Chief Mate Orals Fun 3

Mates Orals Notes
Function - 1 Navigation
Table of Contents
Sr. Topic Pg #
1. Function - 3 Ship Operation - Exam Syllabus 1
2. Dock workers Regulations, 1990 as per DG Fasli 2
3. Fundamental principles of ship construction 17
4. Various Ship’s Plans & Manuals used for ballasting and deballasting 25
operations
5. Various Certificates Required onboard 27
6. ARTICLE OF AGREEMENT ( AOA) 32
7. Collective Bargaining Agreement (CBA) 37
8. Discipline onboard Indian Merchant Ships 38
9. Duties of Chief Officer 41
10. Various LOG BOOK 43
11. Port State Control ( PSC) 45
12. Flag State 47
13. Classification society 49
14. TYPES OF SURVEYS 50
15. Enhanced Survey Program (ESP) 54
16. Condition Assessment Scheme (CAS) 55
17. Condition Assessment Program (CAP) 57
18. Fire Sub-divisions 61
19. PMS Deck Machinery / Anchor Chain 63
20. Personnel Management 67
21. ON BOARD TRAINING 70
22. Maritime Security ISPS CODE 73
23. MLC 2006 82
24. Ship Handling Terminology 90
25. Turning circle – definitions and features 93
26. Squat – ship’s response 96
27. Windlass and anchor arrangement 97
28. Heavy weather precautions 106
29. Dry Dock Practice 110
30. The Inclining Experiment 123
31. COSWP - Code Of Safe Working Practices for merchant seamen 124
32. M.S (prevention of Pollution of the Sea by Oil) Rules 126
33. L&SS (Screening of Navigation Lights) 145
34. ISM Code in brief 149
35. Load Line Convention 155
36. LSA Code 160
37. FFA Code 164
38. International Shore Connection – ISC - Dimensions 165
39. SOLAS 166
40. MARPOL 172
41. Oil Record Book Part 1 179
42. Oil Record Book Part 2 183
43. Garbage Record Book 192
44. Standard discharge connections - SEWAGE 195
45. Standard discharge connections - SLUDGE 196
46. Maritime Law 197
47. Questionnaire 200
Mates Orals Fun 3 : Ship Operations and Care of Personnel
FUNCTION - 3
Grade : First Mate (FG)
Function : Operation and Care of Personnel
Level:- Management
A.) General
1. Definition of operation/Environment Protection
1-a .Knowledge of fundamental principles of ship construction,
Various ships’ Plans /manuals used for operation ballasting and de-ballasting deck machinery.
2. Statutory Certificates requirements and their validity including various documents relating to
Official Log Book, Chain Register thorough knowledge of Deck Labour Regulations
3. Knowledge and application of Article of Agreements and after Biparty / Triparty, Agreements
on board Indian/foreign ships. Knowledge of Provisions for indications on board under various
Rules/Regulations
4. Knowledge of ISM/STCW 95 Code relating to the duties of Chief Mate
4-a. Knowledge of statutory certificates/class/port state control/flag state/damage etc. , ‘surveys

and Inspections’
B.) Maintenance Management

5. A thorough knowledge of LSA/FFA and L& SS (Screening of Navigation Lights).Regulations /
Organisations of Drill and maintenance of these appliances under SOLAS
6. P.M.S for hull deck machinery, accommodations, emergency / steering gear and anchor
cable.
7. Knowledge of Personnel Management Organization and Training onboard as head of Deck

Department.
C.) Emergencies
8. Knowledge of occupational hazards on ship, crew welfare, social responsibility. In
accordance with code of safe working practice for merchant seamen.
9. Preparation of contingency plans for response to various emergencies:-

Fire, Explosion, Collision or Grounding, Cargo Shift, Flooding, Foundering, Piracy and Pilferage.
D.) Seamanship Aspect

10. Anchoring/ Mooring:-
Procedure for use of these equipments including slipping of cables, foul cable anchor dragging
and ground tackle
11. Brief knowledge on maneuvering of ships in rivers & harbors/berthing alongside under
various conditions without tugs
12. Management of ships in adverse situation at sea, heavy weather duties/handling of disabled
ship
13. Preparation of dry-docking/Undocking. Use of shores, Bilge blocks and bilge shores.
14. Measure to be taken to prevent the spillage of oil during cargo work, Bunkering or oil transit.
The keeping of records under the M.S (prevention of Pollution of the Sea by Oil) Rules.
---------------------------------------------------------------------------------------------
Compiled by : Gursimranjit Randhawa Page 1

Dock workers Regulations, 1990 as per DG Fasli
PART I
General
Reg 2.
Definitions.-In these regulations unless the context otherwise requires.-
a) “Act” means the Dock Workers (Safety, Health and Welfare) Act, 1986 (54 of
1986);
b) “access” includes egress;
c) “authorised person” means a person authorised by the employer, the I of

the ship or a responsible person to undertake a specific task or tasks and
possessing necessary technical knowledge and experience for undertaking the
task or tasks;
d) “competent person” means.-
1. a person belonging to a testing establishment in India who is approved by

the Chief Inspector for the purpose of testing, examination or annealing
and certification of lifting appliances, loose gears or wire ropes;
2. any other person who is recognised under the relevant regulations in force
in other countries as competent for issuing certificates for any of the
purposes mentioned in sub-clause (1) for the implementation of the
Protection against Accidents (Dockers) Convention (Revised), 1932 (No.
32) and the Convention concerning Occupational Safety and Health in Dock
Work (No. 152), 1979, adopted by International Labour Conference;
e) “container” means an article of transport equipment of a permanent

character and accordingly strong enough to be suitable for repeated use and
as specified under national or international standards;
f) “container terminal” means the area where the operations of receiving,

storage, dispatch and interchange of containers, between transport made is
carried out primarily with the help of lifting appliances and transport
equipment, and includes associated road vehicles, waiting places, control
inter-change grid, stacking areas and associated road vehicle, departure, but
shall not include.-
1. terminals which handle significant volumes of containerized cargo and

break-bulk cargo together using the same operational areas;
2. all railway terminals and all in-land depots;
3. the stuffing and stripping of the contents of containers; and
4. ship-board and ship-side operations LQ/LO and RO/RO vessels;
g) “conveyer” means a mechanical device used In dock work for the transport
of single packages or solid bulk cargo from one point to another point;

h) “dangerous goods” means any cargo which due to its explosiveness,

inflammability, radioactivity, toxic or corrosive properties, or other similar
characteristics, may cause injury, adversely affect the human system, loss of
life or property while handling, transporting, shipping or storing and which is
classified as such by any international or national standards;
i) “dock” means any dock, wharf, quay or shore and shall include any
warehouse or store place belonging to owners, trustees or conservators of,
and situated in or in the vicinity of the dock, wharf, quay or shore and any
railway line or siding on or used in connection with the dock, wharf quay or
shore but not forming part of Indian railways;
j) “form” means a form appended to these regulations;
k) “hatch” means on opening in a dock used for purposes of dock work or for
trimming or for ventilation or for cleaning;
l) “hatchway” means the whole space within the square of the hatches from
the top dock to the bottom of the bold;
m) “Inspector” means a person appointed by the Central Government under

Sec. 3 of the Act and includes the Chief Inspector;
n) “lifting appliance” means all stationary or mobile cargo handling appliances

including their permanent attachments, such as cranes, derricks shore based
power operated ramps used on shore or on board ship for suspending, raising
or lowering, cargo or moving them from one position to another while
suspended or supported, in connection with the dock work and includes lifting
machinery;
o) “loose gear” means hook, shackle, swivel, chain, sling, lifting beam,
container speader, tray and any other such gear, by means of which the load
can be attached to a lifting appliance and includes lifting device;
p) “port” means a port as defined under the Indian Ports Act, 1908 (15 of
1908);
q) “port authority” means the person having the general management and
control of dock: Provided that if any other person has, by exclusive right to
occupation of any part of the dock acquired the general management and
control of such part, he shall be deemed to be the “port Authority” in respect
of that part;
r) “premises” means any dock, wharf, quay, warehouse, store place or landing
place where the dock work is carried on;
s) “prescribed” means prescribed by the Central Government;
t) “pulley block” means pulley block, gin and similar gear, other than a crane
block specially constructed for use with a crane to which it is permanently
attached;

u) “responsible person” means a person appointed by the employer, the I of
the ship, the owner of the gear or port authorities, as the case may be, to be
responsible for the performance of a specific duty or duties and who has
sufficient knowledge and experience and the requisite authority for the proper
performance of the duty or duties;
v) “safe working load” in relation to an article of loose gear or lifting appliance

means the load which is the maximum load that may be imposed with safety
in the normal working conditions and as assessed and certified by the
competent person;
w) “schedule” means a schedule appended to these regulations;
x) “ship” means any kind of ship, vessel barge, lighter or hover-craft excluding
ships of war and country craft;
y) “testing establishment” means an establishment with testing and

examination facilities, as approved by the Chief Inspector for carrying out
testing, examination, annealing or certification, etc. of lifting appliance or
loose gear or wire rope as required under the regulations;
z) “transport equipment” means all powered and hand truck, for lift truck,
tractor, trailer, locomotive, prime mover and any other such equipment used
in dock work;
(zz) words and expressions not defined in these regulations but defined or used in
the Act shall have the same meaning as assigned to them in the Act.
Reg 3.
Powers of Inspectors.
(a) An Inspector may at any port for which he is appointed.-
1. enter, with such assistance, (if any), as he thinks fit, any ship, dock,
warehouse or other premises, where any dock work, is being carried on, or
where he has reason to believe that any dock work is being carried on;
2. make examination of the ship, dock, lifting appliance, loose gear, lifting
device, staging, transport equipment, warehouse or other premises, used or
to be used, for any dock work;
3. require the production of any testing muster roll or other document relating
to the employment of dock workers and examine such document;
4. take on the spot or otherwise such evidence of any person which he may
deem necessary: Provided that no person shall be compelled under sub-
regulation 3 (a) (4) to answer any question or, give any evidence tending to
incriminate himself;
5. take copies of registers, records or other documents or portions thereof as
he may consider relevant in respect of any offence which he has reason to
believe has been committed or for the purpose of any inquiry;
6. take photograph, sketch, sample, weight measure or record as he may
consider necessary for the purpose of any examination or inquiry;

7. hold an inquiry into the cause of any accident or dangerous occurrence
which he has reason to believe was the result of the collapse or failure of
any lifting appliance loose gear, transport equipment, staging non-
compliance with any of the provisions of the Act or the regulations;
8. issue show-cause notice relating to the safety, health and welfare provisions
arising under the Act or the regulations;
9. prosecute, conduct or defend before any court any complaint or other
proceedings, arising under the Act or the regulations;
10. direct the port authority, dock labour board and other employers of dock
workers for getting the dock workers medically examined if considered
necessary.
(b) A person having general management and control of the premises or the owner,
I, officer-in-charge or agents of the ship, as the case may be, shall provide such
means as may be required by the Inspector for entry, inspection, examination,
inquiry, otherwise for the exercise of his powers under Act and the regulations in
relation to that ship or premises which shall also include the provision of launch or
other means of transport.
Reg 4.
Notice of Inspection.
(1) An inspector may notify any defects or deficiencies which may come to his
notice during his inspection and examination which he wishes to point out together
with any orders passed by him under the Act or the regulations in Form IX to-
1. the owner, I, officer in charge or agents of the ship; or
2. the port authority; or
3. the owner of lifting appliances, loose gears, lifting devices and transport
equipment; or
4. the employer of dock workers.
(2) When an Inspector serves notice, under sub-regulation (1) above, in relation to
any dock, lifting appliance, loose gear, lifting device, transport equipment, ladder or
staging, he may, in the notice prohibit the dock work where conditions are
dangerous to life, safety or health of dock workers and the use of the same in
connection with the dock work and such dock, lifting appliances, loose gears, lifting
devices transport equipment, ladders or stagings shall not be used until the defect
or defects specified in the notice have been remedied and the Inspector has
withdrawn the prohibitory order.

PART III
Safety
Lifting Appliances and Gear
Reg 40.
Construction and maintenance of lifting appliances
(1) General.
All lifting appliance, including all parts and working gear thereof, whether fixed or
moveable, and any plant or gear used in anchoring of fixing such appliance, shall
be:
a) of good construction, sound material, adequate strength for the purpose for
which it is used and free from patent defect; and
b) maintained in good repair and working order.
(2) Drums.
a) Every drum or pulley round which the rope of any lifting appliances is carried,
shall be of adequate diameter and construction In relation to the rope used.
b) Any rope which terminates at the winding drum of a lifting appliances shall be
securely attached to the drum and at least three dead turns of the rope shall
remain on the drum in every operating position of the lifting appliance.
c) The flange of the drum should project twice the rope diameter beyond the
last layer and if this height is not available, other measures such as anti-
slackness guards shall be provided to prevent the rope from coming off the
drum.
(3) Brakes.
Every lifting appliances shall be provided with an efficient brake or brakes which
shall-
a) be capable of preventing fall of a suspended lead (Including any test load
applied in accordance with these regulations) and of effectively controlling a
load while it is being lowered;
b) act without shock;
c) have shoes that can be easily removed for relining; and
d) be provided with simple and easily accessible means of adjustment: Provided
that this regulation shall not apply to steam winch which, can be so operated
that the winch is as safe as it would be if a brake or brakes were provided in
accordance with this regulation.
(4) Controls.
Controls of lifting appliance shall,-
a) be so situated that the driver at his stand or seat has ample room for
operating and has an unrestricted view of dock work, as far as practicable,
and remains clear of the load and ropes, and that no load passes over him;
b) be positioned with due regard to ergonometric considerations for easy
operation;
c) be so located that the driver does not have to remain in the bright of the heel
block;

d) have upon them or adjacent to them clear markings to Indicate their purpose
and mode of operation;
e) be provided, where necessary, with a suitable locking device to prevent
accidental movement or displacement;
f) as far as practicable, move in the direction of the resultant load movement;
and
g) automatically come to a neutral position in case of power failure wherever
automatic brakes are provided.
Reg 41.
Test and periodical examination of lifting appliances.-
1. Before being taken into use for the first time or after It has undergone any
alternations or repairs liable to affect its strength or stability and also once at
least in every five years, all lifting appliances including all parts and gears
thereof, whether fixed or moveable, shall be tested and examined by a
competent person in the manner set out In Schedule I.
2. All lifting appliances shall be thoroughly examined by a competent person
once at least In every 12 months. Where the competent person making this
examination forms the opinion that the lifting appliance cannot continue to
function safely, he shall forthwith give notice in writing of his opinion to the
owner of the lifting appliance or in case of lifting appliance carried on board a
ship not registered in India, to the I or officer-in-charge of the ship.
3. Thorough examination for the purpose of this regulation shall mean a visual
examination, supplemented if necessary by other means such as hammer
test, carried out as carefully as the conditions permit, in order to arrive at a
reliable conclusion as to the safety of the parts examined; and if necessary
for this purpose, parts of the lifting appliance and gear, shall be dismantled.
Reg 42.
Automatic safe load indicators.-
1. Every crane, if so constructed that the safe working load may be varied by
raising or lowering of the jib or otherwise, shall have attached to it an
automatic indicator of safe working loads which shall also give a warning to
the operator wherever the safe working load is exceeded.
2. Cut-out shall be provided which automatically arrests the movement of the
lifting parts of the crane in the event of the load exceeding the safe working
load wherever possible.
3. The provisions of sub-regulation (1) shall not apply where it is not possible to
install an automatic safe load indicator, in which case, provision on the crane
of a table showing the safe working loads at the corresponding inclinations or
radii of the jib shall be considered sufficient compliance.

Reg 43.
Rigging of ship’s derricks.-
1. Every ship shall carry the current and relevant rigging plans and any other
relevant information necessary for the safe rigging of its derricks and
necessary gear.
2. All such rigging plans shall be certified by a competent person.
Reg 44.
Securing of derrick foot.-
Appropriate measures shall be taken to prevent the foot of a derrick being lifted out
of its socket or supports.
Reg 45.
Winches.-
1. General
a) Winches shall not be used if control levers to operate with excessive friction
or excessive play.
b) Double gear winches shall not be used unless a positive means of locking
the gear shift is provided.
c) When changing gears on a two gear winch, there shall be no load other
than the fall and the cargo hock assembly on the winch.
d) Adequate protection shall be provided to winch operator against the
weather, where necessary.
e) Temporary seats and shelters for winch operators which create a hazard to
the winch operator or other dock workers shall not be allowed to be used.
f) When winchs are left unattended, control levers shall be secured in the
neutral position and whenever possible, the power shall be shut off.
2. Steam winches – In every steam winch used in dock work,-

a) measures shall be taken to prevent escaping steam, from obscuring any
part of the decks or other work places or from otherwise hindering or
injuring any dock worker;
b) extension control levers which tend to fall of their own weight shall be
counter-balanced;
c) except for short handles on wheel type controls, winch operations shall not
be permitted to use the winch control extension levers unless they are
provided by either the ship or the employer and such levers shall be of
adequate strength and secure and fastened with metal connections at the
fulcrum and at the permanent control lever.
3. Electric winches
a) In case of any defect, dock workers shall not be permitted to transfer with
or adjust electric control circuits.
b) Electric wireless shall be used for dock work in case where,-

i. the electro-magnetic brake is unable to hold the load; and
ii. one or more control points, either hoisting or lowering is not
operating properly.
Reg 46.
Construction and maintenance of loose gears.-
(1) Every loose gear shall be

a) of good design and construction, sound material and adequate strength for
the purpose for which it is used and free from patent defects and,
b) properly maintained in good repair and working order.
(2) Components of the loose gear shall be renewed if one of the dimensions at any
point has decreased by 10 per cent. Or more by user.
(3)
a) Chains shall be withdrawn from use when stretched and increased in length
exceeds five per cent, or when a link of the chain deformed or otherwise
damaged or raised scarfs of defective welds appeared.
b) Rings hooks, swivels and end links attached to chains shall be of the same
material as that of the chains.
(4) The voltage of electric supply to any magnetic lifting device shall not fluctuate
by more than + 10 per cent.
Reg 47.
Test and periodical examination of loose gears.-
(1) All loose gears shall be initially tested for the manufacturer by a competent
person, in a manner set-out in Schedule-I before taking into use or after
undergoing any substantial alternations or renders to any part liable to affect its
safety and shall subsequently be retested for the owner of the gear, at least in
every five years.
(2) All loose gears shall be thoroughly examined once at least in every twelve
months by a competent person. In addition chains shall be thoroughly examined
once at least every month by a responsible person.
Reg 48.
Ropes.-
(1) No rope shall be used for dock work unless:-

a) it is of suitable quality and free from patent defect, and
b) in the case of wire rope, it has been tested and examined by a competent
person in the manner set out in Schedule I.
(2) Every wire rope of lifting appliance or loose gear used in dock work shall be
inspected by a responsible person once at least in every three months, provided
that after any wire has broken in such rope, it shall be inspected once at least in
every month.

(3) No wire rope shall be used in dock work if in any length of eight diameters the
total number of visible broken wires exceed 10 per cent. Of the total number of
wires or the rope shows sign of excessive wear, corrosion or other defects which in
the opinion of the person who inspects it or Inspector, renders it as unfit for use.
(4) Eye splices and loops for the attachment of hooks, rings and other such parts to
wire ropes shall be made with suitable thimble.
(5) A thimble or loop splice made in any wire rope shall conform to the following
standard,-
a) wire rope or rope sling shall have at least three tucks with full strand of rope
and two tucks with one-half of the wires cut out of each strand and strands in
all cases shall be tucked against the lay of the rope;
b) protruding ends of strands in any salice on wire rope and rope slings shall be
covered or treated so as to leave no sharp points;
c) fibre rope or rope sling shall have at least four tucks tail of such tuck being
whipped in a suitable manner; and
d) synthetic fibre rope or rope sling shall have at least four tucks with full strand
followed by further tuck with one-half filaments cut-out of each strand and
final tuck with one-half of the remaining filaments, cut-out from trends. The
portion of the splices containing the tucks with the reduced number of
filaments shall be securely covered with suitable tape or other materials:
Provided that this sub-regulation shall not operate to prevent the use of
another form of splice which can be shown to be as efficient as that laid down
in this regulation.
Reg 49.
Heat treatment of loose gears.-
(1) All chains other than briddle chains attached to derricks on mass and all rings,
hooks, shackles and swivels used in hoisting or lowering shall, unless they have
been subjected to such treatment as an Inspector may, subject to confirmation by
the Chief Inspector approve, be effectively annealed under supervision of a
competent person and at the following intervals:
a) 12.5 milimetre and smaller chains, rings, hooks, shackles and swivels in
general use, once at least in every six months; and
b) all other chains, rings, hooks, shackles and swivels in general use, once at
least in every twelve months: Provided that in the case of such gear used
solely on cranes and other hoisting appliances worked by hand twelve months
shall be submitted for six months in sub-clause (a) and two years for twelve
months in sub-clause (b):Provided further that where an Inspector is of the
opinion that owing, to the size, design material or frequency of use of any
such gear or class of such gear, the requirements of this regulation as to
annealing is not necessary for the protection of dock workers, he may by
certificate in writing (which he may at his discretion revoke) and subject to
confirmation by the Chief Inspector exempt such gear or class of gear from
such requirement subject to such conditions as may be specified in such
certificate.
(2) Sub-regulation (1) shall not apply to;

i. pitched chains, working on sprocket of sprocketed wheels;
ii. rings, hooks and swivels permanently attached to pirched chain, pulley blocks
or weighing machines; and
iii. hooks and swivels having ball bearings or other case hardened parts.
(3) All chains and loose gears made from high tensile steel or alloy steel be plainly
marked with an approved mark indicating that they are so made. No chain or loose
gear made from high tensile steel or alloy steel shall be subject to any form of heat
treatment except where necessary for the purpose of repair and under the direction
of a competent person.
(4) If the past history of wrought iron gear is not known or if it is suspected that
the gear has been heat treated at incorrect temperature, it shall be normalised
before using the same for dock work.
Reg 50.
Certificate to be issued after actual testing, examination, etc.-
A competent person shall issue a certificate for the purpose of regulation 41, 47, 48
or 49 only after actual testing or, as the case may be, examination of the apparatus
specified in the said regulation.
Reg 51.
Register of periodical test and examination and certificates thereof.-
(1) A register in Form II shall be maintained and particulars of test and examination
of lifting appliances and loose gears and heat treatment, as required by regulations
41, 47 and 49 shall be entered in it,
(2) Certificates shall be obtained from competent person and attached to the
register in Form II, in respect of the following, in the forms shown against each:
a) initial and periodical test and examination under regulations 41 and 47, for-
i. winches, derricks and their accessory gear in Form III.
ii. cranes or hoists and their accessory gear in Form IV;
b) test, examination and re-examination of loose gears under regulation 47 in
Form V;
c) test and examination of wire ropes under regulation 48 in Form VI;
d) heat treatment and examination of loose gears under sub-regulation (1) of
regulation 49, in Form VII;
e) annual thorough examination of the loose gears under sub-regulation (2) of
regulation 47 in Form VIII, unless required particulars have been entered in
the register in Form II.
(3) The register and the certificates attached to the register shall be,-
a) kept on board the ship in case of ship’s lifting appliances, loose gears and
wire ropes;
b) kept at premises of the owner in respect of other lifting appliances, loose gear
and wire ropes;
c) produced on demand before an Inspector; and
d) retained for at least five years after the date of the last entry.
(4) No lifting appliance and loose gear in respect of which an entry is required to be
made and certificates of test and examination are required to be attached in the

register in Form II, shall be used for dock work unless and until the required entry
has been made in the register and the required certificates have been so attached.
Reg 52.
Marking of safe working load.-
(1) Every lifting appliance and every item of loose gear shall be clearly marked with
its safe working load and identification mark by stamping or where this is
impracticable, by other suitable means.
(2) (a) Every ship’s derrick (other than derrick crane) shall be clearly marked with
its safe working load when the derrick is used,-
(i) in single purchase,
(ii) with a lower cargo block, and
(iii) in union purchases in all possible block positions;
(b) The lowest angle to the horizontal, that the derrick may be used, shall also be
legibly marked.
(3) Every lifting appliance (other than ship’s derricks) having more than one safe
working load shall be fitted with effective means enabling the operator to determine
the safe working load under each condition of use.
(4) Means shall be provided to enable any dock worker using loose gears to
ascertain the safe working load for such loose gears under such conditions as it
may be used and such means shall consists,-
a) as regards chain slings, of marking the safe working load in plain figures or
letter: upon the sling or upon a tablet or ring of durable material attached
securely thereto; and
b) as regards wire rope slings, either the means specified in CL (a) above or a
notice or notices so exhibited as can be easily read by any concerned, dock
worker stating the safe working load for the various sizes of the wire rope
slings used.
(5) No lifting appliance or loose gear shall be used unless marked in accordance
with the provisions of this regulation.
Reg 53.
Loading of lifting appliances and loose gears.-
(1) No lifting appliance, loose gear and wire rope shall be used in an unsafe way
and in such a manner as to involve risk to life of dock workers, and, in particular,
shall be loaded beyond its safe working load or loads, except for testing purposes
as given in Schedule I and under the direction of a competent person.
(2) No lifting appliance and loose gears or any other cargo handling appliances shall
be used, if-
(a) the Inspector is not satisfied by reference to a certificate of test or
examination or to an authenticated record maintained as provided under the
regulations; and
(b) in the view of the Inspector, the lifting appliance, loose gear or any other
cargo handling appliance is not safe for use in dock work.

Reg 54.
Pulley blocks.-
No pulley blocks shall be used in dock work unless the safe working load and its
identification marks are clearly stamped upon it.
Reg 55.
Vacuum and magnetic lifting device.-
(1) No vacuum or any other lifting device where the load is held by adhesive power
only, be used while workers are performing operations in the holds.
(2) Any magnetic lifting device used in connection with dock work shall be provided
with an alternative supply of power, such as batteries, that come into operation
immediately in the event of failure of the main power supply: Provided that the
provisions under this sub-regulation shall not apply to magnetic lifting device that is
being used to load or unload scrap metal or to other cargo handling operations of
such a nature that there is no dock worker within the swinging zone of the load.
Reg 56.
Knotting of chains and wire ropes.-
No claim or wire rope shall be used in dock work with a knot in it.

PART VI
SPECIAL PROVISIONS
SCHEDULE I
[See regulations 41 (1), 47 (1) and 48 (1)]
Manner of test and examination before taking lifting appliance, loose gear and wire
rope into use for the first time.
Test loads:
(1) Lifting Appliance:
Every lifting appliance with its accessory gear, shall be subjected to a test load
which shall exceed the safe working load (SWS) as follows:-
Safe working load Test load
Upto 20 tonnes 25 per cent in excess of SUL
20 to 50 tonnes 5 tonnes in excess of SWL
Over 50 tonnes 10 per cent in excess of SWL
(2) Loose gear:

a) Every ring, hock, chain, shackle, swivel, eyebolt, plate clamp, triangular plate
or pulley block (except single sheave block) shall be subjected to a test load
which shall not be less than the following:
SWL (In tonnes) Test load (In tonnes)
Upto 25 2 X safe working load
Above 25 (1.22 X SWL)+20
b) In the case of a single sheave block, the SWL shall be the maximum load
which can safely be lifted by the block when suspended by its head fitting and
the load Is attached to a rope which passes around the sheave of the block
and a test load not less than four times the proposed safe working load shall
be applied to the head of the block.
c) In the case of a multi sheave block, the test load shall not be less than the
following:
SWL (In tonnes) Test load (In tonnes)
Upto 25 2 X SWL
25 to 160 (0.9933 X SWL)+27
Above 160 1.1 X SWL
d) In the case of hand-operated pulley blocks used with pitched chains and
rings, hooks, shackles or swivels permanently attached thereto, a test load
not less than 50 per cent in excess of the safe working load shall be applied.
e) In the case of a pulley block fitted with a bucket, the bucket shall be tested
and the load applied to the bucket when testing that block will be accepted as
test loading of the bucket.

f) In the case of a sling having two legs, the safe working load shall be
calculated when the angle between the legs Is 900 in case of multi-legged
slings the safe working load shall be calculated as per national standards.
g) Every lifting beam, lifting frame, container spreader, bucket, tub, or other
similar devices shall be subjected to a test load which shall not be less than
that given in table below:
Proposed safe working Test load (In tonnes)
(In tonnes)
Upto 10 2 X SWL
10 to 160 (1.04 X SWL)+9.6
Above 160 1.1 X SWL
h)
i) Wire ropes: In the case of wire ropes a sample shall be tested to destruction.
The test procedure shall be in accordance with an international or recognised
national standards. The safe working load of the rope is to be determined by
dividing the load at which the sample broke by a co-efficient of utilisation
determined as follows.
j) Before any test is carried out, a visual inspection of the lifting appliance, or
loose gear involved shall be conducted and any visible defective gear shall be
replaced or renewed.
k) After being tested all the loose gears shall be examined to see whether any
part have been injured or permanently deformed by the test.
PROCEDURE FOR TESTING

(3) Ship’s derricks:
(a) A derrick shall be tested with its boom at the minimum angle to the horizontal
for which the derrick is designed (generally 15 degrees) or at such greater angle as
may be agreed. The angle at which the test has been carried out shall be
mentioned in the test certificate. The test load shall be applied by hoisting
moveable weights. During the test the boom shall be swung with the test load as
far as practicable in both directions.
(b) A derrick boom designed to be raised with power with the load suspended shall
in addition to the above tests at (a), be raised (with the load suspended) to its
maximum working angle to the horizontal and the two outermost positions.
I While test loading of a heavy lift derrick, the competent person responsible for
test using moveable weights shall ascertain from the I that the ship’s stability will
be adequate for the test
(4) The derricks tested under Clause (3) shall not be used in union
purchase rig unless:
(a) the derricks rigged in union purchase are tested with the test load appropriate
to the SWL in union purchase (at the designed headroom and with the derrick
booms in their approved working positions);
(b) the safe working load of that derrick in union purchase rig has also been
specified by a competent person in a report in Form III;
I any limitations or conditions specified in the said report are complied with; and

(d) the two hoist ropes are coupled together by a suitable swivel assembly.
Note.-The safe working loads of derricks (for each method of rig including union
purchase) shall be shown on the Certificate of test and marked on the derrick
booms.
(5) Lifting appliance other than ship’s derricks and winches:

(a) The test load shall be lifted and swung as far as possible in both directions. If
the jib or boom of the crane has a variable radius, it shall be tested with test loads
at the maximum and minimum radii. In case of hydraulic cranes, when owing to the
limitation of pressure it is impossible to lift a test load in accordance with table
under paragraph (1) it will be sufficient to lift the greatest possible load which shall
be more than safe working load.
(b) The test shall be performed at maximum minimum and intermediate radius
points as well as such in the arc of rotation as the competent person may decide.
The test shall consist of hoisting, lowering, breaking and swinging through all
positions and operations normally performed. An additional test shall be made by
operating the machinery at maximum working speed with the SWL suspended.
(6) Use of spring or hydraulic balances, etc., for test loading:

All tests normally shall be carried on with the help of dead weights. Test loading of
gear on new ships shall always be with dead weights. In case of periodical test,
replacements or renewals, test load may be applied by means of a suitable spring
or hydraulic balances. In such case, test load shall be applied with the boom as far
out as practicable in both directions. The test shall not be taken as satisfactory
unless the balance has been certified for accuracy by the competent authority
within 2.0 per cent and the pointer of the machine has remained constant at the
test load for a period of at least 5 minutes.
(7) Testing machines and dead weights:

(a) A suitable testing machine shall be used for testing of chains, wire ropes and
other cargo gear.
(b) Testing machines and balances to be used in test loading, testing and checking
shall not be used unless they have been certified for accuracy at least once in the
preceding 12 months by the competent authority.
I Moveable weights used for the test loading of the lifting appliances having a safe
working load not exceeding 20 tonnes shall be checked for accuracy by means of
suitable weighing machine of certified accuracy.
(8) Thorough examination after testing or test loading:

After being tested or test loaded, every lifting appliance and associated gear shall
be thoroughly examined to see that no part has been damaged or permanently
deformed during the test. For this purpose, the lifting appliance or gear shall be
dismantled to the extent

Fundamental principles of ship construction.
What is naval architecture? In essence, one can say that naval architecture is the
science of making a ship ‘fit for purpose’.
Fit for Purpose

To be fit for purpose, a ship must be able to operate safely and reliably.
It must:
 float upright with enough watertight volume above the waterline to cope with
waves and accidental flooding.
 have adequate stability to cope with operational upsetting moments and to
withstand a specified degree of flooding following damage. It must not be so
stable that motions become unpleasant.
 be able to maintain the desired average speed in the sea conditions it is likely
to meet.
 be strong enough to withstand the loads it will experience in service.
 be capable of moving in a controlled way in response to movements of control
surfaces, to follow a given course or manoeuvre in confined waters.
The ship must do all this economically with the minimum crew. The design should
be flexible because ship use is likely to change over the long life expected of ships.
General Design Attributes

 Capacity & Size
 Transiting the world’s major waterways
 Cargo handling
 Influence of nature of goods carried.
 Speed
 Stability
 Manoeuverability
Preparation of the design

The initial design of a ship generally proceeds through three stages:
1. concept;
2. preliminary; and
3. contract design.
The process of initial design is often illustrated by the design spiral (Figure 1.1),
which indicates that given the objectives of the design, the designer works towards
the best solution adjusting and balancing the interrelated parameters as the
designer goes.
A concept design should, from the objectives, provide sufficient information for a
basic techno-economic assessment of the alternatives to be made. Economic
criteria that may be derived for commercial ship designs and used to measure their
profitability are net present value, discounted cash flow, or required freight rate.
Preliminary design refines and analyzes the agreed concept design, fills out the
arrangements and structure, and aims to optimize service performance. At this
stage the builder should have sufficient information to tender. Contract design

details the final arrangements and systems agreed with the owner and satisfies the
building contract conditions.
The design of the ship is not complete at this stage, rather for the major effort in
resources it has only just started. Post-contract design requires confirmation that
the ship will meet all operational requirements, including safety requirements from
regulators. It also entails in particular design for production where the structure,
outfit, and systems are planned in detail to achieve a cost- and time-effective
building cycle. Production of the ship must also be given consideration in the earlier
design stages, particularly where it places constraints on the design or can affect
costs. The post-contract design will also ideally consider the future maintainability
of the ship in the arrangement of equipment and services.
Information provided by design

When the preliminary design has been selected the following information is
available:
1. Dimensions
2. Displacement
3. Stability
4. Propulsive characteristics and hull form
5. Preliminary general arrangement
6. Principal structural details.

1. The dimensions of most ships are primarily influenced by the cargo-carrying
capacity of the vessel. In the case of the passenger vessel, dimensions are
influenced by the height and length of superstructure containing the
accommodation. Length, where not specified as a maximum, should be a minimum
consistent with the required speed and hull form. Increase of length produces
higher longitudinal bending stresses requiring additional strengthening and a
greater displacement for the same cargo weight. Breadth may be such as to
provide adequate transverse stability. A minimum depth is controlled by the draft
plus statutory freeboard, but an increase in depth will result in a reduction of the
longitudinal bending stresses, providing an increase in strength, or allowing a
reduction in scantlings (i.e. plate thickness/size of stiffening members etc.).
Increased depth is therefore preferred to increased length. Draft is often limited by
area of operation, but if it can be increased to give a greater depth this can be an
advantage.
Many vessels are required to make passages through various canals and straits and
pass under bridges within enclosed waters, and this will place a limitation on their
dimensions. For example, locks in the Panama Canal and St Lawrence Seaway limit
length, breadth, and draft. At the time of writing, the Malacca Straits main shipping
channel is about 25 meters deep and the Suez Canal could accommodate ships with
a beam of up to 75 meters and maximum draft of 16 metres. A maximum air draft
on container ships of around 40 meters is very close to clear the heights of the
Gerard Desmond Bridge, Long Beach, California and Bayonne Bridge, New York.
Newer bridges over the Suez Canal at 65 meters and over the Bosporus at 62
meters provide greater clearance.
2. Displacement is made up of lightweight plus deadweight. The lightweight is the

weight of vessel as built and ready for sea. Deadweight is the difference between
the lightweight and loaded displacement, i.e. it is the weight of cargo plus weights
of fuel, stores, water ballast, fresh water, crew and passengers, and baggage.
When carrying high-density cargoes (e.g. ore) it is desirable to keep the lightweight
as small as possible, consistent with adequate strength. Since only cargo weight of
the total deadweight is earning capital, other items should be kept to a minimum as
long as the vessel fulfills its commitments.
3. In determining the dimensions, statical stability is kept in mind in order to

ensure that this is sufficient in all possible conditions of loading. Beam and depth
are the main influences. Statutory freeboard and sheer are important together with
the weight distribution in arranging the vessel’s layout.
4. Adequate propulsive performance will ensure that the vessel attains the required
speeds. The hull form is such that economically it offers a minimum resistance to
motion so that a minimum power with economically lightest machinery is installed
without losing the specified cargo capacity.
A service speed is the average speed at sea with normal service power and loading
under average weather conditions. A trial speed is the average speed obtained
using the maximum power over a measured course in calm weather with a clean
hull and specified load condition. This speed may be a knot or so more than the
service speed.

Unless a hull form similar to that of a known performance vessel is used, a
computer-generated hull form and its predicted propulsive performance can be
determined. The propulsive performance can be confirmed by subsequent tank
testing of a model hull, which may suggest further beneficial modifications. The
owner may specify the type and make of main propulsion machinery installation
with which their operating personnel are familiar.
5. The general arrangement is prepared in cooperation with the owner, allowing for
standards of accommodation particular to that company, also specific cargo and
stowage requirements. Efficient working of the vessel must be kept in mind
throughout and compliance with the regulations of the various authorities involved
on trade routes must also be taken into account. Some consultation with shipboard
employees’ representative organizations may also be necessary in the final
accommodation arrangements.
6. Almost all vessels will be built to the requirements of a classification society such
as Lloyd’s Register. The standard of classification specified will determine the
structural scantlings and these will be taken out by the shipbuilder. The
determination of the minimum hull structural scantlings can be carried out by
means of computer programs made available to the shipyard by the classification
society. Owners may specify thicknesses and material requirements in excess of
those required by the classification societies and special structural features peculiar
to the trade or owner’s fleet may be asked for.
Ship dimensions, form, size, or category

The hull form of a ship may be defined by a number of dimensions and terms that
are often referred to during and after building the vessel. An explanation of the
principal terms is given below:
After Perpendicular (AP): A perpendicular drawn to the waterline at the point

where the after side of the rudder post meets the summer load line. Where no
rudder post is fitted it is taken as the center line of the rudder stock.
Forward Perpendicular (FP): A perpendicular drawn to the waterline at the point

where the fore-side of the stem meets the summer load line.
Length Between Perpendiculars (LBP): The length between the forward and aft
perpendiculars measured along the summer load line.
Amidships: A point midway between the after and forward perpendiculars.
Length Overall (LOA): Length of vessel taken over all extremities.

Lloyd’s Length: Used for obtaining scantlings if the vessel is classed with Lloyd’s
Register. It is the same as length between perpendiculars except that it must not
be less than 96% and need not be more than 97% of the extreme length on the
summer load line. If the ship has an unusual stem or stern arrangement the length
is given special consideration.
Register Length: The length of ship measured from the fore-side of the head of
the stem to the aft side of the head of the stern post or, in the case of a ship not

having a stern post, to the fore-side of the rudder stock. If the ship does not have a
stern post or a rudder stock, the after terminal is taken to the aftermost part of the
transom or stern of the ship. This length is the official length in the register of ships
maintained by the flag state and appears on official documents relating to
ownership and other matters concerning the business of the ship.
Another important length measurement is what might be referred to as the IMO

Length. This length is found in various international conventions such as the Load
Line, Tonnage, SOLAS and MARPOL conventions, and determines the application of
requirements of those conventions to a ship. It is defined as 96% of the total length
on a waterline at 85% of the least molded depth measured from the top of keel, or
the length from the fore-side of stem to the axis of rudder stock on that waterline,
if that is greater. In ships designed with a rake of keel the waterline on which this
length is measured is taken parallel to the design waterline.
Molded dimensions are often referred to; these are taken to the inside of
plating on a metal ship.
Base Line: A horizontal line drawn at the top of the keel plate. All vertical molded
dimensions are measured relative to this line.
Molded Beam: Measured at the midship section, this is the maximum molded
breadth of the ship.
Molded Draft: Measured from the base line to the summer load line at the midship
section.
Molded Depth: Measured from the base line to the heel of the upper deck beam at
the ship’s side amidships.
Extreme Beam: The maximum beam taken over all extremities.
Extreme Draft: Taken from the lowest point of keel to the summer load line. Draft
marks represent extreme drafts.
Extreme Depth: Depth of vessel at ship’s side from upper deck to lowest point of
keel.
Half Breadth: Since a ship’s hull is symmetrical about the longitudinal centre line,
often only the half beam or half breadth at any section is given.
Freeboard: The vertical distance measured at the ship’s side between the summer
load line (or service draft) and the freeboard deck. The freeboard deck is normally
the uppermost complete deck exposed to weather and sea that has permanent
means of closing all openings, and below which all openings in the ship’s side have
watertight closings.
Sheer: A rise in the height of the deck (curvature or in a straight line) in the
longitudinal direction. Measured as the height of deck at side at any point above the
height of deck at side amidships.

Camber (or Round of Beam): Curvature of decks in the transverse direction.
Measured as the height of deck at center above the height of deck at side. Straight
line camber is used on many large ships to simplify construction.
Rise of Floor (or Deadrise): The rise of the bottom shell plating line above the
base line. This rise is measured at the line of molded beam. Large cargo ships often
have no rise of floor.
Half Siding of Keel: The horizontal flat portion of the bottom shell measured to
port or starboard of the ship’s longitudinal center line. This is a useful dimension to
know when drydocking.
Tumblehome: The inward curvature of the side shell above the summer load line.
This is unusual on modern ships.
Flare: The outward curvature of the side shell above the waterline. It promotes
dryness and is therefore associated with the fore end of ship.
Stem Rake: Inclination of the stem line from the vertical.
Keel Rake: Inclination of the keel line from the horizontal. Trawlers and tugs often
have keels raked aft to give greater depth aft where the propeller diameter is
proportionately larger in this type of vessel. Small craft occasionally have forward
rake of keel to bring propellers above the line of keel.
Tween Deck Height: Vertical distance between adjacent decks measured from the
tops of deck beams at ship’s side.
Parallel Middle Body: The length over which the midship section remains constant
in area and shape.
Entrance: The immersed body of the vessel forward of the parallel middle body.
Run: The immersed body of the vessel aft of the parallel middle body.
Tonnage: This is often referred to when the size of the vessel is discussed, and the
gross tonnage is quoted from Lloyd’s Register. Tonnage is a measure of the
enclosed internal volume of the vessel (originally computed as 100 cubic feet per
ton).
Deadweight: Deadweight is the difference between the lightweight and loaded

displacement, i.e. it is the weight of cargo plus weights of fuel, stores, water
ballast, fresh water, crew and passengers, and baggage. When carrying high-
density cargoes (e.g. ore) it is desirable to keep the lightweight as small as
possible, consistent with adequate strength. It should be noted that for tankers
deadweight is often quoted in ‘long tons’ rather than ‘metric tons (tonnes)’;
however, MARPOL regulations for oil tankers are in metric tons.

Oil tankers
 ULCC (Ultra-Large Crude Carrier) is a tanker usually between 300,000 and
550,000 tonnes deadweight.
 VLCC (Very Large Crude Carrier) is a tanker usually between 200,000 tonnes
and 300,000 tonnes deadweight.
 Suezmax indicates the largest oil tanker that can transit the current Suez
Canal fully laden, being about 150,000 tonnes deadweight.
 Aframax the standard designation of smaller crude oil tankers, being the
largest tanker size in the AFRA Freight Rate Assessment Scale Large One
Category. AFRA stands for ‘American Freight Rate Association’. Variously
reported as being 80,000 to 115,000 tones deadweight.
 Panamax is the maximum size of oil tanker, with beam restriction of 32.2
meters and length restriction of 275 meters, that can transit the Panama
Canal prior to completion of the planned new locks. Typical size is about
55,000–70,000 tonnes deadweight.
 Handysize/Handymax are typical product tankers of about 35,000–45,000
tonnes deadweight.
Bulk carriers
 Capesize ships that are too large to transit the current Panama Canal and
therefore voyage around Cape Horn. All bulk carriers above 80,000 tonnes
deadweight fall into this category. Most are up to 170,000 tonnes deadweight
but a small number are larger for specific trade routes, the biggest being
365,000 tonnes deadweight.
 Panamax—As for oil tankers.
 Handymax ships are between around 35,000 and 60,000 tonnes deadweight.
 Ships between 10,000 and 35,000 tonnes deadweight have formed the
majority of the fleet for many years and are designated ‘Handysize’. In recent
years the size of these ships has been increasing and the term ‘Handymax’
has been applied to designate the larger bulk carriers.
Container ships
 Ultra-large container ships. Ships with a capacity of over 14,000 TEU. Few
have been built to date. These ships are too large for any canals.
 Post-Panamax ships are too large to transit the current Panama Canal and
undertake transocean voyages. Their size is typically 5500–8000 TEU though
larger ships with over 10,000 TEU capacity have been built.
 New Panamax ships (including most Post-Panamax ships) would be able to
transit the expanded Panama Canal. They may carry up to around 12,000
TEU.
 Panamax ships that can transit the current Panama Canal carry between 3000
and 5000 TEU.
 Feeder ships are smaller vessels that do not undertake oceanic voyages but
are generally engaged in shipping containers. The smallest of these may only
carry several hundred TEU. There is no specific subclass below Panamax size.

Ship’s Dimensions
Various Types of Ships

Various Ship’s Plans & manuals used for ballasting
and deballasting operations
1. General Arrangement plan
2. Capacity plan
3. Ballast Water Management Plan/Manual
4. Pumping and Piping Plan
5. Air vents & Sounding pipes Arrangement Plan
6. Loading & Stability Booklet
1. GA plan
Depicts the division and arrangement of the ship:
 Side View
 Plan Views of most important Decks
 Cross-sections
The views and sections display:

 division into compartments (tanks, engine room, holds)
 location of bulkheads
 location and arrangement of superstructure
 parts of the equipment (winches, loading gear, bow thruster, life boats)
Basic data included in the GA Plan:

 dimensions (Length, Breadth, Draft)
 volumes of the holds (Cargo Capacity Grain & Bale)
 tonnage
 deadweight
 engine power
 speed (Service Speed)
 class
2. Capacity Plan
Capacity plans. The capacity plan shows a longitudinal and transverse profile of
the vessel, and diagrams of loadlines as well as the principal particulars, such as:
 Gross tonnage; net register tonnage;
 Deadweight capacity on winter, summer and tropical loadline;
 Deadweight and displacement scale on varying draught; this scale also shows
the moment to change trim 1 cm and the TPC for each draught;
 a diagram with measurements of winter, summer, tropical and fresh water
loadlines with a diagram of the position of the deck line; this is usually placed
alongside the deadweight and displacement scale so that the deadweight or
displacement can be found for any loadline at a glance;
 grain and bale capacity of all cargo spaces in cubic feet or cubic metres and
the position of the centre of gravity of the space; bale capacity of all cargo
spaces in cubic feet or cubic metres;
 capacity in cubic metres and tonnes of double bottom tanks, peaktanks,
deeptanks and fuel tanks and the positions of the centre of gravity of these
spaces;
 capacity of all stores and refrigerating chambers.

