SOLAS Simplified

Chapter I – General Provisions: Surveys and certification of all the safety items etc are included.
Chapter II-1 – Construction – Subdivision and stability, machinery and electrical installations: Deals with watertight integrity of the ship,
especially for passenger vessel.
Chapter II-2 – Fire protection, fire detection and fire extinction: This chapter elaborates the means and measures for fire protection in
accommodation, cargo spaces and engine room for the passenger, cargo and tanker ship.
Chapter III – Life-saving appliances and arrangements: All the life-saving appliances and their use in different situations is described.
Chapter IV – Radio communications: Includes requirements of GMDSS, SART, EPIRB etc for cargo and passenger vessel.
Chapter V – Safety of navigation: This chapter deals with all the seagoing vessels of all sizes, from boats to VLCCs, and includes passage
planning, navigation, distress signal etc.
Chapter VI – Carriage of Cargoes: This chapter defines the storage and securing of different types of cargo and containers, but does not include
oil and gas cargo.
Chapter VII – Carriage of dangerous goods: Defines the International Maritime Goods Code for storage and transportation of dangerous goods.
Chapter VIII – Nuclear ships: The code of safety for a nuclear-propelled ship is stated in this chapter.
Chapter IX – Management for the Safe Operation of Ships: The International Safety Management Code for ship owners and operators is
described clearly.
Chapter X – Safety measures for high-speed craft: safety code for the high-speed craft is explained.
Chapter XI-1 & 2– Special measures to enhance maritime safety: Special and enhanced survey for safe operation, other operational
requirements and ISPS code is briefed in this chapter.
Chapter XII – Additional safety measures for bulk carriers: Includes safety requirement for above 150 meters length bulk carrier.
Chapter XIII  – Verification of Compliance
Chapter XIV -Safety Measures for Ships Operating in Polar Waters
SOLAS Chapter I
In the SOLAS Chapter 1; General Provisions, Surveys and certification of all the safety items, structure, machinery etc. are included.
This chapter is further subdivided into 3 parts- Part A, Part B and Part C.
Part A contains 5 regulation that explains the “Application” of this chapter in different types of the ship along with the “Definition” of different
terminology which is used in the chapter. The regulation may not be applicable to all types of a ship; hence a separate section of “Exceptions” and
“Exemptions” is also provided.
All the SOLAS chapters cover a general basic minimum criterion which applies to seagoing ships, regardless of their location and nationality. It is
possible that the material or appliances available in one country are not available for the ship in another country. An “Equivalent” Section is also
provided to deal with such a situation.
Part B contains the important regulations informing about surveys and certificates seagoing ships need to have to be said compliant with SOLAS.
For this, 15 regulations are kept under Part B. Regulation 6 to Regulation 11 provides details of different survey requirement on different ships,
equipment, machinery etc. clauses on how to do the repair and what kind of surveys to go through.
Regulation 12 to Regulation 18 explains the different requirements for certification obtained post surveys.
Regulation 19 – Control: This regulation explains the jurisdiction of local government a foreign ship is voyaging, such as coast guard, port state etc.
to inspect the vessel for ensuring the safety of the ship. It also explains the step to be taken by the government authorities to notify the concerned
(next port of call, owner, class etc.) and how to exercise the control.
Regulation 20 – Privileges: this regulation explains if the ship can or cannot claim any privileges depending upon the certificates it holds.
Part C of Chapter 1 contains only one regulation, i.e. Regulation 21, which explains how a contracting government can carry out an inquiry for the
ship which was involved in an incident and causalities and what kind of information needs to be collected and to be passed through.

SOLAS Chapter II-1

Construction – Subdivision and stability, machinery and electrical installations: This chapter of SOLAS Deals with watertight integrity of the ship,
including the passenger’s vessel and comprises of 7 parts, explaining the requirement for structural, machinery, electrical, stability and other criteria
for a safe ship.
Part A contains 3 regulations that explain the “Application” of this chapter on ships as per their keel laying. The regulations explain the “Definition”
of different terminology which is used in the chapter.
Part A-1 comprises of regulations explaining the requirement for the structure of the ship including protective coating, towing arrangements, deck
equipment fittings, construction and drawings etc. It also includes the regulation on how to provide access to different parts of oil tanker and bulk
carrier and the structure access manual which contains the details of the structure including plans for means of access. The method to construct a
ship that complies with the regulation for protection against noise is also included.

Part B of this regulation explains the stability and watertight integrity requirement. Under Part B 1, the regulations (Regulation 5 to 8) define the
necessary conditions for maintaining the intact stability of the cargo ship and passenger ship. It also includes a requirement on the information
which needs to be supplied to the master on the stability of the vessel explaining how to calculate the stability factors in different conditions.
Part B 2 comprises of 4 regulations (Regulation 9 to 17) which takes care of the watertight integrity of the ship (both passenger and cargo ship) by
enlisting the constructional and testing requirements of watertight and other important bulkheads, and the provision of the double bottom on
ships other than tanker ships.
Part B 3 explains the requirement for the subdivision load line assignment for passenger ships.
Part B 4 of this chapter comprises of 7 regulations ( Regulation 19 to Regulation 25) for the requirement of stability management explaining the
inspections, preventions, damage control drills, and information for cargo and passenger ships.
Part C focuses on different machinery installation in the engine room including the requirement of emergency installations in the passenger ships
from regulation 26 to regulation 39.
Part D of this chapter (from regulation 40 to 45) focuses on the electrical installation requirement for cargo and passenger ships including the
emergency source and arrangements along with electrical safety and hazards.
Part E clarifies the requirement for unattended machinery space under regulation 46 to 54 explicitly.
Part F of this chapter gives the details about the alternative design and arrangement for the ship’s machinery and electrical system under regulation
55. It also explains the storage and distribution requirement for the low flashpoint fuel system.
Part G explains the application and requirements as per the regulation 56 and 57 for the ships using low flash point fuels.

SOLAS Chapter II-2

Fire protection, fire detection and fire extinction: This chapter elaborates the means and measures for fire protection in accommodation, cargo
spaces and engine room for the passenger, cargo and tanker ship. This chapter is divided into 7 parts, explaining the various requirement for fire
safety systems installed on a ship.
Part A contains regulations 1 to 3 which explains the “Application” of this chapter on ships construction date and the regulations also explains the
“Definition” of different terminology which is used in the chapter and the objective and functional requirement of this chapter.
Part B of this chapter specifies the requirement to prevent fire and explosion on cargo ships including tankers. It has 3 regulations from Regulation
4 to regulation 6; Regulation 4 gives the details of how to prevent the ignition of a combustible source present on ships including the limitations
and arrangements on the use of fuel and lube oils used onboard, and prevention of fire in the cargo areas of the tanker ship.
Regulation 5 laid down the requirement to curb the growth of the fire in different spaces on the ship, which includes cutting any one side of the fire
triangle, i.e. to control either air supply, oil supply or the heat source (using protection materials like insulation, linings etc.) in the potentially
hazardous space.
Regulation 6 of this part focus on reduction of hazards to human life from products which release smoke and toxic gases (such as paint, varnish
etc.).
Part C of this chapter comprises of 5 regulations (Regulation 7 to Regulation 11) and focuses on the requirement to suppress the fire at the earliest,
including detection and control of smoke and flames, containment requirements, the structural integrity of the space to prevent spreading of fire
and firefighting systems and equipment to be used on ships machinery, accommodation and cargo spaces.
Part D focuses on the escape of the seafarers or passengers in case of fire or any other emergency. Regulation 13 explains the various requirement
for means of escape for different types of ships (cargo ship, passenger ship, RoRo ship etc.), equipment and systems which helps in escaping from
the hazardous place etc.
Part E of chapter II-2 consist of Regulation 14 to regulation 16 providing information on the maintenance of the fire detection, fighting, and control
equipment on cargo ships including tankers and passenger ships. It also explains the requirement for training and drills to be carried out on fire
safety on board ship. Regulation 16 focuses on the fire safety booklet which should be kept on board ship for all types of vessel.
Part F of this chapter gives the details about the alternative design and arrangement for the ship’s fire safety under regulation 17.
Part G contains a special requirement for the operations which are carried out on the tanker and bulk carrier ships such as helicopter operation
(Regulation 18) giving details of different constructional, safety and firefighting arrangements. Regulation 19 provides safety measures for carrying
dangerous goods in a container, bulk, tanker or Roro ships.
Regulation 20 focuses on ships that carry a vehicle as cargoes along with passengers explaining prevention, detection, and containment of fire on
such ships. Regulation 21, 22 and 23 are passenger-centric, describing the requirement a passenger ship should follow in case of fire incident
onboard ship to save passenger and ship from a major accident.

SOLAS Chapter III 

Life-saving appliances and arrangements: All the lifesaving appliances and their use in different situations according to the ship type is described in
this chapter.
This chapter comprises 3 Parts.
Part A contains 5 regulation that explains the “Application” of this chapter in different types of the ship along with the “Definition” of different
terminology which is used in the chapter. The regulation may not be applicable to all types of a ship; hence a separate section of “Exceptions” and
“Exemptions” is also provided. Further, onboard testing and production testing procedures are also explained.
Part B comprises of total 32 regulations (from Regulation no. 6 to 37) dealing with the requirements of life-saving appliances on passenger and
cargo ships. Regulation 6 describes the communication appliance (Radio, Pyrotechnics etc.) used for safety and life-saving situations on vessels.
Regulation 7  list downs the requirement for the personal life-saving appliance such as lifejackets, lifebuoys, immersion suit etc.
Regulation 8 to Regulation 11 contains the instruction on muster station, survival craft operation and manning, along with their embarkation
arrangements explaining the different requirements.
Regulation 12 specifically address the location of survival craft in a cargo ship (other than free fall lifeboat). Regulation 13 to Regulation 17 details
on the stowage and necessary arrangement required for the lifeboat, liferaft, marine evacuation system, recovery boat on the ship and Man
Overboard Operation.
Regulation 18 lists down the requirement for line throwing appliances used on the ship. Regulation 19 deals with various training and drills
requirement for the onboard crew.
Regulation 20 applied to all the ships for operational readiness, maintenance and survey requirement of survival crafts and other lifesaving
appliances onboard ship.
Regulation 21 to Regulation 30 tell about the additional requirement for passenger ship about survival crafts and all lifesaving appliances on the
passenger ships, including drills for passengers onboard ship and helicopter operation in a passenger ship (ro-ro passenger ships of 130m in length
should be provided with a helicopter landing area).
Regulation 31 to Regulation 34 tell about the additional requirement for cargo ship about survival crafts and all lifesaving appliances on the ships.
Regulation 35 to 37 contains various instructions for onboard maintenance, muster lists etc. and availability of training manual and other onboard
training aids on the ship.
Part C of this chapter gives the details about the alternative design and arrangement for the ship’s lifesaving appliances under regulation 38.

SOLAS Chapter IV
Radio communications: This chapter Includes requirements of different radio communication equipment used on board ships such as GMDSS,
SART, EPIRB etc for cargo and passenger vessels. This chapter is divided into 3 parts; Part A, Part B and Part C.
Part A contains regulations 1 to 4 which explains the “Application” of this chapter and the regulations also explains the “Definition” of different
terminology which is used in the chapter and the objective and functional requirement of this chapter. Further, it includes the exemptional
requirement and the details of GMDSS satellite providers.
Part B consisted of Regulation 5 explaining the provisions of radiocommunication services and the identities of GMDSS by the contracting
government.
Part C insists on the ship-based requirement for the radio equipment and comprises of 13 regulations. Regulation 6 gives the details of radio
installation requirement on all types of ship. Regulation 7 provides details of different radio equipment minimum requirement which are to be used
on ships.
Regulation 8 to Regulation 11 provides the details of radio installation capability to initial ship to shore communications and alerts in Sea areas A1,
A2, A3 and A4.
Regulation 12 lists down the additional duties of the officer on radio communication equipment during a watch.
Regulation 13 gives the details of the energy source for all the radio communication equipment including emergency reserve source of power and
battery power.
Regulation 14 and 15 gives the details of performance standards and maintenance required to be carried out on radiocommunication equipment.
Regulation 16, 17 and 18 provide the need for radio personnel qualification and different records and logs which needs to be updated in the ship
log system.

