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ORAL NOTES

(CLASS 1)

1) WHAT WAS THE TYPE OF YOUR LAST VESSEL?


MY LAST VESSEL WAS A PRODUCT TANKER.(MEANS AN OIL TANKER
ENGAGED IN CARRYING OIL OTHER THAN CRUDE OIL)
2) WHAT WAS THE GT AND NT OF YOUR
LASTVESSEL?

3) WHAT IS GT & NT?


GROSS TONNAGE(GT):THE GROSS TONNAGE OF A VESSEL
CONSISTS OF ITS TOTAL MEASURED CUBIC CONTENTS EXPRESSED
IN UNITS OF 100 CU.FT. OR 2,83 CU.M.
NET TONNAGE(NT):THE CARRYING CAPACITY OF VESSEL AS
ASCERTAINED ACCORDING TO GOVERNMENT REGULATIONS AND
ARRIVED AT BY MEASURING THE CUBIC CONTENTS OF THE SPACE
INTENDED FOR REVENUE EARNING.
DEADWEIGHT TONNAGE: THE VESSEL’S LIFTING CAPACITY.THAT A
VESSEL WILL LIFT WHEN LOADED IN SALT WATER TO HER SUMMER
FREEBOARD MARKS

4) DERRICKS AND CRANES ADVANTAGES


/DISADVANTAGES (GENERAL DESCRIPTION).

5) IF YOU HAVE TO USE TWO BLOCKS ONE WITH


SMALL SHEEVE & ONE WITH LARGE SHEEVE
,WHICH ONE WILL YOU USE AND WHY?

6) WHAT IS
ONVENTION/PROTOCOL/CODE/RESOLUTION
RECOMMENDATION.GIVE DEFINITION AND
EXPLAIN WITH EXAMPLE.
CONVENTION:MEANS ANY INTERNATIONAL AGREEMENT COCLUDED
BETWEEN TWO OR MORE STATES IN WRITTEN FORM AND EMBODIED IN
A SINGLE INSTRUMENT OR IN TWO OR MORE RELATED
INSTRUMENTS,GOVERENED BY INTERNATIONAL LAW.
PROTOCOL:RATHER THAN CHANGE A WHOLE CONVENTION ,WHEN
CHANGES HAPPEN THEY ARE USUALLY PROMULGATED IN THE FORM OF
A PROTOCOL.OR A TREATY INSTRUMENT WHICH MAKES MAJOR
MODIFICATIONS TO A CONVENTION HICH HAS BEEN ADOPTED BUT IS
NOT YET IN FORCE.THE PROTOCOL USUALLY SPEEDS UP THE
CONVENTION’S ENTRY INTO FORCE.
CODES:IMO ISSUES CODES OF PRACTICE.THESE ARE ADVISORY BUT
NOT BINDING.
RESOLUTION:IMPORTANT RECOMMENDATIONS OR IDEAS ARE DRAWN
UP AS RESOLUTIONS.THEY MAY SERVE TO EXPLAIN AND EMPLIFY A
CONVENTION.OR
THE FINAL DOCUMENT RESULTING FROM THE AGREEMENT BY THE IMO
ASSEMBLY OR A MAIN COMMITTEE OF SOME MATTER SUCH AS AN
AMMENDMENT OR RECOMMENDATION.

7) CETIFICATES REQUIRED BY CLASS 7 SHIPS.

8) WHAT CERT. ARE REQ. UNDER SOLAS?

9) WHAT IS SAFE MANNING DOCUMENT IN SOLAS?


EVERY SHIP TO WHICH CHAPTER 1 OF CONVENTION APPLIES SHALL
BE PROVIDED WITH AN APPROPRIATE SAFE MANNING DOCUMENTOR
EQUIVALENT ISSUED BY THE ADMINISTRATION AS EVIDENCE OF THE
MINIMUM SAFE MANNING (SOLAS 1974 1989 AMMENDMENT
REGULATIONV/13B)
SAFE MANNING CERTIFICATE: TO CONFIRMS MINIMUM PERSON TO BE
CARRIED ONBOARD A V/L TO CARRIED OUT FULL OPERATION.
THE CERTIFICATE WOULD ISSUED ON THE BASIS OF MINIMUM PERSON
REQUIRED ON TO OPERATE:
V/L TO ALONGSIDE,
V/L TO CUST OFF,
PORT OPERATION INCLUDING CARGO WATCH, GANGWAY WATCH,
AT SEA: A) SAFE NAVIGATION WATCH ON BRIDGE.
ENGINE ROOM WATCH.
b) RADIO WATCH.
5. SAFETY MAINTENANCE WORK IN E/R.
6. SAFETY MAINTENANCE WORK ON DECK.
7. SAFE HANDLE THE OPERATION IN AN EMERGENCY.
8. ENVIRONMENTAL PROTECTION.
9. CLEANNESS FOR FIRE SAFETY.

VALIDITY: NIL.

10) WHAT IS ISM/ISPS/DOA/DOC?


WHAT IS DOA? HOW CAN YOU LOAD GRAIN WITHOUT THE DOCUMENT
OF AUTHORIZATION

DOCUMENT OF AUTHORIZATION
A DOCUMENT OF AUTHORIZATION SHALL BE ISSUED FOR EVERY SHIP
LOADED IN ACCORDANCE WITH THE REGULATIONS OF THIS CODE
EITHER BY THE ADMINISTRATION OR AN ORGANIZATION
RECOGNIZED BY IT OR BY A CONTRACTING GOVERNMENT ON BEHALF
OF THE ADMINISTRATION. IT SHALL BE ACCEPTED AS EVIDENCE THAT
THE SHIP IS CAPABLE OF COMPLYING WITH THE REQUIREMENTS OF
THESE REGULATIONS.

THE DOCUMENT SHALL ACCOMPANY OR BE INCORPORATED INTO THE


GRAIN LOADING MANUAL PROVIDED TO ENABLE THE MASTER TO
MEET THE REQUIREMENTS OF A 7 (STABILITY REQUIREMENT). THE
MANUAL SHALL MEET THE REQUIREMENTS OF A 6.3 (INFORMATION
REGARDING SHIP STABILITY AND GRAIN LOADING).

SUCH A DOCUMENT, GRAIN LOADING STABILITY DATA AND


ASSOCIATED PLANS MAY BE DRAWN UP IN THE OFFICIAL LANGUAGE
OR LANGUAGES OF THE ISSUING COUNTRY. IF THE LANGUAGE USED
IS NEITHER ENGLISH NOR FRENCH, THE TEXT SHALL INCLUDE A
TRANSLATION INTO ONE OF THESE LANGUAGES.

A COPY OF SUCH A DOCUMENT, GRAIN LOADING STABILITY DATA


AND ASSOCIATED PLANS SHALL BE PLACED ON BOARD IN ORDER
THAT THE MASTER, IF SO REQUIRED, SHALL PRODUCE THEM FOR THE
INSPECTION OF THE CONTRACTING GOVERNMENT OF THE COUNTRY
OF THE PORT OF LOADING.

A SHIP WITHOUT SUCH A DOCUMENT OF AUTHORIZATION SHALL NOT


LOAD GRAIN UNTIL THE MASTER DEMONSTRATES TO THE
SATISFACTION OF THE ADMINISTRATION, OR OF THE CONTRACTING
GOVERNMENT OF THE PORT OF LOADING ACTING ON BEHALF OF THE
ADMINISTRATION, THAT, IN ITS LOADED CONDITION FOR THE
INTENDED VOYAGE, THE SHIP COMPLIES WITH THE REQUIREMENTS
OF THIS CODE. SEE ALSO A 8.3 (STABILITY REQUIREMENTS FOR
EXISTING SHIPS) AND A 9 (LOADING GRAIN WITHOUT DOA).

SOURCE: IMO GRAIN CODEPART-A, SEC-3.

LOADING GRAIN WITHOUT DOA


9.1. A SHIP NOT HAVING ON BOARD A DOCUMENT OF
AUTHORIZATION ISSUED IN ACCORDANCE WITH A 3 OF THIS CODE
MAY BE PERMITTED TO LOAD BULK GRAIN PROVIDED THAT:

.1. THE TOTAL WEIGHT OF THE BULK GRAIN SHALL NOT EXCEED
ONE THIRD OF THE DEADWEIGHT OF THE SHIP;

.2. ALL FILLED COMPARTMENTS, TRIMMED, SHALL BE FITTED WITH


CENTRELINE DIVISIONS EXTENDING, FOR THE FULL LENGTH OF
SUCH COMPARTMENTS, DOWNWARDS FROM THE UNDERSIDE OF
THE DECK OR HATCH COVERS TO A DISTANCE BELOW THE DECK
LINE OF AT LEAST ONE EIGHTH OF THE MAXIMUM BREADTH OF THE
COMPARTMENT OR 2.4 M, WHICHEVER IS THE GREATER, EXCEPT
THAT SAUCERS CONSTRUCTED IN ACCORDANCE WITH A 14 MAY BE
ACCEPTED IN LIEU OF A CENTRELINE DIVISION IN AND BENEATH A
HATCHWAY EXCEPT IN THE CASE OF LINSEED AND OTHER SEEDS
HAVING SIMILAR PROPERTIES;

.3. ALL HATCHES TO FILLED COMPARTMENTS, TRIMMED, SHALL BE


CLOSED AND COVERS SECURED IN PLACE;

.4. ALL FREE GRAIN SURFACES IN PARTLY FILLED CARGO SPACE


SHALL BE TRIMMED LEVEL AND SECURED IN ACCORDANCE WITH A
16, A 17 OR A 18;

.5. THROUGHOUT THE VOYAGE THE METACENTRIC HEIGHT AFTER


CORRECTION FOR THE FREE SURFACE EFFECTS OF LIQUIDS IN
TANKS SHALL BE 0.3 M OR THAT GIVEN BY THE FOLLOWING
FORMULA, WHICHEVER IS THE GREATER:

11) WHAT CONVENTION DEALS WITH SHIP


OWNER /SEA FARER?
ILO CONVENTION147(MERCHANT SHIPPING MINIMUM STANDARD
CONVENTION 1976.)SAFE MANNING STANDARDS, HOURS OF
WORK,SEA FARER’S COMPETENCYAND SOCIAL
SECURITY,EMPLOYMENT STANDARDS COVERING MININMUM
AGE,MEDICAL CARE AND EXAMINATION,ACCIDENT PREVENTION,
CREW ACCOMODATION, REPATRIATION, TRAINING.
12) WHICH CERTIFICATE IS ISSUED BY MMD?

13) WHICH CERTIFICATE IS ISSUED BY


CLASSIFICATION SOCIETY?
INTERNATIONAL TONNAGE CERTIFICATE, INTERNATIONAL LOAD
LINE CERTIFICATE,INTERNATIONAL OIL POLLUTION PREVENTION
CERTIFICATE,CARGO SHIP SAFETY CONSTRUCTION
CERTIFICATE,DOC WITH PECIAL SPCIAL REQUIREMENTS FOR SHIPS
CARYING DANGEROUS GOODS,DOC AND SMC UNDER ISM
14) WHAT IS CLASSIFICATION SOCIETY?

15) HOW TO DROP ANCHOR ,WHERE TO


DROPANCHOR,WHAT PRECAUTIONS TO TAKE,
WHAT DEPTH TO LET GO ,AT WHAT DEPTH TO
VEER ANCHOR?

16) SLIP WIRE/HOW TO


SEND/PURPOSE/PROCEDURE WHILE MOORING
AND UNMOORING(ONLY ROPS NOT ANCHOR
CABLE)

17) WHAT CLASSIFICATION SOCITIES APPROVED


BY GOVT. OF PAKISTAN?

18) SCOPE OF CABLE/HOW TO DETERMINE/WHAT


IS REQ. SCOPE IN SHALLOW WATER /DEEP
WATER?
SCOPE IS RATIO OF LENGTH OF CABLE TO THE DEPTH OF WATER.
SCOPE IS LESS IN DEEP WATER AND MORE IN SHLLOW WATER

19) BERTHING UNBERTHINGWITH VERY STRONG


OFFSHORE WIND WITHOUT TUG AND PILOT.

20) WHAT IS DEVIASCOPE / HEELING ERROR AND


CAUSES?
HEELING ERROR:

21) YOU ARE A POWER DRIVEN VESSEL IN WHAT


SITUATION YOU ARE A STANDBY VESSEL AND IN
WHAT RESPECT AND RULE
RULE 13 & 15
22) RULE 19 SALIENT FEATURES?

23) WHY NOT TO ALTER COURSE TO PORT FOR A


VESSEL FWD OF BEAM,WHAT IS THE REASON
BEHIND IT?
24) WHAT IS DOCUMENT OF AUTHORISATION?

25) WHAT IS THE FUNCTION OF PSC?

26) WHAT CONVENTIONS DEAL WITH SHIPS/

27) YOU ARE A POWER DRIVEN VESSEL , IN


WHAT SITUATION YOU ARE A GIVE WAY VESSEL?

28) IMDG CODE, WHAT IS A PLACARD?WHAT DO YOU


MEAN BY LIMITED QUANTITIES?

29) WHAT IS GENERAL AVERAGE AND


PARTICULAR AVERAGE?
LOSS OR DAMAGE WHICH HAS NOT RESULTED FROM WANT OF DUE
DILIGENCE ON THE PART OF ASSURE OWNERS OR MANAGERS AND
MAY FURTHER BE DEFINED AS PA LOSS IA PARTIAL LOSS
PROXIMATELY CAUSED BY PERIL INSURED AGAINST AND WHICH IS
NOT A GENERAL AVERAGE LOSS.
OR IT CAN BE DEFINED AS ACCIDENTAL PARTIAL LOSS OF INSURED
PROPERTY.
THE PRINCIPLE OF GENERAL AVERAGE MAY BE SAID TO BE : ‘THAT
WHICH HAS BEEN SACRIFICED FOR THE BENEFIT OF ALL SHALL BE
MADE GOOD BY THE CONTRIBUTION OF ALL”
EG: FIRE IN A HOLD ,THE CARGO DAMAGED BY FIRE IS PARTICULAR
AVERAGE.
THE CARGO DAMAGED BY WATER USED TO FIGHT THE FIRE IS GA.

30) WHAT IS RUNNING MOOR?

31) APROACHING A FOG BANK, ACTION?

32) SOLAS CHAPTER 5 DANGER MESSAGE?


33) ANTI EXPOSURE SUIT AND IMMERSION SUIT,
DIFFERENCE?
IMMERSION SUIT: IS A PROTECTIVE SUIT WHICH REDUCES THE
BODY HEAT LOSS OF A PERSON WEARING IT IN COLD WATER.
THERMAL PROTECTIVE AID: THERMAL PROTECTIVE AID IS A BAG OR
SUIT MADE OF WATER PROOF MATERIAL WITH LOW THERMAL
CONDUCTIVITY.

34) UNDER WHAT CONVENTION A SAFETY


CERTIFICATE IS ISSUED?

35) UNDER STCW WHAT REGULATION STATES


ABOUT QUALIFICATION OF MASTERS, CO AND
RATINGS?

36) HOW TO KNOW WHICH CERTIFICATES HAVE A


CERTAIN VALIDITY PERIOD?

37) GIVE EXAMPLES OF PERMANENT


CERTIFICATES AS PER STCW?

38) WHAT IS COVERED BY A CERTIFICATE OF


REGISTRY?
OFFICIAL NUMBER; INSTRUCTIONS AS TO WHAT
TO DO IF THE SHIP IS LOST OR
IMO NUMBER; CEASES TO BE A BRITISH-
REGISTERED SHIP, OR IF THE
RADIO CALL SIGN; CERTIFICATE IS LOST,
STOLEN, DESTROYED OR DEFACED
NAME OF THE SHIP; WARNING NOTE TO
THE EFFECT THAT THE CERTIFICATE IS
PORT OF CHOICE; NOT PROOF OF OWNERSHIP;

TYPE OF SHIP; ADDRESS OF THE RSS;


METHOD OF PROPULSION; ON THE REVERSE:
ENGINE MAKE AND MODEL; OWNERSHIP DETAILS
OF THE SHIP (SHARE-OWNERS’
TOTAL ENGINE POWER IN KW’S; NAMES AND
ADDRESSES AND NUMBER OF SHARES
LENGTH; OWNED BY EACH.
BREADTH;
DEPTH;
REGISTER TONNAGE;
GROSS TONNAGE;
NET TONNAGE;
YEAR OF BUILD;
DATE AND TIME OF ISSUE OF CERTIFICATE;
DATE OF EXPIRY OF THE CERTIFICATE;

39) WHAT IS UNCLOS?