3. Ballast Water Management Plan
The ballast water management plan includes the following:
 International rules and regulations for different port state controls all over the
world.
 Location of ports providing shore discharge facility of sediments and ballast
water.
 Duties of the personnel on board for carrying out ballast operation.
 Operational procedure along with the method to be used for ballasting.
 The locations at different coastal water for ballast exchange should be
mentioned in the plan.
 Sampling point and treatment method should be given in the ballast water
management plan.
Record of the ballast water exchange with all the following data to be
noted:
 Date of the operation
 Ship’s ballast tank used in the operation.
 Position of the ship (latitude and longitude).
 Salinity
 Amount of ballast water involved in operation.
 All the records entered must be signed by a responsible officer (normally chief
officer).
 Master is overall in-charge of the operation and he will also acknowledge the
ballast/ de-ballast operation by signing the BMP log.
 Date and identification of the tank last cleaned.
 If there is accidental discharge of ballast exchange it must be entered and
signed. Same information is to be given to concerned port state authority.
4. Pumping and Piping Plan
It contains:
 General layout of ballast water system which includes Main Pumps,
Educators, Valves and Ballast & Stripping pipe lines.
 Pipe Specifications : Nominal Dia, Outer Dia, Wall thickness.
 Maximum working pressure
 Maximum Testing pressure
 Maximum working Temperature.
 Pump’s & Educator’s Capacity
5. Air vents & Sounding pipes Arrangement Plan
It contains: General Layout of Air Vents and Sounding pipes of All the Tanks
STATUTORY CERTIFICATE: means a certificate which is required by a statute,

the law of the country. It is issued by the Flag State
MANDATORY CERTIFICATE: is a certificate required by the IMO Conventions. It

is required for International Trading.
OBLIGATORY CERTIFICATE: is a certificate required by a particular state,

therefore this certificate is required only by ships trading with that country.

Certificate Validity Issued By Convention

1 Certificate of Registry Flag State UNCLOS, FAL, MSA
2 Tonnage Certificate Flag State ITC ’69
3 Loadline Certificate 5 yrs Flag State LLC ‘
4 Safe Manning Document 2 yrs Flag State SOLAS
5 Intact Stability Booklet Shipyard SOLAS
6 Damage Control Plan Shipyard SOLAS
7 Manoeuvring Booklet Shipyard SOLAS
8 CSR Flag State SOLAS
9 ISSC & SSP 5 yrs Flag State ISPS Code
10 COE 1 yr P&I Club
Certificate of Insurance or Bunker Convention’01,
11 1 yr Flag State
Financial Security Article 7
12 Exemption Certificate Flag State Loadline/SOLAS
13 SOPEP Company Marpol Annex I
IOPP (Part A-tankers
14 5 yrs Flag State MARPOL Annex I
Part B – Non/Tankers)
15 IAPP 5 yrs Flag State MARPOL Annex VI
16 ISPP 5 yrs Flag State MARPOL Annex IV
MARPOL Annex V (Ships >
Garbage Management
17 Company 400 GT / less when carrying
Plan
more than 15 passengers)
MARPOL Annex V (Ships >
18 Garbage Record Book 2 yrs Company 400 GT / less when carrying
more than 15 passengers)
19 Damage Control Plans Shipyard SOLAS
ESP Booklet for tankers &
20 Class/Company SOLAS XI, MARPOL I
Bulk Carriers
21 Cert of Class 5 yrs Class SOLAS
MARPOL Annex I (ships
22 Oil Record Book Part I 3 yrs Company >400 gt & tankers >150
GT)
23 Bunker Delivery Notes 2 yrs MARPOL Annex I
24 NOX Technical File MARPOL Annex VI
25 Cert of Officers & Crew 5 years Flag States STCW
Sanitary Cert/Deratting 6 Port Health
26 WHO
Cert/Exemption months Inspectors
Port Health
27 Medicine Chest 1 year WHO, ILO 105
Inspectors
28 DOC 5 years Flag State SOLAS Chapter IX
29 SMC 5 years Flag State SOLAS Chapter IX
Dock Safety ILO, Dock Labour
30 Chain Register 5 years
Inspector Regulations
31 Ballast Management Plan Company Ballast Water Convention

CARGO SHIPS
1 Safety Construction 5 yrs Flag State SOLAS
2 Safety Equipment 5 yrs Flag State SOLAS
3 Safety Radio Telephony 5 yrs Flag State SOLAS
4 Bulk Carrier Booklet Shipyard SOLAS
5 DOC for Dangerous Goods Flag State SOLAS
6 DOA for Grain Flag State SOLAS
7 Grain Stability Booklet Shipyard SOLAS
8 DG Manifest SOLAS VII
9 Cargo Declaration SOLAS
10 Cargo Securing Manual Shipyard SOLAS
TANKERS
1 Oil Record Book Part II 3 yrs Company MARPOL Annex I
Operations & Equipments’
2 Manufacturers MARPOL
Manuals
Certificate for Financial
3 1 year Flag State CLC’69
Security
CHEMICAL TANKERS
Certificate of Fitness for
BCH Code (Ships before 1st
carrying Dangerous
Jul’86)
Chemicals in Bulk
1 5 years Flag State or
or
IBC Code (Ships after 1st
International COF for
Jul’86)
Dang Chemicals in Bulk
2 P & A Manual Shipyard MARPOL Annex II
3 Cargo Record Book 3 years Company MARPOL Annex II
4 SMPEP Company MARPOL Annex II
IPP Cert for ships carrying
5 5 years Flag State MARPOL Annex II
NLS in bulk
PASSENGER SHIPS
Passenger Ship Safety
1 1 year Flag State SOLAS
Cert
2 Exemption Cert 1 year Flag State SOLAS
Special Trade Pass Ship
3 1 year Flag State STP Agreement
Space Cert
Special Trade Pass Ship
4 1 year Flag State STP Agreement’71
Cert
5 Certificate A 1 year Flag State STP Agreement, MSA
6 Certificate B 1 year Flag State STP Agreement, MSA
7 Decision Support System SOLAS
Coordination with SAR
8 SOLAS
Plan
GAS CARRIERS
Certificate of Fitness for
carrying liquefied Gases in
GC Code(Before 1st Jul’86)
bulk or
1 5 years Flag State or
Intl cert of fitness for
IGC Code (After 1st Jul’86)
carrying liquefied gases in
bulk

STATUTORY CERTIFICATES AND DOCUMENTS FOR MERCHANT SHIPS
Cargo Ships Foreign going (all in original)
CERTIFICATES VALIDITY CONVENTION SURVEY ISSUANCE

International Valid for International Surveyed by Issued by
Tonnage lifetime Tonnage Class, Registrar or
Certificate unless major Convention measurements others assigned
(1969) change in 1969 are taken, for such job as
construction. computed. per M.S Act
International Valid five ILLC 1966 and Surveyed by Issued by Head
Load line years with protocol of Class quarters of
Certificate annual and 1988 Classification
(1966) intermediate Society
surveys
International Same as Same as Surveyed by Same as above
Load line above above Class
Exemption
Certificate
Minimum Safe Valid for SOLAS 1974 M.M.D Issued by The
Manning lifetime (1989 Principal officer
document unless major amendments) M.M.D
change in
constrn.
Certificates of As applicable M.M.D Issued by The
masters, under STCW 1995 Principal officer
officers and competence code M.M.D
ratings
Tonnage Valid for International Surveyed by Checked by
Computation lifetime Tonnage Class, M.M.D and
Booklet unless major Convention measurements finally approved
change in 1969 are taken, by D.G.S (Indian
construction. computed Ships)
Intact Stability Valid for SOLAS 1974
Booklet with lifetime regulation II- Same as Same as above
damage unless major 1/22 including above
calculations change in calculations
construction part B 25 regn
1-10
For oil tankers above 150 GRT and other ships above 400 GRT
IOPP Certificate Valid five MARPOL 73/78 Surveyed by Issued by the
+ Record of years with annex I Class Principal officer
construction as annual and regulation 5 (Registrar) of
per Regulation intermediate M.M.D
surveys
Oil Record Book Continuous MARPOL 73/78 Same as As approved by
record annex I above the Flag State
document regulation 20
Shipboard Oil As governed MARPOL 73/78 Same as Same as above
Pollution by IOPP annex I above
Emergency Plan regulation 26
(3copies) SOPEP

In addition to all above cargo ships including tankers must have following
in original
Safety Valid five years SOLAS 1974 as Surveyed by Issued by the
Construction with annual amended and Class Principal
Certificate and GMDSS officer
(SAFECON) intermediate (Registrar) of
surveys M.M.D
Safety Valid Five years SOLAS 1974 Surveyed by Issued by the
Equipment & annual Chapter II-2, M.M.D Principal
Certificate (500 (HSSC effective III and Surveyors officer of
GRT and above) since year COLGEG 1972 concerned
2000) M.M.D
Safety Scrutiny and Plan approved
Equipment Plan Record issued Same as above check by by D.G.S and
and Record of every Full term M.M.D Record issued
Safety survey Surveyors with Safety
Equipment Equipment
Certificate.
Safety Radio Valid Five years SOLAS Chapter Surveyed by Issued by the
Telegraphy/Tele & annual IV Radio Principal
phony or (HSSC effective as amended Inspector of officer of
GMDSS since year M.M.D concerned
2000) M.M.D
Exemption If required as SOLAS 1974 Surveyed by Issued by the
certificate per SEC and Regulation I/12 M.M.D Principal
Safety valid same Surveyor officer of
Equipment term M.M.D
DOC Special As and when SOLAS 1974
requirement for required to Regulation
ships with carry II/54
dangerous cargo dangerous
cargo
Dangerous Stowage Plan SOLAS 1974
goods Manifest as required Regulation VII,
MARPOL annex
III/4
Document of As required SOLAS 1974 as
authorization for where grain is amended
carriage of required to be Chapter VI
Grain carried Regulation 9
Certificate of As per terms of
Insurance or agreement with CLC 1969
other financial regard to oil article VII
security in pollution
respect of civil damage
liability TOVALOP
Enhanced SOLAS 1974
Survey Report Chapter XI/2,
file MARPOL annex
I Regulation
13G

In addition to all above ships carrying noxious liquid chemicals in bulk shall carry
International Valid five MARPOL 73/78 Surveyed by Certificate

pollution years subject Annex II Class issued by
prevention to annual Regulation Surveyor The
certificate for and 12/12a Registrar of
carriage of intermediate ship
noxious liquid in surveys as
bulk (NLS) applicable
Certificate of Same as BCH code Same as Same as
fitness for above Section 1.6 above above
carriage of NLS
in bulk
OR International Same as IBC code Same as Same as
certificate of above Section 1.5 above above
fitness
Cargo Record In support of MARPOL Annex Same as Same as
Book above II/9 above above
For Gas Carriers

Certificate of Valid five Surveyed by Certificate
fitness for years subject GC code Class issued by
carriage of to annual Section 1.6 Surveyor The
liquefied gasses and Registrar of
in bulk intermediate Ship
Surveys
OR
International Same as IGC code Same as Same as
Certificate of above Section 1.5 above above
fitness
For passenger ships

Passenger Valid one SOLAS/MARPOL/ILLC Surveyed by Certificate
Ship Safety year only all combined as MMD and issued by
Certificate required Class The
Surveyors Registrar of
ship
Passenger SOLAS 1974 Surveyed by
Ship Same as Regulation I/2 as MMD Same as
Exemption above amended Surveyors above
Certificate
Special STP agreement 1971
Trade Same as Regulation 6 Same as Same as
Passenger above above above
Ship
Certificate
Special SSTP agreement
Trade Same as 1973 Regulation 5 Same as Same as
Passenger above above above
Ship Space
Certificate

For high-speed crafts as defined by M.S Rules requires a SAFETY
CERTIFICATE in compliance with Chapter X of SOLAS as amended
With reference to Chapter IX of SOLAS as amended ships to which ISM

applies
Document of Valid five SOLAS 1974 Chapter Audit Flag State or
compliance years IX + ISM provisos as conducted a competent
(Certified subject to amended by authority on
copy) DOC annual and competent behalf of
intermediate lead Flag State
audits auditor/s as
approved by
the flag
state
Safety
Management Same as Same as above Same as Same as
Certificate above above above
SMC
All such ships must possess elaborate SAFETY MANNUAL as document on board
---------------------------------------------------------------------------------------------
ARTICLE OF AGREEMENT AND ITS NECESSITY

ARTICLE OF AGREEMENT (AOA) :-
Article of agreement is the legal document agreed and signed between owner and
or master or its agent and the seaman who is being employed by the owner. As
per MS act 1958, The master of every Indian ship except a home trade ship of less
than 200 GT, shall enter into a agreement with every seaman whom he engages,
in, and carries to sea as one of his crew. An agreement with the crew shall be in the
prescribed form and shall be signed by the owner or agent and the master before
any seaman signs the same.
a. Five original copies of the articles of agreement may be signed between the
employer/employer’s agent and the seafarer ashore. This signing on will be done in
the office of the employer/employer’s agent, and not in the presence of the
Shipping Master. The seafarer shall report on board ship with the first three signed
original copies which shall be signed by the Master and the seafarer on board the
ship. After this, the 1st and 3rd original copies would remain in the custody of
Master whereas the 2nd original copy would be in possession of the seafarer.
b. After the first three original copies have been taken on board the ship, there will
be two original copies left with employer/employer’s agent. The 4th & 5th
original copies would not have signatures made by Master or by seafarer on board
the ship. The 4th original copy will be retained by the employer/employer’s agent.
The last, namely the 5th original, copy will be forwarded by the employer /
employer’s agent to the concerned Shipping Master for the record at the earliest
and in any case not & nbsp; later than 48 hours of seafarer signing off, the
agreement ashore in India in the office of employer/employer’s agent.

The agreement with the crew shall contain the following particulars:-
1. The name, of the ship on board which the seaman undertakes to serve.
2. Either the nature and, as far as practicable, the duration of the intended
voyage, and the places or parts of the world, if any, to which the voyage or
engagement is not to extend.
3. The number and description of the crew of different categories in each
department.
4. The time at which each seaman is to be on board or begin work.
5. The capacity in which each seaman is to serve.
6. The amount of wages which each seaman is to receive.
7. A scale of provision which are to be furnished to each seaman.
8. A scale of warm clothing and a scale of extra provision to each seaman in
specified cold regions.
9. Any regulation as to conduct on board and as to fines or other lawful
punishments for misconduct which is sanctioned by central government and
agreed by parties.
10. Payment of compensation for personal injury or death caused by accident
arising out of and in course of employment.
11. In case the services are to be terminated outside India then the agreement is
to provide free repatriation back to India.
12. Stipulations relating to such other matters as may be prescribed.
Article of agreement is necessary due to following reasons:-
1. Article of agreement is the legal document which states the employment of a

seaman legally.
2. Payment of wages will be as per article of agreement and it cannot be less
than the amount fixed by central government.
3. In case of any dispute between seaman and owner the article of agreement
becomes the legal document and the disputes are settled as per article of
agreement. It also states that the disputes will be solved as per which area or
place jurisdiction.
In case there is any dispute between the owner or agent & the master of the
ship & a seaman such a dispute shall be referred to the nearest Indian
consular officer & his decision shall be binding till the ship returns to the port
in India at which the seaman is to be finally discharged.
The agreement must record the requirements of advance & allotments &
other stipulation not contrary to law. The master shall provide the copy of the
agreement to the members of the crew. Any change in a crew agreement is only
valid if it is made with the consent of all the parties concerned & the same is
to be attested by the shipping master in India or by an Indian consular officer
outside India.
AOA is a Tri-party Agreement made between The Employer, The Seaman & DG
Shipping. Copy of Article of Agreement downloaded from DG Shipping Website
given on next three pages

EXHIBIT C
Original/Photocopy*
/Photocopy* Copy No.: /5
ARTICLES OF AGREEMENT FOR EMPLOYMENT OF SEAFARERS

(Please fill up in capital letters in black ballpoint or by computer)
This agreement is made between employer/employer’s agent and seafarer as detailed below in accordance with collective
bargaining agreement-sector
sector wise, i.e. NMB (INDIA)/INSA
(INDIA)/INSA-MUI/others*
MUI/others* …………………………………….………… as per
terms and conditions stated overleaf:
(*Delete/add as applicable)
1. Details of employer: 7. Details of seafarers:
1 Name: 1 Name:
2 Postal address & e-mail: 2 Nationality / INDos no.:
3 Date/place of birth:
4 Postal address & e-mail:
3 Telephone / Fax no.:
4 Contact person:
2. Details of employer's agent: 5 Telephone / Fax no.:
1 Name: 6 CDC no. / Place of issue:
2 Postal address & e-mail: 7 CDC date of issue / expiry:
8 Passport no. / Place of issue:
9 PP date of issue / expiry:
8. Details of next of kin:
3 Telephone / Fax no.: 1 Name / Relationship:
4 Contact person: 2 Postal address & e-mail:
3. Details of ship:
1 Name:
2 Port of registry / trade:
3 Official / IMO no.: 3 Telephone / Fax no.:
4 G.T. / Power (Kw / BHP): 9. Details of certificates:
5 No. of crew including master: 1 COC grade / no.:
4. Details of employment: 2 Place of issue:
1 Rate of monthly wages on board: 3 Date of issue / expiry:
2 Rate of monthly PF / gratuity: 4 Limitations (if any):
3 Amount of monthly allotment:

4 Capacity / Rank employed: 10. Details of special ship type endorsement (if applicable):
5 Reason for signing-off: 1 Type of endorsement:
6 Paid off on date …………………Place. ………………………… 2 Level / Certificate no.:
7 PF contribution due ……………………………………………… 3 Place of issue:
8 Gratuity (SWFS) due………………………..…………………… 4 Date of issue / expiry:
5. Signature with date & stamp of employer/employer’s agent: 11. Signature of seafarer with date:
1 Signed-on ashore: 2 Signed-off ashore: 1 Signed-on ashore: 3 Signed-off from ship:
2 Signed-on ship: 4 Signed-off ashore:
Place:. ………………………… Place:. ………..……….……….
6. Signature with date & stamp of master: 12. Signature with date & stamp of shipping master:
1 Signed-on ship: 2 Signed-off from ship: 1 On receipt of record of 2 On receipt of record of

commencing employment: concluding employment:
Place:. ……………………… Place: …………………………

Place:. ………………………. Place:. ………………………….
Remarks (if any) with signature & date by seafarer / employer / employer’s agent / shipping master / SPFO / SWFS:

Articles of agreement for employment of seafarer
Contractual clauses/terms and conditions
1. This agreement between employer/employer’s agent and the seafarer is subject to the condition
that the seafarer will serve in capacity/rank on wages as indicated with other terms of employment
and service conditions as per the relevant collective bargaining agreement sector-wise as
applicable.
2. This agreement shall be for serving in the area and for the period as agreed in applicable collective
bargaining agreement from the date of the first signature in this agreement.
3. It is hereby agreed that the said seafarer will be supplied with provisions not less than what is
provided in the scale of provision under section 101 (2)(g) of the Merchant Shipping Act, 1958 (44
of 1958) or as applicable under collective bargaining agreement, whichever is higher.
4. It is agreed that the rights, duties and the terms of employment of seafarers and the obligations of
shipowners shall be governed by applicable collective bargaining agreement/the provisions of ILO
Conventions ratified by India, Merchant Shipping Act 1958, the rules/notices/circulars /orders
made thereunder except which are specifically mentioned in DGS order No. 7 of 2002.
5. Master should keep on board a copy of applicable collective bargaining agreement/the provisions
of ILO Conventions ratified by India, Merchant Shipping Act 1958, the rules
/notices/circulars/orders. These documents should be made available to seafarers working on the
vessel, their lawful representatives and other legitimate authorities for their perusal at any
reasonable time.
6. In relation to an individual seaman, this agreement may be terminated -
.1 by mutual consent;
.2 if medical evidence indicates that a seaman is incapable of continuing to perform his
duties by reason of illness or injury;
.3 if a seaman is absent without leave at a time fixed for sailing; or
.4 if in the opinion of the master, continued employment of the seaman is likely to
endanger the vessel or any person on board.
7. The five original and three photocopies will ultimately remain with persons/bodies as detailed
below:
.1 Master on board the ship - 1/5
.2 Seafarer - 2/5
.3 Shipping Master (on concluding employment and settlement of wages) - 3/5
.4 Employer/employer’s agent - photocopy of 3/5 and - 4/5
.5 Shipping Master on commencing employment - 5/5
.6 SPFO (Seamen’s Provident Fund Orgn.) on concluding employment-Photocopy - 3/5
.7 SWFS (Seafarers’ Welfare Fund Society) on concluding employment-Photocopy - 3/5
.8 Employer/Employer’s Agent-Photocopy - 3/5
( D. T. JOSEPH )
DIRECTOR-GENERAL OF SHIPPING
&
SECRETARY TO THE GOVT. OF INDIA

Collective Bargaining Agreement (CBA)
A collective agreement or collective bargaining agreement (CBA) is a special
type of commercial agreement, usually as one negotiated "collectively" between
management (on behalf of the company) and trades unions (on behalf of
employees). The collective agreement regulates the terms and conditions of
employees in their workplace, their duties and the duties of the employer. It is
usually the result of a process of collective bargaining between an employer (or a
number of employers) and a trade union representing workers.
It is a Bi-party Agreement. This is the document which details all the terms and
conditions of the crew employed on the ship. It specifies entitlements such as pay
(in the form of a wage scale), working hours, etc.
ITF STANDARD
COLLECTIVE AGREEMENT
1 January 2015
1. Application
2. Duration of Employment
3. Wages
4. Allotments
5. Hours of Duty
6. Overtime
7. Holidays
8. Non-Seafarers Work
9. Watchkeeping
10. Rest Period
11. Manning
12. Shorthand Manning
13. Medical Attention
14. Sick Pay
15. Paid Leave
16. Loss of Life-Death in Service
17. Service in Warlike Operations Areas
18. Disability
19. Insurance cover
20. Repatriation
21. Food, Accommodation, Bedding, Amenities, etc.
22. Subsistence Allowance
23. Crew’s Effects
24. Termination of Employment
25. Equality
26. Personal Protective Equipment
27. Ship Board Safety Committee
28. Maternity
29. Membership Fees, Welfare Fund and Representation of Seafarers
30. Breach of Agreement
31. Amendment of the Agreement
32. Waivers and Assignments

Discipline onboard Indian Merchant Ships
Sections 190 to 211 of the Merchant Shipping Act, 1958 deal with the provisions as
discipline on board the ships. In case of officers normally a report is made to the
Director General of Shipping for breach of discipline on board the ship. (Refer MMD
Circular No. 17 of 1929).So far as Seamen are concerned, Masters are authorized
to impose fines under provisions of Articles of Agreement or give adverse reports
about the seamen's conduct or ability during the voyage (Section 120 of Merchant
Shipping Act, 1958) which has to be endorsed by the Shipping Master at the time of
discharge. The amount of fine is deducted from the wages of the seamen and paid
to Shipping Master who credits to Government account (Section 202 of Merchant
Shipping Act, 1958). In case the seamen have been adversely reported against by
the Master about his ability or conduct, Shipping Master refers the case to Director,
Seamen's Employment Office for further necessary action under Seamen's
Employment Rules. Under these Rules, a Disciplinary Sub-Committee of the
Seamen's Employment Board is set up which is a Tri-Partite Sub-Committee
consisting of representatives of the Government, Ship owners and Seamen. This
Tripartite Committee considers the case of the defaulting seaman who is afforded
all reasonable opportunities to defend himself. The committee thereafter
recommends if necessary, imposition of appropriate punishment. The Director,
Seamen's Employment Office is the competent Disciplinary Authority to consider
and decide the case taking into account the recommendation of the Disciplinary
Sub-Committee and pass necessary orders. Appeal against the decision of the
Director, Seamen's Employment Office lies with the Director General of Shipping
who is the Appellate Authority under the Seamen's Employment Office Rules.
Desertion and absence without leave

191 –
1) No seaman lawfully engaged and no apprentice-
a) shall desert his ship; or
b) shall neglect or refuse, without reasonable cause, to join the ship or to
proceed to sea in his ship or be absent without leave at any time within
twenty-four hours of the ship’s sailing from a port either at the
commencement or during the progress of a voyage, or be absent at any
time without leave and without leave and without sufficient reason from
his ship or from his duty.
2) For the purposes of sub-section (1), the fact that the ship on which the
seaman or apprentice is engaged or to which he belongs is unseaworthy shall
be deemed to be a reasonable cause: Provided that the seaman or apprentice
has, before failing or refusing to join his ship or to proceed to sea in his ship
or before absenting himself or being absent from the ship, as the case may
be, complained to the master or a shipping master, surveyor, seaman’s
welfare officer, port health officer, Indian consular officer or any other officer,
at any port duly authorized in this behalf by the Central Government, that the
ship is unseaworthy.

General offences against discipline
194 –
A seaman lawfully engaged or an apprentice shall be guilty of an offence against
discipline if he commits any of the following acts, namely:-
a) if he quits the ship without leave after her arrival at her port of delivery and
before she is placed in security'
b) if he is guilty of willful disobedience to any lawful command or neglect of
duty;
c) if he is guilty of continued willful disobedience to lawful commands or
continued willful neglect of duty;
d) if he assaults the master or any other officer of the ship;
e) if he combines with any of the crew to disobey lawful commands or to neglect
duty or to impede the navigation of the ship or retard the progress of the
voyage;
f) if he willfully damages his ship or commits criminal misappropriation or
breach of trust in respect of, or willfully damages any of, her stores or cargo.
Smuggling of goods by seamen or apprentices

195 –
1) If a seaman lawfully engaged or an apprentice is convicted of an offence of
smuggling any goods whereby loss or damage is occasioned to the master or
owner of the ship, he shall be liable to pay to that master or owner a sum
sufficient to reimburse the loss or damage and the whole or a part of his
wages may be retained in satisfaction on account of that liability without
prejudice to any other remedy.
2) If a seaman lawfully engaged is convicted of an offence of smuggling opium,
hemp or any other narcotic drug or narcotic, the Director-General may direct
that the seaman’s certificate of discharge or continuous certificate of
discharge shall be cancelled or shall be suspended for such period as may be
specified in the direction.
Entry of offences in official logs

196 –
If any offence within the meaning of this Act of desertion or absence without leave
or against discipline is committed, or if any act of misconduct is committed for
which the offender’s agreement imposes a fine and it is intend to enforce the fine-
a) an entry of the offence or act shall be made in the official log book and signed
by the master, the mate and one of the crew; and
b) the offender, if still in the ship, shall before the next subsequent arrival of the
ship at any port, or, if she is at the time in port, before her departure there
from, be furnished with a copy of the entry an have the same read over
distinctly and audibly to him and may thereupon make such reply thereto as
he thinks fit; and
c) a statement of a copy of the entry having entry having been so furnished and
the entry having been so read over and the reply, if any, made by the
offender shall likewise be entered and signed in manner aforesaid; and

d) in any subsequent legal proceedings the entries by this section required shall,
if practicable, be produced or proved, and, in default of such production or
proof, the court hearing the case may in its discretion, refuse to receive
evidence of the offence or act of misconduct.
Payment of fines imposed under agreement to shipping master.

202 –
1) Every fine imposed on a seaman for any act of misconduct under his
agreement shall be deducted and paid over as follows, namely:-
a) if the offender is discharged at any port or place in India and the offence
and such entries in respect thereof as aforesaid are proved to the
satisfaction of the shipping master before whom the offender is
discharged, the master or owner shall deduct such fine from the wages of
the offender and pay the same over to such shipping master; and
b) if the seaman is discharged at any port or place outside India and the
offence and such entries as aforesaid are proved to the satisfaction of the
Indian consular officer, by whose sanction he is so discharge, the fine
shall thereupon be deducted as aforesaid, and an entry of such deduction
shall then be made in the official log book, if any, and signed by such
officer and on the return of the ship to India, the master or owner shall
pay over such fine to the shipping master before whom the crew is
discharged.
2) An act of misconduct for which any such fine has been inflicted and paid shall
not be otherwise punishable under the provisions of this Act.
3) The proceeds of all fines received by a shipping master under this section
shall be utilized for the welfare of seaman in such manner as the Central
Government may direct.

Duties of Chief Officer
Important duties of a ship’s Chief Officer includes
1. Chief Officer is responsible for performing vessel navigation watch duties.
2. He is responsible for the entire cargo operation in ports which includes
loading, unloading, and cargo planning.
3. He is the in-charge for maintenance of cargo gears and cargo carried on
board ship.
4. One of the critical tasks performed by chief officer is the accountability of the
stability of the ship.
5. He is responsible for maintenance of ship’s hull and accommodation.
6. All the life saving and fire fighting appliances of the vessel comes under the
responsibility of chief officer.
7. His duties includes administration task of scheduling and distributing work to
deck crew.
8. He has to build up the co-ordination with other departments and take part in
conflict resolution.
9. He is responsible for garbage management for the deck and accommodation
part of the ship.
10. He is in charge of the ballast and de-ballasting operation done on board.
11. He has to make sure all the crew members are complying with latest rules of
MARPOL, SOLAS and STCW.
12. ISPS code is another responsibility that the chief officer has to look over.
13. Trainings in all the above regulations and conventions are to be carried out by
chief officer as per company policy.
14. To look after supply, overtime, cost control records, purchase order,
requisition, and other paper work on behalf of shore management.
15. He also acts as SSO- ship security officer, responsible for the security of the
ship both in port and at sea.
16. He is the overall safety in charge for the deck crew.
17. He is responsible for the welfare of the crew on board ship.
One cannot think about operating a ship without considering the position of chief
officer. He is a key position on the ship, one who assists master and shore
management and helps in training crew and juniors.
In Short
1. Second in command of the vessel
2. Head of the Deck Department
3. Watch-keeper, at sea and in port
4. Chief Medical Officer
 Responsible for maintenance of ship’s hospital, ensuring all necessary
medications and equipment are on board and will not exceed shelf life during
the scheduled cruise
 Responsible for providing medical care to all crewmembers and other persons
on board
5. HAZMAT Officer
 Responsible for the safe handling, storage and use of hazardous materials on
board the vessel
6. Safety Coordinator – ISM Compliance Officer
7. Training Officer/Coordinator
8. Damage Control Officer and on-scene leader in emergency situations

Duties of Chief Officer as STCW 2010
The Master has ultimate responsibility for the safety of the ship, Crew & Cargo and
for protection of marine environment against pollution by the ship and the chief
mate shall be in a position to assume that responsibility at any time.
Tasks Duties & Responsibilities of Mate as per Table A-II/2
Function: Navigation at the management level

1. Plan a voyage and conduct navigation
2. Determine position and the accuracy of resultant position fix by any means
3. Determine and allow for compass errors
4. Coordinate search and rescue operations
5. Establish Watchkeeping arrangements and procedures
6. Maintain safe navigation through the use of information from navigation
equipment and systems to assist command decision making
7. Maintain the safety of navigation through the use of ECDIS and associated
navigation systems to assist command decision making
8. Forecast weather and oceanographic conditions
9. Respond to navigational emergencies
10. Manoeuvre and handle a ship in all conditions
11. Operate remote controls of propulsion plant and engineering systems and
Services
Function: Cargo handling and stowage at the management level
1. Plan and ensure safe loading, stowage, securing, care during the voyage and
unloading of cargoes
2. Assess reported defects and damage to cargo spaces, hatch covers and
ballast tanks and take appropriate action
3. Carriage of dangerous goods
Function: Controlling the operation of the ship and care for persons on
board at the management level
1. Control trim, stability and stress
2. Monitor and control compliance with legislative requirements and measures to
ensure safety of life at sea, security and the protection of the marine
environment
3. Maintain safety and security of the ship's crew and passengers and the
operational condition of life-saving, fire-fighting and other safety systems
4. Develop emergency and damage control plans and handle emergency
situations
5. Use of leadership and managerial skill
6. Organize and manage the provision of medical care on board

Duties of Chief Officer as ISM Code
1. Implementation of company Safety Management System
2. Training the ship staff in effective implementation of SMS
3. Following Company Checklist & Procedures for Carrying out Various jobs.
4. Following maintenance Schedules
5. Reporting of any defects & non-conformities to the company through Master.
6. Emergency preparedness – Carry out appropriate training to ensure the same
OFFICIAL LOG BOOK

Section 212 of MS act 1958 as amended, states an official log book shall be kept in
the prescribed form in every Indian ship except a home trade ship of less than 200
GT.
Section 214 of the above act states that the entries to be made in the official log
book are as follows:-
1. Every conviction by a legal tribunal of a member of his crew for which it is
intended to prosecute.
2. Every offence committed by a member of his crew for which it is intended to
prosecute.
3. Every offence for which punishment is inflicted on board and the punishment
inflicted.
4. A report on the quality of work of each member of his crew, or a statement
that the master declines to give an opinion there on with a statement of his
reasons for so declining.
5. Every case of illness, hurt or injury happening to a member of the crew with
the nature there of and the medical treatment.
6. Every case of death happening and the cause there of.
7. Every birth happening on board with the sex of infant, the names of parent.
8. Every marriage taking place on board with the names and the ages of the
parties.
9. The name of every seaman or apprentice who ceases to be member of the
crew otherwise than by death, with the place, time, manner and the cause
there of.
10. The wages due to any seaman or apprentice who dies during the voyage and
gross deduction to be made there from.
11. The money or property taken over of any seaman or apprentice who dies
during the voyage.
12. Any other matter which to be or may be prescribed for entry in the official log
book.

Official log book is requirement of Flag Sate and it is endorsed by Flag State. It
must be maintained as per Flag State requirement and must be available for
inspection.
Every Flag State has a particular Format for their Official Log Book and generally it
contains following information:
 Particulars of the vessel
 Daily Noon Position of the vessel
 Inspection of Accommodation Spaces.
 Inspection of Provisions & Fresh water.
 Arrival & Departure Drafts of each port of call.
 Inspection of Radio Equipments.
 Inspection of Safety Equipments.
 Routine Drills record.
 Record of lowering of lifeboat(s).
 Crew sign on / sign off.
 Entries of change of command.
 Narrative entries such as punishments, change of command, berths, deaths
etc.
DIFFERENCE BETWEEN OFFICIAL LOG BOOK AND DECK &

ENGINE LOG BOOK.
OFFICIAL LOG BOOK:-
1) It is required by administration like M.S. act 1958 section 212 states that every
Indian ship except a home trade ship of less than 200 GT, an official log book
should be kept.
2) It is always in a prescribed form approved by administration.
3) Official log book is signed by master and some other member of crew as witness.
4) Master commits an offence if he does not abide by the rules laid down by
administration regarding official log book.
5) It should be submitted to administration when ship changes its flag, or ship is
lost or abandoned if practicable.
6) Entries in the official log book is as per section 214 of M.S. act in Indian context.
DECK AND ENGINE LOG BOOK:-

1) It is required by office and charterer to see the parameters or any events related
to movement of ship.
2) It is in prescribed form of company.
3) deck and engine log book is signed by the departmental heads of their respective
department.
4) Master cannot be convicted and penalized if some entry is not made in the above
log books.
5) These need not be submitted to administration.
6) Entries will be likely as follows
Deck log book -- course, speed, weather, switching on and off of navigational
lights, changeover of steering gear to auto/manual.
Engine log book --Engine parameters, any machinery breakdown, fuel oil,
lubricating oil consumption etc.

What is Port State Control?
Port State control, or PSC, is the exercise of the right of a port State, when
granting permission to a foreign flagged ship to enter a port of the port State, to
inspect the vessel to ensure that it meets international safety, pollution and other
requirements.
Various international standards and conventions, such as the SOLAS Convention,
MARPOL Convention, and the International Load Line Convention, have been
enacted in order to promote the safety of life and property at sea and to protect the
marine environment with respect to oceangoing ships. Although the flag State and
owner of a ship have fundamental responsibility for ensuring that these
requirements are implemented, supervision by the flag State is many times
insufficient. There is also often a lack of adequate competence and experience on
the part of ship crews and others that can all too often have an adverse impact on
safety, as well.
PSC has been established as a means of proactively complementing the role of flag
States with the primary aims of improving ship safety and eliminating substandard
ships. This consists of conducting inspections of various aspects of a ship once it
has arrived in port, including the safety of life and property onboard the ship,
prevention of pollution by the ship, and the living and working conditions onboard
the ship.
PSC inspection process
A PSC inspection typically consists of a check of the documents and certificates
onboard ship combined with a condition survey of the vessel. However, a more
detailed survey is carried out if there are "clear grounds" for such, as when
deficiencies are found in the ship's compliance with mandatory international
requirements, or there is some question as to the safety condition of the vessel. If
serious deficiencies are found affecting safety as a result of the inspection, the ship
is detained and the captain is instructed to rectify the deficiencies before departure.
In the event that the deficiencies are not rectified or no suitable plan is presented
for rectifying them, the ship will be prohibited from leaving the port.
MOUs
The importance of PSC is now recognized by most countries around the world.
Regional cooperation among port States has led to the concluding of Memoranda of
Understanding, or MOUs, that seek to promote and realize more effective PSC for a
given region. The first such agreement was signed in Paris in 1982. Since then,
MOUs concerning the implementation of PSC regimes have been concluded in a
total of nine regions in the world, as summarized in the following table (only
member states are listed).
Name of Agreement Member States*
Australia, Canada, Chile, China, Fiji, Hong Kong, Indonesia,
Tokyo MOU Japan, Republic of Korea, Malaysia, Marshall Islands, New
(Asia Pacific region) Zealand, Papua New Guinea, Philippines, Russian Federation,
Singapore, Thailand, Vanuatu, Viet Nam
Belgium, Bulgaria, Canada, Croatia, Cyprus, Denmark, Finland,
Paris MOU France, Estonia, Germany, Greece, Iceland, Ireland, Italy,
(Europe & N. Atlantic Latvia, Lithuania, Malta, Netherlands, Norway, Poland, Portugal,
region) Romania, Russian Federation, Slovenia, Spain, Sweden, United
Kingdom, European Commission**

Acuerdo de Vina del Mar
Argentina, Bolivia, Brazil, Chile, Colombia, Cuba, Ecuador,
Agreement
Honduras, Mexico, Panama, Peru, Uruguay, Venezuela
(Latin American region)
Anguilla, Antigua and Barbuda, Aruba, Bahamas, Barbados,
Bermuda, British Virgin Islands, Cayman Islands, Cuba,
Caribbean MOU Dominica, Dominican Republic, Grenada, Guyana, Haiti,
(Caribbean region) Jamaica, Montserrat, Netherlands Antilles, Saint Kitts & Nevis,
Saint Lucia, St. Vincent and the Grenadines, Suriname, Trinidad
& Tobago, Turks and Caicos Islands
Mediterranean MOU
Algeria, Cyprus, Egypt, Israel, Jordan, Lebanon, Malta, Morocco,
(Mediterranean Sea
Palestinian Authority, Tunisia, Turkey
region)
Australia, Bangladesh, Djibouti, Eritrea, Ethiopia, India, Iran,
Indian Ocean MOU
Kenya, Maldives, Mauritius, Mozambique, Myanmar, Oman,
(Indian Ocean region)
Seychelles, South Africa, Sri Lanka, Sudan, Tanzania, Yemen
Angola, Benin, Cameroon, Cape Verde, Congo, Cote d'Ivoire,
Abuja MOU
Equatorial Guinea, Gabon, Gambia, Ghana, Guinea, Liberia,
(West & Central African
Mauritania, Namibia, Nigeria, Senegal, Sierra Leone, South
region)
Africa, Togo
Black Sea MOU Bulgaria, Georgia, Romania, Russian Federation, Turkey,
(Black Sea region) Ukraine
Riyadh MOU Bahrain, Kuwait, Oman, Qatar, Saudi Arabia, United Arab
(Arab Gulf region) Emirates
* Includes states that have yet to finalize their acceptance or accession of the
relevant MOU.
** Member of PSC Committee.
Inspection Campaigns
Regional PSC MOU members will agree to carry out special inspection campaigns
from time to time for periods of usually three or four months. These campaigns are
often announced beforehand through press releases and other means and generally
focus on certain aspects of ship safety. Past inspection campaigns have focused on
such areas as: structural safety of bulk carrier cargo holds, structural safety of
tankers, working and living conditions onboard, GMDSS equipment and their
operation, conformance with the ISM Code,control of operation requirements ,
MARPOL Annex I, Safety of Navigation, Lifeboat Launching Arrangement, Tanker
Damage Stability and Harmful Substances carried in Packaged Form.
Shipboard maintenance and operation
A shipowner always needs to ensure that the ship is properly maintained and
operated so that it remains in conformance with all applicable international
standards and requirements.
Such careful maintenance and operation of the ship will go a long way to avoiding
any unnecessary problems during a PSC inspection.
Most lapses and deficiencies onboard can be prevented by doing various operational
checks, maintenance and repairs, etc. of machinery and equipment regularly. This
includes maintaining shipboard records properly, confirming the validity of all
certificates and documents as well as verifying the survey dates of all relevant class
and statutory surveys.

Flag state
The flag state of a commercial vessel is the state under whose laws the vessel is
registered or licensed. The flag state has the authority and responsibility to enforce
regulations over vessels registered under its flag, including those relating to
inspection, certification, and issuance of safety and pollution prevention documents.
As a ship operates under the laws of its flag state, these laws are applicable if the
ship is involved in an admiralty case.
The term "flag of convenience" describes the business practice of registering a
merchant ship in a state other than that of the ship's owners, and flying that state's
civil ensign on the ship. Ships are registered under flags of convenience to reduce
operating costs or avoid the regulations of the owner's country. Since the Flag Right
Declaration of 1921, it has been recognised that all states—including land-locked
countries—have a right to be a flag state. Because of the failure of some flag states
to comply with their survey and certification responsibilities, especially flag-of-
convenience states that have delegated their task to classification societies, a
number of states have since 1982 established Port State Controls of foreign-
registered ships entering their jurisdiction.
Every merchant ship needs to be registered to a state of its choice. The ship is then
bound to carry the flag of that state and also follow the rules and regulations
enforced by the same.
However, it is to note that not all vessels are registered to their ship owners’
country of origin. The country under whose registration such vessels operate is
referred to as a flag state whereas the practice of registering the ship to a state
different than that of the ship’s owner is known as flag of convenience (FOC).
The vessel in consideration thus has to comply with all the maritime rules,
regulations and stipulations laid out by the flag state in accordance with the
international maritime rules and stipulations.
For a country to be included in the list of flag states, it has to have the necessary
maritime infrastructure – both financial and technical and should, most importantly,
adhere to all the norms and regulations established by the International Maritime
Organisations (IMO).
Additionally, in case a ship is not complying with the required norms imposed by
authority, then the country registered as a flag state need to be adequately
equipped to impose strictest of penalties on the offending vessel and party.
Although there are several benefits to have a separate flag state and register a
vessel to its port of registry, there are several significations of the same as well.
 A country offering the most optimum returns for the owner of a vessel is
chosen as the flag state
 The country which serves as a flag state is deemed to be the superior-most in
the authorisation hierarchy
 As such the flag state for ships is entitled and required to carry out regular
monitoring and inspections to ensure that the vessel is following its maritime
guidelines appropriately
 These requirements to be fulfilled are mandatory and bear clear outlining in
several international maritime conventions like the SOLAS and UNCLOS
 A vessel that flies the flag of a state, not complying with the monitoring and
inspection requirements is deemed to be of inferior standard.
This could complicate matter for an owner, even if the vessel by itself isn’t inferior.
In order to ensure that the flag state for ships itself possess the necessary
resources to carry out the policy of safe and secure shipping, the IMO has come up
with a unique system. The system involves the flag states themselves to ascertain
their levels of competency and thereafter present a detailed report about the same
to the organisation. While this promises to be an interesting method, the only
loophole is that there is no base level against which all flag states can measure
themselves. However, port state control (PSC) inspections and other methods are
used to improve the standard of the ships to a great extent.
Objectives of flag state inspections

Flag State control inspections:
 Support the quality shipping objectives of DGS.
 Enforce high standard of compliance with international and national rules and
standards for Indian-registered ships.
 Verify the actual condition of Indian -registered ships conform to the
certificates they carry. The scope of the verification includes:
o Hull, equipment and manning;
o Safety management; and
o Security systems
 Ensure that the ship’s crew can effectively:
o Co-ordinate their activities in an emergency situation;
o Perform functions vital to safety; and
o Prevent or mitigate pollution
 Monitor the work performed by recognised organisations and nominated
surveyors that act on behalf of the DGS.
Inspection Process
 Qualified surveyors from DGS conduct flag State control inspections
 The master receives an inspection report upon the completion of an
inspection
 The master is required to rectify any deficiencies in accordance with the
conditions stated in the inspection report

Classification society
EVERY vessel must be Built as per Class, says SOLAS CH II-1 Regulation 3-1.
The Objective of Classification is to verify the structural strength & integrity of the
essential parts of the Ship’s Hull and Machinery through the development &
application of their own rules & verifying compliance with International and / or
National Regulations on behalf of Flag State
A classification society is a non-governmental organization that establishes and
maintains technical standards for the construction and operation of ships and
offshore structures. The society will also validate that construction is according to
these standards and carry out regular surveys in service to ensure compliance with
the standards.
Classification societies set technical rules based on experience and researches,
confirm that designs and calculations meet these rules, survey ships and structures
during the process of construction and commissioning, and periodically survey
vessels to ensure that they continue to meet the rules.
Classification surveyors inspect ships to make sure that the ship, its components
and machinery are built and maintained according to the standards required for
their class IACS- International Association of Classification Societies. Purpose of
IACS is to secure uniformity between the various classification societies. IACS was
founded on September 11, 1968, in Hamburg, Germany. IACS consists of 12
member societies.
IACS can trace its origins back to the International Load Line Convention of 1930
and its recommendations. The convention recommended collaboration between
classification societies to secure "as much uniformity as possible in the application
of the standards of strength upon which freeboard is based...".
A second major class society conference, held in 1955, led to the creation of
working parties on specific topics and, in 1968, to the formation of IACS by seven
leading societies. In 1969, IACS was given consultative status by the IMO. Its
membership has increased since that time to the current thirteen members. DNV
and GL have agreed to merge their respective businesses in 2013, the new entity is
called DNV GL.
The members of IACS are:
 American Bureau of Shipping (ABS)
 Bureau Veritas (BV)
 China Classification Society (CCS)
 Croatian Register of Shipping (CRS)
 Det Norske Veritas Germanischer Lloyd (DNV GL)
 Indian Register of Shipping (IRS)
 Korean Register of Shipping (KR)
 Lloyd's Register (LR)
 Nippon Kaiji Kyokai (NK/ClassNK)
 Polish Register of Shipping (PRS)
 Registro Italiano Navale (RINA)
 Russian Maritime Register of Shipping (RS)

TYPES OF SURVEYS
CLASSIFICATION SURVEY:-
A Class Survey is a visual examination of the vessel which normally consists of
 Overall examination of the items identified in Rules for Survey
 Detailed Checks of selected parts on a sampling basis.
 Witnessing tests, measurements & trials when applicable.
For existing vessels, specific procedures apply when they are being transferred
from one class to another.
A vessel on successful completion of such survey ‘Certificate of Class’ is issued.
ANNUAL SURVEY:-
It is carried out 3 months before or after each anniversary date of completion,
commissioning or special survey. Purpose of annual survey is to do the general
inspection of items in relation to particular certificate. General inspections of items
are done to determine if they are maintained in good condition so that they can
fulfill the functional requirements for which they are installed on the vessel.
INTERMEDIATE SURVEY:-
It is held halfway approximately between special surveys. The window period for
intermediate survey is plus or minus 6 months. So, they are carried out on all
ships, instead of either second or third annual survey. Ultrasonic thickness gauging
is done to find out whether plates are within limit, where necessary surveyor
attends gauging. The survey consists of general examination of hull, machinery
equipment ,fire-fighting equipment etc. and detailed examination of a certain part
of them.
RENEWAL SURVEY:-
A renewal survey is carried out within a window period of plus or minus 3 months
of the 5th anniversary date. It involves a thorough inspection of hull, machinery
and equipment to confirm the structural integrity and fitness for intended purpose
until next special survey. This survey is carried out in dry dock and includes survey
of side shell and bottom plating, sea chest, sea suction, tail shaft, propeller and
propeller shaft , rudder, anchor, anchor chain and mooring equipment. Following
satisfactory renewal, the certificate of class is renewed for a period of 5 years
subject to annual and/or intermediate survey.
DAMAGE SURVEY:-
A damage survey is performed to access the extent of damage sustained, to
compile a list of recommended repairs and estimated cost to return the vessel to its
condition before the incident. A damage survey is required by insurance companies
when a claim has been submitted. It is part of a claim investigation to establish the
probable cause and extent of damage.
REPAIR SURVEY:-
Following repairs, a survey is again conducted in which a surveyor again assesses
the status of the vessel to ascertain if she has been restored to a condition meeting
requirement. Temporary repairs may be permitted by issuance of an appropriate
recommendation or condition of class. Where repairs are carried out at a place
where the surveyor services are not available, survey must be carried out at the
earliest opportunity thereafter.
BOTTOM / DOCKING SURVEY:-

1. It is the examination of the outside of the ship’s hull
2. It may be carried out either in dry-dock (Docking Survey) or when afloat (in-
water Survey)
3. The outside of the ship’s hull are to be examined on 2 occasions in the 5 year
period with a maximum of 36 months interval between them. As per SOLAS
Ch I Regulation 10
4. One of the 2 docking/bottom survey is to be concurrent with the Class
Renewal Survey (Special Survey)
5. For the Ships subject to Enhance Survey Programme (ESP) and 15 years of
age & above, the intermediate bottom/docking survey is to be carried in a dry
dock.
A docking survey is also called a bottom survey. According to the "Protocol of
1988 relating to the International Convention for the Safety of Life at Sea, 1974", a
bottom inspection is defined by a lengthy expression: that is, "Inspections of the
outside of the ship's bottom". Area of the hull under the water-line are always
immersed in water ; therefore, the condition of damage in the event of the
stranding or bottom contact cannot be observed. The objective of periodical docking
is to inspect the area of hull beneath the waterline. Offshore structures in contrast
to a ship, do not sail throughout the world and suffer neither from stranding nor
contacting with other object. Conversely, docking an offshore structure is very
difficult; therefore, underwater inspection by an underwater camera inspection
instead of docking is justifiable. There is no word corresponding to docking survey
in the SOLAS Convention. But the Classification Societies request the periodical
docking survey to the ship-owners. According to their requirements ships must be
in dry dock twice in 5years as shown in the following figure.
Before 1964 the docking survey was requested every year, because at the Annual
survey, docking was requested. Some ship-owners put their ships twice in the year.
But now the docking is only 2times in 5years. The reason of this relaxation was
the improvement of paint. At that time the effectiveness of paints continued only
one year or less. If the ship was not docked for more than one year, the paint
would peel off and algae and shellfishes would stick to the hull under the water

line, resulting in a drop of the ship's speed . For the ship-owners at that time
decreased speed was bigger problem than the expense of docking.
What is Harmonised Survey System for Ships?