SOLAS Chapter V
Safety of navigation: This chapter consists of total 35 regulations dealing with all the seagoing vessels of all sizes, from boats to VLCCs, and includes
passage planning,  navigation, distress signal etc.
Regulations 1 to 3 explains the “Application” of this chapter on the safety of navigation and the regulations also explains the “Definition” of
different terminology which is used in the chapter and the objective and functional requirement of this chapter. Further, it includes the exemptional
requirement to be granted by the administration to a complying ship.
Regulation 4 and 5 lists down different navigational and mineralogical service warnings which are essential for a navigating officer for safe passage
plan.
Regulation 6, 7,8 and 9 focuses on services such as the ice patrol service for safe navigation in North Atlantic, search and rescue services (when
receiving distress alert from the ship), usage of life-saving signals and hydrographic services (for the compilation of hydrographic data and
publication) by the contracting government.
Regulation 10 contains the details for the requirement of ships’ routeing system for safe and efficient navigation.
Regulation 11 lists down the need of reporting system to contribute towards maritime and environmental safety, where the seagoing ship reports
to the concerned authorised body.
Regulation 12 provides the requirement for Vessel Traffic Service (VTS) undertaken by the contracting government for safe navigation in the coastal
area, channel, port vicinity and area of maritime traffic.
Regulation 13 defines the role of the contracting government for an arrangement of establishment and operation of aids to navigation.
Regulation 14 lists down the minimum manning requirement and crew performance for a seagoing ship
Regulation 15 gives details of bridge design and procedures along with the arrangement of navigation systems and equipment.
Regulation 16 and Regulation 17 provides the need for maintenance of navigation equipment and their electromagnetic compatibility.
Regulation 18 gives the terms for surveys, approval criteria and performance standard of navigational equipment and system including VDR.
Regulation 19 provides the requirement for carrying a navigational system and equipment onboard ship as per the date of construction and also as
per the capacity of the vessel in gross tonnage. It also explains the requirement for Long Range Identification and Tracking of Ships.
Regulation 20 explains the requirement for Voyage Data Recorder on ships for assisting in causality investigations.
Regulation 21 provides the details of the International Code of Signals which a radio installation on a ship should carry.
Regulation 22 talks about the visibility requirement from the ships’ bridge window and Regulation 23 explains the pilot transfer arrangement.
Regulation 24 explains the use of heading and track control system when the ship is in restricted visibility or high traffic area.
Regulation 25 and 26 list down the regulatory requirement for the electrical power source, testing, and drills for steering gear systems.
Regulation 27 talks about the nautical charts and publications available onboard ships for passage and voyage.
Regulation 28 provides the details of records to be kept for all the navigational activities by ship’s navigation officer.
Regulation 29 insist on the requirement for the ship’s officer to understand different life-saving signals used in distress. Regulation 30 lists the
operational limitations of passenger ships regarding safe navigation.
Regulation 31, 32, 33 and 34 contain a requirement for the master of the ship on how to act in a dangerous situation by sending danger message
(while encountering any dangerous navigation situation to the contracting government using a message or International code of Signal. It also
includes the type of information which needs to be sent to the authorities.
Further, the regulation also explains the obligations/ procedures on providing assistance to the ship in danger and how to avoid such a situation
which can become a danger. Regulation 35 strictly prohibits the use of distress signal for any other purpose other than explains in the above
regulations.

SOLAS Chapter VI 

Carriage of Cargoes and Oil Fuel: This chapter of SOLAS defines the storage and securing of different types of cargo and containers, but does not
include oil and gas cargo. This chapter is further divided into 3 parts; Part A, Part B, and Part C.
Part A contains regulations 1 to Regulation 5. Regulation 1 explains the “Application” of this chapter and also explains the “Definition” of different
terminology which is used in the chapter and the requirements to carry the solid cargo other than grain.
Regulation 2 tells about the information exchange to be done between the shipper and the master on the type of cargo being loaded.
Regulation 3 explains the need for Oxygen analyzer and other gas detection equipment for monitoring of those solid cargoes which emits toxic or
flammable gases.
Regulation 4 describes the details of using pesticides on ship done for fumigation purpose.
Regulation 5 provides the information on stowing and securing of the cargo. It also lists down the requirement of MSDS for oil fuel carried on
board ship. Further, it explains the requirement to prohibit the mixing of bulk liquid cargo and production process during sea voyages.
Part B of this SOLAS chapter list down the special provision for carrying solid bulk cargoes and it consist of Regulation 6 and 7 which explains the
procedure to accept a shipment and how to load, unload the stow such cargo.
Part C focuses on the requirement for carriage of grains under Regulation 8 and 9 which provides the definitions of International Grain Code and
other essential terms related to grains ailing with the criteria to carry grain cargoes on the ship.

SOLAS Chapter VII

Carriage of dangerous goods: Defines the International Maritime Goods Code for storage and transportation of dangerous goods. This chapter is
further divided into 4 parts; Part A, Part B, Part C and Part D.
Part A is provided with information on the carriage of dangerous goods in the packaged form under 7 regulations. Regulation 1, 2 and 3 explain the
“Application” of this chapter and also explains the “Definition” of different terminology which is used in the chapter along with the requirements to
carry dangerous goods in the packaged form.
Regulation 7 is dedicated for Carriage of dangerous goods in a solid bulk form defining the terms used under this regulation along with the
application of the terms. It further explains the documentation and stowage with segregation requirement for such type of cargoes. The reporting
of the incident and other condition related to the dangerous goods carried in solid bulk form is also provided.
Part B of this chapter explains the details about construction and equipment for carrying dangerous liquid chemical in bulk. Regulation 8, 9 and 10
explain the Definition” of different terminology which is used in the chapter and “Application” of this chapter along with the requirements for
chemical tankers which carry such cargoes.
Part C of this chapter explains the details about construction and equipment for carrying liquified gas in bulk as cargo. Regulation 11, 12 and 113
tells the Definitions of different terminology which are used in the chapter and “Application” of gas ships along with the requirements for gas
tankers which carry such cargoes.

SOLAS Chapter VIII 

Nuclear ships: The code of safety for the nuclear-propelled ship is stated in this chapter.
This chapter consists of 12 regulations explaining the application, exemptions, approvals, and requirement (for reactor installations), Safety against
radiation, safety assessment, operating manual, surveys and certifications, Controlling authority and steps in case of any causality due to radiation
etc.

SOLAS Chapter IX
Management for the Safe Operation of Ships
The International Safety Management Code for ship owner and the operator is described clearly. Regulation 1 and 2 of this chapter explains the
details about the “Application” of SOLAS Chapter 9 and also explains the “Definition” of different terminology which is used in the chapter.
Regulation 3 provides the requirement to comply with the ISM code followed by important certifications in Regulation 4, which includes DOC, SMC
etc.
Regulation 5 and Regulation 6 list down the maintenance of conditions and verification & control respectively.
SOLAS Chapter X
Safety measures for high-speed craft
This chapter is dedicated to high-speed crafts only, explaining the safety requirements and comprises of 3 regulations interpreting the Definitions
of different terminology which are used in the chapter and “Application” of high-speed craft along with the requirements for high-speed crafts.

SOLAS Chapter XI
This chapter is divided into two sections.
Section one, i.e. Chapter XI -1 deal with the Special measures to enhance maritime safety which includes Special and Enhanced survey for safe
operation. The second section of this SOLAS  chapter which is Chapter XI-2 list down the regulations for special rules to improve maritime security.
Chapter XI-1 consist of 7 regulations. Regulation 1 provides information about the authorization of a recognized organization. Regulation 2
compiles the requirements for the enhanced survey for bulk carriers and oil tankers along with the harmonization of survey periods of ships which
are not subjected to the ESP code.
Regulation 3 provides the details of the ship identification number and company cum owner identification number.
Regulation 4 explains the role of Port state control on operational requirements.
Regulation 5 deals with the continuous synopsis record which is provided onboard as a historical overview of the ship information.
Regulation 6 specifies the additional requirement for the investigation of marine causality and incidents.
Regulation 7 tells about the requirement for atmosphere testing instrument for enclosed spaces for measuring oxygen, flammable gases, H2S,
Carbon mono oxide etc.
Chapter XI-2 deals with maritime security measures which all the parties involved in a maritime trade need to follow; i.e. ship, port, shipowner,
contracting government and authorities. This SOLAS chapter consists of 13 regulations, and Regulation 1 and 2 explain the Definition” of different
terminology which is used in the chapter and the details about the “Application” of this chapter.
Regulation 3 focuses on the contracting government stating their obligation towards maritime security.
Regulation 4 lists down the requirement for companies and ships on how to comply with the ISPS code followed by Regulation 5 which deals with
the specific responsibility of the companies towards maritime security.
Regulation 6 specifies the vital requirement for all seagoing ship about the Ship Security Alert System (SSAS).
Regulation 7 deals with the threats to the vessels which needs to be set as a security level by the contracting governments.
Regulation 8 lists down the discretion for the master for taking account of ship safety and security.
Regulation 9 explains about the compliance and control measures that a ship should exhibit in port and regulation 10  states the relevant
requirements for port facilities under ISPS code.
Regulation 11 and 12 talks about the alternative and equivalent security arrangement by the contracting government and administration.
Regulation 13 deals with the different information that needs to be communicated to the ship and ship manager.

SOLAS Chapter XII

Additional safety measures for bulk carriers: This chapter Includes safety requirement for above 150 meters length bulk carrier. It consists of 14
regulations.
Regulation 1,2 and 3 gives details about the “Definition” of different terminology which are used in the chapter and the details about the
“Application” of this chapter, followed by the implementation schedule for the survey as per the date of construction.
Regulation 4 The damage stability requirements for bulk carriers are explained in this regulation.
Regulation 5 & 6 provides the details of structural strength and other structural requirements for bulk carrier ship.
Regulation 7 deals with the surveys and maintenance requirements of the bulk carriers followed by Regulation 8 which explains the information on
compliance for bulk carriers.
Regulation 9 focuses on those bulk carrier ships which are unable to comply with regulation 4 because of the designing of cargo holds. Regulation
10 lists down the requirement for declaring the solid bulk cargo density.
Regulation 11 provides details about the loading instruments used for cargo loading on bulk carrier ships.
Regulation 12 lists down the terms for having water ingress alarm in holds, ballast space and other dry spaces in a bulk carrier ship.
Regulation 13 applies to all the bulk carriers regardless of their date of construction and explains the necessity of pumping systems to drain the
ballast tanks.
Regulation 14 focuses on the restrictions towards the bulk carrier ships from sailing with an empty cargo hold.
Apart from the above SOLAS 12 Chapters, the below two are considered to be SOLAS new chapters which were added in recent years.

SOLAS Chapter XIII 

Verification of Compliance: This chapter was adopted on 22 May 2014 which requires all the Contracting Party to undergo periodic audits by the
approved organization following the audit standard to verify compliance with and implementation of the present Convention.
This chapter consists of regulation 1 to regulation 3 explaining the “Definition” of different terminologies which are used in the chapter and the
details about the “Application” of this chapter, followed by the verification system for contracting government.

SOLAS Chapter XIV

Safety Measures for Ships Operating in Polar Waters – As the name suggest, the SOLAS chapter 14 deals with the ships that intend to operate
within the Arctic and Antarctic areas and need to carry Polar Ship Certificate.
This  Code entered into force on 1 January 2017 and explains the shipowners and ship managers about the steps to be taken to have their ships in
compliance within the different categories. This is one of the latest chapter introduced within SOLAS in 2017.
It comprises of 4 Regulations starting from regulation 1 & 2 which gives the details about the definitions of the terminology used in this chapter
and application of this code.
Regulation 3 explains the requirements for ships to which this chapter applies followed by regulation 4 which suggest the terms for alternative
design and arrangement for vessels sailing in Arctic and Antarctic areas.
A List of Inspections And Surveys Deck Officers On Ships Should Be Aware Of
ByChief Officer Abhishek BhanawatSeptember 3, 2019