THE UNITED NATION CONVENTION ON THE LAWAS OF SEA,A TREATY
DOCUMENT WHICH ATTEMPTS TO CODIFY THE INTERNATIONAL LAW OF
THE SEA.IT CAME INTO FORCE INTERNATIONALLY ON 16 NOV 1994.
UNCLOS SETS THE MAX. WIDTH OF THE TERRITORIAL SEA AT 12 NM
WITH A CONTAGIOUS ZONA AT 24 NM FROM THE BASE LINE.IT DEFINES
INNOCENT PASSAGES THROUGH TERRITORIAL SEA AND DEFINES
TRNSIT PASSAGE THROUGH INTERNATIONAL STRAITS.IT ESTABLISHES
EEZ EXTENDING 200 NM FROM BASE LINE.

40) WHAT DO YOU KNOW ABOUT DANGEROUS


CARGO ENDORSEMENT?HOW IT CAN BE
CANCELLED OR REVALIDATED?

41) WHAT CONVENTION REGARDING POLLUTION


PAKISTAN HAS RATIFIED?

42) CAN A CONVENTION BE AMMENDED


WITHOUT PROTOCOL?

43) HOW A CODE IS ENFORCED?

44) IS IT ALWAYS MENDATORY TO ENFORCE


CODE, IF NOT IN WHAT CONDITION?

45) ISPS?

46) IF A CONVENTION HAS COME INTO FORCE


AND OUR FLAG STATE HAS NOT RATIFIED IT ,ARE
OUR SHIPS REQUIRED TO COMPLY SUCH
CONVENTION?
47) IF YES , WHY?

48) WHAT IS WHITE LIST?

49) WHAT IS DIFFERENCE BETWEEN ISM AND


ISO?
ISM APPLIES TO SAFETY AT SEA AND POLLUTION
PREVENTION,WHEREAS ISO QUALITY ASSURANCE OF SERVICES.
ISM APPLIES TO SHIP MANAGEMENT AND SHIPBOARD OPERATIONS
WHEREAS ISO APPLIES TO THE CONTRACTUAL RELATIONSHIP
BETWEEN A SUPPLIER AND HIS CUSTOMER
THE PURPOSE OF ISM IS TO DEMONSTRATE THE COMPLIANCE WITH
SAFETY AND POLLUTION PREVENTION REQUIREMENT WHEREAS ISO IS
TO SHOW COMPLIANCE WITH THE CUSTOMER’S QUALITY
REQUIREMENT.
ISM IS IMPLEMENTED THROUGH THE COMPANY SAFETY MANAGEMENT
SYSTEM WHERE ISO IS IMPLEMENTED THROUGH COMPANY QUALITY
MANAGEMENT SYSTEM
ISM INVOLVES A SHORE BASED AUDIT OF THE COMPANY AND ISSUE A
DOCUMENT OF COMPLIANCE, WHEREAS ISO INVOLVES A COMPANY
AUDIT AND A CERTIFICATE OF QUALITY SYSTEM APPROVAL ISSUED.
(INTERNATIONAL ORGANIZATION FOR STANDARDIZATION)

50) WHAT IS EXEMPTION AND WHAT IS EXCEPTION?

51) WHAT IS PIVOT POINT AND WHERE SITUATED?


THE POINT ABOUT WHICH VESSEL’S HULL APPEARS TO POVOT HILE
TURNING BY ACTION OF THE RUDDER AND MAKING HEAD WAY.
LOCATION:DEPENDING UPON SPEED AND HULL FORM ,FROM ONE
SIXTH TO ONE FOUTH VESSEL’S LENGTH FROM HER STERN
OR
THIS IS THE POINT ABOUT WHICH THE SHIP TURNS WHEN THE
RUDDER IS PUT OVER IE THE POINT WHERE THE BOW APPEARS TO
BE SWINGING INWARDS AT THE SAME RATE AS THE STURN SWINGS
OUTWARDS.THE POSITION OF THE PIVOT POINT IS NOT CONSTANT
BECAUSE IT DEPENDS UPON THE WATER PRESSURE ACTING UPON
THE UNDERWATER HULL. WHEN GOING FULL AHEAD THROUGH THE
WATER IT IS ONE –THIRD OF THE SHIPS LENGTH FROM FORWARD
AND WHEN GOING FULL ASTERN IT IS ABOUT ONE QUARTER THE
SHIPS LENGTH FROM AFT.WHEN TURNING ALREADY AT REST THE
PIVOTING IS ABOUT AMIDSHIPS.THE TURNING CIRCLE IS THE PATH
TRACED OUT BY THE PIVOTING POINT.FULLY LOADED WIH THE
WHEEL HARDOVER AND ENGINES ON FULL AHEAD THE DIAMETER
OF THE TURNING CIRCLE IS ABOUT 4 TIMES THE SHIP’S
LENGTH.FACTORSS SUCH AS RUDDER TYPE ,SPEED TRANSVERSE
THRUST AND WEAHER CONDITIONS WILL AFFECT THE DIAMETER OF
THE TURNING CIRCLE.

52) WHAT IS STOWAGE FACTOR?

53) SOLAS APPLIES TO WHAT SHIPS?

54) IOPP ISSUED TO WHAT SHIPS AND UNDER


WHAT CONVETION/ UNDER WHAT ANNEX?

55) WHAT CERTIFICATE IS ISSUED UNDER ANNEX


2 OF IOPP?

56) WHAT IS ISPS?

57) WHAT CERTIFICATE IS ISSUED UNDER ISPS?

58) WHAT CERIFICATE S ISSUED TO PORT


FACILITY UNDER ISPS?

59) WHAT IS THE PURPOSE OF ISM AND APPIES


TO WHAT VESSELS?
ISM APPLIES TO ALL PASSENGER SHIPS OF STATES WHICH ARE
PARTY TO SOLAS WHEN ON INTERNATIONAL VOYAGES
AND ALL CARGO SHIPS OF 500 GT OR OVER
AND MOBILE DRILLING UNITS OF 500 GT OR OVER OF STATES
WHICH ARE PART TO SOLAS WHEN ON INTERNATIONAL VOYAGES

60) WHAT IS BASE LINE,TERRITORIAL WATERS


AND INTERNATIONAL WATERS?

BASELINE

NORMAL BASELINE:
EXCEPT WHERE OTHERWISE PROVIDED IN THIS CONVENTION, THE
NORMAL BASELINE FOR MEASURING THE BREADTH OF THE TERRITORIAL
SEA IS THE LOW-WATER LINE ALONG THE COAST AS MARKED ON LARGE-
SCALE CHARTS OFFICIALLY RECOGNIZED BY THE COASTAL STATE.
(UNCLOS, ARTICLE5)

REEFS:

IN THE CASE OF ISLANDS SITUATED ON ATOLLS OR OF ISLANDS HAVING


FRINGING REEFS, THE BASELINE FOR MEASURING THE BREADTH OF THE
TERRITORIAL SEA IS THE SEAWARD LOW-WATER LINE OF THE REEF, AS
SHOWN BY THE APPROPRIATE SYMBOL ON CHARTS OFFICIALLY
RECOGNIZED BY THE COASTAL STATE. (UNCLOS, ARTICLE6)

STRAIGHT BASELINES:

IN LOCALITIES WHERE THE COASTLINE IS DEEPLY INDENTED AND CUT


INTO, OR IF THERE IS A FRINGE OF ISLANDS ALONG THE COAST IN ITS
IMMEDIATE VICINITY, THE METHOD OF STRAIGHT BASELINES JOINING
APPROPRIATE POINTS MAY BE EMPLOYED IN DRAWING THE BASELINE
FROM WHICH THE BREADTH OF THE TERRITORIAL SEA IS MEASURED.
WHERE BECAUSE OF THE PRESENCE OF A DELTA AND OTHER NATURAL
CONDITIONS THE COASTLINE IS HIGHLY UNSTABLE, THE APPROPRIATE
POINTS MAY BE SELECTED ALONG THE FURTHEST SEAWARD EXTENT OF
THE LOW-WATER LINE AND, NOTWITHSTANDING SUBSEQUENT
REGRESSION OF THE LOW-WATER LINE, THE STRAIGHT BASELINES
SHALL REMAIN EFFECTIVE UNTIL CHANGED BY THE COASTAL STATE IN
ACCORDANCE WITH THIS CONVENTION.

(UNCLOS, ARTICLE7)

MOUTHS OF RIVERS:

IF A RIVER FLOWS DIRECTLY INTO THE SEA, THE BASELINE SHALL BE A


STRAIGHT LINE ACROSS THE MOUTH OF THE RIVER BETWEEN POINTS ON
THE LOW-WATER LINE OF ITS BANKS.

(UNCLOS, ARTICLE9)

ARCHIPELAGIC BASELINES
AN ARCHIPELAGIC STATE MAY DRAW STRAIGHT ARCHIPELAGIC
BASELINES JOINING THE OUTERMOST POINTS OF THE OUTERMOST
ISLANDS AND DRYING REEFS OF THE ARCHIPELAGO PROVIDED THAT
WITHIN SUCH BASELINES ARE INCLUDED THE MAIN ISLANDS AND AN
AREA IN WHICH THE RATIO OF THE AREA OF THE WATER TO THE AREA
OF THE LAND, INCLUDING ATOLLS, IS BETWEEN 1 TO 1 AND 9 TO 1.
THE BASELINES DRAWN IN ACCORDANCE WITH THIS ARTICLE SHALL BE
SHOWN ON CHARTS OF A SCALE OR SCALES ADEQUATE FOR
ASCERTAINING THEIR POSITION. ALTERNATIVELY, LISTS OF
GEOGRAPHICAL COORDINATES OF POINTS, SPECIFYING THE GEODETIC
DATUM, MAY BE SUBSTITUTED.

(UNCLOS, ARTICLE47)

TERRITORIAL WATERS
THE SOVEREIGNTY OF A COASTAL STATE EXTENDS, BEYOND ITS LAND
TERRITORY AND INTERNAL WATERS AND, IN THE CASE OF AN
ARCHIPELAGIC STATE, ITS ARCHIPELAGIC WATERS, TO AN ADJACENT
BELT OF SEA, DESCRIBED AS THE TERRITORIAL SEA.
THIS SOVEREIGNTY EXTENDS TO THE AIR SPACE OVER THE
TERRITORIAL SEA AS WELL AS TO ITS BED AND SUBSOIL.
THE SOVEREIGNTY OVER THE TERRITORIAL SEA IS EXERCISED SUBJECT
TO THIS CONVENTION AND TO OTHER RULES OF INTERNATIONAL LAW.
EVERY STATE HAS THE RIGHT TO ESTABLISH THE BREADTH OF ITS
TERRITORIAL SEA UP TO A LIMIT NOT EXCEEDING 12 NAUTICAL MILES,
MEASURED FROM BASELINES DETERMINED IN ACCORDANCE WITH
UNCLOS.
A LIST OF KNOWN CLAIMS OF TERRITORIAL SEAS PUBLISHED IN
ANNUAL NOTICES TO MARINERS NO-12.

SOURCE:

UNCLOS ARTICLE-2 & 3

HIGH SEA
ALL PARTS OF THE SEA THAT ARE NOT INCLUDED IN THE EXCLUSIVE
ECONOMIC ZONE, IN THE TERRITORIAL SEA OR IN THE INTERNAL
WATERS OF A STATE, OR IN THE ARCHIPELAGIC WATERS OF AN
ARCHIPELAGIC STATE.
THE HIGH SEAS ARE OPEN TO ALL STATES, WHETHER COASTAL OR
LAND-LOCKED.
FREEDOM OF THE HIGH SEAS:
FREEDOM OF NAVIGATION;
FREEDOM OF OVERFLIGHT;
FREEDOM TO LAY SUBMARINE CABLES AND PIPELINES, SUBJECT TO
PART VI OF UNCLOS.
FREEDOM TO CONSTRUCT ARTIFICIAL ISLANDS AND OTHER
INSTALLATIONS PERMITTED UNDER INTERNATIONAL LAW, SUBJECT
TO PART VI OF UNCLOS;
FREEDOM OF FISHING, SUBJECT TO THE CONDITIONS LAID DOWN IN
SECTION 2 OF UNCLOS;
FREEDOM OF SCIENTIFIC RESEARCH, SUBJECT TO PARTS VI AND XIII
OF UNCLOS.
NO STATE MAY VALIDLY PURPORT TO SUBJECT ANY PART OF THE HIGH
SEAS TO ITS SOVEREIGNTY

61) SEXTANT PRINCILE?


THE ANGLE BETWEEN THE FIRST AND LAST DIRECTION OF RAY IS
TWICE THE ANGLE BETWEEN THE MIRRORS.

62) UNDER WHAT CONVENTION THE EXAMS OF


MASTERS AND MATES CARRIED OUT?

ORAL NOTES
(CLASS 2)

WHAT IS YOUR LAST VESSEL’S GT?

WHAT IS GT AND NT?

YOUR SHIP HEADING NORTH ,A SHIP ON TWO


POINTS PORT BOW SHOWING STERN LIGHT HOW
IS HEADING?

IF THE ABOVE MENTIONED VESSEL HEADING


BETWEEN W~NE NOW IF THE BEARING OF THE
MENTIONED VESSEL BEARING CONSTANT HOW IS
SHE HEADING IN THIS CONDITION?

FOR WHAT VESSELS YOU ARE STAND ON?

FOR WHAT VESSELS YOU ARE GIVE WAY?

WHAT IS SLIP ROPE, WHY USED?


WHAT CERTIFICATES ARE ISSUED BY
CLASSIFICATION SOCIETY ON BEHALF OF GOVT.
OF PAKISTAN?

WHAT IS CONVENTION ,CODES,WHEN CONVENTION


BECOMES MENDATORY?

HEAVY WEATHER EXPECTED ,WHAT PRECAUTIONS?


PRESS UP ALL TANKS POSSIBLE TO REDUCE FREE SURFACE EFFECT,
RIG LIFE LINES ON EXPOSED DECKS, EXTRA LASHINGS ON DECK
CARGO,ENGINE SPARES AND ANCHORS,CEMENT SPURLING PIPE IF
NOT ALREADY DONE,SCREW DOWN E/R SKY LIGHTS.
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
HEAVY WETHER PASSED,WHAT IS MOST
IMPORTANT THING YOU WILL CHECK AFTER THE
HEAVY WEATHER?

HOW IS THE ANCHOR CABLE DISCONNECTED?

A VESSEL AHEAD OF YOU DRAGS ANCHOR,WHAT


WILL BE YOUR ACTION?
IF MAIN ENGINES ARE AVAILABLE:SOUND GENERAL ALARM, TRY ALL
WAYS TO ATTRACK ATTENTION OF OTHER VESSEL,TEND WINDLSS
,FENDERS,W/T DOORS,IF SUFFICIENT TIME AND SPACE ,HEAVE UP
AND STEAM CLEAR OR HEAVE PARTLY UP AND DRAG ANCHOR
CLEAR
IF MAIN ENGINES ARE NOT AVAILABLE: REMEMBER IF THER IS A
TIDE OR CURRENT RUNNING IT WILL PROBABLY BE POSSIBLE TO
SHEAR VESSEL WITH RUDDER OUT OF PATH OF DRAGGING VESSEL
AND IF IN COMMUNICATION WITH OTHER VESSEL, ASK HER TO
SHEER OPPOSITE WAY.IF NO CURRENT NO POWER IMMEDIATELY
AVAILABLE ON STEERING GEAR:SLACK DOWN CABLE TO GAIN TIME
AND PREPARE TO SLIP FROM BITTER END (CABLE BUOYED) AND GET
READY TO USE OTHER ANCHOR.
(SHEER: WHEN APPLIED TO A VESSEL AT ANCHOR,SHEER IS AN
ANGULAR MOVEMENT OF THE VESSEL ABOUT THE HAWSE PIPE
POINT,IT CAN BE DELIBERATLY CAUSED BY APPLIED HELM TO PORT
OR STBD)

WHAT IS STOWAGE FACTOR AND DENSITY?


DENSITY:THIS USUALLY DEFINED AS MASS PER UNIT VOLUME.
STOWAGE FACTOR:THE VOLUME OCCUPIED BY UNIT WEIGHT.