On February 3, 2000, International Maritime Organization (IMO) adopted a
harmonised survey system for ships, in order to alleviate the problems caused by
survey dates and intervals between surveys which do not coincide, covering
international shipping regulations including the codes and conventions of these
following institutions:
 International Convention for the Safety of Life at Sea (SOLAS), 1974

 The International Convention on Load Lines (LL), 1966
 The International Convention for the Prevention of Pollution from Ships, 1973,
as modified by the Protocol of 1978 relating thereto –MARPOL 73/78
 The International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk (IBC Code)
 Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (BCH Code)
 Code for the Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk (IGC Code).
Features
1) A standard interval of one year between harmonised surveys for ships which
could be based on any of the followings:
 Initial survey – A complete inspection of all the items concerning the
particular certificate before the ship is put into service to make sure they
possess satisfactory conditions and are capable of carry out the service for
which the ship is intended
 Periodical survey – An official examination of the items relating to the
particular certificate to ensure that they are meeting the requirements and
are fit for the intended services
 Renewal survey – As similar as the periodical survey but consequently
results in issuing a new certificate
 Intermediate survey – Inspection of specified items
 Annual survey – General reviewing of the items concerned to the particular
certificate to ascertain the fact that they have been observed maintained and
remained fit for the service for which the ship is designated.
 Additional survey – General or partial Inspection, according to the
circumstances, made after a repair resulting from casualty probes or
whenever there is an important repair or renewal made.
2) A maximum period of validity of one year and five years for all passenger ship
certificates and cargo ship certificates respectively

3) Three months extension for cargo ship certificates on the harmonised survey
system for ships and one month for short voyages. When the duration of a
particular certificate is extended, the period of validity of new certificate begins
from the expiry date of last certificate.
4) At least two inspections are required to be executed of the ship’s bottom in a
five year period; maximum interval between the inspections has also been set at
not more than thirty six months.
5) A substantive harmonised system for merchant marine which credits a combined
cargo ship safety certificate to replace existing safety equipment, safety
construction and safety radio certificates
6) No more unscheduled inspections for harmonised system of classification for
ships, while annual surveys have been made mandatory.
Purpose
Surveys, made in accordance with the harmonised survey system for ships, are
purported to harmonize intervals between surveys of all legitimate certificates
issued to all marine vessels. The harmonized system is presumed to facilitate all
the troubles of periods between surveys so that any ship would not have to worry
about going into the process of a survey schedule required by one convention right
after having gone through the same thing concerned in connection with another
instrument.
Certificates
The Harmonised system of classification for ships is related to several certificates,
depending upon the type of ships, including:
 Passenger Ship Safety Certificate, including Record of Equipment
 Cargo Ship Safety Construction Certificate
 Cargo Ship Safety Equipment Certificate, including Record of Equipment
 Cargo Ship Safety Radio Certificate, including Record of Equipment
 Cargo Ship Safety Certificate, including Record of Equipment
 International Load Lines Certificate
 International Load Lines Exemption Certificate
 International Oil Pollution Prevention Certificate
 International Pollution Prevention Certificate for the Carriage of Noxious
Liquid Substances in Bulk
 International Certificate of Fitness for the Carriage of Dangerous Chemicals in
Bulk
 International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
 Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk

Enhanced Survey Program (ESP)
The history of the Ships like Bulk career and tankers is filled with accidents and
disasters, both of small scale and gruesome types. Many of these accidents were
because of faulty machinery or lack of safe handling practice.
IMO adopted a resolution A.744 (18) in 1994 SOLAS conference with guidelines on
the ESP for inspection and surveys of bulk carriers and tankers.
The International Maritime Organization (IMO) adopted the International Code on
the enhanced programme of inspections during surveys for bulk carriers and oil
tankers, 2011 (2011 ESP Code). The Code has been adopted through Resolution
A.1049(27) and includes mandatory inspection regime for tankers and bulk carriers.
The 2011 ESP Code became effective upon entry into force of the associated
amendments to Chapter XI-1 of the SOLAS Convention through May 2012 SOLAS
amendments that entered into force on 1st January 2014.
What is ESP?
ESP is a guideline for shipping companies and owners to prepare their ship for
special surveys to maintain the safety of the ship while at sea or at port.
As a result of the introduction of the Enhanced Survey Programme, oil tankers,
combination carriers, chemical tankers and dry bulk cargo ships (bulk carriers),
require a Survey Planning Questionnaire and a Survey Programme (planning
document) to be prepared in advance of the Special Survey & the Intermediate
Survey on ships over 10 years of age.
In particular, the Rules and Regulations for the Classification of Ships require a
Survey Planning Questionnaire and a Survey Programme to be prepared by the
Owner at least six months in advance of the intermediate or special survey and
submitted for agreement.
The Programme is to include proposals for the Special Survey, including the means
of providing access for close-up survey and thickness measurement. The Survey
Programme at Intermediate Survey may consist of the Survey Programme agreed
for the previous Special Survey supplemented by the Executive Summary of that
Special Survey and later relevant Survey Reports.
The Survey will not commence until a Survey Programme has been agreed. Owners
are advised that they may submit a Survey Programme for Intermediate Survey
subject to their survey & docking planning, for approval.
A new chapter XI is added for special measures to enhance maritime safety under
this resolution.
According to these guidelines, it has 2 Annexes:
 Annex A: Guidelines on enhance survey programme of inspection during
survey of bulk carrier.
 Annex B: Guidelines on enhance survey programme of inspection during
survey of oil tankers.
Each annex A & B has 9 chapters which are almost similar. The only dissimilarities
being operational and constructional aspects of both type of vessels i.e. oil tankers
and bulk carriers.

The chapters can be briefly described as:
 Chapter 1: General application, documentation onboard to be completed
prior to the inspection which is to be served as basis for surveys.
 Chapter 2: Describes how Enhanced survey to be carried out during the
periodical surveys along with timings and conduct of enhance surveys and
requirements of drydocking.
 Chapter 3: Describes enhanced inspection carried out during annual surveys
which includes cargo holds and tank pressure testing.
 Chapter 4: Deals with intermediate surveys in addition to the annual survey
requirements.
 Chapter 5: Discuss the needed preparation for surveys, condition and
equipment for surveys, access to the surveyed structure and conduct of
survey at sea or at anchor
 Chapter 6: Immediate and thorough repairs to damages and wastages.
 Chapter 7: Discuss the requirement of onboard documents supplied and
maintained by owner that must be available to the surveyor and
requirements for survey report file, supporting documents, review of
document by surveyor.
 Chapter 8: Discuss the process of reporting and evaluation of survey,
acceptability and continued structural integrity, a condition evaluation report
of the survey and results to be issued to the owner.
 Chapter 9: Reporting and evaluation of surveys, acceptable and continued
structural integrity; a condition evaluation report of the survey and results to
be issued to the owner.
Condition Assessment Scheme (CAS)

MARPOL’s Condition Assessment Scheme (CAS)
CAS is a mandatory statutory survey scheme that Category 2 and Category 3 (non-
double hull) oil tankers must satisfactorily complete (with no outstanding
recommendations) by 15 years of age or by the first intermediate or renewal
survey due after 5 April 2005, whichever occurs later, in order to trade to their
respective phase out date as per MARPOL 13G, which was accelerated by resolution
MEPC.111(50) which enters into force on 5 April 2005.
CAS is required to be conducted in conjunction with, the mandatory Enhanced
Survey Program (ESP) and builds upon ESP by requiring additional thickness
measurements and close-up surveys. Relative to ESP, CAS is unique in two
respects:
 CAS contains very specific responsibilities and deadlines for planning the
survey, which must begin 8 months in advance of the survey’s
commencement; and
 The flag Administration must review/monitor the survey and reporting
process and issue the five-year full term CAS Statement of Compliance).
The Condition Assessment Scheme (CAS) for oil tankers was adopted in 2001 and is
applicable under the MARPOL convention to all single-hull tankers of 15 years or
older.
The CAS does not specify structural standards in excess of the provisions of other
IMO conventions, codes and recommendations.

It requires and stipulates more enhanced / stringent and transparent verification of
the reported structural condition of the ship and that documentary and survey
procedures have been properly carried out and completed.
The Scheme requires that compliance with the CAS is assessed during the
Enhanced Survey Program of Inspections concurrent with intermediate or renewal
surveys currently required by resolution A.744 (18), as amended.
It identifies three categories of tankers, as follows:
 "Category 1 oil tanker" means oil tankers of 20,000 tons deadweight and
above carrying crude oil, fuel oil, heavy diesel oil or lubricating oil as cargo,
and of 30,000 tons deadweight and above carrying other oils, which do not
comply with the requirements for protectively located segregated ballast
tanks (commonly known as Pre-MARPOL tankers).
 "Category 2 oil tanker" means oil tankers of 20,000 tons deadweight and
above carrying crude oil, fuel oil, heavy diesel oil or lubricating oil as cargo,
and of 30,000 tons deadweight and above carrying other oils, which do
comply with the protectively located segregated ballast tank requirements
(MARPOL tankers), while
 "Category 3 oil tanker" means an oil tanker of 5,000 tons deadweight and
above but less than the tonnage specified for Category 1 and 2 tankers.
Revised regulation 20 of MARPOL 73/78 Annex I, adopted by the Marine
Environment Protection Committee by Resolution MEPC.95 (46) and amended by
Resolution MEPC.111 (50), entered into force on 5 April 2005, and imposes certain
pollution prevention measures for single hulled oil tankers.
Regulation 20.6 in particular requires that Category 2 and 3 oil tankers of 15 years
and over after their date of delivery should be subject to the Condition Assessment
Scheme (CAS) adopted by the Marine Environment Protection Committee by
Resolution MEPC.94 (46), as amended by Resolutions MEPC.99 (48) and MEPC.112
(50).
CAS is intended to complement the requirements of the Enhanced Survey
Programme (ESP), and should be undertaken in conjunction with the Enhanced
Survey Programme of Inspections, concurrent with intermediate or renewal surveys
currently required by Resolution A.744 (18), as amended. The first such
assessment should be carried out concurrent with the first scheduled Classification
Intermediate or Special Survey due after 5 April 2005, or when the ship reached 15
years of age, whichever occurs later.
The requirements of CAS also apply to oil tankers subject to the provisions of
regulation 20.7 where authorisation is requested for continued service beyond the
anniversary of the date of delivery of the ship in 2010, and oil tankers of 5,000 tons
deadweight and above and of 15 years and over after the date of delivery of the
ship requiring to carry crude oil as cargo having a density at 15°C higher than 900
kg/m3 but lower than 945 kg/m3 in accordance with regulation 21.6.1.
On completion of the survey the attending surveyors will issue an Interim
Statement of Compliance valid for a period of 5 months, which will enable the
completion of the CAS Final Report and verification by the Flag Administration, who
will issue the final CAS Statement of Compliance. Further CAS surveys will then be
carried out at intervals of 5 years, following the same procedure described above.
The CAS was adopted in April 2001 during the adoption of a revised regulation 13G
of the MARPOL Convention Annex I on the prevention of pollution by oil from ships.

Condition Assessment Program (CAP)
Ships should be surveyed periodically to verify that they are maintained in an
acceptable condition in accordance with international conventions, the Rules of
Classification societies, etc.
Detailed ship conditions, however, cannot usually be all assessed by the regular
surveys. A detailed assessment of ship condition is very important for the owner's
maintenance program through a ship's service life.
The Condition Assessment Program(CAP) is a specialized survey program which
offers owners a detailed assessment of a ship's actual condition, based on strength
evaluation, and fatigue strength analysis as well as a detailed on site systematic
inspection of the hull, machinery and cargo systems.
CAP is a voluntary service offered by some IACS Members. There is no complete
harmonization of the CAP programs offered by IACS Members.
Purpose of CAP: CAP has been created out of a wish from ship owners to
document the quality of their vessels beyond the scope of classification. CAP is an
independent and thorough verification of the actual condition of a vessel at the time
of inspection.
Benefits of CAP: The main benefits of CAP are:
a) to have the vessel judged based on the actual condition on board rather than
age.
b) to contribute to protecting life, property and the environment and to ensure
safest possible transportation of cargo.
c) to establish a sound basis for decisions on repair or investments in order to
extend the lifetime of the vessel.
d) to document a vessel’s technical condition towards/in connection with:
Charterers, cargo owners/or authorities in connection with entry into new
charters or extension of existing charters, refinancing of the vessel, sale or
termination of management agreements etc and ports and terminals.
Features: CAP is a quality tool for assessing the technical and functional condition
of a vessel.
While class implies that the vessel has a technical standard equal to or better than
a minimum standard, CAP describes and specifies the actual condition on board at
the time of inspection and rates the vessel in accordance with a rating scale from 1
(best) to 4 (lowest). It is based upon detailed inspection and function testing,
thickness and vibration measurement, analysis and calculations.
The program is designed for tankers and bulk carriers older than 15 years, but may
well be used for other types of tonnage and at any age. CAP is a consultancy
service and is independent, yet complementary, to the classification process.
The CAP deliverables contain:
a. Fatigue Analysis report (optional for CAP Hull)
b. Statements of facts including particulars of the ship. Executive Summary of
findings from inspection and analyses
c. technical reports containing descriptions, observations, analysis and ratings
d. photographic evidence where the average condition is reflected together with
the extreme findings (best and worst) to verify the basis of the findings,
detailed report on indicator diagrams, oil analysis and vibration measurement
analysis.

With the CAP, owners can be confident that they have an accurate assessment of
the ships actual condition, especially as far as the condition compares with the
normal Class requirements.
The CAP applies, in principle, to oil tankers, chemical carriers and bulk carriers,
though other types of ships may be covered, provided that the CAP is properly
modified.
The CAP consists of two major parts. CAP-MACHINERY/CARGO SYSTEM can be
applied in addition to CAP-HULL upon request.
After the completion of the CAP, the certificate of CAP indicating the ship's
comprehensive rating (Overall Rating for CAP-HULL and/or CAP-MACHINERY /
CARGO SYSTEM) is issued.
MARPOL’s Condition Assessment Scheme (CAS)
CAS is a mandatory statutory survey scheme that Category 2 and Category 3 (non-
double hull) oil tankers must satisfactorily complete (with no outstanding
recommendations) by 15 years of age or by the first intermediate or renewal
survey due after 5 April 2005, whichever occurs later, in order to trade to their
respective phase out date as per MARPOL 13G, which was accelerated by resolution
MEPC.111(50) which enters into force on 5 April 2005.
CAS is required to be conducted in conjunction with, the mandatory Enhanced
Survey Program (ESP) and builds upon ESP by requiring additional thickness
measurements and close-up surveys. Relative to ESP, CAS is unique in two
respects:
 CAS contains very specific responsibilities and deadlines for planning the survey,
which must begin 8 months in advance of the survey’s commencement; and
 The flag Administration must review/monitor the survey and reporting process
and issue the five-year full term CAS Statement of Compliance).
ABS’ Condition Assessment Program (CAP)
CAP is a voluntary service offered by some IACS Members. There is no complete
harmonization of the CAP programs offered by IACS Members.
Unlike CAS, ABS’ CAP requires that a fatigue assessment be carried out.
General Summary of Differences Between CAP and ABS’ CAS
Based on the attached Table 1, the following additional provisions would need to be
implemented in order for an ABS CAP survey to qualify for CAS certification:
1) An internal review of survey reports would need to be carried out by persons
that were not directly involved in the CAP survey;
2) More extensive and “positive” reporting of conditions found would be required;
3) Planning would need to start 8 months in advance of the planned CAP survey
and such planning would need to use the CAS model plan and questionnaire. This
would require greater involvement of the owner and Administration;
4) A dry docking survey would be required;
5) Attendance by two exclusive surveyors would be required; and
6) Additional thickness measurements and close-up surveys may be necessary,
depending on the oil tanker’s age.

Typical difference between CAS & CAP may be understood from the below
table elaborating the differences between MARPOL CAS and ABS’s CAP:


“A” class divisions (fire divisions)
‘A’ Class divisions are those divisions formed by bulkheads and decks which comply
with the following criteria:
(a) They are to be constructed of steel or other equivalent material.
(b) They are to be suitably stiffened.
(c) They are to be so constructed as to be capable of preventing the passage of
smoke and flame up to the end of the one-hour standard fire test.
(d) They are to be insulated with approved non-combustible materials such that the
average temperature of the unexposed side will not rise more than 140°C above
the original temperature, nor will the temperature, at any one point, including any
joint, rise more than 180°C above the original temperature, within the time listed
below:
Class ‘A-60’ – 60 minutes
(e) In accordance with the Fire Test Procedures Code, a test of a prototype
bulkhead or deck may be required to ensure that it meets the above requirements
for integrity and temperature rise
“B” Class Divisions

“B” class divisions are those divisions formed by bulkheads, decks, ceilings or
linings which comply with the following criteria:
.1 they are constructed of approved non-combustible materials and all materials
used in the construction and erection of “B” class divisions are non-combustible,
with the exception that combustible veneers may be permitted provided they meet
other appropriate requirements of this chapter;
.2 they have an insulation value such that the average temperature of the
unexposed side will not rise more than 140ºC above the original temperature, nor
will the temperature at any one point, including any joint, rise more than 225ºC
above the original temperature, within the time listed below:
class “B-15” 15 min
class “B-0” 0 min
.3 they are constructed as to be capable of preventing the passage of flame to the
end of the first half hour of the standard fire test; and
.4 the Administration has required a test of a prototype division in accordance with
the Fire Test Procedures Code to ensure that it meets the above requirements for
integrity and temperature rise. <Chapter II-2, part A, regulation 3>.
“B” Class Divisions (fire divisions)

‘B’ Class divisions are those divisions formed by bulkheads, decks, ceilings or linings
which comply with the following criteria:
(a) They are to be so constructed as to be capable of preventing the passage of
flame to the end of the first half hour of the standard fire test.

(b) They are to have an insulation value such that the average temperature of the
unexposed side will not rise more than 140°C above the original temperature, nor
will the temperature at any one point, including any joint, rise more than 225°C
above the original temperature, within the time listed below:
Class ‘B-15’- 15 minutes
Class ‘B-0’ – 0 minutes
(c) They are to be constructed of approved noncombustible materials and all
materials used in the construction and erection of ‘B’ Class divisions are to be non-
combustible, with the exception that combustible veneers may be permitted,
provided they meet other appropriate requirements of this Chapter.
(d) In accordance with the Fire Test Procedures Code, a test of a prototype division
may be required to ensure that it meets the above requirements for integrity and
temperature rise.
“C” Class Divisions
These are divisions constructed of approved non-combustible materials.
Combustible veneers are allowed were they meet other criteria.
Main vertical zones Divided by Class A bulkheads and not exceeding 40m in
length

PMS Deck Machinery / Anchor Chain
Windlass / Mooring Winch
Monthly
 Check the condition of the foundation and Securing Bolts.
 Check the Clutch Movement is free and securing pins are in place and good
condition
 Check Clutch Mechanism for fatigue and excessive wear.
 Check the oil level
 Carry out greasing as per schedule, check for Grease nipples condition and
working.
 Check for Marking in the winches and mooring area is clear and visible
(Snapback Zone, Heaving Instructions).
 Check Brake Band Condition (Brake band should completely touching the
drum).
 Check Drum is free of Rust and Scale.
 Check Engaging Gear Clearance.
 The Clutch Mating Surfaces should be checked for wear. If the wear is
excessive and the surfaces are tapered, an axial component of the force will
tend to de-clutch the drum and thereby exert excessive force on the engaging
lever securing pin. This may cause the pin to shear and de-clutch the drum.
 Shaft Bearing bushes must be kept well lubricated. These must be checked
for wear regularly by checking the clearances and/or inspecting by removing
the upper half.
 Effective lubrication of mooring winch/ windlass and other such equipments
can be best achieved while the equipment is running (rotating). Adequate
amount of grease should be introduced into the bearings until the all old
grease comes out. All old/excess grease must be wiped out, otherwise it will
act as dust catcher.
 If knocking sound is observed, hydraulic motors must be checked for air trap
at the purging plugs provided.
 Brake lining thickness must be checked. When anchoring speed is high the
anchor runs away and the brake lining might get damaged due to heat. Thus
dropping the anchor and repeating the drop and stoppage at every ½ shackle
is advisable to prevent damages to brake liner due to temperature rise.
 When the brake lining has worn away it can be adjusted to render the
necessary holding force. Often manufacturer’s recommend after a
specific reduction in thickness of the brake lining to replace it with new one.
However, when the liner thickness reduces within the limits applicable, brake
setting can be adjusted with the regulating screw as a makeshift measure.
Both the linings, upper and lower should be changed at the same time.
 On an yearly basis the bearing clearances, gear wheel contact areas and
hydraulic valves to be adjusted for correct operating pressure. The bolts and
nuts should be checked for proper tightness. The gear contact should be at
least 70% or more failing which the gear wheel gives abnormal noise.
Preventive actions can be greasing of gear teeth or the realignment of
windlass.

6 monthly INSPECT DRUM:- WINDLASS
CHAIN DRUM & HAWSER DRUM INSPECTION
1. Ensure Anchor Lashings are taken in case of Chain drum of windlass & In case
of Mooring winch hawser drum ensure no load on drum.
2. Slacken brake band fully and gauge thickness of brake band. For Your
Guidance the Thickness of Band on Chain Drum=10mm & on the Hawser
drums=8mm. Check for uneven wear of brake band.
3. Ensure all the link pins of the bands are flexing and are adequately greased.
4. If brake band is wore more than 50% of the thickness renew.
5. Maintain sufficient stock of Brake Bands and fasteners.
6 monthly INSPECT DRUM : MOORING WINCH

Wrapping Drum to be inspected for Securing , Disorientation and Play in Shaft.
5 yearly SURVEY:- WINDLASS.

Carry out survey as per classification society rules and guide.

10 Important Points For Ship’s Mooring Equipment Maintenance
1. Make Checks Prior Mooring – After an extended sea passage or a passage
undertaken in heavy seas and prior to mooring operation, ensure to check the
following –
a. Any physical damages to the mooring mechanism.
b. All controls, linkages and the operating levers are well oiled, greased and
free/ easy to use.
c. Ensure that all the brake drums and linings are suitably dried and clean of
salt deposits.
2. Do Frequent Greasing of Moving Parts – All rotating parts of the mooring
equipment, which would include rollers, fairleads, winch drums, deck stands etc.
must be moved and lubricated on a frequent basis. Multipurpose grease is the best
lubricant for such applications (check the vessel’s lubricating chart for the right
application). Normally, high pressure grease guns are used for this kind of work.
Particular attention must be given to the roller fairleads and deck stands as these
often suffer from little use and thereby are neglected. Rollers should turn smoothly
and must be checked for integrity as corrosion may have weakened them.
Tip – Always check the grease nipples before application and make sure
the nipples are free of rust, salt and grit. Change the nipples if necessary.
3. Check Brake Liners – Regular inspections must be made of the winch /
windlass brake linings for wear and tear. Oil, heavy rust and moisture on the brake
linings or the drums could seriously reduce the brake holding capacity of the winch
and in some cases as much by 75%. To remove the moisture in the linings, apply
the brakes lightly while running the winch (remember to avoid excessive wear and
tear during this operation). Oil has the tendency to get impregnated into the lining
itself which is difficult to remove. Thus the only option would be to change the
lining as early as possible. Remember that the brake holding capacity of the winch
is dependent upon the type of mooring pattern used.
4. Check Break Drums : Whenever brakes are opened up for any reason, ensure
that the brake drum is thoroughly checked / examined for build up of rust or other
worn out brake material. The part to be de-scaled and fitted with the replacement
as required.
5. Check Brake Linkages – The brake linkages should be checked for free
movement. If the linkages are not free then there would be a loss of brake holding
capacity. This would create a wrong impression to the operator that the brake has
been applied fully, but in fact has not or the brake mechanism is hardened up from
lever bars ,which have a tendency to build up high stresses on some mechanical
parts of the brakes.
6. Inspect Gear / Hydraulic Oil – Inspect the gear oil regularly through the
inspection cover in the winch / windlass. Whitish color of the liquid means the liquid
is contaminated and requires to be changed immediately. Use the replacement oil
that is recommended by the manufacturers.
7. Carry Out Regular Visual Inspection: Ensure that regular inspection of the
synthetic mooring hawsers, heaving lines, messenger ropes, etc. is carried out for
damages, chafed areas, kinks and loose ends. Also make sure that each mooring
rope carries a certificate from the manufacturer. Additionally, check that the ID
number of each certificate is conspicuously marked / embossed on an identification
plate and subsequently attached to the end of the corresponding mooring hawser.

If the hawser is not supplied with the certificate, then the vessel has all the right to
reject such a supply and inform the office / purchasing department.
8. Clear Walkway: An important part of the mooring operation is to have the deck
completely free of obstructions and oily residues. Therefore, it is essential to keep
the decks clean, dry and if possible have anti-slip paint coatings over the deck
surface, as and how required. Often there have been cases where the support
brackets for the gratings (for winch operation) have been found neglected and
therefore are heavily corroded making the area most unsafe to step on. Officers
should include such neglected yet critical areas for planned maintenance in order to
prevent an unforeseen event when least expected.
9. Do Proper Marking and Labeling: Marking the mooring equipment is another
important aspect for a safe and effective operation. The ship’s officers should
ensure that the bollards, fairleads, rollers, etc. are marked with their safe working
limits. Additionally, the winches and windlass shall be marked for rotating direction
of the drums (render / heave), braking capacity, test dates and ID numbers of the
equipment subsequent to the certificates carried onboard.
10. Maintenance of Steel Wire Mooring Ropes – It is essential to grease and
lubricate the steel wire mooring ropes at regular intervals as rust will reduce the
strength of the wire in a very short period of time. Lubricating such ropes require
special grease, normally oil based compounds. An effective greasing is carried out
by removing the entire wire out of its stowed position and applying the lubricant
generously throughout the length of the rope. It is also important to note that the
wire should be turned end to end regularly to reduce wear and prevent corrosion.
Visual inspections are equally important and should be carried out regularly with
special attention to areas with dark patches. Any wire shall be replaced if it is
damaged to the extent that more than 10% of the visible strands in a length of a
wire equal to 8 diameters are broken.
Anchor Chain
5 yearly SURVEY:- ANCHOR CHAIN AND LOCKER.

Carry out survey as per classification society rules and guide.
Anchor chain diameter measurements are taken and should be within limits and
marking done at dry-dock ,
Swivel clearance and gypsy condition checked on windlass.
Chain locker bitter end checked from inside
Chain locker thickness measurement taken and eductor system tried out for bilges.
Once 2.5 yearly all mud is cleaned from chain locker .
General maintenance of chain , blasted and painted with markings.

Personnel Management
Definition of personnel management: Administrative discipline of hiring and
developing employees so that they become more valuable to the organization. It
includes:
1. conducting job analyses,
2. planning personnel needs and recruitment
3. selecting the right people for the job
4. orienting and training
5. determining and managing wages & salaries
6. providing benefits and incentives
7. appraising performance
8. resolving disputes
9. communicating with all employees at all levels
Difference Between Personnel Management

And Human Resource Management
Human resource management is the new version of personnel management. There
is no any watertight difference between human resource management and
personnel management. However, there are some differences in the following
matters.
1. Personnel management is a traditional approach of managing people in the
organization. Human resource management is a modern approach of
managing people and their strengths in the organization.
2. Personnel management focuses on personnel administration, employee
welfare and labor relation. Human resource management focuses on
acquisition, development, motivation and maintenance of human resources in
the organization.
3. Personnel management assumes people as a input for achieving desired
output. Human resource management assumes people as an important and
valuable resource for achieving desired output.
4. Under personnel management, personnel function is undertaken for
employee's satisfaction. Under human resource management, administrative
function is undertaken for goal achievement.
5. Under personnel management, job design is done on the basis of division of
labor. Under human resource management, job design function is done on
the basis of group work/team work.
6. Under personnel management, employees are provided with less training and
development opportunities. Under human resource management, employees
are provided with more training and development opportunities.
7. In personnel management, decisions are made by the top management as
per the rules and regulation of the organization. In human resource
management, decisions are made collectively after considering employee's
participation, authority, decentralization, competitive environment etc.
8. Personnel management focuses on increased production and satisfied
employees. Human resource management focuses on effectiveness, culture,
productivity and employee's participation.

9. Personnel management is concerned with personnel manager. Human
resource management is concerned with all level of managers from top to
bottom.
10. Personnel management is a routine function. Human resource management is
a strategic function
Staff attitudes
The reason why people work ;
• Need to earn money
• Need to be a useful member of society
• Need for security of their standard of living
• Need to use their manual and mental skills derive satisfaction from them
• Need to achieve their ambitions and to improve their status.
Principles of controlling subordinates and maintaining good relationships

• Being calm and even in temperament when giving orders and dealing with
offenders.
• Being honest and fair in all matters ,and being firm when necessary
• Treating all staff on the same basis,
• Avoiding causing disappointment to staff
• Avoiding making promises
• Having a proper attitude towards spokesmen or representatives of trade
unions
• Making allowances for differences in nationality , language, religion and other
cultural matters affecting behaviour and attitude
• Ensuring that all staff feel that their services on board are appreciated
Situational awareness
DEFINITION
Situational Awareness is the ability to identify, process, and comprehend the
critical elements of information about what is happening to the team with regards
to the mission. More simply, it’s knowing what is going on around you.
Situational awareness is dynamic, hard to maintain, and easy to lose. Knowing
what is going on at all times is very difficult for any one person, especially during
complex high stress operations. Therefore, it is important that we know what
behavior is effective in keeping situational awareness. The following actions can
help us retain or regain situational awareness:
 Be alert for deviations from standard procedures.
 Watch for changes in the performance of others around you.
 Be proactive, provide information in advance.
 Identify problems in a timely manner.

 Show you are aware of what’s going on around you.
 Communicate effectively.
 Keep abreast of the mission or task status.
 Continually assess and reassess the situation.
 Ensure that all expectations are shared for complete awareness by everyone
involved.
 Inadequate situational awareness has been identified as a primary factor in
accidents attributed to human error. Complete and accurate situational
awareness is essential not only at work, but also at home.
 In order to understand how to use situational awareness, it is better to first
learn how situational awareness is lost.
8 CLUES THAT SITUATIONAL AWARENESS HAS BEEN LOST

 Confusion: Disorder within the team or a gut feeling that things are not
right. This clue is one of the most reliable because the body is able to detect
stimulus long before we have consciously put it all together. Trust your
feelings!
 No one Watching or Looking for Hazards: Operations require more than
just focusing on your task (tunnel vision). The proper assignment and
performance of tasks, particularly supervisory and lookout, is essential to safe
operations.
 Use of Improper Procedures: This puts the individual or team in a gray
area where no one may be able to predict outcomes with any certainty.
 Departure from Regulations: In addition to violating procedures, we are
operating in an unknown area where the consequences of our actions cannot
be predicted with any degree of certainty. This makes it nearly impossible to
plan for future outcomes of actions being performed.
 Failure to Meet Planned Targets or Objective Goals: During every task
in life, we set certain goals or targets to meet, such as completion times,
midway benchmarks, and ending results. When they are not met, we must
question why and systematically begin to evaluate our situation.
 Unresolved Discrepancies: When two or more pieces of information do not
agree, we must continue to search for information until the discrepancy is
resolved. Do not continue “driving on” when we have not resolved all issues
along the way. The end result could lead to disaster.
 Ambiguity: When information we need is confusing or unclear, we must
clarify or fill in the missing pieces before proceeding.
 Fixation or Preoccupation: When someone fixates on one task or becomes
preoccupied with work or personal matters, they lose the ability to detect
other important information. Early detection of both fixation and
preoccupation is essential to safe operations. The best way to identify these
clues is by knowing the behavior of your team members and being alert to
change. Preoccupation with personal matters can often lead to subtle changes
in performance. Best way to recognize this clue is to use the “buddy system”,
keep an eye on each other and NEVER WORK ALONE!!!!!!

ON BOARD TRAINING
TRAINING METHODS
The focus of training can be divided into 3 broad categories:
a) Knowledge
b) Skills
c) Attitude
WHY ON BOARD TRAINING?

 Legislative requirements :On board training should meet the general
objectives of the following legal obligations:
 SOLAS
 ISM
 STCW
 MARPOL
 COLREG
 INTERNATIONAL CONVENTION IN LOADLINE
 ILO CONVENTION 147
 Best place to learn is in the environment

 Practical application of the learned knowledge and skills is reinforced in
situation required.
 For demonstration of competence in a practical way
 Do not need to create unique learning experiences they are happening on
job.
 Personnel are up to date with operational factors and will provide relevant
ship specific training e.g. safety ,communication between ship and shore.
 We learn and retain information when learning from colleagues and others we
are working with than just “experts” in a lecture style situation.
 On board training contributes to a feeling of teamwork, support and
encouragement on board which in turn will assist in overall team spirit on
board.
 To ensure standards in competence , responsibility has to be shared by the
individual, company as well as the institution
ON BOARD SESSION TRAINING

Points to consider:
• Who is the trainee? Rank ,experience, educational level, technical
competence, cultural background, motivational level.
• What are the objectives? short term/long term, Knowledge, skill, attitude
• Which training method is most appropriate with respect to the specific
learning objective: Lecture, practical demonstration etc.
• What resources will I require: Equipment on board ,written material, video’s,
references, CBT’s

• Chose a convenient time
• Prepare the training location : ample space.
• Have a teaching plan ready
• Inform the participants well in advance about the training area, and topic.
• Build in factors to account for varying abilities, experiences etc of the
trainees.
• Recognize different cultural have varied attitudes towards teachers
ROUTINE TRAINING
• Maintaining interest in routine training e.g. fire drills and abandon ship.
• Request different people to be involved in organizing the drill
• Vary the time: some fixed and some surprise drills. Do not organize drills in
over-tie or sat/sun
• Track a record of time /performance and encourage the team to try and
improve performance
• Highlight case studies ,which illustrates the importance of drills.
• Highlight disaster stories which have an emotional impact.
• Lead from front :top 4 officers to maintain continued interest and
demonstrate their own feelings o importance of routine drills.
Task Prioritization
Emergency
Imminent threat to life, property, security or the environment. Warrants immediate
response and mitigation – but not necessarily a permanent repair.
Examples include:
• Downed electrical lines, Broken pipe line, Gas leaks or small of gas leaks,
Major equipment breakdown, Food service related deficiencies that have an
immediate impact on sanitation, Certain pest or animal control situations,
Fire Alarm sound.
Urgent
These situations pose a threat of personal injury, equipment damage, or a serious
disruption. Whenever possible, urgent work orders should be completed within 24
hours to mitigate the situation before injury occurs, equipment or property is
damaged, or the condition worsens.
Examples include:
• Non-emergency repairs / any compliance code requirements, compliance
corrective actions, safety deficiencies, temporary repairs conducted in an
emergency that pose as a threat to personal injury, no air conditioning or
heat in rooms with sensitive equipment.
Important
Work that does not fit the definition or urgent work but needs to be accomplished in
an time frame. Such work may be high profile in nature, have a short deadline
date, . usually warrants an expedited response, ideally within 24 to 48 hours.

Examples include:
• Preparing for load/discharge, Passage plan
Routine
Normal maintenance or service item that does not pose an immediate risk to
facilities, systems, equipment or components Due to increased workloads , work to
be completed within 24 hours to 30 days.
Examples include:
• Painting, Drills, Maintenance work
Not important work
That has been intentionally or unintentionally delayed due to lack of funding,
impending asset retirement, awaiting conflict resolution, long-term access issues,
or has been subject to other administrative issues or constraints.
Important and Urgent Matrix

Important activities have an outcome that leads to the achievement of your goals.
Urgent activities demand immediate attention, and are often associated with the
achievement of someone else's goals.
These are often the ones we concentrate on. They demand attention because
the consequences of not dealing with them are immediate.
Whenever confronted with something that needed to be done, ask two questions.
First, Is the task important? Second, Is it urgent?
Based on this, the task would end up in one of four categories:

Urgent and Important
Not Urgent and Important
Urgent and Not Important
Not Urgent and Not Important
First priority goes to the tasks that are Important and Urgent.
Second priority should be to spend time on important tasks that are not urgent
and only then on urgent tasks that are not important.
The tasks in the 4th quadrant, Not Urgent and Not Important should be
dropped.
When consciously filtering all incoming distractions based on their importance, you
end up doing less of the not important ones and thus become more productive in
your work.
The Important and Not Urgent quadrant is where you want to spend most of you
time. It’s a peaceful place to work on things that are important and to have enough
time to finish them.
First, only do tasks that are important. Second, plan ahead. If you look
ahead and take control of the way you spend your time, you can finish all your
tasks before they become urgent.

Maritime Security ISPS CODE
IMO:
 22nd Assembly of IMO in Nov 2001, agreed to develop new measures relating
to the security of ships and of port facilities for adoption in December 2002.
 MSC - First Extra Ordinary Session, also in Nov 2001, established an Inter-
sessional Working Group on Maritime Security (ISWG).
 ISWG - first meeting in Feb 2002.
 The outcome reported to the MSC at 75th session in March 2002.
 An Ad-Hoc group Working Group established to further develop the proposals
made.
 76th session of the MSC considered outcome of the ISWG and final version
adopted by Diplomatic Conference in 12th Dec 2002.
 The rules for Maritime Security finalized
New SOLAS Chapters:

 “Chapter XI Special measures to enhance maritime safety”, renamed as
Chapter XI-1
 New chapter added - “Chapter XI-2 Special measures to enhance maritime
security”
 There is a new Code called International Ship and Port Facility Security (ISPS)
Code (To come in force with effect from 01 JULY 2004).
ISPS code-Part A = mandatory (19 sections)

ISPS code-Part B = Provides explanation and guidance on Part A (19 sections).
Application:
The ISPS code applies to following types of ships engaged on international voyages:
 Passenger ships, incl high-speed passenger craft.
 Cargo ships, incl high-speed craft, of 500 gross tonnage and upwards.
 Mobile offshore drilling units (MODU); and
 Port facilities serving such ships.
The code does not apply to:
 Warships.
 Naval auxiliaries.
 Other ships owned or operated by a Contracting Government and used only
on Government noncommercial service.
OBJECTIVES:
 To establish an international framework to detect security threats and take
preventive measures against security incidents affecting ships and port
facilities used in international trade.

 To establish the respective roles and responsibilities of all parties concerned
at the national and international level for ensuring maritime security.
 To ensure the early and efficient collection and exchange of security-related
information.
 To provide a methodology for security assessments to have in place plans and
procedures to react to changing security levels.
 To ensure confidence that adequate and proportionate maritime security
measures are in place.
FUNCTIONAL REQUIREMENTS
 Gathering and assessing information with respect to security threats
 Requiring the maintenance of communication protocols for ships and port
facilities.
 Preventing unauthorized access to ships, port facilities and their restricted
areas.
 Preventing the introduction of unauthorized weapons, incendiary devices or
explosives to ships or port facilities
 Provides means for raising the alarm in reaction to security threats or security
incidents.
 Requiring ships and port facility security plans based upon security
assessments.
 Requiring training, drills and exercises to ensure familiarization with security
plans and procedures.
SOLAS AMENDMENTS:
Automatic Identification System (AIS):
This requirement previously adopted with implementation dates from 1 July 2002 to
1 July 2007 for ships on international voyages, has now been moved forward to not
later than the first safety equipment survey after 1 July 2004 or by 31 December
2004, whichever occurs earlier.
Ship identification number [SIN]:
Old requirement: IMO number to be permanently marked at one end of the
transverse bulkhead of machinery spaces. 100mm height (internal)
New requirement: On the bridge front, stern or on either side of the ship.
Dimensions: more than 200mm height (external) and cannot be expunged
For existing ships to be complied with not later than the first scheduled dry-docking
after 01 July 2004.
Continuous Synopsis Record (CSR)
Flag States to issue a CSR to all ships before 01 July 2004.Intended to provide an
onboard record of the history of the ship. This record will always stay on the ship
and will pass from one owner to the next and from one flag to the other.
CRS Contents:
1. The name of the Flag State(s).
2. The date(s) and Port(s) of Registry.

3. Date(s) ship ceased to be registered with particular Flag.
4. The ship’s identification number.
5. The name(s) of the ship.
6. The name of the registered owner(s) / bareboat charterer(s) and their
registered address(es).
7. The name of the Company, as per ISM Code and their address(es).
8. The name of all classification society(ies) with which the ship is classed.
9. Authority issuing DOC and name of body auditing company for issue of DOC.
10. Authority issuing SMC and name of body auditing ship for issue of SMC.
11. Authority issuing International Ship Security Certificate and name of body
auditing ship for issue of ISSC.
OBLIGATIONS/ RESPONSIBILITY OF CONTRACTING GOVERNMENTS

(FLAG/ PORT STATE):
Contracting Governments shall:
 Set security levels
 Ensure provision of security level information
 Provide point of contact for advise and assistance
 Ensure appropriate measures in place to avoid unauthorized disclosure of, or
access to, security sensitive material relating to Ship Security Assessments,
Ship Security Plans, Port Facility Security Assessments and Port Facility
Security Plans and to individual assessments or plans.
 Approval of Ship/Port Security Plan and any amendments to a previous plan
 Verifying compliance with Chapter XI-2 and ISPS Code and issuing
International Ship Security Certificate (ISSC)
 Testing of approved Security Plans
 Communicating information to IMO
 Determine which Port Facility requires PFSO who is responsible for preparing
PFSP Contracting Governments.
 Can designate or establish Designated Authorities within Government to
undertake, with respect to port facilities, their security duties.
 Can allow Recognized Security Organisations to carry out certain work with
respect to port facilities
 But acceptance and approval of this work stays with the Contracting
Government or the Designated Authority.
RECOGNISED SECURITY ORGANIZATION

When delegating specific duties to an RSO, Contracting Governments should ensure
that the RSO has the competencies needed to undertake the task.
Authorized Recognized Security Organization (RSO) may undertake the following on
behalf of the Adm.

 Approval of Ship Security Plans or amendments thereto.
 Verification of compliance of ships with the requirements of SOLAS chapter
XI-2 and part A of the ISPS Code.
 Issuing Intl Ship Security Certificate.
 RSO may also conduct Port Facility Security Assessments.
 Acceptance and approval of this work stays with the Contracting Government
or the Designated Authority.
 RSO may also conduct Port Facility Security Assessments.
 Acceptance and approval of this work stays with the Contracting Government
or the Designated Authority.
 This can include completion of a Ship Security Assessment or Plan or Port
Facility Security Assessment or Plan.
 If an RSO has assisted with the ship security assessment or plan, that RSO is
not authorised to approve that ship security plan.
 A Port or Harbour Authority or Port Facility operator may be appointed as an
RSO, provided it has the appropriate security related expertise.
The following duties or activities however, cannot be delegated to a RSO:

 Setting of the applicable security level.
 Determining which of the port facilities are required to designate a Port
Facility Security Officer and to prepare a Port Facility Security Plan.
 Approving a Port Facility Security Plan and subsequent amendments.
 Exercising control and compliance measures.
 Establishing the requirements for a Declaration of Security.
REQUIREMENTS FOR COMPANIES AND SHIPS:

 Companies and ships shall comply with the requirements of chapter XI-2 &
part A of the International Ship and Port Facility (ISPS) Code, taking into
account guidance given in Part B of the Code.
 Prior to entering a port or whilst in a port, ships shall comply with prevailing
security level set by that Contracting Govt., if that level is higher than that
set by their Flag Administration.
OBLIGATIONS/ RESPONSIBILITY OF COMPANIES:

Company shall ensure that Master has information regarding:
 Who has appointed the crew,
 Commercial operator of vessel
 Charterer and sub charterer (if any)
The Company shall establish in the ship security plan that the master has the
overriding authority and responsibility to make decisions with respect to the
security of the ship and to request the assistance of the Company or of any
Contracting Government as may be necessary.
Company shall Designate:

 A Company Security Officer for the Company, which may be for a ship or a
group of ships; and
 A Ship Security Officer for each of its ships.
THE SHIP SECURITY:

 Shall comply with the relevant requirements of the Ship Security Plan.
 It shall comply with the security level set by the Flag State.
 Ships shall respond without undue delay to any change to a higher security
level.
 Shall comply with the relevant requirements of the Ship Security Plan.
 It shall comply with the security level set by the Flag State.
 Ships shall respond without undue delay to any change to a higher security
level.
 While there may be circumstances when an individual ship may be operating
at a higher security level than the port facility it is visiting, there will be no
circumstances when a ship can have a lower security level than the port
facility it is visiting.
PORT FACILITY SECURITY:

 A port facility is required to act upon the security levels set by the
Contracting Government within whose territory it is located.
 Security measures and procedures shall be applied at the port facility in such
manner as to cause a minimum of interference with, or delay to, passengers,
ship, ship’s personnel and visitors, goods and services.
SHIP SECURITY OFFICER (SSO) Duty and Responsibilities

A Ship Security Officer shall be designated on each ship
1. Undertaking regular security inspections of the ship
2. Maintaining and supervising the SSP including any amendments to the SSP
3. Co-ordinating the security aspects of the handling of cargo and ship’s stores
with other shipboard personnel and relevant Port Facility Security Officers
4. Proposing modifications to the SSP
5. Reporting to Company Security Officer any deficiencies identified during
internal audits, periodic reviews, security inspections and verifications
6. Enhancing security awareness and vigilance on board
7. Ensuring that adequate training has been provided to shipboard personnel
8. Reporting all security incidents
9. Co-ordinating Implementation of the SSP with the company security officer
and the relevant PFSO.

