• Pollution prevention
• Other info of relevance to shipping and fish industries
• Salt Water MSN White

• Great Britain MGN Blue
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• Inert Gas MIN Green
MIN 37 (M + F)
An investigation into capsize and stability of sailing multi vessels
MIN 38 (M)
Research project 391
Assessment of survival time of damaged Ro-Ro passenger vessels
MIN 39 (M + F)
Ships specific tagging of oil contaminated discharges
Two types of tagging
1. Synthetic DNA
2. Non radio active isotopes
What is tagging – adding an identifying code to oil cargo and fuel
This method was suggested after taking OIL SOURCE IDENTIFICATION Techniques such as hydrocarbon
biomarker finger printing
Inconclusive because of
1. Several ships used to carry the same cargo

2. Ships took bunkers from the same source
MIN 31 (M + F)
Current on 1st September’98
Comprises annual list of MCA notices and includes a subject index.
Shows all MSN’s MIN’s and MGN’s current on 1st September’98
FSA (formal safety assessment)
Formal safety assessment technique have been developed by the MCA on recommendation of House of
Lords committee
MARPOL
• Will ban organizations in paint by Jan 2003

• Recommend new testing procedures for monitoring the level of atmospheric pollution from ships
• North foreland light house in kent was the last manned light house in the UK
Decommissioned (last month – outdated information)
ISM
Objectives:
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• Internal audits
• Reports non confirmatives NCR – non conformance report
• Corrective action
• Log all activities
• Have an approved SMS (safety management system)
Containers:
• Must have safety approved plate on every approved container stating –
1. Maximum operating gross weight

2. Allowable stacking weight
3. Transverse racking test load valve
Marks on a anchor:
1. Makers name or initials

2. Progressive no
3. Weight
4. No of certificate
5. Letters indicating the certifying authority
Anchor certificate:
1. Type of anchor
2. Weight of anchor including crown shackle in kgs
3. Length of shark in mm
4. Length of arm in mm
5. Weight of head of anchor
6. No of test certificate
7. No and date of drop test
• Spider band : derrick head

• Hounds band : mast head for preventer back stays
PART A : GENERAL
RULE 1 APPLICATION
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RULE 2 RESPONSIBILITY
RULE 3 GENERAL DEFINITIONS
PART B : STEERING AND SAILING RULES
SECTION I : CONDUCT OF VESSELS IN ANY CONDITION OF VISIBILITY
RULE 4 APPLICATION
RULE 5 LOOK-OUT
RULE 6 SAFE SPEED
RULE 7 RISK OF COLLISION
RULE 8 ACTION TO AVOID COLLISION
RULE 9 NARROW CHANNELS
RULE 10 TRAFFIC SEPARATION SCHEMES
SECTION II : CONDUCT OF VESSEL IN SIGHT OF ONE ANOTHER
RULE 11 APPLICATION
RULE 12 SAILING VESSELS
RULE 13 OVERTAKING
RULE 14 HEAD-ON SITUATION
RULE 15 CROSSING SITUATION
RULE 16 ACTION BY GIVE-WAY VESSEL
RULE 17 ACTION BY STAND-ON VESSEL
RULE 18 RESPONSIBILITIES BETWEEN VESSELS
SECTION III : CONDUCT OF VESSELS IN RESTRICTED VISIBILITY
RULE 19 CONDUCT OF VESSELS IN RESTRICTED VISIBILITY
PART C : LIGHTS AND SHAPES
RULE 20 APPLICATION
RULE 21 DEFINITIONS
RULE 22 VISIBILITY OF LIGHTS
RULE 23 POWER-DRIVEN VESSEL UNDERWAY
RULE 24 TOWING AND PUSHING
RULE 25 SAILING VESSEL UNDERWAY AND VESSELS UNDER OARS
RULE 26 FISHING VESSELS
RULE 27 VESSEL NOT UNDER COMMAND OR RESTRICTED IN THEIR ABILITY TO

MANOEUVRE
RULE 28 VESSELS CONSTRAINED BY THEIR DRAUGHT

ON BOARD
RULE 29 PILOT VESSEL
SAFETY
RULE 30 ANCHORED VESSELS AND VESSELS AGROUND
RULE 31 SEAPLANES
PART D : SOUNDS AND LIGHT SIGNALS

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

1. Are means of access to the are under inspection in a safe condition, well lit, and unobstructed?
2. Are fixtures and fittings over which seamen might trip or which project particularly overhead, thereby
causing potential hazards, suitably painted or marked?
3. Are all guard-rails in place, secure, and in good condition?
4. Are lighting levels adequate?
5. Is ventilation adequate?
6. Is machinery adequately guarded where necessary?
7. Are permits to work used when necessary?
8. Is the level of supervision adequate, particularly for inexperienced crew?
The investigation of accidents and dangerous occurrences will be an important part of the safety officer’s
duties. The actual reporting of an accident will be carried out by the master but it is the statutory duty of
the Safety officer to investigate the incident and to assist the master to complete the accident report form.
Crew < 16 : one safety representative may be elected by the officers and ratings;
Crew > 15 : one safety representative may be elected by the officers and one safety
representative may be elected by the ratings.
ROLE OF THE SAFETY REPRESENTATIVE
The safety representative has powers but no duties

1. Participate in any of the inspection or investigations conducted by the Safety Officer, provided that
the latter agrees to such participation.
2. Undertake similar inspections or investigations himself, providing that notification of such activities
has been given to the master.
3. On behalf of the crew on matters affecting occupational health and safety (1) consult with the
master and the Safety Officer and make recommendations to them, including recommendations to
the master, ‘that any work which the safety rep believes may cause an accident should be
suspended’ (2) make representation through the master to the employer (3) request through the
safety committee an investigation by the Safety Officer of any such matter.
• Employer appoints a Safety Committee
• Safety Committees are mandatory on any ship which has elected safety representatives.
• The membership of the committee must include the master as chairman, the Safety Officer, and
every safety representative.
THE DUTIES OF SAFETY COMMITTEE

1. Ensure that the provision of the Code of Safe Working Practices are complied with.
2. Improve the standard of safety consciousness among the crew.
3. Make representations and recommendations on behalf of the crew to the employer.
5. Ensure the observance of the employer’s occupational health and safety policies.
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6. Consider and take any appropriate action in respect of any occupational health and safety matters
affecting the crew.
METHODS FOR IMPROVING & MAINTAINING SAFETY AWARENESS

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

All ships should have an updated fire wallet containing
1. A general arrangement plan
2. A ventilation plan
3. A shell expansion plan in case it will be necessary to cut through the ships side
4. A plan of the fire fighting equipment
5. Electrical data
6. Stability data due to the dangers of free surface another effects
7. A cargo plan with any dangerous cargo being specifically mentioned
8. Location of watertight doors and fire resistant partitions
9. Any drilling machines and special equipment that the vessel carries
The senior fire officer should be presented with the wallet and may also require the following
information
1. The exact location of the fire and the chances of it spreading to other compartments
2. Contents of db’s or deeptanks in the vicinity
3. What the ship’s staff are doing and how many pumps and hoses are in operation
4. If any fixed firefighting installation is in operation
5. The state of cargo operation
6. The condition of fuel oil, ballast and fresh water tanks
7. The ship’s communication systems
8. The number of people on board
9. Any peculiarities of the ship’s design
FIRE IN PORT (ACTION)

1. Raise the alarm
2. Tackle fire by convention means immediately
3. Master on bridge (informed)
4. Head count taken for casualties
5. Stop cargo work
6. All non essential persons off ship (head count with foreman/stevedore)
7. I will bring in the brigade
8. Open communication by vhf
9. On tankers use of fire wires/tugs for casting off
****** if u.k.c less than 1/9th of the draught then cannot flood hold for fire fighting
****** man on gangway stationed with fire plan and international shore coupling
****** pulling out man with b.a set
1) if run out of air
2) if run out of fire fighting medium
FIRE AT SEA (TYPICAL E/ROOM FIRE)

1. Raise the alarm
2. Master on the bridge and take the con
3. Engine room standby
4. A/co to reduce draft in vessel (or) slow ship down
5. Weather reports, position, open up communication urgency signal (**passenger vessel distress
signal)
6. Isolate electrical unit, commence boundary cooling
7. Tackle fire by conventional means immediately
8. B.A set in pairs (c/o not to enter as he monitors progress and communication with the bridge)
FIRE OUT OF CONTROL

1. Mate recommends withdraw and go to co2
2. Master - accepts (c/eng, c/o to co2 room and inject co2)
3. Evacuate e/room, head count
4. Shut down fuel, boiler, fans
***** emc’y stop box in alleyway main deck
5. If any person missing
6. Hold co2 order for search carry out
7. Once search carried out inject co2
OPERATIONAL PROCEDURE
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1. Evacuate all personnel
2. Batten down and seal ventilation
3. Stop all fans, fuel supply and boilers
4. Sound audible and visual alarm
LIMITATION OF SYSTEM
1. Once used no replenishment at sea
2. Isolation necessary (asphyxiation)
3. No inspection to observe results
AFTER FLOODING
1. Boundary cooling always on
2. Monitor temperature and graph it
3. When temperature starts dipping
4. Pair search for assessing situation (3/0, 2 eng)
5. Delay situation for second opinion (2/0, c/eng)
6. Wait (incase eminent to leave sight) open up ventilation, go in with fire fighting equipment
7. Tug (for extensive damage) : salvage
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ENCLOSED SPACES (PERMIT TO WORK)
• Permit to work form must be used for any jobs which might be hazardous.
• It states work to be done and safety precautions.
• Safety instructions are written down and given to persons associated with the job.
• The permit should contain a checklist to identify and eliminate hazards plus arrangements for
emergency procedures in case of any accidents.
• The permit should be issued by a responsible officer and must ensure that all checks have been
properly carried out and signed only when he is satisfied that it is safe to work.
An enclosed space will include cargo tank, ballast tank, cofferdam, bunker tank, fresh water tank, duct keel
etc., which may contain toxic vapours or insufficient oxygen to support life.
No one must enter an enclosed space without first obtaining permission from the Proper Officer.
Before making entry the following to be checked and approved by the Master.
1. Spaces to be visited.
2. Names of all personnel entering.
3. Details of communication system.
4. Anticipated time of completion of entry.
5. A proper communication system using portable VHF sets. ( communications to be effective between
the OOW on the bridge and the person immediately outside the space).
O2 Analyser - oxygen deficiency
Explosimeter - measures explosive limits
Tank Scope - measures oxygen in inert atmosphere
Dragger Tubes - measures oxygen if correct tube fitted (also measures the presence of various toxic
gases).
VENTILATION’S
• Ventilation (either forced or natural) to be carried out before entry is permitted.
• If forced ventilation is used then minimum of two air changes must take place.
• If potentially dangerous spaces allow for between 10-20 air changes per hour.
• If natural ventilation is only available space must be allowed to “breathe” for atleast 24 hours prior
entry.
• Full ventilation may be ensured by filling the tank with clean sea water and pumping out to ensure
fresh air enters the space. (This should be coupled by forced ventilation).
• No one must enter a cargo pumproom without the permission of the Proper Officer.
REQUIREMENT FOR ENTRY INTO PUMPROOM

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

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1. Has the permission been obtained from the Chief Officer?
2. Is the tank clean?
3. Is the tank pressurised?
4. Has the tank been inert, then gas-freed?
5. Does the tank atmosphere contain at least 21% oxygen?
6. Is the hydraulic cargo system shut down?
7. Is the tank isolated from the inert gas main?
8. Have notices been placed at tank hatches?
9. Have notices been placed at the inert gas isolating valves?
10. Have notices been placed on the cargo control?
11. Is fresh air being supplied to the tank?
12. Is one man stationed at the cargo tank hatch?
13. Is breathing apparatus and a lifeline available?
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MEANS OF ACCESS
In every ship of 30 metres or more registered length - there is carried on board the ship a
GANGWAY which is appropriate to the deck layout, size, shape and maximum freeboard of the
ship.
In every ship of 120 metres or more registered length - there is carried on board the ship a
ACCOMMODATION LADDER which is appropriate to the deck layout, size, shape and
maximum freeboard of the ship.
CHECKS FOR SAFE MEANS OF ACCESS

1. Accommodation Ladder is capable of being operated safely in a horizontal position and does not
exceed an angle of 55 with the steps horizontal. (Except where specifically designed for greater
angles).
2. In case of a Gangway is capable of being operated safely in a horizontal position and does not
exceed an angle of 30 with the steps horizontal. (Except where specifically designed for greater
angles).
3. The access equipment which is used is properly rigged, secured and safe to use.
4. Access equipment and immediate access thereto are adequately illuminated.
5. Equipment used is of good construction, sound material, free from defects and properly maintained.
6. Safety nets in place and properly secured.
7. Life buoy with self activating light and also a separate safety line attached to a quoit or some
similar device is provided ready for use at the point of access aboard the ship.
8. The bottom platform is horizontal to the key and the roller is free to move.
9. All the sheaves and running parts of the gangway are rust free and properly greased.
10. Gangway and other access equipment should not be rigged on ship’s rails unless the rail has been
reinforced for that purpose
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PLANNED MAINTENANCE SCHEDULE
FACTORS DETERMINING PMS

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

(a) short term maintenance
weekly inspection and greasing (when possible)
• winches and windlasses
• oil baths, if any, in winches and windlasses
• wheels on steel hatch covers
• door hinges on mast houses
• ventilation system flaps and ventilators
• cleats on external weathertight doors
• anchor securing arrangements
• booby hatches to cargo holds
• sounding and air pipes
• fairleads, rollers
• derrick heels
fortnightly inspection and greasing
• accommodation ladder and gangway
• lifeboat falls and blocks
• davit pivot points
• fire hydrants and monitors
• fire hose box hinges
• quick release gear on bridge wing life buoys
• all life buoys
• liferaft securing arrangements
• securing bolts on international shore connection
• steel hatch cross joints and quick acting cleats
• hatch gypsy drive wheels and followers
• hatch contractor panel fuses, electric cables and connections, motor heaters
• all external butterfly nuts
• all external electric cables and deck lighting arrangements
monthly inspection and greasing where necessary
• life boat falls for broken strands
• co2 cylinders in gang release system
• fire detection systems
• breathing apparatus and associated equipment
• ladders on masts and ventilation posts
• radar mast rigging
• fire gauze
• freeing ports
• scuppers
• hatchway non return valves
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• ship side guard rails
(b) long term maintenance
three monthly inspection and/or overhaul
• all cargo gear
• navigation light connections
• hold ventilation systems
six monthly inspection and/or overhaul
• cargo winches
• strip all mooring rollers
• fresh water tanks
• all running gear, strip blocks and derricks
• cofferdams and void spaces
• forepeak and afterpeak
• remove ventilator cowls and grease the coaming test dampers flaps and locking screws
• hold equipment such as spar ceiling, limberboards, double bottoms, manholes, wells bilge’s strum
boxes
yearly
• derust and repaint derricks
• end for end lifeboat falls
• watertight seals on hatchways
• loosen spare anchor securing bolts, lubricate all anchor parts and re-secure
• rotational cleaning and painting of store rooms, alleyways, cabins and mess rooms
• strip the windlass and aft mooring winch
• standing rigging
(c) operational maintenance
to be carried out when necessary
• anchor cable marking
• check mooring ropes and wires before and after use
• all gantlines before being used on stages
• pilot ladder and hoists, gangways, accommodation ladders and associated equipment before and
after use
• check anchor and cables stowed properly
• test fire fighting appliance before entering port
• test manual and emergency steering arrangements before entering coastal waters
• cargo securing arrangemets
• all cargo gears and hatch closing arrangements before and after use
• check hydraulic oil in any system
• fumigate and spray holds as necessary
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CARGO HANDLING GEAR

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

1. After testing
2. At least once every 12 months
A ‘through examination’ means a detailed examination by a competent person, supplemented by stripping
the gear down for inspection if this is judged necessary
CERTIFICATES AND REPORTS
A ‘REGISTER OF SHIP’S LIFTING APPLIANCE AND CARGO HANDLING GEAR’ should be kept on board for
inspection.
This register should contain:
1. The certificates of test together with reports of thorough examination.
2. Items of loose gear such as blocks, schakles, bridles, etc., should be identifiable by
a number stamped on the item and recorded on the certificate.
3. Where a lifting appliance is tested, the SWL and proof load are recorded together
with the identity and status of the ‘competent person’.
4. Details of regular inspections of loose gear by a suitable person should also be
reocrded as well as details of defects found and repairs effected.
CONDEM A WIRE - IN ANY 8 DIAMETER WHEN 10% OF THE WIRES ARE BROKEN
FOR STANDING RIGGING - STEEL WIRE ROPE (6 x 6 WPS)
FOR RUNNING RIGGING - FLEXIBLE STEEL WIRE ROPE (6 x 12/18/24 WPS)
EXTRA FLEXIBLE STEEL WIRE ROPE (6 x 36 WPS)
{EXTRA FLEXIBLE STEEL WIRE ROPE HAS A FIBRE CORE FOR LUBRICATION AND FLEXIBILITY}
[WPS - WIRES PER STRANDS]
BREAKING STRESS (BS) = 20 D2/500 SWL = BS/6

UNION PURCHASE SWL = 1/3 SWL OF SINGLE DERRICK
SAFE ANGLE BETWEEN RUNNERS = 90 (120 OCCASIONAL LIFTING)
RIGGING PLANS
1. Position and size of deck eye plates
2. Position of inboard and outboard booms
3. Maximum head room (i.e. permissible height of cargo hook above hatch coaming)
4. Maximum angle between runners
5. Position, size and SWL of blocks
6. Length size and SWL of runners, topping lifts, guys and preventers
7. SWL of shackles
8. Position of derricks producing maximum forces
9. Optimum position for guys and preventers to resist such maximum forces
10. Combined diagram showing forces for a load of 1 tonne or the SWL
11. Guidance on the maintenance of the derrick rig.
OVERHAULING THE DERRICK HEEL GOOSE NECK

If possible this operation should be carried out when the vessel is at anchor.
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Before starting the job a temporary secure crutch for the derrick heel should be made so that the derrick is
not left suspended on the lifting tackle.
1. Securely lash the derrick head in its crutch
2. Remove and overhaul the derrick heel block
3. Secure a purchase of appropriate SWL to a suitable position on the mast or Samson post and the
derrick. A direct lift can often be obtained over the derrick heel by unshipping the derrick topping
lift block and securing the purchase by a strap to the heel of the derrick
4. Lubricate and remove the vertical and horizontal pivot bolt nuts
5. Heave tight on the lifting purchase and take the weight of the derrick.
6. Lubricate, free and remove the pivot bolts. (A gentle tapping with the hammer may be necessary to
dislodge the bolts
7. Unship the derrick heel and secure it in the temporary crutch
8. Clean all surfaces thoroughly and check all parts for signs of wear or hair cracks. Particular
attention should be paid to the bolts.
9. Thoroughly lubricate all areas and re-assemble the goose neck are to its operational condition.
PRECAUTION WHEN LOADING A HEAVY LIFT

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

1. Consult rigging plan
2. Or manufactures instruction
3. Rig derrick accordingly
4. Bring in a surveyor.
LATERAL DRAG (LOADING A HEAVY LIFT ON TO A TRUCK)

SIMULTANEOUSLY COME BACK ON THE TOPPING LIFTS AND LIFTING PURCHASE TO KEEP THE PLUMBLINE
INTACT.
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DRY DOCKING
CHIEF OFFICER DUTIES
1. All hatches and beams stowed (to give continuity of strength)
2. Derrick and cranes down (to counteract roll)
3. Eliminate free surface
4. Adequate stability check (adequate GM to counteract the rise in ‘G’ due to ‘P’ force)
5. Consultation of draft and trim (on advice of the drydock manager)
6. Sound round all tanks
7. Security lock-up spaces
8. Lock-up toilets
9. Rig fenders
10. Dry-dock plan and shell expansion plans for shore positions
11. Obtain facilities:- water, power, bonding, access and garbage disposal
12. Sound round on the blocks
13. Prepare a repair list (to allow cost/time estimates. Allows officer to monitor and protect owners
interest
****DRYDOCK PLAN:- shows underwater appendages, hog, echo sounders, bilge keels, stabilisers and
condensers.
****SHELL EXPANSION PLANS:- shows positions, frame numbers from aft and keel upward, remove
shores/keel blocks in way of damaged areas.
REPAIR AND DRY-DOCK LISTS
(a) standard items
1. Hull cleaning, surface preparation, painting
2. Inspection and overhaul of anchors and cables, including ranging and marking
3. Inspection cleaning and painting of cable lockers
4. Pugs to be taken from all bottom and peak tanks (the plugs to be labelled and retained by the
chiefofficer and replaced before the dock is flooded)
5. All sea valves and sea chests to be inspected overhauled and painted
6. Inspection and overhaul and load test of all lifting appliances
7. All tanks holds compartments and their closing appliance to be inspected and overhauled
8. Inspection overhaul and load test of all lifting appliances
9. All anodes to be inspected the location and weight or size to be ascertained
10. Survey of ship’s bottom (known as sighting the bottom) to be conducted.
(b) repair items
1. Renewal of piping
2. Cargo-handling equipment
3. Hatch-closing arrangements
4. Bulkhead leaks
5. Hull structure damage
6. Replacement of ships side rails
7. Instrumentation and control equipment refurbishing
8. Electric cables
9. Heavy weather damage
10. Overhaul of fire fighting and life saving appliance
(c) modification items