Periodic surveys and inspections of ships are carried out to ensure the safety and seaworthiness of vessels. With maritime laws becoming more
stringent with each passing year, sea-going vessels have to go through a series of inspections to meet minimum requirements to continue sailing.
Annual surveys by classification society are a vital part of a ship’s trading eligibility. Thus for a vessel to continue trading, various periodical surveys
and certifications by classification society are mandatory to ensure its continued compliance with International regulations and endorsement.
Various certificates require annual endorsement after the class surveyor verifies that the conditions, functioning and operational and maintenance
requirements of the vessel are complied with.
After the class surveyor verifies the same, he endorses the certificates for the annual survey. Annual surveys are namely Safety equipment survey,
International oil pollution prevention certificate survey, International air pollution prevention certificate survey, and Safety Radio Survey.
Before all these surveys, the companies appoint independent servicing agencies, which are approved to conduct annual servicing and maintenance
of equipment such as fire extinguishers, fixed fire extinguishing installations, annual foam compound analysis for fixed foam fire fighting
installation, annual servicing and maintenance of lifeboat equipment and launching appliances.
Annual servicing and inspection of equipment systems can be performed by various institutions such as accredited laboratory, service company,
maker or manufacturer trained personnel, shore-based maintenance provider, class approved service applier, and service personnel authorized by
the flag.
The criteria for inspection are being laid by classification societies acting as recognized organization on behalf of flag states so that requisite
certificates are re validated or issued in line with international regulations.
Every flag has streamlined its requirements, and thus accordingly, the classification society develops checklists of inspection programs to harmonize
the same.
An additional survey can be carried out after a condition of class has been imposed on a vessel or major failure of critical equipment has been
detected, which can endanger the seaworthiness and safety of the vessel.
Some examples are hull breach, propulsion or steering gear failure where the vessel has to salvaged, after major steel renewal, systematic failure of
safety measures leading to a major accident, malfunctioning of Oily Water Separator (or oil discharge monitoring and control system), or any
condition under which a certificate issued by a classification society becomes invalid.
Thus, after repair or remedial measure, the classification society carries a thorough inspection/survey and then reissues or re-endorses the
certificate.
Dry dock surveys or intermediate surveys/ inspections are a more extensive form of annual surveys in which several other functional,
operational aspects and maintenance routines of shipboard equipment are verified.
A safety construction survey will be focused on the structural strength of the vessel. It will be assessed for any excessive corrosion of deck or hull,
along with the condition of watertight doors, bilge pumping and drainage systems, fire protection equipment, and fixed and portable fire fighting
equipment.
Condition of steam lines on deck, anchors chain and cables, and means of emergency escape are also checked.
Prior assignment of load line to the vessel, a load line survey is carried out, during which, a vessel’s structural strength is checked for cracks or
deformations in hull identified, various openings such as hatches, machinery space openings, or any other openings on deck are watertight.
Deck lines, load lines and draft marks are also painted.
Image for representation purpose only
A cargo ship safety equipment survey pertains to conditions and management of the safety system onboard.
Muster lists, lifejacket donning instructions, survival craft launching instructions, and muster stations are to be updated and posted in required
locations, arrow markings for emergency muster stations, condition of lifeboats, its equipment and launching appliances.
Fire control plans are checked for their locations, fire detection systems, fire pumps main and emergency are checked for condition and operation.
Fire hoses, nozzles, hose boxes, international shore connections, fixed fire fighting equipment are also checked for their condition and operational
readiness.
Portable fire extinguishers also checked for their condition along with maintenance records and inspection routines, emergency lights and alarms,
fire main system for pressure testing, isolation valves and foam turrets for easy operation. Fireman’s outfit and breathing apparatus is also
inspected for readiness and use.
Classification societies often appointed as recognised organisations by flag states conduct these surveys and inspections, based on which, flag
authorises them to issue various certificates required as per SOLAS, MARPOL, Tonnage, MLC and different other international conventions.
Often a classification society has a matrix or a survey checklist that specifies checks, maintenance and inspection records for several shipboard
equipment and appliances.
The maintenance or inspection routines are as specified by makers or weekly, monthly, six-monthly, annual or five-yearly surveys depending upon
the requirements laid down in conventions or circulars issued by IMO.
Examples of this can be Hydrostatic testing and inspection of emergency escape breathing devices (EEBD), an annual examination of gangways and
embarkation ladders etc.
The 5 yearly dry or dry dock surveys are the toughest of these, in which, a thorough inspection and testing as per the guidelines of classification
society is being conducted.
Tanker and Gas industry owing to the hazardous nature of cargoes they handle, are often subjected to Terminal Safety Inspections.
A terminal safety manager or representative visits the ship and ascertains safe operations as per terminal requirements.
This is limited to the operational readiness of safety and navigation equipment of the vessel, along with propulsion and steering gear, and focuses
mainly on the fact that the vessel is prepared to deal with an emergency- before, after and while the cargo transfer operations are conducted. Any
deficiency found during the inspection might lead to rejection of the vessel or even unberthing to rectify the same. If any adverse remarks are
reported, the terminal may blacklist the vessel for further calls or operations.
International Management Code (ISM) for Safe operation of ships and pollution prevention lays down the functional requirement for a Safety
Management System to establish a procedure for an Internal audit and management review, according to which an internal audit is being carried
out by the ship managers, operators, bare boat charterers , or owners operating the ship or any third party authorised to carry out such an audit.
Thus, the company carries out internal safety audits to verify whether safety and pollution-prevention activities comply with the safety management
system.
The audit verifies maintaining the condition of the ship and equipment between surveys, documented procedures and instructions such as
following procedures with the help of company-specific permits, checklists and instructions.
It also incorporates checks to ensure procedures are provided for safe navigation and operation and maintenance of several critical shipboard
equipment.
Drills, safety familiarisation and training programs followed and documented onboard are reviewed and checked during an internal audit.
Procedures and documentation followed onboard for recording and reporting non-conformities, accidents and hazardous occurrences are also
verified against company guidelines issued.
Note: A very important point of concern often found during audits is non-conformance with company procedures or using obsolete or old
documents and forms onboard.
Audits have a provision of review through which the shipboard management team can convey changes or review the procedures established by the
company.
The External Safety audit or more popularly known as Annual ISM Audit by flag state, is carried out on similar pattern as the internal audit.
On basis of qualifying the ability to meet specific requirements for Safety and pollution prevention, a Safety management certificate is issued which
is subjected to Annual verification, Intermediate Verification or additional verification.
During an audit, designated crew members and officers are also questioned about familiarisation with shipboard equipment, as well as company
guidelines and policies regarding ISM Code.
OCIMF SIRE inspections or more popularly known as vetting inspections are well known in tanker industry (SIRE is Ship Inspection Report
Programme).
Its primary goal is to expand the availability of ship inspection information. SIRE members have a prime objective to promote ship safety.
On average there are more than 600 SIRE inspections conducted per month. Oil companies International Marine Forum (OCIMF) has established a
Vessel inspection Questionnaire (VIQ) for oil tankers and CDI checklist for Chemical tankers based on Chapters, of which, various areas of shipboard
operations, management system and other requirements laid down are inspected and the results are uploaded on the SIRE website.
Port State Inspection is done by Administrations to verify that the foreign flag ships calling at their ports comply with mandatory rules and
regulations. A Port State may detain a ship from proceeding to sea if there are clear grounds of serious deficiencies concerning the operational
requirements of international conventions (e.g. SOLAS, MARPOL).
Often port state enter into MOU, under which they carry CIC’s or Concentrated Inspection Programme and set a target of a particular number of
ships calling the ports within their MOU regions and inspect them for a specific shipboard operation, procedure or equipment. E.g. presently
ongoing CIC by Paris and Indian Ocean MOU’s for Enclosed Space Entry procedures onboard.
A deck officer should thus always bear in mind that most of the inspections and surveys, therefore, cover in detail regulations and procedures
prescribed in various conventions such as SOLAS , MARPOL etc., along with further recommendations in codes such as ISM , ISPS , FFA , LSA code.
Thus having up-to-date knowledge of procedures and maintaining the readiness of equipment falling directly under his responsibility is the first
checkpoint before any survey or inspection.
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

10 Important Things To Do During Ship Collision Accident

1. Inform the Master and Engine room: This is obvious, but make sure you inform the Master, if he is not on bridge. Inform the engine room and
stop the engine. The officer on watch should not hesitate to call the master even if he has the slightest doubt about any given situation. (The
decision to stop the engine would depend on the severity of the accident and immediate action to be taken.)
Master’s experience, knowledge and his overriding authority helps in making quick and bold decisions to save lives. Once the master takes over the
command of the situation, act on his orders. Mark the position of collision on chart or by pressing the mob button on GPS for future reference.
Exhibit NOT UNDER COMMAND (NUC) signal if the ship has lost its headway completely.
2. Immediately Send Distress Signal: Send designated or undesignated distress messages through VHF ,MF/HF, SAT C or any other available
means, depending on the sea area you are in and time limit you have. If you have enough time inform the company and the nearest coast radio
station about the incident.
3. Record Important Data: Record the time of ship collision, name and IMO number of the vessel(s) you collided with. Waste no time in arguing
with other vessel. Leave VHF channel 16 unoccupied, through which, you can get necessary information regarding assistance and help if the
situation demands. Use any other VHF channel for inter/intra ship communication. If possible, take a photograph of the collision from a secure
location.
4. Sound the Alarms: Sound the general emergency alarm; general alarm signal is sounded as precaution. It should not be mistaken as a signal for
abandoning the ship. Take attendance, if anybody is missing report the same to the master. Inform the officer responsible on muster station about
the situation.  Make arrangements, to search and find the missing person. The responsible officers and crew should lower the life boats up to
embarkation deck and make all arrangements to abandon the vessel at quick notice. It should be noted that engine room should not be left
unattended if the impact of collision is minimal, which do not need an immediate evacuation of the compartment. Also, the engine room in-charge
should ensure all officers and crew working in the engine room are ready with their life jackets and TPA if immediate evacuation is required in the
later stages.
5. Assess the Damage: Send an officer responsible to the area where the vessels have taken the impact. Inquire about the percentage of damage
occurred. If the damaged area is an enclosed space, ensure to take all necessary precautions, for enclosed space entry. Make an assessment of the
damage and report the same to master. Any decision should be taken by the master or if the master is incapable of making decision or carry out his
duties, the person next to his command should do so.
6. Take the Soundings: Send crew to take sounding of all ballast tanks, fresh water tanks, and wing tanks. Give instruction to engine room to take
sounding of all tanks in engine room. All tanks soundings are to be taken and recorded, because the tanks far away from the impact can
experience damage or crack due the shock created by the collision. Record the sounding of all tanks and compare it with the previous sounding
data. If there is any change in the sounding, there can be a crack or a hole in the tank. The sounding of the particular tank or tanks should be
monitored carefully and the rate of increase or decrease in water should be calculated.
7. Take Immediate Action In Case of Damage: If any tank or tanks appeared to have suffered damage and ingress of water is confirmed, make
necessary arrangements to pump out the water. If the pumps are not effective and cannot contain the ingress of water the whole compartment can
be sealed preventing other compartments from being flooded. If a self- closing water tight door is provided, it should be operated from the bridge
itself.
8. Check For Oil Spill: If any of the fuel tanks or oil tank is damaged and if there is imminent danger of oil spill. The procedures mentioned in
SOPEP plan should be followed to contain the oil spill. Read : How to avoid oil spills on ships?
9. Reach The Nearest Port, If Possible: If the master attempts to correct adverse list or trim, he should consider the effects of shear force, bending
movements, free surface effect when transferring liquids and blasting and de-blasting on the hull. If the own ship to be afloat without danger and
engines are ready to maneuver, set course for the nearest port for repair.  All the above mentioned duties have to be carried out in a very quick
sequence and with utmost precision as collision can lead to other emergencies simultaneously.
10. Abandon The Ship Only if Everything Else Fails: If the own vessel appears to be sinking and leaving no other choice except to abandon the
vessel, it should be a verbal order from the master. It should be always kept in mind that a ship is the best lifeboat. The master and crew should
always try and carry out all necessary means to keep it afloat. But once the decision is made to abandon the vessel, no time should be wasted. All
crew should carry out their duties effectively and escape from the sinking ship as quickly and as far away as possible.
How P & I Clubs Work – Procedure for Accident Response
Protection and Indemnity or better known as P & I Clubs are a compilation of non-profit making organizations controlled by ship-owners and
operators who communally contribute to certain third party liability risks related to their business especially their maritime businesses.
The clubs are managed by asset managers who administer the premiums (Calls) which are contributed by the members of the club and claims are
settled accordingly. These premiums or calls are made on a yearly basis proportionate to the claims in the spotlight, individual member testimony
and availability of the capital reserves.
P & I Insurance have gradually expanded over decades covering an array of third party liabilities excluding the ‘Hull and Machinery’ claims but
including amongst others – Oil pollution from ships or fixed / floating objects. Additionally, the Clubs also provide protection against contractual
disputes.
As of current statistics, as much as 90% of the world maritime tonnage is covered by the mutual P & I Clubs. The 13 major clubs vary in size and
contributions which are as listed below:-
–        American Steamship Owners Mutual Protection and Indemnity Association, Inc.d
–        Assuranceforeningen Skuld
–        Gard P&I (Bermuda) Ltd.i
–        The Standard Club Ltd
–        The Britannia Steam Ship Insurance Association Limited
–        The Japan Ship Owners’ Mutual Protection & Indemnity Association
–        The London Steam-Ship Owners’ Mutual Insurance Association Limited
–        The North of England Protecting & Indemnity Association Limited
–        The Shipowners’ Mutual Protection & Indemnity Association (Luxembourg)
–        The Steamship Mutual Underwriting Association (Bermuda) Limited
–        Sveriges Ångfartygs Assurans Förening / The Swedish Club
–        United Kingdom Mutual Steam Ship Assurance Association (Bermuda) Limited
–        The West of England Ship Owners Mutual Insurance tAssociation (Luxembourg)
The P&I Clubs provide insurance coverage of upto USD 1 Billion for compensation of damages by oil pollution from laden tankers as well as to
tankers in ballast which is given in accordance to the International Convention on Civil Liability for Oil Pollution Damage (CLC). The clubs also
provide insurance cover for bunker oil spills from ships more than 1000 GT as required by the Bunker CLC, 2008. This convention (CLC) operates in
harmony with the International Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage (IOPC Fund
Convention) that provides reimbursement when the compensation under CLC is insufficient and is backed up by contributions imposed on member
states that receive crude and heavy fuel oils.
The Civil Liability Convention or CLC places a responsibility on the tanker owners to retain insurance and other financial security explicitly to cover
oil pollution damages, and ensures that each tanker carries on board a certificate confirming to the fact that such a cover is enforced. This is
reflected as most of the tanker owners orchestrate this insurance with a Protection and Indemnity Club (P&I Club). The total insurance cover
required again depends on the size of the ship. Also recently, some new enterprises have been initialized to increase the contributions of Ship-
owners towards oil pollution liability by way of voluntary contracts namely, Small Tanker Oil Pollution Indemnification Agreement (STOPIA)
and Tanker Oil Pollution Indemnification Agreement (TOPIA 2006).
P&I Clubs endow a distinctive claims handling facility which is adapted such as to ensure that both the defenses of the individual members for
proper and reasonable settlement of any claims as well as the handling of incidents to be as effective as possible. Every Club has a set of
regulations that cover the entire contractual terms with a member. Additionally, each P&I Club implements a loss prevention plan which is based
out of ship inspections and subsequent advices / suggestions to club members on casualty and claims prevention.
Therefore, the main aim of the International Group representing the interests of the P&I insurers is to facilitate the schemes of preventing oil spill
and accelerate responses.