HOW YOU WILL KNOWAFTER DROPPING ANCHOR


THAT THE VESSEL HAS BROUGHT UP?
CABLE TIGHTENS THEN SLACKENS (TWICE)
(ANCHO IS AWEIGH: CABLE LEADS VETICALLY AND THEN USUALLY
SWINGS)
ADDITIONALLY
A VESSEL IS SAID TO BE BROUGHT UP WHEN HER WAY HAS
STOPPED AND SHE IS RIDING O HER ANCHOR,WITH THE ANCHOR
HOLDING.THE OFFICER INCHARGE OF THE ANCHOR PARTY WILL
KNOW WHEN THE VESSEL IS BROUGHT UP BY THE CABLE RISING UP
FROM THE SURFACE TOWARDS THE HAWSE PIPE WHEN THE BRAKE
IS HOLDING IT.THE VESSEL SHOULD THEN MOVE TOWARDS THE
ANCHOR CAUSING THE CABLE TO DROP BACK.
HOW TO LOAD DANGEROUS GOODS?

WHAT DOCUMENTS REQUIRE TO CARRY DANGEROUS GOODS?

DOCUMENTS REQUIRE TO CARRY DANGEROUS


GOODS

DOCUMENT OF COMPLIANCE (SOLAS CH-2/II, REGULATION-19,


PARAGRAPH-4).
DG NOTE/ SHIPPER'S DECLARATION OF DG GOODS WHICH WILL
INCLUDE: (SOLAS CH-VII, REGULATION-4).
PROPER SHIPPING NAME
UN NO
CLASS AND DIVISION
PACKAGING GROUP
NO AND KIND OF PACKAGES
QUANTITY
DATE OF PREPARATION OF DECLARATION
NAME, RANK, COMPANY AND ADDRESS OF SIGNATORY.
DG MANIFEST (SOLAS CH-VII, REGULATION-4).
DETAILED STOWAGE PLAN.(SOLAS CH-VII, REGULATION-4).

WHAT PRECAUTIONS YOU WILL TAKE BEFORE


LOADING A HEAVY LIFT,IN BOTH CASES BY SHIPS
DERRICK AND BY SHORE CRANE?
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.
HEAVY LIFT

REQUIRED INFORMATION

I WILL TRY TO COLLECT INFORMATION ABOUT THE HEAVY LIFT, SUCH


AS:
WHAT TYPE OF CARGO.
THE WEIGHT OF CARGO.
DIMENSIONS AND SIZE OF THE CARGO.
CARGO WILL BE LOADED BY SHIP/SHORE'S LIFTING GEAR.
WHEN THE CARGO IS ARRIVING.
DESTINATION OF CARGO.
WHERE THE CARGO WILL BE LOADED AS PER SHIPPER'S INSTRUCTION.
INCLUDE THE HEAVY LIFT IN CARGO PLAN, CONSIDERING ALL THE
ASPECTS OF CARGO PLANNING..
RIGGING OF HEAVY LIFT

ALL GEARS ASSOCIATED WITH LIFTING SUCH AS RUNNERS, GUY


PENDANTS, TACKLES, BLOCKS ETC, TO BE EXAMINED CAREFULLY.
LIFTING GEARS AND ASSOCIATED EQUIPMENTS TO BE GREASED AND
RENEWED AS NECESSARY.
ALL OTHER RIGGINGS CLEARED.
RIG WIRES, BLOCKS ETC AS PER RIGGING PLAN.
RIG PREVENTERS AND BACKSTAYS AS PER THE PLAN.
TOPPING LIFT IN GOOD CONDITION AND SECURELY SHACKLED
(MOUSED).
WINCHES SHOULD BE IN DOUBLE GEAR.
DERRICK UNCLAMPED FROM MAST.
SET TIGHT PREVENTER GUYS.
RIG EXTRA STAYS IF REQUIRED
ONCE CLAMP REMOVED, TAKE WEIGHT ON MESSENGER AND SLOWLY
LOWER THE DERRICK.

PRIOR LIFTING

CHECK VESSEL’S STABILITY.


MAXIMUM POSSIBLE LOSS OF GM IN THE OPERATION TO BE
CALCULATED.
MAXIMUM POSSIBLE LIST AND TRIM DURING OPERATION TO BE
CALCULATED.
FREE SURFACE EFFECTS TO BE CONSIDERED.
ALL TANKS SHOULD BE PRESSED UP OR EMPTY TO AVOID FREE SURFACE
EFFECT.
VESSEL TO BE EVEN KEEL AND UPRIGHT AS FAR AS PRACTICABLE.
RIG FENDERS.
CAST OFF ANY BARGE.
TEST THE SWL OF THE LIFTING GEAR AND ASSOCIATED EQUIPMENTS, IT
MUST BE BELOW THE WEIGHT TO BE LIFTED.
CHECK LOAD DENSITY OF THE HATCH/DECK AREA THE LOAD BEING
LOADED.
LOAD DENSITY MUST NOT EXCEED THE VALUE GIVEN IN STABILITY
BOOKLET.
DISTRIBUTE LOAD ON DECK USING DUNNAGE.
RAILS REMOVED.
BARGES CAST OFF.
UNNECESSARY PERSONNEL REMOVED.
LASHING ARRANGEMENT IS SUFFICIENT. EXTRA LASHING POINTS MAY
BE WELDED.

WHEN LIFTING

INFORM E/ROOM AND GALLEY.


INFORM ALL RELEVANT PERSONNEL.
ENSURE FORE AND AFT MOORINGS ARE TAUT AND TENDED.
USE STEADYING LINES (SWING PREVENTERS).
COMPETENT WINCHMAN.
COMMUNICATION SIGNALS UNDERSTOOD. STANDARD SIGNALS AS PER
COSWP TO BE USED.
ONLY ONE COMPETENT PERSON TO SIGNAL THE WHOLE OPERATION.
WHOLE OPERATION TO BE SUPERVISED BY A RESPONSIBLE OFFICER.
RAISE GANGWAY.
THE DERRICK TO BE PLUMBED OVER THE WEIGHT.
TAKE WEIGHT SLOWLY.
LIFT THE LOAD SLOWLY, SWING IN THE CORRECT POSITION AND LOAD
ON THE APPROPRIATE POSITION.
CONTROL SWING BY STEADYING STAYS.
CONSIDER EMERGENCY ACTION IF VESSEL DEVELOPS HEAVY LIST
(MORE THAN CALCULATED) DURING THE OPERATION.
TAKE PROPER LASHING, CONSIDERING HEAVY WEATHER ON THE
VOYAGE.

BEST PLACE TO LOAD

BEST PLACE IS WHERE EXTRA STRENGTHENING IS PROVIDED BY:


LONGITUDINALS, PLATE FLOORS.
SOLID FLOORS OR TRANSEVERSES.
EXAMPLES: ALONG LONGITUDINAL CENTER GIRDER, LOWER HOLD
ABAFT MACHINERY SPACE.
LOAD DENSITY NOT TO BE EXCEEDED.
IN THE HATCH, IN PREFERENCE TO ON DECK BECAUSE OF LARGER
GM.

WHAT PRECAUTIONS WILL YOU TAKE BEFORE


ENTRY INTO DRYDOCK?

WHAT DO YOU KNOW ABOUT SAR?


GENERAL:
• FOR SURFACE AND AIR FACILITIES TO SEARCH PATTERNS AND
PROCEDURES MUST BE PRE-PLANNED SO SHIPS AND AIRCRAFT CAN
CO-OPERATE IN CO-ORDINATED OPERATIONS WITH THE MINIMUM
RISK AND DELAY.
• STANDARD SEARCH PATTERNS HAVE BEEN ESTABLISHED TO
MEET VARYING CIRCUMSTANCES.

RESPONSIBILITIES OF OSC
• THE OSC SHOULD OBTAIN A SEARCH ACTION PLAN FROM THE
SMC VIA THE RCC OR RSC AS SOON AS POSSIBLE. NORMALLY,
SEARCH PLANNING IS PERFORMED USING TRAINED PERSONNEL,
ADVANCED SEARCH PLANNING TECHNIQUES, AND INFORMATION
ABOUT THE INCIDENT OR DISTRESSED CRAFT NOT NORMALLY
AVAILABLE TO THE OSC. HOWEVER, THE OSC MAY STILL NEED TO
PLAN A SEARCH UNDER SOME CIRCUMSTANCES. SEARCH
OPERATIONS SHOULD COMMENCE AS SOON AS FACILITIES ARE
AVAILABLE AT THE SCENE. IF A SEARCH PLAN HAS NOT BEEN
PROVIDED BY THE SMC, THE OSC SHOULD DO THE PLANNING UNTIL
AN SMC ASSUMES THE SEARCH PLANING FUNCTION. SIMPLIFIED
TECHNIQUES ARE PRESENTED BELOW.
• MODIFY SEARCH PLANS BASED ON CHANGES IN THE ON-SCENE
SITUATION, SUCH AS:
ARRIVAL OF ADDITIONAL ASSISTING FACILITIES
RECEIPT OF ADDITIONAL INFORMATION
CHANGES IN WEATHER, VISIBILITY, LIGHTING CONDITIONS
ETC.
• IN CASE OF LANGUAGE DIFFICULTIES, THE INTERNATIONAL CODE
OF SIGNALS AND STANDARD MARINE NAVIGATIONAL VOCABULARY
SHOULD BE USED.
• ON ASSUMING THE DUTY, THE OSC SHOULD INFORM THE
APPROPRIATE CRS OR ATS UNIT AND KEEP IT INFORMED OF
DEVELOPMENTS AT REGULAR INTERVALS.
• THE OSC SHOULD KEEP THE SMC INFORMED AT REGULAR
INTERVALS AND WHENEVER THE SITUATION HAS CHANGED.

♣ PLANNING THE SEARCH


DATUM
• IT WILL BE NECESSARY TO ESTABLISH A DATUM, OR
GEOGRAPHIC REFERENCE, FOR THE AREA TO BE SEARCHED. THE
FOLLOWING FACTORS SHOULD BE CONSIDERED:
REPORTED POSITION AND TIME OF THE SAR INCIDENT
ANY SUPPLEMENTARY INFORMATION SUCH AS DF BEARING OR
SIGHTINGS
TIME INTERVAL BETWEEN THE INCIDENT AND THE ARRIVAL OF SAR
FACILITIES
ESTIMATED SURFACE MOVEMENTS OF THE DISTRESS CRAFT OR
SURVIVAL CRAFT, DEPENDING ON DRIFT ( THE TWO FIGURES
FOLLOWING THIS DISCUSSION ARE USED IN CALCULATING DRIFT.) THE
DATUM POSITION FOR THE SEARCH IS FOUND AS FOLLOWS:
- DRIFT HAS TWO COMPONENTS: LEEWAY AND TOTAL WATER
CURRENT
- LEEWAY DIRECTION IS DOWNWIND
- LEEWAY SPEED DEPENDS ON WIND SPEED
- THE OBSERVED WIND SPEED WHEN APPROACHING THE SCENE MAY
BE USED FOR ESTIMATING LEEWAY SPEED OF LIFERAFTS BY USING THE
GRAPH FOLLOWING THIS DISCUSSION ( PERSONS IN THE WATER (PIW)
HAVE NO LEEWAY WHILE LIFERAFT STABILITY AND SPEED VARY WITH
OR WITHOUT DROGUE OR BALLAST.)
- TOTAL WATER CURRENT MAY BE ESTIMATED BY COMPUTING SET AND
DRIFT WHEN APPROACHING THE SCENE
- DRIFT DIRECTION AND SPEED IS THE VECTOR SUM OF LEEWAY AND
TOTAL WATER CURRENT
DRIFT DISTANCE IS DRIFT SPEED MULTIPLIED BY THE TIME INTERVAL
BETWEEN THE INCIDENT TIME, OR TIME OF THE LAST COMPUTED
DATUM, AND THE COMMENCED SEARCH TIME
DATUM POSITION IS FOUND BY MOVING FROM THE INCIDENT
POSITION, OR LAST COMPUTED DATUM POSITION, THE DRIFT
DISTANCE IN THE DRIFT DIRECTION AND PLOTTING THE RESULTING
POSITION ON A SUITABLE CHART.

TOTAL WATER
CURRENT (KTS)
LEEWAY (KTS)

DRIFT (KTS)

COMPUTING DRIFT SPEED AND DIRECTION FROM TOTAL WATER


CURRENT AND LEEWAY.

DATUM 1

DRIFT DISTANCE (NM)

DATUM 2

DETERMINING A NEW DATUM


( DRIFT DISTANCE = DRIFT SPEED X DRIFT TIME)

• PLOT THE SEARCH AREA:


DRAW A CIRCLE CENTRED ON DATUM WITH RADIUS R.
USING TANGENTS TO THE CIRCLE, FROM A SQUARE AS SHOWN
BELOW
IF SEVERAL FACILITIES WILL BE SEARCHING AT THE SAME TIME,
DIVIDED THE SQUARE INTO SUB-AREAS OF THE APPROPRIATE SIZE
AND ASSIGN SEARCH FACILITIES ACCORDINGLY.

MOST PROBABLE AREA


R

DATUM

USE R =10 MILES FOR INITIAL AREA

 SEARCH PATTERNS

EXPANDING SQUIRE SEARCH (SS)

• MOST EFFECTIVE WHEN THE LOCATION OF THE SEARCH OBJECT


IS KNOWN WITHIN RELATIVELY CLOSE LIMITS.
• THE COMMENCE SEARCH POINT IS ALWAYS THE DATUM
POSITION.
• OFTEN APPROPRIATE FOR VESSELS OR SMALL BOATS TO USE
WHEN SEARCHING FOR PERSONS IN THE WATER OR OTHER SEARCH
OBJECTS WITH LITTLE OR NO LEEWAY.
• DUE TO SMALL AREA INVOLVED, THIS PROCEDURE MUST NOT BE
USED SIMULTANEOUSLY BY MULTIPLE AIRCRAFT AT SIMILAR
ALTITUDES OR BY MULTIPLE VESSELS.
• ACCURATE NAVIGATION IS REQUIRED; THE FIRST IS USUALLY
ORIENTED DIRECTLY INTO THE WIND TO MINIMIZE NAVIGATIONAL
ERRORS.
• IT IS DIFFICULT FOR FIXED-WING AIRCRAFT TO FLY LEGS CLOSE
TO DATUM IF S IS LESS THAN 2 NM.

4S

2S

3S S S 2S 4S
3S

5S

EXPANDING SQUIRE SEARCH (SS)

SECTOR SEARCH (VS)

• MOST EFFECTIVE WHEN THE POSITION OF THE SEARCH OBJECT


IS ACCURATELY KNOWN AND THE SEARCH AREA IS SMALL.
• USED TO SEARCH A CIRCULAR AREA CENTRED ON A DATUM
POINT.
• DUE TO SMALL AREA INVOLVED, THIS PROCEDURE MUST NOT BE
USED SIMULTANEOUSLY BY MULTIPLE AIRCRAFT AT A SIMILAR
ALTITUDES OR BY MULTIPLE VESSELS.
• AN AIRCRAFT AND A VESSEL MAY BE USED TOGETHER TO
PERFORM INDEPENDENT SECTOR SEARCHES OF THE SAME AREA.
• A SUITABLE MARKER ( FOR EXAMPLE, A SMOKE FLOAT OR A
RADIO BEACON ) MAY BE DROPPED AT THE DATUM POSITION AND
USED AS A REFERENCE OR NAVIGATIONAL AID MARKING THE
CENTRE OF THE PATTERN.
• FOR AIRCRAFT, THE SEARCH PATTERN RADIUS IS USUALLY
BETWEEN 5 NM AND 20 NM.
• FOR VESSEL, THE SEARCH PATTERN RADIUS IS USUALLY
BETWEEN 2 NM AND 5 NM, AND EACH TURN IS 120º, NORMALLY
TURNED TO STARBOARD.

 FURTHER ACTION ON COMPLETION OF INITIAL PHASE

• THE OSC WILL NORMALLY CONSIDER THE INITIAL PHASE TO


HAVE BEEN COMPLETED WHEN, IN THE ABSENCE OF FURTHER
INFORMATION, SEARCHING SHIPS HAVE COMPETED ONE SEARCH OF
THE MOST PROBABLE AREA.
• IF AT THAT STAGE NOTHING HAS BEEN LOCATED, IT WILL BE
NECESSARY FOR THE OSC TO CONSIDER THE MOST EFFECTIVE
METHOD OF CONTINUING THE SEARCH.
• FAILURE TO LOCATE THE SEARCH OBJECT MAY BE DUE TO ONE
OR MORE OF THE FOLLOWING CAUSING:

Ž ERRORS IN POSITION OWING TO NAVIGATIONAL INACCURACIES OR


INACCURACY IN THE DISTRESS COMMUNICATIONS REPORTING THE
POSITION. THIS IS ESPECIALLY LIKELY TO APPLY IF THE POSITION OF
DATUM WAS BASED ON AN ESTIMATED POSITION USING INCOMPLETE
INFORMATION
Ž AN ERROR IN DRIFT ESTIMATION
Ž FAILURE TO THE SEARCH OBJECT DURING THE SEARCH ALTHOUGH IT
WAS IN THE SEARCH AREA. THIS IS MOST LIKELY TO OCCUR IF THE
SEARCH OBJECT IS A SMALL CRAFT, OR SURVIVORS IN THE WATER
Ž THE CRAFT HAVING SUNK WITHOUT A TRACE. OTHER THAN THE
CASE OF A SMALL SHIP OR CRAFT IN ROUGH WEATHER, EXPERIENCE
HAS SHOWN THAT THERE ARE USUALLY SOME TRACE, EVEN IF ONLY
DEBRIS OR OIL PATCHES.

