All Maritime Deck Oral Notes

7/27/2019 All Maritime Deck Oral Notes

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RULE OF THE ROAD

PART A : GENERAL

RULE 1 APPLICATION

RULE 2 RESPONSIBILITYRULE 3 GENERAL DEFINITIONS

PART B : STEERING AND SAILING RULES

SECTION I : CONDUCT OF VESSELS IN ANY CONDITION OF VISIBILITY

RULE 4 APPLICATION

RULE 5 LOOK-OUT

RULE 6 SAFE SPEED

RULE 7 RISK OF COLLISION

RULE 8 ACTION TO AVOID COLLISION

RULE 9 NARROW CHANNELS

RULE 10 TRAFFIC SEPARATION SCHEMES

SECTION II : CONDUCT OF VESSEL IN SIGHT OF ONE ANOTHER

RULE 11 APPLICATION

RULE 12 SAILING VESSELS

RULE 13 OVERTAKING

RULE 14 HEAD-ON SITUATION

RULE 15 CROSSING SITUATION

RULE 16 ACTION BY GIVE-WAY VESSEL

RULE 17 ACTION BY STAND-ON VESSEL

RULE 18 RESPONSIBILITIES BETWEEN VESSELS

SECTION III : CONDUCT OF VESSELS IN RESTRICTED VISIBILITY

RULE 19 CONDUCT OF VESSELS IN RESTRICTED VISIBILITY

PART C : LIGHTS AND SHAPES

RULE 20 APPLICATION

RULE 21 DEFINITIONS

RULE 22 VISIBILITY OF LIGHTS

RULE 23 POWER-DRIVEN VESSEL UNDERWAY

RULE 24 TOWING AND PUSHING

RULE 25 SAILING VESSEL UNDERWAY AND VESSELS UNDER OARS

RULE 26 FISHING VESSELS

RULE 27 VESSEL N.U.C. OR RESTRICTED IN THEIR ABILITY TO MANOEUVRE.

RULE 28 VESSELS CONSTRAINED BY THEIR DRAUGHT

RULE 29 PILOT VESSEL

RULE 30 ANCHORED VESSELS AND VESSELS AGROUND

RULE 31 SEAPLANES

PART D : SOUNDS AND LIGHT SIGNALS

RULE 32 DEFINITIONS

RULE 33 EQUIPMENT FOR SOUND SIGNALS

RULE 34 MANOEUVRING AND WARNING SIGNALS

RULE 35 SOUND SIGNALS IN RESTRICTED VISIBILITY

RULE 36 SIGNALS TO ATTRACT ATTENTION

RULE 37 DISTRESS SIGNALS

PART E : EXEMPTIONS

RULE 38 EXEMPTIONS


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DEFINITIONS:

VESSEL NOT UNDER COMMAND: Means a vessel which through some exceptional circumstance is

unable to manoeuvre as required by these Rules and is therefore unable to keep out of the way of anothervessel.

VESSEL RESTRICTED IN HER ABILITY TO MANOEUVRE: Means a vessel which from the nature ofher work is restricted in her ability to manoeuvre as required by these Rules and is therefore unable to keep out

of the way of another vessel.

VESSEL CONSTRAINED BY HER DRAUGHT: Means a power driven vessel which, because of her

draught in relation to the available depth and width of navigable water, is severely restricted in her ability todeviate from the course she is following.

UNDERWAY: means that a vessel is not at anchor or made fast to the shore or aground.

EVERY VESSEL SHALL MAINTAIN A PROPERLOOKOUT ALL THE TIME THE VESSEL IS AT SEA

EVERY VESSEL SHALL PROCEED AT A SAFE SPEED ALL THE TIME THE VESSEL IS AT SEA

IN NARROW CHANNELS 4(FOUR) TYPES OF VESSELS ARE NOT TO IMPEDE THE SAFE PASSAGE

OF A VESSEL1 VESSEL < 20 METRES IN LENGTH2 FISHING VESSEL3 SAILING VESSEL4 CROSSING VESSEL

N A TRAFFIC SEPARATION SCHEME 3(THREE) TYPE OF VESSELS ARE NOT TO IMPEDE THE

PASSAGE OF ANY VESSEL

1 FISHING VESSEL2 SAILING VESSEL3 VESSEL < 20 METERS IN LENGTHTYPE OF VESSEL YOU KNOW FOR SURE ARE MAKING WAY OR NOT

1 VESSEL ENGAGED IN FISHING2 VESSEL NOT UNDER COMMAND3 DEDICATED VESSELS RESTRICTED IN HER ABILITY TO MANOEUVREEXPLANATION OF RULE 8 (f)