Master’s basic actions to P&I Accident Response

In the dire event that leads to an incident or an allegation giving rise to a third party claim, there are some definite actions which the master should
always take into consideration and certain actions those which must be avoided. These actions are generic which theoretical are to be followed
irrespective of the nature of incident.
To Do
 Notify owners / managers as soon as possible and send message to the relevant departments;
 With regard to the instruction given in club handbook, investigate each allegation that led to an injury or damage;
 Collect and collate evidences or documentation related to the incident, including defective equipment/machineries. Stockpile the information
in a safer place and label them accordingly. Throwing away information would lead to unwanted ambiguities;
 Remember to take photographs of any evidence measuring up to the damages or all other possible conditions relating to the event;
 Get the witnesses to write the statement of facts, pertaining to the exact cause or what they themselves experienced, saw and even heard.

Do Not
 Allow any surveyor or a maritime lawyer on board the ship or to interrogate the crew members until they have satisfactorily identified
themselves and presented suitable authorization;
 Allow surveyors or lawyers acting on behalf of opposite parties on board, unless you have been given the authority to do so;
 Produce any written matter or physical evidence to the lawyers or surveyors from the opposing party. When in doubt, do not hand over
anything to anyone;
 Give a personal opinion as who or what is/was responsible for the events – simply stick to the facts;
 Allow any of the crew members to express opinions without authorization;
 Admit any sort of liability, neither verbally nor in writing;
 Sign any document which you think is unclear or know contains incorrect information;
 Avoid letting persons from the Media to board the vessel unless authorized by Owners/operators.
Oil Pollution incident and action needed
P&I cover is not only limited to encompass oil pollution damage; it also covers any type of pollution that originates from or caused by the ship that
is covered by the club. If you see or suspect pollution in the surrounding area of the vessel, take prompt action initialized by instantaneously
contacting the owner/operator and thereon take simultaneous actions on the basis of guidance provided by the relevant authorities no matter how
small the pollution may be. 
General procedure to be followed –
 Immediately suspend all the operations and ensure all the valves are closed including the bilge, ballast, bunkering and cargo systems.
 As soon as you conclude initial consultation with the owners / operators, inform nearest port control and the local P&I representatives for
surveyor attendance;
 Try and identify the source and cause of the pollution;
 Take photographs to show the degree of the spill;
 Collect samples of the spilled content, seal and date them;
 If pollution has originated from tank overflow, obtain the following, not limited to, statement of facts from whoever was involved and
officially have it on record.

– the sequence of events which led to the pollution;

– pump’s starting and stopping times;
– pumping rate;
– tank volumes;
– topping off procedures;
– record of the surroundings.
 If the pollution has been caused by the failure of any of the ship’s equipment, amass all possible details of recent maintenance, tests and all
relevant documentation for future analysis.

Kindly note that this is only a general overview of how P & I clubs work and actions to be taken in case of an accident. If you have any important
information that needs to be added here, do let us know.
Preparations For Emergency Towing Of Ship – 10 Important Points
1. Safety: Safety is the first and foremost aspect while carrying out any and every duty on ship. Specifically speaking in this regard, the Chief Mate
must be in contact with the Bridge at all times. All LSA/PPE must be donned and the crew must be pressed to follow safety guidelines at every
step. Ropes/wires under tension can be disastrous and hence the crew must step aside to the safe zone when the same happens. It’s always better
to have the minimum required number of people on deck at the time to avoid commotion and confusion.
2. Lights and Signals: The towed ship must comply with the Rules of the Road and display relevant lights and signals. Their functionality must be
checked before they are due to be operated. It’s important to avoid putting vessels in the vicinity at risk (thereby, avoiding the same to own vessel).
3. Draught: The vessel must have draught suited to her needs through the duration of the voyage. It’s very important to consult relevant
authorities about the characteristics of the water body to prevent unnecessary events such as grounding.
4. Watertightness: Prior to the voyage, the watertight integrity of the various openings must be checked. Hatches, portholes, valves etc. must be
checked to ensure that they’re in place for the duration of the voyage.
5. Securing Arrangements: Securing arrangements for the cargo, stores, galley etc. must be exercised prior to the voyage to prevent unwanted
collateral damage within the vessel.
6. Stability: Perhaps the most important of them all is- stability. Towed vessel should have sufficient stability with respect to all the conditions
(loaded or ballast) that are to come about during the course of the voyage.
7. Rudder/Propellor: As and when deemed necessary, the rudder is best kept amidships. Along with that, the engine room must be informed well
in advance to keep the propeller shaft from turning.
8. Ship’s Particulars: A fully detailed data sheet of the ship’s particulars must be kept at hand before the initiation of the voyage. This includes
information to the last details; anything that might come in handy to maintain the safety of the vessel and the personnel involved in the procedure.
9. Sea State: The state of the sea is crucial to the degree of smoothness with respect to the voyage. Information must be obtained to the closest
accuracy about the expected state of weather and sea, well prior to the voyage. All references such as VTS, via VHF communication with coast
stations, Admiralty Publications, bespoke ship software etc. must be used to obtain specific information about the same.
10.The Emergency Towing Booklet: The emergency towing booklet, which contains information pertinent to towing, must be kept handy and
conspicuous before and throughout the procedure. Although the booklet can only serve a purpose that is more suggestive than coercive, it must
be referred to as it has ship specific information with the appropriate drawings and other towing arrangements.

Ship Stability – What Makes a Ship Unstable?

Free Surface Effect Of Ships:
When any tank or a compartment is partially filled, the motion of the liquid (due to the ship’s rolling and pitching motions) would reduce the
stability of the ship. Why? Because, when the ship is inclined, the liquid in the tank shifts to the lower side of the tank, as shown in the following
figure.
 Figure 1: Free surface effect.
 
In the above figure, the ship tank extends from the bottom to the tank top (shown in red), and is only partially filled. When the ship is in upright
position, the free surface of liquid in the tank is shown as AA1. When the ship inclines to a certain angle of heel (say ‘theta’ Ɵ) the free surface of the
liquid now changes to TT1. Also, the center of buoyancy shifts from ‘B’ to ‘B1’.
What happens as a result of this? Do note that when the liquid in the tank is transferred to the lower side, the volume of the liquid within the
wedge between points ‘A’ and ‘T’ has now shifted to the lower side between the points A 1 and T1. So basically, the center of gravity of that volume
of liquid has shifted from ‘g’ to ‘g1’.
As a result of the weight shift within the ship, the center of gravity of the ship now shifts from ‘G’ to ‘G 1’. The effect of this shift of liquid is such that
the resultant weight of the entire system acts through a virtual point which is much higher than the actual center of gravity of the ship. This virtual
center of gravity ‘GV’ is obtained by extending a vertical line from the new center of gravity ‘G 1’ to the centerline of the ship. So the resultant KG
increases, therefore reducing the metacentric height of the ship.
The new metacentric height with free surface effect is now ‘GVM’, and the new righting lever is ‘GVZV’, both of which are significantly less than the
original values (without free surface effect). It is this reduction in the metacentric height, or rise in the CG of the ship due to free surface effect, that
reduces the stability of the ship or may even render it unstable.
This reduction in metacentric height due to free surface effect can be calculated by the following expression:

In the above expression,

?L = Density of the liquid in the tank.
?S = Density of seawater.
IL = Area moment of the free surface about the tank’s longitudinal centre line.
∇S = Mass displacement of the ship in sea water.
There are some very important conclusions that can be drawn from the above expression, and these are used to develop design methods to
combat free surface effect on ships. They can be enlisted as:
 The effect of free surface is independent of the position of the tank. That is, a tank may be at any height within the ship, or at any
longitudinal position, and the development of any free surface in it would affect the ship in the same way irrespective of its location.

 Reduction of metacentric height due to free surface effect is more for denser liquids.

 The shape of the tank plays a major role in the evaluation of free surface effect. That is because, reduction in the stability of the ship is
directly proportional to the area moment of the free surface about the tank’s longitudinal centerline. What does this imply? The lesser
transverse surface area of the free surface, lesser its area moment of inertia about the tank’s longitudinal centerline, lesser the reduction in
GM due to free surface effect.

In order to attain this, a design priority during the design of tanks is to reduce the longitudinal moment of the free surface by providing
longitudinal bulkheads in tanks having large surface area, as shown in the figure below.
 Figure 2:Longitudinal division of a tank to reduce
free surface effect.
 
In the first case, a tank with breadth same as the beam of the ship (b) would have produced significantly high reduction in GM due to a free surface.
If the same tank is compartmentalised into three equal parts by providing two longitudinal bulkheads, the free surface would reduce by a factor
of cube of the breadth of the tank (b). If you study the tank plan of any ship, you would notice that large fuel and fresh water tanks are divided into
Port, Center, and Starboard compartments for this reason.

Free Surface Effect For Two Liquids:

There are cases where one tank contains two immiscible liquids. In fuel compensation tanks, the volume of fuel oil used is replaced by sea water. In
gasoline tanks, seawater is introduced into the tank in order to prevent leaving any spaces for inflammable vapours. Gasoline being lighter than sea
water, always forms the top layer, and is extracted from the top of the tank.
The interesting question here is, these tanks are always full. How is free surface effect related to these cases, then? Note the following figure.

Figure 3: Free surface effect in twin-fluid tanks.

 
What happens is, the interface of the two liquids act as a free surface. So when the ship inclines, the interface will remain parallel to the waterline. In
order for this to happen, the certain volume of the heavier liquid needs to shift to the lower side of the ship, replacing certain volume that was
occupied by the lighter liquid. The replaced volume of the lighter liquid in turn, shifts to the upper side. The resultant effect is a shift of CG due to
the motion of fluids, which creates a free surface effect.

Effect of Shifting of Dry Bulk Cargo:

In ships carrying dry cargo in bulk like grains, ore, coal, etc. even though the surface of the cargo is flattened after loading, rolling motion during
voyage is likely to redistribute the cargo within the hold, causing it to shift to one side. This will result in a list towards one side. Now, a ship which
has listed due to shift in cargo is vulnerable to capsizing in case rolling increases to larger angles. In fact, bulk carriers have been known to capsize
due to shift of cargo.
In order to prevent such cases, designers are supposed to make sure that their design complies with the IMO Code of Safe Practices for Solid Bulk
Cargoes (IMO, 1980). The Code provides a list of technical specifications for each type of bulk cargo and their respective angles of repose. What we
will focus on, in this section, is not the details of the Code, since it is a specific document and is easily obtainable. What’s important here, is to see
how shift in cargo affects a ship’s stability.
 Figure 4: Stability curve of a ship with shift of dry
cargo.
 
The above figure is the representation of the ship’s stability during shift of dry cargo. The dotted curve ‘AB’ plots the heeling arm or lever caused
due to grain shift. To generate this plot, analysis is carried out for various loading conditions, and accordingly a range of grain heeling plots are
obtained. Each plot should be treated as a separate case for analysing the stability of the ship at each load case.
Now, imagine a ship in which grain has shifted to one side. The ship would list upto an angle at which the grain heeling moment would cancel out
the righting moment. Graphically, this point is achieved where the curves of grain heeling arm and static stability curve of the ship intersect.
In case of grain shift, the resultant maximum righting arm of the ship also reduces. How? Let’s say, maximum GZ for the given case occurs at a heel
angle of 40 degrees. Due to existence of a grain heeling arm at 40 degrees (ƛ40) the resultant maximum GZ would be (GZMAX – ƛ40).
The dynamic stability of a ship is the area enclosed within its static stability curve. It gives us the magnitude of external heeling energy that the ship
can absorb before capsizing. The area accountable to dynamic stability reduces due to the presence of a grain heeling arm. In other words, in case
of absence of a cargo shift, the area contributing to dynamic stability would be the area between the static stability curve and the horizontal axis.
Whereas, the area between the heeling arm curve and the horizontal axis is reduced from the original area when cargo shifting occurs (shown as
shaded portion in the above figure). This means, the ship can now absorb less external energy (wind, waves, centrifugal force due to high speed
turns) before capsizing.
Therefore, the following design constraints are taken care of in order to prevent loss of stability due to shift of dry cargo:
 The value of initial transverse metacentric height (GMT) assuming free surface effect to be present. It must not be less than 0.3 meter.
 The value of initial transverse metacentric height (GM T): It should not be less than 0.3 meter if we consider that the free surface effect is
present.
 Angle of list due to shift of dry cargo. As per the code, this value should not exceed 12 degrees in any sea state.
 Angle of list due to shift of dry cargo: As per the code, this value should not exceed 12 degrees in any sea state.
 The value of grain heeling arm at 40 degrees heel. This constraint is laid down, assuming the fact that most ships attain maximum GM at 40
degrees heel angle.
 The value of grain heeling arm at 40 degrees heel: This constraint has been set assuming the fact that most ships attain maximum GM at
40 degrees heel angle.

The slope of top-side tanks and size of the cargo holds, hence, play a major role in preventing shift of dry cargo within a dry bulk carrier.
There are a range of other reasons for rise in the center of gravity of a ship, or in other words, reduction in its stability. We will list and discuss some
of them below:
 Collapse of a longitudinal bulkhead or a tank bulkhead may lead to rise in the CG as it would increase the moment of inertia of the free
surface.