 NAVIGATIONAL INACCURACIES OF SEARCHING SHIPS

• THIS IS MOST LIKELY TO APPLY WHEN NAVIGATIONAL FIXES


CANNOT BE OBTAINED. IN THIS SITUATION, THE OSC MAY:
Ž RE-SEARCH THE SAME AREA, ALLOWING FOR ADDED DRIFT DURING
THE TIME ELAPSED SINCE CALCULATING LAST DATUM;
Ž EXPAND THE MOST PROBABLE AREA, AFTER ALLOWING FOR ADDED
DRIFT, AND SEARCH THE EXPANDED AREA; OR
Ž EXPAND THE AREA MORE IN ONE DIRECTION THAN ANOTHER,
DEPENDING ON CIRCUMSTANCE AND INFORMATION AVAILABLE.

• DETERMINE A NEW PROBABLE AREA BASED UPON ANY


ADDITIONAL INFORMATION RECEIVED.
• WHERE INFORMATION IS RECEIVED TO INDICATE THAT THE
ORIGINAL DATUM WAS GROSSLY INACCURATE, DETERMINING AN
ENTIRELY NEW PROBABLE AREA WOULD BE ADVISABLE.
• A SMALL SEARCH OBJECT, WHICH IS EASILY MISSED IN THE DAY
TIME, MAY BECOME VISIBLE AT NIGHT TIME IF IT SHOWS LIGHTS,
FLARES, OR OTHER PYROTECHNICS.
• THE OSC SHOULD, THEREFORE, CONSIDER USING SURFACE
CRAFT AT NIGHT TO RE-SEARCH AREAS COVERED BY DAY.
• IT IS GOOD PRACTICE WHEN SEARCHING FOR SURVIVORS IN
SMALL CRAFT, IN SURVIVAL CRAFT, OR IN THE WATER, TO STOP THE
ENGINES OCCASIONALLY AT NIGHT AND IN RESTRICTED VISIBILITY
BY DAY TO LISTEN FOR CRIES FOR HELP.

 EVIDENCE OF DISTRESSED CRAFT FOUND

• IN SOME CASE, THE SEARCH MAY PROVIDE EVIDENCE OF THE


DISTRESSED CRAFT WITHOUT SURVIVORS BEING FOUND.
• THIS EVIDENCE MAY PROVIDE INFORMATION FOR A
RECALCULATION OF DATUM AND REVISION OF THE SEARCH AREA.
• A LOW-LYING, HALF-SUNKEN LOADED SHIP OR AIRCRAFT MAY
DRIFT MORE SLOWLY THAN A FLOATING SURVIVAL CRAFT, EVEN IF
A DROGUE IS USED.
• A DERELICT MAY DRIFT AT A CONSIDERABLE ANGLE OFF THE
PREVAILING WIND DIRECTION.
• WHEN WRECKAGE IS LOCATED IT USUALLY CONSISTS OF DEBRIS,
POSSIBLY WITH AN OIL SLICK.
• SHOULD THIS HAVE COME FROM THE DISTRESSED CRAFT,
SURVIVAL CRAFT WILL USUALLY BE FOUND DOWNWIND FROM THE
DEBRIS.

Q: WHERE WILL YOU GET THE INFORMATION REGARDING SEARCH


PATTERN.

A: IN IAMSAR.

SEARCH PATTERNS
SEARCH PATTERN WILL DEPEND ON THE FOLLOWINGS:
• SIZE OF AREA TO BE SEARCHED.
• TYPE OF DISTRESSED CRAFT.
• SIZE OF DISTRESSED CRAFT.
• METEOROLOGICAL VISIBILITY.
• CLOUD CEILING.
• TYPE OF SEA CONDITIONS.
• TIME OF DAY.
• ARRIVAL TIME OF DATUM.
NORMALLY THREE BASIC SEARCH PATTERNS ARE USED. NAMELY:
• PARALLEL SWEEP SEARCH
• EXPANDING SQUARE SEARCH
• SECTOR SEARCH

PARALLEL SWEEP SEARCH (PS):


• USED TO SEARCH A LARGE AREA WHEN SURVIVOR'S LOCATION IS
UNCERTAIN.
• MAY BE USED WITH SINGLE OR MULTIPLE VESSELS.
• COMMENCE SEARCH POINT (CSP) IS ONE OF THE CORNERS OF THE
SEARCH AREA.
• CSP MAY BE A CORNER OF A SUB AREA IF A LARGE AREA IS TO
SEARCH.
• IT IS ½ TRACK SPACE INSIDE THE RECTANGLE FROM EACH OF THE
TWO SIDES FORMING THE RECTANGLE.
• ORIENTATION IS GENERALLY IN THE ESTIMATED DIRECTION OF
DRIFT OF THE SEARCH OBJECT.

PARALLEL SWEEP SEARCH BY ONE SHIP:

PARALLEL SWEEP SEARCH BY TWO SHIPS:


EXPANDING SQUARE SEARCH (SS):
• MOST EFFECTIVE WHEN LOCATION OF OBJECT IS KNOWN TO BE
WITHIN CLOSE LIMIT
• CSP (COMMENCE SEARCH POINT) IS ALWAYS DATUM.
• FIRST LEG USUALLY ORIENTED INTO THE WIND.
• SUITABLE FOR USE BY A SINGLE VESSEL OR BOAT
• USED WHEN SEARCHING FOR PERSONS IN WATER.
• SEARCH OBJECT WITH NO LEEWAY.
SECTOR SEARCH (VS):
• MOST EFFECTIVE WHEN LOCATION OF SEARCH OBJECT IS
ACCURATELY KNOWN.
• SEARCH AREA TO BE SMALL.
• USED TO SEARCH A CIRCULAR AREA.
• CENTER IS DATUM POSITION.
• DATUM MAY BE MARKED BY DROPPING A SUITABLE MARKER,
SUCH AS A LIFE BUOY
• SEARCH RADIUS IS NORMALLY 2 - 5 N. MILES FOR VESSELS.
• EACH TURN IS 120°, NORMALLY TO STARBOARD.
• SECOND SEARCH LEG IS 30º OFF FROM THE FIRST LEG.
• CSP (COMMENCE SEARCH POINT) IS ONE SIDE OF THE CIRCULAR
SEARCH AREA.
3.11. CAN YOU RELAY A DISTRESS MESSAGE? VIEW ANS

BERTHING AGAINST TIDE IN A RIVER?


HAVE ANCHORS CLEAR AND HEAVING LINES ,FENDERS AND
MOORING ROPES READYSTEAM SLOWLY UP WITH JUST ENOUGH
WAY ON TO STEM THE TIDE AND CARRY YOU OVER THE GROUND.
(THE SHIP IS TO BE STEERED ALONGSIDE SO THE APPROACH PATH
OF THE BOW WANTS TO BE DIRECT FOR THE BOW POSITION,THIS
DOES NOT MEAN HOWEVER THAT THE SHIP’S HEAD WANTS TO BE
POINTED DIRECT AT THE BOW POSITION OF THE BERTH).THE
APPROACH TO THE BERTH SHOULD BE MADE WITH THE TIDE FINE
ON THE BOW(ABOUT ½ POINT) SO THAT THE APPROACH PATH
WOULD BE ABOUT 2 POITS.
WHEN BOW IS ABOUT HALF A BEAM WIDTH OFF THE
BERTH,REDUCE REVS JUST TO STEM THE TIDE AND HAVE FENDERS
READY. GET THE HEAD LINES ASHORE AND TIGHT AS SOON AS
POSSIBLE AND THEN STOP ENGINES AND LET THE TIDE BRING HER
ALONGSIDE.SEND THE BACK SPRING AWAY FROM AFT FIRST TO
SUPPORT THE HEAD ROPE.THEN MAKE WELL FAST FORE AND AFT.

EXPLAIN RUNNING MOOR?

WHAT ARE CLASSIFICATION SOCIETIES?


AN INTERNATIONAL CLASSIFICATION SOCIETY HAS BEEN DEFINED
AS AN INDEPENDENT,NON GOVERNMENTAL,NON PROFIT
DISTRIBUTING ORGANIZATION,WHICH DEVELOPS AND UPDATES
ADEQUATE PUBLISHED RULES,REGULATIONS AND STANDARDS FOR
THE SAFE DESIGN CONSTRUCTION AND PERIODICAL MAINTENANCE
OF SHIPS WHICH ARE CAPABLE OF TRADING INTERNATIONALLY,AND
IMPLEMENTS THESE ON A WORLDWIDE BASIS USING ITS OWN
EXCLUSIVE STAFF.

WHAT ARE THE FUNCTIONS OF ICS MEMBERS?

THROUGH WHICH CONVENTION AND WHEN WAS


THE PORT STATE CNTROL ENFORCED?
SOLAS,LOAD LINE , MARPOL, COLREG, STCW, ILO, CARGO AND
OTHER OPERATION IN ACCORDANCE WITH IMO GUIDE LINES,
COMPLIANCE WITH FIRE AND ABONDON SHIP DRILL OF CREW
MEMBERS,UP TO DATE MUSTER LIST, ABILITY TO COMMUNICATE
WITH EACH OTHER.

WHAT IS ISM DOCUMENTS REQUIREMENTS?


INTERNATIONAL SAFETY MANAGEMENT CODE.
A: DEFINITION:
ISM MEANS THE INTERNATIONAL SAFETY MANAGEMENT CODE
FOR THE SAFE OPERATION OF SHIPS AND POLLUTION PREVENTION.
OBJECTIVE:
1) TO ENSURE SAFETY AT SEA, PREVENTION OF HUMAN INJURY
OR LOSS OF LIFE AND AVOIDANCE OF DAMAGE TO THE
ENVIRONMENT.
2) PROVIDE FOR SAFE PRACTICES IN SHIP OPERATION AND SAFE
WORKING ENVIRONMENT.
3) ESTABLISH SAFEGUARDS AGAINST ALL IDENTIFIED RISKS.
ELEMENTS:
1) POLICY: COMPANY HAVE TO DEVELOP A POLICY FOR SAFETY
AND ENVIRONMENT PROTECTION POLICY.
2) PROCEDURE: COMPANY TO ESTABLISH PROCEDURE TO
ENSURE SAFE OPERATION OF SHIPS AND PROTECTION.
3) DESIGNATED PERSON: PERSON ASHORE HAVING DIRECT
ACCESS TO THE HIGHEST LEVEL OF MANAGEMENT.
4) MASTER RESPONSIBILITY AND AUTHORITY:
• IMPLEMENTING THE SAFETY AND ENVIRONMENTAL
PROTECTION POLICY OF THE COMPANY.
• MOTIVATING THE CREW IN THE OBSERVATION OF THAT
POLICY.
• ISSUING APPROPRIATE ORDER AND INSTRUCTION IN A
CLEAR AND SIMPLE MANNER.
• VERIFYING SPECIFIC REQUIREMENTS ARE OBSERVED AND
• RECEIVING THE SMS AND REPORTING ITS DEFICIENCIES TO
THE SHORE BASED MANAGEMENT.
5) RESOURCE AND PERSONNEL:
• COMPANY SHOULD ENSURE MASTER PROPERLY QUALIFIED
AND FULLY CONVERSANT WITH COMPANY’S SMS.
• COMPANY SHOULD ENSURE EACH SHIP IS MANNED WITH
QUALIFIED, CERTIFICATED AND MEDICALLY FIT SEAFARERS
AND GIVEN PROPER FAMILIARISATION WITH THEIR DUTIES.
6) SHIPBOARD OPERATIONS: COMPANY SHOULD ESTABLISHED
PROCEDURES FOR THE PREPARATION OF PLANS AND
INSTRUCTIONS FOR KEY SHIPBOARD OPERATIONS
CONCERNING THE SAFETY OF THE SHIP AND PREVENTION OF
POLLUTION.
7) EMERGENCY PREPAREDNESS: COMPANY SHOULD
ESTABLISHED PROCEDURES TO IDENTIFY, DESCRIBE AND
RESPOND TO POTENTIAL EMERGENCY SHIPBOARD
SITUATIONS, AND PROGRAMMES FOR DRILLS AND EXERCISES.
8) NON-CONFORMITIES & REPORTINGS: WHEN ANY WORK GOES
OUT OF PLAN. COMPANY SHOULD ESTABLISH PROCEDURES
FOR THE IMPLEMENTATION OF CORRECTIVE ACTION.
9) MAINTENANCE OF THE SHIP AND EQUIPMENT: COMPANY
SHOULD ENSURE INSPECTION HELD, ANY NON-CONFORMITY
IS REPORTED, APPROPRIATE CORRECTIVE ACTION TAKEN AND
ALL ACTIVITIES RECORDED.
10) DOCUMENTATION’S: COMPANY SHOULD ESTABLISH AND
MAINTAIN PROCEDURES TO CONTROL ALL DOCUMENTS AND
DATA WHICH ARE RELEVANT TO SMS.
11) INTERNAL AUDIT: COMPANY SHOULD CARRYOUT INTERNAL
AUDIT TO VERIFY ALL POLICY IMPLEMENTED.
12) EXTERNAL AUDIT: TO VERIFY COMPANY AND SHIP ARE
WORKING AS PER SMS.
13) CERTIFICATION: SAFETY MANAGEMENT CERTIFICATE TO BE
GIVEN TO A SHIP AFTER AUDIT.

FOR CLASS 7 (T)


IN ADDITION TO THE ABOVE:
• INERT GAS SYSTEM:
REQUIRED IF TANKER OVER 20,000T AND CARRYING VOLATILE OIL;
ALSO REQUIRED IF ENGAGED IN CRUDE OIL WASHING.
• FIXED DECK FOAM SYSTEM:
TO PROVIDE 50MM FOAM ON DECK IN NO THAN 15MINS. (150MM IN
MACHINERY SPACES / BOILER ROOMS)
• PUMP ROOM:
FIXED FIRE EXTINGUISHING SYSTEM OPERABLE FROM OUTSIDE
COMPARTMENT.
• FIREMAN’S OUTFITS:
AT LEAST 4. ONE AIR HOSE TYPE, REMAINDER SELF CONTAINED.

WHAT ARE MASTER’S OBLIGAIONS UNDER ISM?


• THE COMPANY SHOULD CLEARLY DEFINE AND DOCUMENT THE
MASTER’S RESPONSIBILITY WITH REGARDS TO IMPLEMENTING THE
COMPANIES SAFETY AND ENVIRONMENTAL-PROTECTION POLICY,
AND THE SMS SHOULD INCLUDE A CLEAR STATEMENT
EMPHASIZING THE MASTER’S AUTHORITY.
• ANY SYSTEM OF CHECKS USED BY THE COMPANY SHOULD ALLOW
FOR AND TAKE ACCOUNT OF THE MASTER’S OVERRIDING
AUTHORITY TO TAKE WHATEVER ACTION HE CONSIDERS TO BE IN
THE BEST INTERESTS OF PERSONS ON BOARD, THE YACHT AND THE
MARINE ENVIRONMENT.
MASTER'S RESPONSIBILITY AND AUTHORITIES ARE DEFINED IN THE
FOLLOWING ASPECTS:
• IMPLEMENTING THE SAFETY AND ENVIRONMENTAL PROTECTION
POLICY OF THE COMPANY.
• MOTIVATING THE CREWS IN THE OBSERVATION OF THE POLICY.
• ISSUING APPROPRIATE ORDERS AND INSTRUCTION IN CLEAR AND
SIMPLE MANNER.
• VERIFYING THE SPECIFIED REQUIREMENTS ARE BEING OBSERVED.
REVIEWING THE SMS AND REPORTING ITS DEFICIENCIES TO THE SHORE
BASED MANAGEMENT.