(i) A VESSEL REQUIRED NOT TO IMPEDE THE PASSAGE OR SAFE PASSAGE OF ANOTHER

VESSEL UNDER ANY OF THESE RULES SHALL TAKE EARLY ACTION TO ALLOW SUFFICIENTSEA ROOM FOR THE SAFE PASSAGE OF THE OTHER VESSEL.

(ii) A VESSEL REQUIRED NOT TO IMPEDE THE PASSAGE OR SAFE PASSAGE OF ANOTHER

VESSEL WHEN APPROACHING THE OTHER VESSEL SO AS TO INVOLVE RISK OF COLLISION

SHALL WHEN TAKING ANY ACTION HAVE DUE REGARDS TO THE ACTION REQUIRED BYTHESE RULES.

(iii) A VESSEL WHOSE PASSAGE IS REQUIRED NOT TO BE IMPEDED (i.e THE OTHER VESSEL)REMAINS FULLY OBLIGED WITH THESE RULES AND DOES NOT HAVE AN AUTOMATIC RIGHT

OF WAY.

WHEN REQUIRED TO STAND ON OTHER VESSEL NOT TAKING ANY ACTION1 5 OR MORE SHORT AND RAPID BLAST ON THE WHISTLE2 SUPPLEMENTED BY 5 OR MORE SHORT AND RAPID LIGHT SIGNAL3 INFORM THE MASTER4 ENGAGE MANUAL STEERING5 ENGINES ON STAND-BY6 CHECK OWN NAVIGATIONAL LIGHTS

(NB: WHEN IN A TSS POINTS 4 AND 5 ARE ALREADY ENGAGED)


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Precautions

during DG Ldg

1. Documentation2. Responsible Officer3. No intoxicated person in charge4. No unauthorised person around5. Stow where no damage easily6. Emg. Equipment ready (fire, pollution)7. Dry compartment to be used8. Cargo handling equip. to be checked9. Cargo handling in good weather10. Port permission, fire wires in place11. Packing + segregation as per IMDG12. Precautions NO smoking / fires etc

13. Electrical equip. in good condition14. Access to DG safe (in case to shift)15. Clothing (Safety) + SCBA stby16. Handling of cargo minimum17. Ventilation good + spark arresters18. B flag / Red light19. Explosive in designed safe compartment away

fm heat, no bad packing

20. Tanks not to be overfilled21. Label as per IMDG + in good condn.22. Supplement: (IMDG)- EMS sec 1 MFAG sec

2 BC Code sec 2

HeavyWeather

preparation

1. Vessels position / route2. TRS position3. Stability4. FSE5. Inform all6. Secure anchors7. Secure lift appliances8. Secure cargo9. Secure loose gear10. Secure hatches W/T integrity

11. Secure gangway12. Secure bridge13. Secure halyards14. Secure awnings15. Heavy weather work routine16. Minimum manpower on deck17. Reschedule eta18. Logbook entry19. Rig lifeline20. Reduce speed - pounding

Liferaft

markings

1. Name of ship & CS2. Name of manufacturer3. No of persons4. Serial numberlength of painter5. Height of stowage

6. SOLAS pack type7. Approving authority8. Port of registry9. Last serviced dateLaunching instructions

Lifeboatmarkings

1. Name of ship & CS2. Port of registry3. Nr. of persons

4. Serial Nr.5. DimensionRetro-reflective tape

Pump room

Entry

1. Vent at least 15 mins2. Harness / lifeline3. ELSA at bottom4. SCBA at entrance

5. O2 + HC content check6. Inform7. Lighting8. Man stby at entrance

OOW

groundgcollision

1. Stop engines2. Raise alarm3. Inform master

4. Display signals (NUC)5. Switch on deck lights6. + Ch.Off. duties

EnteringDrydock

1. Batten hatches / gas free tanks2. Lower derricks3. Stability +ve4. FSE minimum5. Lock toilets6. Lock up / security

7. Draught / trim8. Fenders9. Sound all tanks10. Documents to drydock11. Utilities12. Sound all blocks

Leaving

Drydock

1. Repair list2. Plugs put back3. Sound tanks compare4. Check anchor5.

Check no overhanging6. Check no obstructions

7. Final checklist8. Masters satisfaction9. Last person to leave dock10. Re-calculate stability11.

Permission to flood12. Stop flooding just before afloat + check overboard v/vs holding