1. Fire fighting systems such as foam or carbon dioxide
2. Fire detection system
3. New piping and structural arrangements (e.g. Segregated ballast system)
4. Inert gas systems
5. Life-saving appliances arrangements
6. Conversions or restructuring in order to comply with any new mandatory equipment requirements
LOG BOOK ENTRIES

entering
1. Time stern clears gates (gates closed)
2. Pumping commenced
3. Lines ashore forward and aft
4. Time of touching the blocks
5. Time all SEWN on blocks
6. Time gangway walkable
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7. Vessel certified gas free
8. Dock draining completed
9. Note details of special shores/blocks
10. Utilities connected
coming out
1. Time flooding commenced (to be after the time of signing the “Authority to Flood” certificate)
DRY-DOCK PERIOD :- NORMALLY DOCKED EVERY 2 YEARS
DOCKING WITH CARGO ON BOARD :- CARGO PLAN REQUIRED, ADDITIONAL SHORES/BLOCKS PLACED
UNDER UNSUPPORTED CARGO HOLDS
INSPECTING THE FOREPEAK TANKS ON NEW BUILDING OR BEFORE LEAVING THE DRY DOCK
‘Dangerous Space’ procedures should be observed
1. Check that no rungs are missing from any ladders
2. As many welds as possible should be checked
3. Inspect any protective coating and ensure that areas which are difficult to reach have been
adequately covered
4. If sacrificial anodes have been fitted check the position of anodes agree with the plans and that the
anodes are secure
5. Ensure that the sounding pipe is correctly located and that the striker plate has been fitted (have a
sounding rod lowered through the pipe and view it touches the striker plate)
6. Check that the drain is correctly located and in the position indicated on the plan
7. Check that the air pipes and filling pipes have been fitted with appropriate plugs
8. Make sure that all loose equipment and shipyard rubbish has been removed
9. The pumping arrangement should be given a thorough inspection
10. The chief officer should be present with the surveyor at the ‘Tank Test’. (extension pieces are fitted to
the filling pipes and the tank slowly filled until a head of 8 feet or 2.45 m above the top of the tank is
obtained. Bulkheads cofferdams watertight seals on the manhole covers and all areas adjacent to the
forepeak should be checked for leaks. The water in the tank then should be dropped to the operational
level.)
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DANGEROUS GOODS
No dangerous good shall be loaded unless the shipper has provided a dangerous good declaration.
The declarations must give
1) the correct technical name of the goods
2) the identity of the goods
3) the UN number if applicable
4) the class in which the goods belong
In addition the shipper must supply the following written information where appropriate:
1) the number and type of packages
2) the gross weight of the consignment
3) the net weight of the explosive content of class 1 goods
4) the flash point if 61 C or below.
If goods are packed into a container or vehicle the vessel must be given a packing certificate for the
container or vehicle.
A stowage plan must be made which gives information noted above and also the location of where the
goods are stowed.
CLASSES OF IMDG
CLASS 1 Explosives
CLASS 2 Gases compressed, liquefied or dissolved under pressure
2.1 Flammable gases
2.2 Non flammable gases, being compresses, liquefied or dissolved but neither
flammable nor poisonous
2.3 Poisonous gases
CLASS 3 Flammable liquids
3.1 Low flash point
3.2 Intermediate flash point
3.3 High flash point
CLASS 4.1 Flammable solids
CLASS 4.2 Substances liable to spontaneous combustion
CLASS 4.3 Substances which in contact with water emit flammable gases
CLASS 5.1 Oxidising substances
CLASS 5.2 Organic peroxides
CLASS 6.1 Poisonous (toxic) substances
CLASS 6.2 Infectious substances
CLASS 7 Radioactive substances
CLASS 8 Corrosives
CLASS 9 Miscellaneous dangerous substances which presto a danger not covered by other
classes
Goods must be packed in accordance with the IMDG code.
MARKING
The following requirement shall be complied with
1. The package must be clearly marked with the correct technical name of the goods and an
indication must be given as to the dangers which could arise during the transportation of the goods
2. The markings must comply with the IMDG code
3. If the outer material of the package will survive three months immersion the marking must be
durable
4. If the outer material will not survive three months any inner receptacles which will survive three
months must be durably marked
5. If the goods are carried in a container or similar unit, then that unit must have distinctive labels on
the exterior which comply with the IMDG code class label system
CARRIAGE OF DANGEROUS GOODS ON BOARD A PASSENGER VESSEL

No explosive can be transported on a ship carrying more than 12 passengers except:
1. Safety explosives
2. Any explosive the net weight of which is 10 kg or under
3. Distress signals up to a total weight of 1000 kg
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4. Fireworks which are unlikely to explode violently.
No dangerous goods should be allowed on board any vessel carrying more than 25 passengers
IMDG CODE
The International Maritime Dangerous Goods Code is published by the IMO in five volumes. The code lays
down certain basic principles concerning the transportation of dangerous goods
EMERGENCY PROCEDURES FOR SHIP CARRYING DANGEROUS GOODS

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

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

2. Plot rendezvous position and possible search pattern
3. Stand by communication officer and establish communication
4. Pass own position and details with relevant search and rescue operation update to RCC
5. Prepare rescue boat and emergency crew
6. Obtain current weather situation
7. Highlight navigational dangers to own ship
8. Maintain own ship at operational status
9. Navigate on manual steering
10. Obtain update on target information
11. Note activities in log book
12. Maintain internal and external communication
13. Brief operational personnel’s. (OOW, boat coxswain)
14. Rig ‘Guest Wrap’
15. Plot position and prevailing currents estimate drift
16. Post look-outs high as area is entered
17. Provide information to engine room advice on standby manoeuvring speed
18. Radar operational at various ranges, long range scanning and plotting on going
19. Advise owners agents and reschedule ETA
20. Update RCC/MRCC
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ANCHOR PLAN
1. Position of anchoring defined
2. Depth of water and amount of cable
3. State of tide HW/LW, rise of tide
4. Type of holding ground
5. Prevailing weather and shelter
6. Underwater obstructions
7. Rate of current
8. Swinging room from surface objects
9. Length of time vessel intend to stay
10. Ships draft and UKC
11. Use of 1 or 2 anchors
12. Proximity of other shipping
13. Local hazards outfalls etc.
14. Current weather and expected
15. Position fixing method
16. Distance from shore by launch
17. Types of anchors and holding power
18. Wind direction
19. Speed of approach
20. Night or day signals
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MANAGEMENT OF OWN VESSEL IN HEAVY WEATHER

1. Verify vessels position and consider re routeing
2. Update weather report and plot storm movement
3. STABILITY:- avoid slack tanks and eliminate free surface
4. Rig life lines Fwd and Aft
5. Warn all departments of heavy weather
6. Close up deck vents, remove cowls
7. Check cargo lashing:- heavy lifts, deck cargo, hazardous cargo
8. Check deck securing, anchors, life-boats, water-tight doors
9. Secure all derricks and cranes
10. Batten down all dead lights (steering flat)
11. Clear all deck of surplus gear
12. Slacken of signal and whistle halyards
13. Remove all awnings
14. Drain swimming pools
15. Establish heavy weather work routine
16. Check securing on accommodation ladder
17. Secure bridge against heavy rolling/pitching
18. Reduce speed in ample time to avoid pounding
19. Organise meal relief’s and watches
20. Update position and pass to shore station (AMVER)
21. Free board deck seal check - hatches and tank lids
22. Reduce manpower on deck work
23. Final checks on LSA gears - bridge rockets etc.
24. Note all preparation in the Log Book
25. Obtain weather predictions and update reports
26. Engage manual steering in ample time
27. Revise ETA if appropriate
28. Adjust ballast tanks to provide optimum trim
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HELICOPTER OPERATIONS
HELICOPTER WORKING (PRECAUTIONS)

1. Do not secure any lines passed down
2. Do not touch the winch man, stretcher hook/wire until earthed
3. Do not fire Rockets or line throwing apparatus in the vicinity of the air craft
4. Do not transmit on radio when engaged in winching operations
5. Do not direct strong light towards the helicopter at night
******(AVOID WASTING TIME AS AVIATION FUEL CAPACITY IS LIMITED)******
HELICOPTER OPERATION (NAVIGATIONAL REQUIREMENT)

1. Alter course towards rendezvous position
2. Prepare deck reception
3. Establish communication with aircraft
4. Display correct navigational sign (RAM)
5. Continually monitor own ships position and other traffic
ENGAGEMENTS
1. Course altered to pilots instruction
2. Maintain maximum manoeuvring speed
3. Clear navigational obstructions and obtain sea room
4. Display wind indicator
5. Engage manual steering
6. Log all activities
HIGH LINE OPERATION

Employed when
1. Exposed rigging
2. Rough seas
3. Numerous persons
1. The aircraft will establish a high hover position clear of all obstruction
2. The weighted heaving line is passed down and trailed towards the surface vessel
3. The hoist wire will be lowered once the deck crew have obtained hold of the heaving line
4. The aircraft will then transverse back to establish visual contact (stbd side air craft - port side
vessel)
5. Air crew man descends and deck crew party should heave in on the high line
6. Aircraft maintains station, air crew men organises double hoist transfer from surface craft
PRECAUTIONS FOR SAFE HELICOPTER OPERATIONS

1. Ensure that all riggings and obstrucitons about the helicopter landing/transfer area are cleared
away
2. Secure and stow away any loose items which may become caught with the down draught from
helicopter rotor blades
3. Check and ensure communication with the deck controlling officer and between the bridge and
helicopter
4. Muster damage control/fire party close enough to the are of operations as to be available in an
emergency
5. See that the static hook handler is properly equipped
6. Display wind sock or smoke signal
7. Observe helicopter operations procedures
8. If operating at night ensure adequate lighting without blinding the helicopter pilot
9. Display proper lights and shapes throughout operations
EMERGENCIES
SUGGESTED ACTION FOLLOWING COLLISION

1. Stop engines and obtain an assessment of the situation. (It may be prudent to maintain a few
revolutions on the engines to avoid the other vessel from total flooding and possible sinking when
the two vessels separate)
2. Sound the emergency signal and carry out a head count (To check complements for casualties)
3. Shut all watertight doors and fire doors
4. Inform the master as soon as possible
5. Communication officer to standby and obtain weather report and position from chart
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6. Inform engine room and all departments
7. Order bilge pumps/ballast pumps to commence pumping if damage is below the waterline
8. Switch on deck lights and not under command (NUC) lights and shapes
9. Muster damage control parties and detail duties
10. Prepare survival crafts and make ready for immediate launch if the situation demands
CHIEF OFFICERS DUTIES FOLLOWING COLLISION

1. CHECK THE WATER TIGHT INTEGRITY OF THE SHIP
2. MACHINERY SPACE WET OR DRY
3. HEAD COUNT (FOR CASUALTIES)
4. INVESTIGATE POLLUTION POSSIBILITY
MASTERS LEGAL OBLIGATION

1. STANDBY TO RENDER ASSISTANCE
2. EXCHANGE INFORMATION WITH MASTER/OFFICER INCHARGE OF THE
OTHER VESSEL (GENERAL PARTICULARS AND PORT OF DEPARTURE
AND DESTINATION)
3. REPORT ACCIDENT TO THE MARINE ACCIDENT INVESTIGATION
BUREAU (MAIB)
4. MAKE AND ENTRY IN THE OFFICIAL LOG BOOK
EXTERNAL COMMUNICATIONS FOLLOWING EMERGENCY

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

Carried out for TWO reasons
1. To prevent loss of the vessel when damaged below the waterline
2. When it is the intention to refloat after watertight integrity is restored
IDEAL choice for BEACHING
1. Operation should be carried out in daylight
2. Gentle slopping beach
3. Free of rock preferably, sheltered with little or no current
4. No surf action
BEACHING PROCEDURE
1. Take on full ballast before beaching (as this will make the operation of refloating easier)
2. Approach bow first (unless damage is aft, then stern first) at about 90 to the tide
3. Consider letting go the weather anchor first (this would tend to prevent the vessel slewing parallel
to the beach)
4. Should the vessel have sustained damage aft then a stern first approach would be desirable. In that
case it should be made in the form of a Mediterranean moor, letting go both anchors which may be
used to heave the vessel off when the time comes
5. Antislew wires should be used in conjunction with the anchor
6. On taking the ground take on more ballast prevent pounding by driving the vessel on
7. Make a complete sound round all tanks together with a complete sound round the vessels hull to
find out depth of water
ANTI POLLUTION MEASURES FOLLOWING EMERGENCY

1. Plug all scuppers
2. Repair damage / leaking areas
3. Pump out/discharge surplus to barges or other vessels
4. Transfer internally to other tanks
5. Organise dispersant chemicals (prior permission to be obtained from local authorities)
6. Organise an antipollution barrier
7. List/trim vessel to bring damage over water line.
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RECOVERY OF A LIFE BOAT IN HEAVY WEATHER

Preparation
1. Secure a wire pendant to an accessible point on the davit arm
2. Care to be taken and ensure that all the materials used are of sufficient strength to
accept the weight of a fully laden boat
3. The boat falls should be retrieved at deck level and the nylon strop schakled to the
linkage of the floating block
Hoisting
1. Lower the falls to the boat
2. Attach the nylon strop to the lifting hook on the fore and aft of the boat
3. Lift the boat off the water and attach the hanging off pendant on top of the nylon strop
on the lifting hook
4. This will transfer the weight off the nylon stop on to the hanging off wire pendant
Transferring of weight
1. This can be only achieved if the hanging off pendant is long enough to reach the
lifting hook when the floating blocks are hard up at the davit head
2. Once this is achieved either cut the strop at the hook or unshackle at the other end
Stowage
1. Continue to walk back on the falls
2. Connect the falls on to the lifting hook
3. Detach the wire pendant at the davit arm and secure boat
4. When lowering the boat next time detach the wire pendant from the lifting hook.
CASTING OFF A BOAT WHEN THE PARENT VESSEL IS MAKING WAY

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

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

1. Inspect all the lifeboat stores and equipment. Overhaul and renew as necessary
2. Inspect the lifeboats pay particular attention to buoyancy material and check that the bottom
boards and thwarts are not cracked. Repaint the ship’s name and port of registry
3. Thoroughly over haul davits, winches and blocks and grease all moving parts. Renew or ‘end for
end’ the falls
4. When the boats are in water run any lifeboat engines both ahead and astern
5. Check that the inflatable liferafts have been serviced within the last 12 months
6. Inspect the survival craft portable radio equipment
7. Over haul the lifebuoys especially the self ignighting lights and check that they are correctly
located
8. Examine the life jackets and check they are correctly distributed
9. Check expiry dates of pyrotechnics
10. Test the emergency lighting system
11. Check fire control plans are posted and still legible
12. Test the fire/smoke detection system
13. Test and try out the fire pump including the emergency fire pump
14. Check fire hoses, nozzles and applicators are in good conditions
15. Test and overhaul the fixed firefighting system
16. Overhaul portable and non portable fire extinguishers
17. Confirm that all remote controls are operable
18. Overhaul any applicable closing arrangement for ventilators, skylits, doors, funnel spaces and
tunnels
19. Overhaul the fireman’s outfit and recharge the compressed air B.A
20. Inspect the pilot ladders, pilot hoists if carried
21. Navigational equipment is also surveyed
***(CARRY OUT CHECKS AS PER THE RECORD OF INSPECTION FORM ON THE BACK OF THE SEQ
CERTIFICATE)***
MARPOL
SPECIAL AREAS FOR DISCHARGE OF OIL
2. Baltic Sea
3. Black Sea
4. Red Sea
5. Persian Gulf
6. Gulf of Aden
7. Antarctic Area
REGULATION 9 (ANNEX I)
CONTROL OF DISCHARGE OF OIL
Any discharge of oil into the sea is prohibited except when the following conditions are satisfied:-
For an oil tanker
1. The tanker is not within a special area
2. The tanker is more than 50 nautical miles from the nearest land
3. The tanker is proceeding en route
4. The instantaneous rate of discharge of oil content does not exceed 30 litres per nautical mile
5. The total quantity of oil discharged into the sea does not exceed for existing tankers 1/15000 of the
total quantity of the particular cargo of which the residue formed a part and for new tankers
1/30000 of the total quantity of the particular cargo of which the residue formed a part
6. The tanker has in operation an oil discharge monitoring and control system and a slop tank
arrangement
From a ship of 400 tons gross tonnage and above other than an oil tanker and from machinery spaces
bilge’s excluding pump-room bilge’s of an oil tanker unless mixed with oil cargo residue
1. The ship is not within a special area
2. The ship is proceeding en route
3. The oil content of the effluent without dilution does not exceed 15 parts per million
4. The ship has in operation a) 400-1000 tons gross tonnage an oil filtering equipment
5. above 1000 tons gross tonnage an oil filtering equipment with arrangements for an alarm system and
for automatically stopping any discharge of oily mixture when the oil content of the effluent
exceeds 15 parts per million
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OIL RECORD BOOK
Every oil tanker of 150 tons gross tonnage and above and every ship of 400 tons gross tonnage and above
other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery Space Operations).
Every oil tanker of 150 tons gross tonnage and above shall be provided with an Oil Record Book Part II
(Cargo/Ballast Operations).
The Oil Record Book shall be completed on each occasion, on a tank to tank basis if appropriate whenever
any of the following operations take place in the ship:
(a) for machinery space operations (all ships)

1. Ballasting or cleaning of oil fuel tanks
2. Discharge of dirty ballast or cleaning water from tanks
3. Disposal of oily residues
4. Discharge overboard or disposal otherwise of bilge water which has accumulated in machinery
space
(b) for cargo/ballast operations (oil tankers)
1. Loading of oil cargo
2. Internal transfer of oil cargo during voyage
3. Unloading of oil cargo
4. Ballasting of cargo tanks and dedicated clean ballast tank
5. Cleaning of cargo tanks including crude oil washing
6. Discharge of ballast except from segregated ballast tank
7. Discharge of water from slop tanks
8. Closing of all applicable valves or similar devices after slop tank discharge operations
9. Closing of valves necessary for isolation of dedicated clean ballast tanks from cargo and stripping
lines after slop tank discharge operations
10. Disposal of residues
CARGO RECORD BOOK

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

2. Baltic Sea
3. Black Sea
4. Red Sea
5. Persian Gulf
6. North Sea
7. Antarctic Area
8. Wider Caribbean
CLASSES OF GARBAGE
1. Plastics
2. Floating dunnage lining and packing material
3. Ground down paper products, rags glass, metal, bottles, crockery, etc.
4. Paper products, rags ,glass, metal bottles, crockery, etc.
5. Food Waste
6. Incinerator Ash
GARBAGE DISPOSAL
OUTSIDE SPECIAL AREAS
No plastics
Floating materials - more than 25 nautical miles
Food, crockery, bottles, rags, meal cans, etc. - more than 12 nautical miles
Food, crockery, etc., comminuted to pass 25 mm screen - more than 3 nautical miles
INSIDE SPECIAL AREA
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Food waste - more than 12 nautical miles
IN WIDER CARIBBEAN REGION Food waste comminuted to pass 25 mm screen - more than 3 nautical miles
MASTERS HANDING OVER DOCUMENTS

1. Certificate of Registry (64 shares, 1st Master signs it)
2. Official Log Book ( RGS, Name of ship, Port of registry, Official Number, Gross Tonnage, Registered
Tonnage, Certificate Number of Master, Owners name and address, Date opened / closed)
3. Safety construction certificate (must have a TYPE TESTED MAGNETIC COMPASS Before issuing this
certificate)(VALIDITY - 5 YEARS)
4. Safety radio telegraphy certificate (VALIDITY - 1 YEAR)
5. Safety equipment certificate ( VALIDITY - 2 YEARS) (Record of Inspection)
6. Load line certificate (VALIDITY - 5 YEARS)
7. De-Rat exempt certificate (VALIDITY - 6 MONTHS)
8. International Oil Pollution and Prevention (VALIDITY - 5YEARS)
9. Manning certificate
10. Register of lifting appliance and cargo gear
11. Tonnage certificate (Panama/Suez)
12. Anchor and cable certificate
13. Certificate of limited liability
14. Ships articles
15. Discharge book if held
16. Ships accounts and money
17. Cargo plan & details (Manifest)(hazardous, heavy lifts, valuables)
18. Sea worthy certificate (Passenger vessels) (VALIDITY - 1YEAR)
19. Crew list and certificate of competency if held
20. Safety Management Certificate
21. Document of Compliance (copy only)
(all in bold required by c/o when handing over in addition, the ships plans, soundings of all tanks, defect
list, particular cautions.)
SOLAS
Capacity of fire pumps (Total required capacity not more than 180 m3/hr)
required capacity divided by minimum no of required fire pumps but in any case not less than 25 m3/hr.
1. Not normally used for pumping oil.
2. If used occasionally have suitable changeover arrangements fitted.

• Capacity not less than 40 % of total required capacity of the fire pumps but in any case not less than
25 m3 / hr.
• Diesel power source of pump started in cold condition of 0° C by hand or by power at least 6 times
• Tank to have sufficient fuel for at least 3 hours and reserve fuel outside main machinery space to allow
the pump to run for additional 15 hours.
(Total suction head and the net positive suction head of the pump to be such that they will provide for
the required capacity and pressure under all conditions of list, trim, roll and pitch likely to be
airlock.
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Fire hydrants:
• Number and position such that at least two jets of water not from the same hydrant can reach any part
of the ship.
Fire hoses:
nos.
 (Length of hose not less than 18 meter if breadth of vessel more than 27 meter then hose length of
Fire nozzles:
CO2 Systems:
• Cargo spaces: Quantity of CO2 available be sufficient to give a minimum volume of gas equal to 30 % of
the gross volume of largest cargo space so protected by the ship.
• Machinery spaces: Quantity of CO2 available be sufficient to give a minimum volume of gas equal to 40
% of the gross volume of space (excluding casing) or 35 % of the gross volume of space (including
casing). For machinery spaces, the fixed piping system shall be such that 85 % of the gas can be
discharged into the space within 2 minutes.
1. One control shall be used to discharge the gas from its storage container.
2. The other to open the valve of the piping which conveys the gas to the protected space.
Fire extinguishers:
• All of approved type and design capacity of portable extinguisher not more than 13.5 liters and not less
than 9 liters.
• Portable foam applicator consists of an air foam nozzle of an inductor type capable of being connected
to the fire main by a fire hose and a portable tank of at least 20 liters.
• One of the portable fire extinguishers intended for use in any space to be stowed outside the entrance.
• Boilerroom:
1. One set of portable foam applicator unit required.
2. At least 2 portable fire extinguisher
3. At least 1 approved foam type extinguisher of capacity 135 liters.
4. A receptacle containing sand or sawdust impregnated with soda.
5. Any fixed fire-extinguishing system – e.g. CO2, foam, water spray.
6. Any fixed extinguishing system.
7. At least 1 set of foam applicator unit.
8. Sufficient number of foam type extinguisher capacity 45 liters plus sufficient number of portable
foam so placed that walking distance between extinguishers not more than 10 meters.
1. Sufficient to fill the greatest space to be protected at a rate of at least 1 meter in depth /
minute.
2. Produce a volume of foam equal to 5 times the volume of the space.
3. Expansion ratio of not less than 5 liters/m2/minute.
Fire mans outfit:

3. Rigid helmet.
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a. SCBA at least 1200 liters capacity or capable of functioning for at least 30 minutes. Normal
breathing rate 40 liters / minute.
b. Fire proof line attached to harness.