WHAT AUTHORTY ISSUES SHIP CERTIFICATES?

WHAT IS THE FUNCTION OF MMD IN PAKISTAN?

WHAT CERTIFICATES ARE REQUIRED FOR LOADING


DANGEROUS GOODS?

EXPLAIN ALL COLUMNS IN IMDG BOOK 2?

DRY DOCK PREPARATIONS, ONE MONTH BEFORE


DOCK?
BEFORE DOCKING
• MAKE A REPAIR LIST.
• CONTACT WITH DRY DOCK AUTHORITIES
 AGREED DRAUGHT AND TRIM. (UPRIGHT WITH SMALL
TRIM)
 SUPPLY SHIPS PLAN, INCLUDING SHELL EXPANSION PLAN
SHOWING POSITION OF APPENDAGES, INLET, DISCHARGE,
ECHO SOUNDERS, PROJECTING LOGS, BILGE KEELS,
PROPELLERS, ETC., CARGO PLAN IF ANY CARGO ON BOARD,
ANY AVAILABLE PLANS FROM PREVIOUS DRY DOCK WHICH
MIGHT BE USEFUL.
 CONFIRM WHETHER THE DOCK IS GRAVING OR FLOATING
DOCK, WHETHER SIDE SHORES OR BILGE BLOCK WILL BE
USED.
 CONFIRM THE FACILITIES ARE SUPPLIED - TOILETS, FIRE
MAIN, TELEPHONE ETC.
 RIG FENDERS AS NECESSARY.

• CALCULATE STABILITY CONDITION (PARTICULARLY FOR CRITICAL


INSTANT). MINIMISE FREE SURFACE AND SECURE MOVEABLE
WEIGHTS.

P= (COT X MCTC) / LCF, {P = REDUCTION OF TMD X TPC}


VIRTUAL LOSS OF GM = ( P X KM ) / W
COT= ( W X D ) / MCTC.

• IF POSSIBLE EMPTY FORE AND AFT PEAK TANKS ( UNSUPPORTED


WEIGHTS INCREASE HOGGING STRESS)
• LOWER DERRICKS AND CRANES AND ENSURE HATCHES CLOSED.

AFTER DOCKING

• SECURE TWO MEANS OF ACCESS/ESCAPE ( EG. GANGWAY PORT


FORWARD AND STARBOARD AFT)
• TAKES SOUNDING OF ALL SPACES AND RECORD RESULT.
• ESTABLISH SHORE CONNECTION FOR TELEPHONE, FIRE LINE,
DOMESTIC WATER, ELECTRIC POWER. SECURE EARTH RETURN LINE.
• CLARIFY RESPONSIBILITIES BETWEEN SHIP AND SHORE (EG.
WATCHMAN, FIRE PATROLS)
• ARRANGE SANITATION/TOILETS/WASTE DISPOSAL. CLOSE/PLUG
SCUPPERS, OVERBOARD DISCHARGE, ETC.
• SAFETY STORE (CHIEF MATE OFFICE) ANY BOTTOM PLUG
REMOVED.

BEFORE FLOODING DOCK

• TAKE SOUNDING OF ALL SPACES AND COMPARE WITH


SOUNDINGS ON ENTRY ( IF ANY DIFFERENCE, RE-WORK STABILITY
CONDITION FOR CRITICAL INSTANT).
• CHECK ALL PLUGS BACK IN PLACE.
• ENSURE ALL STAGING REMOVED. DISCONNECT ALL UTILITIES.
REMOVE GANGWAYS.

Q: WHAT IS CRITICAL INSTANT?


A: AS THE WATER IS PUMPED OUT THE VESSEL’S TRIM WILL
REDUCE UNTIL THE SHIP LANDS FORE AND AFT ON THE BLOCKS. THE
INSTANT BEFORE THIS HAPPENS IS KNOWN AS THE CRITICAL INSTANT.

Q: WHAT PRECAUTION YOU WOULD TAKE WHILE DOCKING WITH


CARGO?
A: 1. LEAVE SOME WATER IN THE DOCK SO THAT THE VESSEL IS
STILL DISPLACING WATER, THEREBY REDUCING THE UPTHRUST FROM
THE BLOCKS.
2. INCREASE THE NUMBER OF LINES OF BLOCKS SUPPORTING
THE VESSEL SO AS TO SPREAD THE LOAD. ( N.B. BLOCKS SHOULD
ALWAYS BE LAID IN LINE WITH LONGITUDINAL BOTTOM GIDERS).

Q: WHAT IS DECLIVITY?
A: THE DECLIVITY OF THE DRYDOCK IS THE SLOP OF THE BOTTOM
OF THE DOCK TOWARDS THE ENTRANCE ( THIS ASSIST IN THE
DRAINAGE OF THE DOCK).

WHAT IS CRITICAL PERIOD?


THE INTERVAL OF TIME BETWEEN THE VESSEL TOUCHING THE BLOCKS
AFT AND LANDING FORE AND AFT IS KNOWN AS THE CRITICAL PERIOD
SINCE THE VESSEL IS LOSING STABILITY THROUGHOUT THIS PERIOD.

6 MONTHS PRIOR TO DOCKING

1. REMIND YOUR CPOS THAT DOCKING WILL BE A GOOD


OPPORTUNITY TO OVERHAUL OR REPLACE THE SKIN
VALVES IN YOUR DIVISION’S COMPARTMENTS.

2. ORDER ANY REPLACEMENTS FOR SKIN VALVES, BE SURE


TO GET REQUISITION NUMBERS FROM SUPPLY.

3. ROUTE A MEMO TO THE MPA, AUX-O, ASWO, AND WEPS


SO THAT THEY CAN DO THE SAME, BUT MAKE IT CLEAR
THAT THEY WILL BE RESPONSIBLE FOR OBTAINING AND
REPLACING THEIR OWN SKIN VALVES.

4. ENSURE ALL JOBS REQUIRED TO BE DONE TO YOUR


SYSTEMS AND GEAR ARE IN THE SHIP’S CSMP FILE SO
THAT THEY WILL BE PICKED UP IN THE CONTRACT.

DOCKING PLANNING CONFERENCE

THE DCA IS RESPONSIBLE TO ENSURE THE FOLLOWING SERVICES ARE


WRITTEN INTO THE CONTRACT:

60 HZ, 450 VAC

250 VDC

CHT CONNECTIONS

LP AIR

FIREMAIN

SEA WATER SERVICE FOR DIESEL OR A/C PLANT

DOCKING ARRANGEMENTS

ALL DETAILS ARE WORKED OUT IN ADVANCE BY THE DOCKING


MASTER, SUPSHIPS REPRESENTATIVE, AND THE COMMANDING
OFFICER. ALTHOUGH THE FOLLOWING DETAILS MAY NOT NECESSARILY
BE YOUR RESPONSIBILITY, THEY ARE CONSIDERATIONS FOR DOCKING:

1. TIME AND DATE OF DOCKING

2. TUGS AND PILOT TO BE USED

3. WHETHER BOW OR STERN ENTER THE DOCK FIRST

4. PROPER CONDITIONS OF LIST AND TRIM

5. HANDLING OF LINES

6. RECORD OF TANK SOUNDINGS BEFORE THE SHIP IS DRYDOCKED

7. GANGWAYS TO BE USED

8. UTILITIES TO BE FURNISHED TO THE SHIP,


SUCH AS ELECTRIC POWER, STEAM, AND
WATER
9. SANITARY SERVICES TO BE PROVIDED

10. GARBAGE AND REFUSE DISPOSAL FACILITIES NEEDED

11. DRYDOCK SAFETY PRECAUTIONS

12. PUMPING PLANS OR OTHER INSTRUCTIONS


OR OPERATING DIRECTIVES FOR
BALLASTING/DEBALLASTING FLOATING
DRYDOCK WITH OR WITHOUT SHIP IN BASIN.

DOCKING INFORMATION

THE COMMANDING OFFICER SHALL FURNISH THE DOCKING MASTER OR


SUPSHIPS REPRESENTATIVE WITH THE FOLLOWING INFORMATION:

1. PLACE AND DATE OF LAST DOCKING

2. LAST DOCKING POSITION

3. DATE AND FILE NUMBER OF LAST DOCKING REPORT

4. NUMBER OF DAYS UNDERWAY SINCE LAST DOCKING

5. GENERAL ITINERARY OF SHIP MOVEMENTS (IF NOT CLASSIFIED)

6. PAINT HISTORY FOR LAST COMPLETE PAINTING

7. HISTORY OF TOUCH-UP PAINTING

8. SHIP WEIGHT DISTRIBUTION (INCLUDING TANK SOUNDING

REPORT)

9. OFFLOAD SUPPLIES AND HAZARDOUS


STORES

10. LOCK SCREWS IN DRYDOCK POSITION

11. HAVE 0° LIST AND NO EXCESSIVE TRIM AS


PER NSTM 997

PRIOR TO DOCKING

1. ENSURE DRY DOCKING BILL IS COMPLETED.

(DETAILS IN OPNAVIST 3120.32A SORM PG. 6-65)


A. PROVIDE LAST PLAN TO
DOCKING OFFICER

B. SHIP HAS NO LIST

C. SHIP HAS LESS THAN 1% TRIM

D. RETRACT ALL MOVEABLE HULL APPENDAGES

E. MINIMIZE FREE SURFACE EFFECT - ALL TANKS FULL OR EMPTY

F. DELIVER LIST OF ALL HULL FITTINGS BELOW


THE WATERLINE TO THE DOCKING OFFICER.

2. HULL BOARD WILL MEETS PRIOR TO BOTH DOCKING AND


UNDOCKING

A. HULL BOARD MEMBERS - CHENG


/ 1ST LT / DCA / OPS / ASWO

B. REVIEW DOCKING PLAN, HULL HISTORY, AND


HULL PENETRATIONS DRAWINGS

DOCKING

1. RESPONSIBILITY FOR THE SHIP SHIFTS FROM THE


COMMANDING OFFICER TO THE DOCKING OFFICER WHEN
THE FIRST PART OF THE SHIP CROSSES THE PLANE OF THE
DRYDOCK SILL.

2. ONCE THE SHIP IS POSITIONED IN DRYDOCK,


DEWATERING OF THE DOCK BEGINS. AS THE SHIP JUST
TOUCHES DOWN ON THE BLOCKS, PUMPING IS STOPPED.
DIVERS WILL VERIFY THAT THE SHIP IS PROPERLY RESTING
ON THE BLOCKS, AND THAT THE BLOCKS ARE IN THE
CORRECT LOCATION. UPON VERIFICATION, DEWATERING
WILL CONTINUE.

3. WHEN THE DOCK IS PUMPED DRY, MEMBERS OF THE


HULL BOARD CONDUCT AN INSPECTION WITH THE
DOCKING OFFICER.

A. ENSURE SHIP IS POSITIONED PROPERLY IN THE DOCK

B. ENSURE ALL SHORES IN PLACE

C. NOTE CONDITION OF PROPELLERS,


RUDDERS, OVERBOARDS, INTAKES, AND
OTHER PROJECTIONS
D. NOTE CONDITION OF
ZINCS/CATHODIC PROTECTION
ANODES

E. NOTE DETAILS OF ANY KNOWN


OR OBSERVED DAMAGE

4. NSTM 997 SECTION 2.11 REQUIRES THE DOCKING


MASTER TO ENSURE ADEQUATE SHORING AND SIDE
BLOCKING IS INSTALLED TO RESIST EARTHQUAKE OR
HURRICANE FORCES.

WHILE IN DRYDOCK

1. DCA WILL MAINTAIN DRY WEIGHT LOG, A LOG OF ALL


WEIGHT SHIFTS, ADDITIONS, AND REMOVALS IN EXCESS
OF 500 LBS.

2. ENSURE ALL REMOVED SKIN VALVES ARE REPLACED


WITH BLANK FLANGES AND THAT NO LIQUIDS ARE
DISCHARGED TO THE DOCK WITHOUT CONSENT OF THE
DOCKING OFFICER.

UNDOCKING

1. PRIOR TO UNDOCKING, THE HULL BOARD WILL:

A. INSPECT COMPARTMENTS AND TANKS


BELOW THE WATERLINE TO VERIFY TIGHTNESS.

B. ENSURE ALL VALVES BELOW THE


WATERLINE ARE SECURED.

C. THOROUGHLY INSPECT HULL


AND PROJECTIONS.

D. INSPECT DRYDOCK FOR CHEMICALS OR


DEBRIS WHICH MIGHT POLLUTE THE
ENVIRONMENT, CLOG INTAKES, OR CAUSE
OTHER DAMAGE AS THE SHIP IS REFLOATED.

2. THE FOLLOWING SPACES ARE CONTINUOUSLY CHECKED


FOR FLOODING AS THE SHIP IS REFLOATED:

A. SPACES IN CONTACT WITH THE KEEL AND SIDE BLOCKS

B. TANKS AND VOIDS

C. ANY SPACE WITH EXTERNAL HULL FITTINGS


PREPARATION FOR DRY DOCKING

ARRANGE A MEETING WITH THE HEADS OF DEPARTMENTS. INFORM


THEM ABOUT THE DRY DOCKING PLAN. INFORM THEM ABOUT:
 THE DRY DOCK, PARTICULARS OF DRY DOCK, IF ANY, EXPECTED
DATE OF DRY DOCK ETC.
 INSTRUCT THE CHIEF ENGINEER / CHIEF OFFICER TO PREPARE A
COMPREHENSIVE DRY DOCKING AND REPAIR LIST.
ARRANGE ANOTHER MEETING WITH THE HEAD OF THE DEPARTMENTS
TO GO THROUGH THE REPAIR LIST RESPECTIVELY.
 DETERMINE WHICH REPAIRS CAN BE DONE ONBOARD BY SHIP’S
PERSONNEL.
 CHECK THERE IS NO OVERLAPPING OF REPAIRS BETWEEN
VARIOUS DEPARTMENTS.
 RECOMPILE REPAIR LIST OF BOTH DEPARTMENTS.

PREPARE AN OFFICIAL REPAIR LIST, INCLUDE PROPER PHOTOCOPIES


OF PLANS OR DIAGRAMS OF PARTS TO REPAIR.
SEND THE REPAIR LIST TO OFFICE. ALSO SEND THE LIST OF REPAIRS
TO BE DONE BY SHIP’S PERSONNEL.
ENSURE ALL PLANS ARE ONBOARD.
APPROVED LIST FROM HEAD OFFICE WILL BE SEND BACK TO THE SHIP.
HEADS OF DEPARTMENTS TO HAVE COPY OF REPAIR LISTS.
HEADS OF DEPARTMENTS TO BRIEF CREW MEMBERS REGARDING DRY
DOCK REPAIRS.
SAFETY COMMITTEE ALSO TO BE INVOLVED REGARDING DRY DOCK
REPAIRS.
THE SURVEYS DUE AND TO BE DONE IN DRY DOCK.
REQUIRED PREPARATION FOR SURVEYS.
ANY MODIFICATION TO BE CARRIED OUT.
ORDER THE NECESSARY STORES, MATERIALS FOR REPAIR JOBS BY
SHIP'S CREW.
ASK TO COMPANY FOR EXTRA OFFICER IF DEEM NECESSARY.
ASSIGN DUTIES FOR OFFICERS AND BRIEF THEM ABOUT SAFETY AND
SECURITY OF THE VESSEL AND MAINTAINING EFFICIENT WATCH AT ALL
TIMES.
 FOR CHIEF OFFICER, OVERALL SUPERVISION OF DECK WORK
LIST, SAFETY AND ORGANIZATION OF CREW FOR DRY DOCK AND
SURVEY.
 FOR 2ND OFFICER, SUPERVISION OF HULL CLEANING AND
PAINTING AND TO KEEP WATCH UNDER C/O'S INSTRUCTION.
 FOR 3RD OFFICER, IN CHARGE FOR SAFETY WHILE IN DRY DOCK
AND TO KEEP WATCH UNDER C/O'S INSTRUCTION.
 DESIGNATE PERSONNEL FOR FIRE PATROL AND GANGWAY
WATCH.
 DESIGNATE PERSONNEL FOR FILLING FW AND DISPOSAL OF
GARBAGE.
INSTRUCT C/O TO BRIEF THE CREWS ON GENERAL SAFETY
REQUIREMENT, DOCK AND REGULATIONS TO BE FOLLOWED AND
PROCEDURES TO BE TAKEN IN CASE OF EMERGENCY / ACCIDENT.
STABILITY OF THE SHIP TO BE CALCULATED BEFORE ENTERING.
FOLLOWING THINGS TO BE CONSIDERED:
 THE GM OF THE SHIP, MAXIMUM LOSS OF GM DURING CRITICAL
PERIOD.
 VESSEL TO BE STABLE THROUGHOUT THE PROCESS.
 TRIM OF THE SHIP SHOULD BE ADEQUATE.
 VESSEL SHOULD BE UPRIGHT.
 AMOUNT OF BALLAST, FW, FO, CARGO ONBOARD AND THEIR
DISTRIBUTION.
 CRANES TO BE STOWED TO AVOID OBSTRUCTION TO DRY DOCK
CRANES. HIGH ANTENNAS TO BE LOWERED.
 LIFEBUOYS TO BE REMOVED FROM DECK TO AVOID OVER
PAINTING.
 OFF-HIRE TIME AND POSITION TO BE ASCERTAINED AND LOGGED
(IF TIME CHARTERED).