 Stability of a ship is significantly reduced due to build-up of ice on it superstructure. It not only causes unwanted angles of list, but also
unwanted trim conditions. Often, list due to icing of superstructures is a result of asymmetrical accumulation of ice, which causes the center
of gravity of the ship to shift. The resultant value of righting arm would be significantly less for all angles of heel, therefore causing
a reduction in:

1. Maximum GZ
2. Initial transverse metacentric height.
3. Dynamic stability.
4. Range of stability.

Icing also increases the windage area of the ship, causing the wind heeling moment to rise, and the dynamic stability to further decrease in case
there are beam winds.
  Entry of water into the ship through badly maintained hatches could result in flooding between the tween decks. There have been cases
where open doors on weather decks have allowed water ingress causing significant rise in CG due to flooding of top level decks.

 Timber deck cargo can often be accumulated on one side of the ship due to heavy rolling in bad weather conditions. The shift in cargo would
result in a list, and there have been cases where the timber cargo ships have been forced to voluntarily lose a part of their cargo to the sea in
order to correct dangerous angles of list.

A very interesting question arises here. If, during an unloading operation, a timber deck cargo ship has a list to the port side due to accumulation of
timber on the port side, which side should be unloaded first in order to correct the list?
Someone with only a basic intuition would obviously say that since the cargo is port side is the lower side (and there is excess cargo in the port
side), the ship must release cargo from the port side itself. But this would capsize the ship. Why? Because while it may appear that removal of
excess cargo from the lower side would upright the ship, what actually happens is, weight is being removed from the lower side. It means, the
center of gravity shifts upwards, resulting in a decrease in metacentric height, and hence, the margin of stability decreases drastically.

Concept of Heel, List, and Loll:

We have used all the three terms a number of times in this and the previous articles of this series. While all the three terms would mean that a ship
is inclined to a certain angle, they do not mean the same. As in, they are terms used to understand the ‘cause’ behind the inclined condition of the
ship.
List : A ship is said to be in a condition of list when the upsetting moments are caused by internal shift of weight that can be caused due to the
following actions:
 Shift of cargo within the ship.
 Free surface effects.
 Crowding of passengers on one side of the ship.
 Asymmetrical icing on the superstructure.
 Figure 5: A ship listing due to internal weight shift.
 

Heel: A vessel is said to be heeling when the upsetting moments are caused by external agents, for example:
 Beam winds.
 Heel due to a high speed turn.
 Heel due to a missile shot in transverse direction (in warships).
 Figure 6: Ship heeling to port while executing a sharp
turn to starboard.
Loll: The condition of loll is completely different from the above two. A ship is said to have an angle of loll when it is investigated that the ship has
a negative initial stability, or a negative initial metacentric height, as shown in the curve below.
A negative initial GM may occur due to the following reasons:
 Free surface effects.
 Flooded compartments.
 Top heaviness – or excessive loading on upper decks.
 Accumulation of green waters on the weather deck due to clogged scuppers.

The analogies discussed above leave us with two very important inferences:
A ship with a heel or a list is not necessarily unstable, as heel or list does not imply that a ship has a negative value of GM. However, the case of
instability cannot be ruled out unless the GM values are checked. But a ship with a loll is definitely an unstable ship because it has a negative GM in
upright condition.

The Long Range Tracking and Identification (LRIT) System: Tracking and
Monitoring Ships
The Long Range Tracking and Identification (LRIT) is an international tracking and identification system incorporated by the IMO under its SOLAS
convention to ensure a thorough tracking system for ships across the world.
It came into existence on the 19th May 2006 and was incorporated formally starting from January 2008. Based on these lines, those ships which
were built on or following 31st December 2008 were required to have this system of vessel identification.
LRIT system forms a very important ambit in the SOLAS convention. LRIT was designed as per the recommendations of one of the Maritime Security
Committee (MSC) resolutions. The ship tracking system has been specifically incorporated. This has been done so that the countries that fall under
the purview of the SOLAS convention can share the necessary marine security information along with all other required information about the ships
that sail through the countries’ coastal boundaries.
The vessel tracking system is a clear system that does not allow any confusion to creep in with respect to the existing UNCLOS. In a similar manner,
the tracking of ships system does not interfere with the individual maritime operational laws of countries where it is applicable.
As per the LRIT requirements, the ships that come under its purview are:
 All ships used for the purpose of passenger transportation. Such a criteria includes even the faster and speedier ships

 All offshore rigs used for the purpose of drilling oil in the high seas
  All ships used for the purpose of cargo-carrying. This criterion also includes speedier vessels as also ships with a weight of over 300 gross
tons

Click to Enlarge – Credits: imo.org

 
There are many countries which have incorporated the vessel tracking system as a part of their oceanic operation. Starting with the earliest, some of
the countries can be listed down as follows:
 The most number of vessels that have adopted the LRIT system are from the Panama Flag Registry – around 8000 ships

 The European Union adopted the ship tracking system in the year 2007

 Canada became the first SOLAS nation to incorporate the system to track ships in the year 2009, followed by the United States in the same
year
  Amongst the South American countries; Brazil, Venezuela, Chile and Ecuador were some of the front-runners to have adopted the system.
Ecuador was the last among these four nations adopting the system in the year 2010

The most important advantage of having this system is that the information required to be shared is restricted only to those parties which are
required to have it. This reduces unnecessary problems and increases the transparency and viability of the system on the whole. The main
requirements to the system’s application are the following:
 The transmitting device and gadget to send the information data

 Specific providers for this type of communication service. One such service provider is the   Absolute Maritime Tracking Services, Inc. (AMTS)
established by the Panama Flag Registry. This service provider is the sole service provider to those ships falling under the Panamanian
registration

 Centers of data for the system

 Service providers for the overall application of the system

 A thorough distribution plan for the data collected from the system

 International data exchange for the LRIT application also forms an important part of the overall system requirements

In order to ensure whether the system is operating as it needs to be, there is auditing carried out at regular intervals by a co-ordinator for the
system. This co-ordinator acts as the representative of all the countries under the SOLAS convention that have incorporated the Long Range
Tracking and Identification system.
Technology has helped us to achieve a lot and with the help of the Long Range Tracking and Identification technology, all unwanted and problem-
inducing factors of maritime operational lines can be successfully attended to.

Voyage Data Recorder (VDR) on a Ship Explained

The IMO defines the Voyage Data Recorder as a complete system, including any items required to interface with the sources of input signals, their
processing and encoding, the final recording medium, the playback equipment, the power supply and dedicated reserve power source.
Akin to the ‘Black Box’ on airplanes, a Voyage Data Recorder is an equipment fitted onboard ships that record the various data on a ship which can
be used for reconstruction of the voyage details and vital information during an accident investigation.
Information is stored in a secure and retrievable form, relating to the position, movement, physical status, command and control of a ship over the
period and following an incident. This information is used during any subsequent safety investigation to identify the cause(s) of the incident. Aside
from its usage in accident investigation, it can also be used for preventive maintenance, performance efficiency monitoring, heavy weather damage
analysis, accident avoidance and training purposes to improve safety and reduce running costs.

Understanding VDR
As mentioned earlier, a VDR or voyage data recorder is an instrument safely installed on a ship to continuously record vital information related to
the operation of a vessel. It contains a voice recording system for a period of at least last 12 hours (for VDRs installed post-July 2014, the period of
the integrated details recorded is 48 hours as per the MSC Resolution 333.90). This recording is recovered and made use of for investigation in 
events of accidents in a compressed and digitised format.
A ship’s VDR is far superior to a black box of an aeroplane as it stores a variety of data and that too for not less than a period of 12 hours. The data
records covering the last 12 hours are continuously overwritten by the latest data.
A VDR is capable of withstanding heavy weather, collisions, fires and pressure conditions even when a ship is at a depth of several meters in water.

How VDR works?

The VDR can be classified to contain following units,
– the Data Collection Unit (DCU) (fitted on the bridge that pulls in data from all the integrated sources),
– a Data Recording Unit (DRU) (fitted on the monkey island that stores all of the data that is recorded via the unit within the wheelhouse) and
microphones to record bridge audio. The DCU contains the Data Processor Unit, interface modules and backup batteries. It collects data from
sensors as required by the IMO and IEC standards. The batteries supply power to the DCU to record bridge audio for 2 h in case of a main ship’s
power failure. The flash memory in the DRU stores the data coming from the DCU. The data can be retrieved by using playback software for
investigation after an incident. The DRU components are embodied in the protective capsule. The capsule ensures survival and recovery of the
recorded data after an incident.
The flash memory in the DRU stores the data coming from the DCU. The data can be retrieved by using playback software for investigation after an
incident. The DRU components are embodied in the protective capsule. The capsule ensures survival and recovery of the recorded data after an
incident.
The DCU contains the Data Processor Unit, interface modules and backup batteries. It collects data from sensors as required by the IMO and IEC
standards. The batteries supply power to the DCU to record bridge audio for 2 hrs in case of a main ship’s power failure. The flash memory in the
DRU stores the data coming from the DCU. The data can be retrieved by using playback software for investigation after an incident. The DRU
components are embodied in the protective capsule. The capsule ensures survival and recovery of the recorded data after an incident.
The data that is collected or pulled in from all the integrated sources is, as mentioned above, kept in the storage capsule and holds information for
the 12 hours (or 48 hours) preceding it and continuously refreshed as the voyage progresses.
There is also a record button provided in the bridge unit so that after pushing button (say during starting of any incident like collision or
grounding), the recorder will start recording a new set of information from that period of time.
The capsule mentioned above is a very sturdy unit, capable of withstanding shock and pressures associated with a marine mishap (collision,
grounding, bad weather etc). It might be a float-free arrangement as with the HRU or attached with the EPIRB for simultaneous release.

Carriage requirements for VDR

As with all the navigational equipment carried onboard, the VDR also comes under the purview of the SOLAS Chapter V, Regulation 20 as well as
Annex 10. The details of it are as follows:
 
Passenger ships constructed on or after 1 July 2002 VDR
Ro-ro passenger ships constructed before 1 July 2002 VDR
Passenger ships other than ro-ro constructed before 1 July 2002 VDR

Ships other than passenger ships of 3000 GT and upwards constructed on or after 1 July 2002 VDR

Cargo ships of 20000 gt. and upwards constructed before 1 July 2002* VDR or S-VDR
Cargo ships of 3000 GT and up to 20000 GT constructed before 1 July 2002 * VDR or S-VDR
* Cargo ships built before 1 July 2002 may be exempted from requirements to carry VDR /S-VDR when they are to be taken
permanently out of service within 2 years of the relevant implementation date.

 The VDR at least must record the following:

 Date and time (SVDR)
 Ship’s position (SVDR)
 Speed and heading (SVDR)
 Bridge audio (SVDR)
 Communication audio (radio) (SVDR)
 Radar data (SVDR)
 ECDIS data (SVDR)
 Echo sounder
 Main alarms
 Rudder order and response
 Hull opening (doors) status
 Watertight and fire door status
 Speed and acceleration
 Hull stresses
 Wind speed and direction

S-VDR
The SVDR is nothing but a simplified VDR, that records information that is only absolutely necessary and does not record information as extensive
as the VDR. Naturally, it is more cost effective and more in usage on board merchant ships. The concept of SVDR can be best understood by
comparing the data below with that of the VDR. Mandatory information to be recorded in an SVDR are marked next to the category above. The last
two interfaces of Radar and ECDIS may be recorded only if there are standard interfaces available.

General Operational Requirements

The VDR should continuously maintain sequential records of pre-selected data items relating to the status and output of the ship’s equipment and
command and control of the ship. To permit subsequent analysis of factors surrounding an incident, the method of recording should ensure that
the various data items can be correlated in date and time during playback on suitable equipment.
The system should include functions to perform a performance test at any time, e.g. annually or following repair or maintenance work to the VDR or
any signal source providing data to the VDR. This test may be conducted using the playback equipment and should ensure that all the required
data items are being correctly recorded.

Maintenance
As with all navigational equipment, checks and maintenance are important for proper operation of any electronic systems. Only qualified personnel
should work inside the equipment. As far as routine checks are concerned, examine the cables for signs of damage and also check that all
connections are rigid. The battery should be replaced every four years, the backup battery must be replaced with new one by a qualified service
engineer. Regulation 18.8 of SOLAS Chapter V states the requirements for maintenance. A certificate stating that the results of such tests were
satisfactory is to be retained onboard.