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

2. Control station outside and away from cargo area and readily accessible, simple and rapid operation.
3. Rate of foam not less than 0.6 liters/ m2/ minute.
5. Foam supplied through foam monitors and applicators. (1250 liter/min)
7. Capacity of applicator not less than 400 liters/minute and throw not less than 15 meter
Inert gas systems: (cargo tank protection)

• Maitaining O2 content less than 5 % in the IG main.
• System capable of delivering IG to cargo tanks at a rate of at least 125 % of the maximum discharge
rate.
Main steering gear:
Rudderstock shall be
2. Capable of putting rudder over from 35° one side to 35° other side at its deepest draft and maximum
ahead service speed and 35° on either side to 30° on other side in 28 seconds.
2. Capable of putting the rudder 15° one side to 15° the other side in 60 seconds, when vessel at deepest
draft and running ahead at ½ maximum ahead service speed or 7 knots whichever is greater.
Bridge.
Emergency power: (capable of illuminating)

• Passenger ships: not less than 36 hours *
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• Cargo ships: not less than 18 hours *
• * Navigation bridge, navigation lights, navigation equipment, aldis, whistle, accommodation, alleyway,
stairway, machinery space, control stations, radio room, LSA gear, FFA gear, communication.
Tests and drills:

Pilot hoists:
Construction-
3. A ladder consisting of a rigid upper part on which the pilot stands and a flexible lower past of a short
length of pilot ladder which enables a person to board from or disembark a launch.
Ladder section –
4. Flexible lower part must be 8” steps long.
• Every 6 months regular test rigging and inspection which includes a load test of 150 kgs.
Life buoys:
1. Length < 100 min no of life buoys = 8

4. length > 200 min no of life buoys = 14
Requirements:
4. Mass not less than 2.5 kgs ( MOB not less than 4 kgs )
6. Withstand a drop into water from a stowage position to water line in light condition or 30 meter
Life jackets:
Requirements –
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Construction –
Immersion suits:
Requirements –
5. Core temperature does not fall more than 2°C after a period of 6 hours in water of temperature 0° - 2° C
Rescue boats:
3. Capability to maneuver at 6 knots for 4 hours and tow the largest life raft with full compliment at 2
knots.
Requirements –
6. A search light
7. Walkie talkie
Muster and drills:

• Within 24 hours of vessel leaving port if more than 25 % of crew have not participated in a drill in the
previous month
Training manuals:
 Lifeboats launched and manoeuvred in water once every 3 months, during a drill.
 Free fall life boats: if impracticable to launch every 3 months then should be davit lowered every 3
 Rescue boats : launched and manouevred once a month in any case once every 3 months
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Onboard training:
Lifeboat falls:
• Report logged
Passenger vessels engaged in short international voyages


• Life rafts may be substituted for boats but boats capacity should never be less than 37.5 % of the total
compliment

• If free fall life boat, then life rafts on each side for 100 % of compliment and at least one side of ship to
have davit launched rafts.
Vessel less than 85 meter in length
• Life raft on each side for 100 % complement – if life rafts are not readily transferable then additional
life rafts to be provided so that total capacity on each side = 150 % of complement.
3. Serial number
5. Capacity
6. SOLAS
♦ Life rafts : capable of staying afloat for a period of 30 days in all sea conditions
♦ Weak link breaking strain 2.2 ± 0.4 kn.
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♦ HRU automatic release of life raft @ depth of 4 meter.
♦ Life boat engines: capable of running to provide a speed of 6 knots for a period of 24 hours – shall have
a sufficient fuel to last 24 hours.
♦ To be capable of carrying a life raft of 25 person with full compliment and equipment with a speed of 2
knots.
1. Dimensions
2. Capacity
5. Retro reflective tape all round at intervals of 12”


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


6 hand flares
4 rocket parachutes
2 buoyant smoke floats
Hand flares:
Parachute flares:
Smoke float:
SOLAS appendix 3
All ships:
1. Certificate of registry validity: 5 years

2. International loadline certificate validity: 5 years
3. Intact stability --- validity: life long
4. Minimum safe manning certificate ?
5. Certificate for master, officers, and ratings ?
6. International tonnage certificate validity: life long
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7. Deratting or de-ratting exemption certificate validity: 6 months
8. Oil record book to be kept on board for 3 years
9. Cargo ship safety construction certificate 5 years
10. Cargo ship equipment certificate 5 years
11. Cargo ship safety radio certificate 5 years
12. D.O.C. with ----- for ships carrying dangerous cargo 5 year
13. Dangerous goods manifest or stowage plan ?
♦ For passenger ships: including no 1 to no 10 and also
1. Passenger ship safety certificate validity: 1 year
♦ For ships carrying liquid cargo in bulk: including no 1 to 12 and also

3. Certificate of fitness for carriage of dangerous chemicals/liquefied gasses in bulk
validity: 5 years
4. Grain stability booklet for grain carriers(document of authorization for grain carriage)
For oil tankers equal to or more than 100 GRT
Other ships equal to or more than 400 GRT
Under ISM Code:

1. Document of compliance issued for every company complying with the ISM code copy of certificate to
be held on ship
2. Safety management certificate issued for every ship complying with ISM ( also company must comply
= DOC)
MGN
- will provide
1. Advice
2. Guidance
- in order to improve
1. safety of shipping
2. safety of life at sea
3. prevent or minimize pollution
 numbered in sequence from MGN 1
MIN
- info for a more limited audience
e.g. info on training establishments
Or equipment manufacturers
Or which will be of use for a short period of time
 numbered in sequence from MIN 1
 cancellation date typically 12 months
MSN
- mandatory info which must be complied with under UK legislation
- these will relate to SI’s and contain technical detail of such regulations
 numbered in sequence continuing the present numbers but using the initial letters MSN
Three complimentary series
• Safety
• Pollution prevention
• Other info of relevance to shipping and fish industries
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 Salt Water MSN White
 Great Britain MGN Blue
 Inert Gas MIN Green
MIN 37 (M + F)
An investigation into capsize and stability of sailing multi vessels
MIN 38 (M)
Assessment of survival time of damaged Ro-Ro passenger vessels
MIN 39 (M + F)
Ships specific tagging of oil contaminated discharges
Two types of tagging
1. Synthetic DNA
2. Non radio active isotopes
What is tagging – adding an identifying code to oil cargo and fuel
This method was suggested after taking OIL SOURCE IDENTIFICATION Techniques such as hydrocarbon
biomarker finger printing
Inconclusive because of
1. Several ships used to carry the same cargo
2. Ships took bunkers from the same source
MIN 31 (M + F)
Current on 1st September’98
Comprises annual list of MCA notices and includes a subject index.
Shows all MSN’s MIN’s and MGN’s current on 1st September’98
FSA (formal safety assessment)

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

♦ Internal audits
♦ Reports non confirmatives NCR – non conformance report
♦ Corrective action
♦ Log all activities
♦ Have an approved SMS (safety management system)

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Containers:
• Must have safety approved plate on every approved container stating –
1. Maximum operating gross weight
2. Allowable stacking weight
3. Transverse racking test load valve
Marks on a anchor:
1. Makers name or initials
2. Progressive no
3. Weight
4. No of certificate
5. Letters indicating the certifying authority
Anchor certificate:
1. Type of anchor
2. Weight of anchor including crown shackle in kgs
3. Length of shark in mm
4. Length of arm in mm
5. Weight of head of anchor
6. No of test certificate
7. No and date of drop test
♦ Spider band : derrick head

♦ Hounds band : mast head for preventer back stays
RULE OF THE ROAD
PART A : GENERAL
RULE 1 APPLICATION
RULE 2 RESPONSIBILITY
RULE 3 GENERAL DEFINITIONS
PART B : STEERING AND SAILING RULES
SECTION I : CONDUCT OF VESSELS IN ANY CONDITION OF VISIBILITY
RULE 4 APPLICATION
RULE 5 LOOK-OUT
RULE 6 SAFE SPEED
RULE 7 RISK OF COLLISION
RULE 8 ACTION TO AVOID COLLISION
RULE 9 NARROW CHANNELS
RULE 10 TRAFFIC SEPARATION SCHEMES
SECTION II : CONDUCT OF VESSEL IN SIGHT OF ONE ANOTHER
RULE 11 APPLICATION
RULE 12 SAILING VESSELS
RULE 13 OVERTAKING
RULE 14 HEAD-ON SITUATION
RULE 15 CROSSING SITUATION
RULE 16 ACTION BY GIVE-WAY VESSEL

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RULE 17 ACTION BY STAND-ON VESSEL
RULE 18 RESPONSIBILITIES BETWEEN VESSELS
SECTION III : CONDUCT OF VESSELS IN RESTRICTED VISIBILITY
RULE 19 CONDUCT OF VESSELS IN RESTRICTED VISIBILITY
PART C : LIGHTS AND SHAPES
RULE 20 APPLICATION
RULE 21 DEFINITIONS
RULE 22 VISIBILITY OF LIGHTS
RULE 23 POWER-DRIVEN VESSEL UNDERWAY
RULE 24 TOWING AND PUSHING
RULE 25 SAILING VESSEL UNDERWAY AND VESSELS UNDER OARS
RULE 26 FISHING VESSELS
RULE 27 VESSEL NOT UNDER COMMAND OR RESTRICTED IN THEIR ABILITY TO

MANOEUVRE
RULE 28 VESSELS CONSTRAINED BY THEIR DRAUGHT
RULE 29 PILOT VESSEL
RULE 30 ANCHORED VESSELS AND VESSELS AGROUND
RULE 31 SEAPLANES
PART D : SOUNDS AND LIGHT SIGNALS
RULE 32 DEFINITIONS
RULE 33 EQUIPMENT FOR SOUND SIGNALS
RULE 34 MANOEUVRING AND WARNING SIGNALS
RULE 35 SOUND SIGNALS IN RESTRICTED VISIBILITY
RULE 36 SIGNALS TO ATTRACT ATTENTION
RULE 37 DISTRESS SIGNALS
PART E : EXEMPTIONS
RULE 38 EXEMPTIONS
DEFINITIONS:
VESSEL NOT UNDER COMMAND: Means a vessel which through some exceptional circumstance is unable
to manoeuvre as required by these Rules and is therefore unable to keep out of the way of another vessel.
VESSEL RESTRICTED IN HER ABILITY TO MANOEUVRE: Means a vessel which from the nature of her work is
restricted in her ability to manoeuvre as required by these Rules and is therefore unable to keep out of the
way of another vessel.
VESSEL CONSTRAINED BY HER DRAUGHT: Means a power driven vessel which, because of her draught in
relation to the available depth and width of navigable water, is severely restricted in her ability to deviate
from the course she is following.
UNDERWAY: means that a vessel is not at anchor or made fast to the shore or aground.
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EVERY VESSEL SHALL MAINTAIN A PROPER LOOKOUT ALL THE TIME THE VESSEL IS AT SEA EVERY VESSEL
SHALL PROCEED AT A SAFE SPEED ALL THE TIME THE VESSEL IS AT SEA
IN NARROW CHANNELS 4(FOUR) TYPES OF VESSELS ARE NOT TO IMPEDE THE SAFE PASSAGE OF A VESSEL
1 VESSEL < 20 METRES IN LENGTH
2 FISHING VESSEL
3 SAILING VESSEL
4 CROSSING VESSEL
N A TRAFFIC SEPARATION SCHEME 3(THREE) TYPE OF VESSELS ARE NOT TO IMPEDE THE PASSAGE OF ANY
VESSEL
1 FISHING VESSEL
2 SAILING VESSEL
3 VESSEL < 20 METERS IN LENGTH
TYPE OF VESSEL YOU KNOW FOR SURE ARE MAKING WAY OR NOT
1 VESSEL ENGAGED IN FISHING
2 VESSEL NOT UNDER COMMAND
3 DEDICATED VESSELS RESTRICTED IN HER ABILITY TO MANOEUVRE
EXPLANATION OF RULE 8 (f)

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

1 5 OR MORE SHORT AND RAPID BLAST ON THE WHISTLE
2 SUPPLEMENTED BY 5 OR MORE SHORT AND RAPID LIGHT SIGNAL
3 INFORM THE MASTER
4 ENGAGE MANUAL STEERING
5 ENGINES ON STAND-BY
6 CHECK OWN NAVIGATIONAL LIGHTS
(NB: WHEN IN A TSS POINTS 4 AND 5 ARE ALREADY ENGAGED)
Typical I.S.M. policy procedures followed by companies; index
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Chapter DESCRIPTION PAGES

7.0 Emergency Situations 106
7.1 Abandonment 6
7.2 Engine Room Fire 1
7.3 Accommodation Fire 1
7.4 Rescue of Persons overcome by Toxic Gas or Anoxia 1
7.5 Man Overboard 1
7.6 Collision / Grounding / Flooding 3
7.7 Spillage of Liquid Bulk Cargoes 1
7.8 Machinery and Equipment Failures 1
7.9 Helicopter Crash / Emergency Landing 3
7.10 Acute First Aid 2
7.11 Extreme Weather 5
7.12 Deaths on Board, Procedures 3
7.13 Epidemics 2
7.14 Accident Prevention, Dangerous Goods 5
7.15 Rescue Actions in Tanks / Holds 3
7.16 Injury / Illness 3
7.17 Damaged Stability 2
7.18 Hull Damages 5
7.19 Calling at A port of Refuge 3
7.20 Beaching 4
7.21 Call / Stay in Area of Conflict 2
7.22 Detention / Arrest 3
7.23 Stowaway 2
7.24 Criminal Offence 7
7.25 Runaway / Missing Crew Member 3
7.26 Pirates 4
7.27 Intoxicating Agents / Drugs 3
7.28 Search and Rescue Actions 4
7.29 Towing 2
7.30 Requisition of Ship 1
7.31 Log-keeping 2
7.32 General Average and other Inspection 3
7.33 Damage to the Ship and her Equipment 1
7.34 Threat of Sabotage 7
7.35 Hijacking 4
7.36 Local War 3
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7.1 ABANDONMENT
home
A) Decision to abandon the Ship:-
- The current situation;
- How the situation is expected to develop;
- What are the possibilities of influencing the development in a positive manner;
- What are the consequences if one does not manage to influence the development to a
sufficient extent;
- Buoyancy characteristics and damage stability.
The evaluation will be a probability calculation in which all known factors that may influence the
development of the situation are taken into account.
Actions must be concentrated on those aspects upon which it is possible to influence, and which
are of utmost importance for the desired result: Safety of lives.
When the Master makes the decision to evacuate, he must also decide in which manner it shall
be carried out. When the alarm signal or the order to abandon is given, the Master must also
give the necessary orders so that the abandonment may take place in the manner that in his
opinion is the safest in the current situation.
B) Distress Message and Communication
1. External communication:
When it has been decided to abandon the ship a distress situation exists irrespective of how
favourable the conditions may seem. If no earlier notification has been given about the
difficulties encountered, it is necessary to send a distress signal and a distress message;
2. Internal communication:
In situations where it is decided to use more survival craft or where part of the complement
is evacuated in a first stage, it is necessary to distribute all available radio equipment so
that communication may be maintained between all units.
C) Abandonment with own Craft
1. In an acute situation:
In an acute abandonment situation it may only be possible to use the survival craft on one
side of the ship, due to weather conditions or other circumstances. When the signal
preparation for abandonment is given, it must have been decided which craft are to be
used, and orders must be given accordingly. If the situation permits, other survival craft
should be prepared for alternative use.
In an acute situation it may be very difficult to organise search parties for missing persons.
Those who are missing may be deceased, badly injured, fallen over board, or may be
participating in casualty abatement on their own initiative. Try to find out where missing
persons were last seen, possibilities and time available for searching, and the probability
that they may still be alive.
To supplement the survival craft with extra equipment in an acute situation will be difficult.
Clothing, personal life-saving equipment and communication equipment must have priority.
In cases where the evacuation has a character of flight, leadership will be of decisive
importance for a successful result. It is important that the leaders take charge immediately,
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support those who show initiative, activate those who seem paralysed and neutralise those
who show tendency to panic.
2) In a precarious situation:
In situations where it is evident that the ship must be abandoned, but where the
development seems such that some time is available for preparation and extra precautions,
it may be better not to use the lifeboat alarm, but rather to gather the complement and
inform them about the situation and the plans for abandonment that have been made. The
crew may then get an opportunity to prepare mentally for the abandonment. If it is known
that help is underway or is being prepared, this must be emphasized, as it will have a
favourable effect upon the survivors.
Even if the situation is such that abandonment may be achieved by other means, the
preparations for abandonment with own survival craft must be carried out.
Decide if it is suitable to carry out abandonment in several stages. If there is a danger that
the situation suddenly may become worse, a part evacuation may be advantageous.
The survival craft that shall be used should be supplied with the equipment assumed to be
needed. If more crafts are to be used, communication must be agreed and preparations
made so that the crafts may be kept together after launching.
If other means than the ship's survival craft may be used for abandonment, the crew must
be informed and instructed of precautions and guidelines, and necessary preparations must
be made.
If you are in contact with the outside world or with a rescue unit, which is underway, they
must be kept continuously informed about the situation, what precautions have been made,
and what are your intentions should the situation become acute.
If there is a possibility that the ship may remain afloat, it must be decided if any machinery
shall be kept running when the ship is abandoned for the purpose of pumps, light,
emergency transmissions, etc.
3. In an uncertain situation
The situation may be such that abandonment must be prepared, due to uncertainty with
regard to the result of the actions that have been undertaken, or if failures should occur that
may weaken the casualty abatement.
If casualty abatement is in process, it may be a disadvantage to sound the lifeboat alarm, as

this will interrupt all activities. It is better to withdraw some units from these activities to
prepare and secure withdrawal possibilities.
Part abandonment should be considered if the possibility for active casualty abatement is
limited and the situation develops in an unsatisfactory manner. Before the decision of part
abandonment is made, the risks associated with remaining on board must be considered
against the risk of evacuation.
If it is decided to abandon the ship and await further development from the survival craft,
preparations must be made so that re-boarding the vessel is possible, if the risk of sinking
diminishes.
D) Alternative Abandonment Methods
1. Rescue helicopter:
Rescue helicopters are normally stationed at military bases. Private firms can also have
helicopters suitable for rescue actions. The large rescue helicopters have an action radius of
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about 230 N.M., including time for the rescue of 20 persons by hoisting. Service speed of
about 100 knots, maximum reach 600 N.M. Smaller helicopters have an action radius of
about 130 N.M. and have a capacity of 7 survivors by means of rescue hoist. Not all types of
helicopters can be used in rescue service at sea.
Only under especially favourable conditions some types of helicopters may land on the sea.
Very favourable conditions are also required if the helicopter shall land on the vessel, or
come in at an attitude so low that survivors may enter directly. If possible, the crew should
be instructed before arrival of the helicopter and tasks allocated. Communication with the
helicopter should be established on a telephony emergency frequency.
The helicopter cannot operate in the close vicinity of smoke or flames. The helicopter is not
suitable for stand-by or escorting due to limited action radius. It may take some time before
the helicopter is ready to start, up to one hour.
2. Other help:
Naval vessels and coast guard vessels may carry small helicopters. Transfer of personnel
may be accomplished directly from the damaged ship by use of an open, inflatable raft or a
rescue buoy, which may be hauled between the damaged ship and a rescue craft, or by a
man-over-board boat.
3. Rescue station:
Established along the coast, mostly used for rescue from stranded vessel. A cutter or a
smaller boat may be used to leeward of the wreck, a hawser and a rescue buoy may be
rigged, or possibly an inflatable raft or a rubber dinghy may be hauled between the wreck
and the shore.
D) Precautions after Abandonment
If more crafts are used for abandonment, they should be kept together with a painter. If any
of the complements are missing, lookout should be maintained from as many places as
possible. Equipment for rescue should be made ready.
An emergency radio beacon should be kept in continuous operation. Emergency signal and
emergency message should be sent regularly on emergency frequencies until answer is
obtained.
Use of emergency signaling equipment should be considered in relation to visibility, distance

to shore, the vicinity of ship routes, if assistance is underway or a search action is in
process.
EVACUATION
Immediate Pending After abandonment

SEND DISTRESS SIGNAL SEND DISTRESS SIGNAL ACTIVATE RADIO BEACON
PREPARE ABANDONMENT PREPARE ABANDONMENT
SELECT SURVIVAL CRAFT SEARCH FOR MISSING
PERSONS IF WRECK AFLOAT
EMBARK STRETCHER CASE MARK WRECK
SEARCH FOR MISSING ALERT VESSELS KEEP CLOSE TO WRECK
PERSONS IN VICINITY
NOTIFY COMPANY
ALERT VESSELS IN VICINITY IF MANOEUVRE SHIP TO
WRECK SINKING FACILITATE ABANDONMENT
COLLECT/DISTRIBUTE KEEP CLEAR / CONSIDER KEEP POSITION ON SHIP'S
. RADIO EQUIPMENT - USING OIL BAG ROUTE
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. SURVIVAL SUITS - - AWAITING IMPROVED
. MEDICAL EQUIPMENT CONDITIONS / ASSISTANCE
. SEASICKNESS MEDICATION - - POSSIBILITIES FOR RE-
ABANDONMENT
PARTIAL ABANDONMENT
7.2 ENGINE ROOM FIRE
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7.2.1 The following should be taken into account:-
1. The extent and location of fire when first reported;
2. The time elapsed between first report and first major fire-fighting operation is
launched;
3. Accessibility to fire-fighting operation;
4. Decide early whether an attempt should be made to tackle the fire locally or use the
total flooding system;
5. In an unmanned engine room duty engineer attending the alarm shall not attempt to
fight fire single handed. He shall report location and extent to bridge and emergency head
quarters and awaits assistance from a safe location;
6. The chief engineer shall take overall charge of the operations and shall keep Master
and chief officer informed;
7. The decision whether to reset to CO2 flooding needs to be taken in fairly early stages
of fire. In any case, chief officer shall in addition to boundary cooling shall keep men ready
to prepare engine room for CO2 flooding.
Reporting procedure ref. Ch. 6.

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7.3 ACCOMMODATION FIRE
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7.3.1 Following should be taken into account: -
1. Fire needs to be tackled at considerably speed;
2. With close circuit ventilation/cutting off of ventilation must be done immediately on

hearing alarm. Power circuits also should be isolated;
3. Use of SCBA, knowledge of layout and the need to operate "blind" should be kept in
mind without panic.
4. Water spray should be used to cover large areas;
5. Cooling of areas from outside and from above and below decks be undertaken;
6. Fire-fighting operation shall be undertaken in pairs;
7. Control ventilation to allow the smoke out of area.
7.4 RESCUE OF PERSONS OVERCOME BY TOXIC GAS OR ANOXIA
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7.4.1 Methods of planning for such rescue is well documented in code of safe working practices.
The following notes should be brought to the attention of the crew.
1. The atmosphere of any enclosed or confined space may put at risk the health or life of any
person entering it without proper precaution. The space may be either deficient in oxygen
and/or contain flammable or toxic fumes, gases or vapours.
2. It is therefore necessary to identify such spaces on general arrangement plan and to

instruct all members of the crew. Entry into such a space should be prohibited and
no person should even attempt an entry unless all precautions given in the code of
safe practice are followed and express permission of the Master is obtained.
3. Crewmembers should also be advised that spaces other than those identified might
also contain toxic gases and/or insufficiency of oxygen. Spaces normally kept closed
for long periods or located adjacent to identified spaces should be suspect. Entry
into such spaces shall only be attempted after the compartment is tested.

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7.5 MAN OVERBOARD
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1. It is necessary to ensure that crewmembers are not sent on exposed decks in rough
weather without proper precaution. Use of lifelines, harness and life jackets are very
essential precautions.
2. Which action to be taken after a man is lost overboard will depend on weather, area,
etc., but essential action is to throw MOB overboard life buoy to mark the area must
be taken urgently.
3. If lifeboats/rescue boats are to be lowered, detailed planning must be undertaken so

that bridge and the boat in charge understand each other clearly.
4. In order to increase the capability of the crew to launch a survival craft at sea when a
vessel has slight way on her, it is necessary to carry out such drills in port where tidal
current is experienced. The exercise should be well planned taking into account the
following:-
A. Readiness of engine and starting same before being water borne;
B. Keeping painter tight;
C. Unhooking falls, advantage of lower block being secured with gentleness so that on
unhooking it can be hove up to avoid injuries;
D. Boat crew wearing life jackets and helmets;
E. Use of engines to relieve strain on falls;
F. Use of rudder to get away from the shipside.