8.2. HOW WOULD YOU PREPARE A SHIP FOR DRY


DOCK BEFORE 3 MONTHS? VIEW ANS

PREPARATION OF A VESSEL FOR DRY DOCKING


(BEFORE THREE MONTHS)

ARRANGE A MEETING WITH THE HEADS OF DEPARTMENTS. INFORM


THEM ABOUT THE DRY DOCKING PLAN. INFORM THEM ABOUT:
 THE DRY DOCK, PARTICULARS OF DRY DOCK, IF ANY, EXPECTED
DATE OF DRY DOCK ETC.
 INSTRUCT THE CHIEF ENGINEER / CHIEF OFFICER TO PREPARE A
COMPREHENSIVE DRY DOCKING AND REPAIR LIST.
ARRANGE ANOTHER MEETING WITH THE HEAD OF THE DEPARTMENTS
TO GO THROUGH THE REPAIR LIST RESPECTIVELY:
 DETERMINE WHICH REPAIRS CAN BE DONE ONBOARD BY SHIP’S
PERSONNEL.
 CHECK THERE IS NO OVERLAPPING OF REPAIRS BETWEEN
VARIOUS DEPARTMENTS.
 RECOMPILE REPAIR LIST OF BOTH DEPARTMENTS.
PREPARE AN OFFICIAL REPAIR LIST, INCLUDE PROPER PHOTOCOPIES
OF PLANS OR DIAGRAMS OF PARTS TO REPAIR.
SEND THE REPAIR LIST TO OFFICE. ALSO SEND THE LIST OF REPAIRS
TO BE DONE BY SHIP’S PERSONNEL.
ENSURE ALL PLANS ARE ONBOARD.
APPROVED LIST FROM HEAD OFFICE WILL BE SEND BACK TO THE SHIP.
HEADS OF DEPARTMENTS TO HAVE COPY OF REPAIR LISTS.
SEND DOCKING PLAN TO DRY DOCK FOR PREPARATION OF DOCK.
HEADS OF DEPARTMENTS TO BRIEF CREWMEMBERS REGARDING DRY
DOCK REPAIRS.
SAFETY COMMITTEE ALSO TO BE INVOLVED REGARDING DRY DOCK
REPAIRS.
THE SURVEYS DUE AND TO BE DONE IN DRY DOCK.
REQUIRED PREPARATION FOR SURVEYS.
ANY MODIFICATION TO BE CARRIED OUT.
ORDER THE NECESSARY STORES, MATERIALS FOR REPAIR JOBS BY
SHIP'S CREW.
ASK TO COMPANY FOR EXTRA OFFICER IF DEEM NECESSARY.
ASSIGN DUTIES FOR OFFICERS AND BRIEF THEM ABOUT SAFETY AND
SECURITY OF THE VESSEL AND MAINTAINING EFFICIENT WATCH AT ALL
TIMES.
 FOR CHIEF OFFICER, OVERALL SUPERVISION OF DECK WORK
LIST, SAFETY AND ORGANIZATION OF CREW FOR DRY DOCK AND
SURVEY.
 FOR 2ND OFFICER, SUPERVISION OF HULL CLEANING AND
PAINTING AND TO KEEP WATCH UNDER C/O'S INSTRUCTION.
 FOR 3RD OFFICER, IN CHARGE FOR SAFETY WHILE IN DRY DOCK
AND TO KEEP WATCH UNDER C/O'S INSTRUCTION.
 DESIGNATE PERSONNEL FOR FIRE PATROL AND GANGWAY
WATCH.
 DESIGNATE PERSONNEL FOR FILLING FW AND DISPOSAL OF
GARBAGE.
INSTRUCT C/O TO BRIEF THE CREWS ON GENERAL SAFETY
REQUIREMENT, DOCK AND REGULATIONS TO BE FOLLOWED AND
PROCEDURES TO BE TAKEN IN CASE OF EMERGENCY / ACCIDENT.

8.3. WHAT SURVEYS CAN BE DONE AT DRY DOCK? VIEW ANS

SURVEYS IN DRY DOCK

DOCKING SURVEY
INTERVAL NOT EXCEEDING 2½ YEARS.
SURVEYOR NORMALLY EXAMINES FOLLOWING ASPECTS:
 CONDITION OF UNDERWATER HULL
 INTEGRITY OF HULL OPENINGS
 CONDITIONS OF RUDDERS AND STABILIZERS.
 ANCHORS AND CHAINS

ADDITIONAL SURVEYS
 WHEN VESSEL IS GROUNDED, COLLIDED, DAMAGED DUE TO
FIRE OR ANY ACCIDENT.
 MAJOR REPAIRS OR MODIFICATIONS DONE.
 ISSUE OF ENDORSEMENTS OR EXEMPTION CERTIFICATES.
OTHER STATUTORY SURVEYS IF REQUIRED:
 ANNUAL SURVEY
 PERIODICAL SURVEY
 INTERMEDIATE SURVEY.
 RENEWAL SURVEY.

8.6. WHAT IS CRITICAL MOMENT/CRITICAL


INSTANT? WHY IS IT CALLED CRITICAL
INSTANT? VIEW ANS

CRITICAL INSTANT
CRITICAL MOMENT:
 IT IS THE MOMENT JUST BEFORE THE VESSEL TAKES BLOCKS
OVERALL.
 THE UPTHRUST OF BILGE BLOCK ACTS ON THE STERN FRAME.
 THE UPTHRUST IS MAXIMUM AT THIS MOMENT.
 IT CAN BE CALCULATED BY FOLLOWING FORMULA:

PMAX = MCTC X T / L
MCTC = MOMENT TO CHANGE TRIM BY 1 CM.
T = TRIM IN CM.
L = DISTANCE OF CF FROM AP.
 IT IS CALLED CRITICAL INSTANT BECAUSE MAXIMUM LOSS OF
GM OCCURS AT THIS INSTANT.
 IF GM BECOMES NEGATIVE, THE SHIP MAY CAPSIZE OR SLIP
FROM BLOCK.

8.7. WHAT IS CRITICAL PERIOD? VIEW ANS

CRITICAL PERIOD:
THE PERIOD SINCE THE KEEL FIRST TOUCHES THE BLOCK UNTIL THE
VESSEL TAKES BLOCKS OVERALL.
AN UPTHRUST IS CAUSED BY THE BLOCKS, DENOTED BY "P".
P AT ANY INSTANT CAN BE CALCULATED BY THE FOLLOWING
FORMULA:
P = TPC X CHANGE IN MEAN DRAFT IN CM.
P IS MAXIMUM AT THE INSTANT BEFORE VESSEL TAKES BLOCKS
OVERALL. IT CAN BE CALCULATED AS:
P = MCTC X T / L { T = TRIM IN CM, L = DIST OF CF FROM AP}
DUE TO THE UPTHRUST, THE VESSEL REDUCES ITS GM.
THE G MOVES UP, THEREBY GM IS REDUCED
M MOVES DOWN TO M', THEREBY GM IS REDUCED.
SHIFT OF G (CENTER OF GRAVITY) OR M (TRANSVERSE METACENTER)
MAY BE CALCULATED AS:
GG' = (P X KG)/(W - P)

MM' = (P X KM)/W

THE DANGER IS, DUE TO SUBSEQUENT LOSS OF GM, THE VESSEL MAY
LOSE POSITIVE STABILITY AND MAY CAPSIZE.
MAXIMUM LOSS OF GM TO BE CALCULATED BEFOREHAND.
IT IS DANGEROUS IF NEGATIVE GM OCCURS IN DRY DOCK.
(REASONS).

IF NEGATIVE GM OCCURS IN DRY DOCK:


 THE VESSEL WILL LOSE POSITIVE STABILITY.
 SHE MAY CAPSIZE.
 SHE MAY SLIP OFF FROM THE BLOCKS.

WHAT INFO. DO YOU REQUIRE FROM DD


AUTHORITIES?

STATE RULE 19 IN YOUR OWN WORDS?

WHAT SHOULD BE THE SEPARATION OF LIGHTS AND


SHAPES?

BERTHING PORT SIDE TO FOLLOWING TIDE?

BERTHING VERY STRONG OFFSHORE WIND?


VESSEL AIMED AT THE STEN END OF THE BERTH
HEADLINE ASHORE TO CHECK SWING.
ASTERN POWER TO BRING VESSEL IN
VESSEL PARALLEL TO QUAY STERN LINE ASHORE.

ANGLE OF LOLL ,WHAT ARE THE PROCEDURES TO CORRECT THE


SITUATION?
IT IS THE ANGLE TO WHICH A SHIP WITH NEGATIVE INITIAL
METACENTRIC HEIGHT WILL LIE AT REST IN STILL WATER

WHAT IS SUBMARINE CABLE?

WHAT IS SUBMARINE BUOY?

WHAT ARE THE CERTIFICATES REQUIRED UNDER


SOLAS?
SAFETY CONSTRUCTION CERTIFICATE. (SOLAS)
SAFETY EQUIPMENT CERTIFICATE. (SOLAS)
PASSENGER SHIP SAFETY CERTIFICATE. (SOLAS)
SAFETY RADIO CERTIFICATE. (SOLAS)
SAFE MANNING DOCUMENTS. (SOLAS)
ISM / SMS / DOC / SMC. (SOLAS)
IMDG CODE. (SOLAS)
EXEMPTION CERTIFICATE (SOLAS)

WHAT IS GENERAL ARRANGEMENT PLAN?

FIRE IN GALLEY ,ACTION?

TANKER COW OPERATION?

PUMPROOM ENTRY PRCEDURE?


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


HAS THE PERMISSION BEEN OBTAINED FROM THE CHIEF OFFICER?
1. IS THE TANK CLEAN?
IS THE TANK PRESSURISED?
2. HAS THE TANK BEEN INERT, THEN GAS-FREED?
DOES THE TANK ATMOSPHERE CONTAIN AT LEAST 21% OXYGEN?
3. IS THE HYDRAULIC CARGO SYSTEM SHUT DOWN?
IS THE TANK ISOLATED FROM THE INERT GAS MAIN?
4. HAVE NOTICES BEEN PLACED AT TANK HATCHES?
HAVE NOTICES BEEN PLACED AT THE INERT GAS ISOLATING VALVES?
5. HAVE NOTICES BEEN PLACED ON THE CARGO CONTROL?
IS FRESH AIR BEING SUPPLIED TO THE TANK?
6. IS ONE MAN STATIONED AT THE CARGO TANK HATCH?
7. IS BREATHING APPARATUS AND A LIFELINE AVAILABLE?

EAST CARDINAL MARK COMPLETE DESCRIPTION?


PASS THIS MARK ON THE EASTERN SIDE
BLACK BASE, YELLOW STRIP IN THE MIDDLE, BLACK TOP
TWO CONES ON THE TOP WITH THEIR BASES TOGETHER IE APPEXES
AWAY

EAST CARDINAL MARK:


CONES POINT
TOPMARK OUTWARDS
BLACK ABOVE AND
COLOR BELOW YELLOW.
THREE FLASHES IN A
LIGHT GROUP.
LOADING AND UNLOADING OPERATION OF TANKER
WERE YOU INVOLVED DO YOU HAVE
UNDERSTANDING OF CALCULATIONS?

TYPE OF FIXED MACHINES USED IN COW ,DEFINE


FULL WASH , TOP WASH, BOTTOM WASH, TIME
TAKEN BY A MACHINE TO COMPLETE A CYCLE?

WHAT IS THE DIFFERENCE BETWEEN DEEP WATER


AND SHALLOW WATER SCOPE?

VSSEL ENGAGED IN FISHING ON PORT BOW RISK OF


COLLISION EXISTS,ACTION?

BERTHING IN CALM WEATHER , WHICH SIDE WILL


YOU BERTH?

BERTHING PROCEDURE ,TIDE AHEAD, HOW WIL YOU


APPROACH?

PIVITONG POINT , EFFECT OF TRIM?

WHAT IS STANDING MOOR?


Standing moor, ordinary moor, dropping moor, straight moor:
 Vessel required to moor with bridge along the dotted line.
 Stream ahead.
 Port anchor-5 shackles, stbd anchor-4 shackles.

Procedure:
 Head to stream or wind.
 When both are present, head to one has stronger effect.
 With sufficient headway, take vessel to position 1.
 Position-1 is roughly 5 shackles plus half ship's length beyond line AB.
 Let go port anchor.
 The vessel drifts downstream, render port cable to nine shackles, the sum of two
lengths.
 She is brought up on her cable.
 Then the starboard anchor is let go at position-2.
 Vessel then moves to the position by rendering or veering the starboard cable and
heaving in four shackles on the riding cable.
 Engines may be used to reduce stress on the windlass.

Running moor, flying moor:


 Vessel required to moor with bridge along the dotted line.
 Stream ahead.
 Port anchor-5 shackles, starboard anchor-4 shackles.

Procedure:

Head to stream or wind.


 When both are present, head to one has stronger effect.
 Let go starboard anchor on run, when vessel is 4 shackles and half of ship's length
(1).
 The cable is rendered as the vessel moves upstream.
 The cable is not allowed to be tighten, as bow will cant to starboard.
 The cable is rendered or veered 9 shackles and vessel moves to position-2.
 In position-2, port anchor is let go.
 The vessel moves stern.
 Five shackles weighed on lee (starboard) cable and five shackles veered on riding
cable.
 The vessel is then brought up on her riding cable at position-3.

Advantages of mooring:
 Vessel occupies little swinging room.
 Vessel turns almost to her length about stem.
 Scopes can be pre-adjusted for the prevailing strength of wind or stream.
 Scope of each cable is estimated in the same way as single anchor.

Disadvantages:

 Lee anchor has no value to ship if headwind increases or vessel drags.


 Risk of getting a foul hawse.
Preference:

I will prefer standing moor. Because:

 Safer
 More control on the ship.
 The anchor is let go after vessel stopped.
 There is no possibility of damage due to anchoring at headway.

5.5. What special instruction you give to OOW when the ship is at anchor in running/
standing moor? View ans

Special precautions:
 Maintain a constant watch to prevent foul hawse.
 Determine foul arc and clear arc.
 Vessel should always swing to clear arc on each tidal change.
 Use engine to give vessel correct sheer.
 Keep eye on the weather.
 Know the times of tide change

DIFFERENCE BETWEEN RUNNING AND STANDING


MOOR?
WHAT IS ISO?

WHAT ITEMS WOULD YOU CHECK FOR CARGO SHIP SAFETY EQUIP
MENT SURVEY?
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)***

PREPARATION FOR SAFETY EQUIPMENT


SURVEY
REFER TO FORM-E, ATTACHED TO CERTIFICATE WHICH REFLECTS
ITEMS OF THAT CERTIFICATE APPROPRIATE FOR THE SHIP.
ITEMS WILL INCLUDE LSA, FFA, PILOT HOIST, BRIDGE EQUIPMENTS
AND NAVIGATION LIGHTS.

PREPARATION OF LIFE SAVING EQUIPMENTS:


MUSTER LIST UPDATED AND POSTED IN CONSPICUOUS POSITION.

LIFE JACKET DONNING INSTRUCTIONS DISPLAYED IN CONSPICUOUS


PLACES.

EMERGENCY STATIONS DIRECTED BY ARROWS.

LIFE BOAT AND ASSOCIATED EQUIPMENTS ARE MAINTAINED AND IN


GOOD CONDITION.
LIFE BOAT ENGINE TESTED.
FO FLASH POINT NOT MORE THAN 43°C.
L/B ENGINE POWER SUPPLY (BATTERY CHARGING) IS MAINTAINED.
LIFE BOAT DAVIT, EMBARKATION ARRANGEMENTS, LAUNCHING
ARRANGEMENTS, BRAKES ARE IN GOOD CONDITION.
LIFE BOAT FALL IN GOOD CONDITION. RENEWED OR CHANGED END
FOR END IF REQUIRED.
LIFEBOAT MARKINGS, REFLECTING TAPES IN GOOD CONDITION.