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Utilities in DryDock

1. Electrical power2. Cooling Water3. Phone

4. Gangway5. Toilet6. Bonding wire.

Heli Ops Fire

Equip.

1. DCP 2 x 45 kg2. Foam Applicator3. CO2 18 Kg x 14. 2 hoses dual

5. Fire blanket6. Sand box7. Wire Cutter8. Fire Axe

Rescue 1. prepare hospital, bed stretcher,blanket clothing, food water, medicinesOperation

PreparationNavigation - target info. Rendezvous Weather, tides, hand strg, radar,

look outs, binocular, camera, l-boat , l-raft, crane ,LTA, lighting,guest wrap, highlight danger, signalling equip & pyro techniques.

Commercial off stndby,

inform company update ETA,inform MRCC,

Pilot ladder Step hard wood (ash, oak,elm,teak) without

knot.

Non slippery400 x 115 x 25 mm

spacing min 300mm to max 380 mm

bottom 4 steps of rubber not more than 2replacements

Spreader (1200 2000 x 115 x 25 mm)

Hard wood without knots

5th step must be spreaderspaced not more than 9 step apart

side rope : manila 18 mm, single rope , no knot,

man rope 20 mm

Union

Purchase

1. Angle between runner not greater than 900,never exceed 1200

2. Cargo sling should be short3. Derrick not to be far apart & at good height

4. SWL 1/3 of normal SWL5. Preventer taut outboard and not on same eye as

slewing guys

6. Preventer angle to horizontal not to be too highContents ofSEQ Cert.

1. Particulars of ship2. Name / address of owners3. Safety appliances for the nos of persons4. Signature of the surveyor5. LSA6. Fire detection and alarms systems7. Fire extinguishers8. Emg. Control quick closing v/v, stops

9. Emg. Electrical power10.Nav equipmments.11.Nav lights12. Pyrotechnics13. Misc - damage control & fire plans14. Ladder pilot, Accom, bulwark, pilot hoist.15. Stability info,16. EPIRB, SART, 2 way VHF

Rescue BoatEquipments

1. Heavy Wx strops2. Painter3. Buoyant line 50m strong to tow l/boat4. 2 rescue quoits - 30 m buoyant line5. sea anchor with trip line min hawser

10m

6. buoyant oars7. crutches8. hooks9. buckets

10.bailer11. axe12. search light - 18m object, from 180 m, 6 hrs

wkg.13. Flashlight spare bulb & battery14. Radar reflector15. Whistle16. Immersion suit17. TPA18. First Aid Kit19. Compass and binnacle with light

Anchor Plan 1. Position2. Depth / nos of shackles3. Type of ground4. Tides rising, current rate5. Present weather6. Shelter7. Expected weather8. Any underwater obstructions

9. Swing room clear of surface object10. Proximity of traffic11. Proximity of Nav hazards12. Draught and under keel clearance13. Anchor nos14. Anchor holding position15. Length of stay16. Method of position fix17. Distance launch station

Safety Officer(Min 2 yrs Seaservice)

1.

Ensure COSWP & Employers Occupations Health & Safety procedures folowed.2. Impress safety consciousness in crew3. Investigate accidents, dangerous occurrence, hazards


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6. Ship's plans7. Cargo plans8. Planned maintenance9. Cargo pumping plan10. Pipe line plans

16. Keys17. General info18. Emergency equip.19. Handing over notes20. Misc.

Running

Aground Action Ch.Off

Damage Assessment1. WT Integrity2. E/R wet or dry3. Casualty4. Pollution Masters Advice1. Posn on chart2. Communication3. Stability check4. Stby vsl / tug5. MAIB6. Dry dock / diver check

Subsequent Action (Ch.Off)1. Sound all tanks2. Sound external Fore / Aft3. Signals aground4. Seal upper deck5. Fire caution / main deck patrol6. Tides calculate next HW / LW7. Investigate re-float details8. Assess stability9. Standy vsl call in10. Log book entries

SOPEP Required by reg. 26 annexe 1 of MARPOL 73/78

Purpose guide to masters / officers steps to take in pollution Contains all info + special inst. For guidance and persons, tel nrs. Tlx nrs. To contact Approved by the administration cannot be altered without approval except section 5 + appendices

which to be kept updated by owners

Preamble use, purpose, relation to shore based plan.