Important Pilot Transfer Arrangements And SOLAS Requirements For Ships

Pilotage contributes to maritime safety in a number of ways. Maritime pilots possess high levels of local area knowledge, ship handling skills
and navigational experience.
Pilots come aboard ships to ensure the safe arrival and departure of vessels from ports. Every year we hear about traumatic events of Pilots getting
injured and even killed while boarding and disembarking vessels. A high proportion of accidents to pilots occur due to poorly designed access
arrangements or inadequately rigged equipment on board ships.
It is therefore very important that the embarkation/disembarkation of pilots is closely monitored by a responsible officer, ensuring
that SOLAS and SOLAS VGM requirements are observed.
Pilot boarding arrangements generally consists of a pilot ladder and in case of excessive freeboard (greater than 9 m), a combination ladder (a
combination of the pilot ladder and accommodation ladder). The pilot normally boards on the lee side of the ship. Therefore, the pilot ladder and
accommodation ladder should be ready for use on either side of the ship.
Following are the specifications required for boarding arrangements for pilots in accordance with SOLAS:

Rigging of pilot ladders for freeboards of 9 meters or less

 The steps of the pilot ladder are generally made of hardwood and should be made in one piece, free of knots or any irregularities. It should
be free of any sharp edges
 The steps should be horizontal and should rest firmly against the ship’s side
 The last four steps of the pilot ladder should be made of rubber as they are vulnerable to failure on being squeezed between the ship’s side
and the pilot boat. The 5th step from the bottom must be a spreader. The spreader prevents the pilot ladder from twisting. It should be a
minimum of 180 cm. long. Maximum 9 steps are allowed between 2 spreaders. The spreaders should not be lashed between the steps
 The surface of the steps must provide a safe and slip-resistant foothold. Use of ordinary paints resulting in slippery surfaces should be
prohibited
 2 continuous side ropes of a minimum of 18 mm in diameter should run on either side of the ladder. These are Manila ropes. The gap
between the side ropes should not be less than 40 cm. The steps should be 115 mm wide and 25 mm in depth. The steps are equally spaced
and the distance between each step should not be more than 35 cm or less than 31 cm.
 The pilot ladder should be permanently marked at regular intervals so that it can be rigged to the required height without any difficulty
 2 man ropes should be kept at hand ready for immediate use. The diameter of the man-ropes should not be less than 28mm. It is used at the
request of the pilots
 The distance between the sea level and the lower end of the pilot ladder depends on the size of the pilot boat being used. This is decided by
the pilot. The officer in charge should confirm beforehand rigging the pilot ladder. In no case shall the lower end of the pilot ladder become
awash in the water
 The head of the pilot ladder should be rigidly secured to the deck. Adequate handholds should be provided to ensure safe and convenient
passage from the head of the pilot ladder and the ship’s deck. These handholds should be a minimum of 70 cm and a maximum of 80 cm
apart

Combination arrangement for ships with a freeboard of more than 9 meters

 The accommodation ladder should be sited leading aft so that the pilot boat does not get in below the accommodation ladder when the
ship is proceeding forward
 The accommodation ladder should be secured to the ship’s side
 The angle of slope of the accommodation ladder used in conjunction with the pilot ladder shall never exceed 45 degrees.
  The lower platform of the accommodation ladder shall be so adjusted that it is in a horizontal position. It should be at a minimum of 5 m
above the sea level
 The platform and the ladder should be equipped with stanchions and should be fitted with suitable fencing preferably rigid handrails or hand
rope for safe access

 The pilot ladder should be rigged adjacent to the lower platform of the accommodation ladder and should extend at least 2 meters above
the lower platform
 The pilot ladder must be firmly attached to the ship’s side 1.5 meters above the accommodation platform
 It is recommended that a 9-meter mark be indicated so that the pilot can readily find whether the distance from the sea level to the point of
access exceeds 9 meters or not

Use Of Winch Reels

When winch reels are used for lowering the pilot ladder the construction should be at such a position so that it will not obstruct safe access to and
from the ship.
Even if the pilot ladder is stowed on a winch reel, the pilot ladder should always be secured to a strong point that is independent of the pilot ladder
winch reel.
Pilot ladder winch reels can be operated either manually or by electric, hydraulic or pneumatic means.
All pilot ladder winch reels should have a means of prevention from being accidentally operated.

Pilot Transfer By Helicopter

In some places, today pilots may use a helicopter for boarding and disembarking. However, such a transfer should be carried out only when it can
be conducted safely. It is important that the pilots are trained in helicopter flight procedures, embarkation and disembarkation including winching
and safety and emergency drills before undertaking helicopter transfers.
A pilot should wear proper personal protective equipment especially a life jacket and ear protection when in the helicopter. It is also important to
train and brief the deck crew before a helicopter transfer is conducted. All duties should be assigned prior to the arrival of the helicopter. The deck
crew should take every measure to ensure the safe landing of the helicopter. Any loose object in the operation area should be secured.
Deck crew should keep in mind the dangers of static discharges from the winch cable. It is therefore important to ground the cable line before the
cable is captured and offered to the pilot to avoid any injury. The officer of the watch should be in continuous contact with the helicopter pilot.
Instructions should be clear and understood.
A proper risk assessment should be carried out before a helicopter transfer takes place so that any threats to the activity can be identified and
mitigated and control measures can be taken.

Precautions to be taken during embarkation and disembarkation of pilots

 The access area shall be kept free and clear at all times and can also be marked with permanent signs
 The pilot ladder should be checked after it is rigged preliminary to ensure it is properly secured to the ship by a crew member by descending
few steps. While doing so safety should not be jeopardised. The crew member should always take care of their own safety by wearing a life
jacket and a lifeline if appropriate
 The duty officer should closely monitor continuously and observe the pilot all the time while he is on the ladder. He should always remain in
contact with the bridge via walkie talkie, report every event and inform the bridge at once on the safe arrival of a pilot onboard
 A canvas bag or net and a rope should be kept ready at the embarkation position to hoist aboard any baggage the pilot might have with him
 A pilot dedicated lifebuoy with water actuated automatic light and lifeline should be readily available
 If a retrieval line is being used, care should be taken that it does not hinder the pilot nor obstruct the safe approach of the pilot boat.
 At night the access area should be well illuminated to facilitate safe boarding and deboarding
 A spare ladder should always be available onboard
 Pilot ladders remain the most efficient way for pilots to board vessels. The transfer of a pilot between the pilot boat and ship is a significant
risk that needs to be carefully managed
 Periodic inspection of the boarding arrangement, especially the pilot ladder should be an ongoing process and should be inculcated into the
planned maintenance system onboard ships
 Each pilot ladder, accommodation ladder and its associated equipment should be properly checked and stowed after every use.
 Ropes should also be checked for any kind of deterioration.
10 Important Points Ship’s Officer On Watch Should Consider During
Restricted Visibility
One of the most important duties of a ship’s officer on watch (OOW) is safe and smooth navigation of the ship. During its voyage, a ship has to sail
through different weather and tidal conditions. It’s the duty of the navigating officer to know and understand the ship’s sailing route well in
advance and prepare for the same accordingly.
One of the most dangerous conditions to navigate a ship is restricted visibility because of fog, heavy rain or dust storm. When the ship’s officer gets
information regarding such upcoming weather condition, he or she should take all the necessary precautions to ensure that the ship sails through
restricted visibility area without confronting any kind of collision or grounding accident.
Photograph by John Lightfoot
Mentioned below are ten important points that must be taken into consideration for safe navigation of the ship through restricted visibility area.
1. Know your Ship inside-out: An efficient navigating officer must know each and every aspect of his or her ship in order to prevent any kind of
accident. From dimensions to the characteristics of the ships, the officer should know how the ship will behave under different circumstances. For
restricted visibility situation, it is important that the OOW know the stopping distance of the ship at any particular RPM in order to control the ship
during emergencies.
2. Inform the Master : During restricted visibility, it is important that the master is on the bridge. The OOW must call or inform the master 
regarding the navigating condition. The officer should also inform the engine room and ask the duty engineer to man the engine room incase it is
on “unmanned” mode.
3. Appoint Adequate Man Power: It is important that enough man power is present on the bridge in order to keep a close watch on the ship’s
course. Additional personnel must be appointed as “lookout” at different locations on the ship. If there is traffic in the area, the officer must inform
the engine room to have enough manpower so that the engine is also ready for immediate maneuvering.
4. Keep the Fog Horn Ready : Ensure that the fog horn is working properly for the restricted area. If the horn is air operated, drain the line prior to
opening the air to the horn.
5. Reduce Speed: Reduce the speed of the ship depending on the visibility level. If the visibility is less, bring down the ship to maneuvering RPM.
6. Ensure Navigation Equipment and Light Are Working Properly: Ensure that all important navigating equipment and navigation lights are
working properly during restricted visibility. The OOW must ensure that the navigation charts are properly checked for correct routeing and a good
radar watch is carried out.
7. Stop All Other Works: Though it’s obvious, but never multi-task during restricted visibility even if there are more than sufficient people present
on the bridge. Also stop all other deck work and order the crew to go to their respective rooms. This is to prevent injury to personnel working on
open deck in case collision or grounding takes place.
8. Open/Close Bridge Doors: Ensure that the bridge door is kept open and is without any obstruction for easy bridge wing access (Considering
that the bridge wing is not enclosed). Also, in case of dust or sand storm, close all the bridge openings.
9. Shut Ventilation: If the ship is passing through a sand storm, the ventilation fans and accommodation/ engine room ports must be closed to
avoid sand particles from entering bridge, accommodation and engine room.
10. Follow All Procedures: Follow all the important procedures for restricted visibility as mentioned in COLREG Rule -19.  Also monitor channel 16
in the radio and ensure that all important parameters of the ship such as latitude and longitude, time, speed etc. are noted in the log book.
Navigating the ship through restricted visibility area is a critical task which must be carried out with utmost caution and care the officer on watch.
Do you know any other important points that must be considered during restricted visibility? Let us know in the comments below.

8 Things Deck Officers Must Know While Handling Packaged IMDG Cargo
ByKaranCFebruary 15, 2021

The International Maritime Dangerous Goods (IMDG) Code specifies and lays down various norms and regulations for ships carrying different types
of dangerous goods. The code has been implemented to prevent accidents of fire/explosion and ensure utmost safety of the ship and its crew while
handling dangerous cargo on board.
As a deck officer who is in charge of cargo loading/ discharging and the overall safety of the cargo while it is carried on ships, he must know the
following points to avoid any kind of accidents that can cause because of such sensitive cargo.
1. Know the Classification of Dangerous Cargo: The dangerous cargoes are segregated in to various sub-categories so as to plan the carriage as
per the requirements of the cargo. This avoids mistakes and proper preventive actions that can be taken in case of any incidence or accident.
IMDG cargo is usually classified into:
 Explosives
 Gases-flammable/nonflammable/poison
 Flammable liquids-low FP/medium FP/high FP
 Flammable solids
 Substances liable spontaneous combustion

Cargo that gives flammable gases with water

 Radioactive substances
 Corrosives
 Miscellaneous dangerous substances

Check the classification of dangerous goods here.

2. Check the Cargo for Correct Packaging: If the IMDG cargo is loaded in a package, ensure to check:
 Absorbing or cushioning material is used with the package containing liquid cargo, which must be competent of absorbing the liquid in case
of leakage
 The package is kept with sufficient ullage if liquid cargo is carried
 All cylinders carrying IMDG cargo are pressure tested and certified ok for use

3. Know the Cargo Groups: IMDG cargoes are divided in to three main groups and each has a specific plan to store, transport and handling in
case of accident or spill:
Group 1: Cargo which are extremely dangerous
Group 2: Cargo with moderate danger
Group 3: Cargo with less danger
4. Check the Labels: Check that all the labels on the packages are visible and clearly indicate the type and characteristics of cargo. Appropriate
labels indicating the hazard (Flammable, toxic, Corrosive etc.) are also pasted over the package. The label must be water resistant such that even in
case of immersion, it should be readable for at least 3 months.
5. Check the Documents of the Cargo: Ensure that before loading any IMDG cargo, the agent or shipper has handed over:
 The technical name of the cargo carried
 The declaration certificate saying cargo has been packed as per the IMDG code

6. Check  When Loading Cargo: While loading the IMDG cargo, following things must be checked:
 Check the stowage plan and store the package as per the same
 No bunkering is going on or stopped during the time of loading
 The radar is put off, applicable for certain cargoes
 Check the packaging is weather tight
 Ensure there is no damage or leakage found during loading
 Before cargo operation, have a check on port regulation on IMDG cargo

7. Inspect Loading Explosive Cargo: If the IMDG cargo is with explosive label, ensure to check:
 The package is stored over a wooden pallet
 All the electrical fittings in that region are disconnected from the source
 All electrical wirings are sheathed properly
 The cargo is stowed away from accommodation and hot bulkhead

8. Know the Emergency Procedure: It is very important for the OOW to prepare himself for any kind of accidents while handling such dangerous
cargo. The deck officer must read and understand :
 Emergency procedure for ships carrying IMDG cargo
 MFAG-Medical First Aid Guide for accidents involving IMDG cargo
 Risk associated with cargo by understanding the labels

How is ISM Code Implemented On Ships?

The International safety management (ISM) code ensures the safety of life and ship at sea by implementing various safe practices on board ships.
ISM code works with the motive of satisfying three important goals:
 Safety of people on board
 Safety of ship and cargo
 Safety of the marine environment

For implementing ISM code on ships, all the three – the shipping company, the governing authority, and the ship’s crew together play an important
role.
Every seafarer should know the important aspects of the ISM code in order to create a safe working environment while at sea.