10. Ensuring that security equipment is properly operated, tested, calibrated and
maintained
Members of the ships crew may be assigned security duties in support of the ship
security plan. Master has overriding authority for safety and security
COMPANY SECURITY OFFICER (CSO) Duty and Responsibilities:

1. Advising the level of threats
2. Ensuring that Ship Security Assessments are carried out
3. Ensuring the development and maintenance of the SSP
4. Ensuring that the SSP is modified as appropriate to correct deficiencies
5. Arranging for internal audits and reviews of security activities
6. Arranging for initial and subsequent verifications of the ship by the Adm. or
RSO.
7. Ensuring that deficiencies and non-conformities are promptly addressed and
dealt with
8. Enhancing security awareness and vigilance
9. Ensuring adequate training for personnel responsible for the security of the
ship
10. Ensuring effective communication and co-operation the Ship Security Officer
and the relevant PFSO
11. Ensuring consistency between security and safety requirements
12. Ensuring that the SSP for each ship reflect the specific information accurately
13. Ensuring that any alternative or equivalent arrangements approved for a
particular ship or group of ships are implemented and maintained
PORT FACILITY SECURITY OFFICER (PFSO) Duty and Responsibilities:

A Port Facility Security Officer shall be designated for each port facility (May
designate PFSO for one or more port facilities)
1. Conducting an initial comprehensive security survey of the port facility
2. Ensuring the development and the maintenance of the Port Facility Security
Plan
3. Implementing and exercising the Port Facility Security Plan
4. Undertaking regular security inspections of the port facility to ensure the
continuation of appropriate security measures
5. Recommending/incorporating modifications to the PFSP to correct deficiencies
and to update the plan
6. Ensuring security awareness and vigilance of the port facility personnel
7. Ensuring adequate training has been provided to personnel responsible for
the security of the port facility
8. Reporting to the relevant authorities and maintaining records of occurrences
which threaten the security

9. Co-ordinating implementation of the Port Facility Security Plan with
appropriate CSO and SSO.
10. Co-ordinating with security services
11. Ensuring that standards for personnel responsible for security are met
12. Ensuring that security equipment is properly operated, tested, calibrated and
maintained
13. Assisting SSO in confirming the identity of those seeking to board the ship
when requested Port facility personnel other than the PFSO may be assigned
security duties in support of the PFSP.
All shipboard and port facility personnel may have a role in the enhancement of
maritime security.
Personnel other than ship and port facility people may also have a role in
enhancement of maritime security.
Ship security alert system:

 All ships shall be fitted with a security alert system which may be combined
with existing radio installation.
 For passenger ships, tankers and bulk carriers constructed before 1 July
2004, system to be installed not later than first radio survey after 1 July
2004.
 For other cargo vessels, not later than first radio survey after 1 July 2006.
SSAS shall;
 Initiate & transmit a ship-to-shore security alert to a competent authority
designated by the Administration;
 Not send the alert to any other ships;
 Not raise any alarm on-board the ship;
 Continue the alert until deactivated and/or reset;
 Capable of being activated from the Nav. Bridge and in at least one other
location;
 Activation points to be designed to prevent inadvertent initiation of the alert.
Administrations or Contracting Governments receiving a ship security alert, shall
immediately notify the State(s) in the vicinity of which the ship is presently
operating (if appropriate.
Alternative / Equivalent security agreements:

 Allows Governments to have bilateral or multilateral agreements on
alternative security arrangements covering short international voyages on
fixed routes.
 Administrations may allow particular ship(s)/ports to have equivalent security
arrangements.

SECURITY LEVEL
In order to communicate the threat at port facility or for the ship, the Contracting
Government sets the appropriate security level :
Level 1 : Low threat situation
Level 2 : Medium threat situation
Level 3 : High threat situation
DECLARATION OF SECURITY (DOS)

A ship can request completion of a Declaration Of Security when :
1. The ship is operating at a higher security level than the port facility or
another ship it is interfacing with
2. There is an agreement on the declaration of security between Contracting
Governments covering certain international voyages or specifics ships on
those voyages
3. There has been a security threat or a security incident involving the ship or
the port facility, as applicable
4. The ship is at port which is not required to have implemented an approved
port facility security plan
5. The ship is conducting ship to ship activities with another ship not required to
have and implement an approved ship security plan
Requests for the completion of a Declaration Of Security shall be acknowledge by
the applicable port facility or ship. The Declaration Of Security shall address the
security requirements that should be shared between a port facility and a ship or
between ships and shall state the responsibility for each
An International Ship Security Certificate (ISSC)

 shall be issued by the Administration or by a Recognized Security
Organization (RSO) acting on behalf of the Administration, after the initial or
renewal verification as required by the ISPS code.
 The International Ship Security Certificate shall be issued for a period
specified by the Administration which shall not exceed five years.
 It shall be subject to an intermediate verification which shall take place
between the second and third anniversary date of the certificate.
 The intermediate verification shall include inspection of the security system
and any associated security equipment of the ship to ensure that it remains
satisfactory for the service for which the ship is intended.
 Such intermediate verification shall be endorsed on the certificate.
Records of the following activities addressed in the Ship Security Plan

(SSP) shall be kept on board for a minimum period specified by the
Administration:
1. Training, drills and exercises;
2. Communication on changes in security level;

3. Communications relating to the direct security of the ship such as specific
threats to the ship or to port facilities the ship is, or has been;
4. Internal audits and reviews of security activities;
5. Periodic review of the ship security assessment;
6. Periodic review of the ship security plan;
7. Implementation of any amendments to the plan;
8. Maintenance, calibration and testing of security equipment, if any including
testing of the ship security alert system.
Records of the following activities addressed in the ship security plan shall
be kept on board for at Least last 10 ports or as determined by the
Administration:
1. Security threats and security incidents;
2. Breaches of security;
3. Declaration of Security;
4. Security Level at last 10 ports.
Records may be kept in electronic format. In this case, they shall be protected from
unauthorized deletion, destruction or amendment.
Records shall be protected from unauthorized access or disclosure.
Records should be available to duly authorized officers of Contracting Governments
to verify that the SSP is implemented.
The Ship Security Plan is a controlled Document and approved by the flag
state. Nothing in the plan can be deleted/changed except for the contact
lists as the plan has been approved by the administration and any changes
to the basic structure have to be approved.

MLC 2006
Table of Contents
1. MLC, 2006 Preamble and Articles
2. Explanatory note to the regulations and code of the maritime labour
convention
3. Title 1. Minimum requirements for seafarers to work on a ship
4. Title 2. Conditions of employment
5. Title 3. Accommodation, recreational facilities, food and catering
6. Title 4. Health protection, medical care, welfare and social security
protection
7. Title 5. Compliance and enforcement
1. Appendix A5-I
2. Appendix A5-II:
1. Maritime Labour Certificate
2. Declaration of Maritime Labour Compliance – Part I, II
3. Interim Maritime Labour Certificate
3. Appendix A5-III
4. Appendix B5-I
1. Minimum Requirements for seafarers to work on ships

 Minimum age
 Medical certificate
 Training and certifications
 Recruitment and placement
2. Conditions of Employment
 Seafarer’s Employment Agreement
 Wages
 Hours of rest and hours of work
 Entitlement to leave
 Repatriation
 Seafarer compensation for ship’s loss or foundering
 Manning levels
 Career and skill development and opportunities for seafarer’s employment
3. Accommodation, Recreation, Food and Catering
 Accommodation and recreational facilities
 Food and catering

4. Health Protection, Medical Care, Welfare and Social Security Protection

 Medical care on board and ashore
 Ship owner’s liability
 Health and safety protection and accident prevention
 Access to shore based welfare facilities
 Social Security
5. Compliance and Enforcement
 Flag state responsibility
 Authorization of recognized organizations
 Maritime labour certificate and declaration of maritime labour compliance
 Inspection and enforcement
 On board compliance procedures
 Port State Responsibilities
 Marine Casualties
 Labour Supplying responsibilities
Application of MLC,2006 to type of vessels

MLC applies to all the registered commercial vessels regardless of the flag state
they belong to. This will also include leisure and commercial yachts, which are
engaged on international voyages besides a few exceptions as stated in their
circular discussing application of MLC on types of vessels. Vessels must be over 500
GRT to carry the MLC certificate. For vessels under 500 GRT, guidelines recommend
the vessels to be voluntarily complying with the convention and as documented by
the flag states.
Compliance requirements
The flag state administration is either doing the certifying process for the MLC
certification or a Recognized Organisation (RO) maybe entitled to carry out the
process on their behalf. The authorization may include the whole process of
submission of the DMLC, inspection and ships operational verification to issuance of
the MLC Certificate or a part of it. Classification societies or other third parties
which specialize as recognized organisations are normally the service providers on
behalf of the flag states.
Period of validity of the certificate
The MLC certificate may be issued for a period not exceeding five (5) years,
following thorough inspection and verifying the vessels meet the minimum
requirements of the MLC. To ascertain that the vessels which fly the flag of the
member states continue complying with the requirements and standards of the
convention, the competent authority of the flag may renew the certificate and
maintain a public record for the same. Ships that are newly built and ships
undergoing change of flag would also be issued with the certificate on interim or
provisional basis for periods not exceeding six (6) months.

Survey Requirements and Port State Control (PSC)

Initial survey and inspection will be followed diligently with other inspections such
as the intermediate inspection. Port State Control has the right to board any vessel
at any given point of time for verifying the compliance for MLC. The Port State
Control Inspectors are however entitled to detain the vessel not in compliance with
the MLC requirements. With regard to PSC, the compliance for MLC is mainly
subject to availability of the Declaration of Maritime Labour Compliance (DMLC), the
MLC certificate issued to the fleet and a plan implementing the MLC content
Documentation required
In short, the member states require each vessel to maintain a hard copy of the
convention at all times along with the MLC certificate, a Declaration of Maritime
Labour Compliance stating the obligations of the convention that involve working
and living conditions for the seafarers and measures to put in place for the MLC
compliance.
Documents required to be maintained onboard for Maritime Labour
Certificate (MLC 2006)
1. Declaration of Maritime Labour Compliance, Parts I and II
2. Maritime Labour Certificate
3. Recent Inspection report
4. Evidence proving that all seafarers onboard are above sixteen (16) years of
age
5. Evidence showing the crewing agencies comply with the MLC requirements
6. A Medical Certificate of maximum one year validity for seafarers under 18
years of age
7. A Medical Certificate of maximum two years validity for seafarers above 18
years of age
8. Evidence proving no dangerous work or night time work being undertaken for
seafarers under 18 years of age
9. A Seafarer’s Employment Agreement (SEA), signed by the seafarer and ship
owner or an authorized representative
10. A copy of CBA or Collective Bargaining Act and its English version
11. A valid COC or Certificate of Competency and valid training certificates for all
seafarers onboard
12. Records of training in personal safety and safety meetings held onboard
13. Records of all accidents, incidents, investigations and consequent analysis
onboard
14. Records of seafarer’s familiarisation and the records for seafarer’s rest / work
hours
Fixing up or scheduling inspections
Every Flag State is wholly responsible for ensuring that the obligations under the
MLC convention are implemented correctly onboard ships flying their flags. This
also means that the flag state is responsible for correlating the subsequent
measures related to work and living conditions and forming an efficient system for

the inspections and MLC related certifications, Flag State is also entailed to appoint
sufficient qualified inspectors for executing the certification processes.
The interval between the inspections should not exceed a period of 36 months.
Similar to the ISM and ISPS certifications, MLC also requires the inspectors to
conduct examinations, tests or enquiries to verify strict compliance to the
regulations of the convention and ascertain that the deficiencies, if any, are
remedied avoiding serious breach to standards of the convention or correspond to
considerable danger to the health, safety and security of the seafarers. The
inspectors also have the power to restrain the ship to leave port until the
deficiencies are corrected.
DMLC - Declaration of Maritime Labour Compliance, Parts I and II

DMLC means a declaration summarising the national laws or regulations
implementing an agreed-upon list of 14 areas of the maritime standard. The Flag
State of the vessel falling under the MLC 2006 will draw up a ship-specific
Declaration of Maritime Labour Compliance, Part I (DMLC I).
This document contains references to the national laws and possible flag specific
exemptions.
The shipowner / operator shall develop and implement measures to ensure

compliance with the national requirements in the ship-specific Declaration of
Maritime Labour Compliance, Part II (DMLC II). The declaration is attached to the
Maritime Labour Certificate and sets out the shipowner’s or operator’s plan for
ensuring that the national requirements implementing the Convention will be
maintained on the ship between inspections.
What is the master’s role in ensuring compliance with MLC 2006

requirements?
The master, or a person authorised by the master, shall maintain and sign the
records of seafarers’ daily hours of work or daily hours of rest.
Each seafarer concerned shall endorse his personal copy. It is the master’s
obligation to carry out on-board the ship frequent inspections to ensure that
accommodation areas and recreational facilities are safe and in a hygienic
condition.
In addition, regular inspections of the galley, storerooms, provisions and equipment

used for the handling and preparation of food shall be carried out by or under the
authority of the master.
The results of these inspections, either carried out by the master or under his
authority, shall be recorded and be available for review, which should include
evidence for follow-up and rectifications if deficiencies are found.
In any case, masters should be familiar with the requirements of the MLC 2006 and
the responsibilities with regard to its implementation.
India has ratified MLC 2006 In accordance with Standard A4.5 (2) and (10), the
Government has specified the following branches of social security: maternity
benefit; invalidity benefit and survivors’ benefit. In Force Since 09 Oct 2015

Amendments (2014) to the Maritime Labour Convention

Amendments approved by the 103th session of the International Labour Conference
at its One in Geneva on 11 June 2014.
2014 MLC Amendments will enter into force on 18 January 2017
The 2014 amendments to the Maritime Labour Convention (MLC), 2006 which
relate to financial security of seafarers in cases of abandonment (Reg 2.5), and
contractual claims for compensation in the event of a seafarer’s death or long term
disability due to an operational injury, illness or hazard (Reg 4.2) will enter into
force on 18 January 2017.
As of 18 January 2017, each ship must carry on board a certificate or other
documentary evidence of financial security to comply with these new provisions.
Information regarding contents of the certificate or other documentary evidence is
provided in the new Appendix A2-1 and A4-1. (name and address of the
provider or providers of the financial security; contact details of the
persons or entity responsible for handling seafarers’ contractual claims;)
Ship owners should amend the DMLC Part II once the relevant flag State has re-
issued the DMLC part I to address these new MLC provisions. This should be done
at the earliest opportunity, but no later than the first MLC Renewal Inspection due
after 18 January 2017 at which time these new provisions will be verified.
The ‘Declaration of Maritime Labour Compliance’ (DMLC-Part I) form is to be filled

in by the attending surveyor.
DMLC-Part I:
 identifies the topics for inspection
 lists the relevant pieces of legislation putting the Maritime Labour Convention
2006 (MLC) in place
 lists any ‘Substantial Equivalents’ and exemptions that have been granted
The second part of the ‘Maritime Labour Certificate’, this form (also known as
DMLC-Part II) is to be filled in by by the ship owner.
The surveyor must confirm that it’s genuine when the first inspection is finished.
DMLC-Part II:
 outlines what the shipowner needs to do to meet the national requirements
(the 14 items listed in Appendix A5.1 of the MLC, 2006)
 shows the measures suggested to make sure that improvement continues
 must be written in clear terms
 is designed to help everyone involved to easily check that the requirements
are being put in place properly
Shipowners with ships under a number of flags are advised to keep DMLC-Part II
generic, rather than producing one specifically for each flag state.
Sample DMLC Part II given on next pages.

Maritime Labour Certificate

Declaration of Maritime Labour Compliance – Part II
Measures adopted to ensure ongoing compliance between inspections
The following measures have been drawn up by the shipowner, named in the Maritime Labour Certificate MSF 2403 to
which this Declaration is attached, to ensure ongoing compliance between inspections.
(State below the measures drawn up to ensure compliance with each of the items in Part I)
1. Minimum age (Regulation 1.1)
2. Medical certification (Regulation 1.2)
3. Qualifications of seafarers (Regulation 1.3)
4. Seafarers’ employment agreements (Regulation 2.1)
5. Use of any licensed or certified or regulated private recruitment and placement service (Regulation 1.4)
6. Hours of work or rest (Regulation 2.3)
7. Manning Levels for the ship (Regulation 2.7)

8. Accommodation (Regulation 3.1)
9. On-board recreational facilities (Regulation 3.1)
10. Food and catering (Regulation 3.2)
11. Health and safety and accident prevention (Regulation 4.3)
12. On-board medical care (Regulation 4.1)
13. On-board complaint procedures (Regulation 5.1.5)
14. Payment of wages (Regulation 2.2)
15. Financial security for repatriation (Regulation 2.5)
16. Financial security relating to ship owner’s liability (Regulation 4.2)
I hereby certify that the above measures have been drawn up to ensure ongoing compliance, between inspections, with the
requirements listed in Part I.
Name of shipowner ¹

Company address
Name of the authorized signatory
Title
Signature of the authorized signatory Official Stamp
Date
The above measures have been reviewed by Maritime and Coastguard Agency, an Executive Agency for the Department
for Transport and, following inspection of the ship, have been determined as meeting the purposes set out under Standard
A5.1.3, paragraph 10(b), regarding measures to ensure initial and ongoing compliance with the requirements set out in
Part I of this Declaration.
Name
Signed
Date Official Stamp
Marine Office
¹ Shipowner means the owner of the ship or another organization or person, such as the manager, agent or bareboat
charterer, who has assumed the responsibility for the operation of the ship from the owner and who, on assuming such
responsibility, has agreed to take over the duties and responsibilities imposed on shipowners in accordance with this
Convention, regardless of whether any other organizations or persons fulfil certain of the duties or responsibilities on behalf
of the shipowner.

Ship Handling - Definitions & terminology
Advance Described by that distance a vessel will continue to travel ahead on her
original course while engaged in a turning manoeuvre. It is measured from that
point at which the rudder is placed hard over, to when the vessel arrives on a new
course 90° from the original.
Air Draught That measurement from the waterline to the highest point of the
vessel above the waterline.
Anchor Coming Home The action of drawing the anchor towards the ship as
opposed to pulling the ship towards the anchor.
Anchor Warp A steel wire hawser length, usually attached to a short length of
anchor chain or directly onto the anchor for warping the vessel ahead or astern.
Baltic Moor Acombination mooring of a vessel alongside the berth which employs a
stern mooring shackled to the offshore anchor cable in the region of the ‘ganger
length. When approaching the berth, the offshore anchor is deployed and the
weight on the cable and the stern mooring act to hold the vessel just off the quay.
Beaching The term used to describe the act of the ship taking the ground
intentionally. It is a considered action if the ship is damaged and in danger of being
lost.
Bitter End That bare end of the anchor cable which is secured on a quick release
system at the cable locker position.
Bollard Pull An expression which is used in charter parties to grade the capacity of
a tug and its efficiency. The bollard pull is assessed by measurement, against the
pulling capacity of a tug, as measured by a dynamometer. The thrust, or force
developed is known as ‘Bollard Pull’ and is expressed in tonnes. It is useful for
marine pilots to assess the wind force affecting the ship against the available
‘bollard pull’.
Brought Up An expression used to describe when the vessel is ‘Brought Up’ to

the anchor, when the anchor is deployed and holding. The scope of cable is
observed to rise and fall back in a catenary indicating that the vessel is riding to her
anchor and not dragging her anchor.
Cavitation A physical phenomena experienced in the region of a rotating propeller

and its supporting structure. The cause is generally an air bubble flow which is non-
uniform, associated with the water flow from the propeller action. Extensive
cavitation effect can give rise to excessive corrosion in the propeller area of the
vessel.
Drag An effect which opposes the ship’s forward motion and can be caused by
shell/hull friction, rudder action or appendages extending from the hull, effectively
reducing the ship’s speed. The term is also used to describe a ship dragging its
anchor.
Drawing the Anchor Home A phrase which describes pulling the anchor home
towards the ship as opposed to pulling the ship towards the anchor.

Drop an Anchor Underfoot The action of letting go a second anchor at short stay.
It is usually done to reduce the ‘Yaw’ or movement by the ship about the riding
cable. It tends to act as a steadying influence to oscillations by the ship when at a
single anchor.
Ganger Length A short length of anchor cable set between the anchor crown ‘D’
shackle and the first joining shackle of the cable. The length may consist of just a
few links which may or may not contain a swivel fitting.
Girding a Tug The action of pulling on a towline at right angles to the fore and aft
line of the tug, in a manner likely to cause a capsize motion on the tug. Alternative
term is ‘girting’.
Gob Rope (Alt., Gog Rope) A strong rope (or wire plus heavy shackle) set over
the tow line of a tug. Its function is to bowse the towline down towards the aft end
of the tug, so changing the direction of weight on the tug. Its function is also to
reduce the risk of the tug being girted and caused to capsize.
Grounding A term used to describe when a ship touches the sea bottom
accidentally. It occurs generally through poor navigation and the lack of underkeel
clearance. The severity of any damage incurred will depend on the speed of striking
and the nature of the ground that the vessel contacts.
Headreach That distance that the vessel will move ahead after the engines have
been stopped and before the ship stops steering.
Interaction A term which describes the behaviour of a ship when it is influenced

by either a fixed object like the proximity of the land or another vessel passing too
close. There are several types of interaction (see squat) all of which are undesirable
and tend to cause movement of the vessel outside the influences of the controller.
Joining Shackle A single specialized shackle that joins two shackle lengths of
cable. The most common joining shackle employed is the ‘kenter shackle’ but
‘D’lugged joining shackles are also employed for the same purpose.
Let Go An expression which describes the release of the anchor from the windlass
braking system. With the advent of heavier anchors being installed on larger
vessels fewer ships are actually ‘letting go anchors’. The modern tendency is to
‘walk back’the anchor cable under full control.
Long Stay An expression which describes the line of cable when the vessel rides to
an anchor; the line of cable being observed as a line near parallel to the water
surface. Compared to short stay, where the angle of cable is at an acute angle to
the water surface.
Lubber Line Areference mark usually found on the inside of the compass bowl in
line with the ship’s head. Employed with the steering of the vessel.
Mediterranean Moor A ship’s mooring which allows the vessel to be secured to

the quay by stern moorings while the bow is held fixed by deploying both bow
anchors. The mooring is suitable for non-tidal waters, like the Mediterranean Sea.
Pivot Point That position aboard the vessel about which the ship rotates when
turning. In conventional vessels the ‘pivot point’ was approximately one third
(1⁄3) of the ship’s length, measured from forward, when moving ahead. The

position of the pivot point will change when going astern and with the types of ship
construction.
Riding Cable That anchor cable which is secured to the up-tide anchor that takes
the weight of the vessel when the ship is positioned in a standing or running moor.
Rogue Wave A descriptive term meaning an exceptionally large wave. Recent

research has shown that these are not as isolated as previously thought and in fact
may occur in many geographic locations in any of the world’s oceans.
Shackle (i) A shackle length of anchor cable is defined as a length of anchor cable
equal to 15 fathoms (90 feet or 27.5 metres). The number of shackles carried by
vessels differs with the size of ship and trade; (ii) Shackle is a term which describes
an individual fitment extensively used in anchorwork, but not excluded to just
anchorwork. There are many types of shackles in operation, not all in the marine
industry. Examples of shackles include: mooring shackles for securing ships to
buoys; joining shackles for joining anchor cable lengths; anchor shackles for joining
cable to anchor shanks.
Smelling the Bottom A term which describes a vessel with little underkeel
clearance where the keel is close to the sea bottom. The flow of water around the
hull disturbs the silt and will usually cause the water astern to be stained by the
mud.
Stopping Distance Defined as the minimum distance that a vessel may be seen to
come to rest over the ground. The distance is usually determined from a ship’s
trials when the vessel is new. Test runs will normally provide the stopping distance:
(a) from full ahead after ordering the main engines to stop; (b) from crash full
astern (emergency stop).
Tactical Diameter That greatest diameter scribed by the vessel when commencing
and completing a turning circle.
Up and Down A term used to describe the direction of the anchor cable being at
right angles to the water surface.
Walk Back An expression used to describe the paying out under control of a
mooring line or anchor cable.
Warping The action of moving the ship by means of the ship’s mooring lines.
(Engines not usually being employed to move the vessel.)
Hull growth
Where a vessel is frequently in port or operating in a river, it is highly probable that

the hull will attract weed and similar organic growth. This provides additional
resistance to the hull’s movement through the water and, unless regularly cleaned
off in dry dock, could eventually cause a reduction in speed performance. This
growth may also include barnacles attaching to the hull and to the propeller(s) –
causing additional resistance which would affect propeller rotation speed and
subsequent fuel burn.

Indentation hull damage
During a ship’s life, landing and berthing alongside docks and quaysides tend to
take a toll on the smoothness of the hull’s lines. Such damage will affect the water
flow around the hull, and further resistance to passage through the water will be
encountered. Although seemingly minor at the time, this type of hull damage can
and does accumulate over a period of time, which can again directly affect the
ship’s performance.
Manoeuvring information
It is now recommended that manoeuvring information in the form of a ‘Pilot

Card’, ‘Bridge Poster’ and ‘manoeuvring booklet’ should be retained on board
ships. Such information should include comprehensive details on the following
factors affecting the details of the ship’s manoeuvrability, as obtained from
construction plans, trials and calculated estimates.
Turning circle – definitions and features

Once trials of a new ship are complete, operators will need to know how the vessel
can expect to perform in a variety of sea conditions. The ship handler, for instance,
should be aware of how long it will take for a vessel to become stopped in the
water from a full ahead position or how far the vessel will advance in a turn.
Turning circles and stopping distance (speed trials) provides such essential
information to those that control today’s ships.
Advance – Defined by the forward motion of the ship, from the moment that the
vessel commences the turn. It is the distance travelled by the vessel in the
direction of the original course from commencing the turn to completing the turn. It
is calibrated between the course heading when commencing the turn, to when the
vessels head has passed through 90°.
Transfer – Defined by that distance which the vessel will move perpendicular to
the fore and aft line from the commencement of the turn. The total transfer
experienced during a turn will be reflected when the ship’s head has moved
through a course heading of 180°. The amount of transfer can be calibrated against
the ship’s change of heading and is usually noted at 90° and 180°.
Tactical diameter – Is defined by the greatest diameter scribed by the vessel from
commencing the turn to completing the turn.
Final diameter – Is defined as the internal diameter of the turning circle where no
allowance has been made for the decreasing curvature as experienced with the
tactical diameter.

Influences on the turning circle

Modern day ships are built with a variety of manoeuvring aids. The previous
example is unusual in that it had triple controllable pitch propellers. However, many
ships are still being constructed with a righthand fixed propeller. Generally
speaking, such vessels would turn tighter to port than to starboard, although
weather conditions on the day of trials could influence this. Other factors will affect
the rate of turn and size of the actual circle, namely:
a) Structural design and length of the vessel
b) Draught and trim of the vessel at the time of trials
c) The size and motive power of machinery employed
d) Distribution and stowage of any cargo
e) Whether the ship is on even keel or carrying a list
f) The geographic position of the turn and the available depth of water
g) The amount of rudder angle applied to complete the turn
h) External forces effecting the drift angle.

Structural design and ship’s length
Generally speaking, the longer the ship, the greater the turning circle. The type and
surface area of the rudder will also have a major influence in defining the final
diameter of the circle, especially the clearance between the rudder and the hull.
The smaller the clearance between the rudder and the hull, the more effective will
be the turning action.
Draught and trim
The deeper a vessel lies in the water the more sluggish will be her response to the
helm. However, where a vessel is in a light condition and at a shallow draught then
the superstructure is more exposed and would be more influenced by the wind. The
trim of the vessel will influence the size of the circle considerably. Ships usually
trim by the stern for ease of handling purpose but it should be noted that if the
vessel was trimmed by the head during the turn the circle would be distinctly
reduced.
Motive power
The relationship between power and the ship’s displacement will affect the turning
circle and can be compared with a light-speed boat against a heavy ore carrier; the
acceleration of the light-speed boat achieving greater manoeuvrability. Also, for the
rudder to be effective, it must have a flow of water passing it. Therefore, the
turning circle will not be increased by a great margin with an increase in speed
because the steering effect is increased over the same common period.
Distribution and stowage of cargo
Ships’ trials are generally conducted on new ships and cargo stowage on board is
rarely a factor to consider. However, if cargo is on board the vessel would respond
more favourably if the loads could be stowed in an amidships position as opposed
to in the extremities of the vessel. Where loads are at the ends of the vessel, any
manoeuvre would be sluggish and slow in response to helm action.
Even keel or listed over
It would normally be expected that a new vessel completing sea trials would be on
an even keel throughout, but such a condition cannot be guaranteed once the ship
is in active service. In the event that the vessel is carrying a list when involved in a
turn she can be expected to make a larger turn when turning towards the side
carrying the list. The opposite holds good when turning away from the listed over
side and tends to make a reduced turning circle.
Available depth of water
Turning circles for trials should always be carried out in deep water. Shallow water
would be expected to cause a form of interaction between the hull and the sea bed
causing the vessel’s head to yaw and it becomes more difficult to steer. Shallows
could affect response time and so cause an increase in the advance and the
transfer of the circle.
Rudder angle
A prominent feature of any turning operation and one where the optimum rudder
angle is that which will cause a maximum turning affect with the reduced amount of

drag. Where a large rudder angle is employed the turning circle would be tighter
but it would be accompanied by a considerable loss of speed.
Drift angle and influence forces
When helm is applied and the bow responds, the stern of the vessel will traverse in
an opposing direction. The resulting motion is one of a sideways movement at an
angle of drift. When completing the turning circle, the stern of the vessel is outside
the turning circle, while the bow area is inside the circle. In the majority of cases, it
is the pivot point of the vessel which describes the perimeter of the turning circle.
Squat – ship’s response

The behavior of a ship in shallow water, where the forces of buoyancy are reduced,
can expect to be totally different to the behavior of the same ship in deeper water,
where the buoyancy forces will have a much greater affect. Factors affecting the
actual value of squat will vary considerably but could expect to include any or all of
the following:
1. Draught/depth of water ratio. A high ratio equates to a greater rate of squat.
2. The position of the longitudinal centre of buoyancy (LCB) will determine the
trimming effect and have a direct relation to the squat value.
3. High engine revolutions can expect to increase stern trim.
4. The speed of the vessel is related to the value of squat in that the value is
influenced by speed². The faster the ship moves the greater the squat value.
5. The type of bow fitted effects the wave making and pressure distribution on
the underwater volume.
6. The length/breadth ratio can cause an increase or decrease of the squat

value, i.e. short-tubby ships tend to squat more, than the longer narrow
beam vessel.
7. The breadth/channel width ratio affects the squat value. A high ratio causing
an increased value of squat.
8. Vessels with a large block coefficient Cb will experience greater effects from
squat.
9. Greater effects of squat are experienced when a vessel is trimmed by the bow
than by the stern.
Evidence of squat
The indication that a vessel is experiencing squat will show from the steering being
affected. Waves from the ship’s movement will probably increase in amplitude and
the wake left by the vessel will probably be mud stained. Some vibration may also
occur with a decrease in speed and a reduced rpm.

Windlass and anchor arrangement
The design of modern vessels, especially wide beam ships, has moved more
towards separate windlass arrangements as opposed to a single centre line
windlass. Separate windlass systems are suitable for Roll On–Roll Off ferry type
ships which carry a ‘Bow Visor’ system, where a centre line windlass would be
inappropriate. Hawse pipes are set well aft to permit adequate clearance for any
visor operation and the design generally means that the hawse pipes themselves
are at a steeper lead, compared to the conventional anchor stowage designs.
Securing the ‘Bitter End’
Current regulations require that chain cable can be slipped from a position external
to the locker and the bitter end attachment is achieved by a tapered draw bolt
system or other similar slip. This version (below) is seen where the cable passes
through the side bulkhead of the chain locker.
Releasing the bitter end of the anchor cable while the vessel is in active service
would be considered an extreme action. Mainly because without two working bow
anchors, the vessel would be considered un-seaworthy for the purpose of marine
insurance. The cable would only be released by this method if the ship was in a dire
emergency situation. However, it should be realized that the slipping of the bitter
end is a regular feature of many dry dock operations and is usually carried out to
allow the chain locker to be cleared for maintenance purposes and/or for inspection
of the anchor cable itself, including the slipping arrangement.

The anchor plan
An anchor plan should be established between the interested parties, namely: The
Ship’s Master/Captain or Offshore Installation Manager (OIM), the Officer in
Charge (OiC) of the anchor party, or the Master of Anchor Handling Vessel (AHV).
It would be expected that these key personnel would inform relevant crew
members through an established chain of command, regarding relevant criteria. In
the construction of any anchor plan the following items must be worthy of
consideration:
1. The intended position of anchoring of the vessel.
2. The available swinging room at the intended position.
3. The depth of water at the position, at both High and Low water times.
4. That the defined position is clear of through traffic.
5. That a reasonable degree of shelter is provided at the intended position.
6. The holding ground for the anchor is good and will not lend to ‘dragging’.
7. The position as charted is free of any underwater obstructions.
8. The greatest rate of current in the intended area of the anchorage.
9. The arrival draught of the vessel in comparison with the lowest depth to ensure
adequate underkeel clearance.
10. The choice of anchor(s) to be used.
11. Whether to go to ‘single anchor’ or an alternative mooring.
12. The position of the anchor at point of release.
13. The amount of cable to pay out (scope based on several variables).
14. The ship’s course of approach towards the anchorage position.
15. The ship’s speed of approach towards the anchorage position.
16. Defined positions of stopping engines, and operating astern propulsion (Single
Anchor Operation).
17. Position monitoring systems confirmed.
18. State of tide ebb/flood determined for the time of anchoring.
19. Weather forecast obtained prior to closing the anchorage.
20. Time to engage manual steering established.
When anchoring the vessel, it would be the usual practice to have communications
by way of anchor signals prepared for day and/or night scenarios. Port and harbour
authorities may also have to be kept informed if the anchorage is inside harbour
limits or inside national waters.
NB. Masters, or Officers in Charge, should consider that taking the vessel into an
anchorage must be considered a Bridge Team operation.
Fundamental principle of anchoring, is that it is the weight of cable and the
lay of the ‘scope’ that anchors the vessel successfully, not just the weight
or design of the anchor.
Amount of anchor cable to use (single anchor)
The experience of the Master will always influence the amount of anchor cable to be
employed for a single anchor operation. Most masters would work on the premise
that 4 times Depth of water would be considered as the absolute minimum. The
nature of the holding ground, the range and strength of tide, the current and
expected weather conditions will all be factors that influence the optimum scope.
The intended time period of staying at anchor would be a further factor. When all
the variables are considered the Master would still probably add another shackle
length for luck and ship security.
Clearly the available swinging room must reflect the scope of cable and keep the
vessel clear of surface obstructions. Consideration of the amount of cable to use
would be made well before the approach is made to the anchorage; the amount
being established following a chart assessment of the intended anchorage and an
assessment of all variable factors which could affect the safety of the vessel. The
use of a comprehensive anchor plan in the form of a checklist could be seen as
beneficial and is considered good practice within some shipping companies.
Operational safety when anchoring
Certain precautions when anchoring may seem obvious to the experienced seafarer.
However, when dealing with five (5), ten (10) or twenty (20) tonne plus anchors,
complacency can be the seaman’s worst enemy. Routine operations should
therefore include the following items:
1. Always check that the overside surface area is clear of small craft or other
obstructions under the flare of the bow, at the intended area of letting go the
anchor.
2. Routine operations should provide adequate time to walk the anchor back
clear of the ‘Hawse Pipe’, prior to actually letting go.
3. Designated, experienced persons should operate the windlass and braking

system. They should also be protected by suitable clothing including ‘hard
hat’ and ‘eye goggles’.
4. All parties to the operation should have inter-related communications. These

should be tested prior to employing the ship’s anchors. In the case of
‘walkietalkie’ radios being used, these should operate on a clearly
identified shipboard frequency and seen not to interfere with other local
shipping operations.
5. The marine pilot or ship’s Master who has the ‘con’ of the vessel should
be continually informed as to the ‘Lead of Cable’ and the number of
shackles in use. It would also be expected that the Officer in Charge of the
anchor party would keep the bridge informed of any untoward occurrence,
e.g. fouled anchor or windlass/power defects.
6. All recognition and sound signals should be employed promptly and correctly
to highlight the status of the vessel.

NB. It is expected that, when anchors are to be deployed, a risk assessment would
be conducted prior to involving personnel and operating deck machinery.
In the event that overside work is required in conjunction with the anchor
operation, a ‘permit to work’, must be completed in addition to the risk
assessment.
Detection of dragging anchor

One of the fundamental principles of the anchor watch is to ensure that the vessel
does not break her anchor out and drag away from the anchor position. To this end,
the weather conditions, state of currents and tides should be continuously
monitored throughout the watch period.
Normal procedure for the watch officer at anchor would be to regularly verify the
ship’s position. Where dragging is suspected, the ship’s position would be
expected to change. Such movement may be ascertained by any or all of the
following methods:
1. Check the anchor bearings of the fixed landmarks. These references should
be retained on the chart during the period of the anchorage; they should also
be entered in the ship’s deck logbook. If they are changing, the ship’s
position is changing and the vessel must be assumed to be dragging.
2. Obtain an immediate positional check from the GPS operation, to ensure that
the instrument co-ordinates correspond to the Latitude and Longitude of the
ship’s anchored position. Any discrepancy in position, the vessel must be
assumed to be dragging its anchor.
3. Engage the variable range marker of the ship’s radar onto a fixed land
object. If the range between ship and landmark opens or closes then the
vessel can be assumed to be dragging its anchor.
4. Direct observation and hand contact with the anchor cable may give further
indication that the ship is dragging its anchor. Adragging anchor would
usually generate excessive vibration through the length of the cable, which
could also indicate dragging (depending on the nature of the holding ground).
NB. Watch officers should not leave the navigation bridge unattended and, if
checking anchor cable by this method, should wait to be relieved by the master or
another watch officer.
5. A hand lead over the bridge wing with the lead on the sea bed. If the vessel
was dragging its anchor the lead of the line to the lead would stretch forward
towards the position of the anchor, indicating that the ship was dragging its
anchor.
6. The use of beam transit bearings is also considered as a good indicator that
the vessel may be dragging her anchor. However, the use of transits alone
should not be accepted as being totally reliable, and would normally be used
in conjunction with other methods of ascertaining movement in the ship’s
position.

Vessel dragging towards own ship
(It must be anticipated that the ship’s Master would take the ‘conn of the
vessel’, for such an incident.)
It is not unusual for vessels to share a common anchorage, and the additional
concern for any Master or watch officer would also be to monitor movement of
other ships in and around the anchorage. Where weather or tidal conditions are
tenuous the possibility always exists of another ship breaking its anchor out and
dragging towards your own position. Such an occurrence would be somewhat out of
your control and the very least that an individual can do is raise the alarm and draw
attention to the other vessel(s) of the developing situation. There is no one
affective method to draw the attention to a vessel dragging its anchor. The scenario
may be in daylight or during the hours of darkness and as such the methods to
highlight the danger must include any or all of the following:
1. Raise the effected vessel ‘by name’ on the VHF radio, to advise of the
movement (VHF should not be employed without station identification).
2. Give five or more short and rapid blasts on own ship’s whistle.
3. Give five or more short flashes on own ship’s signal lamp, directed to the
effected ship.
4. Display the signal ‘RB 1’ in the international code to signify: ‘You appear
to be dragging your anchor’ (by day).
5. Employ the ship’s searchlight, directed towards the vessel dragging her
anchor.
Used in conjunction with Regulation 36 of the COLREGS.
Action by own vessel when a ship is seen to be dragging towards your own position
would be dependent on the time available to take action. The ship’s engines would
be expected to be on ‘stop’ and ready for immediate manoeuvre, should they be
required. Steaming over your own anchor cable may become a necessity to avoid
contact with the vessel dragging. Alternatively, placing the rudder hard over could
give the vessel a sheer to angle one’s own ship, away from a position of contact.
Cable operations of either shortening or veering ones own ship’s anchor cable may
provide sufficient clearance to avoid contact. To this end an anchor party should be
placed at a state of readiness as soon as the situation is realized.
Should the incident occur in conditions of poor visibility, vessels may also give an
additional signal of ‘one short, one prolonged, one short’ blasts, to give warning
of her own position to other vessels.
Your own vessel is faced with limiting options as the weight of anchors and cables
deployed at the fore end will generally restrict vessel movement. An astern motion
would also place excessive strain on cables and steaming over the cable would
probably be seen as a preferable option, if considered necessary to engage engines
to avoid contact.

Dragging the anchor
Once anchored and ‘brought up’, the main danger for the vessel’s security is
probably from dragging her own anchor(s). This detrimental situation is virtually
always caused by a change in the natural weather conditions or current/tide
changes, assuming that the vessel was correctly anchored in the first place.
Dragging would normally be detected by the Officer of the Watch, at anchor and
standing orders would invariably include instructions to call the ship’s Master as
soon as the movement is confirmed.
Many ship handlers have a policy to cater for a vessel dragging her anchor and the
usual form would be for the scope to be increased, with the view that the additional
weight in cable will cause the anchor to dig itself in again. Alternatively, a second
anchor may be used, at short stay, to provide added weight at the fore end and
reduce pitch on the vessel. The scope on the second anchor could also be increased
if the need arose and the vessel was observed to continue to drag anchor.
Any of these options are worthy of merit, especially if the weather is known to be
abating, but this fact cannot be guaranteed at the onset. The disturbing influence,
causing the vessel to drag could well be increasing and the actions taken to initially
protect the safety of the ship could well work against the well being of the vessel.
The disadvantage of the above actions is that they all restrict the manoeuvrability
of the vessel in the event that the weather conditions become so bad that the
vessel is left with the only option but to heave up anchors and cables and run for
open water.
Adding additional scope to a single anchor will not necessarily stop the ship from
dragging, and would most certainly increase recovery time when weighing anchor.
Letting go a second anchor, underfoot with or without increased scope, would cause
further delay and may incur constraints on the windlass, especially if the handling
gear is old. Recovering one anchor in bad weather conditions may prove difficult,
while attempting to recover two anchors, plus cable, may become just too
demanding. Masters would invariably have to resort to using the ship’s engines to
ease the weight on the cables and may find themselves restricted to recovering one
anchor at a time.
NB. In all cases of bad weather, the ship’s engines should be kept available for
immediate use and the weather conditions should be continually monitored.
The Master should have the ‘con’ of the vessel and the anchor party should be
retained on ‘stand-by’ while conditions give reason for concern.
Emergency use of anchors

Vessels make use of their anchors as a matter of routine as and when required.
However, there are occasions when they are required in emergency situations.
Some examples of these could be experienced if the vessel had to beach and run
into shallows, or hold off a ‘lee shore’ in the event of engine malfunction (not
that anchors are designed to hold the total weight of the vessel).
Where a ship might have to break her own cables – as with a foul hawse – then
such action would be considered as an incident which leaves the vessel vulnerable

until the situation is rectified. Similarly, a vessel with a fouled anchor may not be
able to deploy both bow anchors and, therefore, in certain circumstances may be
considered unseaworthy, until the foul is cleared.
Anchor work operations are, by their very nature, heavy duty type activities for
crew members and it is important that persons in charge of such incidents and
emergencies are conscious as to the safety requirements that are necessary to go
along with such demanding work. Risk assessments prior to carrying out any
operation should be considered as standard practice.
Deep water anchoring

Taking a ship to anchor in deep water is not usually conducted as a matter of
choice and Masters, Pilots and Officers in Charge of vessels intending to anchor
should be concerned with anchoring in a safe manner. It is normal practice when
anchoring, to employ a minimum scope of four (4) times the depth of water. Where
excessive depth is present such a minimum may, by necessity, become increased,
bearing in mind that a new windlass would have the capacity to lift 3.5 shackles of
cable, plus the weight of the anchor, when in the vertical. Older equipment could
expect to lead to a degree of lesser efficiency on the cable lifter.
In every case of deep water anchoring, the anchor MUST be placed in gear and
walked back all the way to the sea bed assuming that it is at a lesser depth than
3.5 shackles. Clearly, any length over and above this could well fall outside the
control of the braking system of the windlass and the capability to recover the cable
length and the anchor. Under no circumstances should the anchor be ‘Let Go’.
Such action in deep water could well cause the brake system to burn out and leave
the windlass without control.
NB. An exception to the above would only arise in the event that the vessel was in
immediate danger of being lost. In which event, sacrifice of the anchor and cable
length would be seen as an acceptable exchange for the well being of the ship.
Anchoring the vessel in ice conditions

The general advice on deploying anchors when inside ice conditions is: do not
anchor. Choose any other alternative, but do not anchor if another option is
present. Clearly, no Ship’s Master would willingly wish to put an anchor down in
heavy ice, but it is not considered good practice in any ice condition. The adversity
to deploying anchors in ice stems from the experience of those who have tried in
the past. Accumulation of surface ice between the hull and the anchor cable, where
it breaks the surface, can be considerable. Large floes can become wedged and
cause not only ice build up around the anchor cable but also down the side of the
vessel.
If the vessel is nipped at one end, namely the bow, ice concentrations will not
freely work themselves past the stern of the vessel and could accumulate down the
ship’s side. Such accumulations of possibly large ice floes along the side and in
the vicinity of the cable could expect to generate concentrated weight against the
ship.
This weight in itself could cause the cable to part with excessive strain, or at the
very least, come to play on the anchor and cause it to break out. Dragging anchor

at any time is not a good experience, dragging anchor in ice conditions must be
considered particularly hazardous.
Where anchors and windlasses are being employed in extreme cold climates it is
always advisable to leave the windlass running during periods of non-use, to ensure
machinery does not freeze up. Prior to entering ice regions, it is always considered
prudent to ensure that pipelines are adequately lagged with insulation, especially
pipes leading to deck machinery like mooring winches and windlasses.
Anchor parties, if required, are usually going to be exposed to extreme climates if

the anchors are to be deployed. Such conditions, even when men are adequately
clothed in protective, insulated wear, are not ideal and working conditions on
slippery decks must be seen as a continuous hazard. If anchoring can be avoided,
avoid it. You do not expose the crew, and the risk of problems with a fouled or
frozen anchor is eliminated.
Alternative to use of anchors could be to revise route planning and/or adjust speed
so as not to arrive at the necessity to anchor. A second alternative would be to
steam up and down, hopefully in clear open waters away from ice infestation. A
third option would be to consider a lay-by berth, but such an action could incur Port
and harbour dues.
Clearing the foul hawse – (breaking and dipping cables)

Procedure
1. Heave up on both anchor cables to bring the foul turns visible above the
surface of the water.
2. Lower the ship’s boat and lash the two anchor cables together, with a
manila rope lashing, in a position below the turns.
3. Pass a preventer wire, on a bight, through the sleeping cable and secure on
deck (the preventer is rigged as a safeguard against loss of the chain end, a
24 mm wire minimum, is recommended for use with the average size of
anchor).
4. Walk back on the sleeping cable to bring the next joining shackle on deck
forward of the windlass.
5. Pass an easing wire from the warping drum to a shackle position on the
sleeping cable. Position and rig separate dipping wires from each bow.
6. Break the joining shackle on deck and pay out the easing wire to lower the
chain end, clear of the ‘hawse pipe’.
7. Pass the dipping wire from the bow in opposition around the riding cable and
shackle to the broken chain end. Lead the dipping wire to a second warping
drum and heave the wire and the chain end around the riding cable, slacking
back on the easing wire.
8. Continue to heave on the dipping wire to bring the end of cable on deck and it
will be observed one half turn of the foul has been removed. Detach the
easing wire, leaving it in position in the ‘hawse pipe’, ready to recover the
chain end once all foul turns have been removed.
9. Continue to use alternate dipping (easing) wires to remove each half turn of
the foul.
10. With the last half foul turn remaining in the cables, re-secure the easing wire
from the hawse pipe and heave the broken chain end up on deck for
reconnecting the joining shackle.

11. Once the chain is re-joined clear the preventer.
12. With the aid of a manhelper and knife secured to the end, cut the manila
lashing to separate the cables. It would be beneficial to put strain on the
lashing by increasing the tension on the anchor cables.
13. Recover the boat and secure the forward mooring deck.

Heavy weather precautions (general cargo
vessel) open water conditions
Stability
Improve the ‘GM’ of the vessel (if appropriate)
Remove free surface elements if possible
Ballast the vessel down
Pump out any swimming pool
Inspect and check the freeboard deck seal
Close all watertight doors.
Navigation
Consider re-routing
Verify the vessel’s position
Update weather reports
Plot storm position on a regular basis
Engage manual steering in ample time
Reduce speed if required and revise ETA
Secure the bridge against heavy rolling.
Deck
Ensure life lines are rigged to give access fore and aft
Tighten all cargo lashings, especially deck cargo securings
Close up ventilation as necessary
Check the securings on:
Accommodation Ladder
Survival Craft
Anchors
Derricks/Cranes
Hatches
Reduce manpower on deck and commence heavy weather work routine
Close up all weather deck doors
Clear decks of all surplus gear
Slack off whistle and signal halyards
Warn all heads of departments of impending heavy weather
Note preparations in the deck logbook.
NB. When a ship has a large GM she will have a tendency to roll quickly and
possibly violently (stiff ship). Raise ‘G’ to reduce GM. When the ship has a small GM
she will be easier to incline and not easily returned to the initial position (tender
ship). Increase GM by lowering ‘G’. Ideally, the ship should be kept not too tender
and not too stiff.