LIFE RAFT SERVICED ANNUALLY. MARKED AS PER SOLAS.

LAUNCHING INSTRUCTIONS OF ALL SURVIVAL CRAFTS ARE


DISPLAYED NEAR THE CRAFT.

NO. OF LIFEBUOYS ARE AS PER SOLAS. THEIR MARKINGS, SYMBOLS,


LIFE LINES, SMOKE SIGNALS ARE IN FOOD CONDITION.

BRIDGE PYROTECHNICS ARE ADEQUATE, IN GOOD CONDITION AS PER


SOLAS.

EMERGENCY LIGHTS AND GENERAL ALARM ARE IN GOOD CONDITION.

PREPARATION OF FIRE FIGHTING EQUIPMENTS

FIRE CONTROL PLANS DISPLAYED IN CONSPICUOUS PLACES.

COPIES OF FIRE PLANS ARE AVAILABLE IN FIRE WALLET.

FIRE DETECTION SYSTEM IN GOOD CONDITION.

MAIN AND EMERGENCY FIRE PUMPS IN GOOD CONDITION.

FIRE HOSES, NOZZLES, FIRE HOSE BOXES IN GOOD CONDITION AND


STOWED PROPERLY.

INTERNATIONAL SHIP SHORE CONNECTION IN PROPER PLACE.


LOCATION IS MARKED PROPERLY.

FIXED FIRE EXTINGUISHING SYSTEM IN GOOD CONDITION.

PORTABLE FIRE EXTINGUISHERS IN GOOD CONDITIONED, PROPERLY


MAINTAINED, MARKED AND USES APPROPRIATE COLOR AS PER
SOLAS.

FIRE MAIN SYSTEM, ISOLATING VALVES, HYDRANTS IN GOOD AND


OPERATIONAL CONDITION.

LOCATION OF FIREMEN'S OUTFIT MARKED. ALL ASSOCIATED


EQUIPMENTS AR ADEQUATE AS PER SOLAS AND IN GOOD CONDITION.

NUMBER OF FIREMEN'S OUTFIT, BA SETS, AIR BOTTLES ARE


ADEQUATE AS PER SOLAS.
OTHER ITEMS:
NAVIGATION LIGHTS, SHAPES, SOUND SIGNALING APPLIANCES IN
GOOD CONDITION.

MAGNETIC COMPASS IN GOOD CONDITION AND DEVIATION CURVE,


COMPASS ERROR BOOK ARE PROPERLY MAINTAINED.

RADAR, ARPA, ECHO SOUNDER, GYRO COMPASS, POSITION FIXING


EQUIPMENTS, LOG, RATE OF TURN INDICATOR IN GOOD CONDITION.

ADEQUATE AND UP TO DATE CHARTS AND PUBLICATIONS ARE


ONBOARD.

PILOT LADDER OR MECHANICAL HOIST IN GOOD CONDITION

DEFINE STERN LIGHT?


STERN LIGHT MEANS A WHITE LIGHT PLACED AS NEARLY AS
PRACTICABLE AT THE STERN SHOWING AN UNBROKEN ARC OF
HORIZON OF 135 DEGREES AND SO FIXED AS O SHOW THE LIGHT 67.5
DEGREES FROM THE RIGHT AFT ON EACH SIDE OF THE VESSEL.

WHAT IS GENERAL AVERAGE?


THE PRINCIPLE OF GENERAL AVERAGE MAY BE SAID TO BE : ‘THAT
WHICH HAS BEEN SACRIFICED FOR THE BENEFIT OF ALL SHALL BE
MADE GOOD BY THE CONTRIBUTION OF ALL”
EG: FIRE IN A HOLD ,THE CARGO DAMAGED BY FIRE IS PARTICULAR
AVERAGE.
THE CARGO DAMAGED BY WATER USED TO FIGHT THE FIRE IS GA.

IF ANOTHER VESSEL DRAGS ANCHOR AND COMING


ON TO YOU AT HALF SHIP’S LENGTH YOUR
ACTION?

IF YOUR ANCHOR CABLE IS STUCK WHILE LOWERING


THE ANCHOR,ANCHOR NOT GOING DOWN , YOUR
ACTION?
SHAKE CABLE

DRY DOCKING PLANS?

WHAT DO YOU KNOW ABOUT IMDG?


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

WHAT IS DIFFERENCE BETWEEN LABLES/PLACARDS


WHERE YOU USE THEM WHAT ARE SUBSIDERY
RISKS?

IF AN ACCIDENT HAPPENS WHAT PLAN WILL YOU CONSIDER?

WHAT IS WHITE LIST( AS PER IMO & STCW)?


A LIST OF COUNTRIES FOUND TO BE CONDUTING THEIR MARITIME
TRAINING AND CERTIFICATION IN ACCORDANCE WITH THE
REQUIREMENTS OF STCW 95

THE WHITE LIST IDENTIFIES THE COUNTRIES THAT HAVE


DEMONSTRATED A PLAN OF FULL COMPLIANCE WITH THE STCW
CONVENTION AND CODE AS REVISED IN 1995. THE WHITE LIST WAS
DEVELOPED BY AN UNBIASED PANEL OF "COMPETENT PERSONS" AT
THE IMO. THE CRITERIA USED TO DEVELOP THE LIST INCLUDED WHAT
SYSTEM OF CERTIFICATION (LICENSING) EACH ADMINISTRATION
WOULD HAVE, THE PROCESS OF REVALIDATION FOR CERTIFICATES,
TRAINING CENTER OVERSIGHT, PORT STATE CONTROL, AND FLAG
STATE CONTROL.

Q. WHAT HAPPENS IF A COUNTRY IS NOT ON THE "WHITE LIST"?

A. SINCE THERE IS A WHITE LIST, IT WOULD STAND TO REASON THAT


ANY COUNTRY NOT ON THE WHITE LIST COULD BE CONSIDERED
"BLACK LISTED". THIS IS NOT THE CASE. THERE IS NO ACTUAL BLACK
LIST ALTHOUGH VERY OFTEN THAT IS HOW NON-COMPLIANT
COUNTRIES ARE DESCRIBED.

PORT STATE CONTROL AND FLAG STATE CONTROL BOTH PLAY A ROLE
IN HANDLING A NON-WHITE LISTED COUNTRY. FOR INSTANCE, IF A
VESSEL IS FLAGGED BY A NON-WHITE LIST COUNTRY, WHEN IT
DESIRES TO ENTER A WHITE LIST PORT, IT CAN BE DENIED ENTRY,
DETAINED OR INSPECTED VIGOROUSLY.

ON THE OTHER HAND, IF A MARINER HAS A CERTIFICATE OF


COMPETENCY (LICENSE) FROM A NON-WHITE LIST COUNTRY, THEY
WILL MOST LIKELY BE DENIED A CERTIFICATE OF EQUIVALENCY, THEY
WILL BE REJECTED AS A VIABLE MANNING SOLUTION FOR WHITE LIST
FLAGGED VESSELS, AND THEIR SEA TIME AND TRAINING MAY EITHER
BE HIGHLY SCRUTINIZED OR NOT ACCEPTED AT ALL TOWARDS A COC
FROM A WHITE LIST COUNTRY.
VOYAGE CHARTER, TIME CHARTER, DEMISE
CHARTER?
VOYAGE CHARTER:IT IS A CONTRACT FOR CARRIAGE BYA NAMED
VESSEL OF A STATED QUANTITY OF CARGO BETWEEN NAMED
PORTS.THE SHIP OWNER BEING RESPONSIBLE FOR THE OPERATION OF
THE VESSEL.
TIME CHARTER:IT IS A CONTRACT FOR THE HIRE OF A NAMED VESSEL
FOR A SPECIFIED PERIOD OF TIME.THE CHARTERER HAS NO
POSSESION OR CONTROL OF THE SHIP AND WILL PAY FOR THE
BUNKERS AND PORT CHARGES IN ADDITION TO THE CHARTER HIRE.
BAREBOAT OR DEMISE CHARTER:IT IS CONTRACT FOR THE LEASE OF
THE VESSEL FOR AN AGREED PERIOD OF TIME DURING WHICH
CHARTER ACQUIRES MANY OF THE RIGHTS OF THE SHIP OWNER, IT
MEANS THE CHARTER WILL BE RESPONSIBLE FOR THE OPERATION OF
THE VESSEL.

TERRITORIAL WATERS?
12 NM FROM THE BASE LINE

WHAT IS EEZ?
A ZONE WITHIN WHICH THE COASTAL STATE HAS THE RIGHT AND
DUTIES IN RELATION TO THE NATURAL RESOURCES,FREEDOM OF
NAVIGATION IS THE SAME AS ON HIGH SEAS,BUT IN THE INTEREST OF
SAFETY NEAR OFFSHORE INSTALLATIONS,COASTAL STATES MAY
RESTRICT NAVIGATION IN THE EEZ.
EEZ EXTENDS TO A MAXIMUM OF 200 NM FROM THE BASE LINE.

PORT STATE , FLAG STATE FUNCTIONS?


PORT STATE CONTROL:ENFORCEMENT OF INTERNATIONAL
REGULATIONS BY THE ADMINISTRATION OF A PORT STATE VISTED BY A
SHIP FLYING ANY FLAG OTHER THAN THAT OF THE PORT STATE.
FLAG STATE CONTROL:ENFORCEMENT OF INTERNATIONAL
REGULATIONS BY THE ADMINISTRATION OF THE FLAG STATE IE THE
GOVERNMENT OF THE COUNTRY WHOSE FLAG THE VESSEL
FLIES.BECAUSE SOME FLAG STATES ARE UNWILLING OR UNABLE TO
ENFORCE INTERNATIONAL REGULATIONS,FLAG STATE CONTROL IS NOT
ALWAYS APPLIED AS IT SHOULD BE ,HENCE THE REASON THE
INTRODUCTION OF PORT STATE CONTROL.

EXCEPTIONS , EXEMPTIONS WITH EXAMPLE?

CAPITAL COST, RUNNING COST, VOYAGE COST?


CAPITAL COSTS ARE FIXED COSTS ASSOCIATED WITH THE SHIP’S
PURCHASE.INCLUDE PRE DELIVERY EXPENSES,LOAN RE
PAYMENTS,INTEREST , LEASING CHARGES, INITIAL REGISTRATION
FEES, TAXES(SOMETIMES) AND ANY BAREBOAT CHARTERHIRE
PAYABLE.CAPITAL COSTS ARE THE OWNER’S REPONSIBILITY.
RUNNING COSTS:COSTS OF KEEPING A SHIP IN SEAWORTHY OR
SERVICE ABLE CONDITION, INCLUDING DRYDOCKING AND SURVEY
COSTS,REPAIR AND MAINTENANCE COSTS,HULL AND MACHINERY
INSURANCE PREMIMUMS,CREW COSTS, PROVISIONS ,STORES,WATER
AND LUBE OIL COSTS.
VOYAGE COSTS:COSTS ASSOCIATED WITH THE SHIP’S EMPLOYMENT,IE
BUNKER COSTS,CANAL DUES AND PORT CHARGES(INCLUDING
PILOTAGE ,TOWAGE,BETH CHARGES,AGENCY FEES,LINE’S MEN’S
CHARGES AND CARGO OR PASSENGER HANDLING CHARGES.

WHAT IS BALE CAPACITY?

WHAT IS DIFFERENCE BETWEEN STOWAGE


FACTOR /DENSITY?

HOW ANCHOR SHAKLE IS CHANGED IN DRY DOCK?

WHY NOT TO ALTER COURSE TO PORT FOR VESSEL


FWD OF BEAM IN CLEAR VISIBILITY?

WHAT IS FUNCTION OF DRY DOCK PLAN?


PLANS REQUIRED IN DRY DOCK

FOR DOCK MASTER:


 DOCKING PLAN.
 CARGO STOWAGE PLAN (IF DOCKING WITH CARGO).
 REPORTS FROM LAST DRY DOCK.

FOLLOWING PLANS TO BE KEPT READY:


 FIRE PLAN.
 MIDSHIP SECTION PLAN.
 GENERAL ARRANGEMENT PLAN.
 CAPACITY PLAN

CONTENTS OF A DOCKING PLAN:


 POSITION OF BULKHEADS
 POSITION OF MAIN STRUCTURAL MEMBERS.
 RISE OF FLOOR (IF ANY).
 POSITION OF PLUGS.
WHAT IS SAFE SPEED?AND HOW ESTABLISHED?
A SAFE SPEED FOR VESSEL IS ONE SUCH THAT SHE CAN TAKE PROPER
AND EFFECTIVE ACTION TO AVOID COLLISSION AND BE STOPPED WITIN
A DISTANCE APPROPRIATE TO THE PREVAILING CIRCUMSTANCES AND
CONDITIONS.

WHAT IS DIFFERENCE B/W HYGROMETER AND


HYDROMETER?
HYGROMETER:ALSO CALLED PSYCHROMETER IS AN INSTRUMENT FOR
OBTAINING THE RELATIVE HUMIDITY /AND OR DEW POINT
TEMPERATURE OF AIR.
HYDROMETER:THIS INSTRUMENT IS USED TO MEASURE THE DENSITY
OF WATER.

WHAT IS DIFFERENCE BETWEEN WET AND DRY


BULB?
WET BULB THERMOMETER HAS A THIN SINGLE LAYER OF MUSLIN OR
COTTON TIED AROUND THE BULB BY A FEW STRANDS OF COTTON
WICK.THE EXTRA WICK OF COTTON IS IMMERSED IN A POT OF
DISTILLED WATER.
BOTH WET AND DRY THERMOMETERS ARE ENCLOSED IN A SPECIALLY
VENTILATED BOX CALLED THE STEVENSON SCREE.

WHY DO WE HAVE HYDROMETER ONBOARD?


SOAS TOMEASURE THE DENSITY OF WATER

EFFECT OF DENSITY ON DISPLACEMENT IN FRESH


WATER AND SALT WATER?

SOLAS APPLIES TO WHAT SHIPS?


BROADLY, SHIPS FLYING FLAGS OF PARTY STATES WHEN ON
INTERNATIONAL VOYAGES,

WHO ISSUES DOC?


FLAG STATE ADMINISTRATION OR AUTHORISED CLASSIFICATION
SOCIETY ON THEIR BEHALF.

D-RAT CERTIFICATE ISSUED BY WHOM?


DE-RATTING CERTIFICATE:
 ISSUED BY PORT HEALTH AUTHORITY
 OF A DESIGNATED AND APPROVED PORT.
 THE VESSEL IS FUMIGATED AND DE-RATTED.
 POISONOUS BAITS USED FOR DE-RATTING.
 VALIDITY – 6 MONTHS.
DE-RATTING EXEMPTION CERTIFICATE:
 ISSUED BY PORT HEALTH AUTHORITY
 OF A DESIGNATED AND APPROVED PORT.
 THE VESSEL IS INSPECTED AND FOUND FREE OF RATS.
 VALIDITY – 6 MONTHS.

GMDSS REQUIREMENT ON WHAT SHIPS?


ALL SHIPS COVERED BY CHAPTER IV OF SOLAS IE ALL CARGO SHIPS
OF 300 GT AND ABOVE AND ALL PASSENGER SHIPS(ANY TONNAGE)
WHEN ON INTERNATIONAL VOYAGES.
GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS) IS
DEVELOPED BY THE IMO AND INCLUDED IN THE SOLAS
CONVENTION.

THE BASIC CONCEPT OF GMDSS IS TO RAPIDLY ALERT SEARCH

AND RESCUE AUTHORITIES ASHORE AND TO THE SHIPPING IN

THE IMMEDIATE VICINITY OF A VESSEL IN DISTRESS SO AS TO

CO-ORDINATE SEARCH AND RESCUE OPERATION WITH THE

MINIMUM OF DELAY. THE SYSTEM ALSO PROVIDES FOR URGENCY

AND SAFETY COMMUNICATIONS, AND THE DISSEMINATION OF

MARINE SAFETY INFORMATION INCLUDING NAVIGATIONAL

WARNINGS AND WEATHER MESSAGES.

ALL SHIPS TO COMPLY WITH GMDSS REQUIREMENTS BY 1ST


FEBRUARY, 1999.

ON WHAT SHIPS IS ETA REQUIRED?

WHAT DOES A PASSENGER SAFETY CERTIFICATE


CONTAIN?