ISM code is implemented on ships in the following ways:

Plans and checklists form the most integral part of the implementation procedure of the ISM code on ships. Checklists for safe starting and
stopping of shipboard machinery, along with plans to carry out various work procedures on board ship ensures the safety of the ship and marine
environment.
Plans and checklists also include accurate defining of tasks to be carried out by each crew member of the ship.
Procedures are formed to tackle emergency situations onboard ships. This emergency preparedness to respond to emergencies is inculcated in the
ship’s staff through drills and various emergency training programs.
Every activity on a ship is a team effort. Effective team meetings and discussions help in a great way to take the security of the ship to an all-new
level.
In order to ensure the utmost safety of the ship, the ISM code targets the very basics of the ship’s functioning – ensuring proper maintenance of
the ship’s machinery. This includes
 Inspection of ship machinery at regular intervals of time
 Taking the right actions in case of non-conformity
 Keeping a record of the causes and maintenance activities for future reference
 Regular testing of equipment and systems
 Training ship personnel and keeping them updated with the latest in the industry

A maintenance plan is made in order to carry out ship machinery and repair work.  Know how to make a ship maintenance plan here.  (What to add
in ship’s engine room planned maintenance system? Know it here)
Every ship has a safety committee, along with a safety officer, to discuss and implement new safe working practices and update the existing ones.
The master of the ship is the chairman of the committee and ensures proper functioning of the same.
Every detail of the ship is noted down in valid documents, which are available all the time onboard the ship. These documents are reviewed at
regular intervals of time during audits.
All the changes in the documents are reviewed and approved by the authorized personnel.  Moreover, all the documents necessary for the safety of
the ship are mentioned in the SMS manual.
The shipping company pays an important role to ensure that the ISM code is properly implemented on the ships. The company also appoints a
safety officer, who is required to carry out his duties properly by providing all the necessary information regularly.

What Is Safety Management System (SMS) On Ships?

The safety management system (SMS) is an organized system planned and implemented by the shipping companies to ensure the safety of the
ship and marine environment.
SMS is an important aspect of the International safety management (ISM) code and it details all the important policies, practices, and procedures
that are to be followed in order to ensure the safe functioning of ships at the sea. All commercial vessels are required to establish safe ship
management procedures. SMS forms one of the important parts of the ISM code.
The safety management system (SMS) therefore ensures that each and every ship comply with the mandatory safety rules and regulations, and
follow the codes, guidelines,  and standards recommended by the IMO, classification societies, and concerned maritime organizations.
What is included in the safety management system (SMS)?
Every safety management policy should satisfy some of the basic functional requirements to ensure the safety of every ship. They are:
 Procedure and guidelines to act in an emergency situation
 Safety and environmental protection policy
 Procedure and guidelines for reporting accidents or any other form of non-conformities
 Clear information on the level of authority and lines of communication among ship crew members, and between shore and shipboard
personnel
 Procedures and guidelines to ensure safe operations of ships and protection of the marine environment in compliance with relevant
international and flag state legislations
 Procedures for internal audits and management reviews
 Vessel details
In short, a safety management system would consist of details as to how a vessel would operate on a day to day basis, what are the procedures to
be followed in case of an emergency, how are drills and training conducted, measures taken for safe operations, who is the designated person etc.
The safety management plan is mainly the responsibility of the owner of the vessel, or the designated person, or the person appointed by the
owner. However, the ship’s master and the crew are the best people to make an SMS as they know the vessel inside-out.
Sections
An SMS is divided into sections for easy reference. They are:
 General
 Safety and environmental policy
 Designated person (DP)
 Resources and personnel
 Master’s responsibilities and authority
 Company’s responsibility and authority
 Operational procedures
 Emergency procedures
 Reporting of accidents
 Maintenance and records
 Documentation
 Review and evaluation

What is Enhanced Survey Programme?

Enhanced survey programme is a guideline for shipping companies and owners to prepare their ships for special surveys to maintain the safety of
the vessel while at sea or at a port. A survey programme (a Planning document for surveying and paperwork) is to be developed by the owner and
is to be submitted to the recognised authorities such as classification societies, 6 months before the survey.
 
 
 
Enhanced Survey programme is developed in such a way that it can be integrated with other surveys which are performed at following intervals:
–    Annual
–    Intermediate Survey
–    Dry Dock Survey
–    Renewal Survey
For a company to comply and perform an ESP or an enhanced survey program, it needs to design an enhanced survey programme, which must
include the step by step planning to implement the special survey. It can be said that the ESP is conducted to check the watertight integrity of the
ship by inspecting the following areas of the ship:
–    Close-up survey of the structures such as Shell, frames, bulkheads etc.
–    Thickness measurement of hull
–    Inspecting and Testing of Cargo Tanks
–    Inspecting and Testing of Ballast Tanks
–    Inspection and Testing of Hatch Covers and Coamings
–    Inspecting and Testing fuel tanks, side and double bottom Tanks

What to check in ESP?

 Ship’s structural damage or deformation
 Corrosion
 Condition of Hull
 Pitting
 Condition of Coating
 Watertight Integrity of ship

After the survey, following reports are made by the inspector, whose copies are to be kept and maintained onboard as part of necessary
documentation:
1. Reports of structural surveys
2. Condition evaluation report
3. Thickness measurement reports

As mentioned earlier, the Enhance Survey Programme (ESP) is designed to monitor the different types of ships listed below for their construction
and safe operation:
 Oil tankers which are single and double hull: Oil tankers constructed with integral tanks and are intended primarily to carry oil in bulk. The oil
tankers can be of both single and double hull construction, as well as tankers with alternative structural arrangements, e.g. mid-deck designs.

 Single and double-side skin bulk carriers: Ships with a single deck, double bottom, hopper side tanks and topside tanks and with single or
double side skin construction in cargo length area and intended primarily to carry dry cargoes in bulk.

 Ore carriers: Ore Carriers with a single deck, two longitudinal bulkheads and a double bottom throughout the cargo length area and
intended primarily to carry ore cargoes in the centre holds only.
Combination carriers (OBO ship): Combination ship are constructed with a single deck, two longitudinal bulkheads and a double bottom
throughout the cargo length area and intended primarily to carry ore cargoes in the centre holds or of oil cargoes in the centre holds and wing
tanks.
 Chemical tankers: The Chemical tanker ship with integral tanks and intended primarily to carry chemicals in bulk. They can be of single or
double hull construction, as well as tankers with alternative structural arrangements.

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 enhancing survey programme of inspection during survey of bulk carrier.

 Annex B: Guidelines on enhancing 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 dry-docking.
Related Reading: Dry Docking of Ships: Understand Stability and Docking Plan
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 the 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.
These are the chapters mentioned in both the Annexes. To know more about ESP refers SOLAS.

What are the Inspection Interval and Requirements under ESP?

♣    On bulk carrier ships and tanker ships of 20,000 tons deadweight and above, at least two class surveyors must carry out the special survey once
the vessel is 10 years old during all the renewal surveys.
♣     On single side skin bulk carriers of 100,000 tons deadweight and above, at least two exclusive Surveyors must jointly perform the Intermediate
Survey between 10 and 15 years of ships’ age
♣    The survey in the dry-dock to be integrated as a part of the renewal survey with a minimum of two inspections of the outside of the ship’s
bottom during the five-year period of the certificate. In all cases, the maximum interval between bottom inspections should not exceed 36 months.
♣    For a new ship, the renewal survey can be started at the fourth annual survey and can be progressed during the succeeding year with an aim to
complete the survey by the fifth-anniversary date. The thickness measurement should not be held before the fourth annual survey.
♣    In any survey, i.e. renewal, intermediate, annual or other surveys having the scope of the preceding ones, thickness measurements of structures
in areas where close-up surveys are required should be carried out simultaneously with close-up surveys.
How To Design an Enhanced Survey Programme?
The Shipping company will draw a planning document which will be submitted to the recognised classification society for approval.
The essential data provided in the plan are:
 Necessary ship information and particulars
 Main structural plans (scantling drawings), including information regarding the use of high tensile steels (HTS)
 Plan of holds and tanks
 List of holds and tanks with information on use, protection, and condition of the coating

 Requirements for the survey (e.g., data regarding hold and tank cleaning, gas freeing, ventilation, lighting, etc.)
 Provisions and methods for access to structures
 Equipment for survey
 Appointing the holds, tanks and other areas for the close-up survey
 Appointing of sections for thickness measurement
 Appointing of tanks for tank testing.
  Damage experience related to the ship in question.

The Plan approval and survey takes place once the Class assesses the report in the following pattern:
 
 
What is the role of ship’s Crew In ESP?
–    The Master of the ship needs to report the results of the inspection and record the same in the ship’s logbook. The data recorded should clearly
identify the tank, compartment or cargo hold subjected to testing along with a date, time and outcome of the inspections carried out during the
testing
–    Before the survey is carried out, a Survey planning meeting within the ship crew and another one with the surveyor and the owner’s
representative (usually the ship crew) to be conducted to ensure clear communication between all parties during inspection
–    If during the survey, a qualified individual is present for thickness measurement, all-party meeting to be carried out before the investigation to
ensure the safe and efficient conduct of the survey
–    The crew needs to comply with various SOLAS regulations under ESP and provide permanent or temporary staging and passages through
structures to ensure surveyor has access to all the areas under inspection
–    Equipment for the survey (for thickness measurement etc.) is usually carried by the surveyor or by the appointed shore representative but other
small required equipment and tools to be arranged and kept ready by the ship’s crew
–    The crew must arrange a communication system between the survey party in the survey space and the responsible officer on deck
–    If the survey is carried out at sea in a boat or life raft, proper communication and life-saving equipment like lifejacket must be readily available
on deck for all participants
–    One responsible officer must accompany the surveyor in enclosed space for survey only after all enclosed space entry precautions have been
followed
–    Ship Officer must ensure that the survey report file is maintained as a part of the onboard documentation.
–    Apart from the survey report, following supporting documentation to be maintained by the ship’s crew under ESP which will be helpful for the
surveyor for conducting the next survey:
 Ship’s main structural plans of the cargo hold and ballast tank Previous repair history of ship structure
 Previous repair history of cargo and ballast tanks
 Previous inspections report by ship’s personnel concerning structural deformation (cracks, leakages in bulkheads and piping etc.)
 Coating condition of tanks and other ship structures including the corrosion prevention system
 Guidance for reporting the defect
 Any additional information that would help to identify critical structural areas and/or suspect areas requiring inspection
Survey Report
The result of the survey mainly targets the Structural condition of each compartment with information on the following identifications:
–    Corrosion with a description of the location, type and extent
–    Areas with substantial corrosion
–    Cracks/fractures with a description of position and scale
–    Buckling with a description of location and extent
–    Indents with a description of location and extent
–    Identification of compartments where no structural damages/defects are found.
The report is usually supplemented by sketches and photos as proof and reference. The thickness measurement report must be verified and signed
by the surveyor controlling the measurements on board.
The surveyor will provide the report with remarks to the owner or owner’s representative on actions required to conclude the survey (i.e. concerning
Overall surveys, Close-up surveys, renewals, repairs, and conditions of class).

What is Continuous Synopsis Record (CSR) of Ships?

Continuous synopsis record is a special measure under Safety of life at sea (SOLAS) for enhancing the maritime security at the sea. According to
SOLAS chapter i, all passenger and cargo ships of 500 gross-tonnage and above must have a continuous synopsis record on board.
The continuous synopsis record provides an onboard record of the history of the ship with respect to the information recorded therein.
Continuous synopsis record (CSR) is issued by the administration of the ship, which would fly its flag.
Following details should be present in the continuous synopsis record (CSR)
 Name of the ship
 The port at which the ship is registered
 Ship’s identification number
 Date on which ship was registered with the state
 Name of the state whose flag the ship is flying
 Name of registered owner and the registered address
 Name of registered bareboat charterers and their registered addresses
 Name of the classification society with which the ship is classed
 Name of the company, its registered address and the address from where safety management activities are carried out
  Name of the administration or the contracting government or the recognized organization which has issued the document of compliance,
specified in the ISM code, to the company operating the ship.
 Name of the body which has carried out the audit to issue the document of compliance
 Name of the administration or the contracting government or the recognized organization which has issued the safety management
certificate (SMC) to the ship and the name of the body which has issued the document
 Name of the administration or the contracting government or the recognized organization which has issued the international ship security
certificate, specified in the ISPS code, to the ship and the name of the body which has carried out the verification on the basis of which the
certificate was issued
 The date of expiry of the ship’s registration with the state

Any changes made related to the above mentioned points should be mentioned in the continuous synopsis record. Officially, the record should be
in English, Spanish, or French language; however, a translation in the language of the administration may be provided.
The continuous synopsis record shall always be kept on board ship and shall be available for inspection all the time.
The Continuous Synopsis Record (CSR) is mentioned in SOLAS –Chapter XI-1.