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7.6 COLLISIONS / GROUNDING / FLOODING
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7.6.1 GENERAL
1. Alert emergency response and support team;
2. Emergency response teams to ascertain damage and report condition of each

compartment to EMHQ;
3. Support squad to clear survival craft for swinging out. They shall swing them out or
lower them to embarkation deck after receiving orders from Master only;
4. Radio officer to keep ready the messages for onward transmission to coast radio
station/owners/agents in that order. Messages to coast radio station to be
prefixed with "XXX" or SOS as directed by Master satellite communication/VHF;
5. EMHQ to keep log of all events;
6. Where damage is extensive and survival of the ship doubtful, survival crafts must be
brought to the embarkation deck, non essential crew allowed to board and weather
permitting the survival crafts be lowered;
7. Details of damage, disposition of all tanks, holds, etc. present weather and forecast
should be conveyed to owners and designated competent authority if appointed to
ascertain survival capability;
8. Any changes in this disposition shall be undertaken only after taking into account
stability, stresses and strain. While this is being worked, the ship should be stabilised as
much as possible in relation to weather and seas.
7.6.2 COLLISION
1. In a collision two or more vessels and their crews are involved. Primary concern is,
therefore, to save the crew of both the vessels. The severity of a collision can be
quite catastrophic and the crew should be fully aware of the actions to be taken;
2. Oil spills in collisions is of second importance. However, when flammable cargoes

are carried risk of fire increases with oil spill. Once both the ships are stabilised
attention must be given to pollution;
3. The following considerations shall be consistent with saving of both the ships and
crews and prevention of pollution:
A) Exchange information on identities and ascertain damage;
B) Notify coastal authorities and update information as soon as it becomes available;
C) Keep survival crafts ready;
D) Determine if tanks have been damaged and whether damage is below or above
waterline. Also determine if either vessel has spilled oil.
E) If the two vessels are interlocked the consequences of separating the two may
be considered by both vessel. In particular, account should be taken that such
separation may:-
1. Cause ignition,
2. Reduce buoyancy and lead to loss of stability, as a direct consequence of
sudden flooding or large change in list and trim,
3. Cause a larger spill,
4. Endanger other traffic in area, and
5. Complicate maneuvering.
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F. In case of damage to tanks causing oil spill, the following may be considered:-
1. Bring the vessel upwind of the slick,

2. Shut down non-essential air in tanks,
3. Isolate penetrated tanks and
4. Prepare for lightening or towage depending on the extent of the damage.
7.6.3 GROUNDING
Prior to taking any actions to refloat the vessel, the following aspects should be
considered:-
A) Advantage versus risk in immediate refloating attempt;
B) Is the vessel likely to refloat herself, if so; would that be advantageous? Would the
vessel then drift to a more perilous position?
C) Potential aspects of sea condition;
D) Potential for increasing pollution;
E) Condition of ship - stress/torsion;
F) Tide range, current fluctuation;
G) Present and forecasted weather conditions, and
H) Bottom characteristics.
7.6.4 FLOODING
1. The Emergency Squad shall, after reporting damage, assess damage control
possibilities and material and manpower requirements. Chief officer must discuss
damage control plan with Master/chief engineer.
2. If the damage not is controllable, ensure that further deterioration does not take
place.
3. Keep watch on adjacent compartments and inform EMHQ if any change is observed.
7.6.5 SALVAGE
For salvage, lightering and or towing option relevant chapters in the Oil Pollution
Contingency Plan should be followed.
7.6.6 REPORTING
Ref. Ch. 6.
7.7 SPILLAGE OF LIQUID BULK CARGOES
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The attention of Master and crew is drawn to the Spill Emergency and Response Plan
issued separately.
7.8 MACHINERY AND EQUIPMENT FAILURES

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7.8.1 Failures of vital machinery like main engines, steering gear, main engine control on the
bridge, telegraph compasses are not uncommon and can cause navigational emergencies.
Simple procedures, if planned and made known to all, reduce the panic and likely
accidents. In planning the following should be considered:-
1. In order to indicate navigational emergencies a common signal on the intercom

system could be given. This would alert The Master/chief engineer wherever they
are, e.g. spoken word "security" three times.
2. In all such emergencies, stopping of engines/reduction of speed should be ordered

and in case of telegraph failure, orders should be passed by telephone/voice pipe.
3. If the ship is in traffic, a navigational warning on VHF telephone should be made with the
prefix "security" three times followed by the ships name and nature of emergency. Display
of NUC should also be resorted to.
4. Master should by then take control and advice.
5. All navigating officers must be competent to switch over to emergency steering gear.
6. Reporting ref. Ch. 6.
7.9 HELICOPTER CRASH / EMERGENCY LANDING
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Today helicopters are an integral part of the transport systems serving commercial shipping and
have found their place in a variety of roles, such as for instance, embarkation of pilot or other
persons, transportation of sick or injured seafarers or supplies, mail and spare parts, etc.
All helicopter transport contains an inherent element of risk, which entails that, a ship
availing herself of such services will open herself to an external hazard or may possibly be
involved in a rescue operation.
Three (3) particular situations can be distinguished in this connection:-
- Helicopter crash on board the vessel

- Helicopter crash close by the vessel
- Emergency landing nearby the vessel
When a helicopter is expected to come to a ship, a number of preparatory measures should be

implemented prior to or in connection with the arrival.
7.9.1 EQUIPMENT FOR FIRE-FIGHTING AND RESCUE
- Foam or water monitors to be prepared for use;

- Fire hoses to be rolled out and pressurised ready for use;
- Fireman's equipment to be checked and ready for use;
- A rescue craft ("Man-over-board boat") is prepared for launching and its crew put
on stand-by;
- The lifeboat on the leeward side to be prepared for launching;
- Derricks or cranes outside of the hoist/landing area to be prepared for possible use;
- In case of a helicopter crash or emergency landing close by the ship, a mantel wire
may be used to keep the helicopter afloat after being towed alongside by the rescue boat or
motor lifeboat.
7.9.2 HELICOPTER CRASH ON BOARD THE VESSEL
If a helicopter crashes on the vessel, the following measures must be taken immediately:-
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A) A rescue operation to ensure the safety of the people remaining in the helicopter.
Action should be executed from the windward side of the helicopter;
B) Take precautions to prevent the ignition of fuel that may possibly be spilt.
C) In case of fire, a massive attack on it should be implemented from the windward side;
D) Direct all rescue teams into their correct position for execution of a rescue action;
E) Arrange security and cover for the rescue team;
F) Establish security in the area around the wreck of the helicopter;
G) Make sure that any injured persons are brought to safety and given the required
treatment;
H) Keep Master informed about the development.
7.9.4 HELICOPTER CRASH IN THE VICINITY OF THE SHIP
If a helicopter crash is discovered from the bridge, the officer of the watch shall immediately
sound the alarm and inform Master about the occurrence.
The following actions must be taken:

1) Rescue boat to be manned and stand-by;
2) Confer with Master on the action plan;
3) Launch the rescue boat;
4) Direct the vessel towards the wreck and commence the rescue operation keeping
foam/water monitors and fire hoses ready for sprinkling and for creating a cover for
the rescue team and for any persons in the sea in case of fire or leakage of fuel from
the helicopter wreck;
5) Man and launch the lifeboat in order to assist in the rescue;
6) Prepare derricks and mantle wire for use in order to keep the helicopter afloat, if
needed;
7) Survivors should be brought on board the vessel as soon as possible for treatment of
injuries, shock, etc.
7.9.5 PLANNED HELICOPTER EMERGENCY LANDING IN THE VICINITY OF THE SHIP
If information is received on the ship that a helicopter under way to the ship is in trouble and
wants to make an emergency landing in the vicinity of the vessel, the following actions should be
taken:-
A) Make contact with the helicopter pilot as early as possible in order to inform him of
the conditions in the area, weather, wind, visibility, etc.;
B) Establish the intended actions of the pilot, whether a successful emergency landing is
expected as well as the helicopter's capacity for keeping afloat;
C) Ascertain the number of persons on board the helicopter;
D) Inform the pilot of the helicopter about the measures taken on board in order to assist
him with emergency landing;
E) Reduce the speed of the vessel when the helicopter approaches;
F) If deemed prudent, the rescue boat and the lifeboat should be launched before the
emergency landing takes place;
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G) Floating throwing lines to be ready both in the rescue boat and the lifeboat;
H) If possible, the mantel wire is lowered to the water and a lanyard is attached to this
and to either one of the boats in order to pull it over to the helicopter.
Make sure that there is a shackle in the mantel wire.
I) Prepare the ship for receiving injured and other survivors. Be aware of possible
shock and hypothermia if the persons from the helicopter have had to spend
some time in the water.
7.10 ACUTE FIRST AID
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In the case of injuries on board, e.g.:

- Drowning
- Electrical shock
- Poisoning due to gas
- Suffocation
It is necessary to immediately give first aid without loss of valuable time. The treatment should
start as soon as the injured person has been brought to safety. Each second counts! Do not waste time on
transportation to sickbay, start first aid on the spot.
Immediate action must be taken in case of:-

- Unconsciousness
- Loss of respiration
- Loss of heart beat
A) Make sure the windpipe is open;
- Lay the injured down on a solid surface

- Put one hand under the neck
- And the other on the brow
- Bend the head for backwards
- Clean the oral cavity, remove possible dentures
- Lay the injured in a stable side position when he is breathing.
Stable side position:
1. Push the nearest foot up against the seat, so that the knee forms an acute angle;
2. Push the nearest hand in under the seat;
3. Draw the other hand against you, so that the injured rolls over on the side. Steady upwith a
hand on the knee;
4. Bend the hand backwards and leave the head low, with one hand as support under the
skin. Draw the other hand a little away from the back.
B) Start artificial respiration
If the injured does not breathe, blow two times strongly according to the mouth to mouth method
(MTM). Feel the pulse on the throat. If the pulse can be felt, continue blowing at a rate of 12
blows a minute.
C) Regain the heart beat
If you witness a sick person collapsing due to heart failure, give him a hard blow by the fist in the
breastbone above the heart. The impulse may be sufficient to start the heart functioning.
Immediately start heart compression if the heart function is not recovered.
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D) Heart compression
If a sick person is found and his pulse cannot be felt:
- Start external heart compression 90/min;

- Depress breast bone 4-5 cm. The pressure should be executed with straight arms and
increasing force. The movement must be rhythmic and forceful. The patient must lie on a
hard surface.
E) Heart compression and artificial respiration (Mouth to Mouth) must be carried out
simultaneously.
- Two air blows and 15 heart compressions.
It is too late to learn procedures when the accident has happened. First aid for revival should be
included in the training program and practiced by everybody on board.
Many persons have been saved due to correct action taken according to the methods, which
have been described here. Possibilities for saving lives given by modern revival methods are by
far sufficiently utilised. The survival percentage could increase considerably if everybody on
board can master the technique for the mouth to mouth method and heart compression.
7.11 EXTREME WEATHER
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7.11.1 GENERAL
In extreme weather it is of primary importance to reduce the strain on the ship.

Consideration with regard to the cargo is secondary, the voyage route and comfort may
be totally disregarded.
It is Master who, on the basis of his knowledge of ship characteristics and the forces of the
environment of the ship, must decide which actions must be taken. The characteristics of the
ship will depend on type, loading condition, stability, propulsion power and draft. External
conditions are characterised by high wind force, heavy and irregular seas, breaking waves.
Other conditions may be distance to shore, sea area, visibility, traffic.
7.11.2 PRECAUTIONS
A) By rapidly falling barometer reading, threatening sky formations and other signs of
abnormal meteorological conditions;
1. Review latest weather report and synopsis, and compare with actual conditions;
2. If the actual conditions depart greatly from weather reports, determine the
direction of the low-pressure area on the basis of wind direction and consider
if rules for cyclone navigation should be followed;
3. Make attempts to contact other ships or shore radio stations in the vicinity to
obtain weather report;
4. Establish radio watch to receive possible security messages.
B) If there is a suspicion of, or imminent risk of heavy weather, safety actions should
be initiated.
7.11.3 SAFETY ACTIONS
Inspection and securing of the ship's seaworthiness should be organised in each department
as follows:-
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A) On Deck
1. Inspection and battening down of;
- Hatch covers
- Doors, ports
- Manhole covers
- Entrances
- Chain pipes
- Air pipes
- Swan necks
2. Inspection and possible strengthening of lashings on
- Deck cargo
- Equipment stowed on deck
- Gangway
- Rafts
- Lifeboats
- Cranes, booms or other running rig
3. Rigging of safety line where required for traffic across open deck.
If required, the vessel should run with the weather while the safety actions are completed.
B) Under deck
1. The following should be carried out:-
- Porthole blinds should be closed on the lower decks

- All watertight doors should be closed and secured
- Hatches and shafts should be closed and secured
- Pipe tunnel should be closed
2. Inspection / securing of: -
- Equipment in store rooms

- Equipment in work rooms
C) Tanks
1. Slack ballast tanks should be filled up

2. Take in extra ballast to ensure stability and sufficient draft.
D) Casualty Equipment
1. Make ready mobile hailing equipment in case smaller compartments are flooded.
2. Make ready material for leak tightening and securing in case doors/portholes are
damaged.
3. Prepare for use of oil bag
All safety measures shall be noted in the logbook.
7.11.4 MANOEUVRING
A)Go against the weather (slow speed)
Advantages:
- Small departure from the original position
- Rolling is reduced
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Disadvantages:
- Great longitudinal strain on hull
- Racing of the main engine
- Danger of heavy weather damages on deck
- Danger of bottom damages
If it is necessary due to the waters or other circumstances to go against the weather, propulsion
power only sufficient to maintain the course should be used. The ship should have a course
with the wind and sea 15* - 20* on the bow.
B) Go with the Weather (slow ahead)
Advantages:
- Reduced danger of bottom damages
- Less danger of heavy weather damages on deck
- Less loading on the machinery
Disadvantages:
- Risk of waves breaking over the stern
- Risk of surfing, broaching and loss of steering
- Risk of hull torsion
When going with the weather the speed should be adjusted so that surfing / broaching is
avoided, and that the sea breaks behind the stern. Oil bags may be used.
C) Drifting
Advantages:
- Least strain on hull
- Less risk of heavy weather damage on deck
- No strain on the main engine
Disadvantages:
- Heavy rolling
- Much water on deck
- Risk of damage to cargo
- Shifting of cargo
If the ship is heavily loaded and has a high metacentric height, the rolling may be violent with
much water on deck. This may be avoided by going slowly astern, in order to keep the stern up
against the wind and thus reduce rolling. Oil bags may be used to advantage.
D) Turning around
1. If, when going with the weather, it is necessary for one reason or other to turn against the
wind, the change in course must be carried out very carefully. The speed must be
reduced as much as possible and the manoeuvre should be started at the end of a wave
train so that the last part of the turn is carried out under the calmest possible condition.
The first part of the course change should be carried out with the rudder hard over and
propulsion power should be adjusted so as to provide maximum turning without
significant speed increase. The last part of the turn should be carried out with full engine
power in order to meet the wave crest as head on as possible.
2. If, while lying on the weather, one chooses to turn around, the turn should be
started at the end of a wave train so that the ship will be broadside in the calmest period.
The last part of the turn is carried out with hard rudder and full engine power.
After having come around, the speed should be adjusted to the sea conditions.
7.11.5 ALERTING
A) Security Message
If heavy weather conditions are experienced which have not been forecasted (wind force
10 or more), ships in the vicinity and the nearest coast station should be notified. See
directions for alerting of danger.
B) Urgency message
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If the ship meets extreme weather, but is not in imminent danger with immediate need of
assistance, but in a situation where the outcome is uncertain, an urgency message should be
sent.
C) The Company
When operating under extreme weather conditions, the company should be informed regularly
about the situation and the outlook.
D) Heavy Weather Damage
Ref. Ch. 6.
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7.12 DEATHS ON BOARD, PROCEDURES
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7.12.1 DEATHS CAUSED BY CRIMINAL OFFENCE
In cases where a criminal offence is suspected as cause for a death on board the requirements
of the Merchant Shipping Act, and the local regulations, if any, must be complied with.
7.12.2 DEATH CERTIFICATE
If death occurs when the vessel is in port, a death certificate must be issued by a doctor.
If the death occurs at sea a doctor must be summoned in the first port and a death certificate
requested on the basis of logbook notes, copies of telegraphic correspondence, statements
from witnesses and examining the corpse. Health authorities(the Port Medical Officer), the
ship's agent or the national consular office will be of assistance in this connection.
7.12.3 TAKING CARE OF THE DECEASED
Only as an exception should a burial at sea take place, and only after consultations with the
company. The body should be kept cold, possibly in a refrigerated space until arrival in port, in
order that the relatives may be consulted regarding funeral services, burial or cremation and
have the opportunity to be present at the ceremony. Special care should be exercised regarding
members of the complement belonging to different religions. It is advisable to contact the
national consular office in order to obtain the appropriate information and avoid undue
reactions from relatives.
7.12.4 NOTIFYING NEXT-OF-KIN
According to the Merchant Shipping Act, the Master shall notify the next-of-kin of the deceased
and the Shipping Master when a death occurs on board. Such notification should be sent via the
company, which will take the appropriate measures at the domicile of the deceased. It is
important that the notification reaches the next-of- kin without delay and through the right
channels in order to avoid other persons contacting the relatives first.
7.12.5 COURT OF INQUIRY
If a seaman dies on board the vessel, Master shall, in accordance with the Law, submit a
declaration in the first port of call where this can take place. The duty to submit such a
declaration is independent of the cause of death.
The national consular officer may be approached to issue intimation about death, and to
forward this with the Death Certificate from the doctor to the Shipping Master.
7.12.6 DEATH
It is the duty of Master to arrange the funeral, if so advised by the company or so desired by the
next-of- kin.
In ports where there is a national Consulate / Shipping Master, assistance will be rendered to
Master regarding funeral services, cremation, repatriation of coffin or urn. If there is no national
representation, the ship's agent will assist in contacting the appropriate authorities, the
undertakers, and take care of the repatriation of the coffin or urn.
The ship's agent will be able to provide information on local regulations regarding
cremation/burial. These may be followed in consultation with the next-of-kin/company.
7.12.7 REPATRIATION OF COFFIN OR URN
The national consular office or the ship's agent will assist in solving the practical problems
regarding repatriation of the coffin or the urn. As far as possible the repatriation should be by
air transport. The Shipping Master / Company will take care of the coffin or urn on arrival in
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home country of the deceased person. The Shipping Master must be notified by telegram or
telex stating time and port of destination, flight number and airway bill number or bill of lading
no. The company will assist in this regard. The Company/ Shipping Master will provide onward
transportation to the domicile of the deceased if the next-of-kin so wishes and if such
transportation is possible.
7.12.8 PERSONAL EFFECTS, VALUABLES AND PAPERS BELONGING TO A DECEASED SEAMAN
A witnessed record of personal effects, valuables and papers belonging to the deceased seaman
must be prepared by the Master as soon as possible.
The Master shall deliver the seaman's wages, papers, valuables and effects to the nearest
national counselor office, who will send it to the country of origin. Normally, the next-of-kin of
the deceased will claim the personal effects, etc., from the concerned Shipping Master.
For safety reasons no personal papers or valuables should be sent home in a suitcase or other
luggage.
Especially valuable items; securities, valuables, money, etc., and seaman's papers should be
packed separately or put in a special cover.
7.12.9 REPORTING
Ref. Ch. 6.2.

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7.13 EPIDEMICS
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7.13.1 GENERAL
Epidemic diseases may occur all over the world, but tropical and subtropical areas are more
exposed than others are. This is mainly due to hygienic conditions, but may also be influenced
by the general undernourishment, which exists in many of these areas.
If anybody among of the complement is infected by epidemics or any other form of contagious
disease, the following must be considered: -
A) The degree of contiguousness of the disease

B) Isolation of the patient(s)
C) Practical conditions related to the isolation
D) Hygienic conditions in the same connection
E) Disinfecting requirements and the extent of such
F) Protection of possible nursing personnel
G) Danger of spreading
H) Possible cause (fruit, vegetables, water, etc.)
I) Removing all sources of infection
J) Hospitalising - disembarkation
These aspects must be considered at a relatively early point of time, as an epidemic under
unfavourable conditions may effect a complete complement (ref. Asian sickness).
Note: If the ship has air conditioning, the patient should be removed to the isolation
(hospital) if available.
7.13.2 AT SEA
If the ship is about to enter an infected area, Master should, in consultation with his senior
officers, consider which precautions and actions should be taken in order to protect the ship's
complement.
These precautions and actions will be somewhat different depending on the strength, type and
character of the epidemics, but some of them will be identical.
A) Check the ship's freshwater supply (the drinking and washing water) in order to
avoid taking water supply from the area. (Possible rationing).
B) Master should consider the need for fruit and vegetables (if possible, purchase should be
avoided, as this is a potential infection source).
C) Contact authorities or agents in the area in order to determine the extent of the epidemics
and the danger of infection.
D) The possibilities for vaccination against the disease should be investigated unless the
complement already has been vaccinated.
E) The complement should be informed about the danger of infection and precautions that
will be taken on board, and what each one ought to do, and which special conditions they
must be aware of (e.g. local fettling, not peeled fruit, soft drinks, ice cream, water, etc.)
7.13.3 IN HARBOUR
If the ship stays in a harbour or a location where an epidemics starts, Master, together with his
senior officers, should consider the situation,
A) Has the ship taken on board local water? If so, chlorine should be added. The
water may also be boiled (Drinking water).
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B) Has any fruit, vegetables or other raw material been taken on board? In case what types?
To be destroyed if necessary. (Remember logbook notation).
C) How many of the complement have been ashore? Contacts are investigated.
D) Possibilities for vaccination are investigated.
E) The complement is informed about the condition, and instructed with regard to necessary
hygienic precautions and actions.
F) If epidemics of pandemic character occur, it must considered if the ship should leave
harbour.
H) Contact authorities to find out which precautions should be/must be enforced.
7.14 ACCIDENT PREVENTION, DANGEROUS GOODS
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7.14.1 GENERAL
Dangerous goods are defined as substances listed in the International Dangerous Goods Code
(IMDG Code)
A) Alarming
In case of leakage from or damage to packing or in case of fire in cargo which is classified as
dangerous goods, immediately order the area evacuated, as poisonous or explosive gases may
be emitted. Evacuate to windward until the substances involved and the hazard existing has
been determined.
B) Ventilation
Shut down all ventilation to avoid dangerous vapours to be drawn into the engine room or
accommodation. At sea the course is altered so that any vapour flows are directed away from
areas where personnel is present.
C) Identification
By means of cargo documentation, data sheets (Dangerous Cargo Manifests) and other
information about the cargo in the area, try to determine which substances are involved and
their properties. If it should prove impossible to ascertain which cargo is affected, precautions
must be taken according to the most hazardous material present in the particular cargo hold.
D) Protection equipment
Before anybody is allowed to enter the dangerous area to locate the damage or to implement
damage control actions, the type of protection equipment needed must be determined. If in
doubt, or if no possibilities for determining the level of hazard are available, only persons
wearing complete breathing protection, and if possible chemical resistant suits, should be
employed in the damage control activities. (Chemical resistant suits are not mandatory on dry
cargo vessels).
E) Treatment of injuries
In cases where somebody has been, or is suspected to have been, in contact with hazardous
materials, try to establish which materials are involved and administer treatment in accordance
with the "Medical First Aid Guide for use in accidents involving dangerous goods" (MFAG). MFAG
reference number shall be included in the Dangerous Goods Manifest and other cargo
documents.
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7.14.2 DAMAGE CONTROL
In order to limit leakage and collect spills, a neutral material such as sand may be used without
the risk of chemical reactions. Sawdust, peat or similar organic material have better absorption
characteristics, but may react explosively with some substances. Some materials may also react
with water and develop vapours, which are dangerous to health or inflammable, or both.
Information on these properties will be found for the individual substance in the IMDG code. In
case of leakage or spills from packages marked as dangerous goods, or in case of other
indications (odour, vapours, etc.) of abnormal atmosphere in a cargo hold, the following actions
should be taken without delay: -
- Evacuate all personnel from the suspected area.
- Determine which types of dangerous goods are present in the hold and establish their
properties with regard to:-
* Health hazard;
* Fire hazard;
* Reactivity with materials in other cargo;
* By means of data sheets and other information, try to establish which substance has
been leaked, by various types of analysis, characteristic odour, etc.;
* If the spill may cause a hazardous atmosphere,
- Shut down all ventilation, which may draw the hazardous atmosphere into the engine room
or accommodation.
- Eliminate all sources of ignition.
- Prepare for fire fighting.
- If the particular cargo is accessible, evaluate the possibilities for preventing further
damage and for damage control by:-
* Collection / jettisoning
* Absorption
* Washing down
* Neutralising
- If damage reduction/damage control is possible, determine the need for protection