Reporting requirements when (posn / time)

- info reqd sample of reports forms provided- who (coastal state / port auth. / V/ls owners, reps., charterers, agents etc.)steps to control dischargeOperational spill pipe leak, hull leak & Tk o/flow

Spill due to casualty grounding, collision, fire / explosion, hull failure, excess list and trim (checklist to

be provided for each, at least 1 drill every month. Info for damage stab. + damage longitudinal stressassessment to be provided.)

National + local co-ordination assist master to initiate action by coastal state, local govt., interested

parties, if no action to help master to organise response.Addition information.

Information not required by MARPOL but maybe by some coastal state to be kept updated by owners to

contain planned review procedure, training and drill, record keeping, public affair policy of company.

SOPEP AppendicesCoastal state contacts

Port contactsShip interest contacts

Ships plans and drawings expansion, cargo,

bunker tank plans, cgo/bkr sndg plans, pumpingarrangment plans.

SOPEP EQUIPMENTSOS dispersent

SawdustRags

Absorbent pads

Oil kit bagsScoops

Shovel

Brooms & brushes

BucketsDrums

Rubber suits / boots / gloves

Wilden pump with hoses

HoldPreparation

1. Sweep2. Wash3. Suction bilge4. Drain pumps and pipe lines5. Lumber boards6. Chloride lime wash

7. Spar ceiling8. Dunnage9. Fire smothering10. Guard rails11. Lighting12. Survey and inspection


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Safe Access 1. Specifications2. Manufacturer specs.3. Roller + boarding platform4. Net5. Stanchions6. Hand rails7. Guides + ropes

8. Lighting9. Clear of cargo ops, obstructions10. Life-buoy11. Watchman12.No smoking13. Fire wallet14. Winch, motor, wire

Rigging Plan 1. Position of outboard boom2. Position, size & SWL of blocks3. Length, size SWL of cargo runner, guy,

preventers, topping lifts

4. Position, size of deck eye plate5. SWL of shackle6. Position of derrick producing max forces

7. Optimum position of preventer, guys to resistsuch forces

8. Max headroom (bn hatch coaming & hook)9. Max angle between runners10. Combined load diagram showing forces for load

of 1T or SWL11. Guidance for maint. Of derricks / rig

Cargo block

maintenance

1. Swivel head: Free, corrosion, cracks, wear & tear2. Shank: corrosion, deformed, cracks, markings3. Sheave: corrosion, cracks, worn grooves, free4. Avoid paint: nipples, markings, moving parts5. Oil/lubricate moving surfaces, fill lube oil reservoir

6. Distance piece: check7. Grease nipple: clean, clear8. Bush: wear & tear9. Cheek plates: deformed / buckling

Proof (test)

load

Up to 20t SWL + 25%

20t to 50t SWL + 5t

Over 50t SWL + 10%

1 sheave blk = 4xSWL; Ancillary equip = 2xSWL

Dry Dockdocuments

1. Dry dock plan2. Expansion plan3. Gen arrangement plan4. Gen. Particulars

5. Repair list6. Rigging plan7. Plug plan

Dry Docklogbook entry

1. Lines2. Stern clear3. Pumping commenced4. Touched blocks5. Sitting on blocks

6. gangway7. gas free8. draining completed9. special shores10. utilities

Cargo handling

gear

1. regular depend on type of usage2. safety prior work & regular intervals3. Competent person Ch. Off. or C/Eng. Every 12 months or on completion of test4. thorough examination supplemented by stripping if necessary5. loose gear ID Nr. Of blocks, shackles, bridles,6. test SWL, proof load, name & status of competent authority7. competent person manage shore Co. on installation, major repair, 5 years SWL with static proof

load or dynamometer

Cargo plan 1. Shift cargo2. Planning sequence + gangs3. Arrange transport4. Heavy lift5. Cargo handling gear