The Masters/Chief Officers of vessels other than cargo ships should take account of
their cargo, e.g. containers, oil, bulk products, etc., and act accordingly to keep
their vessels secure. Long vessels, like the large ore carriers or the VLCC, can
expect torsional stresses through their length in addition to bending and shear force
stresses.
Re-routing to avoid heavy weather should always be the preferred option whenever
possible. If unavoidable, reduce speed in ample time to prevent pounding and
structural damage to the vessel.
Bad weather conditions – vessel in port

The possibility of a vessel being in port, working cargo, and being threatened by
incoming bad weather is of concern to every ship’s Masters. Where the weather
conditions are of storm force as, say, with a tropical revolving storm (TRS), it would
be prudent for a vessel to stop cargo operations, re-secure any remaining cargo
parcels, and run for open water. Remaining alongside would leave the vessel
vulnerable to quay damage. Provided the weather deck could be secured, the
vessel would invariably fare better in open waters than in the restricted waters of
an enclosed harbour.
In the event that the vessel cannot, for one reason or another, make the open sea,
the vessel should be either moved to a ‘Storm Anchorage’, if available, or
wellsecured alongside. It is pointed out that neither of these options is considered
better than running for open waters.
Storm anchorage – if the ship is well sheltered from prevailing weather and has
good holding ground, this may be a practical consideration with two anchors
deployed and main engines retained on stand-by.
Remaining alongside – increase all moorings fore and aft to maximum
availability. Lift gangway, and move shore side cranes away from positions
overhanging the vessel. Carry out and lay anchors with a good scope on each cable,
if tugs are available to assist. Ensure that engines and crew are on full stand-by, for
the period when the storm affects the ship’s position.
In every case, cargo and weather decks should be secured and the vessel’s
stability should be re-assessed to provide a positive GM. Free surface effects should
be eliminated where ever possible. Statements of deck preparations should be
entered in the logbook, weather reports should be monitored continuously and the
shore side authorities should be informed of the ship’s intentions.
NB. Where the intention is to run for open waters, the decision should be made
sooner rather than later; for a vessel to be caught in the narrows or similar channel
by the oncoming storm, could prove to be a disastrous delay.
Synchronized rolling and pitching

Rolling
Synchronized rolling is the reaction of the vessel at the surface interacting with the
‘period of encounter’ of the wave. This is to say that the period of the ship’s roll
is matching the time period when the wave is passing over a fixed point (the
position of the ship being at this fixed point). The clear danger here is that the

ship’s roll angle will increase with each wave, generating a possible capsize of the
vessel. The period of encounter and the increasing roll angle can be destroyed by
altering the ship’s course – smartly.
This scenario is always caused by ‘beam seas’ generating the roll and the Officer
of the Watch would be expected to be mindful of any indication of the vessel
adopting a synchronized motion. The Officer of the Watch would react by altering
the course and informing the Master, even if the condition is only suspected.
Pitching
This condition is again caused by the ship interacting with the surface wave motion
but when the direction of the ‘sea’ is ahead; the movement of the vessel being
to ‘pitch’ through its length, when in head seas. The danger here is that the
period of wave encounter matches the pitch movement and the angle of pitch is
progressively increased. Such a condition could generate violent movement in the
fore and aft direction, causing the bows to become deeply embedded into head
seas.
The condition can be eliminated by adjusting the speed (reducing rpm) to change
the period of wave encounter. It is not recommended to increase speed as this
could generate another condition known as ‘pounding’. This is where the bow
and forward section are caused to slam into the surface of the sea, such motion
causing excessive vibration and shudder motions throughout the ship. This latter
condition can cause structural damage as well as domestic damage to the well
being of the vessel.
Pooping
A condition which occurs with a following sea when the surface wave motion is
generally moving faster than the vessel and in the same direction. The action of
pooping takes place when a wave from astern lands heavily on the after deck
(poopdeck). The size of the wave, if large, may expect to cause major structural
damage and/or flooding to the ship’s aft part.
With the direction of the sea from astern, some pitching motion on the vessel can
be expected and the following sea generally makes the vessel difficult to steer, with
the stern section experiencing some oscillations either side of the track.
PRECAUTIONS TO BE TAKEN BEFORE APPROACHING HEAVY SEAS AND

STRONG WIND
(" All actions are to be carried out keeping the view of Shipping Seas and
Safety of Personnel on deck.")
Action on Bridge:
1. Inform Master.
2. Inform Engine Room.
3. Verify position.
4. Try out manual steering.
5. Secure all moving objects on the Wheel house.
6. If visibility reduces put additional look out.

7. Try out Fog signal.
8. Try out Pneumatic whistle.
9. Obtain the latest weather messages. Observe barometer.
10. Continuous update of weather messages.
11. Check the path of the storm.
12. If state of sea increases change over Steering Manual mode.
13. Reduce speed to decrease the effect of forces on ship.(Panting,
Pounding/Pitching etc,)
14. Check for the surging of RPM if so reduce the speed accordingly.
15. Restricted Visibility - increase ‘watch level’,
16. Follow the conduct of Vessel during restricted visibility.
17. Revise Estimated Time of Arrival (ETA).
18. Make entry in log book.
19. If required re- route the vessel.
Action on Deck: (The below mentioned action are to be carried out well before
sailing, however are to be re-checked,if situation permit.)
1. Re-check and secure Cargo lashing.
2. Add additional lashing if required. Tighten the break.
3. Secure Anchor lashing, Put additional lashing as required.
4. Secure House pipe.
5. Secure Spurling pipe (To be cemented)
6. Avoid Free Surface effect.
7. Batten all hatches, Carry out inspection for tightness.
8. Close all Booby Hatches, Doors on the deck.
9. Rig up ‘safety line’ if necessary.
10. Crew should not use weather-ward side of the ship if heavy shipping.
11. Close all sounding pipe properly.
12. Check all suppers are opened and clear.
13. Turn the ventilators inwards.
14. Check and tighten the lasing of ‘Accommodation Ladder’.
15. Secure the lashing of loose objects.
16. Inspect the Securing arrangements of life boat and life rafts.
17. Report to bridge everything secure.
Action inside Accommodation Area:

1. Secure movable objects in Galley and Pantry.( It is better to avoid use of
frying pan, preparation of oily dishes etc during rough weather. The menu
can be changed accordingly to meet the preparation of the meal).
2. Secure Hospital, Cabins, stores below deck and above deck.
3. Secure all port holes, Dead lights and Doors.
4. Secure all moving objects to reduce the sound pollution too.
5. Employ crew away from weather zone.
6. Improve the cleanliness of the inside compartment so that the man power
can be utilized in a better way more over they are away from the bad
weather zone..
7. Report to bridge everything secure.

Dry Dock Practice
Types of Dry Docks
Elevator Dry Dock – A descriptive term to describe a synchro-lift or a hydro-lift

system of docking vessels by a process of elevating them above the surface of the
water.
Floating Dock – A mobile dock space which is constructed extensively of

watertight tanks and a suitable pumping system. The unit has the flexibility in that
it can be towed to different locations to permit the docking of ships. The principle of
operation is that the tanks are flooded to submerge the dock area, which allows the
vessel to float inwards.
Once correctly aligned, the dock’s tanks can be pumped out to cause the dock area
with the ship to rise, thereby lifting the ship clear of the surface. Floating docks
have the benefit of being able to be listed or trimmed to suit the aspects of
damaged vessels which are unable to achieve an even keel status.
Graving Dock – A permanent, rigid structure used for docking ships.
The Graving Dock
A permanent dock built in stone or concrete.* It is accessible at one end from the
sea by which vessels can enter inward for the purpose of repair, inspection or
cleaning. The seaward end is closed off by a dock gate called a ‘caisson’. Once the
vessel has entered the dock area the water in the dock is subsequently pumped
out, lowering the vessel onto pre-arranged blocks.
The term ‘graving’ originates from the practice of ‘graving a ship’s bottom’ –
namely, the burning away of weed and sea water growth. The practice became
dated with the advance in steel hull ships and development of anti-fouling
protective paints. However, ships still need to routinely go into dry dock to
complete survey work and carry out essential maintenance which cannot be carried
out while the vessel is in a seagoing condition.
The advantage of the graving dock is that it has permanency and with that goes all
the facilities of dock administration, workshops, local labour source, and regular
supplies by shoreside services. The disadvantage of this type of dock is that it
cannot be trimmed, as say with a floating dock. As such it may not be capable of
accepting every type of damaged vessel, which may not be on an even keel, onto
horizontally laid blocks. Most graving docks generally are limited to accommodating
only one vessel at a time, because of length and being serviced by a single caisson.
The side walls of the dock are usually stepped and where distortion stresses may be
encountered, or where the vessel being docked is narrow beamed, side shores can
be deployed from the ‘side steps’ (known as ‘alters’) into the ship’s sides. The side
shores (wale shores), made of timber baulks, are designed to prevent hull
movement and the possibility of toppling from the keel blocks occurring. If used,
these shores are tightened at the dock sides by wedges preventing any movement.
The shipboard ends of shores are secured by gantlines passing over the ship’s
gunwales and being secured on deck.

The floor of the dock is flat, but is constructed on a slight incline. The flat surface is
suitable for the use of vehicles such as forklift trucks or mobile platforms. The
incline, known as the ‘Declivity of the Dock’, tends to assist drainage of the flood
water when the dock is being pumped dry as well as reducing the critical period
when a vessel is being docked.
Synchro-Lift Docking Operations
The ‘synchro-lift’ method of docking must be considered as probably one of the

most modern styles of docking a ship within the marine industry today. It is
certainly one of the most flexible, in that it does not occupy the dock space and
subsequently does not deny the use of the facilities to other vessels wishing to
dock. These up-to-date facilities can subsequently dock and handle a greater
number of vessels at any single time without having the operation compromised
with a single ship occupation of the dock.
They do have their limitations, however, in that they tend to have a maximum
lifting capacity, as compared with the larger graving docks which can accommodate
ships in excess of 500,000 d.w.t. Another concern would also be for loaded vessels
which would be affected by a lack of ability to place shores around the hull when in
an open parked, docked scenario. Increased stresses from cargo load could clearly
cause excessive hull distortion in such circumstances and would necessitate almost
certain discharge of cargo from the larger vessel, prior to docking being allowed.
Against the disadvantages are considerable advantages which go along with

multiple dockings. A regularly employed workforce is always available and
desirable, working on several ships over an indefinite period of time. Working
constraints and time schedules are independent to individual ships, whereas with
two or more ships docking in a single graving dock, each depends on the needs of
the other before flooding can take place.
The type of docking park that follows the lifting element tends not to have the
constraints of the enclosed graving or floating docks which are in more common
use.
The hull is clearly more exposed and more accessible by all manner of
vehicles/cranes etc., as well as presenting a lighter and cleaner environment for
shipboard operations. This said, many slip operations present the same open aspect
for exposed hull operations, but tend generally not to have the capacity or ability to
accommodate the needs of the larger ship.
There is clearly more to go wrong and increased maintenance with a synchro-lift

operation than with a floating or graving dock. The platform and the numerous
lifting winches, together with the side pull winches, as well as the caisson, all
require regular maintenance schedules. Lack of such schedules would clearly bring
about a cessation of docking operations very quickly and the loss of confidence of
potential customers.
The synchro-lift is here to stay and has moved the docking of ships into another
era. No doubt new and future designs will further increase lifting capacity to rival
the bigger graving docks.

Meanwhile they continue to provide the flexibility of multiple dockings at single sites
for conventional tonnage around the world.
Floating Dock Activity
Floating docks, because of a generally restrictive size, have a tendency to cater for
the smaller tonnage and specialist type vessels. This is not to say that some of the
larger floating docks do not have the capability to offer docking facilities to larger
tonnage vessels, but they are not usually occupied by the VLCC/ULCC class of ship.
The small coasters, dredgers, fishing vessels, research vessels, etc. are the more
usual customers for the floating docks.
The ability of the floating dock to be towed into alternative locations is a distinct
advantage and one that has often been employed within the salvage field. They are
also regularly employed in association with the larger shipyard facility to provide
continuous working for secondary vessels, while at the same time keeping the
larger docking feature readily available for the ‘big’ order option. Having said all
this, it should be remembered that they are continually immersed as a working unit
and the floating dock itself often requires to be ‘dry docked’ for essential
maintenance, to ensure continuous operations.
Entering Ships into Dry Docks
Prior to a vessel entering a dry dock it would be usual practice for the company or
the Master of the ship to ensure that the manager of the intended dry dock is
furnished with the necessary documentation in order to prepare the dock itself to
receive the ship on arrival. The essential details would be the ship’s general
particulars together with the dry dock plan of the vessel (often referred to just as
the ‘docking plan’).
En route to the dock, communication between ship and dock manager would
establish the draughts and trim that are required for a normal routine entry. Where
entry is to be made when the vessel is in a damaged state, the required draughts
and trim may not be possible to attain. In such a case, the damaged vessel would
either probably be designated to a floating dock, where the dock can be trimmed to
suit the angle of the hull, or directed to a lay-by berth where corrective action may
be possible to reduce any list, to suit a practical docking pattern.
When controlled entry into a dock is to take place, the ship’s Master would ensure
that the following actions are taken:
1. Turn stabilisers into their stowed position (if any).

2. Withdraw any engine room bottom speed logs into the stow position.
3. Lower any cranes or derricks to the stowed seagoing position.
4. Place all hatch covers and athwartships beams into position to ensure
continuity of strength throughout the length of the vessel.
5. Complete any ballast operations to satisfy the docking requirements
regarding list and trim.
6. Reduce any free surface activity within tank levels where possible.
7. Obtain ‘wet soundings’ as well as ‘on the block’ dry soundings.

The Chief Officer would expect to have all documentation readily available and
ensure that the dock manager is in possession of an up-to-date defect list for the
operations once inside the dock.
Comprehensive log statements should clearly indicate all prior procedures

conducted by the ship leading up to and inclusive of entering the dock.
Note. Where it is intended that a ship is to enter a dry dock with cargo on board, it
should be realised that the additional weight of cargo will not be a feature of the
docking plan. As such, if cargo is on board, additional shores and/or bilge/keel
blocks may be required to prevent weight stresses causing undesirable distortion
affecting the hull.
Docking With Cargo on Board
For a vessel to have to enter dry dock in a loaded state is highly undesirable
because of the enormous stresses that would be brought to bear on the hull of the
vessel once taking the blocks.
It is far more acceptable for the ship to go to a ‘lay-by’ berth and discharge all or
part of her cargo. Clearly the action of loading and discharging by reason of
entering a dry dock is extremely costly and ship owners as well as shippers would
not be pleased with such a situation. The act of handling the same cargo a second
time, as in the case of damage to the vessel, could expect to invoke ‘General
Average’.
This said, the situation is envisaged that a ship could most certainly find herself
bound for dry dock with cargo on board. As such, the Chief Officer must ensure that
a copy of the Cargo Plan is handed to the dock administration prior to arrival at the
dock.
This will allow the positioning of additional blocks and shores to be set in way of the
additional cargo weight, prior to the ship being docked. This could well be a case
where side shores are engaged at more regular intervals than the norm.
The main concern for both ship’s personnel and the dry dock administration is to
ensure that excessive load stresses caused by the sheer weight of cargo do not
cause buckling or bulging of the hull. At the same time side shores and the bottom
blocks should be sufficient in number and correctly placed, so as to avoid
‘indenting’ of shell plate.
Special cargoes such as hazardous parcels should be clearly identified to the dock
authority and if possible kept in isolation from any dock operations. Inflammable
goods should also be readily identified and, if required, monitored by a fire-watch
or patrol system during the period of dry dock. Personnel effects and/or valuables
should whenever possible be landed ashore for the period of dry dock, with the
view to re-loading once departing the dock. Alternatively, a lock-up, secure stow,
with the added watchman facility, must be considered as the order of the day.
The main concerns for ships with cargo on board can be summarised into the
following categories:
1. Heavy loads generating unwelcome stresses to the hull of the vessel.

2. Inflammable and hazardous goods increasing the fire risk.
3. Security to prevent pilferage and/or damage to cargo parcels.
The alternative is to discharge cargo prior to docking. This action would be costly,
especially if transhipment is involved. Any vessel which has no other choice than to
enter a dry dock with cargo on board must anticipated excessive stress damage to
the hull in areas in way of the heavy cargo parcels on board. Docking with cargo on
board is still considered an unnecessary risk to both ship and cargo and should be
avoided.
Dry docking with full cargo onboard:

Followings things to be considered while docking with full cargo:
 Vessel is subjected to more severe stress and strains than normal dry dock.
 Uneven distribution of weight.
 Additional weight of the vessel
 Unable to achieve required draft for entering
 Certain extra precautions to be taken.
Following actions to be considered if practicable, before entering:
 Discharge cargoes at port facility

 Transship cargo
 Press up the DB tanks beneath the holds.
 Distribute the weight of the cargo evenly over the inner bottom.
 Avoid local loading.
 Inform yard about cargo's characteristics, cargo plan and weight distribution
in respective holds.
 All cargoes onboard properly lashed, secured.
 Communicate with yard with respect to extra shores or keel/bilge blocks.
 Vessel upright, minimize free surface effect, adequate stability, trimmed as
per yard's requirement.
 Stand-by and prepare fire fighting equipments for repair and adjacent areas.
Procedures:
 Not possible for normal dry docking.

 Damage or repair works in a suitable position.
 Leave the vessel partly waterborne.
 Reduce the reactions on the blocks.
 Reduce the tendencies of hogging.
 Reduce the tendencies of sagging.
Log Book Entries – Entering Dry Dock (Assumed Graving Dock)
A typical, routine docking operation would expect to include log accounts of all
activities leading up to and including the docking procedure.
1. Tugs engaged at rendezvous position.

2. Vessel proceeding towards open lock (usually under pilotage).
3. Line ashore forward.

4. Line ashore aft.
5. Tugs dismissed.
6. Moorings carried up port/starboard.
7. Stern clears gates.
8. Vessel stopped making headway inside the dock.
9. Dock gates closed.
10. Moorings adjusted to align ship fore and aft.
11. Moorings checked to hold vessel in align with docking bobs.
12. Dock pumps commenced pumping out dock water.
13. Block contact made and vessel enters critical period.
14. Vessel sewn on blocks fore and aft.
15. Side shores passed to port and starboard.
16. Residual water cleared from dock.
17. Gangway access landed between shore and ship’s side.
18. Gangway safely rigged and walkable.
19. Pilot dismissed.
20. Pumping of the dock complete and dock floor walkable.
Any additional tasks that are undertaken while the dock water is being pumped out
would also be noted in the log book, e.g. cleaning and scrubbing round of the hull
by work punts in the area of the waterline, as the dock water level falls.
A separate record of tank soundings would be recorded in the tank-sounding book

of a complete set of ‘on the block soundings’. These would be taken as soon after
the vessel is ‘sewn’ on the blocks.
Note: Although the gangway access is provided by the dock authority, the
responsibility for rigging and ensuring safe access remains the prerogative of the
ship’s Master.
Chief Officer’s Expected Duties (Entering Dry Dock)
The Chief Officer of a Merchant vessel has always been assumed to be the working
manager of the ship, answerable to the Master.
In the same vein a ship’s Master would normally give the Chief Officer
acknowledgement of his/her rank to carry the work of the dry dock forward.
It would be expected that the Chief Officer’s duties would include most of the
following:
Prior to entry into the dock:
1. Sound round all internal tank soundings (wet soundings) before entering the
dry dock.
2. Communicate with the dry dock manager regarding the vessel’s draught and
trim to suit the dock construction.
3. Prepare all necessary documentation which may be required to complete the
docking operation and the expected work load inside the dock.
4. Calculate that the ship has adequate positive stability to withstand the
expected ‘P’ force that will affect the vessel when taking the blocks. The GM
should be large enough to compensate for a virtual rise in ‘G’ once the keel
touches the blocks and the vessel enters the critical period.

5. To enhance the positive stability, all slack tanks and subsequent free surface
effects should be either ‘pressed up’ or alternatively pumped out if possible.
(Clearly the state of fuel oil tanks and similar commodity tanks may prove
impractical to change status.)
6. Any repair list should be completed and kept readily on hand, to pass over to
the dry dock authorities.
7. All utilities required should be ordered in ample time to be supplied to the
ship on docking.
8. All store rooms, toilets and ship’s compartments should be locked for the
purpose of security and any loose gear should be stowed away before
entering the dock.
9. Rig fenders around the vessel before entry into the dock.
10. Plug and secure all upper deck scuppers to reduce the risk of pollution.
Cargo Vessels
 Lower all derricks or cranes before approaching the dock.

 Ensure all beams and hatches are in the stowed position to ensure continuity
of strength throughout the vessel’s length.
 If docking with cargo on board, order additional shores/blocks to support the
additional weight of cargo.
 Valuable cargo, if on board, should be given lock-up stow with security in
place. Alternatively discharge valuables at a lay-by berth or via agents.
Note: A vessel with cargo on board may have to go to a lay-by berth to discharge
cargo before being allowed to enter the dry dock.
Tanker Vessels
 Have the vessel certified as gas free before entry into the dock.
Ships/Company Documentation Required for
Dry Docking
It is considered normal practice for the ship to liaise with company officials to
ensure that the correct documentation is on hand for the availability of the dry dock
authorities. Copies of essential ship’s plans may be required by the dry dock prior
to the arrival of the ship and, as such, company procedures would establish
delivery from a head office of such essential paperwork, independent of the ship.
The ship’s Chief Officer would, however, normally prepare the following items:
1. The dry dock plan.

2. The general arrangement plan.
3. The shell expansion plan.
4. The ship’s fire-fighting facility plan.
5. The tanking arrangement and distribution of commodities.
6. The plug plan. (This may be incorporated into the dry dock plan.)
7. The Chief Officer’s repair list.
8. The ship’s stability information.
9. The ship’s general particulars.
10. Gas free certificate (tanker vessels).

11. Cargo plan and manifest if docking with cargo on board.
12. Rigging plan (cargo vessels).
13. Relevant certificates, subject to effecting survey work.
Depending on whether the ship is being docked for emergency repairs or just
routine maintenance schedules will depend greatly on the relevant documentation
and the respective number of copies of relevant plans required. For example, if a
vessel which has grounded, with bottom damage, is to be docked, it would not be
unusual to have numerous copies of, say, the shell expansion plan readily available.
Virtually all dry docks have the facility to reproduce large blueprint plans on
demand, provided an original can be supplied by either the Chief Officer or the
company.
1. Dry Dock Plan
A large plan containing an outline of the ship’s bottom hull. Any appendages which
extend from the hull area are included within the plan to ensure that damage is not
incurred to such fittings as bilge keels or echo sounder positions when taking the
blocks.
The main function of the plan is to show the distribution of the blocks and shores
which are expected to support the ship once inside the dock. A plug plan for the
vessel’s tanking system may sometimes be incorporated within the dry dock plan,
but not always. Alternatively the ship would carry a designated ‘plug plan’,
highlighting the positions of the tank plugs to allow these to be located and drawn
to permit selected tank drainage.
2. General Arrangement Plan
A large plan which provides the location and description of all the ship’s
compartments within an outline of the ship’s profile. It is usually copied by dry dock
authorities for distribution to contractors to ensure work is carried out in the correct
location.
This is a particularly functional document on large passenger vessels, where

exceptionally high numbers of cabins exist over numerous deck levels. Other main
features of the general arrangement plan highlight the working spaces and
storeroom facilities aboard the ship, together with the means of passage to effect
location. Machinery, cargo and crew accommodation are prominent features,
together with information on the ship’s general particulars.
3. Shell Expansion Plan (Lines Plan)
A large plan and probably the one which is most widely employed, especially where
a vessel is docking with hull damage. It is usually presented as a two-dimensional
diagram and is commonly used to identify individual plate areas. The shell
expansion of older tonnage included consecutive frame numbers from aft to forward
while the strakes were lettered alphabetically up from and inclusive of the garboard
strake.

4. Fire Arrangement Plan
The ship will be required to produce and keep readily available the fire arrangement
plan for use by dock authorities and/or emergency services. This plan indicates the
positions of all the shipboard fire-fighting equipment inclusive of fixed total flood
systems, fire stations and the main water fire main with its relevant hydrant
positions.
The problem with fighting fires aboard ships in dry dock is that the supply of water
as a fire-fighting medium is not as readily available as when the vessel is at sea.
The possible need and use of the international shore connection may therefore play
a role in connecting a shoreside supply to pressurise the ship’s mains.
5. Tank Arrangement
The ship’s tank area is depicted in the general arrangement plan of the ship, but a
separate plan view of the outline and disposition of ship’s tanks is also kept on
board the vessel. Such a plan would show the designation of fresh water tanks, as
opposed to ballast water tanks, together with fuel oil and lubricating oil tanks.
Special tanks such as stabilising tanks and/or deep tanks may also be indicated as
appropriate.
It would be normal practice to have all tanks ‘sounded’ prior to docking taking place
and such soundings are labeled as ‘wet soundings’ while the hull is still afloat. A
further set of soundings would be made as soon after the vessel is ‘sewn’ on the
blocks and these are known as ‘on the block soundings’.
Note: The purpose of such attention to detailed sounding information is to ensure

that the vessel is returned to a similar state of stability when refloating of the
vessel takes place, on departing the dock.
6. Plug Plan
This is a plan which is not always carried by every vessel as the plug positions are
often depicted within the dry dock plan. Where a separate plug plan is carried, its
function is to show the location of the tank drain plugs located on the exterior of
the hull.
Chief Officers would normally expect to supervise and take charge of the drawing of
any of the ship’s tank plugs. Such plugs are usually drawn to facilitate drainage of
the tank with the view to inspection, cleaning or replacing contaminated fluids.
In March 1995, the IMO drew attention to the environmental threat from oil
pollution and specifically referred to oil pollution inclusive of tank cleaning in
connection with dry docking and operations involving bilge and fuel oils.
7. Chief Officer’s Repair List
This tends to be an ongoing listing that is commenced by the ship’s Chief Officer
once the vessel has left dock, in preparation for when the ship docks again. It is
usually started off by listing any work that has not been completed at the previous
docking schedule and subsequently added to, as major works arise which will need
docking facilities. Most ships would submit two repair lists, one from the Chief

Officer to ensure all deck work is attended to, while the other is from the Chief
Engineer of the vessel, to ensure that engine room requirements are also satisfied.
It would be normal practice to specify any survey work required, as if this is left
unfinished due to, say, time constraints, then the vessel might be left without
correct certification and prevented from sailing. Minor repairs of a non-survey
nature may often be put off to a more suitable time or place, but essential survey
work must be carried out and monitored.
The function of the repair lists is to allow ship’s personnel to monitor the ongoing
work in the dry dock and by so doing protect the ship owner’s interest. To this end,
most officers of the ship would be issued with a copy of the repair list with various
tasks by which they are delegated to monitor progress. Such listings may be
accompanied by a spares/catalogue number as appropriate, when known. They are
also often endorsed with relevant remarks which may be directly related to the
listed task (see example list).
Additional items which may also accompany such a defect list would possibly be a
paint/coverage listing. This is usually arranged mutually between the company
marine superintendent and the Chief Officer, in conjunction with a paint company
representative.
Surface preparation instructions would normally accompany a paint specification list

and include minimum time for drying before recommended immersion time.
8. Stability Information
It is likely that from the onset of a dry docking operation, the Chief Officer will
require reference to the ship’s statutory stability information carried on board the
vessel. Such information may be in booklet format or more commonly found in a
series of separate plan-type documents. These would include the following items:
1. A full copy of the ship’s general particulars and general arrangement plan.
2. A metric conversion table.
3. The ship’s deadweight scale.
4. General notes on stability features.
5. Hydrostatic particulars.
6. Capacity plan.
7. Centre of gravity of tanks display.
8. Notes on free surface movement.
9. Curve of statical stability.
10. Damage stability information
11. Condition sheets.
12. Cross curves with examples.
Note: It would be normal practice that a full record of ‘on the block soundings’
would also be kept available with the above information to provide the disposition
of tank contents and levels. A sounding record book is the usual format.
Departing the Dock
Leaving any dry dock is always a critical time, especially for the shipboard
personnel. The act of re-floating must be carried out after a full stability

assessment has been made by the ship’s Chief Officer. This assessment must
produce a positive GM to ensure flotation from the blocks will take place and not
allow the vessel to slip from the blocks. To this end, all internal tanks would be
sounded and brought to a similar state corresponding to the set of ‘on the block
soundings’ that were obtained when the ship entered the dock.
Any undesirable free surface in tanks should be eliminated where possible to avoid
reducing the ship’s GM.
The Chief Officer would carry out a formal inspection in the dock before flooding of
the dock takes place. He would be expected to check that any tank plugs that have
been drawn have been replaced and are sighted secure. During such an inspection
attention would be paid to ensure all survey work has been satisfactorily completed
about the underwater hull section. No ship’s equipment would be left in the dock
and all personnel must be known to be clear of the dock floor, prior to signing the
Authority to Flood Certificate.
The gangway would probably be landed by use of dockside cranes as the final act,
prior to the commencement of flooding. Ship’s personnel would be on stations fore
and aft to tend moorings, as the vessel floats from the blocks and is held in the
flooded dock space. Once the caisson is open and clear, the vessel can be expected
to move from the dock under its own power or by tug assistance.
Many vessels, especially new builds, could expect to move towards a lay-by berth in
order to finalise fitting-out procedures and conduct any trials before being handed
back to the owners. The use of the lay-by berth acts to clear the dock area and free
the space for other scheduled or emergency work coming to the shipyard complex.
Sea trials would be required for new builds and vessels which have had extensive
refits.
Regular and/or Routine Tasks in Dry Dock
1. Clean the ship’s bottom, which could include high-pressure water or grit
blasting.
2. Paint and recoat the underwater area and boot topping of the hull.
3. Clean and paint the chain locker.
4. Range and inspect the anchors and cables.
5. Inspect and re-pack all underwater stuffing boxes.
6. Overhaul all underwater valves.
7. Inspect stabilisers (fins) for corrosion and operational quality.
8. Renew sacrificial anodes as and where appropriate.
9. Examine rudder and propeller arrangement. (Survey requirements must be
satisfied with the tail end shaft.)
10. Clean all sea water intakes and straining arrangements.
11. Inspect and paint draught marks, plimsoll line and freeboard markings.
12. Clean and polish propeller(s).
13. Check clearances around propeller and rudder fittings.
14. Draw tank plugs relevant to tank draining schedule.
15. Clean fresh water tanks as appropriate.
16. Inspect bow thrust units and monitor corrosion or damage effects, implement
corrective action if required.
17. Inspect windlass and renew brake linings, if required.
18. Renew pipe lagging and flange gaskets as required.

19. Conduct any general steel work repairs, i.e. flame cutting or welding.
20. Carry out general repairs to deck and engine room.
The above task list is by no means exhaustive and would be specifically enhanced
by the requirements of surveys under the Harmonised System of Surveys –
particularly from Safety Equipment survey, Rigging survey, Safety Ship
Construction survey and Engine Room and Machinery surveys. It is usual for both
the ship’s Chief Engineer and Chief Officer to submit defect lists for their respective
departments. Such lists would inevitably be scrutinized by the company
superintendent in an attempt to keep costs down.
Chain Locker and Anchor Operations in Dry Dock
One of the most regular operations in the dry dock environment is concerned with
the inspection and survey of a ship’s anchors and cables. Associated with this are
various other tasks that can only be conducted when docking and these are listed
as follows:
1. Range cables in the dock – required for survey and inspection.

2. Clean the chain locker and pump out the mud box.
3. Paint out the chain locker with bitumen paint or equivalent.
4. End for end working shackle lengths if necessary.
5. If changing shackle arrangement, re-mark cable.
6. Break kenter joining shackles for inspection.
7. Surveyor to inspect anchors and cables.
8. Locate, sight and inspect anchor accessories.
9. Inspect and test cable lifters of windlass or cable holders.
10. Inspect and test the slipping arrangement of the bitter end.
11. Inspect, clean and re-grease anchor securing arrangements as appropriate.
12. Re-paint and check markings on shackles.
Anchors and Cables Survey
In the event that a survey is due, the Anchors and Cables Certificates would be
required by the surveyor. The surveyor would expect to sight the overall condition
of anchors and would be concerned with any excessive wear on the cables. He may
or may not order cables or shackle lengths to be ‘end for ended’ to ensure uniform
wear and tear throughout the length of the cable. (Up to 11% deterioration in the
diameter of the bar that the link is made from is permitted by Lloyds before the
cable will be recommended for renewal.)
Ranging Cables for Inspection – It is normal practice to inspect the anchor

cables of a vessel in dock. To this end the cables are ‘ranged’ in the bottom of the
dock. Not only will this action clear the locker of all the chain but at the same time
permit maintenance inside the locker itself.
The ranging of the cables is achieved by means of a powered vehicle on the bottom
of the dock which tows the chain in flakes along the floor of the dock while the
windlass is walked back under controlled conditions. Once satisfactorily ranged, it
permits easy inspection of all the joining shackles and allows inspection throughout
the full length of the cable. External calipers are employed by an inspector to
measure wear and tear on the cable itself. If excessive wear is found on the cable
(usually on the shackle lengths next to the anchor), then ‘end for ending’ may take

place, where three or four shackles are moved from a front end position to the
bitter end. Chief Officers are advised that if this operation takes place it would
necessitate re-marking of the anchor cable, throughout its length.
Chain Locker Cleaning – This is an ideal time for the Chief Officer to inspect the
condition of the chain locker itself. The opportunity to clean out the mud box is
usually taken at this time, as well as cleaning and re-painting the locker with a
protective paint like bitumastic. Attention would be given to the condition of the
gratings which cover the mud box, especially if they are of the wooden variety, as
these are extremely susceptible to damage in cable operations and damp
conditions.
Cable Accessories – Most Chief Officers would take the dry dock period to also
inspect cable accessories such as the securing arrangements, devils claw, bow
stopper and similar cable holding devices. Any mooring shackles retained on board,
swivel pieces, and spare joining shackles or link adaptors would also warrant
inspection. Joining shackles within the cable length itself may also be split for
inspection on the floor of the dock and, if found in good condition, reassembled.
Windlass Inspection – The operational condition of the ship’s windlass(es) is an

essential item of equipment which could directly influence the safety of the vessel.
The windlass would normally be fully inspected during a dry dock period with
special attention being paid to the replacement of brake linings. Close inspection of
the location pins in the floating end of the band brake, together with the
effectiveness of the braking system, would be high priority. Any corrosion or
suspect condition of the cotter pins within the brake system would generate cause
for concern and these could be replaced comparatively easily, inside a dry dock
environment.

The Inclining Experiment
Ship’s stability calculations not only rely on the ship’s geometry but also on the
knowledge of where the ship’s centre of gravity (G) is positioned. Although the
distance of G from the keel can be ascertained for various conditions that the ship
may be in, it is essential that it is accurately known for one specified ship condition.
To this end, the need to carry out an inclining experiment becomes necessary and
from this, two facts should become known: a) the displacement; and b) the position
of G in a known ship’s condition.
The environment of the dry dock is ideal for performing such a stability check. The
experiment involves moving weights across the vessel when in still water. While the
vessel is in dock, it is usually in its light condition, the water is still and the facilities
for moving known weights are readily on hand.
Conditions for Carrying Out the Inclining Experiment
1. The vessel should be upright.

2. The moorings should be slack, allowing the vessel to be inclined without
restraint.
3. The vessel should be in still water conditions.
4. The density of the water should be known.
5. There should be no free surface action inside the ship’s tanks.
6. The contents and weights of all the ship’s compartments should be known.
7. Calm weather conditions should prevail.
8. The vessel should be clear of all unnecessary personnel.
9. The light condition displacement should be known from the builders.
10. The fore and aft draughts and the mean draught should be noted.
Purpose of the Inclining Test
The inclining test is carried out to find the lightship KG at the lightship
displacement. It is sometimes known as a ‘controlled list experiment’. By
conducting the experiment by means of a series of weight shifts, the GM of the
vessel can be ascertained under the test condition. This GM value can then be
compared with the ship’s KM to obtain the vessel’s KG value.
KM – GM = KG
Experiment Preparations
The ship in an upright position, in its light condition, is fitted with a wire plumb line
suspended from a high point on the transverse centre line. The ‘plumb bob’ on the
end of the line is set into a horizontal trough of light oil or other viscous substance
to dampen the movement of the plumb bob, once the vessel is inclined.
Fastened to the edge of the trough is a graduated scale batten, measured in

millimetres. The inclining weights are then placed on board, preferably by the
dockside cranes. These weights are usually fitted with a wheel platform to assist
movement on board the vessel, throughout the period of the experiment. Finally,
all non-essential persons are sent ashore and the gangway is landed.

COSWP - Code Of Safe Working Practices for
merchant seamen
 The code of safe working practices is intended primarily for merchant seamen
engaged on UK registered vessels.
 Copy of this code must be carried broadly on all UK registered ships as per
British Merchant shipping regulations.
 The code is concerned with improving health and safety on ships and
addressed to everyone sailing on board. The code provides
recommendations, guidelines and procedures with respect to various
shipboard operations concerning the health and safety of the crew..
 The code is concerned with improving health and safety on ships and
addressed to everyone sailing on board. The code provides
recommendations, guidelines and procedures with respect to various
shipboard operations concerning the health and safety of the crew..
The code is arranged in sections. 5 Sections
Introduction
Gives the regulatory framework for health and safety on board ships.
Section 1
Is largely concerned with safety management and statutory duties underlying the
advice in the remainder of the code.
Section 2
Begins with a chapter setting out the areas should be covered in introducing a new
recruit to the safety procedures on board. It goes on to explain what individuals can
do to improve their personal health and safety.
Section 3
Is concerned with various working practices common to all ships
Section 4
Covers safety for specialist ship operations
Section 5
Appendices

Table Of Contents of COSWP
Section 1:
 Chapter 1: Risk assessment

 Chapter 2: Health Surveillance
 Chapter 3: Safety officials
 Chapter 4: Personal protective equipment
 Chapter 5: Safety signs
 Chapter 6: Means of access & safe movement
 Chapter 7: Work equipment
Section 2:
 Chapter 8: Safety induction

 Chapter 9: Fire precautions
 Chapter 10: Emergency procedures
 Chapter 11: Security on board
 Chapter 12: Living on board
 Chapter 13: Safe movement
 Chapter 14: Food preparation and handling
Section 3:
 Chapter 15: Safe systems of work

 Chapter 16: Permit to work system
 Chapter 17: Entering enclosed or confined spaces
 Chapter 18: Boarding arrangements
 Chapter 19: Manual Handling
 Chapter 20: Use of work equipment
 Chapter 21: Lifting plant
 Chapter 22: Maintenance
 Chapter 23: Hot work
 Chapter 24: Painting
 Chapter 25: Anchoring, mooring and towing operations
 Chapter 26: Hatch covers & access lids
 Chapter 27: Hazardous substances
 Chapter 28: Use of safety signals
Section 4:
 Chapter 29: Dry cargo ships

 Chapter 30: Tankers (bulk liquid cargoes)
 Chapter 31: Ships serving offshore oil & gas installations
 Chapter 32: Ro-Ro ferries
 Chapter 33: Port towage industry
Section 5:
 Appendix 1: Standard specification referred

 Appendix 2: Bibliography

MS Act Part XI A – Prevention and containment of
pollution of sea by Oil
This part contains provision for prevention of pollution and gives powers
to Central Government for prohibition as to discharge of oil and oily
mixtures, inspection and control of ships to which Oil Pollution
Convention applies, maintenance or Oil record book, oil reception
facilities at the ports in India and powers of the Government to take
measures for preventing or containing oil pollution, direction to certain
ships to render assistance and levy of oil pollution cess. Rules can also
be framed by the Government under the provision of this part.
This part does not contain provision for the action to be taken when oil
is escaped. The review Committee has recommended to empower the
Central Government to take appropriate action when oil is escaped.
356A. Commencement and application—
(1) The provisions of this Part shall come into force on such date as the Central
Government may, by notification in the Official Gazette, appoint, and different
dates may be appointed for different provisions of this Part.
(2) This Part shall apply to---
(a) tankers of one hundred and fifty tons gross or more;
(b) other ships of five hundred tons gross or more; and
(c) off-shore installations.
356B. Definitions—
In this Part, unless the context otherwise requires--
(a) “cargo” includes ballast and ship’s stores and fuel;
(b) “coast” includes any island forming part of India;
(c) “coastal waters” means any part of the territorial waters of India or any marine
areas adjacent thereto over which India has, or, may hereafter have exclusive
jurisdiction in regard to control of marine pollution under the Territorial Waters,
Continental Shelf, Exclusive Economic Zone and other Maritime Zones Act, 1976
(80 of 1976), or any other law for the time being in force;
(d) “Convention” means the International Convention for the Prevention of Pollution
of the Sea by Oil, 1954, signed in London on the 12thd ay of May, 1954, as
amended from time to time;

(e) "discharge" , in relation to oil or oily mixture, means any discharge or escape,
however, caused:;
(f) the expression “free nearest land” shall mean the baseline from which the
territorial sea of the territory in question is established in accordance with the
Geneva Convention on the Territorial Sea and the Contiguous Zone, 1958, except
that in relation to north-eastern coast of Australia it shall mean from a line drawn
from a point on the coast of Australia in latitude 11 degree South, longitude 142
degree 08’ East to a point in latitude 10degree 35’ South, longitude 141degree 55’
East--
thence to a point latitude 10*00, South, longitude 142* oo’ East
thence to a point latitude 9*10’ South, longitude 143*52’ East
thence to a pointl latitude 9*00’ South, longitude 144*30’ East
thence to a point on the coast of Australia in latitude 24*42’ South, longitude

153*15’ East;
(g) “instantaneous rate of discharge of oil content” means the rate of discharge of
oil in liters per hour at any instant divided by the speed of the ship in knots last the
same instant;
(h) “mile” means a nautical mile of 1,852 metres;
(i) ‘off-shore installation” means an installation, whether mobile, or fixed, which is

used or is intended to be used for under-water exploration or exploitation of crude
oil, petroleum or other similar mineral oils, under lease, license or any other form
of contractual arrangement and includes--
(a) any installation which could be moved from place to place under its own motive
power or otherwise; and
(b) a pipe-line;
(j) “oil” means--
(i) crude oil;
(ii) fuel oil;
(iii)heavy diesel oil conforming to such specifications as may be prescribed; and
(iv) lubricating oil;

(k) “oily mixture” mans a mixture with any oil content;
(l) “oil reception facilities” in relation to a port, means facilities for enabling vessels
using the port to discharge or deposit oil residues;
(m) “ship” means any sea-going vessel of any type whatsoever, including a floating
craft, whether self propelled or towed by another vessel, making a sea voyage;
(n) “tanker” means a ship in which greater part of the cargo space is constructed or
adapted for the carriage of liquid cargoes in bulk and which is not, for the time
being, carrying a cargo other than oil in that part of its cargo space.
Provisions for prevention of pollution
356C. Prohibition as to discharge of oil or oily mixture—
(1) No oil or oily mixture shall be discharged from an Indian tanker anywhere into
the sea or from a foreign tanker anywhere within the coastal waters of India except
where each of the following conditions is satisfied, namely--
(a) the tanner is proceeding en-route;
(b) the instantaneous rate of discharge of oil content does not exceed sixty liters
per mile;
(c) the total quantity of oil discharged does not exceed 1/15,000 part of the total
carrying capacity of the tanker;
(d) the tanker is more than 50 miles from nearest land; and
(e) the tanker is not within the designated areas notified as such under sub-section
(6) of section 7of the Territorial Waters, Continental Shelf, Exclusive Economic Zone
and other Maritime Zones Act, 1976 (80 of 1976).
Provided that the provisions of this sub-section shall not apply to--
(I) the discharge of ballast from a cargo tank which, since the cargo was last
carried therein, has been so cleaned that any affluent there from would, if
discharged from a stationery tanker into clean calm waters on a clear day, produce
no visible traces of oil on the surface of the water; or
(ii) the discharge of oil or oily mixture from machinery space bilges, if any such
discharge is made in compliance with the provisions of sub-section (2) as if it were
made from a ship other than a tanker.
(2) No oil or oily mixture shall be discharged from an Indian ship other than a
tanker anywhere into the sea or from a foreign ship other than a tanker within the
coastal water of India except where each of the following conditions is satisfied,
namely--

(a) the ship is proceeding en-route;
(b) the instantaneous rate of discharge of oil content does not exceed sixty liters
per mile;
(c) the oil content of the discharge is less than one hundred parts per million parts
of the oily mixture;
(d) the discharge is made as far from nearest land as practicable; and
(e) the ship is not within the designated area notified as such under sub-section (6
of section 7 of the Territorial Waters, Continental Shelf, Exclusive Economic Zone
and other Maritime Zones Act, 1976 (80 of 1976).
(3) The discharge of oil or oily mixture into the sea from any off-shore installation is
hereby prohibited.
356D. Prohibition not to apply in certain cases—
Nothing in section 356C shall apply to---
(a) the discharge of oil or oily mixture from a ship or an off-shore installation for
the purpose of--
(I) safety of such ship or off-shore installation; or
(ii) preventing damage to such ship or off-shore installation or cargo, if any, on

board such ship or off-shore installation; or
(iii) saving life at sea;
(b) the escape of oil or oily mixture resulting from damage to or unavoidable
leakage from a ship or on off-shore installation if, after occurrence of the leakage,
all reasonable precautions have been taken for the purpose of preventing or
minimizing such escape;
(c) the discharge of oily mixture from the bilges of a ship during the period of
twleve months following the date on which this section comes into force.
356E. Equipment in ships to prevent oil pollution—
For the purpose of preventing or reducing discharges of oil and oily mixtures into
the sea, the Central Government may make rules requiring Indian ships to be fitted
with such equipment and to comply with such other requirements (including
requirements for preventing the escape of fuel oil or crude oil or heavy diesel oil
into bilges) as may be prescribed.
356F. Oil record book—
(1) Every Indian tanker and every other Indian ship which uses oil as fuel shall
maintain on board the tanker or such other ship an oil record book in the prescribed
form.

Provided that different forms may be prescribed for tankers and other
ships
(2) The manner in which the oil record book shall be maintained, the nature of
entries to be made, therein, the time and circumstances in which such entries shall
be made, the custody and disposal thereof, and all other matters relating thereto
shall be such as may be prescribed having regard to the provisions of the
Convention.
356G. Inspection and control of ships to which the Convention applies—
(1) A surveyor or any person authorised in this behalf may, at any reasonable time,
go on board a ship to which any of the provisions of this Part applies, for the
purpose of--
(a) ensuring that the prohibitions, restrictions and obligations imposed by or under
this Part are complied with;
(b) satisfying himself about the adequacy of the measures taken to prevent the
escape of oil or oily mixture from the ship;
(c) ascertaining the circumstances relating to an alleged discharge of oil or oily

mixture from the ship in contravention of the provisions of this Part; and
(d) inspecting the oil record book.
(2) The surveyor or any such person may, if necessary, make, without unduly
delaying the ship, a true copy of any entry in the oil record book of the ship and
may require the master of the ship to certify the copy to be a true copy and such
copy shall be admissible as evidence of the facts stated therein.
356H. Information regarding convention of the provisions of the

Convention--
(1) If, on report from a surveyor or other person authorised to inspect a vessel
under section 356G, the Central Government is satisfied that any provision of the
Convention has been contravened anywhere by a foreign ship, being a ship to
which the provisions of the Convention apply, it shall transmit particulars of the
alleged contravention to the Government of the country to which the ship belongs.
(2) On receipt of information from the Government of any country which has
ratified the Convention that an Indian ship has contravened may provisions of the
Convention, the Central Government may, if it deems it necessary so to do, request
such Government to furnish further details of the alleged contravention, and if
satisfied that sufficient evidence is available to establish contravention of any of the
provisions of this Part or rules made there under, take appropriate action against
the owner or master and intimate the reporting Government of the action so taken.
356I. Oil reception facilities at ports in India—
(1) Notwithstanding anything contained in any other law for the time being in force,
in respect of every port in India, the powers of the port authority shall include the
power to provide oil reception facilities.