equipment and damage control method.
- If insufficient cargo information is available, consult the company with regards to

protective measures and damage control actions.
- If the vessel is in port, contact damage control experts in consultation with

shipper/consignee in order to optimise performance.
- If other cargo has been damaged as a consequence of the dangerous cargo leakage/spill,
the company must be informed immediately.
7.14.3 FIRE-FIGHTING
In case of fire in dangerous goods or in holds where dangerous goods are present, determine
which substance are/may be set on fire. The following guidelines concern fire fighting for
different classes of dangerous goods. In addition to those, we have the general rules regarding
fire fighting on board.
Class 1: Explosives
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When explosives are on fire, the use of CO2 or smothering by battening down the held will have
no effect. Steam must not be used for extinguishing of fires in holds carrying Class 1 goods.
If the location of the fire is accessible, use large quantities of water. If the risk connected with
manual extinguishing is considered too great, flooding of the hold should be considered.
Hand weapon ammunition will explode when the powder reaches a certain temperature. The
cartridge cases will crack so that the cartridges will be thrown only a few meters. Fire in such
ammunition is, therefore, not considered very dangerous.
Grenades are considered very hazardous in case of fire, as a grenade may explode and cause
explosion in other grenades.
Dynamite in normal packages may catch fire, and will burn without exploding. In order for
dynamite to explode, a severe blow by percussion cap or heating in a container (bomb,
grenade) is required.
Class 2: Gases
Leakage from containers with flammable gases may render the atmosphere in closed spaces
explosive. In case of fire the gas containers must be washed down with large quantities of
cooling water. If possible, the containers should be removed from the fire area, or be protected
from heat radiation. Fire in gas leaking from a safety valve may be extinguished by powder. In
an enclosed space it should be considered to let the gas leak burn under control, if the leakage
may not be closed off (cooling of gas container, securing of environment).
Acetylene containers, which have been heated, may explode even after they have been cooled
down and must therefore be dumped as soon as possible.
Class 3: Flammable liquid
A water jet directed on a liquid on fire will have little effect; a distributed jet, however, will be
more effective, as a carpet of water foam over a burning liquid will prevent combustion. Foam
will in most cases be effective, as the foam floats on top of the liquid and smothers the fire. A
combination of powder and water may be effective; the flames are extinguished by powder, and
water is used to cool down the liquid to under ignition temperature. Fire in enclosed spaces may
be smothered by steam, CO2 or another inert gas.
Class 4: Highly flammable solid substances, self-igniting substances and substances which in
contact with water may emit flammable gases
Suitable extinguishing media and methods will be noted on the data sheet for the substance.
They may vary from the use of dry media to total submergence in water (flooding). Use of CO2
may for some substances increase the fire intensity.
Class 5: Oxidising agents and organic peroxides
On heating the substances will emit oxygen rendering the fire self-sustaining, and smothering of
the fire will not be possible. Large quantities of water for cooling are most efficient. Oxidising
agents are not necessarily flammable, but they may emit oxygen and thus contribute to the
combustion of other substances.
Organic peroxides are usually flammable, and may be by heating, friction or blow decompose
explosively. They may react dangerously with other substances, both in liquid and in solid form,
and they burn intensively. Large quantities of water should be used for fire fighting. Poisonous
and corrosive vapours are emitted.
Class 6: Poisonous and contagious substances
Fire-fighting media and methods as for Class 3. During fire-fighting complete breathing
protection and body protection must be used.
Class 7: Radioactive substances
Fire fighting is carried out by normal extinguishing media. The parcels should be hosed down by
large quantities of water to prevent the radiation shield from melting. The area around the
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location of fire should be closed off at a distance of minimum 10m. until a competent person
has checked the radiation danger.
Class 8: Corrosive substances
Class 9: Miscellaneous dangerous goods
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7.15 RESCUE ACTIONS IN TANKS / HOLDS
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7.15.1 PRECAUTIONS WHILE ENTERING ENCLOSED SPACES
1. Do not enter a tank or a hold, which has been closed for a period of time, even if they
have not contained hazardous materials. Ventilate first and check by gauging that there
are no poisonous or flammable gases, and that there is sufficient oxygen.
2. Take frequent gauging during the execution of the work. The atmospheres in tanks and
enclosed spaces must be considered hazardous until gauging have shown that it is safe to
enter. No such areas may be entered unless by order from a responsible officer. If it is
not certain that the atmosphere is harmless, protection equipment must be used.
3. Arrange to have two assistants outside the tank/hold for surveillance and rescue.
Signals must be agreed in advance.
4. Use approved safety harness, safety lines and signal lines.
5. Ensure that the officer of the watch is informed and keep contact with him during the
operations. Keep SCBA equipment ready for use.
6. If an accident should occur, one of the assistants must immediately sound the alarm, and
the other dons the SCBA and starts the rescue action. The immediate task is to bring air
to the injured or to get him out into fresh air.
7. During accidents in tanks or holds with harmful atmosphere, quick and organised actions
are needed and remember every second counts.
7.15.2 RESCUE ACTION
1. Sound the first alarm to alert the whole crew, and announce on the loudspeaker that a
rescue action is taking place.
2. The fire-fighting teams collect their equipment and turn out. The SCBA party must exert
themselves as little as possible before arrival at location
3. The technical team provides lighting and makes attempts to ventilate the area of the
accident by available equipment.
4. The safety team brings stretcher, first aid equipment and oxygen apparatuses to the
area.
5. The SCBA party dons their equipment and checks their apparatuses. Auxiliary equipment
is made ready. The SCBA man is secured by lines and the leader checks the bottle
pressure and calculates the action time.
5. The SCBA man with safety line enters the area, with one assistant who is to keep the line
suitably slack and secured. Auxiliary equipment is lowered down by
a line as soon as the SCBA man has reached the bottom. Other SCBA parties are
kept stand-by and ready for action. Hoisting equipment with a hoist harness should rigged
and manned.
6. When the injured person has been located, consider if treatment must be given on the
spot or if he must be brought out of the area. Neglect smaller body injuries.
Do not waste time with stretcher, haul the injured to the hoisting place and put on the
hoisting harness. If more than one person is injured, first take care of the person
closest to the hoisting place. Put on lines to steady the injured during the
hoisting operation. If the effort of hauling is great, send more SCBA man down to relieve.
7. A signalman on deck directs the others during the hoisting. If more persons are
injured, more SCBA men should go down and support the hoisting.
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8. A stretcher is made ready for further transportation after the first treatment. Remember
the first aid rules:
OPEN WINDPIPE - RESPIRATION - PULSE – and procedures for revival.
7.15.3 EQUIPMENT
For a rescue action the following equipment may be required: -
1. Breathing protection with pressurised air apparatuses. Filter masks must only be used in
cases where accurate gauging have shown that there is sufficient oxygen;
2. Gas protection suits if it is expected that substances are present which may be
harmful to the skin;
3. Helmet with chinstrap, gloves with rifled surface for good trip;
4. Boots with non-slippery soles;
5. Safety lines, at least 2", shock resistant, with carbine hook, for protection of those who
climb down;
6. Portable fans for ventilation of the danger area;
7. Dinghy with locks and tackle for hoisting, at least 2", with carbine hook;
8. Hoisting harness with shoulder and crutch strap, or safety harness;
9. Oxygen apparatus for revival;
10. First aid equipment for the initial treatment of injuries after revival;
11. Stretchers for further transportation after the initial treatment.
Only through practical drills is it possible to decide what kind of equipment that is required for
each ship.
7.16 INJURY / ILLNESS
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7.16.1 GENERAL
In case of injuries or illness which require more extensive treatment than it is possible to give on
board, contact with shore for professional guidance must be taken as soon as possible.
Ensure that the following information is available:-

- Age and sex of the patient;
- Breathing frequency;
- Pulse and blood pressure;
- Temperature;
- A description of the injury or illness symptoms;
- Information about earlier illness of the patient;
- Description of the treatment that has started on board;
- If patient can walk;
- Position, course and speed of the ship;
- ETA first harbour;
- ETA nearest harbour (port of refuge);
- Weather condition in the area;
- (Wind directions, force, visibility, estimated cloud level, wave height, precipitation).
Do not delay making contact even if all information is not available. This may be collected while
the contact is being established.
7.16.2 DOCTOR'S ADVICE BY RADIO

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At sea it is possible to receive advice through the radio service, Medico. Admiralty list of radio
signals, Vol. 1 has a list of stations, which are associated with such service.
7.16.3 DISEMBARKATION OF INJURED OR SICK PERSON IN HARBOUR OF REFUGE
Medico will advise regarding possible actions. Accurate position, ETA first ordinary port and
closest possible port of refuge must be calculated.
7.16.4 HELICOPTER ASSISTANCE
If the decision is made to disembark the patient by helicopter, the closest rescue centre must
be alerted and requested to co-ordinate the assistance.
7.16.5 ASSISTANCE FROM SHIPS IN THE VICINITY
A message to the closest coastal radio station that medical aid is desired from possible ships in
the vicinity may be forwarded through a general call to all ships in the area from the coastal
radio station requesting such assistance.
Larger passenger ships and naval vessels have doctors and facilities for treatment.
7.16.6 AMVER
On request from a rescue centre, AMVER will provide information and render assistance in cases
of serious illness or injuries on board a ship at sea.
The rescue centre will receive information about which ship with a doctor that participates in
AMVER is the closest. The rescue centre closest to the ship will co-ordinate attempts to establish
contact between the ship in need and the ship that can offer medical assistance.
7.16.7 MRC
The main rescue centre may by means of its communication system be able to assist in
activating corresponding organisations abroad, where such are established.
7.16.8 PARAMEDICS
In open sea areas paramedics may be used. This is a special unit of the US. Military rescue
service with training in advanced first aid. They work in pairs and are put on board by
helicopters or dropped by parachute near by the ship that needs help. They will then follow the
ship to the port of destination.
If paramedics are used, the procedure is as follows:-
a) Establish contact with airplane/helicopter and prepare to have the same information ready
as under item 1. In addition, a list of the medicines available on board must be ready;
b) If the paramedics will use parachutes, the ship must be stopped with the bow against the
wind when ready to receive. Launch a lifeboat ready to recover the parachutes from the
sea.
C) If helicopter is used, the procedure is as described under section 7.9.5 & precaution in
section 7.9 to be followed.
7.16.9 REPORTING
Ref. Ch. 6.
7.17 DAMAGED STABILITY
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7.17.1 GENERAL
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The intact stability of a ship depends on the hull form, freeboard and weight distribution abroad
an undamaged ship.
The damage stability of a ship will depend on many factors; the type, extent and location of
damage, intact stability and reserves buoyancy. In most cases the damage will cause a
combined effect of angle of heel, trim change and reduced buoyancy, in addition to weakening
of the ship in case the hull damage is significant.
In order to start the correct actions to restore safe stability conditions, it is necessary to
determine the cause of the loss of stability, and to consider the consequences of the damages
and possible actions and their effect on the stability. If the counteractions are based on a wrong
assessment of cause, the stability may be further reduced.
7.17.2 ACTION
In a casualty situation there will be no time to calculate changes in stability and buoyancy, and
sufficient data will not be available. Some guidelines for immediate action may be as follows:-
A) By loss of stability, close all ports and openings to prevent water from flooding into the
ship.;
B) If there is a sign of negative initial stability, fill possible slack bottom tanks, one at a time,
the narrowest tank first.
C) In order to improve stability, remove weights above the centre of gravity (jettison of deck
cargo, discharge top wing tanks), bottom tanks may be filled even if the free board is
reduced. Filling of water in cargo holds will reduce the stability due to the negative effect
of the free surface;
D) Only when the ship has a positive initial stability, counteract the angle of heel by removing
weights from the low side and preferably weights at a high level. Alternatively, add
weights at the high side, preferably at a low level in order to improve stability. Avoid
trimming from one tank to another, due to the effect of the free surface in two tanks.
E) If the ship has sufficient stability, counteract the angle of heel by filling of one tank at the
time;
F) If there are leakage in several tanks/holds, start discharging from the hold/tank
which has the least leakage Only when it is determined that leakage may be controlled
by the pumps, surplus pump capacity may be used for the tank/hold with the second least
leakage. This will ensure maximum utilisation of available pump capacity;
G) Correct for trim only after evaluation of the risk of overloading the longitudinal strength of
the ship;
H) Reduce speed to avoid extra loading on the damaged hull. Adjust the course so that
heaving and pitching are reduced as must as possible. Avoid the use of large rudder
angles;
I) If hull damages are extensive set course for nearest harbour. To get assistance to
evaluate the consequences of the damage and the possibilities for keeping the situation
under control, consult the company and the classification society.
7.18 HULL DAMAGES
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7.18.1 DAMAGE ASSESSMENT
A) Damage localisation
B) Hull inspection
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C) Rudder and propeller inspection
D) Registration of damages
E) Damage to cargo
7.18.2 CASUALTY ABATEMENT
A) Consequential damages
B) Limitation of extent of damage
C) Immediate actions in case of hull damages
D) Beaching
7.18.3 NOTIFICATION TO THE COMPANY
Ref. Chapter 6.
7.18.1 DAMAGE ASSESSMENT
In the following, damages are considered which the ship has sustained due to external effects,
for instance:-
- Touching of ground
- Collision with another vessel
- Heavy weather (bottom damages)
- Impact with pier or another stationary structures
- Sailing in ice
A) Damage Localisation
It is important as soon as possible to determine the type and extent of damages, so that
efficient counter-measures may be taken. Also determine which parts of the ship have not been
effected by the damage.
Wherever possible, visual checking of cargo holds, cofferdams and tanks must be made.
Bilge, tanks and cofferdams in the area of damage and adjoining areas must be sounded for
control at frequent intervals in order to discover possible leakage.
Systematic searches must be made in the damaged area for signs of damages, such as:-
- Leakage
- Indents
- Dislocation of plates, supports
- Impressions
B) Hull Inspection
It may be difficult to determine if large impressions of large hull areas have occurred. Notice
indication of damage, for instance.:
- that impressions of the bottom may be seen not only on the tank top, but also in tween-
deck, due to pressure transmission through supports, columns, bulkheads and other
structure;
- that indents on the hull side over a larger area may primarily be discovered by inspection of
adjacent decks with regard to deformed bulkheads, web frames, deck angles, etc.
C) Rudder and Propeller Inspection
After touching of ground, collision with floating objects and sailing in ice, propeller and rudder
must always be checked for damages. Similarly, abnormal shaking and vibrations in the hull,
and slamming or noises in the rudder give cause for investigation.
Where conditions permit, the ship may be trimmed at sea and inspection undertaken from a
boat (ladder, boson’s chair).
When possible, the inspection should be carried out by a qualified frogman/diver.

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D) Registration of Damages
During the inspection, the results of soundings, changing of conditions and observed damages
must be noted continuously.
Use a camera and do not save on film. Use measure band, and note measures and mark
damaged areas with colour.
Damage indications should be plotted, for instance, on hull drawings (shell expansion plan), in
order to get an impression of the extent of damage.
E) Damage to Cargo
When the hull damage has been determined, the cargo location must be considered with regard
to the damaged area. Possible consequences for the cargo in case of leakage of water or oil
must be considered carefully.
Under certain conditions such leakage may cause hazards due to:-
* Emission of explosive, flammable, poisonous or corrosive gases

* Self-ignition
* Expansion (for e.g. grain, paper, etc.)
7.18.2 CASUALTY ABATEMENT
A) Consequential Damages
When damages have been localised and the extent determined as accurately as possible, it
must be considered if the damage may have a negative effect on the situation, or possibly have
effect on:
- The efficiency of or use of the life-saving equipment;

- The strength of watertight bulkheads, tank tops, holds columns;
- 'Tween-decks, collision bulkheads, hatches;
- Machinery or machinery components;
- Electrical systems;
- Pipe systems;
- Pipe ruptures (may cause leakage of water or liquids in areas far away from the original
place of damage);
- Rudder and steering engine;
- Propeller with propeller shaft.
B) Limitation of Extent of Damage
It is important in advance to have a good knowledge of the ship's intact stability, which is seen
from curves and the characteristics at the various loading conditions.
Actions must be taken with the aim of:-
- Preventing propagation of damage

- Reduce the consequences of the damage
- Undertake provisional repairs
Normally, no time will be available to carry out computations when the damage has occurred.
Knowledge of the ship's stability, buoyancy and strength in intact conditions will give sufficient
basis to work from when it comes to limiting the effect of the damage.
When actions are taken, it must first be considered the effect they will have on:-
1. Stability
2. Buoyancy
3. Hull stress
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These three aspects are interconnected. Each action must aim at restoring each aspect to a
condition as close as possible to the conditions for an undamaged ship. Bailing, stopping of
leakage, trimming or discharge of cargo may achieve this.
C. Immediate Actions in Case of Hull Damages
In case of hull damages, speed reduction, trimming of vessel and reduction of hull loading are
the first practical actions to prevent propagation of the damage. Attempts must be made to get
the leakage under control by the use of bilge pumps and extra pump equipment.
Furthermore, it must be considered if the damages may be limited, for instance.:-
- by stopping of cracks and holes in the plating from the inside;
- by use of leakage mats from the outside.
Here is an area for ingenuity to utilise the resources available.
D. Beaching
Beaching of a ship is the deliberate and voluntary action of setting a ship on ground with the
intention of saving human lives and material values when a casualty situation has occurred.
The following aspects must be considered:-
- Nature of sea bottom;

- Tidal differences and water level at the moment;
- Effects of waves on the hull when the ship is on ground;
- Possibilities of getting easily off the ground;
- Possibilities of shifting/discharging of ballast;
- Environmental consequences (oil spill).
There are examples when ships in ballast have drifted ashore and become totally wrecked in
situations where it would have been possible to undertake a controlled beaching by taking in
more ballast.
7.18.3 NOTIFICATION OF THE COMPANY
As soon as actions have been initiated to secure lives, ship and cargo, the company should be
contacted by telephone or telegraphy. The message must contain information about the course
of events, if lives are lost or in danger, the situation for the ship at the moment, and if external
assistance is required. The time for renewed contact should be agreed. Telephone contact
should be confirmed by telegram if possible.
In order to simplify the exchange of information between ship and company, both parties should
have similar checklists.
7.19 CALLING AT A PORT OF REFUGE
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When a ship, as a consequence of any abnormal occurrence or condition on board, is forced to

call at a port of refuge, there are a number of preparations to make.
It is, however, quite difficult to make any hard and fast rules for such preparations, but in
general the following actions are indicated:-
7.19.1 NOTIFY THE LOCAL PORT AUTHORITIES OF THE INTENDED ACTIONS
A) The port authorities will require the following:

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Name of the vessel Signal letters
Home port Nationality
Last port of call Destination
Gross tonnage Draught
ETA Pilot Name of ship's agent, if any
Reason for call Cargo on board
Hazardous cargo on board
B) Required documentation:
Ship's documents and certificates

Crew lists
Stores lists
Customs declarations
Keep in mind that in many ports in the world, especially in the third world and in many
developing countries, the authorities place great importance on the readiness of these
documents on arrival.
It is often necessary to make formal clearance both in and out of ports even if the purpose of
the call is "only" to land a sick or injured seafarer.
C) Special circumstances:
When calling at a port of refuge where there are no port authorities or other authorities as such
(for instance in a bay or in lee of an island within the territorial waters of any country) the
nearest port authorities, Coast Guard or Naval station should be contacted and the required
information, including the position, given.
This is done in order to avoid arrest or other unnecessary unpleasantness if or when the vessel
is discovered. All contact with the local inhabitants should be avoided except as authorised.
7.19.2 NOTIFY LOCAL COMPANY AGENTS
If the company has an appointed agent in the port or in the area contact should be
established and all necessary information supplied about the call, the reasons for it as well as
what kind of assistance is required. Request information from him about any special information
required by the local authorities. Ask for prospects.
A) In case the company has no agents in the port and the time is short any national consular
office in the area may be contacted and asked to assist.
B) In the event of landing of a sick or injured seaman the nearest national consular office must
be notified.
7.19.3 NOTIFY THE COMPANY
The owner/operator must be kept informed stating at least the following:-

A) Information for the company:-
- Name and position of the port of refuge;
- ETA;
- The reason for calling at a port of refuge;
- Specify the requirements for assistance from the company;
- Appointment of agent;
- Technical / operational assistance.
B) Request the company to inform:-

- The Shipping Master in case of landing of a sick or injured seafarer;
- The Directorate General of Shipping in case of damage affecting
seaworthiness;
- Underwriters or P&I Club as appropriate;
- Charterers / consignees as required.
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C) In case of landing of sick or injured seafarer the company must be provided with as
comprehensive and accurate information as possible, so that questions fromnext-of-kin
can be answered when they are informed.
D) The company should be kept up to date at all times.