COLREG APPLY TO WHAT SHIPS?


ALL VESSELS (OF PARTY STATES) UPON THE HIGH SEAS AND IN ALL
WATERS CONNECTED THEREWITH NAVIGABLE BY SEAGOING
VESSELS.
ROR :RULE 1 (APPLICATION)
FORWARD MAST LIGHT ,ITS HEIGHT AND ARC OF
VISIBILITY?
MASTHEAD LIGHT IS A WHITE LIGHT PLACED OVER THE FORE AND AFT
CENTER LINE OF THE VESSEL SHOWING AN UNBROKEN LIGHT OVER AN
ARC OF HORIZON OF 225 DEGREES AND SO FIXED AS TO SHOW THE
LIGHT FROM RIGHT AHEAD TO 22.5 DEGREES ABAFT THE BEAM ON
EITHER SIDE OF THE VESSEL.
THE FORWARD MASTHEAD LIGHT OR WHERE ONLY ONE LIGHT HAS
BEEN CARRIED THEN THAT LIGHT,AT A HEIGHT ABOVE THE HULL OF
NOT LESS THAN 6 METERS,AND IF THE BREADTH OF VESSEL EXCEEDS
6 METERS THEN AT A HEIGHT ABOVE THE HULL NOT LESS THAN SUCH
BREADTH,SO HOWEVER THE LIGHT NEED NOT BE PLACED AT GREATER
HEIGHT ABOVE THE HULL THAN 12 METERS.

SAFE MANNING DOCUMENT IS REQUIRED UNDER


WHAT CONVENTION?

WHAT IS THE PURPOSE OF ILO?


THE INTERNATIONAL LABOUR ORGANIZATION, A SPECIFIED AGENCY OF
THE UNITED NATIONS DEALING WITH EMPLOYMENT AND WORKER’S
WELFARE MATTERS.ITS MEMBERS ARE 170 STATES WHICH ARE
REPRESENTED AT CONFERENCE BY TWO GOVERNMENT DELEGATES,A
WORKER DELEGATE AND AN EMPLOYER DELEGATE.ITS MAIN AIM IS TO
RAISE STANDARD FOR WORKERS(OF ALL KIND) INTERNATIONALLY. ITS
HEAQUARTERS ARE AT GENEVA, SWITZERLAND.

WHAT STATUTORY CERTIFICATES MMD ISSUES?


CERTIFICATE OF REGISTRY,MINIMUM SAFE MANNING DOCUMENT,
PASSENGER SHIP SAFETY CERTIFICATE, CARGO SHIP SAFETY
EQUPMENT CERTIFICATE,CARGO SHIP SAFETY RADIO
CERTIFICATE,EXEMPTION CERTIFICATE,DOC ISSUED TO EVERY
COMPANY WHICH COMPLIES TO ISM,SAFETY MANAGEMENT
CERTIFICATE ISSUED TO SHIPS COMPLYING ISM,CERTIFICATES OF
SURVEY,

WHAT IS VOYAGE COST?


VOYAGE COSTS:COSTS ASSOCIATED WITH THE SHIP’S EMPLOYMENT,IE
BUNKER COSTS,CANAL DUES AND PORT CHARGES(INCLUDING
PILOTAGE ,TOWAGE,BETH CHARGES,AGENCY FEES,LINE’S MEN’S
CHARGES AND CARGO OR PASSENGER HANDLING CHARGES.

A VESSEL ENGAGED IN TRAWLING ON PORT SIDE


SHOWING RED LIGHT, YOUR ACTION?
A VESSEL ENGAGED IN TRAWLING AHEAD OF
YOU,WHAT IS YOUR ACTION?

IF YOU ALTER COURSE TO PORT FOR THE ABOVE


MENTIONED VESSEL ,HOW MUCH WILL YOU
ALTER AND ACCORDING TO WHAT RULE?

CAN WE MEASURE RELATIVE HUMIDITY IF RAINING?

DERRICK OF SWL 60 T , HOW MUCH WEIGHT IT CAN


LIFT?

WHAT IS CHAIN REGISTER,CONTENTS?


CHAIN REGISTER, REGISTER OF LIFTING APPLIANCES.

CHAIN REGISTER, (FORM 99)


IT IS A BOOK WHICH REGISTERS LOAD BEARING MACHINERY, CHAINS
AND WIRE ROPES.
COVER: 1. NAME OF THE SHIP
PORT OF REGISTRY.
OWNERS NAME AND ADDRESS.
PAGE I : CONTAINS INSTRUCTIONS REGARDING EXAMINATIONS AND
ANNEALING.
PART I : ENTRIES CONCERNING FOUR YEARLY EXAMINATIONS AND
ANNUAL EXAMINATIONS.
PART II : CONTAINS ENTRIES CONCERNING THROUGH ANNUAL
EXAMINATIONS OF CRANES, WINCHES AND HOISTS. ACCESSORY GEAR
OTHER THAN DERRICKS IS ALSO INCLUDED.
PART III : FOR ENTRIES CONCERNING THE THROUGH ANNUAL
EXAMINATION OF GEAR EXEMPTED FROM ANNEALING.
PART IV : FOR ENTRIES CONCERNING THE ANNEALING OF GEAR.
THE LAST PAGE CONTAINS SOME RECOMMENDED FACTORS OF
SAFETY.
EG.
CHAIN/WIRE = 5
ROPE = 6
DERRICK = 9
TEST CERTIFICATES ARE ATTACHED TO THE REGISTER BY MEANS OF
GUMMED STRIPS PROVIDED ON THE INSIDE OF THE COVER.
THE REGISTER IS DESIGNED BY THE DOCKYARD FOR 8 YEARS AND
MUST BE RETAINED ON BOARD FOR A PERIOD OF FOUR MORE YEARS
AFTER THE NEW ONE COMES INTO FORCE.
IT IS CERTIFIED BY THE CLASSIFICATION SOCIETY.
CHAIN REGISTER, REGISTER OF LIFTING APPLIANCES.

CHAIN REGISTER, (FORM 99)


IT IS A BOOK WHICH REGISTERS LOAD BEARING MACHINERY, CHAINS
AND WIRE ROPES.

COVER: 1. NAME OF THE SHIP


2. PORT OF REGISTRY.
3. OWNERS NAME AND ADDRESS.

PAGE I : CONTAINS INSTRUCTIONS REGARDING EXAMINATIONS AND


ANNEALING.
PART I : ENTRIES CONCERNING FOUR YEARLY EXAMINATIONS AND
ANNUAL EXAMINATIONS.
PART II : CONTAINS ENTRIES CONCERNING THROUGH ANNUAL
EXAMINATIONS OF CRANES, WINCHES AND HOISTS. ACCESSORY GEAR
OTHER THAN DERRICKS IS ALSO INCLUDED.
PART III : FOR ENTRIES CONCERNING THE THROUGH ANNUAL
EXAMINATION OF GEAR EXEMPTED FROM ANNEALING.
PART IV : FOR ENTRIES CONCERNING THE ANNEALING OF GEAR.
THE LAST PAGE CONTAINS SOME RECOMMENDED FACTORS OF
SAFETY.
EG.
CHAIN/WIRE = 5
ROPE = 6
DERRICK = 9

• TEST CERTIFICATES ARE ATTACHED TO THE REGISTER BY MEANS OF


GUMMED STRIPS PROVIDED ON THE INSIDE OF THE COVER.
• THE REGISTER IS DESIGNED BY THE DOCKYARD FOR 8 YEARS AND
MUST BE RETAINED ON BOARD FOR A PERIOD OF FOUR MORE
YEARS AFTER THE NEW ONE COMES INTO FORCE.
• IT IS CERTIFIED BY THE CLASSIFICATION SOCIETY.

HOW MANY LEVELS OF STCW?


SUPPORT , OPERATIONAL, MANAGEMENT

VLIDITY OF DE-RAT EXEMPTION CERTIFICATE?


WHICH AUTORITY ISSUES IT TO WHICH SHIPS IT
IS APPLICABLE?
6 MONTHS VALIDITY AND IS ISSUED BY PORT HEALTH.
DE-RATTING CERTIFICATE:
 ISSUED BY PORT HEALTH AUTHORITY
 OF A DESIGNATED AND APPROVED PORT.
 THE VESSEL IS FUMIGATED AND DE-RATTED.
 POISONOUS BAITS USED FOR DE-RATTING.
 VALIDITY – 6 MONTHS.
DE-RATTING EXEMPTION CERTIFICATE:
 ISSUED BY PORT HEALTH AUTHORITY
 OF A DESIGNATED AND APPROVED PORT.
 THE VESSEL IS INSPECTED AND FOUND FREE OF RATS.
 VALIDITY – 6 MONTHS.

HOW MANY CERTIFICATES ISSUED UNDER ISPS?


ISSC(INTERNATIONAL SHIP SECURITY CERTIFICATE)
PFSC(PORT FACILITY SECURITY CERTIFICATE)

WHO ISSUES ISPS CERTIFICATES?

HOW MANY LEVELS OF SECURITY?


THERE ARE THREE LEVELS OF ISPS
LEVEL 1: ALL TIME PROTECTIVE SECURITY(NORMAL SECURITY)
LEVEL 2: ADDITIONAL SECURITY IN LIGHT OF HIGHTENED SECURITY
CONCERNS.
LEVEL 3: HIGHER SECURITY CONCERNS FEARING IMMININENT
SECURITY RISKS,WETHER TARGETS IDENTIFIED OR NOT.

HOW YOU COME TO KNOW THAT CERTAIN PORT IS


ISPS COMPLYING PORT?

WHAT IS METACENTRIC HEIGHT?

IN WHICH CHATER WILL THE


DEMMURAGE/DISPATCH / LAYDAYS BE
CALCULATED?

WHAT IS IACS?
INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCITIES
REPRESENTS THE WORLD’S MAJOR CLASSIFICATION SOCIETIES . OVER
90% OF THE WORLD’S MERCHANT FLEET TONNAGE IS COVERED BY
IACS MEMBERS TO ENSURE UNIFORM APPLICATION OF HIGH
STANDARDS.IACS MEMBER SOCIETIES ARE STRICTLY BOUND BY ISO
BASED QUALITY ASSURANCE STANDARDS.

IS CLASSIFICATION MANDATORY OR VOLUNTARY?


CLASSIFICATION IS NOT A SOLAS REQUIREMENT, BUT IN MANY CASES
A CONTRACTUAL REQUIREMENT OF:
HULL AND MACHINERY UNDERWRITERS
CARGO UNDERWRITERS
P&I CLUBS

NAME ANY FIVE(5) CLASSIFICATION AUTHORITIES


AND COUNTRIES FROM WHICH THEY BELONG?
AN INTERNATIONAL CLASSIFICATION SOCIETY HAS BEEN DEFINED
AS AN INDEPENDENT,NON GOVERNMENTAL,NON PROFIT
DISTRIBUTING ORGANIZATION,WHICH DEVELOPS AND UPDATES
ADEQUATE PUBLISHED RULES,REGULATIONS AND STANDARDS FOR
THE SAFE DESIGN CONSTRUCTION AND PERIODICAL MAINTENANCE
OF SHIPS WHICH ARE CAPABLE OF TRADING INTERNATIONALLY,AND
IMPLEMENTS THESE ON A WORLDWIDE BASIS USING ITS OWN
EXCLUSIVE STAFF.
AMERICAN BUREAU OF SHIPPING(ABS) USA
BUREAU VARITAS(BV) FRANCE
DET NORSKE VARITAS(DNV) NORWAY
GERMANISCHER LLOYLD(GL) GERMANY
LLOYLD REGISTERED SHIPPING(LR) ENGLAND

WHAT IS MARITIME LIEN?


MARITIME LIEN IS A CLAIM ON A SHIP, HER CARGO OR BOTH AS
WELL AS ON THE FREIGHT SHE WILL EARN IN RESPECT OF A SEVICE
DONE TO OR INJURY CAUSED BY ANY OF THEM. MARITIME LIEN IS
AGAINST THE PROPERTY INVOLVED AND THE PERSON
EG: LIEN OF SEAMAN ON SHIP FOR HIS WAGES.

WHAT IS CARRIER?
A CARRIER IS THE ONE WHO AGREES TO CARRY ON A BUSINESS
BASIS,GOODS OR PERSONS FROM ONE PLACE TO ANOTHER.

COMMON CARRIER:

ONE WHO OFFERS TO TRANSPORT MERCHANDISE FOR HIRE AND MUST


ACCEPT SHIPMENTS FROM ANYONE WHO WISHES TO USE HIS/HER
SERVICES. COMMON CARRIERS MUST ABIDE BY DIFFERENT RULES AND
LAWS THAN PRIVATE OR CONTRACT CARRIERS WHO TRANSPORT ONLY
THE GOODS OF THOSE WITH WHOM THEY HAVE MADE AGREEMENTS.

WHAT IS GROSS TONNAGE?WHAT COMES IN YOUR


MIND IF ONE VESSEL’S GT IS 10000 AND
ANOTHER VESSEL’S GT IS 15000?
WHAT DO YOU KNOW ABOUT OVERTAKING?
RULE 13:-
A VESSEL SHALL BE DEEMED TO BE OVERTAKING WHEN COMING UP
WITH ANOTHER VESSEL FROM A DIRECTION MORE THAN 22.5 DEGREE
ABAFT HER BEAM ,THAT IS IN SUCH A POSITION WITH REFERANCE TO
THE VESSEL SHE IS OVERTAKING,THAT AT NIGHT SHE WOULD BE ABLE
TO SEE ONLY THE STERN LIGHT OF THAT VESSEL BUT NEITHER OF HER
SIDE LIGHTS.

AT ANCHOR VESSEL ASTERN OF YOU FRANTICALLY


SIGNALLING THAT YOU ARE DRAGGING DOWN ON
HER, WHAT ACTION?
GO AHEAD HEAVE UP ANCHOR AND SELECT NEW SAFER
ANCHORAGE.
IF NO MAIN ENGINES, SHEAR OFF AND LET GO OTHER ANCHOR, PAY
OUT BOTH CABLE AS MUCH AS YOU DARE,THEN HOLD ON, HAVE
LOTS OF FENDERS READY AFT,IF POSSBLE INFORM OTHER VESSEL
OF YOUR ACTION.

WHAT IS RELATIVE HUMIDITY?


IT IS THE PERCENTAGE RATIO OF THE ACTUAL WATER VAPOUR
CONTAINED IN A GIVEN SAMPLE OF AIR,THE MAXIMUM QUANTITY OF
WATER VAPOUR THAT SAMPLE CAN HOLD AT THAT TEMPERATURE

RELATIVE HUMIDITY = PRESENT QUANTITY OF WATER VAPOUR X


100
MAX POSSIBLE AT THAT TEMPERATURE

WHAT IS BROKEN STOWAGE?


UNFILLED SPACE BETWEEN PACKAGES. THIS TENDS TO BE GREATEST
WHEN LARGE CASES ARE STOWED IN THE END HOLDS,WHERE THE
SHAPE OF THE VESSEL FINES OFF.

WHAT IS CONDITION OF CLASS CERTIFICATE? WHEN IS IT ISSUED

CONDITION OF CLASS CERTIFICATE


PROVISIONAL CERTIFICATE
INTERIM CERTIFICATE

ISSUED TO A CLASSED VESSEL.


ISSUED BY CLASSIFICATION SOCIETY SURVEYOR.

ENABLES THE VESSEL TO PROCEED TO VOYAGE WHEN AS PER


SURVEYOR:
THE VESSEL IS FIT.
IN EFFICIENT CONDITION.

CERTIFICATES WILL EMBODY SURVEYOR’S RECOMMENDATION FOR


CONTINUANCE OF CLASS.

SUBJECTED TO THE CONFIRMATION OF THE COMMITTEE.

ISSUED IN THE EVENT OF:

SEAWORTHINESS OF THE VESSEL IN QUESTION DUE TO:


COLLISION
GROUNDING
ANY MARITIME ACCIDENT BY WHICH VESSEL SUSTAINED DAMAGE TO
HULL/ MACHINERY.

REPAIR DONE AS REQUIRED.

IF SURVEYOR THINKS THAT THE SHIP IS ONLY SAFE TO PROCEED TO


NEXT PORT FOR A CHEAPER OR MORE THOROUGH REPAIR, AN
ENDORSEMENT TO BE MADE ON INTERIM CERTIFICATE AS:
“THE VESSEL IS SAFE FOR INTENDED PASSAGE UNTIL THE NEXT PORT FOR
FURTHER REPAIR AND EXAMINATION.”