Main Aim of ISPS code In Shipping

The ISPS code mainly looks after the security aspects of the ship, seafarers, ports and port workers, to ensure preventive measures can be taken if a
security threat is determined. The main aim of the International Code for the Security of Ships and of Port Facilities (ISPS) is as follows:
 To monitor the activity of people and cargo operation
 To detect the different security threats onboard vessel and in port and implement the measure as per the situation
 To provide a security level to the ship and derive various duties and functions at the different security level
 To establish the respective roles and responsibilities of the contracting governments, agencies, local administrations and the shipping and
port industries
 To build and implement roles and responsibilities for port state officer and onboard officers to tackle maritime security threat at the
international level
 To collect data from all over the maritime industry concerning security threats and implementing ways to tackle the same
 To ensure the exchange of collected security-related information data with worldwide port and ship owners network
 To provide a methodology for security assessments so as to have in place plans and procedures to react to changing security levels
 To find the shortcomings in the ship security and port security plan and measure to improve them
ISPS Code Requirements
The ISPS code incorporates various functional requirements so that it can achieve certain objectives to ensure the security of ships and ports. Some
of the important requirements are as follows:
 To gather the security-related information from the contracting government agencies
 To assess the received information
 To distribute the security-related information to appropriate contracting government agencies
 Defining the proper communication protocols for ships and port facilities for hassle-free information exchange
 To prevent any unauthorised entry in port facilities or on a ship and other related restricted areas, even if the unauthorised entry is not a
threat (but always considered as a potential threat)
 To prevent the passage of unauthorised weapons, incendiary devices or explosives to ships and port facilities
 To provide different means for raising the alarm if any security incident is encountered or a potential security threat is assessed
 To implement proper security plan on port and ship-based upon the security assessment and requirements
 To plan and implement training, drills and exercises for ship and port crew so that they are familiar with the security plans and there is no
delay in implementing the same in case of a real threat
ISPS Code Meaning for Ships:
The cargo ships are vulnerable to security threats as they hardly carry any weapon of protection in case of a real attack. Piracy, terrorist
attack, stowaways etc. are real-time threats haunting the ship and its crew. Improved ship security will be required in order to identify and take
preventive measures against such security incidents.
The administration is responsible for reviewing and approving a ship security plan for the ship, which will also include any amendments of old plans
etc.
The company must train its officer for ship security officer certification and the assessment of the ship security will be carried onboard by these
certified officers only. The timely assessment of the ship security plan (SSP) by a certified officer is essential for finding shortcomings and enhancing
the current SSP.
The ship security assessment shall be documented, reviewed, accepted and retained by the company. Every ship must carry an approved ship
security plan approved by the Administration.

ISPS Code for Vessels Includes :

Company Security Officer ( CSO )
CSO is a company appointed person, who is responsible for the ship security assessment and for the onboard survey to confirm the development
and implementation of the ship security plan as per ISPS code. If any deficiency occurs, CSO is responsible to deal with all the non-conformities and
to modify SSP as per the deficiency.
Ship Security Officer ( SSO )
SSO is the i- charge of security of the vessel onboard and responsible for the other entire crew member to carry out duties for ship security as per
ISPS code. SSO is responsible for carrying out frequent drills for ISPS Code as per SSP.
Ship Security Plan ( SSP )
It is a plan kept onboard vessel mentioning the duty of crew members at different security levels and the do’s and don’ts at a different type of
security threats. SSO is responsible under CSO to implement ship security plan onboard vessel.
Ship Security Alert System
Different types of security equipment are kept onboard which includes a metal detector for checking the person entering the vessel. From July
2004, most of the ship has installed the Ship Security Alert System (SSAS) as per ISPS norms which do not sound on the ship but alarm the shore
authority about the security threat.
Implementing ISPS Security Level
It’s the responsibility of SSO to implement the security level onboard complying with the security level set by the local government authorities. Also,
a continuous response is to be made to Port state when the security level is “level 3”.

ISPS Code for Port Facilities

Port facilities have to make sure that all the facilities are protected from any kind of threats which may arise from both land and water. They also
need to monitor the ships which are coming to its shore from an international voyage for any security risk.
It is the port facility which defines the security levels to be implemented on the ships which are in its territorial waters. The Port managing company
is responsible for preparing the Port Facility Security Plan.
The port facilities security assessment is also an essential and integral part of the process of developing and updating the port facility security plan.
The assessment is usually assessed and reviewed by the flag state or by the government organisation responsible for shipping and port
development for that country.

ISPS Code for Port Facilities Includes:

Port Facility Security Officer ( PFSO )
PFSO is a Government-appointed officer responsible for implementing PFSP and to derive security levels for port and vessel berthing at their jetty.
He is responsible to conduct a port facility security assessment.
Port Facility Security Plan ( PFSP )
It includes the plans and action to be taken at different security levels. Roles and responsibilities are included in PFSP. Action to be taken at the time
of any security breach is described in PFSP.
Security Equipment
Minimum security equipment like scanner and metal detector etc. must be available at all times with the port facility to avoid the breach of security
inside the port.
Implementing Security Level
Security levels are implemented by the port authority under the consultation of a local government authority. The security level adopted for the
port facility must be informed to vessel administration for cooperative measures.
Challenges of ISPS code:
Every regulation comes with its own challenges. The ISPS code is no different and has the following concerns:
 Human rights are one of the biggest concerns with ISPS code as it directly affects the seafarers’ wellbeing. Shore leave has always been
considered as an essential stress relief process for the ship’s crew, and due to the security threats many countries are prohibiting shore leave
for seafarers

 Proper implementation of ISPS code is another concern as not all the crew are trained at the shore for ship security training.
 It also impacts on the daily activity of crew as it comes with additional duties of security watch etc.
 Implementing the security level on the ship is also an additional job, which is time-consuming.
 The port activities are also affected when the security level rises, leading to slow down of cargo operation
 When the security level is at its highest level, the port stay of the ship will increase as all the cargoes are checked as compared to lower
security level (1 & 2), wherein only a handful of cargoes are inspected for security reasons
 Some ports do not allow any cargo operations under security level 3 until the level is minimised.

Advantages of ISPS Code:

 The ISPS aims to increase the safety and security of the ship hence minimised the risk
 Better control of cargo flow, personal access
 Better documentation procedure (as it has standard procedures all over)
 Secured working environment making it easier for seafarers and port workers

Disadvantages of ISPS:
 Additional work for seafarers as more security-related tasks are added to the work routine
 Slow work progress when the security level rises
 Additional paperwork and certification requirements
 Increase in operating cost of the ship for ISPS implementation and increase in port costs (more port stay) if the security level is higher
 More administration work

How SSAS works?

 When the maritime security staff comprehends probable danger from pirates or terrorists, a Ship Security Alert System (SSAS) alert is
triggered
  The beacon transmits a specific security alert, with important details about the ship and its location, to the administration and to the owner,
or appointed professional SSAS management and monitoring services

 Once receiving the signal, the administration will notify the nearest national authorities of the area which will dispatch appropriate military or
law-enforcement forces to deal with the terrorist or pirate menace

Legislation on Ship Security Alert System (SSAS)

In December 2002, International Maritime Organization (IMO) adopted some changes within which Ship Security Alert System (SSAS) was
determined in SOLAS Chapter XI-2, Regulation 6. It also required IMO to produce guidance on the implementation and instructions on the handling
of covert alerts from SSAS instrumentation.
According to the international requirements regarding the security of ships and of port facilities, following ships must be provided with an SSAS:
 All cargo ships which are constructed on or after 1st July 2004
 All passenger ships and high-speed craft intended to carry passengers which are constructed before 1 July 2004 not later than at the first
survey of their radio installation after 1st July 2004
 Oil tankers, chemical tankers, gas carriers, bulk carriers and cargo high-speed craft of 500 GT and above constructed before 1 July 2004 not
later than at the first survey of their radio installation after 1 July 2004
 Other cargo ships of 500 GT and above constructed before 1 July 2004 and mobile offshore drilling units not later than at the first survey of
their radio installation after 1 July 2006.

The SSAS alerts are to be sent by the security staff, necessarily at routine priority, from the ship to its administration directly or other proper
recipient designated by the Administration (flag state).
These routine priority SSAS alerts might be chosen by Administrations to have from their flagships addressed to Maritime Rescue Coordination
Centres in their own region or to other targets such as ship owners or managers.
Satellite service of Inmarsat C, mini-C and D+ would help affirm the full accessibility of processing the messages of Ship Security Alert System
(SSAS), while the existing outdated GMDSS would require an update provided by its manufacturers or agents.
SSAS solutions, which are available on the Inmarsat network, inevitably render more flexibility in the routing of SSAS alerts.
In accordance with the requirements of the IMO, these alerts could be sent to any destination, which might be a rescue coordination center, or a
national security organisation or the shipowner or any other third-party organisation but necessarily selected by the flag administration.
The security staff can deliver the Ship Security Alert System (SSAS) to fax, email, telex, GSM phone, or even to other Inmarsat terminals for the sake
of ship security complying with the legislation specified in Regulation 6.
The SSAS Button/Switch:
As per the regulation, minimum two security alert buttons must be provided on the ship, one being located on the bridge and the second one
should be located in any other prominent position (for e.g. Accommodation). The location of the switch must be known to all the ship’s crew.
The switch must be provided with a protective latch cover, to avoid misuse or accidental operation of the vessel. When the ship is at dry dock and if
any work is being carried out near the SSAS button, proper instruction must be given to the person involved in that area for not touching/operating
the button. In dry dock or layups, the latch can be locked temporarily, with the key kept at an accessible location and known to Master and the Ship
Security Officer. During normal operation, the safety cover should never be locked.
When the Ship Security Alert System is Activated, following details will be sent to the administration:
1. Name of ship
2. IMO number allotted to the ship
3. The Call Sign of the ship
4. The Global Navigation Satellite System (GNSS) position of the ship in latitude and longitude
5. Maritime Mobile Service Identity
6. Date and time of the alert according to the GNSS position (as per the current time the ship is sailing)

Once the SSAS is pressed, the alert should be continuously transmitted to the administration or designated authority selected by the administration
unless it is reset or deactivated.
The responsibility of the Signal Receiver:
 The SSAS signal is received by the administration (flag state) and either by the owner or another representative selected by the
administration (professional SSAS management and monitoring services)
 An email or phone number is dedicated to receiving the SSAS alert and should be continuously monitored by the administration
representatives as missing the alert or acting late on it can cause severe harm to the life and property
 Once the signal is received, the date and time should not be misunderstood as the local time of the administration or owner’s location. The
date and time represent the location of the ship which is currently sailing. (for e.g. the Panama registry office will receive the signal of its ship
sailing near Somalia, hence if the message is received at 11:47 PM Wednesday, in Panama, it is sent 7:47 am Thursday from Somalia)

 Make contact with the vessel about the alert signal to make sure the alert is legitimate and not a faulty alert
 Once the alert is confirmed legitimate, the administration should alert the situation to the nearest coastal authority and security agency.
 If the alert is generated due to fault in the SSAS equipment, ensure to inform the same to coastal and security authorities.

Testing Of SSAS :
  The SSAS should be tested for its proper function to ensure it is working properly as the functionality of the SSAS is crucial in case of a real
emergency
 Also, as per the Maritime Safety Committee circular- 1155, the companies must ensure to notify the flag stat well ahead of the test so that it
should not be misunderstood as a real emergency
 Most of the flag states (administration) responsible for receiving and acting on the signal have laid down rules for communicating the test
procedures of SSAS. For e.g. some flag state has the requirement to notify about the SSAS test not more than 2 days in advance and not less
than 4 hours prior to the test
 The shipmaster is responsible to notify the same by a pre-test notification email to the email address provided by the flag state dedicated to
testing communications. This helps the flag state and the ship representative in effectively tracking the alert notifications and ensuring there
is no miscommunication as it may lead to unintended emergency response actions, which will cost valuable time and money
 The email or message sent to the flag state must contain “TEST” word in the subject and inside the message to ensure there is no confusion
whatsoever
 Once the test has been performed, the Master of the ship should send another email/ message to the administration about the conclusion of
the test, as soon as possible. This ensures the administration will be ready to respond to the emergency in case another alert comes of a real
emergency
 It may happen that the SSAS button and instrument associated with it are faulty and continuously sending alerts to the administration. In
such case, the company security officer (CSO) must inform the situation to the administration using the proper channel and ensure the repair
is carried out at the earliest possible situation.
 Once the SSAS equipment has been rectified and restored to the normal operation, the Ship Security Officer (SSO) must inform the Company
Security Officer (CSO), and then he/she will inform the same to the flag state.

Annual check of complete SSAS system must be performed (usually done during annual radio equipment survey) and also during the renewal or
intermediate inspection of ISPS certificate. The checks to be performed as per the Ship Security Plan.
The unit should have the option to test the alarm internally when the flag state representative is onboard.
Benefits
 Fully maritime focused

 Use of the Inmarsat C, mini-C, D+ satellite service

  Upgradation over older GMDSS version.

 Global coverage

 Suitable for asset tracking

 Daily reports at routine priority

 Web-based tracking

 Conforms to IMO standards and full compliance with the requirements of SOLAS XI-2/6

 Installation, testing, and instruction on usage by professionals.

SSAS Challenges:
 The SSAS setup on a ship is still considered as an additional financial burden on ships and ship owner try to stick to the regulation by
providing only two ship security alert system switches on a ship. It is possible that during the attack, these two locations are not accessible
and if the number of the switch is increased, it will add to the safety of the ship and its crew
 The regulation does not make it mandatory to have an independent source of power to the ship’s SSAS. In case of failure of main power or
fault in the emergency backup power, the SSAS will not work
 As discussed earlier, the switches are provided in two locations which includes bridge as one location. It is important for the Master to ensure
the ship’s crew knows the location of the switches. The familiarization of the locations in every drill is still not practised in many ships which
may lead to confusion in case of a real emergency
 There are many agencies/ third party who are dedicated to monitoring the SSAS alert from the ship. To save the cost, many owners do not
opt for such agencies and prefer to keep this service in-house (Company security officer). It is naïve to think that CSO will never miss a call or
a message or the phone dedicated to the alert will never run out the battery