(2) A port authority providing oil reception facilities or a person providing such
facilities by arrangement with the port authority, may make charges for the use of
the facilities at such rates and may impose such conditions in respect of the use
thereof as may be approved, by notification in the Official Gazette, by the Central
Government in respect of the port.
(3) Where the Central Government is satisfied that there are no oil reception
facilities at any port in India or that the facilities available at such port are not
adequate for enabling ships calling at such port to comply with the requirements of
the Convention, the Central Government may, after consultation with the port
authority in charge of such port, direct, by order in writing, such authority to
provide or arrange for the provision of such oil reception facilities as may be
specified in the order.
(4) The Central Government may, by notification in the Official Gazette, specify the
ports in India having oil reception facilities in accordance with the requirements of
the Convention.
Explanation-- For the purpose of this section, “port authority” means:
(a) in relation to any major part, the Board of Trustees in respect of that port
constituted under any law for the time being in force;
(b) in relation to any other port, the Conservator of the Port, within the meaning of
section 7 of the Indian Ports Act, 1908 (15 of 1908).
Provisions for containment of accident pollution
356J. Power to give notice to owner, etc. Of polluting ship—
(1) Where the Central Government is satisfied that--
(a) oil is escaping or is likely to escape from a tanker, a ship other than a tanker or
any off-shore installation; and
(b) the oil so escaped or likely to escape is causing or threatens to cause pollution
of any part of coasts or coastal waters of India, it may, for the purpose of
minimizing the pollution already caused, or, for preventing the pollution threatened
to be caused, require--
(i) the owner, agent, master or character of the tanker,
(ii) the owner, agent, master or charterer of the ship other than a tanker,
(iii) the owner, agent, master charterer or operator of a mobile off-shore

installation,
(iv) the owner, operator, lessee or licensee of off-shore installation of any other
type, or all or any of them, by notice served on him or as the case may be on them,
to take such action in relation to the tanker, ship other than a tanker, mobile off-
shore installation, or, as the case may be, off-shore installation of any other type or
its cargo or in relation to both, as may be specified in such notice.

(2) Without prejudice to the generality of sub-section (1), the notice issued under
that sub-section may require the person or person on whom such notice is served
to take action relating to any or all of the following matters, namely;-
(a) action for preventing the escape of oil from the tanker, ship other than a
tanker, mobile off-shore installation or off-shore installation of any other type;
(b) action for removing oil from the tanker, ship other than a tanker, mobile off-
shore installation or off-shore installation of any other type in such manner, if any,
and to such place, if any, as may be specified in the notice:
(c) action for removal of the tanker, ship other than a tanker, mobile off-shore
installation or off-shore installation of any other type to a place, if any, as may be
specified in the notice;
(d) action for removal of the oil slicks on the surface of the sea in such manner, if
any, as may be specified in the notice.
(e) action to disperse the oil slicks on the surface of the sea in such manner, if any,
as may be specified in the notice.
(3) The Central Government may, by any notice issued under sub-section (1),
prohibit the removal--
(a) of the tanker, ship other than a tanker, mobile off-shore installation or off-shore
installation of any other type, from a place specified in the notice;
(b) from the tanker, ship other than a tanker, mobile off-shore installation or off-
shore installation of any other type, of any cargo or stores as may be specified in
the notice,
except with its previous permission and upon such conditions, if any, as may be
specified in the notice.
(4) Notwithstanding anything contained in sub-section (2), the Central Government

may, if it is of the opinion that the pollution caused or likely to be caused has or
may present a grave emergency, proceed to take such measures as may be
deemed necessary and any measures so taken shall be deemed to have been taken
under section 356K.
356K. Powers to take measures for preventing or containing oil pollution--
(1) Where any person fails to comply, or fails to comply in part, with any notice
served on him under section 356J, the Central Government may, whether or not
such person is convicted of an offence under this Part by reason of his having so
failed to comply, cause such action to be taken as it may deem necessary for--
(I) carrying out the directives given in the notice issued under section 356J; and
(ii) containing the pollution already caused or preventing the pollution threatened
to be caused, of coastal waters or, as the case may be, of any part of the coast of

India by oil escaped or threatening to escape from the tanker, a ship other than a
tanker, a mobile oil-shore installation or off-shore installation of any other type.
(2) Subject to the provisions of Part XB, any expenditure or liability incurred by the
Central Government in, or by reason of, the exercise of powers under sub-section
(1) in relation to any tanker, ship other than a tanker, mobile off-shore installation
or off-shore installation of any other type in respect of which a notice had been
issued under section 356J, or its cargo of oil that had escaped or was discharged
into the sea, shall be a debt due to the Central Government by the person or
persons on whom the notice was served and may be recovered from that person, or
as the case may be, from all or any of those persons and shall be a charge upon all
or any tanker, ship other than a tanker, mobile off-shore installation or off-shore
installation of any other type owned by that person or persons which may be
detained by the Central Government until the amount is paid.
Provided that provisions of Part XB of this Act shall not apply to measures taken in
respect of any off-shore installation which is not a ship within the meaning of this
Act except that in the event of pollution damage caused by any such off-shore
installation the person who is liable for the damage may claim exoneration from
any liability if he proves that such damage--
(a) resulted from an act of war, hostilities, civil war, insurrection or a natural
phenomenon of an exceptional, inevitable and irresistible character; or
(b) was wholly caused by an act or omission done with intent to cause that damage
by any other person; or
(c) was wholly caused by the negligence or other wrongful act of any government
or other authority responsible for the maintenance of lights or other navigational
aids in exercise of its functions in that behalf.
356L. Power of the Central Government to give directions to certain ships

to render certain services—
(1) Where for the purposes of taking any measures under sub-section (1) of section
356K, services of any Indian ship become necessary for--
(i) lightening or transporting any cargo or equipment from or to the polluting ship;
or
(ii) providing any assistance to any other ship or equipment engaged in rendering
services under clause(i),
the Central Government may, if it deems it necessary so to do, direct, by an order

in writing, the owner of any Indian ship, tug, barge or any other equipment to
provide such services or assistance as may be specified in that order.
(2) The owner of any ship, tug, barge or any other equipment with respect to which
an order under sub-section (1) has been made shall be entitled to tariff rates of
freight and charter hire, at reasonable rates having regard to current market
conditions.

Provided that where tariff rates of freight are not fixed or where there is any
dispute about reasonable rate of charter hire, the freight or, as the case may be,
charter hire, shall be paid at such rates as may be fixed by the Director-General by
an order in writing.
(3) Where in pursuance of the proviso to sub-section (2), the Director-General

makes any order fixing rates of freight or charter hire, he shall determine
reasonability of such rates of freight or charter hire by examining such witnesses,
documents and accounts as he may deem necessary.
356M. Oil Pollution cess—
(1) With effect from such date as the Central Government may, by notification in
the Official Gazette, specify, there shall be levied on every ship calling at any port
in India being a ship which carries oil as cargo, a cess to be called Oil Pollution Cess
(hereafter in this Part referred to as cess) at such rate not exceeding fifty paise,--
(a) in respect of each tonne of oil imported by a ship into India in bulk as a cargo;
(b) in respect of each tonne of oil shipped from any place in India in bulk as a cargo
of a ship.
as the Central Government may, by notification in the Official Gazette, fix.
Provided that no cess shall be levied on a ship at any port if the ship produces
evidence of having paid such levy at the same or any other port in India within a
period of three months immediately preceding its present call at the port.
(2) The cess shall be collected by such officers and in such manner as the Central
Government may prescribe in this behalf and shall, after deduction of such costs of
collection, if any, as the Central Government may determine, be paid to such
authority as the Central Government may specify.
(3) The proceeds of the cess shall, after due appropriation made by Parliament by
law, be utilized for the purpose of providing oil reception facilities and equipments
and materials for combating oil pollution at various ports in India and for such other
like purposes as the Central Government may, by Notification in the Official
Gazette, from time to time, specify.
356N. Refusal of port clearance—
The officer whose duty it is to grant a port clearance for any ship shall not grant the
port clearance until the amount of cese payable under section 356M has been paid
or until security for the payment thereof has been given to his satisfaction.
356O. Power to make rules—
(1) The Central Government may, having regard to the provisions of the
Convention, make rules to carry out the purposes of this Part.
(2) In particular and without prejudice to the generality of the provisions of sub-
section (1), such rules may--

(a) prescribe the specification of heavy diesel oil for the purpose of sub-clause (iii)
of clause (j) of section 356B;
(b) prescribe the equipment to be fitted in Indian ships and other requirements to
be complied with by those ships for the purpose of section 356E;
(c) prescribe the forms of oil record books for tankers and other ships, the manner
in which such books shall be maintained, the nature of the entries to be made
therein, the time and circumstances in which such entries shall be made, the
custody and disposal thereof and all other matters relating thereto for the purposes
of section 356F;
(d) prescribe the fees which may be levied for inspection of oil monitoring system
oily water separator, oil content *metre, crude oil washing system, inert gas
system or other equipments or contrivances carried out on board for preventing
pollution of the sea by oil and the manner in which such fees may be collected.
(e) specify the officers who shall collect the cess and the manner in which the cess
shall be collected.]
POLLUTION OF THE SEA BY OIL
CHAPTER 16 of Shipping Manual
16. The Problem – Pollution of the sea by oil is a problem of national,

regional and international concern because of the deleterious effects it could
have on marine environment unless appropriate and timely steps are taken to
prevent, mitigate, control, remove or combat the same.
16. International legislation evolution of international legislation – The

problem of oil pollution of the sea has long been recognized by the World
Community and with the growth in the quantum of oil transported by sea, the
need for concerted action internationally has been appreciated. Consequently
an International Conference was held in London in 1954 & the International
Convention for the Prevention of Pollution of the sea by Oil, 1954, was
adopted. This Convention, modified in 1962, deals with prevention of
deliberate operational discharge of oil from ships. Further amendment to the
provisions of this Convention have been adopted by the IMO Assembly in
1969, which are yet to come into form. Subsequently, an International
Conference for the prevention of pollution of the sea was held in 1973 and a
further International Convention was drawn up. This Convention also covers
pollution other than by oil. This Convention further been amended by 1978
Protocol and in its present form is known as MARPOL 73/78 and is in force.
16. International Conventions – The efforts of the International Conventions

and national legislation are directed towards the following objectives:
a. To provide for the complete elimination of the willful and International

Pollution of the Seas by oil;
b. To provide for minimization of the willful, intentional and accidental

pollution of the seas by oil and other substances from offshore facilities;

c. To provide for the complete elimination of the willful and intentional
pollution of the sea by activities such as tank washing and bilge
discharge involving noxious and hazardous cargoes other than oil;
d. To deal with minimization of spillage of oil or other noxious substances

as a result of accidents;
e. To deal with dumping or other means of disposal of shore- generated

waste and sewage in the seas by ships and barges;
f. To deal with the safe carriage of dangerous goods;
g. To deal with the treatment of ships generating sewage or waste;
h. To deal with air pollution from ships;
16. In order to meet the problem arising out of oil pollution damage, there
have also been the following three International conventions: -
a. International Convention relating to intervention on the high seas in

Cases of Oil Pollution Damage, 1969;
b. International Convention on Civil Liability for Oil Pollution, 1969, and
c. International Convention on the Establishment of an International Fund

for Oil Pollution Damage, 1971.
16. National Law – Rules – Orders: Part XI of the M. S. Act, 1958, gives
effect to the International Convention for the prevention of pollution of the
sea by oil, 1954, as amended in 1962.
16. The problem of pollution of the sea by oil is of particular concern to us

since a large quantum of oil is being transported by sea from the middle East,
past our coast to eastern countries. The above, combined with our own oil
imports, pose a continuing threat of oil pollution to our marine environment.
7. Accordingly, the problem has to be tackled in two stages / parts, viz.: -
I. Prevention of such oil pollution , and
II. Mitigation, containment / control, removal or combat of oil spillage,

whether accidental or otherwise.
 As regards (I) above, the same is tackled by International Convention,

Merchant Shipping Act, 1958 and M.S. (Prevention of Pollution of the Sea by
Oil) Rules, 1974. These rules are applicable to all tankers of 150 tons gross or
more and all other ships of 400 tons gross or more. The rules specify the
limits of the prohibited zones, the equipment to be carried on board the ship
and general precautions to be taken for prevention of leakage and accidental
discharges as well as precautions to be taken while loading, transferring and
unloading oil by tankers. The rules also require all vessels to maintain oil
records book to indicate any operations carried out on board with respect to
oil.

 As regards (II), a Contingency Plan of action is prepared so that in the event
of any spillage whether accidental or otherwise, the same can be dealt with.
The plan envisages overall co-ordination by the D.G. as Central Co-ordinating
Authority with the local co-ordination/control being exercised by the
authorities in the major ports. As regards Local Action Groups, they shall be
required to have the attendant infrastructure ready to meet the emergent
situation expeditiously effectively and successfully.
 As indicated above, the authorities in the major ports viz. Kandla, Mumbai,
JNPT, Goa, Mangalore, Cochin, Chennai. Tuticorin, Vishakapatnam, Paradip
and Calcutta, shall form and co-ordinate the Local Action Group. It is
expected that the local action group depending on the quantum of oil
pollution that they may have to deal with, shall equip their organization with
dispersants, dispersants spraying equipment, crafts, skimmers, off-shore
books and other such material required for the purpose. All major ports have
been notified to have oil reception facilities as required by the Convention.
 As stated in para 16.1.4 the International Convention on Civil Liability for Oil
Pollution, 1969, came into force on June 19, 1975. This Convention has been
ratified by the Govt. of India. As envisaged in the Convention, shipowners,
shipmasters etc., are required to take note that insurance or other financial
security to the extent as prescribed in M.S. (Form of Certificate of insurance
for civil liability for oil pollution Damage) Rules 1985 is maintained.
 International Convention on the establishment of an International Fund for Oil

Pollution Damage 1971 is in force since 1978 and India became a party to it
in 1990. The main function of the Fund Convention are to provide
supplementary compensation to those who cannot obtain full compensation
for Oil Pollution Damage under the Civil Liability Convention and to indemnify
the shipowner for portion of his liability under that Convention. The IOPC
Fund pays compensation to those suffering Oil Pollution Damage in a State
Party to the Fund Convention mostly when the damage exceeds the
shipowners Liability under the Civil Liability Convention or he is unable to pay
otherwise. The compensation payable by the IOPC Fund in respect of an
accident is limited to an aggregate amount of 60 million SDR (U.S. $93
Million) including the sum actually paid by the shipowner (or his insurer)
under the Civil Liability Convention. The Fund is financed by contributions
from member states who receive in one Calendar year more than 150000
Tonnes of Crude Oil & Heavy Fuel Oil under Sea transport.

INTERNATIONAL LEGISLATION
CHAPTER 10
A: International Maritime Organization
10.1 Shipping being an international activity is required to confirm the

international regulations, treaties and similar bilateral agreements. Till the end of
the Second World War, most of the agreements were confined to a few nations and
that their origin in the British or European laws or practices. With the establishment
of the U.N.O, a body under its auspices was founded which was known as Inter-
Governmental Maritime Consultative Organization – later on renamed as
International Maritime Organization (I.M.O.). The extensive work done by this body
encompasses almost every branch of shipping activity which contributes to Safety
of Life at Sea. The I.M.O., when examining any subject, receives advice,
suggestions and criticism of all nations who are its members.
10.2 India is a party to several conventions developed by the I.M.O. and the
United Nations Organization. The International Labour Organization also develops
conventions and recommendations relating to the working conditions of seafarers,
their safety, identity and other welfare measures for the seafaring community at
large. India is a member of International Labour Organization also. To give effect to
the requirements of all these conventions, suitable statutory provisions have been
made in the Merchant Shipping Act 1958. The Act is also suitably amended as per
the requirements of the conventions for giving statutory backing for implementation
of the provisions of these conventions.
10.3 So far as the I.M.O. is concerned, a list of conventions and protocols

developed since its inception is given below. Out of 36 instruments developed so
far, India has ratified 18 instruments and another seven are under consideration for
ratification. Some of the conventions are not in force internationally. While for
some, taking into consideration the national interest, India has decided not to
ratify. The following is the list of final instruments developed by I.M.O., their date
of entry into force internationally and India's position about their ratification.

List of Instruments Developed by I.M.O.
Instrument In force w.e.f.  India's

position
1. International Convention for the 25.5.1980 Ratified

Safety of Life at Sea 1974 as
amended SOLAS ((Amended) 1974))
2. Protocol of 1978 relating to the 1.5.1982 Ratified

International Convention for the
Safety of Life at Sea, 1974
3. Protocol of 1988 relating to the Not Yet In Force

Safety of Life at Sea 1974 (SOLAS
PROT (HSSC)1988)
4. Convention of the International 15.7.1977 Ratified

Regulations for Preventing Collisions
at Sea, 1972 as amended (COLREG
(amended) 1972)
5. The protocol relating to the 2.10.1983 Ratified

Prevention of pollution from Ships,
1973 as amended
(MARPOL(Amended)73/78)
6. Convention on Facilitation of 5.3.1967 Ratified

International Maritime Traffic 1965
as amended (FAL (Amended) 1965)
7. International Convention of 21.7.68 Ratified

Loadline, 1966 (LL 1966)
8. Protocol of 1988 relating to the Not Yet In Force

International Convention on
Loadlines, 1966 (LL PROT(HSSC)
1988)

9. International Convention on 18.7.82 Ratified
Tonnage Measurement of ships,
1969 (TONNAGE 1969)
10. International Convention 6.5.75 Under

relating to Intervention on the High Consideration.
Seas in cases of Oil Pollution
Casualties 1969 (Intervention 1969)
11. Protocol relating to Intervention 30.3.83 --

on High Seas in cases of pollution by
substances other than oil 1973
(INTERVENTION PROT 1973)

Civil Liability for oil pollution
damage, 1969 (CLC 1969)
13. Protocol to the International 8.4.81 Ratified

Convention on Civil Liability for Oil
Pollution Damage, 1969 (CLC PROT
1976)
14. Protocol of 1992 to amend the 30.5.96 --

International Convention on Civil
Liability for Oil Pollution Damage
1969 (CLC PROT 1992)
15. Special Trade Passenger Ships 2.1.74 Ratified

Agreement, 1971 (STP 1971)
16. Protocol on Space Requirement 2.6.77 Ratified

for Special Trade Passenger Ships
1973 (SPACE STP 1973)
17. Convention relating to Civil 15.7.75 Considered and

Liability in the field of Maritime decided not to
Carriage of Nuclear Material, 1971 ratify.
(NUCLEAR 1971)

18. International Convention on the 16.10.78 Ratified
establishment of an International
Fund for compensation of Oil
Pollution Damage 1971 (FUND
1971)
19. Protocol to the International 22.11.94 Ratified

Convention on the establishment of
an International Fund for
compensation for oil pollution
damage 1971(FUND PROT 1976)
20.. Protocol of 1992 to amend the 30.5.96 Under Consideration

International Convention on the
establishment of an International
Fund for the compensation of Oil
Pollution Damage 1971(FUND PROT
1992)
21. International Convention for 6.9.77 Ratified

Safe containers, 1972 as amended
(CSC (Amended) 1972)
22. Athens Convention relating to 28.4.87 --

the Carriage of Passengers and their
luggage by Sea 1974 (PAL 1974)
23. Protocol to the Athens 30.4.89 --

Convention relating to the Carriage
of Passengers and their luggage by
Sea 1974 (PAL PROT 1976)
24. Protocol of 1990 to amend the Not Yet In Force

Athens Convention relating to the
Carriage of Passengers and their
luggage by Sea 1974 (PAL PROT
1990)
25. Convention Agreement on the 16.7.79 Ratified

International maritime Satellite
Organization (INMARSAT) as
amended (INMARSAT c(Amended))

26. Operating Agreement on the 16.7.79 Ratified
International Maritime Satellite
Organization INMARSAT (INMARSAT
OA)(Amended)
27. Convention on limitation of 1.12.86 --

liability for Maritime Claims 1976
(LMC 1976)

Standards of Training Certification
and Watch-keeping for seafarers,
1978 (STCW 1978)
29. International Convention on 22.6.85 Under

Maritime Search and Rescue, 1979 Consideration.
(SAR 1979)
30. Convention for suppression of 1.3.92 Under

Unlawful Acts against the Safety of Consideration.
Maritime Navigation (SWA 1988)
31. Protocol for the suppression of 1.3.92 Under

unlawful acts against the Safety of Consideration.
Fixed Platforms located on the
Continental Shelf (SWA PROT 1988)
34. Convention on the Prevention of 30.8.75 Consideration kept

Marine Pollution by Dumping of in abeyance
Wastes, and other matter 1972 as
amended (LDC (Amended) 1972)
35. International Convention on Not yet In force

Standard of Training Certification
and Watch-keeping for fishing
Vessels Personnel (STCW-F)
36. Torremolinos Protocol of 1993 Not yet In force

relating to the Terremolinos
Safety of Fishing Vessels 1977 (SFV
PROT 1993)

10.4 The position in respect of the remaining Conventions Protocols (after
deducting those ratified and under consideration mentioned above) is as follows:-
(i) Protocol relating to Intervention on High Seas in cases of pollution by

substances other than oil 1973.
This protocol, which came into force on 30.3.87 contains provisions relating to
pollution of High Seas by sewage, by nuclear substances or by chemical. The
provisions of this convention are also relevant in terms of intervention convention
1969. Therefore, action will be initiated after examining the issues involved therein
including the financial implications to ratify this protocol.
(ii) Convention relating to Civil Liability in the fields on Maritime Carriage of

Nuclear Materials 1971.
This Convention which came into force on 15.7.75 mainly lays down the liability of
owners of vessels for carriage of nuclear material. This Convention confirms and
reinforces the special system establishment by the Convention on Civil Liability for
Nuclear Damage 1963 (also known as Vienna Convention). This subject has also
been mentioned in the convention on third party liability in the field of Nuclear
Energy 1960 (also known as 1960 Paris convention). The Department of Atomic
Energy while considering the ratification 1963 Vienna Convention has expresssed
that India should not become party to 1963 Vienna convention for the following
main reasons:-
(a) No important country has become a party to it. Consequently, participation in

the Convention would have very limited advantage.
(b) Its features are of little appeal or applicability or relevance to India, and no
advantage will accrue to India as a result of participation in it.
They further advised that no useful purpose would be served by ratifying the
present convention without becoming party to the Vienna Convention. The Ministry
of Surface Transport after having considered the views expressed by the Dept. of
Atomic Energy agreed not to press for ratification of this Convention. The position
remains the same as on date.
(iii) , (iv) & (v) The Athens Convention relating to the Carriage of Passengers and
their luggage by sea 1976 and 1990 protocols.
This Convention lays down the liability of Shipowners for death or personal injury to
a passenger and also for loss of or damage to Passenger luggage if the incident
causing such damage was due to the fault or the neglect of the carrier or his
servants or agents. The Liability has been fixed at such a high level (ranging from
18000 francs for loss of / damage, to 7,00,000 francs for death or personal injury).
The Indian shipowners who operate Passenger services only in Coastal waters have
opposed stating that acceptance of such heavy liability would necessitate
substantial increase in passenger fares and Insurance cover. It may be stated that
the provision of M. S. Act already provide for liability of owners for personal and
property claims, which is lower than the liability under the Athens Convention.
Further, there was a proposal to incorporate in the M. S. Act, 1958 specific

provisions for casting a liability on shipowners to pay compensation for death or
injury to passengers upto Rs. 1 lakh irrespective of whether the owner is at fault or
not. However, the M. S. Act Review Committee which was set up to review the
existing Act recommended giving powers to the Central Govt. to fix such lower
limit of liability on Shipowners of ships (in respect to claims related to passengers
carried by the ships in coastal trade of India) as may be notified by the Central
Govt. from time to time. Simultaneously the committee did not favor the system of
payment of specific compensation irrespective of shipowners fault as claimants
could claim even higher compensation but within the limit notified by government
as suggested above. For these reasons, the ratification of Convention / Protocols
has not been taken up.
(vi) The Convention on Limitation of Liability for Maritime Claims, 1976.
This Convention has replaced International Convention relating to the Limitation

of Liability of owners of seagoing ships, 1957. It came into force from 1 st
December, 1986. The provisions of 1957 Convention have already been
incorporated in the M. S. Act, 1958. The 1976 Convention mainly increase the
amounts of limits of liability for loss of life or damage to property by almost two to
four times the limits prescribed by the 1957 Convention. It has also specific
provision for compensations to be given for death or injury of a passenger and loss
or damage to passengers luggage equivalent to the provisions of the Athens
Convention.
(vii) The Torremolinos International Convention on safety of fishing vessels 1977

(revised by protocol of 1993)
This Convention which has not come into force prescribed international
standards for construction, survey, equipment, maintenance and operation of
fishing vessels propelled by mechanical means of propulsion. It has not come into
force. The question of its ratification by India has not yet been considered since
there are very few fishing vessels of the type mentioned in the convention,
operating in India. However the provisions of the convention are kept in mind while
approving while approving technical plans relating to construction of new fishing
vessels.

L&SS (Screening of Navigation Lights)
Lighting & Shape Signal as per Construction of the ship
SEQ cert. will have details of lights that should have been fitted on board the ship
as per its conductional requirements. Surveyor will ask to show L&SS Certificate of
Lights and Shape Signals mentioned in SEQ cert.
Lights and Shape Signals Certificate is given by Ship-yard which it gets from the
Manufacturer. It will have each serial numbers of Navigational Nights and Shape
signals and its description. Any subsequent lights / shapes ordered after delivery ,
their certificate will be sent by manufacturer along with the light / shape.
These certificate confirms that this light has been manufactured in compliance with
Rules and regulations laid by IMO under colreg.
The sidelights of vessels 20 meters or more in length shall be fitted with inboard
screens painted matt black, and meeting the requirements of Section 9 of this
Annex. On vessels of less than 20 meters in length the sidelights, if necessary to
meet the requirements of Section 9 of this Annex, shall be fitted with inboard matt
black screens. With a combined lantern, using a single vertical filament and a very
narrow division between the green and red sections, external screens need not be
fitted.
The sidelights on vessels twenty meters or more long must be fitted with screens,
which are used to keep the light from being seen across the bow (or, in other
words, to help the sidelights meet the horizontal sector cut-off requirements of
Annex I). In practice, some sidelights meet the cut-off requirements (see Section
9) without screens, but screens must still be fitted. The length of the screens is not
specified, so they may be very short if not needed to meet other requirements.
As per ISI standard
Screening of Mast head light
Masthead Light - Electric Lamps - The lamps of an electric masthead lantern shall
be so placed that a line drawn in a direction 22°30’ abaft the beam on either side,
being a tangent to the forward half of a circle 16 mm in diameter and concentric
with lamp socket, shall cut the edge of the housing lens or plain glass front. The
centre of the lamp socket shall be 8 mm abaft the centre from which the curvature
of the lens or plain glass front is assessed as shown in Fig. 3.
Screening of stern light
The lamp socket of an electric stern lantern shall be so placed that, when the
lantern is in position aboard ship, a line drawn in a direction 67°30’ from right aft
on each side, being a tangent to the after half of a circle 16 mm in diameter and
concentric with the lamp socket, will cut the edge of the housing of the lens or plain
glass front. The centre of the lamp socket shall be 8 mm forward of the centre from
which the curvature of the lens or plain glass is struck ( see Fig. 8 )


Screening of Side lights
The green and red side lights shall be fitted with inboard screens projecting at least
0.91 metres forward from the light so as to prevent these lights from being seen
across the bow. The inboard screen may be of wood or steel.
If the inboard screen is made of wood, the wood used shall be well seasoned and
not less than 30 mm in thickness. If the inboard screen is made of steel, the chock
of same should still be made of wood so that the width of the chock can be
adjusted.
Screening Abaft the Beam with Electric Lamps - The lamp socket of an electric
side lantern shall be so placed that a line drawn in a direction 22°30’ abaft the
beam, being a tangent to the forward half of a circle 16 mm in diameter and
concentric with the lamp socket, will cut the edge of the housing of the lens or plain
glass front. The centre of the lamp socket shall be 8 mm abaft the centre from
which the curvature of the lens or plain glass front is struck ( see Fig 6)
Screening Forward - The screen of a side light , shall not be less than 915 mm in
length from the filament, to the chock or its equivalent, and shall always be placed
parallel to the line of the keel. The chocking shall be so arranged to show
athwartship value of at least 25 mm of filament in a forward direction; that is to
say, a person looking past the edge of the chock in a line parallel to the keel shall
be able to see at least 25 mm of filament.
Separate inboard screen with proper chocks electric side lights shall be provided
chock shall be rounded off.
When the set screw of the cleat is screwed hard, the back of the lanterns shall fit
closely against the back of the screen and the side of the lanterns shall be parallel
to the side of the screen.
MS Act section 287.Inspectors of lights and shapes and fog and distress
signals.-
(1) The Central Government may appoint persons to inspect in any port ships or
sailing vessels to which the collision regulations apply, for the purpose of seeing
that such ships or sailing vessels are properly provided with lights and shapes and
with the means of making fog and distress signals, in pursuance of such
regulations.
(2) If an inspector appointed under sub-section (1) finds that any ship or sailing
vessel is not so provided, he shall give to the owner, master or tindal, notice in
writing pointing out the deficiency, and also what, in his opinion, is requisite in
order t remedy the same.
(3) Every notice so given shall be communicated in the prescribed manner to the
customs collector at any port from which such ship or sailing vessel may seek to
clear; and no customs collector to whom such communication is made shall grant
such ship a port clearance or allow her t proceed to sea without a certificate under
the hand of some person appointed as aforesaid, to the effect that the said ship or
sailing vessel is properly provided with lights and shapes and with the means of
making fog and distress signals in pursuance of the said regulations.

Tindal means A petty officer among lascars; a boatswain's mate; a cockswain.

ISM Code 2014 edition

Contents
Preamble
Part A - Implementation
 Objectives
 Responsibilities and policies of shipping company, Master
 Designated persons
 Preparedness
 Internal audit
 Documentation
Part B Certification and Verification
 Certification and periodical verification

 Interim certification
 Verification
 Forms of certificates
Appendix
 Forms of DOC – Document of Compliance

 Forms of SMC – Safety Management Certificate
 Forms of Interim DOC & SMC
---------------------------------------------------------------------------------------------
Purpose
The purpose of this Code is to provide an international standard for the safe
management and operation of ships and for pollution prevention.
The Code establishes safety-management objectives and requires a safety

management system (SMS) to be established by "the Company", which is defined
as the shipowner or any person, such as the manager or bareboat charterer, who
has assumed responsibility for operating the ship.

The Company is then required to establish and implement a policy for achieving
these objectives. This includes providing the necessary resources and shore-based
support.
Every company is expected "to designate a person or persons ashore having direct
access to the highest level of management".
The procedures required by the Code should be documented and compiled in a

Safety Management Manual, a copy of which should be kept on board.
History
 Herald of Free Enterprise (1987) passenger vessel – Bow Door left open and
vessel Sailed and eventually sank.
 Scandinavian Star (1990)
 Estonia (1994)
 ”Human factor” is the most common reason for accidents with ships; a
significant contributing factor.
 Came into Force
 Passenger Ships 1st july 1998
 Tankers, Bulk Carriers & High Speed crafts of 500 GRT & over 1st july
1998
 All other ships 1st july 2002
Main duties of the shipping company under the ISM Code
 Instruct properly the master and the crew

 Keep and maintain records and reports
 Designation of the responsible person
 Certification- Document of Compliance and Safety Management Certificate
 Verification, review and evaluation
 Ensure that Master is properly Qualified for command and fully familiar with
company’s SMS and, Master is given necessary support to perform his duties
safely.
 Ensure that ship is manned with qualified, certified & medically fit seafarers.
 Ensure that new personnel are properly familiarized through established
procedures & instructions.
 Establish and maintain procedures for any training that may be required in
support of SMS.
 Companies organization should be able to respond at any time to hazards,
accidents and emergency situations involving its ships.
 Establish programs for drills & exercises to prepare for emergency actions.

Safety Management System
must be established by the shipping company (1.4)
1. ”Say what you do!” – Safety Management and procedures manuals, instructions,
checklists etc
2. ”Do what you say you do!” – implement these instructions in practice
3. ”Show that you do what you say you do!”- ensure you have objective evidence of
steps 1 and 2
The SMS objectives
Objective
 provide for safe practices in ship operation and a safe working environment
 establish safeguards against all identified risks
 continuously improve safety management skills of personnel ashore and
aboard, including preparing for emergencies related to safety and
environmental protection (Company must have Safety & Environmental
Policy)
 Ensure Compliance with hard law and soft law by providing Procedures for
internal audits & management reviews
 Defines Levels of Authority and lines of communication between Ship & Shore
 Procedures for reporting all accidents and non-conformities.
 Procedures to prepare for & respond to emergency situations.
Designated Person Ashore, DPA
A person or persons appointed to ensure safe operation of each ship and to provide
a link between company and those onboard.
Role and function:
 Conduit between the company and the ship

 Direct access to the highest level of management
 Checking that the SMS functioning
 Provide adequate shore based support to the vessel.
Master
 Master’s responsibility must be clearly defined

 Overriding authority and responsibility to make decisions with respect to
safety and pollution prevention
 The master is responsible for periodical reviews of the company’s safety
management system together with his crew in search of improvement
 The Master has to motivate the crew for complying with Safety &
Environmental protection Policy.
 As per ISM Code the Master has overriding Authority & responsibility to make
decisions with respect to safety & pollution prevention.

Crew and personnel
Must be familiar with the ship and safety procedures
Plans for shipboard operations
 Procedures for preparation of plans and instructions, checklists etc.

 Tasks to be defined and assigned to qualified personnel
Example of duty assignments on board (may vary from company to company)
 Safety Officer 2nd (or 3rd) mate

 Safety Ombudsman - one from each department (crew representative)
 Hospital - Chief Officer
 Garbage Management - Chief Officer
 Ballast Water Management - Chief Officer
 Pollution responsible officer - Chief Officer
 Ship Security Officer – Chief Officer
 Fire fighting Squads - One junior officer on each team (team leader)
 (smoke diving teams) (being no. 2 handling communications)
 Chemical Locker: Daily control - 3rd or 4th Engineer (including Hazardous
Substance Log)
 Responsible - Chief Engineer
Emergency preparedness
 The SMS should provide for measures ensuring that the Company’s
organization can respond at any time to hazards, accidents and emergency
situations involving its ships
 Accessibility to the ’world outside’
Who supervises implementation of ISM Code?
 Flag State
 Reg. IX.4 of of SOLAS;
 ISM Code para. 13;
 IMO Resolution A.788(19)
 Classification societies (”recognized organization”)
 Reg. IX.1 of SOLAS – States may delegate powers of supervision
 Renewal audit (5 years), periodical surveys (2.5 year)
 Port State control
 Reg. IX.6.2 of SOLAS
Consequences of ISM Code violations
 Detention under Port State Control

 Civil liability - Contract of carriage – Limitation – Insurance
 Criminal/administrative liability

Part B – Certification
1. DOC- Document Of Compliance
1. Issued to a company which complies with the provisions of ISM and it has
maximum validity of 5 years
2. The DOC has a mention of the Ship’s type, that a company can operate.
3. Annual verification is required.
4. A copy of DOC is required to be carried onboard.
5. DOC can be withdrawn if major non-conformities are observed or if annual
verification is not done.
2. Safety Management Certificate
1. Issued to a ship after the company is issued a DOC to indicate Compliance

with ISM.
2. Maximum validity of 5 years
3. One interim verification is required between 2nd & 3rd Anniversary
4. May be withdrawn if intermediate verification is not done or major non
conformities are observed.
5. As a part of Harmonised System of Survey and Certification, if SMC is
renewed within 3 months of expiry the new certificate will have validity of 5
years from original date of expiry of the present certificate.
3. Interim DOC
1. Issued to a newly established company or new ship types added to

Company’s Fleet.
2. Validity of 12 months only.
3. A Copy of Interim DOC to be carried onboard.
4. Interim SMC
1. Issued to a new ship’s on delivery

2. Issued to ship’s newly taken over by a company which are new to company.
3. Also issued when ship changes its Flag
4. Initial period of validity is 6 months and can be extended to another 6
months.
5. The company must have DOC or interim DOC.
6. The company must plan an internal audit of ship within 3 months.
7. Master & Officers must be familiar with SMS.
8. Essential instructions must be provided to the vessel before sailing.
Definitions:
Observation – Statement of fact made during Safety Managemnet Audit &

Supported by Objective Evidence.
Non-Conformity (NC) – Observed Situation where objective evidence indicates non

fulfillment of a specific requirement.

Major Non-Conformity – an identifiable Deviation that poses a serious threat to the
Safety of personnel or the ship or a serious risk to the environment that requires
immediate corrective action or the lack of effective and systematic implementation
of a requirement of this code.
Amendments to the ISM Code
The ISM Code was amended in December 2000 by resolution MSC.104(73), and
these amendments entered into force on 1 July 2002.
It was further amended in December 2004 by resolution MSC.179(79), and these

amendments entered into force on 1 July 2006.
It was further amended in May 2005 by resolution MSC.195(80), and these

amendments entered into force on 1 January 2009.
The ISM Code was also amended in December 2008 by resolution MSC.273(85).
This resolution was adopted on 1 January 2010, and the amendments entered into
force on 1 July 2010.
The Code was further amended in June 2013 by resolution MSC.353(92) and these
amendments entered into force on 1 January 2015.
Resolution MSC.353(92)
AMENDMENTS TO THE INTERNATIONAL MANAGEMENT CODE FOR THE SAFE

OPERATION OF SHIPS AND FOR POLLUTION PREVENTION (INTERNATIONAL
SAFETY MANAGEMENT (ISM) CODE)
PART A – IMPLEMENTATION
6 RESOURCES AND PERSONNEL
1 The existing text of paragraph 6.2 is replaced with the following:
" 6.2 The Company should ensure that each ship is:
.1 manned with qualified, certificated and medically fit seafarers in accordance with
national and international requirements; and
.2 appropriately manned in order to encompass all aspects of maintaining safe

operations on board.”
12 COMPANY VERIFICATION, REVIEW AND EVALUATION
2 The following new paragraph 12.2 is inserted after existing paragraph 12.1 and
the existing paragraphs 12.2 to 12.6 are renumbered as 12.3 to 12.7:
"12.2 The Company should periodically verify whether all those undertaking
delegated ISM-related tasks are acting in conformity with the Company's
responsibilities under the Code."

Load Line Convention 2005 edition
HISTORY:-
The first recommendation about cargo loading limits based on free board were
introduced by Lloyd's register in 1835. The free board was assigned as a function of
the height of the cargo hold. It was 3 inch/ feet of the height of cargo hold.
In 1860's after increased loss of ships due to overloading a member of the British
Parliament, Samual Plimsoll advocated the creation of legislation about load line.
It was 1930 that there was international agreement for universal application load
line regulations and the load line convention was adopted.
In 1966, another load line convention was held in London which re-examined and
amended the 1930 rules. The international convention on load line was adopted on
5th April 1966 and entered into force on 21st July 1968.
PROVISIONS INCLUDED IN 1966:-

1. Provision were made for determining the free board of ships by subdivision
and damage stability calculations.
2. The regulation took into account the potential hazard present in different
zone and different seasons.
3. The technical annex contained several additional safety measures concerning
doors, freeing ports and hatchways. The main purpose of these items was to
ensure water tight integrity of the ship's hull below the free board dice.
4. 1966 convention required all assigned load lines to be marked amid ship on
each side of the ship, together with deck line.
5. Ships intended for carriage of timber as deck cargo, were assigned a smaller
free board as the deck cargo provided protection against the impact of waves.
OVERVIEW OF ILLC 1966:-
1. ARTICLES -- Covering matters of contract between government, survey and
certification
2. ANNEX I --- Regulations for determining load lines( divided in 4 chapters)
 Chapter I-- General -- Strength of hull, types of ship, definitions and
marking
 Chapter II -- Conditions of assignment of free board
 Chapter III -- Free boards -- Evaluation of free boards in terms
of geometrical, physical characteristic of any ship
 Chapter IV -- Special requirement for ships assigned timber free board.

3. ANNEX II -- Defines Zones, areas and seasonal periods appropriate to the

various load line marking.
4. ANNEX III -- Prescribes the form and scope and certificates including the ILL
certificate and ILL exemption certificate.
Application
The Convention applies to:
All ships engaged on international voyages, registered in
 county of Contracting Government or

 territory to which present Convention is extended
All unregistered Ships flying the Flag of a State, Government of which is a

Contracting Government
Exceptions
Load Lines Convention does not applies to :
1. Ships of war
2. New ships of less than 24 m in length
3. Existing ships of less than 150 GRT
4. Pleasure Yachts not engaged in trade
5. Fishing vessels
6. Ships only navigating in the Great Lakes of North America, St. Lawrence
River, Caspian Sea, Parana and Uruguay Rivers
Exemptions
1. Ships when engaged on international voyages between the near neighboring

ports of two or more states where the sheltered nature or condition of such
voyages between such ports make it unreasonable or impractical to apply the
provisions of the load line convention.
2. Ships which incorporate features of a Novel Kind (New Features) from any of
provisions given in Load Line Convention, which might seriously impede
research into development of such features and their incorporation in ships
engaged on international voyages.
3. Ships which are not normally engaged on international voyages but which, in
exceptional circumstances, is required to undertake a single international
voyage.
4. Any ship which is not subjected to provisions of Load Line Convention at the
time of its departure on any voyage, is forced to deviate from its voyage due
to weather or any other cause.

The Load Line Appropriate to the Zone, Area or Season of the year can only
be submerged in the following cases:
1. When floating in fresh water by amount equal to FWA and when floating in
Dock Water by amount equal to Dock Water Allowance.
2. When a ship departs from a port situated on a river or inland waters deeper
loading shall be permitted corresponding to the weight of fuel and all other
materials required for consumption between the point of departure and the
sea.
3. When ship is bilged due to accident or loss of buoyancy causes the load line
to be submerged if the vessel is fully loaded or nearly so.
4. When a ship which is fully loaded, develops a angle of list due to the shift of
weight or –ve GM and one Load line gets submerged.
5. If a vessel deviates or delayed for the purpose of Saving life at sea, as a
result of which she lands up in a zone or season where her load line is
submerged.
International Load Lines Certificate ( ILLC )
or International Load Lines Exemption Certificate
Validity : 5 Years
Surveys:
Initial Survey: A complete inspection of Structure & equipment to ensure that the
ship complies with requirements of the convention.
Renewal Survey: at every 5 years or less, a renewal survey to ensure that

structure, equipments, arrangements & material fully comply with the
requirements.
Annual Survey: within 3 months before or after the annual anniversary date of
issue of load line certificate, an annual inspection is carried out to ensure no
alterations or modifications are made to hull or super structure with regards to:
 Protection of openings;
 Guard rails;
 Freeing Ports; and
 Means of access to crew’s quarters.
Cancellation of ILLC
1. Material alteration in hull or superstructure

2. Fittings & appliances not properly maintained
3. Annual inspection not carried out or endorsed
4. Structural Strength lowered to unsafe extent
5. Change of Flag of the vessel.
Port State Control Verify that
 Valid ILLC onboard.

 Ships not loaded beyond allowable limits.

 Position of load lines on the hull are as per certificate
 Ship not maternally altered
Load Line Survey Annual
 Certificate verification / examination.

 Visual Examination of the ship and its equipments and certain tests to confirm
they are properly maintained.
 Visual inspection to confirm No-unapproved modification have been done to
the Ship and its Equipments.
1. Checking in general, that there has been no deterioration in the strength of
the hull.
2. Checking the position of load line marks and deck line.
3. Examining the Superstructure, end bulkheads and the openings there in
4. Weather tightness of cargo hatchways
5. Ventilators, Airpipes their Coamings & Closing arrangements.
6. Scuppers, Inlets and discharges.
7. Arrangements made to minimize water ingress through the Spurling pipes
and chain lockers.
8. Freeing ports especially ones with shutters
9. Side Scuttles & dead lights
10. Gangways / Guardrails & Walkways.
Above picture of Side Scuttle with Dead light


LSA Code 2017 edition

Contents
Chapter 1. General
Chapter 2. Personal Life Saving Appliances
 Life-Buoys
 Life-Jackets
 Immersion Suits
 Anti-Exposure Suits
 Thermal Protective Aids
Chapter 3. Visual Signals
 Rocket Parachute Flares

 Hand Flares
 Buoyant Smoke Signals
 General Requirements for Liferafts
Chapter 4. Survival Craft
 Inflatable Liferafts
 Rigid Liferafts
 General Requirements for lifeboats
 Partially enclosed lifeboats
 Totally enclosed lifeboats
 Free-fall lifeboats
 Lifeboats with a self-contained air support system
 Fire-protected lifeboats
Chapter 5. Rescue Boats
Chapter 6. Launching and embarkation appliances &

Marine Evacuation Systems
Chapter 7. Other Life saving Appliances
 Line Throwing appliances

 General Alarm and Public Address System

Lifebuoys
Lifebuoy specification
Every lifebuoy shall:
1. have an outer diameter of not more than 800 mm and an inner diameter of
not less than 400 mm;
2. be constructed of inherently buoyant material; it shall not depend upon
rushes, cork shavings or granulated cork, any other loose granulated material
or any air compartment which depends on inflation for buoyancy;
3. be capable of supporting not less than 14.5 kg of iron in fresh water for a
period of 24 h;
4. have a mass of not less than 2.5 kg;
5. not sustain burning or continue melting after being totally enveloped in a fire
for a period of 2 s;
6. be constructed to withstand a drop into the water from the height at which it
is stowed above the waterline in the lightest seagoing condition or 30 m,
whichever is the greater, without impairing either its operating capability or
that of its attached components;
7. if it is intended to operate the quick-release arrangement provided for the
self-activated smoke signals and self-igniting lights, have a mass of not less
than 4 kg; and
8. be fitted with a grabline not less than 9.5 mm in diameter and not less than
four times the outside diameter of the body of the buoy in length. The
grabline shall be secured at four equidistant points around the circumference
of the buoy to form four equal loops.
The normal equipment of every liferaft shall consist of:
1. One buoyant rescue quoit, attached to not less than 30 m of buoyant line;
2. One knife of the non-folding type having a buoyant handle and lanyard
attached and stowed in a pocket on the exterior of the canopy near the point
at which the painter is attached to the liferaft. In addition, a liferaft which is
permitted to accommodate 13 persons or more shall be provided with a
second knife which need not be of the non-folding type;
3. One Buoyant Bailer, for a liferaft which is permitted to accommodate not
more than 12 persons; For a 'life raft which is permitted to accommodate 13
persons or more, two buoyant bailers;
4. Two Sponges;
5. Two Sea Anchors each with a Shock-Resistant Hawser and tripping Line if
Fitted, one being Spare and the other permanently attached to a liferaft in
such a way that when the liferaft inflates or is waterborne it will cause the
liferaft to lie oriented to the wind most stable manner.
6. Two Buoyant Paddles;
7. Three tin openers and a pair of scissors, Safety Knives containing special tin
openers blades are satisfactory for this requirement.
8. One First Aid outfit in waterproof case capable of being closed tightly after
use;
9. One Whistle or equivalent sound signal;
10. Four Rocket Parachute Flares
11. Six Hand Flares
12. Two Buoyant Smoke Signals

13. One Waterproof Electric torch suitable for Morse Signaling together with one
spare set of batteries and one spare bulb in a waterproof container;
14. An efficient radar reflector, unless a Survival Craft Radar Transponder (SART)
is stowed in the liferaft;
15. One day light signaling mirror;
16. One copy of life saving signals on a waterproof card or in waterproof
container;
17. One set of fishing tackle;
18. Food ration (2400 kcal per person)
19. Water (1.5 lit per person)
20. One rustproof graduated drinking vessel
21. Anti seasickness medicine sufficient for at-least 48hrs and one seasickness
bag for each person.
22. Instructions on how to survive;
23. Instructions on immediate action;
24. TPA- thermal protective aid 10% of capacity or 2pc whichever is greater.
Weak link
If a weak link is used in the float-free arrangement, it shall:
1. not be broken by the force required to pull the painter from the liferaft
container;
2. if applicable, be of sufficient strength to permit the inflation of the liferaft;
and
3. break under a strain of 2.2 ± 0.4 kN.
The Liferaft container shall be marked with:
1. maker's name or trademark;

2. serial number;
3. name of approving authority and the number of persons it is permitted to
carry;
4. SOLAS;
5. type of emergency pack enclosed;
6. date when last serviced;
7. length of painter;
8. mass of the packed liferaft, if greater than 185 kg;
9. Maximum permitted height of stowage above waterline (depending on drop-
test height and length of painter); and
10. launching instructions.