7.19.4 SHIP'S AGENT AT DESTINATION / CONSIGNEES
The ship's agent at the vessel’s destination and/or the consignees must be informed about the
deviation and any possible delays, depending on the reason for the call at a port of refuge.
7.19.5 SEAWORTHINESS
In case of calling at the port of refuge in order to repair any damage concerning the
seaworthiness of the vessel, a Certificate of Maintenance of Class must be obtained from the
classification society before the vessel is allowed to sail. Inspection for this purpose is arranged
by the agents/owners.
7.19.6 UNDERWRITERS / P&I CLUB
The local representative of the underwriters and the P&I Club should be contacted for possible
inspections and assistance.
7.19.7 GENERAL AVERAGE
Deviation will be dealt with as general average, ref. Chapter 6.
7.19.8 NAVIGATION
Charts etc., must be prepared. Should these be defective in any way outdated, the authorities
or the pilot, should be made aware of this fact and perhaps request the pilot to board the vessel
earlier than otherwise practised.
7.19.9 INVESTIGATION AND INQUIRIES
The Merchant Shipping Act, with "Investigation and Inquiries" defines as to what constitutes a
casualty, lays down procedures of preliminary inquiries and formal investigations into shipping
casualties and investigation into explosions or fires on board ships, etc. Please refer to these
provisions of M.S. Act.
7.19.10 LOG ENTRY
All times and positions concerning the deviation as well as the reason must be entered in the
ships log book.
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7.20 BEACHING
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7.20.1 GENERAL
If the ship is about to sink, or it is obvious that it will drift ashore, beaching of the vessel may
simplify subsequent salvage operations.
The ideal beaching location would have:-

- Smooth, firm bottom;
- Gradually decreasing depth;
- Protection against wave impact and wind;
- Negligible current;
- No shifting sand.
It is, however, very unlikely that in a situation of imminent danger a location like this will be
within reach.
The most unfavourable conditions would be a steep, rugged bottom with sharp stone
formations. The hull will sustain great damages and dragging off the ground will be very
difficult.
If possible, the following preparations should be made before beaching:-
- Discharge ballast so that the ship has spare capacity to take in ballast after she has been
beached;
- Change trim so that the ship may take bottom more evenly;
- Change sea chest for cooling water to avoid mud in the machinery;
- Request assistance so that professional salvagers may start to work as soon as
possible.
Strength-wise, a ship is designed to withstand strain in floating condition with a fair distribution
of the weights. When a ship is aground the loads will be changed significantly and there is a
great danger of overloading.
A voluntary beaching will lead to a general average, provided other conditions are fulfilled.
7.20.2 DIRECT BEACHING
Direct beaching is carried out when the ship is manoeuvrable, but is expected to lose buoyancy.
A) Preparations
- If possible, make ready stern anchors in order to support the after body after the
beaching;
- Consider letting bow anchors out during the beaching in order to use these later as an aid
in getting off.
- Decide which tanks/holds to be filled or discharged in order to secure the ship;
- Consider how to make use of a possible bow propeller.
B) Beaching
- The ship should have a course perpendicular to the beach;

- Let go the stern anchor so that as much chain as possible is used;
- Let go bow anchors (diffused) so that they get best possible holding power;
- After the vessel has touched bottom, maintain the machinery running in order to
keep the ship in position until it is secured.
C) Securing
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- After the ship is beached, take in ballast in order to prevent slamming;

- If stern anchor is used, heave in to prevent the ship from turning;
- Consider the possibility to set out moorings in order to keep the ship in position.
7.20.3 INDIRECT BEACHING
If the ship is drifting towards the coast and lack of manoeuvrability will lead to beaching,
consider the possibilities of controlling the drift by dragging anchor in order to reach the most
favourable beaching position. Beaching sideways will give the most unfavourable situation. The
combination of onshore wind and current along with coast may give quite unpredictable results.
A) Preparations
- Decide which tanks/holds to be filled/discharged in order to keep the ship in position after
touching ground;
- Consider how anchors may be used to get the bow or stern to take bottom;
- Consider alternatives if the engine room springs a leak and there is a power failure;
- Consider how best to use a possible bow propeller.
B) Beaching
- Let go the anchors so as to get out sufficient length of chain before the ship takes bottom;
- Heave in slack on chains as soon as the ship has stopped.
C) Securing
- Immediately after beaching, take in ballast or discharge from tanks to get sufficient trim
change to stop the slamming;
- If possible, heave in on anchor chains to prevent the hull from turning;
- Consider possibilities of setting out moorings to keep the ship in position.
7.20.4 FURTHER PRECAUTIONS
A) Reconnaissance
Take soundings around the ship, and mark on a sketch to find out what part of the ship touches
ground. All tanks and holds are sounded to check for leakage.
B) Tide
Consult tide tables to see if the tide is increasing or falling. Also find out if there will be
substantial changes in current due to the tide changes.
C) Hull loading
Based on the ship's position, the differences, loading/ ballasted condition, consider if the ship
may become overloaded, and what may be done to reduce the loading.
D) Securing
Consider if further actions may be taken in order to keep the ship in position after the current
has changed.
E) Consultation
If possible, notify the company immediately and give all information about the situation so that
professional advice and guidelines may be acquired.
7.20.5 7.20.5 REPORTING PROCEDURE
ref. Chapter 6
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- Grounding
- General average
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7.21 CALL / STAY IN AREA OF CONFLICT
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If the ship is ordered to an area of conflict where the ship and/or the complement may be
exposed to danger, the Master has certain duties to look after.
These duties can be divided into two groups, official actions and practical actions.
7.21.1 OFFICIAL ACTIONS
A) He must immediately notify the complement of the forthcoming voyage. If the

complement is not acquainted with the Articles of Agreement, which regulates the
seamen's rights in such a situation, Master is obliged to inform the complement of this.
B) The company must be notified immediately unless the sailing order comes from the
company.
C) If Master is informed by any of the complement that they want to cancel their contract, he
is obliged to comply with this request.
D) If the ship is on a voyage and is redirected to an area of conflict, Master must if necessary
deviate to a neutral port to disembark those of the complement who demand to be signed
off. This should be done in consultation with the company, so that new crewmembers
may be sent aboard.
E) If the ship is in a foreign port and some of the complement wish to sign off as a result of
the new situation, Master must consider whether he will go to the area of conflict without
supplementing the crew, if in Master's opinion this will not jeopardize the ship's
seaworthiness or the watch-keeping.
If people cannot be hired from the area, Master must obtain a written confirmation to this
effect from the consul in the area.
F) Master should notify the War Insurance for ships or request the company to take care of
this when the ship enters the area of conflict.
G) Master should as far as possible contact the agent or the national Consulate in the area in
order to obtain the latest information about the situation and the hazards involve.
7.21.2 PRACTICAL ACTIONS
Before the ship enters the area of conflict, Master should together with his senior officers decide
upon actions to be taken to protect complement and ship.
A) If there is a danger that the ship may come under fire, the complement should keep
indoors as far as possible. Only the most necessary activities must be carried out on deck.
B) The life-saving equipment should be inspected. Lifeboats & rafts should be made ready as
far as practicable.
C) Medicine chest and hospital should be inspected. Equipment should be supplemented

if this is found necessary.
D) The complement must be informed in detail about the hazards and what actions the ship
intends to carry out.
E) The wheelhouse and bridge should, if possible, be reinforced. This will always be an
exposed area. (Favoured aims for snipers). Uses of sandbags are efficient in this
connection.
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F) If the ship is at anchor, it should be floodlit at night and preferably carry a flag, marks
of nationality. Gangway should be lifted and secured. Mooring pipes should be closed.
There should be water on deck and hoses rigged to prevent boarding.
G) The Master must continuously inform the company about the situation and conditions in
the area. This will enable the company to inform and reassure relatives if necessary.
Reference is also made to Section 7.40 Local war.
7.22 DETENTION / ARREST
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It is necessary to distinguish between the concept of detention as consequences of deficiencies

concerning the seaworthiness /"environment-worthiness" and arrest in accordance with
commercial claims. Both circumstances may, however, lead to serious consequences for the
ship and its owners or operators.
7.22.1 DETENTION
A) Inspection
If, by an inspection of the vessel by the representatives of authorities of the flag state or by
representatives of the authorities in the country where the ship is docked (Port State), such
defects are discovered in the ship that it is deemed not seaworthy, the inspecting party shall
effect the necessary precautions to prevent the ship from leaving port before the deficiencies
have been rectified.
B) Basis for Retention
Detention may occur as a consequence of the following conditions:-
- An inspection of the vessel has revealed such deficiencies that the ship has been found
not to be seaworthy, or;
- The owner or someone in his service has prevented the inspector from entering the vessel
in order to inspect her, or;
- The owner or somebody in his service has declined or refused to comply with the
recommendations issued by inspector in order to make the vessel seaworthy.
Similarly the vessel may be subject to detention if not possessing the appropriate valid
certificates or for any reason is deemed to represent an unjustifiable threat to the maritime
environment (pollution).
C) Criteria for Unseaworthiness
Accurate and unequivocal criteria for when a ship must be judged as unseaworthy cannot be
given. As indicators of lacking seaworthiness the following items can be mentioned:-
- When equipment and arrangements concerning life-saving, fire-fighting, radio

communication is missing or in such a bad condition that it obviously will fail to function
properly;
- When vital parts of the hull, machinery or equipment are in a condition so that buoyancy,
watertight integrity, propulsion and manoeuvrability do not appear to be fulfilling the
demands on solidity and functioning posed by the intended voyage;
- Overloading,
- Improper securing of cargo;

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- Vital positions on board are either not filled or held by persons not holding the required
certificate/ proof of qualifications (see also in the national Regulations for manning of
ships.)
D) Countermeasures on Detention
1. As soon as the inspector has issued the recommendations which must be complied with in
order to re-establish the seaworthiness of the ship, Master shall immediately implement
necessary measures in order to correct the indicated items. When the corrections are
completed the inspector shall again be summoned.
2. If the repairs cannot be effected, or if it is considered difficult to effect them in the present
port, permission to sail to another port where the repairs can be effected should be
applied for. The ship's agent and the owner/operator shall be informed of the
recommendations issued and any difficulties caused by the repairs.
3. If the recommendations issued appear to be obviously unjustified, or if questions may be

raised concerning their legitimacy, request the nearest national Consulate to appoint an
inspector who will inspect the vessel on behalf of national authorities. If possible, the
surveyor from the vessel's classification society should be summoned. If the vessel is
found to be seaworthy the national Consul may be requested to issue a certificate of
seaworthiness.
4. If it should prove to be impossible to permanently correct the deficiencies indicated in the

present port, or to get permission to postpone the repairs until the next port, try to
establish which temporary measures can be effected or any other conditions under which
the vessel may be allowed to sail for the next port of call, or to a port where the
recommended corrections can be made. Inform the company of the existing
possibilities.
5. If no possibilities seem to exist for in a reasonable manner to have the vessel declared
seaworthy and the ship is not allowed to leave the port, the company must be informed
about the conditions which may have been set and the difficulties encountered in order
that the case may be brought before the national maritime authorities.
When the vessel has been declared as detained, the inspector will notify the nearest national
consulate or other national diplomatic representation, as well the Classification society of the
vessel.
7.22.2 ARREST
Arrest is a temporary legal constraint, which can be imposed on the vessel. The reason is
usually commercial conditions which have to be corrected by the company.
A) If the vessel is declared under arrest for reason of commercial liabilities:-
- Immediately contact the local representative for the vessel's P&I Club;
- Inform the owner/operator about the situation, which has arisen, the reasons behind
it and the measures, which have been taken;
Usually, the matter will be settled by the P&I Club issuing a letter of indemnity and the
vessel will be released.
B) If the vessel is arrested because of a demand from the customs authorities of the
country for violations of the customs regulations of the country, or by other
authorities for reason of alleged oil pollution or the violation of other rules, the
situation will be more complicated.
In any case the local representative of the vessel's P&I Club must be notified.
No documents regarding the matter should be signed without consulting the
representative for the P&I Club or according to special directive from the owner/operator.
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Information to the company should be complete and sent in concert with the P&I Club
representative.
7.23 STOWAWAY
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If a stowaway is discovered on board, the ship has a problem, which sometimes may be difficult
to solve.
If the stowaway is discovered immediately after departure, it may be a temptation to return to

the harbour for disembarkation of the uninvited "guest".
Such a return must strongly be discouraged as this may lead to an unscheduled deviation, and
the company may be responsible if anything should happen to the ship and cargo.
A deviation may, however, be undertaken if it is possible without great loss of time to obtain
agreement from the underwriters and cargo owners.
The P&I Club will normally only cover expected deportation costs.
The following is therefore recommended:-
A) As soon as possible try to establish the stowaway's nationality, name, date of birth, closest
relatives and domicile.
Possible papers - or passports that may confirm this are important.
If it may be suspected that the person carries papers but keeps these hidden, a bodily
search is relevant.
Passports and other papers will facilitate the disembarkation of the stowaway.
B) The ship’s agent in the port of departure should be notified. Full information about the
stowaway should be sent to the agent requesting confirmation.
The agent should be requested to contact authorities for permission to return the
stowaway.
Note: It is very important that agent and authorities are notified as soon as possible and
before calling at next port, as it may otherwise be claimed that the stowaway did not
come on board in the port of departure, and that they therefore have no obligation
to take him back.
C) The P&I agent in the port of departure should be notified, or the ship's agent should be
requested to do so.
D) The company should be notified and given all relevant information, and be requested to
take contact with underwriters and cargo owners in case a return to the port of departure
is made.
E) The P&I Club should be notified and all information given.
F) The ship's agent in the port of destination should be informed and requested to contact
the authorities to prepare a possible deportation and return, if a permission to return the
stowaway to the port of departure is obtained.
G) If disembarkation of the stowaway in the first port of call is denied, adequate watch
keeping must be arranged so that the stowaway cannot escape. In USA and some other
countries the ship may be fined if the stowaway escapes. A local watch company should
therefore be used. These have guarantees and will be responsible to the authorities and as
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such be covered in case of an escape. The P&I Club will cover the expenses for such watch
keeping, whereas expenses for the complement due to watch keeping are not covered.
H) The best measure against stowaways is, however, efficient watch-keeping in those
harbours where from experiences it may be suspected that stowaways may come aboard.
This applies especially to African ports. Before departure from port a total search of the
ship should be undertaken. Remember to enter in the logbook that such a search has been
carried out.
I) Due to the many different political systems, which exist, it is quite likely that the stowaway
will claim to be political refugee. For a Master to check if this is correct is of course very
difficult. He may, however, be able to draw certain conclusions from talking to, or
examining of the stowaway. The company should be informed and requested for
instructions. The Master must state his impressions of the stowaway and his views in the
matter.
7.24 7.24 CRIMINAL OFFENCE
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If a serious criminal offence has been committed, or is suspected to have been committed on
board, Master has special duties to perform according to the Merchant Shipping Act. If the
relevant authorities cannot handle the case, Master must undertake certain investigations to
clarify:-
- If a serious criminal offence has been committed;
- Who has committed the crime, and ensure that the perpetrator or suspect does not
escape or destroy evidence,
- Gather evidence and secure these for later investigations;
- Take statements of what has happened.
The police investigation will aim at:-
- Finding the cause of the incident;
- Determining if the incident is due to a criminal offence;
- Determining if one or more persons should be held responsible for the incident.
It is only a court of law that may decide if a person is guilty and decide the sentence.
7.24.1 INVESTIGATION
A criminal offence is serious when it has caused great harm to life and property, or the offence
has been committed in a cruel or brutal manner. In many situations the offence will be
obviously deliberate. In other situations the course of events must be studied in order to decide
whether the perpetrator had expected or intended damaging effects and what was done in
order to avoid or limit the consequences of the deed.
Mental condition at the time of the deed, the degree of intention or carelessness, criminal intent
and motive for the deed must also be considered. The deed may be camouflaged as an
accident or disguised in other ways.
In situations where the course of events cannot be established, or in case of doubt, gather all
available information and confer with the company or experts in the field.
While awaiting police or other authority, Master should not undertake further investigations than
necessary to secure important information and proofs.
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7.24.2 REPORT
It may often be a matter of choice which cases should be reported to the police. If it is a matter
of preventing danger to life or health, there is a duty to report the case. The victim may demand
that the case be reported.
A) In open sea
Message to be sent to the company, stating:-
- The course of events and extent of damage;

- If the perpetrator is known, or if there are suspects;
- That precautions have been taken on board.
B) In harbour
Message to be sent to nearest national consulate. If possible, take direct contact with the
consulate and decide on the further process of alerting the local police. If guidelines may not be
obtained from the consulate, confer with the agent before alerting the police. The company
should be informed about the case and the precautions taken.
7.24.3 SECURING OF EVIDENCE
In order to secure evidence before professional on the spot investigators can arrive on board,
the following guidelines should be followed:-
A) Homicide - Outdoors
Blood, footprints, prints from footwear, hair, semen, urine, murder weapon, remains of body
parts (skin, flesh, etc.) clothing, etc., should be covered up if the police may come aboard within
48 hours. As cover material, clean plastic or clean canvas may be used. It is important that
substances, which may complicate the matter, should not be taken to the scene of the crime.
Semen, urine and blood may be collected in clean glasses that should be corked well. The
glasses should be marked and kept in a cool place (+3/-4 deg C).
If the weather is bad, or expected to be, each object at the scene of the crime should be
secured, marked and wrapped up, and the place where it was found should be marked (for inst.
by water resistant ink). Wet clothing, etc., should be wrapped in paper, not in plastic.
If possible, take photographs around and of the scene of the crime from many angles before
objects are removed for marking and storage.
Try to take photographs vertically, so that the scene is seen from a bird's eye view.
Semen, blood and urine may also be collected in clean cotton that has been washed several
times. The cotton is put directly into the substance, so that is absorbed in the cotton. Important:
the cotton must dry for at least 24 hours before it is wrapped up and marked.
Important: The scene of the crime must be sealed off until professional help arrives. If there are
large objects at the scene of the crime, and it is expected that the perpetrator has touched one
or more objects, these should be removed and locked in a room. The objects must be removed
by taking hold where it is unlikely that the object has been touched. Do not use gloves or other
hand protection. Fingerprints are easier to identify than "glove prints".
B) Homicide - In Cabin, Recreation Rooms, etc.
Where applicable, follow the same guidelines as described under item (a). If police is expected
on board, the scene of the crime should be closed off. If necessary, place a watch outside. If the
scene of the crime cannot be closed off, for inst. bridge, galley, engine room, mark the places
from which proof / objects are removed. Remember to take photographs. Write down everything
that was observed when first entering the scene. Was anybody unnaturally curious? Did
anybody behave strangely / unnaturally? Is anybody else on board injured who could be the
perpetrator? Is anybody missing?
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C) Suspicious Deaths - Accident, Suicide
Even if a death first seems like an accident or suicide, it must always be investigated if this has
been arranged. In cases of hanging, cut rope between the noose and the point of suspension so
that the knot is saved. The rope must not be removed. Possible poisonous substances and
medication, empty boxes, etc., must be saved. Until the question of autopsy is decided, the
body must be kept in cold storage. If the body must be removed, follow guidelines as described
under (a) and (b) above.
D) Missing Person
When a person is missing and is assumed fallen over board, the place where the person is
suspected to have fallen from should be closed off.
Objects and evidence should be secured according to guidelines as described.
E) Sexual Offences - Outside or Inside
Follow guidelines as described under (A) and (B).
Important: The victim's clothing must be secured immediately. The clothing may be soiled with
blood, urine and semen from the perpetrator.
Remember that the clothing must be wrapped up separately after it is dried. If the perpetrator is
known, his clothing must be secured in the same manner and kept strictly apart from the
victim's clothing. The scene of the offence must also be secured and closed off.
If it is an inhabited cabin, the owner should get a new cabin until it has been investigated.
F) Bodily assault
The scene of assault should be treated as described above. The victim's injuries should be
photographed immediately and a description of the injuries should be made. Draw a sketch of
the head, mark tears, wounds and swells, note a black eye. Note if there are any injuries inside
the mouth. Look for injuries covered by the hair. Ask the victim where he has pains. If the
perpetrator is known, see if he has injuries, describe them and take photographs.
G) Fire
Immediately after a fire has been extinguished, search the place where it is assumed that the
fire has started. Important: If you recognise the smell of for inst. petrol, kerosene, or other
inflammable liquids, dig in the area where the smell is strongest. Place the fire remains in a
glass container (preferably a hermetic glass with rubber gasket), it is important that the lid on
the glass is airtight so that the volatile gases in the fire remains do not escape.
In a crime laboratory it is possible to determine what type of liquid has been used. If there are
paper remains, let these dry before they are conserved. Remember that burned, singed or dried
paper is easily destroyed as it breaks and crumbles. On such pieces of paper there may be
information concerning names, fingerprints, oil and other items that may be sufficient to identify
the paper. Observe the complement and others on board, is anyone injured by the fire,
scorched clothing, singed eyebrows or other marks that are not due to fire-fighting? Remember
taking photographs and close- ups of the scene of the fire.
H) Burglary
Normally, it is necessary to pass through a door in order to reach a place where there are
valuables of interest to a thief. Closely examine the door, measure marks from burglary tools.
Notice if there are any irregularities in the marks that could indicate that the tool has been
damaged. If possible, leave the cabin/room untouched until the police arrive. Note down a list
of what has been stolen. If possible, take photographs of damages and other possible marks.
I) Narcotics
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By statements from witnesses, discovery of narcotics, knowledge of or for other reason
suspicion of presence, procurement or use of narcotics, start searching in such a manner that
the persons involved have no advance knowledge of the search and thus possibilities to remove
important evidence. Pipes, injection needles, suspicious substances, etc., should be sealed in
plastic bags and kept in the ship's safe until it may be delivered to the due authorities. Cabin
should be closed off and a watch set outside. In case of death due to possible use of narcotics or
medication, or by suspicion of this, the body must be kept in cold storage for later autopsy.
7.24.4 MARKING OF ARTICLES OF PROOF
When marking objects from the scene of the crime, the victim, perpetrator, different cabins and
rooms and from other areas on board, use a system that is easy to follow. For inst. all objects
from the scene of the crime are first marked with A and a number A-1 brown shoe, A-9 knife
with yellow handle, etc. objects from the victim are marked with B and a number B-2 brown
pocket book, B-5 blue T Shirt, etc. From other areas on board use a letter for each place, D-
cabin 21, E-objects from the galley, etc.
7.24.5 PRECAUTIONS WITH REGARD TO THE VICTIM
If the body of a person is found, and the ship is close to the port of destination, the body should
be left where found and covered with canvas. If it takes a long time to reach harbour, wrap up
the body (preferably in plastics) and keep it in cold storage. The wrapping should be carried out
so that nothing is lost from the body. If the body lies on the stomach, wrap it up in the same
manner. Great care should be exercised. Before wrapping and removal of the body, draw the
contours of the body where it lies and take photographs from many different angles.
If there is doubt with regard to the time of death, for inst. if the deceased has not been seen
during the last 6 hours, the following should be done:-
- Test for rigor mortis by moving the joints, for inst. elbow joint or knee joint;
- Look for death marks (red violet colouring of the skin) and note where such spots are
found on the body;
and if possible;
- Take the body temperature 2-3 times at one hour interval (preferably in rectum and with a
thermometer with a scale extending below -20 degrees Celsius.)
Simultaneously, the ambient temperature must be noted. If the deceased is wearing a watch,
the time shown on it and whether the watch has stopped should be noted.
The victim may be in a state of shock and should, therefore, initially be talked to for a long
period in order to calm him down. When he is calm, take down the victim's statement giving his
version of the course of events. After this, see to it that the victim is accompanied at all times,
as he may be in a depressed state. If the victim has sustained any injuries, try to have these
photographed. If the injuries have been inflicted in places to make the victim shy or ill at ease,
such photographing should be delayed. The police assisted by a doctor may carry this out at a
later stage.
7.24.6 PRECAUTIONS WITH REGARD TO THE PERPETRATOR SUSPECT
Even if most of the available evidence seems to point at one person, he may still not be guilty.
Act as correctly as possible. If it is necessary to apprehend a person to prevent him from
escaping, destroying evidence or repeating the crime, he should be put under guard. The
custody shall not have the character of punishment. It is important that the suspect is kept
away from the scene of the crime as well as his own cabin. If he is suspected of a serious crime,
make him change his clothes. His clothes should be secured as evidence. Garments should be
dried before they are wrapped up individually and marked according to the system of registry.
Examine the suspect for injuries, and in case, take photographs and describe these. If he has to
urinate let him do this in a glass container. Seal this container and mark it with the suspect’s
name, date and time. Investigate the suspect’s nails for hair, skin residues, etc., and seal any
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material found in plastic bags. Ensure that the suspect gets no possibility to influence witnesses
to give false statements or to make any deals with possible accomplices.
7.25 RUNAWAY / MISSING CREW MEMBER
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7.25.1 FIRST STEPS OF SEARCH FOR RUNAWAY / MISSING CREW MEMBER
If a seaman has disappeared from his ship under such circumstances that it appears unlikely
that he will return, the Master of a ship in foreign trade is obliged to notify the national foreign
station in the area immediately, either directly or through the ship's agent. The foreign station
will carefully consider such notifications with regard to initiating a search. Before giving such
notification Master should have undertaken the following steps "
A) A thorough search of the ship; cabins, common rooms, open hatches, store rooms, etc.
Other ships, or ships manned by the same nationality as the missing seafarer, should be
contacted.
B) Contact the complement to establish when and where the missing person was last seen
and his condition at the time;
C) Notify the agent;
D) Contact the local authorities, alien police, immigration office, etc., through the ship's
agent;
E) Establish whether the missing person has taken his personal belongings with him;
F) Notify the foreign station in the area. Hand over the missing person's passport and other
documents. They may be requested to pass on the papers and information to the
Directorate General of Shipping.
G) Arrange the signing off. In this connection a normal inquiry should be conducted and an
extract from the ship's log book should be delivered to the national foreign station.
The Merchant Shipping Act empowers Master to discharge a seaman when he has not
returned on board at the right time and the ship is leaving port or when another person
has to be hired in his place. Proper log entries must be made.
H) The owners/operator should be notified about the case, giving all relevant data for the
missing person and requesting that the company informs the next-of- kin and the Directorate
General of Shipping.
I) If the ship's P&I Club has a local representative, he should be informed as an interested
party.
J) If there is any reason to suspect or believe that the missing person may have fallen into
the harbour basin, arrangements should be made for a search by scuba divers or
dragging, through the ship's agent and the harbour authorities.
7.25.2 CONTINUED SEARCH AFTER DEPARTURE
If the missing person has not been found before the departure of his ship, his personal effects
should be packed and left with the national foreign station. Remember to enclose a witnessed
list of the contents of the luggage. In case of difficulty the agents may be asked to send the
personal effects to the Shipping Master by air freight.
Master is duty bound to notify the national foreign station when persons are missing from the
ship on departure.
At time of departure:
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A) If a person is missing, the agent must be notified.
- The passport should be left with the ship's agent or may be sent ashore with the
pilot.
- The passport should be handed to the national foreign station.
- The ship shall have been searched.
- The crew must have been contacted. Last seen? By whom? When and where?
Condition?
- Have personal effects been removed from cabin?
B) The ship's agent must be given clear instructions about actions to be taken, among other
thing the following:-
- Notifying the national foreign station;
- Notifying alien police - immigration service;
- Notifying the P&I Club representative;
- Notifying the other country's foreign station if the missing seafarer is a foreigner.
7.25.3 MISCELLANEOUS
If there is no national foreign station in the port or in the vicinity, the agent must take on the
obligations this station would have had:-
A) Initiation of a search for the missing person.
B) Repatriation or onward travel for the missing person when he is found;
- Sustenance of the missing person;

- Advancing cash;
- Keep accounts of the expenses connected to the incident.
C) Keeping the owner/operator informed.
7.25.4 SIGNING OFF
A) The necessary entries to be made in the log book, and Articles of Agreement and the
incident reported to the Shipping Master in the prescribed manner.
B) Master should conduct an inquiry.
C) Wages should be calculated until the day the person went missing.
D) Master should pay wages outstanding to the National Consulate on signing off, or send
direct to the owner / operator.
E) Possible claims for compensation for damages sustained cannot be subtracted from the
wages to be paid on signing off.
F) The personal effects of the runaway or missing person shall be delivered to the Consulate
at the time of signing off, or sent to the Shipping Master.
7.26 PIRATES
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7.26.1 GENERAL
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Piracy in the form of organised gangs exists in a number of harbours. The gangs may be
connected with, or have influence on local instances. The gangs may be armed and the situation
may therefore constitute great danger to the complement.
Before arriving harbours where piracy may exist, make plan for watch keeping and actions to be
made. Even if it may be impossible to prevent the gangs from boarding the ship, some
precautions can be taken to limit their possibilities. The following guidelines may be followed:-
- Best possible illumination of all areas to render the ship the least attractive boarding
object;
- Access possibilities should be limited and made as difficult as possible;
- Active watch-keeping to the extent this is possible / conditions permit;
- Offer the least possible opportunity for the gang to enter the accommodation;
- Internal alarming of the complement when boarding is attempted;
- Alerting of authorities and the surroundings when boarding is attempted;
- Avoid direct confrontation with the gang, so as to avoid acts of violence;
- Use of water jets to force the pirates from the ship.
At arrival in harbour, confer with the agent concerning the reliability of the local watchmen,
possible bonus arrangements and the possibilities of securing extra attention from the police,
etc.
7.26.2 UNDER WAY
During passage of straits, narrow waters and by arrival / departure from the harbour the ship
may be boarded by pirates from small, fast boats. The boarding may take place by means of
rope or boarding hooks, and may be accomplished even with a high freeboard. Also telescopic
rods of aluminum with hooks and rope may be used.
When boarding is discovered:-
- Turn on all lights, use floodlights/signal lamps to show the pirates that they are
discovered;
- Sound the whistle to draw attention;
- Expect the gang to be armed;
- A group of the complement should approach the gang, keeping communication with the
bridge by walkie-talkie;
- Direct attack on the gang should not be attempted, nor should attempts be made to take
prisoners.
As it can never be excluded that the pirates are armed, the counteractions must aim at
frightening and chasing the pirates from the ship. The complement must act as a group, and
avoid direct acts of violence. Use helmets, gloves and strong clothing and footwear.
7.26.3 AT ANCHOR
When the ship is at anchor, both in an open fairway or in the harbour area, she will be especially
susceptible to boarding of pirates. In harbours, where the risks are especially great, consider the
possibility to go out to sea during the night.
While staying in such harbours:-
- Ensure that the whole deck is illuminated;

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- All openings and entrances on deck are closed;
- At least 2 men together on watch who can keep in contact with walkie-talkie;
- All means of access to the ship are secured; gangways up, mooring pipes blocked, pilot
ladders locked in, entrances to the accommodation are kept closed with the exception of
one entrance on one of the upper decks (all exits must be possible to open from the
inside in case of fire);
- Agree on an alarm signal to be given if boarding is discovered;
- A watchman keeps continuous surveillance of the entrance to the accommodation, and

keeps continuous communication with the watchman on inspection;
- In case of boarding attempts, or if intruders are discovered on board:-
* Release alarm signal,

* Close the entrance to the accommodation,
* Alert the surroundings by means of the whistle,
* Alert the harbour authorities via VHF.
- Actions to frighten off the gang should not be initiated before a sufficient number of the
complement is gathered, and risks are evaluated;
- Avoid direct confrontation with the gang,
- Avoid taking prisoners, due to the risk of violence and possible actions of vengeance;
- If the gang has taken a hostage, see Section 7.36 Hijacking;
- Use of tear gas should be considered.
7.26.4 ALONGSIDE
Pirates may mix with dock labourers and organise damages to cargo to give possibilities for
theft. The pirates may terrorise or work together with the dock labourers. Pirates may also
attempt theft in the accommodation.
When loading/discharging is not carried out, use the same precautions as when the ship is at
anchor.
During loading/discharging the complement is not permitted to intervene in cases of

irregularities. Try to notify the authorities, agent, stevedores or other local instances. If the
irregularities are excessive, interrupt the cargo work by switching off winches, cranes, etc.
Establish watches so that all entrances to the accommodation are blocked from the inside, the
complement is ordered inside if conditions seem to go out of control.
7.26.5 FOLLOW-UP
After attack, or attempted attack from pirates:-
- Write an accurate report;
- Note down a list of all properties that are stolen and damages sustained;
- Report the incident to the local police;
- Take photographs of scene of crime, damages, etc.;
- A description of the course of events is entered in the logbook.

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7.27 INTOXICATING AGENTS / DRUGS
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Intoxicating agents and their effects on people are one of the major contemporary social
problems. Two types of intoxicating agents will be dealt with in this section, they are:-
* Alcohol
* Drugs (Narcotics)
As time has progressed more and more regulations directed against the use of these
intoxicating agents in connection with commercial shipping have come into force. Some
countries have taken the steps of creating legislation which makes it possible for them to board
vessels and check the officers and crew on duty in order to establish that they are "drug free",
i.e. that they are not influenced by alcohol or drugs while conducting their work.
The two forms of intoxicating agents will be treated separately.
7.27.1 ALCOHOL
With regard to alcohol the following rules must be complied with:-
- It is expressly forbidden to bring any form of alcohol on board the vessel without
Master's permission;
- The deck officer of the watch shall see to it that this prohibitive measure is observed and
shall report to the chief officer or Master if any problems are encountered in this
connection;
- The duty deck hand shall report to the deck officer of the watch if anybody should be
violating this prohibition;
- To take over a watch while inebriated is absolutely banned;
- No alcohol in any form may be imbibed less than 8 hours before taking over a watch;
- The duty officer shall make sure that nobody takes over a watch when inebriated;
- Similarly, it is forbidden to accept relief from duty from a person who is visibly drunk;
- Any person being under the influence of alcohol while performing his duties on the ship
represents a threat to himself, to his colleagues and to the ship;
- If you appear inebriated this may lead to being fined by Master. If the offence is repeated
this will lead to dismissal and the loss of your position in the company;
- Anyone appearing inebriated should be aware that he/she might be held responsible for
any damage done to any other party. Furthermore, one should be aware of the fact that
the various oil terminals, etc., do not pleasantly consider persons returning to the ship
inebriated, and access to the terminal may be denied;
- If a bar is allowed on board the ship, the sale of alcohol must take place under controlled
conditions and members of a watch must be allowed to purchase any stronger beverages
than beer or light wines in limited quantities.
7.27.2 DRUGS (NARCOTICS)
A) Drugs in this Context are Substances such as:

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* Cocaine, morphine, opium and other anaesthetic compounds (sleeping tablets for
instances);
* All types of narcotic plants such as marihuana, hashish and ganja (hemp species from
the West Indies);
* Synthetic stimulants/hallucinogens, such as amphetamine, LSD, crack and other

compounds, etc.
B) Use or Abuse of Drugs on board:
A person who uses or attempts to smuggle drugs is subject to the following hazards:-
- Drugs may, after use for shorter or longer periods, involve the risk of dependency and
influence mental health;
- Even use for limited periods entail delusions, suicidal tendencies, paranoia accompanied
by strongly distorted sensory perception and loss of inhibitions;
- Extended use will lead to insanity and the breakdown of bodily functions.
Taking this into account, it will be obvious that the use or abuse of drugs at sea might lead to
accidents at work and injury to oneself and others on board, as the ability to accurately judge
distances and time as well as the general attention will be seriously impaired in connection with
work where all these faculties are absolutely necessary.
The use of drugs on board may thus lead to dismissal from the ship and the Company.
* To bring narcotic drugs in any form on board is absolutely forbidden.
* Should narcotic drugs be found in your possession this will lead to immediate dismissal,
repatriation and possible criminal liability.
* You will be held personally responsible for any fines or other penal actions being taken
against the ship.
C) Penalties
If the vessel should be detained or delayed, you will be held financially responsible for any and
all losses sustained by the company.
According to the law of most countries the possession of narcotic drugs carry heavy penalties as
this will be seen as attempted smuggling. Even minor quantities will entail long prison
sentences and some countries have even introduced the death penalty for being in possession
of narcotic drugs.
* Remember that if you are suspected of being in possession of narcotic drugs,

Master is entitled to search your cabin.
In many ports the drug scene is well organised and violent, and one is well advised not to
become entangled in this mess. In many places one might "be offered the world" for smuggling
drugs into another country. It is necessary to be on one's guard against these offers, as the
prospect of spending years in foreign prisons is little to look forward to and a certain result of
being caught smuggling drugs.
7.28 SEARCH AND RESCUE ACTIONS
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7.28.1 SEARCH ACTIONS

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A) "International Aeronautical and marine search and rescue system” gives extensive
information on how to organise a search and rescue action.
B) When heading for a distress position after having received a distress signal or message,
make immediate contact with the nearest coastal radio station and repeat the distress
message if this is not known already. State the ship's name, position, speed and actions
that will be initiated. Request advice and guidelines from the rescue center which covers
the area.
C) When requests are received, go to the area to participate in the search action, make
contact with nearest coastal radio station and give information about the ship's name,
position and speed, and confirm that you are heading for the distress position. Request
information about position, type of distress and the organisation of the action, if this has
not been given.
D) Immediately after having received message about a distress situation, establish radio
contact which on all distress frequencies, release the blocking of the watch receiver in the
wheel house, and turn on the emergency communication set for listening on the distress
frequency and channel- 16 in order to receive possible signals from survivors.
E) Before reaching the search area, organise the complement in two groups and establish a
watch arrangement so that continuous lookout may be kept from as many posts as
possible for a longer period of time.
F) Consider the type of rescue methods that may be used under the existing conditions.
Make ready all rescue equipment that may be needed, and prepare alternative actions.
Make ready for maximum illumination in case of night action.
G) Rig equipment such as nets, hooks, rope, ladders, etc., in order to recover wreckage for
identification.
H) If more ships are underway to the area and no rescue centre has stated its responsibility,
try to establish co-operation with the other ships in appointing a CSS (Co-ordinator Surface
Search) until professional units take command of the action.
I) Concerning choice of search pattern, communication and other conditions, reference is
made to the guidelines mentioned under a) MERSAR.
7.28.2 RESCUE OF SURVIVORS
1) General
Unless the situation is critical, it will be advantageous to consider the conditions carefully and
prepare a plan before a rescue action is initiated. If the survivors are in no immediate danger,
and the existing conditions make the rescue action hazardous, consider the possibility of
postponing the action until weather conditions have improved, until daylight or until suitable
rescue units arrive. If possible, try to establish communication with the survivors for information
about the condition and circumstances. Until the rescue action is initiated, consider using oil to
calm the sea and/ or manoeuvre to windward in order to shelter the survivors.
If participating as a unit in an organised search action, notify immediately CSS (Co-ordinator

Surface Search) or OSC (On Scene Commander) when the survivors are localised. The co-
ordinator will consider the rescue methods and direct that (those) unit(s) in the area best suited
under the given circumstances.
2) From Wreck
A) Direct transfer of survivors from a wreck to the ship demands very favourable weather
conditions. Rigging and use of breaches buoy can only take place when the relative
motion between the vessels is small. The man-over-board boat or a lifeboat will be much
better to use under such conditions.
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B) Before launching a rescue boat, if conditions permit, go around the wreck to see if there is
any wreckage to leeward that may be hazardous for the boat. By letting the ship drift in
the wake of the wreck, it is possible to determine the relative drift velocity.
If a wreck will drift in a direction given by the combined effects of wind and ship form,
consider releasing oil either to windward of the wreck or to leeward, so that the wreck
drifts down into the oil slick.
If possible, establish communication with the survivors to decide the method of rescue, so
that they may contribute actively in the action.
Consider if the ship should lie to windward of the wreck, so that the rescue boat is
sheltered underway to the wreck, or if one should operate from the leeward side of the
wreck.
If a lifeboat is used, it may be necessary to take in ballast or use a large boat crew in order
to get the boat deeper in the water and improve manoeuvrability.
Plenty of lines and ropes, line thrower and heaving lines should be brought along for
possible use during transfer of the survivors to the boat. Consider the risk of fire before
the line thrower is used.
Launching of the boat is most favourable when the ship has wind and sea a few degrees
on the bow. Painters should be stretched far forward and kept tight until the boat is free of
the blocks. Life buoys, lines and nets should be kept ready in case somebody should fall
over board during the launching.
Boarding of the wreck may be obstructed by wreckage on the leeward side. Best position
may be to leeward of the end of the ship, which is furthest down wind, alternatively to
windward of the wreckage. If it is possible to get a painter aboard the wreck, one may
avoid continuous manoeuvring and be able to concentrate on the transfer of the survivors.
It may be difficult to manoeuvre away from the leeward side if the wreck is drifting
quickly.
C) If it is considered too hazardous to launch a boat, connection with the boat may be
established by a line thrower, and the survivors may haul a raft up to the wreck. The ship
must manoeuvre to leeward of the wreck. This may be difficult if the wreck drifts faster
than the ship. Furthermore, wreckage may damage the raft.
If it is not possible to establish a line connection or operate to leeward of the wreck, one
may try to sort out a raft and by the aid of towing lines manoeuvre this towards the wreck
from a windward position. In a strong wind an empty raft may be caught by the wind and
lift from the surface. The raft must be secured by solid lines around the raft, as the normal
painter will not withstand these loads.
3) From Survival Craft
Consider the use of sea-calming oil before the rescue action is started. The best approach would
be manoeuvre to windward of the craft and then drift down towards it. Before going into
position, the transfer from the craft to the ship should be prepared. Any appreciable co-
operation from the survivors' side should not be expected due to seasickness and exhaustion.
A boat line should be stretched from forward to aft in order to keep the craft in position during
the transfer. Nets should be hung over the sides over as much of the length as possible. If
conditions permit, an inflatable raft should be used as a platform. People with buoys and lines
should be posted to aid people who fall over board during the transfer. A buoyant net, which
could be laid out behind the craft, should be made ready. Some of the complement should be
prepared to enter down to assist the survivors. Lines and ropes should be ready for use during
the transfer from the craft.
4) From the Sea
Survivors in the sea must be regarded to be in imminent danger, and the quickest possible
rescue is required. Consider using a man-over-board boat, possibly a lifeboat. If conditions
make it difficult to use a boat, consider using a net and someone jumping into the sea to assist
the survivors. Those who jump into the sea to assist must be secured by lines and be wearing
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survival suits in order to counteract hypothermia. On board equipment should be rigged so that
entering may be accomplished with the assistance of the complement.
5) Other Conditions
A) Concerning alerting shore with regard to rescue of persons in distress, see

IAMSAR Vol.3
B) If survival craft must be set adrift after completed rescue actions because conditions
make it impossible to take them on board again, notify the nearest rescue centre and give
position, type of survival craft (or other craft), and if there is radio equipment on board
that may transmit distress signals automatically if the craft founders.
C) When using oil to calm the sea one must be aware that fuel oil (bunker, crude oil) may
create a toxicity hazard for the survivors. The more of the lighter fractions the oil contains
(crude oil), the greater is the danger of serious poisoning, especially if the oil enters the
lungs. The use of lube oil or spill oil will reduce the danger of poisoning considerably.
Vegetable oils (linseed oils, fish oil) are not poisonous.
7.29 TOWING
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7.29.1 GENERAL
There exists an unqualified obligation to assist persons in distress. However, there are no such
obligations for Master to assist in the salvage of a ship and its cargo, including towing.
If in an imminent distress situation, the best solution appears to be to attempt a towing

operation. The company must be notified immediately, so that hull insurance and shipper's
agreement may be obtained. If there is no danger to human lives, the approval of the company,
shippers and hull insurance must be obtained before the towing operation is started.
7.29.2 TOWING EQUIPMENT
Insurance wire:
Length ....... Diameter ...... Ultimate strength ...... Tons ......
Other heavy wire/hawser:
Length ....... Diameter ..... Ultimate strength ....... Tons......
Anchor chain:
Length ....... Diameter ..... Ultimate strength ....... Tons ......
Shackle:
Dimension ...... S.W.L .......... Ultimate strength ........ Tons .......
7.29.3 OTHER EQUIPMENT FOR TOWAGE
Towage pull:
A) Towage pull in ton with full engine power during towage:
Speed Max. . Draft Min. .Draft

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2 knots .....tons ......tons
B) Required towage pull in ton to tow the ship in calm weather and normal trim.
Speed Loaded Ballasted
2 knots ......tons ......tons
4 knots ......tons ......tons
6 knots ......tons .....tons
7.29.4 TOWING POSTS
Maximum pull, which the bollards on poop deck, may withstand (lead from
Panama chock):
No. 1: .................ton
No. 2: .................ton
No. 3: .................ton
No. 4: .................ton
No. 5: .................ton
No. 6: .................ton
No. 7: .................ton
No. 8: .................ton
No. 9: .................ton
No.10: .................ton
Location of bollards and fairleads to be drawn on the sketch.
7.30 7.30 REQUISITION OF SHIP
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Ships within an area of hostilities or where there is a danger of armed conflict are always faced
with the danger of being requisitioned by one of the belligerent parts. This may be because the
cargo is of special importance, or the ship itself is needed for transportation of refugees, troops
or material.
Another alternative is that the ship is confiscated by the country's authorities that claim that the
ship has violated the country's laws. This may be due to transportation of commodities to other
areas than originally agreed (during a trade boycott) or transportation of commodities into/out
of the area (weapons, strategic commodities, narcotics, etc.).
Local authorities may also requisition the ship for specific purposes because it is well suited, in
correct position, etc. Such a requisition may be made with or without use of threats and with or
without economic compensation after the transport has been completed.
In such cases Master must notify the company with information of what has happened. In the
same manner the Consulate in the area should be contacted. This should possibly be considered
in consultation with the company - depending on the background for the action. A diplomatic
action from the national consulate towards the country's authority will normally only is carried
out upon instructions from the Ministry of Foreign Affairs and after consultation with the
company.
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Such occurrences will normally take place in areas of unrest or where special incidents occur,
and as such be difficult to predict. According to experience, the risk is greatest in certain Asian
and African waters.
7.31 7.31 LOG-KEEPING
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7.31.1 GENERAL
The logbooks are the most important evidence material existing on board, and it is therefore of
utmost importance that these are correctly kept AT ALL TIMES.
Data that are entered in the logbooks concerning an incident or casualty on board the ship shall
only be facts. Speculations or reflections must not be entered.
The data entered must be relevant for the incident/ casualty giving consideration to subsequent
report writing.
Before the circumstances of the incident are entered in the logbook, the log keeper must ensure
that he has collected all available information about the incident.
The log keeper must have in mind the need to state this clearly, as the logbook will be used as
evidence in the event of a maritime declaration and in connection with an average between the
company and the underwriters.
The importance of agreement between points of time and actions noted in logbooks of different
departments is emphasised.
The following items should be covered by log keeping of an incident or casualty.
NB! The list is not exhaustive and is only meant as a guide.
A) Time of incident/casualty
- Time of incident or when it was discovered/reported;
- Ship's position when the incident occurred:
* In harbour (Port/road/quay/shifting)
* At sea (position) (course/speed);
- Meteorological data: Weather/wind/sea/visibility;
- Who reported the incident? Name/how
B) What actions were initiated, precautions taken, notifications given
- Time of possible actions;
- Results of same;
- Possible material damages;
- Possible personnel injuries/deaths;
- Time of other occurrences connected with the incident and which therefore should be
documented (rescue/external assistance);
- The name of the officer of the watch at the time of incident/casualty;
- Name of the others who can give information about the case;
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7.31.2 LOG EXTRACTS, EVIDENCE
A) Log extracts must be an accurate recording of what has been entered in the log books,
and that its relevant to the incident.
B) The log extracts shall be written so that the incidents and the actions are entered in
chronological order.
C) Extract shall be made from all logbooks where the incident is mentioned.
D) The log keeper and the Master shall sign log extract.
Deck logbook: Chief Officer, Master
Engine logbook: Chief Engineer, Master
Radio logbook: Radio officer, Master
E) In cases where log extracts are to be sent home and there are entries in the Oil record
book which concern the case, or which are of importance to the case, these shall be
attached either as
1. Photocopies of relevant pages in the oil record book;
Or,
2. A transcript of the relevant pages in the Oil record book on a similar format.
The national consulate or similar institution should verify this transcript.
7.32 7.32 GENERAL AVERAGE AND OTHER INSPECTIONS
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7.32.1 REQUIREMENT
A Master must in case of damages or if there is reason to believe that damages have been
sustained due to an incident - require survey.
What type of survey will depend on the incident.
The different types of surveys are as follows:
A) Concerning Hull Insurance
To be undertaken in case of damages on own ship or equipment. The hull insurance local
representative to be notified immediately for appointment of surveyor for casualty survey and
preparation of a survey report.
The equipment which is included in the ship's hull insurance is equipment on board belonging to
the company, or which the company has borrowed, rented or bought with option and spare
parts on board for the ship and equipment. It should be noted that equipment which is meant
for consumption, like provisions, bunker, engine and deck requisitions and other items are not
covered under the hull insurance, but is covered by equipment insurance which only applies to
total losses.
The hull insurance representative must also be notified for casualty survey (joint survey) in
cases of collision or other contact damages. This third party liability is covered under hull
insurance as an exception from the P&I insurance, which covers general damages on third
party's property.
B) Concerning Classification
To be undertaken when the damages are of such a nature that they effect the ship's strength or
other conditions that effect the provisions for preservation of class.
C) Concerning P&I Underwriters