An adult lifejacket shall be so constructed that:
1. at least 75% of persons who are completely unfamiliar with the lifejacket can
correctly don it within a period of 1 min without assistance, guidance or prior
demonstration;
2. after demonstration, all persons can correctly don it within a period of 1 min
without assistance;
3. it is clearly capable of being worn in only one way or inside-out and, if donned
incorrectly, it is not injurious to the wearer;
4. the method of securing the lifejacket to the wearer has quick and positive
means of closure that do not require tying of knots;
5. it is comfortable to wear; and
6. it allows the wearer to Jump into the water from a height of at least 4.5 m
While holding on to the lifejacket, and from a height of at least 1 m with arms
held overhead, without injury and without dislodging or damaging the
lifejacket or its attachments.
Lifejacket lights
Each lifejacket light shall:
1. have a luminous intensity of not less than 0.75 cd in all directions of the
upper hemisphere;
2. have a source of energy capable of providing a luminous intensity of 0.75 cd
for a period of at least 8 h;
3. be visible over as great a segment of the upper hemisphere as is practicable
when attached to a lifejacket; and
4. be of white colour.
If the light, is a flashing light, it shall, in addition:
1. be provided with a manually operated switch; and

2. flash at a rate of not less than 50 flashes and not more than 70 flashes per
minute with an effective luminous intensity of at least 0.75 cd.

FFA Code 2015 edition

Contents
Chapter 1. General
Chapter 2. International Shore Connections
Chapter 3. Personnel Protection
Chapter 4. Fire Extinguishers
Chapter 5. Fixed Gas Fire Extinguishing System
Chapter 6. Fixed Foam Fire Extinguishing System
Chapter 7. Fixed Pressure Water-Spraying and

Water-mist Fire Extinguishing System
Chapter 8. Automatic Sprinkler, Fire Detection and Fire Alarm systems
Chapter 9. Fixed Fire detection and fire alarm systems
Chapter 10. Sample extraction Smoke Detection systems
Chapter 11. Low location lightening system
Chapter 12. Fixed emergency fire pumps
Chapter 13. Arrangement of means of escape
Chapter 14. Fixed deck foam systems
Chapter 15. Inert Gas Systems
Chapter 16. Fixed Hydrocarbon Gas detection Sysytems.
Fire Safety Standards & Guidelines


SOLAS 2014 Consolidated edition
Contents
Part 1
Chapter 1. General Provisions
Chapter 2 - I. Construction - Structure, subdivision and stability, machinery

and electrical installations
Chapter 2 - II. Construction - Fire protection, fire detection and fire extinction
Chapter 3. Life-saving appliances and arrangements
Chapter 4. Radio-communications
Chapter 5. Safety of Navigation
Chapter 6. Carriage of Cargoes and oil fuels
Chapter 7. Carriage of Dangerous Goods
Chapter 8. Nuclear Ships
Chapter 9. Management for the safe operation of ships
Chapter 10. Safety Measures for High Speed Crafts
Chapter 11 – I. Special Measures to enhance Maritime Safety
Chapter 11 – I. Special Measures to enhance Maritime Security
Chapter 12. Additional Safety measures for bulk carriers
Chapter 13. Verification of compliance
Chapter 14. Safety measures for ships operating in polar waters
Appendix Certificates
Part 2.
Annex 1. Certificates and documents required to be carried on board ships
Annex 2. List of resolutions adopted by the SOLAS Conferences

Chapter I - General Provisions
Includes regulations concerning the survey of the various types of ships and the
issuing of documents signifying that the ship meets the requirements of the
Convention. The Chapter also includes provisions for the control of ships in ports of
other Contracting Governments.
Chapter II-1 - Construction - Subdivision and stability, machinery and

electrical installations
The subdivision of passenger ships into watertight compartments must be such that
after assumed damage to the ship's hull the vessel will remain afloat and stable.
Requirements for watertight integrity and bilge pumping arrangements for
passenger ships are also laid down as well as stability requirements for both
passenger and cargo ships.
The degree of subdivision - measured by the maximum permissible distance

between two adjacent bulkheads - varies with ship's length and the service in which
it is engaged. The highest degree of subdivision applies to passenger ships.
Requirements covering machinery and electrical installations are designed to ensure

that services which are essential for the safety of the ship, passengers and crew are
maintained under various emergency conditions.
"Goal-based standards" for oil tankers and bulk carriers were adopted in 2010,
requiring new ships to be designed and constructed for a specified design life and to
be safe and environmentally friendly, in intact and specified damage conditions,
throughout their life. Under the regulation, ships should have adequate strength,
integrity and stability to minimize the risk of loss of the ship or pollution to the
marine environment due to structural failure, including collapse, resulting in
flooding or loss of watertight integrity.
Chapter II-2 - Fire protection, fire detection and fire extinction
Includes detailed fire safety provisions for all ships and specific measures for
passenger ships, cargo ships and tankers.
They include the following principles: division of the ship into main and vertical
zones by thermal and structural boundaries; separation of accommodation spaces
from the remainder of the ship by thermal and structural boundaries; restricted use
of combustible materials; detection of any fire in the zone of origin; containment
and extinction of any fire in the space of origin; protection of the means of escape
or of access for fire-fighting purposes; ready availability of fire-extinguishing
appliances; minimization of the possibility of ignition of flammable cargo vapour.

Chapter III - Life-saving appliances and arrangements
The Chapter includes requirements for life-saving appliances and arrangements,

including requirements for life boats, rescue boats and life jackets according to type
of ship. The International Life-Saving Appliance (LSA) Code gives specific technical
requirements for LSAs and is mandatory under Regulation 34, which states that all
life-saving appliances and arrangements shall comply with the applicable
requirements of the LSA Code.
Chapter IV - Radiocommunications
The Chapter incorporates the Global Maritime Distress and Safety System
(GMDSS). All passenger ships and all cargo ships of 300 gross tonnage and
upwards on international voyages are required to carry equipment designed to
improve the chances of rescue following an accident, including satellite emergency
position indicating radio beacons (EPIRBs) and search and rescue transponders
(SARTs) for the location of the ship or survival craft.
Regulations in Chapter IV cover undertakings by contracting governments to

provide radiocommunication services as well as ship requirements for carriage of
radiocommunications equipment. The Chapter is closely linked to the Radio
Regulations of the International Telecommunication Union.
Chapter V - Safety of navigation
Chapter V identifies certain navigation safety services which should be provided by

Contracting Governments and sets forth provisions of an operational nature
applicable in general to all ships on all voyages. This is in contrast to the
Convention as a whole, which only applies to certain classes of ship engaged on
international voyages.
The subjects covered include the maintenance of meteorological services for ships;
the ice patrol service; routeing of ships; and the maintenance of search and rescue
services.
This Chapter also includes a general obligation for masters to proceed to the
assistance of those in distress and for Contracting Governments to ensure that all
ships shall be sufficiently and efficiently manned from a safety point of view.
The chapter makes mandatory the carriage of voyage data recorders (VDRs) and
automatic ship identification systems (AIS).

Chapter VI - Carriage of Cargoes
The Chapter covers all types of cargo (except liquids and gases in bulk) "which,
owing to their particular hazards to ships or persons on board, may require special
precautions". The regulations include requirements for stowage and securing of
cargo or cargo units (such as containers). The Chapter requires cargo ships
carrying grain to comply with the International Grain Code.
Chapter VII - Carriage of dangerous goods
The regulations are contained in three parts:
Part A - Carriage of dangerous goods in packaged form - includes provisions for the
classification, packing, marking, labeling and placarding, documentation and
stowage of dangerous goods. Contracting Governments are required to issue
instructions at the national level and the Chapter makes mandatory the
International Maritime Dangerous Goods (IMDG) Code, developed by IMO, which is
constantly updated to accommodate new dangerous goods and to supplement or
revise existing provisions.
Part A-1 - Carriage of dangerous goods in solid form in bulk - covers the
documentation, stowage and segregation requirements for these goods and
requires reporting of incidents involving such goods.
Part B covers Construction and equipment of ships carrying dangerous liquid

chemicals in bulk and requires chemical tankers to comply with the International
Bulk Chemical Code (IBC Code).
Part C covers Construction and equipment of ships carrying liquefied gases in bulk
and gas carriers to comply with the requirements of the International Gas Carrier
Code (IGC Code).
Part D includes special requirements for the carriage of packaged irradiated nuclear
fuel, plutonium and high-level radioactive wastes on board ships and requires ships
carrying such products to comply with the International Code for the Safe Carriage
of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes
on Board Ships (INF Code).
The chapter requires carriage of dangerous goods to be in compliance with the

relevant provisions of the International Maritime Dangerous Goods Code (IMDG
Code).
Chapter VIII - Nuclear ships
Gives basic requirements for nuclear-powered ships and is particularly concerned

with radiation hazards. It refers to detailed and comprehensive Code of Safety for
Nuclear Merchant Ships which was adopted by the IMO Assembly in 1981.

Chapter IX - Management for the Safe Operation of Ships
The Chapter makes mandatory the International Safety Management (ISM) Code,
which requires a safety management system to be established by the shipowner or
any person who has assumed responsibility for the ship (the "Company").
Chapter X - Safety measures for high-speed craft
The Chapter makes mandatory the International Code of Safety for High-Speed
Craft (HSC Code).
Chapter XI-1 - Special measures to enhance maritime safety
The Chapter clarifies requirements relating to authorization of recognized

organizations (responsible for carrying out surveys and inspections on
Administrations' behalves); enhanced surveys; ship identification number scheme;
and port State control on operational requirements.
Chapter XI-2 - Special measures to enhance maritime security
Regulation XI-2/3 of the chapter enshrines the International Ship and Port
Facilities Security Code (ISPS Code). Part A of the Code is mandatory and part B
contains guidance as to how best to comply with the mandatory requirements.
Regulation XI-2/8 confirms the role of the Master in exercising his professional
judgment over decisions necessary to maintain the security of the ship. It says he
shall not be constrained by the Company, the charterer or any other person in this
respect.
Regulation XI-2/5 requires all ships to be provided with a ship security alert
system. ,Regulation XI-2/6 covers requirements for port facilities, providing among
other things for Contracting Governments to ensure that port facility security
assessments are carried out and that port facility security plans are developed,
implemented and reviewed in accordance with the ISPS Code. Other regulations in
this chapter cover the provision of information to IMO, the control of ships in port,
(including measures such as the delay, detention, restriction of operations including
movement within the port, or expulsion of a ship from port), and the specific
responsibility of Companies.
Chapter XII - Additional safety measures for bulk carriers
The Chapter includes structural requirements for bulk carriers over 150 metres in
length.

Chapter XIII - Verification of compliance
Makes mandatory from 1 January 2016 the IMO Member State Audit Scheme.
Chapter XIV - Safety measures for ships operating in polar waters
The chapter makes mandatory, from 1 January 2017, the Introduction and part I-A
of the International Code for Ships Operating in Polar Waters (the Polar Code).

MARPOL 2011 Consolidated edition
Contents
Annex I. Prevention of Pollution by Oil.
Chapter 1. General
Chapter 2. Surveys and Certification
Chapter 3. Requirements for machinery spaces of all ships
Chapter 4. Requirements for the cargo area of oil tankers
Chapter 5. Prevention of pollution arising from an oil pollution incident

(SOPEP – Shipboard Oil Pollution Emergency Plan)
Chapter 6. Reception Facilities
Chapter 7. Special Requirements for fixed or floating platforms
Chapter 8. Prevention of pollution during transfer oil cargo between oil

tanker at sea
Chapter 9. Special requirements for the use or carriage oils in the Antarctic
area.
Appendices IOPP Cert. & Oil Record Book
Annex II. Control of Pollution by Noxious Liquid substances in bulk
Chapter 1. General
Chapter 2. Categorization of noxious liquid substances
Chapter 4. Design, construction, arrangement and equipment
Chapter 5. Operational discharge of residue of noxious liquid substances
Chapter 6. Measures of control by Port States.

Chapter 7. Prevention of pollution arising from an incident involving NLS
(SMPEP – Shipboard Marine Pollution Emergency Plan)
Chapter 8. Reception facilities
Appendices Cargo Record Book, IPPC-CNLS
Annex III Prevention of Pollution by Harmful Substances

in package form
Regulation 1-8 Definitions, Packing, Marking & Labelling, Documentation,

Stowage, Quantity Limitations, Exceptions and PSC on operational
Requirements
Annex IV Prevention of Pollution by Sewage
Chapter 1. General
Chapter 3. Equipment and Control of discharge
Chapter 4. Reception Facilities
Chapter 5. Port State Control
Appendix ISPPC – International Sewage Pollution Prevention Certificate
Annex V Prevention of Pollution by Garbage
Regulation 1-9 Definitions, Application, Disposal Outside & Within Special Area,
Special requirements for Disposal, Exceptions, Reception
Facilities, PSC on Operational Requirements, Placards, Garbage
Management Plans, and Garbage record-keeping
Appendix Garbage Record Book
Annex VI Prevention air pollution
Chapter 1. General
Chapter 2. Survey, Certification and Means of Control
Chapter 3. Requirements for Control of emissions from ships
Appendices IAPP Cert – International Air Pollution Prevention Certificate

Proposed MARPOL annexes are
Annex VII International conventions for preventing pollution from

ships by ballast water.
Annex VIII Prevention of pollution by antifouling paints from ships.
Annex IX Prevention of pollution by noise from the Ship.
Annex X Prevention of pollution by vibration of the ship.
===================================================
Requirements for machinery spaces of all ships

A - Discharges outside special areas
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage
and above shall be prohibited except when all the following conditions are satisfied:
1. the ship is proceeding en route;
2. the oily mixture is processed through an oil filtering equipment meeting the
requirements of regulation 14 of this Annex;
3. the oil content of the effluent without dilution does not exceed 15 parts per
million;
4. the oily mixture does not originate from cargo pump-room bilges on oil
tankers; and
5. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
B - Discharges in special areas
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage
and above shall be prohibited except when all of the following conditions are
satisfied:
1. the ship is proceeding en route;
2. the oily mixture is processed through an oil filtering equipment meeting the
requirements of regulation 14.7 of this Annex;
3. the oil content of the effluent without dilution does not exceed 15 parts per
million;
4. the oily mixture does not originate from cargo pump-room bilges on oil
tankers; and
5. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

Oil Record Book, Part I (Machinery space operations)
1. Every oil tanker of 150 gross tonnage and above and every ship of 400 gross
tonnage and above other than an oil tanker shall be provided with an Oil
Record Book Part I (Machinery space operations). The Oil Record Book,
whether as a part of the ship’s official log-book or otherwise, shall be in the
form specified in appendix III to this Annex.
2. The Oil Record Book Part I shall be completed on each occasion, on a tank-to-
tank basis if appropriate, whenever any of the following machinery space
operations takes place in the ship:
i. ballasting or cleaning of oil fuel tanks;

ii. discharge of dirty ballast or cleaning water from oil fuel tanks;
iii. collection and disposal of oil residues (sludge and other oil residues);
iv. discharge overboard or disposal otherwise of bilge water which has
accumulated in machinery spaces; and
v. bunkering of fuel or bulk lubricating oil.
3. In the event of such discharge of oil or oily mixture as is referred to in

regulation 4 of this Annex or in the event of accidental or other exceptional
discharge of oil not excepted by that regulation, a statement shall be made in
the Oil Record Book Part I of the circumstances of, and the reasons for, the
discharge.
4. Each operation described in paragraph 2 of this regulation shall be fully

recorded without delay in the Oil Record Book Part I, so that all entries in the
book appropriate to that operation are completed. Each completed operation
shall be signed by the officer or officers in charge of the operations concerned
and each completed page shall be signed by the master of ship. The entries in
the Oil Record Book Part I, for ships holding an International Oil Pollution
Prevention Certificate, shall be at least in English, French or Spanish. Where
entries in an official national language of the State whose flag the ship is
entitled to fly are also used, this shall prevail in case of a dispute or
discrepancy.
5. Any failure of the oil filtering equipment shall be recorded in the Oil Record
Book Part I.
6. The Oil Record Book Part I shall be kept in such a place as to be readily
available for inspection at all reasonable times and, except in the case of
unmanned ships under tow, shall be kept on board the ship. It shall be
preserved for a period of three years after the last entry has been made.
7. The competent authority of the Government of a Party to the present

Convention may inspect the Oil Record Book Part I on board any ship to
which this Annex applies while the ship is in its port or offshore terminals and
may make a copy of any entry in that book and may require the master of
the ship to certify that the copy is a true copy of such entry. Any copy so
made which has been certified by the master of the ship as a true copy of an
entry in the ship’s Oil Record Book Part I shall be made admissible in any
judicial proceedings as evidence of the facts stated in the entry. The
inspection of an Oil Record Book Part I and the taking of a certified copy by

the competent authority under this paragraph shall be performed as
expeditiously as possible without causing the ship to be unduly delayed.
Control of discharge of oil as Cargo

A Discharges outside special areas
1. Subject to the provisions of regulation 4 of this Annex and paragraph 2 of this

regulation, any discharge into the sea of oil or oily mixtures from the cargo
area of an oil tanker shall be prohibited except when all the following
conditions are satisfied:
i. the tanker is not within a special area;

ii. the tanker is more than 50 nautical miles from the nearest land;
iii. the tanker is proceeding en route;
iv. the instantaneous rate of discharge of oil content does not exceed 30
liters per nautical mile;
v. the total quantity of oil discharged into the sea does not exceed for
tankers delivered on or before 31 December 1979, 1/15,000 of the total
quantity of the particular cargo of which the residue formed a part, and
for tankers delivered after 31 December 1979, 1/30,000 of the total
quantity of the particular cargo of which the residue formed a part; and
vi. the tanker has in operation an oil discharge monitoring and control
system and a slop tank arrangement as required by regulations 29 and
31 of this Annex.
2. The provisions of paragraph 1 of this regulation shall not apply to the

discharge of clean or segregated ballast.
B Discharges in special areas
3. Subject to the provisions of paragraph 4 of this regulation, any discharge into

the sea of oil or oily mixture from the cargo area of an oil tanker shall be
prohibited while in a special area.*
4. The provisions of paragraph 3 of this regulation shall not apply to the

discharge of clean or segregated ballast.
5. Nothing in this regulation shall prohibit a ship on a voyage only part of which
is in a special area from discharging outside the special area in accordance
with paragraph 1 of this regulation.
Oil Record Book, Part II - Cargo/ballast operations

1. Every oil tanker of 150 gross tonnage and above shall be provided with an Oil
Record Book Part II (Cargo/Ballast Operations). The Oil Record Book Part II,
whether as a part of the ship's official log-book or otherwise, shall be in the
form specified in appendix III to this Annex.

2. The Oil Record Book Part II shall be completed on each occasion, on a tank-
to-tank basis if appropriate, whenever any of the following cargo/ ballast
operations take place in the ship:
i. loading of oil cargo;

ii. internal transfer of oil cargo during voyage;
iii. unloading of oil cargo;
iv. ballasting of cargo tanks and dedicated clean ballast tanks;
v. cleaning of cargo tanks including crude oil washing;
vi. discharge of ballast except from segregated ballast tanks;
vii. discharge of water from slop tanks;
viii. closing of all applicable valves or similar devices after slop tank
discharge operations;
ix. closing of valves necessary for isolation of dedicated clean ballast tanks
from cargo and stripping lines after slop tank discharge operations; and
x. disposal of residues.
3. The total quantity of oil and water used for washing and returned to a storage
tank shall be recorded in the Oil Record Book Part II.
4. In the event of such discharge of oil or oily mixture as is referred to in

regulation 4 of this Annex or in the event of accidental or other exceptional
discharge of oil not excepted by that regulation, a statement shall be made in
the Oil Record Book Part II of the circumstances of, and the reasons for, the
discharge.
5. Each operation described in paragraph 2 of this regulation shall be fully

recorded without delay in the Oil Record Book Part II so that all entries in the
book appropriate to that operation are completed. Each completed operation
shall be signed by the officer or officers in charge of the operations concerned
and each completed page shall be signed by the master of ship. The entries in
the Oil Record Book Part II shall be at least in English, French or Spanish.
Where entries in an official language of the State whose flag the ship is
entitled to fly are also used, this shall prevail in case of dispute or
discrepancy.
6. Any failure of the oil discharge monitoring and control system shall be noted
in the Oil Record Book Part II.
7. The Oil Record Book shall be kept in such a place as to be readily available for
inspection at all reasonable times and, except in the case of unmanned ships
under tow, shall be kept on board the ship. It shall be preserved for a period
of three years after the last entry has been made.
8. The competent authority of the Government of a Party to the Convention may

inspect the Oil Record Book Part II on board any ship to which this Annex
applies while the ship is in its port or offshore terminals and may make a
copy of any entry in that book and may require the master of the ship to
certify that the copy is a true copy of such entry. Any copy so made which
has been certified by the master of the ship as a true copy of an entry in the
ship's Oil Record Book Part II shall be made admissible in any judicial
proceedings as evidence of the facts stated in the entry. The inspection of an
Oil Record Book Part II and the taking of a certified copy by the competent

authority under this paragraph shall be performed as expeditiously as
possible without causing the ship to be unduly delayed.
9. For oil tankers of less than 150 gross tonnage operating in accordance with
regulation 34.6 of this Annex, an appropriate Oil Record Book should be
developed by the Administration.
Shipboard oil pollution emergency plan

1. Every oil tanker of 150 gross tonnage and above and every ship other than
an oil tanker of 400 gross tonnage and above shall carry on board a
shipboard oil pollution emergency plan approved by the Administration.
2. Such a plan shall be prepared based on guidelines* developed by the

Organization and written in the working language of the master and officers.
The plan shall consist at least of:
i. the procedure to be followed by the master or other persons having

charge of the ship to report an oil pollution incident, as required in
article 8 and Protocol I of the present Convention, based on the
guidelines developed by the Organization;
ii. the list of authorities or persons to be contacted in the event of an oil

pollution incident;
iii. a detailed description of the action to be taken immediately by persons

on board to reduce or control the discharge of oil following the incident;
and
iv. the procedures and point of contact on the ship for coordinating
shipboard action with national and local authorities in combating the
pollution.
3. In the case of ships to which regulation 17 of Annex II of the present

Convention also applies, such a plan may be combined with the shipboard
marine pollution emergency plan for noxious liquid substances required under
regulation 17 of Annex II of the present Convention. In this case, the title of
such a plan shall be ''Shipboard marine pollution emergency plan''.
4. All oil tankers of 5,000 tonnes deadweight or more shall have prompt access
to computerized shore-based damage stability and residual structural
strength calculation programs.

OIL RECORD BOOK
PART I – Machinery space operations (All ships)
Name of ship:
Distinctive number or letters:
Gross tonnage:
Period from: to:
Note: Oil Record Book Part I shall be provided to every oil tanker of 150 gross
tonnage and above and every ship of 400 gross tonnage and above, other than oil
tankers, to record relevant machinery space operations. For oil tankers, Oil Record
Book Part II shall also be provided to record relevant cargo/ballast operations.
Introduction
The following pages of this section show a comprehensive list of items of machinery
space operations which are, when appropriate, to be recorded in the Oil Record
Book in accordance with regulation 17 of Annex I of the International Convention
for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of
1978 relating thereto (MARPOL 73/78). The items have been grouped into
operational sections, each of which is denoted by a letter Code.
When making entries in the Oil Record Book Part I, the date, operational code. and
item number shall be inserted in the appropriate columns and the required
particulars shall be recorded chronologically in the blank spaces.
Each completed operation shall be signed for and dated by the officer or officers in
charge. The master of the ship shall sign each completed page.
The Oil Record Book Part I contains many references to oil quantity. The limited
accuracy of tank measurement devices, temperature variations and clingage will
affect the accuracy of these readings. The entries in the Oil Record Book Part I
should be considered accordingly.
In the event of accidental or other exceptional discharge of oil, statement shall be

made in the Oil Record Book Part I of the circumstances of, and the reasons for, the
discharge.
Any failure of the oil filtering equipment shall be noted in the Oil Record Book Part
I.
The entries in the Oil Record Book Part I, for ships holding an IOPP Certificate, shall
be at least in English, French or Spanish. Where entries in official language of the
State whose flag the ship is entitled to fly are also used, this shall prevail in case of
a dispute or discrepancy.
The Oil Record Book Part I shall be kept in such a place as to be readily available
for inspection at all reasonable times and, except in the case of unmanned ships
under tow, shall be kept on board the ship. It shall be preserved for a period of
three years after the last entry has been made.

The competent authority of the Government of a Party to the Convention may
inspect the Oil Record Book Part I on board any ship to which this Annex applies
while the ship is in its port or offshore terminals and may make a copy of any entry
in that book and may require the master of the ship to certify that the copy is a
true copy of such entry. Any copy so made which has been certified by the master
of the ship as a true copy of an entry in the Oil Record Book Part I shall be made
admissible in any juridicial proceedings as evidence of the facts stated in the entry.
The inspection of an Oil Record Book Part I and the taking of a certified copy by the
competent authority under this paragraph shall be performed as expeditiously as
LIST OF ITEMS TO BE RECORDED
(A) Ballasting or cleaning of oil fuel tanks
1 Identity of tank(s) ballasted.
2 Whether cleaned since they last contained oil and, if not, type of oil
previously carried.
3 Cleaning process:
.1 position of ship and time at the start and completion of cleaning;

.2 identify tank(s) in which one or another method has been
employed (rinsing through, steaming, cleaning with chemicals;
type and quantity of chemicals used, in cubic metres);
.3 identity of tank(s) into which cleaning water was transferred.
4 Ballasting:
.1 position of ship and time at start and end of ballasting;

.2 quantity of ballast if tanks are not cleaned, in cubic metres.
(B) Discharge of dirty ballast or cleaning water from oil fuel tanks referred to under
section (A)
5 Identity of tank(s).
6 Position of ship at start of discharge.
7 Position of ship on completion of discharge.
8 Ship’s speed(s) during discharge.
9 Method of discharge:
.1 through 15 ppm equipment;

.2 to reception facilities.
10 Quantity discharged, in cubic metres.
(C) Collection and disposal of oil residues (sludge and other residues)
11 Collection of oil residues.

Quantities of oil residues (sludge and other oil residues) retained on
board. The quantity should be recorded weekly: (This means that the
quantity must be recorded once a week even if the voyage lasts more
than one week)
.1 identity of tank(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
.2 capacity of tank(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . .m3
.3 total quantity of retention . . . . . . . . . . . . . . . . . . . . . . m3
12 Methods of disposal of residue.
State quantity of oil residues disposed of, the tank(s) emptied and the
quantity of contents retained in cubic metres:
.1 to reception facilities (identify port);

.2 transferred to another (other) tank(s) (indicate tank(s) and the
total content of tank(s));
.3 incinerated (indicate total time of operation);
.4 other method (state which).
(D) Non-automatic discharge overboard or disposal otherwise of bilge water which

has accumulated in machinery spaces
13 Quantity discharged or disposed of, in cubic metres.
14 Time of discharge or disposal (start and stop).
15 Method of discharge or disposal:
.1 through 15 ppm equipment (state position at start and end);

.2 to reception facilities (identify port);†
.3 transfer to slop tank or holding tank (indicate tank(s); state
quantity retained in tank(s), in cubic metres).
(E) Automatic discharge overboard or disposal otherwise of bilge water which has
accumulated in machinery spaces
16 Time and position of ship at which the system has been put into
automatic mode of operation for discharge overboard, through 15 ppm
equipment.
17 Time when the system has been put into automatic mode of operation
for transfer of bilge water to holding tank (identify tank).
18 Time when the system has been put into manual operation.
(F) Condition of the oil filtering equipment
19 Time of system failure.
20 Time when system has been made operational.
21 Reasons for failure.
(G) Accidental or other exceptional discharges of oil

22 Time of occurrence.
23 Place or position of ship at time of occurrence.
24 Approximate quantity and type of oil.
25 Circumstances of discharge or escape, the reasons therefore and

general remarks.
(H) Bunkering of fuel or bulk lubricating oil
.1 Place of bunkering.
.2 Time of bunkering.
.3 Type and quantity of fuel oil and identity of tank(s) (state
quantity added, in tonnes, and total content of tank(s)).
.4 Type and quantity of lubricating oil and identity of tank(s) (state
quantity added, in tonnes, and total content of tank(s)). tural
strength calculation programs.
(I) Additional operational procedures and general remarks
Name of ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Distinctive number or letters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MACHINERY SPACE OPERATIONS
Code Item
Date Record of operations / signature of officer in charge
(letter) (number)
Signature of master . . . . . . . . . . . . . . . . . . . . .

PART II – Cargo/ballast operations
(Oil tankers)
Name of ship:
Distinctive number or letters:
Gross tonnage:
Period from: to:
Note: Every oil tanker of 150 gross tonnage and above shall be provided with Oil
Record Book Part II to record relevant cargo/ballast operations. Such a tanker shall
also be provided with Oil Record Book Part I to record relevant machinery space
operations.
Name of ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PLAN VIEW OF CARGO AND SLOP TANKS

(to be completed on board)
Identification
Capacity
of tanks
Depth of slop
tank(s):
(Give the capacity of each tank

and the depth of slop tank(s))

Introduction
The following pages of this section show a comprehensive list of items of cargo and
ballast operations which are, when appropriate, to be recorded in the Oil Record
Book Part II in accordance with regulation 36 of Annex I of the International
Convention for the Prevention of Pollution from Ships, 1973, as modified by the
Protocol of 1978 relating thereto (MARPOL 73/78). The items have been grouped
into operational sections, each of which is denoted by a code letter.
When making entries in the Oil Record Book Part II, the date, operational code and
item number shall be inserted in the appropriate columns and the required
particulars shall be recorded chronologically in the blank spaces.
Each completed operation shall be signed for and dated by the officer or officers in
charge. Each completed page shall be countersigned by the master of the ship.
In respect of the oil tankers engaged in specific trades in accordance with

regulation 2.5 of Annex I of MARPOL 73/78, appropriate entry in the Oil Record
Book Part II shall be endorsed by the competent port State authority.
The Oil Record Book Part II contains many references to oil quantity. The limited
accuracy of tank measurement devices, temperature variations and clingage will
affect the accuracy of these readings. The entries in the Oil Record Book Part II
should be considered accordingly.
In the event of accidental or other exceptional discharge of oil, a statement shall be

made in the Oil Record Book Part II of the circumstances of, and the reasons for,
the discharge.
Any failure of the oil discharge monitoring and control system shall be noted in the
Oil Record Book Part II.
The entries in the Oil Record Book Part II, for ships holding an IOPP Certificate,
shall be at least in English, French or Spanish. Where entries in an official language
of the State whose flag the ship is entitled to fly are also used, this shall prevail in
case of a dispute or discrepancy.
The Oil Record Book Part II shall be kept in such a place as to be readily available
for inspection at all reasonable times and, except in the case of unmanned ships
under tow, shall be kept on board the ship. It shall be preserved for a period of
three years after the last entry has been made.
The competent authority of the Government of a Party to the Convention may

inspect the Oil Record Book Part II on board the ship to which this Annex applies
while the ship is in its port or offshore terminals and may make copy of any entry in
that book and may require the master of the ship to certify that the copy is a true
copy of such entry. Any copy so made which has been certified by the master of the
ship as a true copy of an entry in the Oil Record Book Part II shal be made
admissible in any juridicial proceedings as evidence of the facts stated in the entry.
The inspection of an Oil Record Book Part II and taking of a certified copy by the
competent authority under this paragraph shall be performed as expeditiously as

LIST OF ITEMS TO BE RECORDED
(A) Loading of oil cargo
1 Place of loading.
2 Type of oil loaded and identity of tank(s).
3 Total quantity of oil loaded (state quantity added, in cubic metres, at

15°C and the total content of tank(s), in cubic metres).
(B) Internal transfer of oil cargo during voyage
4 Identity of tank(s):
.1 from:
.2 to: (state quantity transferred and total quantity of tank(s), in
cubic metres).
5 Was (were) the tank(s) in 4.1 emptied? (If not, state quantity retained,
in cubic metres.)
(C) Unloading of oil cargo
6 Place of unloading.
7 Identity of tank(s) unloaded.
8 Was (were) the tank(s) emptied? (If not, state quantity retained, in
cubic metres.)
(D) Crude oil washing (COW tankers only) (To be completed for each tank being
crude oil washed)
9 Port where crude oil washing was carried out or ship’s position if carried
out between two discharge ports.
10 Identity of tank(s) washed.
11 Number of machines in use.
12 Time of start of washing.
13 Washing pattern employed.
14 Washing line pressure.
15 Time washing was completed or stopped.
16 State method of establishing that tank(s) was (were) dry.
17 Remarks.
(E) Ballasting of cargo tanks
18 Position of ship at start and end of ballasting.

19 Ballasting process:
.1 identity of tank(s) ballasted;

.2 time of start and end;
.3 quantity of ballast received. Indicate total quantity of ballast for
each tank involved in the operation, in cubic metres.
(F) Ballasting of dedicated clean ballast tanks (CBT tankers only)
21 Position of ship when water intended for flushing, or port ballast was
taken to dedicated clean ballast tank(s).
22 Position of ship when pump(s) and lines were flushed to slop tank.
23 Quantity of the oily water which, after line flushing, is transferred to the
slop tank(s) or cargo tank(s) in which slop is preliminarily stored
(identify tank(s)). State total quantity, in cubic metres.
24 Position of ship when additional ballast water was taken to dedicated

clean ballast tank(s).
25 Time and position of ship when valves separating the dedicated clean
ballast tanks from cargo and stripping lines were closed.
26 Quantity of clean ballast taken on board, in cubic metres.
(G) Cleaning of cargo tanks
27 Identity of tank(s) cleaned.
28 Port or ship’s position.
29 Duration of cleaning.
30 Method of cleaning.
31 Tank washings transferred to:
.1 reception facilities (state port and quantity, in cubic metres);

.2 slop tank(s) or cargo tank(s) designated as slop tank(s) (identify
tank(s); state quantity transferred and total quantity, in cubic
metres).
(H) Discharge of dirty ballast
33 Time and position of ship at start of discharge into the sea.
34 Time and position of ship on completion of discharge into the sea.
35 Quantity discharged into the sea, in cubic metres.

37 Was the discharge monitoring and control system in operation during
the discharge?
38 Was a regular check kept on the effluent and the surface of the water in
the locality of the discharge?
39 Quantity of oily water transferred to slop tank(s) (identify slop tank(s)).

State total quantity, in cubic metres.
40 Discharged to shore reception facilities (identify port and quantity

involved, in cubic metres).
(I) Discharge of water from slop tanks into the sea
41 Identity of slop tanks.
42 Time of settling from last entry of residues, or
43 Time of settling from last discharge.
44 Time and position of ship at start of discharge.
45 Ullage of total contents at start of discharge.
46 Ullage of oil/water interface at start of discharge.
47 Bulk quantity discharged in cubic metres and rate of discharge in

m3/hour.
48 Final quantity discharged in cubic metres and rate of discharge in

m3/hour.
49 Time and position of ship on completion of discharge.
50 Was the discharge monitoring and control system in operation during

the discharge?
51 Ullage of oil/water interface on completion of discharge, in metres.
54 Confirm that all applicable valves in the ship’s piping system have been
closed on completion of discharge from the slop tanks.
(J) Disposal of residues and oily mixtures not otherwise dealt with
56 Quantity disposed of from each tank. (State the quantity retained, in

cubic metres.)
57 Method of disposal:
.1 to reception facilities (identify port and quantity involved);

.2 mixed with cargo (state quantity);
.3 transferred to (an)other tank(s) (identify tank(s); state quantity
transferred and total quantity in tank(s), in cubic metres); and
.4 other method (state which); state quantity disposed of, in cubic
metres.
(K) Discharge of clean ballast contained in cargo tanks
58 Position of ship at start of discharge of clean ballast.
59 Identity of tank(s) discharged.
60 Was (were) the tank(s) empty on completion?
61 Position of ship on completion if different from 58.
(L) Discharge of ballast from dedicated clean ballast tanks (CBT tankers only)
63 Identity of tank(s) discharged.
64 Time and position of ship at start of discharge of clean ballast into the
sea.
65 Time and position of ship on completion of discharge into the sea.
66 Quantity discharged, in cubic metres:
.1 into the sea; or
.2 to reception facility (identify port).
67 Was there any indication of oil contamination of the ballast water before
or during discharge into the sea?
68 Was the discharge monitored by an oil content meter?
69 Time and position of ship when valves separating dedicated clean

ballast tanks from the cargo and stripping lines were closed on
completion of deballasting.
(M) Condition of oil discharge monitoring and control system
70 Time of system failure.
71 Time when system has been made operational.
72 Reasons for failure.
(N) Accidental or other exceptional discharges of oil
73 Time of occurrence.
74 Port or ship’s position at time of occurrence.

75 Approximate quantity, in cubic metres, and type of oil.
76 Circumstances of discharge or escape, the reasons therefore and

general remarks.
(O) Additional operational procedures and general remarks
TANKERS ENGAGED IN SPECIFIC TRADES
(P) Loading of ballast water
78 Position of ship when ballasted.
79 Total quantity of ballast loaded in cubic metres.
80 Remarks.
(Q) Re-allocation of ballast water within the ship
81 Reasons for re-allocation.
(R) Ballast water discharge to reception facility
82 Port(s) where ballast water was discharged.
83 Name or designation of reception facility.
84 Total quantity of ballast water discharged in cubic metres.
85 Date, signature and stamp of port authority official.
Name of ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CARGO/BALLAST OPERATIONS (OIL TANKERS)
Code Item
Date Record of operations / signature of officer in charge
(letter) (number)
Signature of master . . . . . . . . . . . . . . . . . . . . .

Disposal of garbage outside special areas
(1) Subject to the provisions of regulations 4, 5 and 6 of this Annex:
(a) the disposal into the sea of all plastics, including but not limited to
synthetic ropes, synthetic fishing nets, plastic garbage bags and
incinerator ashes from plastic products which may contain toxic or
heavy metal residues, is prohibited;
(b) the disposal into the sea of the following garbage shall be made as far
as practicable from the nearest land but in any case is prohibited if the
distance from the nearest land is less than:
(i) 25 nautical miles for dunnage, lining and packing materials which
will float;
(ii) 12 nautical miles for food wastes and all other garbage including
paper products, rags, glass, metal, bottles, crockery and similar
refuse;
(c) disposal into the sea of garbage specified in subparagraph(b)(ii) of this

regulation may be permitted when it has passed through a comminuter
or grinder and made as far as practicable from the nearest land but in
any case is prohibited if the distance from the nearest land is less than
3 nautical miles. Such comminuted or ground garbage shall be capable
of passing through a screen with openings no greater than 25 mm.
(2) When the garbage is mixed with other discharges having different disposal or
discharge requirements the more stringent requirements shall apply.
Special requirements for disposal of garbage

(1) Subject to the provisions of paragraph (2) of this regulation, the disposal of
any materials regulated by this Annex is prohibited from fixed or floating platforms
engaged in the exploration, exploitation and associated offshore processing of sea-
bed mineral resources, and from all other ships when alongside or within 500 m of
such platforms.
(2) The disposal into the sea of food wastes may be permitted when they have
been passed through a comminuter or grinder from such fixed or floating platforms
located more than 12 nautical miles from land and all other ships when alongside or
within 500 m of such platforms. Such comminuted or ground food wastes shall be
capable of passing through a screen with openings no greater than 25 mm.

Garbage Record Book
Name of ship: _______________________
Distinctive number or letters: _______________________
IMO No.: _______________________
Period:_____________ From: _____________ To: _____________
1 Introduction
In accordance with regulation 9 of Annex V of the International Convention for the

Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978
(MARPOL 73/78), a record is to be kept of each discharge operation or completed
incineration. This includes discharges at sea, to reception facilities, or to other
ships.
2 Garbage and garbage management
Garbage includes all kinds of food, domestic and operational waste excluding fresh
fish and parts thereof, generated during the normal operation of the vessel and
liable to be disposed of continuously or periodically except those substances which
are defined or listed in other annexes to MARPOL 73/78 (such as oil, sewage or
noxious liquid substances).
The Guidelines for the Implementation of Annex V of MARPOL 73/78* should also
be referred to for relevant information.
3 Description of the garbage
The garbage is to be grouped into categories for the purposes of this record book as
follows:
1 Plastics
2 Floating dunnage, lining, or packing material
3 Ground-down paper products, rags, glass, metal, bottles, crockery, etc.
4 Cargo residues, paper products, rags, glass, metal, bottles, crockery,
etc.
5 Food waste
6 Incinerator ash.
4 Entries in the Garbage Record Book
4.1 Entries in the Garbage Record Book shall be made on each of the following
occasions:
(a) When garbage is discharged into the sea:
(i) Date and time of discharge

(ii) Position of the ship (latitude and longitude). Note: for cargo
residue discharges, include discharge start and stop positions.
(iii) Category of garbage discharged
(iv) Estimated amount discharged for each category in cubic metres
(v) Signature of the officer in charge of the operation.

(b) When garbage is discharged to reception facilities ashore or to other
ships:
(i) Date and time of discharge

(ii) Port or facility, or name of ship
(iii) Category of garbage discharged
(iv) Estimated amount discharged for each category in cubic metres
(v) Signature of officer in charge of the operation.
(c) When garbage is incinerated:
(i) Date and time of start and stop of incineration

(ii) Position of the ship (latitude and longitude)
(iii) Estimated amount incinerated in cubic metres
(iv) Signature of the officer in charge of the operation.
(d) Accidental or other exceptional discharges of garbage
(i) Time of occurrence

(ii) Port or position of the ship at time of occurrence
(iii) Estimated amount and category of garbage
(iv) Circumstances of disposal, escape or loss, the reason therefor and
general remarks.
4.2 Receipts
The master should obtain from the operator of port reception facilities, or from the
master of the ship receiving the garbage, a receipt or certificate specifying the
estimated amount of garbage transferred. The receipts or certificates must be kept
on board the ship with the Garbage Record Book for two years.
4.3 Amount of garbage
The amount of garbage on board should be estimated in cubic metres, if possible

separately according to category. The Garbage Record Book contains many
references to estimated amount of garbage. It is recognized that the accuracy of
estimating amounts of garbage is left to interpretation. Volume estimates will differ
before and after processing. Some processing procedures may not allow for a
usable estimate of volume, e.g. the continuous processing of food waste. Such
factors should be taken into consideration when making and interpreting entries
made in a record.

RECORD OF GARBAGE DISCHARGES
Ship's name: _______________________
Distinctive No., or letters: _______________________
IMO No.: ____________
Garbage categories:
.1 Plastic.
.2 Floating dunnage, lining, or packing materials.
.3 Ground paper products, rags, glass, metal, bottles, crockery, etc.
.4 Cargo residues, paper products, rags, glass, metal, bottles, crockery, etc.
.5 Food waste.
.6 Incinerator ash except from plastic products which may contain toxic or
heavy metal residues.
NOTE: THE DISCHARGE OF ANY GARBAGE OTHER THAN FOOD WASTE IS

PROHIBITED IN SPECIAL AREAS. ONLY GARBAGE DISCHARGED INTO THE SEA
MUST BE CATEGORIZED. GARBAGE OTHER THAN CATEGORY 1 DISCHARGED TO
RECEPTION FACILITIES NEED ONLY BE LISTED AS A TOTAL ESTIMATED AMOUNT.
DISCHARGES OF CARGO RESIDUES REQUIRE START AND STOP POSITIONS TO BE
RECORDED.
reception facilities or
discharged into sea
Certification/ Signature
Estimated amount
Estimated amount
to other ship (m3)

Position of the ship
discharged to
Estimated amount
incinerated (m3)
Date/time
(m3)
Cat. 2 Cat. 3 Cat. 4 Cat. 5 Cat. 6 Cat. 1 Other

Standard discharge connections - SEWAGE
1 To enable pipes of reception facilities to be connected with the ship's discharge

pipeline, both lines shall be fitted with a standard discharge connection in
accordance with the following table:
Standard dimensions of flanges for discharge connections
Description Dimension
Outside diameter 210 mm
Inner diameter According to pipe outside diameter
Bolt circle diameter 170 mm
4 holes, 18 mm in diameter, equidistantly placed on a bolt

Slots in flange circle of the above diameter, slotted to the flange periphery.
The slot width to be 18 mm
Flange thickness 16 mm
Bolts and nuts:

quantity and 4, each of 16 mm in diameter and of suitable length
diameter
The flange is designed to accept pipes up to a maximum internal diameter of 100

mm and shall be of steel or other equivalent material having a flat face. This
flange, together with a suitable gasket, shall be suitable for a service pressure of
600 kPa.

Standard discharge connection - SLUDGE
To enable pipes of reception facilities to be connected with the ship's discharge

pipeline for residues from machinery bilges and from sludge tanks, both lines shall
be fitted with a standard discharge connection in accordance with the following
table:
Standard dimensions of flanges for discharge connections
Outside diameter 215 mm
Inner diameter According to pipe outside diameter
Bolt circle diameter 183 mm
6 holes 22 mm in diameter equidistantly placed on a bolt

Slots in flange circle of the above diameter, slotted to the flange periphery.
The slot width to be 22 mm
Flange thickness 20 mm
Bolts and nuts:

6, each of 20 mm in diameter and of suitable length
quantity, diameter
The flange is designed to accept pipes up to a maximum internal diameter of 125

mm and shall be of steel or other equivalent material having a flat face. This
flange, together with a gasket of oil-proof material, shall be suitable for a service
pressure of 600 kPa.

Maritime Law
Marine Insurance – Marine Warranties
Nature of warranty
(1) A warranty, in the following sections relating to warranties, means a promissory

warranty, that is to say, a warranty by which the assured undertakes that some
particular thing shall or shall not be done, or that some condition shall be fulfilled,
or whereby he affirms or negatives the existence of a particular state of facts.
(2) A warranty may be express or implied.
(3) A warranty, as above defined, is a condition which must be exactly complied

with, whether it be material to the risk or not. If it be not so complied with, then,
subject to any express provision in the policy, the insurer is discharged from
liability as from the date of the breach of warranty, but without prejudice to any
liability incurred by him before that date.
When breach of warranty excused
(1) Non-compliance with a warranty is excused when, by reason of a change of

circumstances, the warranty ceases to be applicable to the circumstances of the
contract, or when compliance with the warranty is rendered unlawful by any
subsequent law.
(2) Where a warranty is broken, the assured cannot avail himself of the defence
that the breach has been remedied, and the warranty complied with, before loss.
(3) A breach of warranty may be waived by the insurer.
Express warranties
(1) An express warranty may be in any form of words from which the intention to
warrant is to be inferred.
(2) An express warranty must be included in, or written upon, the policy, or must
be contained in some document incorporated by reference into the policy.
(3) An express warranty does not exclude an implied warranty, unless it be

inconsistent therewith.
Warranty of neutrality
(1) Where insurable property, whether ship or goods, is expressly warranted

neutral, there is an implied condition that the property shall have a neutral
character at the commencement of the risk, and that, so far as the assured can
control the matter, its neutral character shall be preserved during the risk.
(2) Where a ship is expressly warranted ‘‘neutral’’ there is also an implied condition
that, so far as the assured can control the matter, she shall be properly
documented, that is to say, that she shall carry the necessary papers to establish

her neutrality, and that she shall not falsify or suppress her papers, or use
simulated papers. If any loss occurs through breach of this condition, the insurer
may avoid the contract.
No implied warranty of nationality
There is no implied warranty as to the nationality of a ship, or that her nationality

shall not be changed during the risk.
Warranty of good safety
Where the subject-matter insured is warranted ‘‘well’’ or ‘‘in good safety’’ on a

particular day, it is sufficient if it be safe at any time during that day.
Warranty of seaworthiness of ship
(1) In a voyage policy there is an implied warranty that at the commencement of

the voyage the ship shall be seaworthy for the purpose of the particular adventure
insured.
(2) Where the policy attaches while the ship is in port, there is also an implied
warranty that she shall, at the commencement of the risk, be reasonably fit to
encounter the ordinary perils of the port.
(3) Where the policy relates to a voyage which is performed in different stages,
during which the ship requires different kinds of or further preparation or
equipment, there is an implied warranty that at the commencement of each stage
the ship is seaworthy in respect of such preparation or equipment for the purposes
of that stage.
(4) A ship is deemed to be seaworthy when she is reasonably fit in all respects to
encounter the ordinary perils of the seas of the adventure insured.
(5) In a time policy there is no implied warranty that the ship shall be seaworthy at
any stage of the adventure, but where, with the privity of the assured, the ship is
sent to sea in an unseaworthy state, the insurer is not liable for any loss
attributable to unseaworthiness.
No implied warranty that goods are seaworthy
(1) In a policy on goods or other moveables there is no implied warranty that the
goods or moveables are seaworthy.
(2) In a voyage policy on goods or other moveables there is an implied warranty

that at the commencement of the voyage the ship is not only seaworthy as a ship,
but also that she is reasonably fit to carry the goods or other moveables to the
destination contemplated by the policy.
Warranty of legality
There is an implied warranty that the adventure insured is a lawful one, and that,
so far as the assured can control the matter, the adventure shall be carried out in a
lawful manner.