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The P&I underwriter's representative to be notified for casualty survey in all other instances
where damages have occurred, or are suspected to have occurred on third party's property.
(Including damages caused by use of ship's equipment).
D) Concerning Cargo Interests
To be arranged during discharge of cargo if damages have occurred. May also be arranged
during loading if there is a dispute with regard to cargo damage, or if the cargo is in such a
condition that documentation of this is described before loading.
The cargo interests and their underwriters (commodity insurance) may forward claims against
the ship, and in such cases the P&I underwriters' local representative should be notified for
survey of the cargo.
Arrangements must also be made for appointment of surveyor on behalf of general average if
general average damages have occurred, or are suspected to have occurred on the cargo.
E) Hatch
To be arranged in case it is suspected that cargo has been damaged during the voyage. The
surveyor is called before the hatches are opened. He shall inspect the conditions of the hatches
and be present when the hatches are opened.
In some countries this is not sufficient. Sea protest must be notified.
F) Serious Damage to the Ship and her Equipment
See Section 7.33.
G) Damages due to Actions of War
If damages have occurred during actions of war at the same time as the ship has sustained
other damages, the survey should differentiate between the different causes of damage.
7.32.2 REMARKS
A) On hire / Off hire
From time to time it may be necessary to arrange "on hire/off hire survey" in connection with
the assigning of a freight agreement. This, however, will be taken care of by the company or
shipper.
B) Certificates
The Master must liaison with the Company to arrange all the necessary yearly - 2 yearly surveys
- so that all certificates are valid at any time. He must be aware that certain countries are very
strict in this respect. If the ship is going to a country where a long laytime is expected and
certificates may expire during the stay and there are no possibilities of renewal, the surveys
should be taken in advance.
7.33 7.33 DAMAGE TO THE SHIP AND ITS EQUIPMENT
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7.33.1 IN CASES OF
A) Damages to the ship, which in Master’s opinion reduces her seaworthiness;
B) Repair work on hull, rig, boilers or engine parts, which may have caused changes in their
liability;
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C) Damages to life-saving equipment;
D) Damages to the accommodation;
E) Complaints from more than 50% of the crew regarding the seaworthiness of the ship on
the forthcoming voyage;
F) Complaints from the chief engineer or chief officer with regard to the seaworthiness of
those parts of the ship with systems and equipment for which they are responsible;
G) Information from the class surveyors about conditions which are assumed to influence on
the ship's seaworthiness.
The matter must be reported immediately.
7.33.2 PROCEDURE
A) If the ship stays in a harbour where there is a national Maritime Marine Directorate
(MMD) Office, the request should be made to this.
B) If the ship stays in a harbour where there is no national MMD Office, the request should be
made to the national consulate for the area.
C) The representative for the ship's classification society must be notified of the request.
D) The report on maritime accidents should be used documentation containing information

about the ship and other information as relevant for each casualty. Extracts from the
ship's log books or other written accounts should be made.
E) E) The company should be notified that such a report has been forwarded, and that this
may cause changes in the ship's voyage program.
7.34 7.34 THREAT OF SABOTAGE
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A threat of sabotage is likely to come as a warning that an explosive charge has been placed on
board. The threat may have been forwarded to the company, agent, direct to the ship, via the
press or authorities, depending on the intentions by the action. The intention may be to call
attention to political questions, force release of prisoners, get acceptance for demands of
political character or blackmail.
In areas where the risks of such actions are more pronounced, precautions might be taken even
if the possibilities are limited. If notified by responsible authorities that special risks for such
actions exist, precautions should be taken according to "Actions against hijacking and bomb
actions".
7.34.1 GENERAL GUIDELINES
A) Receipt of Threat
When receiving a threat about sabotage by post, save the envelope and investigate how the
letter was delivered. Get a description of the person who delivered the letter and under what
circumstances. By receipt by telephone, write down the message as accurately as possible. Ask
questions to the person in order to get further information about the situation and at the same
time try to get an impression of the person's mental condition, language, accent, dialect, etc.
Note everything down.
B) Immediate Actions
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If it is evident that the threat will be acted upon immediately, stop all work operations, close
down all machinery if time permits, and direct the complement to an area that is considered
safe and where there are possibilities of retreat. Bring available communication equipment and
send out an alert.
If a time limit is given, consider the possibilities of making a search of the ship in order to find
the charge, bringing the ship to a more suitable position, or other precautions which may limit
the damaging effects of a possible explosion, and improve the possibilities of getting external
assistance.
If the threat of sabotage is connected with demands and conditions, there will be time to take
precautions and counteractions.
C) Alerting
Even if the threat contains a warning against giving information to the authorities, in most cases
this will be the correct thing to do. The company, nearest foreign station and local authorities
should be informed. It must be emphasised to all parties informed to exercise the greatest
discretion as this may be of importance for the further development of the case.
D) Precautions
1. Search for the Explosive Charge
If time and possibilities seem favourable, it may be possible to undertake a search of the vessel.
Such a search will take time, and it will not be possible with absolute certainty to establish that
no charges are on board. Charges may have been placed in several locations on board.
A search must be carried out very systematically and organised so that each area is searched
by the persons who have their work in that area, as these will have the best chances of
discovering foreign objects or parcels. If these objects cannot be identified by any of the other
complement, removal of the objects should be considered. There may be a risk in moving the
explosive charges, dismantling may only be performed by experts. Externally the search must
be carried out by experienced frogmen only. To discover an explosive charge in the cargo will
be nearly impossible.
2. Actions to limit Damages
If there is no time or possibility to undertake a search, actions must be taken so that damaging
effects of an explosion will be the least possible. Explosive charges may be placed anywhere on
the ship and may result in leakage, fires, etc.
The following precautions may be taken: -
In order to avoid or limit the consequences of leakage, all connections between tanks and holds
should be closed. All cargo hatches, openings and tank hatches should be secured. Close all
watertight doors. Close all valves in pipelines between tanks and holds, close bottom and sea
valves. All air pipes should be plugged and sealed airtight, sounding pipes and swan-necks
should be plugged so that air cannot escape and air pockets be maintained in the tanks.
To prevent a fire from spreading, shut down ventilation and close all dampers, skylights and
funnel openings. Close off all service tanks and settling tanks. Shut down separators, boilers,
refrigeration plants and gas distribution. All doors in the accommodation should be closed but
not locked, to secure access in case of fire fighting.
The ship's logbooks, certificates and the complement's papers, etc., should be packed, ready to
be taken away.
If possible, seek port of refuge or protected waters. If possible, anchor the ship in shallow water
so that she will not sink completely if large leakage should occur. The location should have a
smooth and soft sea bottom.
If possible, the whole complement should leave the ship in the danger period. If this is not
possible, prepare a place of refuge which may easily be investigated with regard to unknown
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objects, and which seems to be least exposed in case of an explosion. Life rafts should be
placed at a fair distance from lifeboats. First aid equipment, part of the communication
equipment and other equipment that may be useful should be gathered in the area of refuge.
3. Preparation for Casualty Abatement
The following preparations should be made:-
- If external assistance is expected, bring along drawings of the ship and, if given
opportunity, inform about the main features of the contingency plan.
- Rig gangway and ladders in order to provide ample access facilities. Fire hoses should be
laid out. Fire equipment and first aid equipment should be divided in two depots as far
apart as possible.
- Communication equipment should be deposited on several locations.
- It must be possible to start auxiliary machinery and engine quickly.
- Note the level in all tanks on the tank plan, and prepare for trimming if an angle of heel
should occur.
- Check the emergency fire pump and the emergency bilge pump. Valves should be moved.
4. Securing Evacuation
In due time before the declared time of explosion, stop all machinery and close remaining
valves. If possible, the whole complement should leave the ship and remain in a safe location
until the danger is deemed to be over.
The heads of departments should check all last preparations after the other complement has
left the ship.
If it is not possible to leave the ship at the declared time of the explosion, the complement
should gather at one or more prepared area of refuge. Attempts should be made to establish
continuous radio connection with other ships, aeroplanes or land stations. The complement
should be prepared and organised for casualty abatement.
7.34.2 PRECAUTIONS IN HARBOUR
Guidelines that should be followed to the extent the situation permits:-
A) By receipt of the threat consider need of immediate evacuation of the ship and other
actions (alerting terminal, ships in the vicinity, closing off the area) which must be taken
immediately.
B) If the threat is delivered directly to the ship, inform agent or nearest authority and
request that all relevant authorities be informed. The highest level in all the different
departments should be contacted, as the information is confidential. The company and
the nearest foreign station should be informed immediately.
C) The complement should be gathered and informed about the treat. Any member of the
complement must be free to leave the ship immediately.
D) In consultation with the authorities the following aspects should be considered and
decided:-
- Shall possible demands be agreed to?
- Possible consequences of an explosion on board, taking into account the type of cargo
and the environment?
- How much time is available for possible counter-actions and preparations?

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- If a search of the ship should be initiated in order to detect the charge?
- If the ship shall remain in position and what precautions shall be taken with regard to the
environment?
- If the ship should be shifted to a more suitable location?
- What type of assistance the authorities and other may be able to offer with regard to:
* Search of the ship, on board - externally

* Handling of charge or assumed dangerous objects
* Shifting of the ship to a more suitable location
* Beaching of the ship if the need should arise
* Casualty abatement on board
* Pollution abatement
* Limitation of damages
* Establishing of required communication during operations
* Watch-keeping and roadblocks
Make sure that the agent or local representative has informed all relevant authorities.
E) Carry out all necessary actions on board. The authorities must be informed about
precautions taken on board.
F) If possible, establish guidelines for possible casualty abatement, inform all effected
parties of the plans, review drawings, cargo plan and the ship's arrangements.
G) Communication of directives from the company / underwriters / own authorities to the

local authorities.
H) Keep the company constantly informed about decisions and actions.
I) The decision that the danger no longer is real should be made in consultation with the
company and local authorities.
7.34.3 PRECAUTIONS AT SEA
The following guidelines should be followed as far as relevant and practical: -

A) At receipt of the threat consider the need for immediate actions to safeguard the
complement.
B) Establish radio contact (distress or urgency message) with the nearest coastal radio
station and other ships in the vicinity, and inform about the situation and the intended
actions.
C) Inform the company of the situation, the content of the threat, how it was communicated
to the ship and what actions are intended.
D) Inform the complement about the situation and what actions are intended.
E) In consultation with the heads of departments consider and decide the following
conditions:
- How much time is available to take counter-actions?
- Is it possible to reach a port of refuge or sheltered waters within the given

time limit?
- Is there an established rescue centre in the area that may assist?
- Are there ships in the vicinity that may assist?

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- Should a search be undertaken on the complete, or parts of the ship, in order
to detect the charge?
- What are the possibilities of removing or neutralising a charge?
- Is it possible to abandon the ship by means of survival craft in the danger

period?
- Which area on board is most suitable as a place of refuge in case of an

explosion, and how can this be further secured and equipped as a place of
refuge in the danger period?
- Establish continuous external communication from a safe place in the danger

period?
- What actions should be taken to reduce/limit damages after an explosion?
- How to best secure the ship's papers and other important papers?
- What precautions should be taken with regard casualty abatement?
F) Carry out the actions as decided for the present situation. Keep the company and the
radio stations informed about the actions being taken on board.
G) Possible advice and guidelines from the company and authorities should be considered
and followed to the extent possible.
H) The complement should be kept informed about the situation and its expected
development.
I) I) The decision that the danger is no longer real should be made in consultation
with the company and the parties involved.
7.35 7.35 HIJACKING
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7.35.1 GENERAL
Hijacking has occurred only in a few instances, but may take place anywhere. The intentions
behind the hijacking can be of political or economic nature. Circumstances may differ widely
and demand a pragmatic attitude of the complement. The ship has no means of defeating
armed terrorists, and the incident must be handled from outside. A hijacking causes great
physical and psychological strain on the hijackers as well as on those who are hijacked.
For contingency plan against pirates, refer to 7.26.
7.35.2 BOARDING
There are several ways to attain command of a ship. The hijacking may follow a detailed action
plan based on detailed information about the ship and her routines. It may also be carried out
by taking a single hostage and in this way force control of key persons who are needed to
master the situation.
Boarding of a ship may for inst. take place by: -
- Direct boarding in harbour on false pretences (as merchants, shipyard personnel or other
types of service, inspections or other tasks);
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- Entering from small, rapid boats during arrival/departure or by passage through narrow
waters where reduced speed normally is used. (Entering may also take place at relatively
high speed and with high freeboard);
- Hiding on board with aid of dock labourers and other personnel;
- Hailing on open sea pretending to be in distress or in need of assistance;
- In order to get control of the ship, key positions such as the bridge, radio station, engine
control room will be primary aims. As for taking hostages, senior officers will primarily be
exposed.
7.35.3 MOTIVES
The motives for the hijacking may vary greatly, and are decisive with regard to how the
situation should be handled: -
- Theft; where the hijackers leave the ship when they have taken possession of valuables
from complement, ship and cargo;
- Transportation; where the hijackers demand to be taken to a given country, a port, coast
or area;
- Publicity; for a special cause, with demand for public distribution of political manifests and
appeals;
- Extortion; where demands are made for ransom or release of political prisoners;
- Terror; where the hijacking aims at creating the greatest possible damages.
7.35.4 HIJACKER
The hijackers may be recruited from different backgrounds and their special attitudes may be of
importance for the further developments, for inst.:-
- Extreme political groups who confess to an ideology where terror, brutal behaviour and
use of violence are accepted means in a holy cause;
- Well trained and disciplined guerrilla groups who regard themselves as justified warriors;
- Refugees, political or criminal, on desperate escape;
- Anarchists, with a general hatred of the establishment;
- Mentally unbalanced persons, driven by obsessions;
- The hijackers may be under the influence of narcotics at the beginning of the action. They
may be mentally unstable and react totally unpredictably in all situations. Even
completely trivial incidents may release violent reactions.
7.35.5 CONDITIONS
The circumstances around the hijacking and the further development may given an indication of
the final result, as for inst.:-
- The demands made may be fulfilled by the ship without great difficulties;
- Demands may only be met by national authorities and will be subject to negotiations;
- Demands may not be met under any circumstances for principal reasons;
- A well-organised action group who has selected the ship as a special target and who
follows a detailed action plan;
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- Small groups who take a hostage and improvise further actions;
- The hijackers may be totally dependent on the maritime qualifications and the experience
of the hostages;
- The enthusiasm of the hijackers may decline gradually due to physical and psychological
exhaustion, and be replaced by doubts, uneasiness and reduced determination;
- The hijackers may reach the conclusion that they will not reach their goal, and this may
release aggression and desperation;
- Weather conditions may change so that the ecstasy and alertness of the hijackers
disappear totally;
- The degree of human contact and mutual respect that may be established versus the
hijackers.
7.35.6 PRECAUTIONS
Even if it is difficult to decide how to behave in a hijacking situation, the following guidelines
may be given: -
- Actions by armed hijackers should not be met by physical resistance;
- If demands can be met by the ship without irreplaceable losses, the demand should be
accommodated;
- Comply with requests made by the hijackers. Enthusiastic co-operation from the
complement is hardly expected;
- Avoid actions and attitudes that may transfer the aggression of the hijackers from their
original purpose to the ship's complement, for inst. by depreciatory remarks, excessive
displeasure, arrogant attitude or outburst of anger;
- If possible, try to attract attention from the vicinity;
- Try to arrange so that the radio correspondence from the hijackers goes via the company
or the National coastal radio station when they contact their counterparts;
- Insist on giving frequent and regular information to the whole complement about the
situation and the practical arrangements which have been agreed;
- Emphasise to the complement that no rash actions should be undertaken;
- Show interest with regard to the hijackers' cause, background, aim and attitude;
- Try indirectly to obtain information about the maritime experience of the hijackers;
- Make the hijackers understand that their safety depends on the safety of the ship;
- If the hijackers make demands that may not be met for maritime / nautical reason, explain
and give reasons why, and state alternative solutions if the situations is critical;
- Take ample time when the hijackers' demands are accommodated;
- Avoid discussions and speculations about which counteractions may be taken and the
likelihood that the demands will be met;
- Use ample margins in discussions concerning the hijackers' possibilities for retreat.
7.35.7 WARNING
If in any area there is an increased danger for hijacking, ships will be warned immediately and
given directives for that particular situation.
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7.36 7.36 LOCAL WAR
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7.36.1 GENERAL
A) Altering
If there is a risk of outbreak of war or similar hostilities in the area for which the ship is destined,
the ship will receive notification of this via the company. The ship will receive guidelines for
further actions, and extended report duties may be established.
If there is reason to believe that conditions of war or risks for this exist and no directives have
been received, the company should be contacted.
B) Duties
Irrespective of the clauses of war, which a charter agreement may contain, it is Master's opinion
about the risk for complement, ship and cargo, which is decisive for further actions.
If the ship is forced to follow directives from one of the parts in the conflict, Master must as far
as possible act in accordance with the interests of the complement and the company.
C) Insurance Conditions
In case of war or similar hostilities the ship's marine insurance conditions will be suspended and
replaced by the war insurance conditions.
7.36.2 HOSTILITIES IN PORT OF DESTINATION
If information is received by message or otherwise that a risk for outbreak of war or similar
hostilities exists in the port or area of destination, contact agent (taking into account that the
agent may be under pressure from the authorities) or nearest national consular office for further
information about the situation and expected development.
- If the voyage in the area and call at the port are expected to involve risks due to: -
* Possible mine fields in the area
* Obstruction of sea marks, misleading marking
* Pirate activities
* Hostilities
Head for waters outside the territorial limits
- Contact the company immediately and give information and evaluation of the situation,
and state the precautions that are taken.
7.36.3 HOSTILITIES IN PORT
A) If, while the ship is in port, the risk of hostilities arises: -
- Contact the agent and nearest consulate/general embassy to obtain an assessment of the
situation and possible development;
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- Investigate in consultation with agent the possibilities for leaving the harbour, possibly by
own means if the situation gets worse;
- Find out if mines or other obstacles will be placed in the fairway, and the possibilities for
shifting of the vessel to a less exposed area;
- Enquire if other ships in the harbour are intending to break out, and how they estimate
the chances of success;
- Make the ship ready for possible departure, and inform the complement of existing
possibilities.
B) If hostilities are taking place in the area, and the ship cannot escape: -
- Terminate all cargo handling, and make ship ready for sea;
- Consider the possibilities of hauling the ship out from the quay, prepare for cutting of
moorings;
- Start preparations for casualty controls in case the ship should be damaged due to
hostilities, close hatches, ports, doors, set watches and block access to the ship;
- Consider if extra display of the ship's nationality may reduce the possibilities for attack on
the ship;
- Consider the best possible place of refuge with retreat possibilities for the complement in
case the ship comes into the line of fire;
- If the ship's cargo or installations in the vicinity makes staying on board very dangerous
during a possible fight, consider evacuation of the complement and safest place of refuge
ashore, or possibilities of retreating by means of lifeboats;
- If evacuation of the complement is a possibility, make ready and prepare all actions that
must be executed before the ship is abandoned;
- If possible, inform nearest National foreign station and local contacts about precautions
and actions that are intended.
7.36.4 REQUISITION
The ship may be requisitioned by a belligerent part, and the requisitioned may put board a prize
crew who partly takes command of the ship.
If the ship is ordered for transportation of refugees, consider:-
* Bunker supply;
* Possible range of operation;
* Possible harbours that may be reached;
* Capacity for sustenance of refugees.
If the ship must follow directives and undertake operations for a belligerent part, try by all
available means to keep the company informed about the situation, either directly or via local
contacts. The same applies if the ship is captured and taken over by the belligerent part.

Ship Fire Safety Procedures

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Ship Fire Safety Procedures

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Page 1 of 154 OOW Oral Notes @

At all times muster crew and take a head count.

Fire in port (cargo operations or bunker operations):

1. Raise the alarm.

• Hand over fire wallet.

If cargo space fire- close and batten down hatches.

If accommodation fire then isolate all electrical circuits.

Cargo space fire (at sea):

Accommodation fire at sea:

1. Raise alarm. Inform master.

7. Close all watertight and fire doors.

Galley fire at sea:

1. First six points as above.

• Foam- oil stoves.

Fire at sea: (engine room)

1. Raise the alarm.

Releasing of CO2 at sea:

CO2 is only released when fire is out of control.

1. Seal engine room.

Planned injection information:

1. CO2 arrangement plan.

1. Always advisable to wait before carrying out an investigation.

Learn CO2 arrangement system diagram, has been asked before.

Precautions when using a CO2 extinguisher:

1. Always read instructions before firing.

Contents of a fire wallet:

1. General arrangement plan.

Operation of emergency fire pump:

CO2 Three way valve:

Pre operational checks of breathing apparatus:

1. Ensure bypass v/v is fully closed.

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

Class B: combustible liquids (kerosene, petrol etc.)~ foam, dry powder.

Class C: electrical fires~ CO2, halon.

Class D: fire in light metals.

Class E: petroleum gases.

Class F: spontaneously combustible materials~ water, foam and dry powder.

Emergency stop valve:

Safe means of access:

1. Gangway not to be at an inclination of more than 30 o to the horizontal.

1. Fire wallet and international shore connection.

1. A single length of ladder should be used.

• Dimensions- not less than 48Omm x 115mm x 25mm.

1. Four lower steps to be constructed of rubber.

1. The bulwark ladder must be well secured to the bulwark.

• Stanchion spacing- 700 – 800mm.

Man entry into enclosed spaces

1. Adequate ventilation and illumination.

• O2 analyser- oxygen deficiency

1. Permission from chief officer.

Taking over as chief officer:

1. Check certificates and validity.

• Records of all past loading and discharges.

Classes of dangerous cargo:

Class 2 : gases compressed, liquefied or dissolved under pressure.

Class 3 : inflammable liquids.

Class 4.1 : inflammable solids.

Class 4.2 : inflammable solids or substances liable to spontaneous combustion.

Class 5.1 : oxidising substances.

Class 5.2 : organic peroxides.

Class 6.1 : poisonous toxic substances.

Class 6.2 : infectious substances.