There are two types of warranties:-
1) EXPRESS WARRANTY:- An express warranty is the warranty, which must be

included in, or written upon the policy, or must be contained in some document
incorporated by reference into the policy.
There are a number of express warranty in marine insurance like warranty of

neutrality during war, institute warranty etc. But a common example with reference
to H&M policy being a warranty that the vessel is classed with a particular society
and that her class will be maintained. The wording is likely to be, for example "
warranted LR classed and class maintained"
2) IMPLIED WARRANTY:- These are not written in the policy but are implied by
the law to exist in the contract. They must be strictly complied with in the same
way as expressed warranties. There are two major implied warranties in marine
insurance policies covering seaworthiness and legality.
a) Seaworthiness:- With reference to H&M policy, if the policy is voyage policy,

there is an implied warranty that at the commencement of the voyage, the ship
shall be seaworthy for the purpose of particular adventure. A ship is deemed to be
seaworthy when reasonably fit in all respects to encounter the ordinary perils of the
sea of the adventure insured.
But if it is a time policy, there is no implied warranty that the ship shall be
seaworthy at any stage of adventure but where, with the privity of the assured ,
the ship is sent to the sea in an unseaworthy state, the insurer is not liable for any
loss attributable to unseaworthiness.
b) Legality:- There is an implied warranty that the adventure insured is a lawful

one and that, so far as assured can control it, the adventure will be carried out in a
lawful manner.
AN EXPRESS WARRANTY DOES NOT OVERRIDE AN IMPLIED WARRANTY

UNLESS THE TWO CONFLICT.

Some Question Answers
Question 1. What is the length of a shackle of anchor cable?
Answer: A shackle length is 15 fathoms, or 27.5 m (90 ft).
Question 2. How would you break a Kenter, Lugless joining shackle?
Answer: To break a Kenter joining shackle, ‘punch and drift’ the ‘spile pin’.
Movement of the spile pin will push out the ‘lead pellet’. Once the spile pin is
removed, knock out the centre stud then separate the two shackle halves by
hammer blows to the side of the link.
Question 3. What prevents the spile pin from accidentally falling out of the joining
shackle with the vibration caused in the cable when operating anchors and cables?
Answer: Once the tapered spile pin has been inserted into the shackle, a lead
mould pellet is forced into the ‘dove tail chamber’, a space above the top of the
pin. This shaped cavity prevents the lead from dropping out, while at the same time
retaining the spile pin.
Question 4. When your vessel is scheduled to enter Dry Dock, what

documentation would you prepare, prior to entry?
Answer: The occasion for Dry Docking the vessel would require the following plans
and documents to be readily available:

1. The Dry Dock Plan.
2. The Shell Expansion Plan.
3. The General Arrangement Plan.
4. The Chief Officer’s repair list.
5. The Plug Plan.
6. The ship’s fire fighting arrangement.
7. Tank arrangement.
8. Relevant stability information.
9. A list of the ship’s general particulars.
10. Rigging plan.
11. Relevant Certificates for required surveys.
12. Cargo Plan (if docking with cargo on board).
Question 5. If your ship is a ‘tanker’ vessel, what additional and specific

certificate would be required prior to entering Dry Dock?
Answer: Tankers require a ‘gas free’ certificate prior to entry into Dry Dock.
Question 6. What information would you expect to find on the ship’s ‘Dry Dock
Plan’?
Answer: Dry Dock Plans contain the following information: In addition to the
ship’s general particulars, and the ship owner’s details, measurements for the
overall length, breadth and depth would be included, with the air draught.
Question 7. What types of entries are made in the ‘Garbage Record Book’?
Answer: Any garbage disposed of should be recorded in the Record Book. The
ship’s position should be recorded along with the quantity of garbage disposed
and the date and time of disposal. The method of disposal and the nature of the
garbage are also required. In the event that garbage is deposited at a Port
Reception and/or incinerated, a receipt for the garbage must be obtained.
Question 8. What two documents represent compliance with the ISM Code?
Answer: The ship should have its own Safety Management Certificate (SMC) and
will carry a ‘copy’ of the ‘Document of Compliance (DoC). Note: The original
Document of Compliance is held by the company, a separate DoC, for every
class/type of vessel the company operates.
Question 9. What information and details would you expect to find on the Anchor
Certificate?
Answer: The Anchor Certificate will contain the following information:
1. The Certificate serial number.

2. Name of the Certifying Authority.
3. Name of the testing establishment.
4. The mark or logo of the testing establishment, if any.
5. Name of the Supervisor of Tests and their signature.

6. Weight of the anchor.
7. Type of anchor.
8. Length of the shank in millimetres.
9. Length of arms in millimetres.
10. Diameter of the ‘trend’ in millimetres.
11. Proof load applied, in tonnes.
12. Weight of ‘stock’, if applicable.
Question 10. Following an incident where the ship has run aground, what actions
would you expect to take as the Chief Officer of the vessel?
Answer: Following a grounding incident the Chief Officer would expect to report his
intention to the Master to carry out a ‘damage assessment’. This assessment
would expect to address the following items:
a. The water tight integrity of the hull.

b. The condition of the engine room either ‘wet or dry’.
c. A casualty report.
d. Any evidence of pollution.
Subsequent actions would also include taking a full set of tank soundings, as well as
overside soundings, paying particular attention to the bow and stern areas. It is
assumed that on the outcome of the Chief Officer’s damage report, the Master
would open up communications with relevant interested parties.
The Chief Officer would advise the Master throughout this period to display the
signals to indicate a ‘vessel aground’, and also recommend that the ship’s
anchors are walked back to prevent the possibility of accidental re-floating in a
possibly damaged state. Ballast adjustment may be necessary at some stage. It
would also be prudent to deploy anchors to prevent accidentally, re-floating at an
inappropriate time.
Question 11. What do you consider the term ‘risk assessment’ means?
Answer: Risk assessment is a detailed and careful assessment of potential harmful

factors that are contained within the nature of an operation. It is expected to
classify the work and identify high, low and tolerable risk elements to personnel
within the working environment. It is meant to provide an action plan which would
permit ongoing operations to within limits of a tolerable risk. Check lists are
employed to assess the Initial Risk and subsequent detailed parameters effecting
the overall final assessment, prior to commencement of the work.
Question 12. What are the two functions of a ‘rescue boat’ during the action of
abandoning a ship?
Answer: The rescue boat has two functions during an abandonment:
a. Recover persons from the water, preferably in a horizontal manner.

b. Marshall survival craft upwind and clear of toxics or the dangers associated
with capsize of the parent vessel.

Question 13. While on a voyage across the Pacific Ocean, the Master of the ship
suffers a heart attack and dies. What is the expected action of the Chief Officer?
Answer: The Chief Officer would immediately assume command of the vessel and
inform senior officers and the crew of the death and the change of command. An
entry into the Official Log Book would be made to this effect, stating the reason
why the Chief Officer has assumed command. An entry would also be made in the
Log Book under the heading of Births and Deaths on board the ship, to reflect the
death of the Master.
The Master’s body must be isolated in a cool storage place and the ship’s owners
must be Informed of the incident and the current status of the vessel. Company
instructions would be expected to advise on subsequent action to the Officer in
Charge of the vessel. Any witness statements and photographic evidence should be
retained for future enquiries.
Question 14. When intending to tie the vessel up on a tidal berth, what would you
consider as an appropriate mooring pattern?
Answer: Assuming that the weather forecast is not adverse and the range of tide is
not excessive, normal practice would be to secure the vessel with:
 four (4) headlines

 four (4) Stern lines
 a breast line each end, and
 a spring line at each end.
Question 15. What are the advantages and disadvantages of carrying out a
Mediterranean Moor?
Answer:
The advantages of the Mediterranean Moor are:
 That more vessels can berth with restricted quay space.

 Cargo ships can work both port and starboard sides into barges.
 Tanker vessels can load/discharge through stern manifolds.
 Roll on–Roll off (Ro-Ro) vessels can operate stern ramps.
The disadvantages are:
 The vessel is exposed from the shore.

 Cargo ships are denied the use of shore side cranes.
 Loading and discharge must take place into barges.
 A boat is required to go ashore.
Question 16. How would you berth your vessel starboard side to, with a strong
onshore wind, currently on your own starboard side and the tidal current ahead?
Answer: With the ship stemming the tidal flow you should advance parallel to the
berth at a distance off, of approximately one ship’s length. When the vessel’s
bow is in a position at a mid-point of the berth I would let the port, inshore anchor
go at short stay and turn the vessel hard to port using maximum helm.
Question 17. When taking a ship into Dry Dock, why do the dock authorities
usually request the ship to be trimmed by the stern?
Answer: It is normal practice to have a stern trim for entering Dry Dock for several
reasons:
1. The ship tends to handle and steer better with a stern trim.
2. The declivity of the dock bottom is compatible with the trim angle.
3. The ‘Sole Piece’ is an aft strength member and will be the first part of the
vessels structure to make contact with the blocks. Achieved with a stern trim.
Question 18. What information is provided by the ‘loadicator’?
Answer: Following the input of cargo quantities and weights, the output from the
programme would supply stress values comparable against acceptable parameters.
These would include the bending moments, shear force and effects on the ‘GM’.
Question 19. What do you understand by the term ‘Segregated Ballast Tank’?

Answer: This means a water ballast tank which is completely separated from the
cargo oil and fuel oil systems. It is permanently allocated to the carriage of water
ballast or cargoes other than oil or noxious substances.
Question 20. How would you determine that a ‘port of refuge’ was satisfactory
for your vessel?
Answer: The practical aspects of choice of a ‘port of refuge’ would be

determined by the size of the port, the available depth of water inside the port and
the respective underkeel clearance for the vessel to be able to enter and berth.
Additional, preferable features of such a port would include, shelter afforded to the
effected vessel and whether the port had repair facilities capable of rectifying any
defects to the ship.
Question 21. When on a coastal passage through the English Channel the OOW
reports sighting a red and white striped, round buoy on the surface. It is identified
as a submarine indicator buoy. What would you do?
Answer: As Master of the vessel I would immediately take the ‘conn’ of the
vessel and establish a Bridge Team in position. I would manoeuvre the vessel to
circle the buoy, keeping my engines running. During this period I would order the
OOW to establish the position of the buoy and ascertain whether it was tethered or
adrift.
I would carry out a chart assessment to include the position of the buoy and note
the depth in this area. Once all the information is available I would communicate to
the Admiralty via the Coastguard all relevant details effecting the sighting of the
buoy.
I would further operate my echo sounder, post extra lookouts and if the depth was
less than 50 m, turn out the rescue boat with an emergency crew on stand-by. At
reduced depth the possibility of personnel employing escape apparatus to reach the
surface must be anticipated.
Additional communication may be made towards the submarine by hammer blows

to the turn of the bilge. Assuming that the submarine was unable to surface the
noise and vibration from the hammer action and from the propeller activity would
send a positive indication to the submarine that a vessel was at the surface.
It must be anticipated that return communication from the authorities possibly with
a relief warship in attendance, would relieve my merchant vessel of the situation.
Question 22. When carrying out an emergency steering gear test drill, what would
you expect to observe and do?
Answer: Emergency steering gear drills are conducted in accord with the
regulations at intervals of at least three (3) months. The drill should demonstrate
control of ship’s steering from the steering flat compartment instead of from the
navigation bridge. The communications between the two stations, steering
flat/bridge, should also be tested and seen to be adequate. Any alternative power
supply should also be operated and found satisfactory. Once the drill has been
conducted, a statement shall be recorded in both the Official and Deck, Log Books.
Question 23. Following response to a distress situation which has been resolved,
you are requested to carry out a towing operation. What factors would you
consider, before accepting the towage contract?
Answer: It would be necessary to check the Charter Party and the Bills of Laden,
to ensure that I am permitted to carry out a towing operation.
I would further check the following:
1. The quantity and available fuel on board my vessel to carry out the tow.
2. Is my own cargo liable to suffer by the extended operation.
3. Are your engines and deck machinery capable of achieving the tow.
4. Could you still meet the Loading Port, Charter Party Clause, on time.
5. Is the value of the towed vessel and cargo worth the effort.
6. Owners and insurance would need to be informed as a towing operation could
expect to increase premiums.
7. Do both Masters have an agreement.
Question 24. How would you ensure your crew are trained to handle situation
disasters?
Answer: Throughout the period of the voyage it would be prudent to exercise the
crew in disaster training scenarios. This could be carried out during the period of
boat and fire drills.
These should be active drills with personnel being interchanged to provide

multiplicity on essential tasks. Disaster/safety videos could be shown to crew.
Alleyways and public rooms could carry educational and advisory posters.
Reality casualty rescues, rescue boat activity inside harbour limits, together with
encouraging shore side training courses would all be expected to improve the state
of readiness and efficiency of the crew.
Question 25. What are the statutory obligations placed on a Master when
navigating inside known ‘ice regions’?
Answer: The Master when informed that dangerous ice is ahead on his intended
track, must: alter his course and proceed at a moderate speed at night. Further, if
he encounters dangerous ice, he is obligated to make a statutory report of the type
and position of this ice (Reference: SOLAS).
Question 26. What entries are made in the Garbage Record Book?
Answer: Records must be kept of all discharges or incineration of garbage. The

Garbage Record Book is part of the Official Log Book but may be kept separately.
Entries will include:
1. Date and time of disposal or incineration of garbage.

2. The position of the ship at the time.
3. A description and amount of garbage involved.
4. Any accidental discharge or loss of garbage.
The Master must sign every page of the Garbage Record Book.

Question 27. When would a Master ‘Note Protest’?
Answer: A ‘Note of Protest’ is made:
1. When the ship has encountered heavy weather which may result in cargo
damage.
2. Whenever damage has been caused or is suspected from any cause.
3. Where cargo has been damaged through a peril of the sea (i.e. inadequate
ventilation because of the stresses of bad weather).
4. When cargo is shipped in such a state as to be likely to deteriorate during the
voyage (B/Ls would also need to be endorsed in this example).
5. When the terms of the Charter Party (C/P) has been breached by either the
Charterer, or his agent. Examples: refusal to load, or loading improper cargo.
6. When consignees fail to discharge cargo or to take delivery and pay freight.
7. In all cases of General Average, or failure to make a cancellation date due to
heavy weather.
It should be borne in mind that the act of Noting Protest should be made as soon as
possible after arrival in port. Where a cargo Protest is being made, this should be
carried out before ‘breaking bulk’. Where cargo is for several ports, a Note of
Protest should be made in each port.
Question 28. If a member of your crew died on the passage, what would you do?
Answer: In the event of a death of a crew member it would be the responsibility of

the Master to complete the report form Return of Births and Deaths (RBD) 1 and
deliver it to a Superintendent and, Consul, or Shipping Master at the earliest
opportunity. The Master would further cause an entry to be made into the Official
Log Book, which is consistent with the RBD 1 report.
The body should be kept isolated and under security until it can be landed. If a post
mortem is carried out at any time a copy of the report and any other associated
medical details should accompany the body when landed.
An inquiry into the death may be required and if so, a report of this inquiry is to be
made.
Question 29. Three members of the crew make a complaint about the food on the
ship. What would be the actions of the Master?
Answer: If only one man makes a complaint the Master is not legally obliged to
act. However, when three men or more complain, the Master must investigate the
grounds for the complaint and if it is found proved, take such action as will rectify
the problem.
He is then expected to inform the complainant of his actions and obtain their
agreement to satisfaction, that the action taken has been adequate. In the event of
that they are not satisfied with the action taken, they may take their compliant to a
higher authority, namely a proper Officer, i.e. Port Superintendent.

Whatever the outcome the Master must enter the details of the complaint into the
Official Log Book.
Question 30. What sanctions could a Master impose if a seafarer was found to be
guilty of a breach of the ‘Code of Conduct’?
Answer: Any sanction imposed by the Master would be dependent on the nature
and degree of the breach of the Code. The punishment to fit the crime, so to speak
and would consist of one of the following:
1. A formal (oral) warning and a record made in the Official Log Book.
2. A written reprimand, also recorded in the Official Log Book.
3. Dismissal from the vessel, either immediately (if in a UK port or an overseas
port) or at the next port of call.
Question 31. What entry would be made in the Official Log Book with regard to
disciplinary action taken, following a breach of the Code of Conduct?
Answer: The log book entry would include full details of the alleged breach and
results and findings of any subsequent enquiry. The sanction(s) if any, taken by the
Master in response to the breach of the code would also be entered.
The seafarer involved in the case must be given copies of the log book entries
affecting the case and these must be acknowledged by a receipt signing.
Question 32. What is a ‘gob rope’ used for?
Answer: A ‘gob rope’ is used by a tug to change the position of the towing
position from midships to the aft end of the tug. The purpose of this is to prevent
the tug from capsizing caused by the direction of the towline ‘girting’ the tug.
Question 33. How would you expect your Watch Officers to ensure that the vessel
does not drag her anchor(s) and move position?
Answer: It is normal practice to leave instructions and ‘Night Standing Orders’

for the OOW to monitor the ship’s position by primary and secondary means,
throughout the period of each watch.
The position of the ship being fixed by:
1. Visual Anchor Bearings

2. Radar Range and Bearing
3. Global Positioning System (GPS).
Note: The anchor bearings being written onto the chart and entered into the Deck
Log Book.
Question 34. What checks and precautions would you expect an OOW to take in
the event of suspecting the vessel to be dragging her anchor?
Answer: I would anticipate that the OOW had re-checked the anchor bearings, and
if in any doubt would call and advise the Master accordingly.

The Master could relieve the Watch Officer to go forward to feel if the cable was
experiencing excessive vibration, to further confirm that the anchor is dragging.
Radar observation and position change would identify ship movement.
A hand lead, lowered to the sea bed from the bridge wing could also give indication
of dragging, by leading forward towards the bow as the vessel drags.
Question 35. In the event that the vessel is found to be dragging her anchor, what
action would you take?
Answer: If dragging the anchor is confirmed, the initial action would be to pay out
more anchor cable. If the ship continues to drag, a second anchor could be used at
‘short stay’. However, in the event dragging still continues, it would be prudent
to recover both anchors and move to either a better, more sheltered anchorage or
move to open waters and steam up and down, until the weather abates. If in
coastal regions it is some times possible to seek the lee of the land and gain shelter
there.
Question 39. What is ‘squat’ and how can you reduce it?
Answer: Squat is a form of interaction which occurs between the underside of the
vessel and the closeness of the sea bottom to the keel.
It is a shallow water effect on the ship’s hull which could influence the steering of
the vessel and the overall control of the vessel. The effect is generally amplified by
the speed of the ship over the ground, combined with underkeel clearance and
blockage factor in canals/rivers, etc.
Squat effect has been directly linked to speed² and to this end a positive and
immediate reduction in speed will reduce or even eliminate detrimental effects of
squat in shallow waters. Alternatively the vessel should seek deeper waters where
the interactive effects of the sea bottom make squat effect, insignificant.
Question 40. Following a test on the emergency steering gear, the connection pin
shears during the disconnection from the steering flat to the bridge. The bridge is
then informed that steering cannot be returned until a new pin can be
manufactured. What options are available to you and what actions would you take
in open sea conditions?
Answer: Such circumstances where the loss of effective steering control is

experienced extremely limit the Master’s actions. Such actions, as they may be,
will depend on a variety of factors, not least the weather and the geography.
In all options the ship should display not under command (NUC) lights or shapes
until steerage control can be regained. In congested waters the vessel would stop
engines and not attempt to proceed without effective steering.
Option 1. Twin screw/propeller vessels can attempt to steer by engines, under NUC
signals and while in open, non-congested waters.
Option 2. Stop engines and await repairs to be effected.
Option 3. Stop engines and anchor the vessel if the depth of water permits.
In all cases of such a situation arising, the ship’s position should be obtained. A
statement should be entered in the ship’s Deck Log Book and the Official Log
Book. In certain circumstances it may be necessary to make a SECURITY,
navigation warning signal. With repairs underway, it would not be anticipated that
tug assistance would be required.
Question 41. When taking the vessel to an anchorage it is intended to use a single
anchor. What is the minimum scope of cable that would be employed and what
factors would possibly cause an increase in the amount of cable to use?
Answer: As a general rule of thumb the minimum amount of scope paid out when
at a single anchor is considered to be 4 times the depth of water. However, it is
stressed that this is a minimum figure and would be increased where any of the
following factors are found to exist:
1. Strong tidal/current conditions.

2. Large rise and fall of the tide.
3. Poor holding ground for the anchor.
4. A bad weather forecast.
5. A lengthy period of stay.
6. A low holding power type of anchor as opposed to a high holding power
anchor.
7. A non-sheltered anchorage position.
8. A Master’s preference for increased chain deployment.
Question 42. Where would you expect to encounter a ‘stealer plate’ in the
ship’s construction?
Answer: A ‘stealer plate’ is a reducing plate. It is normally found at the fore and
aft ends of the vessel. It may be a side strake of the hull, but it is more often a
deck stringer plate, reducing say three stringers to two, at the fine lines of the bow.
Question 43. What are the duties of the Safety Officer aboard the vessel?
Answer: The function of the Safety Officer is to primarily promote a safety culture
aboard the ship. This may be carried out by regular drills and training exercises.
Promotion poster displays, holding active safety meetings or making use of the
Training (Video) Manual. The Safety Officer would also be a member of the Safety
Committee, under the Chairmanship of the Master, and could expect to draw up the
agenda for the meeting. He would normally take the minutes of the meeting and
give a safety report at this time. Such a report would include details of any
investigation undertaken following an accident.
Recommendations from accident findings would be a cause for deliberation by the

Safety Committee. Accident reports, obtaining witness statements and taking
photographs to support any incident, all fall to the duties of the Safety Officer. The
position of the Safety Officer is an appointment and he/she cannot resign this
position.
In the event the Safety Officer observes unsafe activity on the vessel he has the
authority to stop this work immediately. Only the Master can order the resumption

of said work. His duty is also to maintain a log account and file of all accidents and
accident reports.
Question 44. What would you look for when carrying out a ship’s bottom
inspection, when the vessel is in Dry Dock?
Answer: Specific items, such as tank plugs, echo sounder transducers, bilge keels,
sea chest gratings, stabiliser units and bow/stern thrusters, would all warrant
particular attention.
The degree of weed and/or barnacle coverage would generate the cleaning of the
underwater hull and this would then permit sighting of any fractures, or deep
indentation to shell plates. Overall the condition of coatings, inclusive of anti-fouling
and the boot topping would be noted.
Once the bottom area is cleaned, the quality of sacrificial anodes could also be
assessed as to the need for renewal. These would know doubt be inspected with the
propeller, rudder and stern tube arrangements during the early proceedings
following docking.
Question 45. How is on board training carried out aboard the vessel?
Answer: In house training of crew members takes place by means of the following
methods:
1. Accident Prevention, poster displays – managed by the Safety Officer.

2. Active boat and fire drills – inclusive of equipment demonstrations by Deck
Officers.
3. Safety Manual (Video) shown at periodic intervals.
4. Distance learning study time allocated to Cadets.
5. Junior Officers encouraged to understudy Senior Officers when ever practical.
6. Crew briefings on new equipment fitted to the vessel.
7. Alternative job share, operating during drills.
8. Shore side training courses encouraged whenever possible.
Question 46. Following a successful dry docking period the Chief Officer of the
vessel is asked to sign the ‘Authority to Flood’ certificate. What would be the action
of a prudent Chief Officer, prior to signing this certificate?
A. A prudent Chief Officer would first check the ship’s hull thoroughly to ensure that
all tank plugs drawn had been replaced correctly. He would also want to ensure
that all survey work listed had in fact been completed. He would also wish to
ensure that nobody was left inside the dock area, that all scaffolding and staging
had been removed, and that the vessel was in a final seagoing condition. This
condition would be acceptable following a complete ‘Stability Check’, taking account
of the contents of all the ship’s tanks and compartments.
He would be particular to return the vessel to a condition that would be comparable

with the ‘On the Block Soundings’ that were recorded at the time of entry. Once
satisfied regarding the vessel’s positive stability, he would then be in a position to
sign the ‘Authority to Flood’ certificate’.

Question 47. A vessel is required to dry dock with cargo in the after hold. How
could the Chief Officer ensure that excessive stresses, caused by the weight of
cargo, are reduced ?
A. The ship might make a request for a floating dock to be employed, which can be
trimmed to retain the aft end section in a residual depth of water. Alternatively,
provide the dry dock authority with the ship’s cargo plan and order additional
shores to be placed around and under that part of the hull bearing the additional
weight of cargo. Such action is designed to reduce the additional weight stresses
that would be experienced by the ship from the cargo being retained on board.
Question 48. Why is it considered usual for a vessel to have a small stern trim,
when entering a dry dock ?
A. The keel blocks of the dock will be placed in accord with the ship’s Dry Dock
Plan, on the floor of the dock. The floor of the dock will have an angle of declivity to
assist drainage, but the stance of the blocks so placed will provide a ship’s landing
that is nearly parallel to the line of declivity of the dock floor.
When the vessel enters with a stern trim, the line of the keel will be just angled
above the upper edge line of blocks. This position effectively means that the stern
frame aft (the first point of contact at the critical instant) will have an absolute
minimum of time in sole contact with the aft blocks, before the remainder of the
keel’s length is sewn on the blocks overall.
Question 49. What stability considerations would the Chief Officer take account of,
prior to the ship entering a dry dock ?
A. The ship would communicate with the dry dock manager and request the desired
‘trim’ that must be given to the vessel to satisfy the dock features. Adjustment of
fore and aft tanks would be made to ensure that the desired trim is attained.
The Chief Officer would be aware that, once inside the dock, a loss of buoyancy will
occur when the dock water is pumped out. He would therefore want to reduce any
free surface effects from slack tanks and at the same time increase the ship’s GM,
by adding additional weight to the double bottom water ballast tanks.
Based on the vessel’s draughts and displacement, he would calculate the expected
GM and ensure that it is adequate to compensate for the apparent loss of GM due
to the effect of the ‘P’ force acting vertically upwards at the critical instant.
Question 50. What utilities would a ship’s Chief Officer order for the welfare of the
vessel, prior to entering the dry dock ?
A. Once in communication with the dry dock manager, the Chief Officer would
ensure that the ship is equipped with the following facilities:
1. Electric power
2. Fire water supply
3. Fresh water supply (for domestic services if crew living on board)
4. Garbage reception facilities
5. Communication lines (and emergency contact numbers)
6. Gangway access (2)

7. Sanitation services
8. Security watchmen
9. Air pressure line (if required)
10. Earth/bonding connection
Capt KK Sharma Questions
Q1. What is Maritime Day?
The World Maritime Day is observed across the world on 29 September to highlight
the importance of shipping safety, maritime security and the marine environment.
Several events are organised to mark this day by the International Maritime
Organization (IMO), member Governments, maritime industry etc.
Background The World Maritime Day marks the date on which convention of the
IMO (a specialized agency of the United Nations) was adopted in 1958. It was first
observed in 1978, The IMO’s original name was the Inter-Governmental Maritime
Consultative Organization (IMCO) but it was changed to IMO in 1982.
Maritime Days are holidays typically established to recognize accomplishments in

the maritime field.
Indian National Maritime Day
Every year 5th April is being observed as National Maritime Day of India. 2016 was
the 53rd edition of National Maritime Day and the theme was “Ease of doing
business in the maritime sector”. Significance of the day: On this day in 1919
navigation history was created when SS Loyalty, the first ship of the Scindia
Steam Navigation Company, journeyed to the United Kingdom. It was a crucial step
for India shipping history when sea routes were controlled by the British.
Background The National Maritime Day was first celebrated on 5th April, 1964.
India is strategically located in the Indian sub-continent and has about 7516
kilometres of coastline. The long coastline is serviced by a total of 182 ports, 12 of
them under a special status as Major Ports. Presently, 90 per cent of India’s
international trade in terms of volume and 77 per cent in terms of value is moved
by sea.
Q2. Why is CBA Required?
CBA is Legal Agreement between Ship-owner Association and Seafarer Association

its required to take care of seafarer’s interests.
Duration of Employment, Wages, Allotments, Hours of Duty, Overtime, Holidays,

Rest Period, Medical Attention, Disability, Insurance cover, Food & Accommodation
are agreed with Employer
Q3. Misconduct by Crew action as Chief Officer
1. Give Verbal Warning and engage in some constructive work

2. If no improvement then Arrange meeting with crew and enquire.
3. Read out relevant sections of CBA and AOA

4. Inform Master, and company shall be informed through master.
5. Make Entry of offences in official log book as per Flag State Rule
6. Indian MS Act Section 196 states procedure of making Entry of offences in
official logs
Q4. Where to make entry of misconduct and Who all will sign?
Indian MS Act Section 196 states procedure of making Entry of offences in official
logs. An entry of the offence or act shall be made in the official log book and signed
by the master, the mate and one of the crew member.
Q5. Ranging of Cable
Ranging Cables for Inspection – It is normal practice to inspect the anchor

cables of a vessel in dock. To this end the cables are ‘ranged’ in the bottom of the
dock. Not only will this action clear the locker of all the chain but at the same time
permit maintenance inside the locker itself.
The ranging of the cables is achieved by means of a powered vehicle on the bottom
of the dock which tows the chain in flakes along the floor of the dock while the
windlass is walked back under controlled conditions. Once satisfactorily ranged, it
permits easy inspection of all the joining shackles and allows inspection throughout
the full length of the cable. External callipers are employed by an inspector to
measure wear and tear on the cable itself. If excessive wear is found on the cable
(usually on the shackle lengths next to the anchor), then ‘end for ending’ may take
place, where three or four shackles are moved from a front end position to the
bitter end. Chief Officers are advised that if this operation takes place it would
necessitate re-marking of the anchor cable, throughout its length.
Q6. PMS For Anchor
5 yearly SURVEY:- ANCHOR CHAIN AND LOCKER.
 Carry out survey as per classification society rules and guide.

 Anchor chain diameter measurements are taken and should be within limits
and marking done at dry-dock ,
 Swivel clearance and gypsy condition checked on windlass.
 Chain locker bitter end checked from inside
 Chain locker thickness measurement taken and eductor system tried out for
bilges.
 Once 2.5 yearly all mud is cleaned from chain locker .
 General maintenance of chain , blasted and painted with markings.
Q7. Duties of Ch. Off as per Function 3
1. Control trim, stability and stress

2. Monitor and control compliance with legislative requirements and measures to
ensure safety of life at sea, security and the protection of the marine
environment
3. Maintain safety and security of the ship's crew and passengers and the
operational condition of life-saving, fire-fighting and other safety systems
4. Develop emergency and damage control plans and handle emergency
situations

5. Use of leadership and managerial skill
6. Organize and manage the provision of medical care on board
Q8. Entries in Official Log Book
Every Flag State has a particular Format for their Official Log Book and generally it
contains following information:
1. Particulars of the vessel

2. Daily Noon Position of the vessel
3. Inspection of Accommodation Spaces.
4. Inspection of Provisions & Fresh water.
5. Arrival & Departure Drafts of each port of call.
6. Inspection of Radio Equipments.
7. Inspection of Safety Equipments.
8. Routine Drills record.
9. Record of lowering of lifeboat(s).
10. Crew sign on / sign off.
11. Entries of change of command.
12. Narrative entries such as punishments, change of command, berths, deaths
etc.
Q9. ISC Dimensions
The international shore connection is a universal hose connection that is to be

provided on all ships as per the SOLAS requirement. The purpose of the
International Shore Connection is to keep a standby hose attachment to get a
connection from shore or from other ships in case there is a total failure of pumps
onboard.
While using International Shore Connection the sea water is supplied at a pre-
decided pressure and is connected to ship’s fire main. This coupling is generally
kept on the bridge of a ship so that in case of an emergency it is readily available
and used. Its Location is marked in ship’s Fire Fighting Plan.
As per SOLAS, ships above 500 tons gross tonnage and upwards must have atleast
one international shore connection. The international shore connection has a
standard size and is same for all the countries and ships.
The Dimensions of International Shore Coupling are:
Outside Diameter (OD) 178mm
Inside Diameter (ID) 64mm
Bolt Circle Diameter (PCD) 132mm

Slots in Flange 4 holes 19mm in diameter spaced
equidistantly on a bolt circle of above
diameter, slotted to flange periphery.
Flange Thickness 14.5mm minimum
Bolts & Nuts 4, each of 16mm diameter, 50mm in

length
Basic Requirements for International Shore Connection
The connection should be made up of steel or other suitable material and shall be
designed for 1.0 N/mm2 services. The flange should have flat surface on one side
and other side should be permanently connected or attached to a coupling which
can be easily fitted to ships hydrant and hose connection.
The connection should be kept onboard with a ready gasket of material which can
handle a pressure of 1.0 N/mm2 together with four 16mm bolts, 50 mm in length
and eight washers so that the connection can be readily used in case of an
emergency situation.
Q.10 Risk Assessment in detail
According to International Maritime Organization (IMO), risk is the “combination of

the frequency and the severity of the consequence”, thereby articulates two
components of the likelihood of occurrence and the probability of severity of the
(un)predictable consequences.
“Safety management objectives of the company should…establish safeguards

against all identified risks” so has it been stated in the paragraph 1.2.2.2 of the ISM
Code (International Safety Management Code). However this does not determine
any particular approach to the risk management theory, and it is for the company
itself to choose methods appropriate in accordance with its organizational structure,
its ships and trades. The methods could vary accordingly but how ever more or
less formal they are, they should be well organised and planned if assessment and
responses are meant to be completed and act effectively, and also the entire
exercise should be documented in drafts or amendments so as to provide evidence
of the decision-making process.
ISO 8402:1995 / BS 4778 define risk management, which includes maritime risk
assessment as: “The process whereby decisions are made to accept a known or
assessed risk and/or the implementation of actions to reduce the consequences or
probability of occurrence.”
The Marine Risk Assessment Process
Basically the risk assessment process is concerned with observing the company’s
activities and operations, identifying what might go wrong, and deciding upon what
should be done in order to prevent it. The areas pertained to are:
 Identification of hazards
 Assessment of the risks concerned
 Application of controls to reduce the risks
 Monitoring of the effectiveness of the controls
The identification of hazards is most important since in determines the course of

actions to be followed thereafter. Observation of the activities helps in achieving
perfect accuracy and completeness which again can only be accomplished by a
systematic process. For this it is necessary to have professional training and
instruction to assure its application in a thorough and consistent manner. Also it is

important to keep in mind that hazards must not be confused with incidents
whereas incidents must not denote consequences.
The marine risk assessment helps in evaluation of each hazard associated with the
risks in terms of the likelihood of harm and its potential aftermath. This assists in
enabling the company to imply priorities and exploit its scarce resources for
greatest effect.
While settling with the application of controls, it is essential to take the frequency of
the activity into account so that a potential moderate risk may be more important
to be addressed upon than a rare but substantial risk.
The most relevant risks to monitor are:
 Health and safety issues of individuals involved directly or indirectly in the

activity, or those who may be otherwise affected
 Property of the company and others
 The environment
Conclusion
Risk assessment for ships should be continual, flexible, reviewed regularly to

improve safety and preventing pollution. Since ‘risk’ is never a constant or concrete
entity, the divergence of the nature of perception and anticipation the level of
danger from the risk undertaken is resolved by experience, training and disposition.
Human behaviour towards issues, general awareness, and constant vigilance of
those involved, all play a vital role in the organisation’s decision-making process in
the risk assessment in ship operations.

Therefore, it is a given that the officer in charge formulating and executing the risk
assessment should be extremely well versed with the job at hand and the hazards
as well as the preventive measures associated with it.
The process of risk assessment would typically involve following stages:
1. Gathering the required data and familiarization with that data
This process involves the personnel in charge to gather all the relevant information
with respect to the job against which a risk assessment is to be undertaken. For
example, a ‘working aloft’ task would involve assimilating the data regarding the
area where the work is to take place, the available safety equipment for working
aloft, a clear appraisal of the people capable and qualified to execute the job with
respectable ease, medical expertise at disposal should something go awry etc.
Familiarization would mean that the officer in charge of the risk assessment is
thorough with the area of the ship where the work is to be carried out and is not a
mere external assessor. Such should be considered for all the other aspects
mentioned with regard to the gathering of data so that he may make the most
accurate judgment of any kind of incident that may arise.
2. Identifying the hazards involved with the data at hand taking into
account the practical observations
With experience and diligence on behalf of the officer, identifying the hazards would
automatically involve everything which is occupational as well as that which is
mechanical. Mechanical malfunction would be an unnecessary occurrence for it is
something that can be easily brought under maximum possible control with prior
checks and repairs.
Any equipment to be used in the job must be double checked and then checked
again! When a man’s life is involved, no effort should be spared to absolutely
ensure total and complete safety.
To bring into perspective, a small tear in the safety harness might seem
insignificant but under suspended weight it might result in a torn harness and a lost
life.
3. Analyzing the risks associated with the pending job
The IACS classifies risks into the following:

 Trivial
 Tolerable
 Moderate
 Substantial
 Intolerable
Needless to say, the risks associated with each of the above points ascend in
magnitude. Actions and measures should be put in place as per the analyzed
amount of danger for the job. Risks are occupational hazards that can tantamount
to grave if not understood to the very basic. For example, an ‘enclosed space’ job
obviously demands supreme caution and all associated risks such as that of

asphyxiation, poisoning, possible flammability of gases etc. should be accounted for
in the analysis.
4. Assessment of the risks involved (probability of occurrence and the

extent of probable damage)
The IACS uses a term ALARP which means that the risk should be reduced to a
level that is as low as reasonably possible. This is applicable to the point of risk
control as well. Assessment of risks would involve that each and every practical
hazard, the risks associated with them, the supervising personnel as well the
controlling measures are determined with precision to a level that is achievable.
Just creating a ‘Risk Assessment’, for which is signed by the Chief Mate and the
Bosun, might be documentary execution but it shouldn’t be ignored that the person
performing a job dangerous to call for a risk assessment has his life in jeopardy if
all the steps aren’t taken to the level of achievable precision. As a formality, the
document gets filled and filed away, fulfilling company policy and other regulations;
however, in practicality, it is implementation that can make or break the safety
culture of work onboard.
5. Risk control, i.e., measures to prevent mishap and/or minimising the

damage in case of any incident
The process of risk control would automatically become easy if the rest of the
points earlier are adhered to. Vigilance on the part of the officer cannot be
emphasised on more. The most important aspect of control would be to have all
medical equipment on standby, which doesn’t imply a negative approach to a job
but it does imply an ingrained safety culture.
All safety equipment in use for the work to be carried out must be inspected by the
officer as the ones carrying out the work thoroughly. Approval to use them should
be given once both sides are satisfied to its operational integrity. It is not
something that demands a lot of time but its impact can decide life or death.
Essential, risk is not something that is constant, concrete and tangible. Dangers
arise from the most unexpected corners and sometimes too much is not enough.
However, as far as possible, the idea and practice of safety as a permanent and
ingrained feature in the process of decision making and shipboard operations
should be inculcated into everyone.


Q.11 what to do if Cert of Registry is lost
Answer as per The Merchant Shipping Act Section 36
Sectriopn36.
Power to grant new certificate when original certificate is defaced, lost, etc.-
(1) In the event of the certificate of registry of an Indian ship being defaced or
mutilated, the registrar of her port of registry may, on the delivery to him of that
certificate, grant a new certificate in lieu of her original certificate.
(2) In the event of the certificate of registry of an Indian ship being mislaid, lost or
destroyed or of the person entitled thereto being unable to obtain it from the
custody of any other person, the registrar of her port of registry shall grant a new
certificate in lieu of her original certificate.
(3) If the port at which the ship is at the time of the event referred to in sub-
section (2) or first arrives after the event is outside India, then the master of the
ship or some other person having knowledge of the facts of the case shall make a
declaration stating such facts and the names and descriptions of the registered
owners of much ship to the best of the declarant's knowledge and belief to the
nearest available Indian consular officer who may thereupon grant a provisional
certificate containing a statement of the circumstances under which it is granted.
(4) The provisional certificate shall, within ten days after the first subsequent
arrival of the ship at her port of discharge in India, be delivered by the master to
the registrar of her port of registry and the registrar shall thereupon grant a new
certificate of registry.
(5) If the certificate of registry stated to have been mislaid, lost or destroyed shall
at any time afterwards be found, or if the person entitled to the certificate of
registry obtains it at any time afterwards, the said certificate shall forthwith be
delivered to the registrar of her port of registry to be cancelled.
Q.12 Screening Of Navigation Lights
Annex I -- Positioning and Technical Details of Navigation Lights
Section 5. Screens for sidelights
Rule 21 permits vessels less than twenty meters long to combine their sidelights
into one lantern using a single filament as the light source. Many of these lights are
constructed with the green lens and the red lens butted together (often glued
together to keep out moisture and prevent light leaks). Since a vertical filament will
be parallel with the lens joint, the transition from green to red will be almost instant
rather than gradual, and therefore a screen is not needed.
Technology marches forward, even in the maritime industry, and with the inefficient
incandescent lamp giving way to modern light sources such as LED, it is only a
matter of time before this rule will have to be re-interpreted.

Section 9. Horizontal sectors
(a)(i) In the forward direction, sidelights as fitted on the vessel shall show the
minimum required intensities. The intensities shall decrease to reach practical cut-
off between 1 degree and 3 degrees outside the prescribed sectors.
(ii) For sternlights and masthead lights and at 22.5 degrees abaft the beam for
sidelights, the minimum required intensities shall be maintained over the arc of the
horizon up to 5 degrees within the limits of the sectors prescribed in Rule 21. From
5 degrees within the prescribed sectors the intensity may decrease by 50 percent
up to the prescribed limits; it shall decrease steadily to reach practical cut-off at not
more than 5 degrees outside the prescribed sectors.
(b)(i) All-round lights shall be so located as not to be obscured by masts, topmasts

or structures wuthin angular sectors of more tha 6 degrees, except anchor lights
prescribed in Rule 30, which need not be placed at an impracticable height above
the hull.
(ii) If it is impracticable to comply with paragrph (b)(i) of this section by exhibiting

only one all-round light, two all-round lights shall be used suitably positioned or
screened so that they appear, as far as practicable, as one light at a distance of one
mile.
This provision accommodates vessels that, for practical reasons (large diameter
mast, etc.), cannot mount a single all-round light so that less than six degrees of
arc is obstructed.
A "horizontal sector," defined earlier, refers to the arc around the horizon through
which each navigation light is supposed to shine. The sectors are described as
being part of a circle divided into 360 degrees and having reference points directly
ahead, directly aft, and abeam on each side. The theoretical sectors through which
each navigation light is to be seen are given in Rule 21.
The actual sectors and corresponding intensities are given here in Annex I. The best
way to see how a navigation light conforms to horizontal sector requirements is to
plot the light intensity against sector angle. "Practical cut-off" is defined for vessels
twenty meters or longer in the first section of the Inland Annex I. The United States
uses the same definition for International Rule navigation lights it approves, but
other countries may define the term in other ways.
All-round lights do not have sector boundaries, but may in some cases have part of
their light cut off by interfering masts, topmasts, or other structures. All-round
lights, such as those that indicate a vessel engaged in fishing or a vessel restricted
in ability to maneuver, may be obscured for up to a total of 6 degrees. Anchor
lights may be mounted relatively low (especially the after one) and be hidden by
the vessel's superstructure through more than six degrees of arc. At least one of
the two anchor lights should be visible from all around the horizon. If a small vessel
displays only one anchor light, you should take care to minimize obscuration, even
though you are not limited to six degrees.
Small vessels are permitted to display an all-round light in lieu of masthead light
and sternlight. If this all-round light is used, it must be mounted where it will not
be obscured at all. This latter requirement is implicit in the International version;

the masthead light and sternlight the all-round light replaces may not be obscured.
(The International Rules before 1983 did not permit the all-round light substitution,
and when the Rules were amended, the corresponding Annex I clarifications were
overlooked.)

Chief Mate Orals Fun 3

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Chief Mate Orals Fun 3

Uploaded by

Copyright:

Available Formats

Mates Orals Notes

4. Knowledge of ISM/STCW 95 Code relating to the duties of Chief Mate

4-a. Knowledge of statutory certificates/class/port state control/flag state/damage etc. , ‘surveys

B.) Maintenance Management

7. Knowledge of Personnel Management Organization and Training onboard as head of Deck

9. Preparation of contingency plans for response to various emergencies:-

D.) Seamanship Aspect

Compiled by : Gursimranjit Randhawa Page 1

b) “access” includes egress;

c) “authorised person” means a person authorised by the employer, the I of

d) “competent person” means.-

1. a person belonging to a testing establishment in India who is approved by

e) “container” means an article of transport equipment of a permanent

f) “container terminal” means the area where the operations of receiving,

1. terminals which handle significant volumes of containerized cargo and

Compiled by : Gursimranjit Randhawa Page 2

h) “dangerous goods” means any cargo which due to its explosiveness,

j) “form” means a form appended to these regulations;

m) “Inspector” means a person appointed by the Central Government under

n) “lifting appliance” means all stationary or mobile cargo handling appliances

s) “prescribed” means prescribed by the Central Government;

Compiled by : Gursimranjit Randhawa Page 3

v) “safe working load” in relation to an article of loose gear or lifting appliance

w) “schedule” means a schedule appended to these regulations;

y) “testing establishment” means an establishment with testing and

Compiled by : Gursimranjit Randhawa Page 4

Compiled by : Gursimranjit Randhawa Page 5

Compiled by : Gursimranjit Randhawa Page 6

Compiled by : Gursimranjit Randhawa Page 7

2. Steam winches – In every steam winch used in dock work,-

Compiled by : Gursimranjit Randhawa Page 8

(1) Every loose gear shall be

(1) No rope shall be used for dock work unless:-

Compiled by : Gursimranjit Randhawa Page 9

(2) Sub-regulation (1) shall not apply to;

Compiled by : Gursimranjit Randhawa Page 10

Compiled by : Gursimranjit Randhawa Page 11

Compiled by : Gursimranjit Randhawa Page 12

Compiled by : Gursimranjit Randhawa Page 13

(2) Loose gear:

Compiled by : Gursimranjit Randhawa Page 14

PROCEDURE FOR TESTING

Compiled by : Gursimranjit Randhawa Page 15

(5) Lifting appliance other than ship’s derricks and winches:

(6) Use of spring or hydraulic balances, etc., for test loading:

(7) Testing machines and dead weights:

(8) Thorough examination after testing or test loading:

Compiled by : Gursimranjit Randhawa Page 16

Fit for Purpose

General Design Attributes

Preparation of the design

Compiled by : Gursimranjit Randhawa Page 17

Information provided by design

Compiled by : Gursimranjit Randhawa Page 18

2. Displacement is made up of lightweight plus deadweight. The lightweight is the

3. In determining the dimensions, statical stability is kept in mind in order to

Compiled by : Gursimranjit Randhawa Page 19

Ship dimensions, form, size, or category

After Perpendicular (AP): A perpendicular drawn to the waterline at the point

Forward Perpendicular (FP): A perpendicular drawn to the waterline at the point

Amidships: A point midway between the after and forward perpendiculars.

Length Overall (LOA): Length of vessel taken over all extremities.

Compiled by : Gursimranjit Randhawa Page 20