6. Extra cargo can be loaded en-route7. Estimate time8. Over- carriage + short delivery9. Ventilation10. Fire

Container Ship

Planning

1. Stability2. Stress3. Stack weight + height4. Deadweight5. Dangerous cargo6. Port of rotation

7. Refrigerated containers8. Forecast of future cargo9. Ventilated cargo10. Half height + over height11. Lashing arrangement

Prepare Deep 1. Clean 9. Clean


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Plastics, synthetic ropes / nets prohibited>25nm Dunnage lining, packaging (floats)

>12 nm Foodwaste, paper, rags, glass, metal

>3nm if foodwast commuted to 12 nm foodwaste

Special Areas: Antartic, Arabian Gulf, Baltic sea,Black sea, Carribbean & Mexican Gulf, North Sea,

Red Sea

Helicopter

Operations

1. Minimal personnel + Stby fire party2. Clear operational area of loose gear3. Display wind socks, Nav signals (RAM)4. Establish communications soonest5. Lower derrick, aerials, stays etc

6. Rescue boat turned out7. Manual strg.8. Hook handler + safety clothing9. Crash box ready, rails turned down10. ICS guide for heli. opns

Identification

of Vessel

1. Display signal flag2. Homing radio signal3. VHF visual description of vsl

4. VHF ships name, type etc.5. Ref. Posn, course & ETA6. Deck marking H

HelicopterNavigation

Action

1. RAM signal / shape2. A/c to rendezvous3. Posn. Clear of obstruction4.

Area No traffic5. Report Wx at surface

6. Wind 30o to port7. Speed max8. UKC good, no shallows9.

ID of vsl10. Confirm posn + ETA

Duty ofEmployer /

Employee

1. Shipowner / Master to ensure NO risk to health, safety of person2. Shipowner / Master to ensure NO risk to ship structure, fitting, equipment3. Shipowner to provide information / training / supervision to ensure safety of employee4. In port IMDG codes of Practice of handling Dangerous Goods to be followed5. Employee to take reasonable care for own safety and that of others.

DangerousGoods

Documentation

1. Dangerous cargo / marine pollutant decl.2. Correct technical name3. UN Number4. Class if DG, Flash point if bulk liquid

5. Quantity (Nos + qty of pkgs)6. Packing Cert. If applicable7. Any other info reqd. by IMO Codes.

DG

Declaration

A signed declaration stating shipment properly classified, packaged, marked & labelled inaccordance to IMDG Code and in proper condition for carriage at sea.

Marine

Pollutant Decl. A signed declaration stating shipment properly classified, packaged, marked & labelled in

accordance to IMDG Code and in proper condition to minimise hazard to marine environment.

PackingCertificate

A signed certificate stating packed, marked according to IMDG Code requirements required whenpackaged good shipped in container / vehicle.

D.G. CargoPlan

Mandatory list of Cargo plan showing1. Location of DG or MP2. Name

3. Class or Flashpoint4. Weight / volume5. Showing which DG good and which MP

Markings /Placard

DURABLY marked means marking identifiable after 3 months immersion in SW even if packageis marked if carried in container. Container to be placarded.

Explosives To be carried only in compartments where Electrical apparatus / cables designed to give minimumrisk of explosion. Detonators segregated from explosives.

Very low risk explosives, permitted on passenger vsls.Document of

Compliance Any vsl built after 1984 shall have D.O.C. to carry appropriate class of dangerous cargo, stating vsl

complying with merchant shipping (Fire protection) Regs. 1984.

IMDG Class 1.1 Substance with mass explosion hazard

1.2 Substance with mass projection hazard1.3 Substance with minor blast, minor projection hazard

1.4 Substance with no significant hazard

1.5 Very insensitive substance with mass explosion hazard2.1 Flammable gases


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2.2 Non flammable gas2.3 Toxic gas

3.1 Flammable liquid low flash point (-18oC)

3.2 Flammable liquid medium flash point (-18oC to 23oC)3.3 Flammable liquid high flash point (-23oC - 61oC)

4.1 Flammable Solid

4.2 Substance liable to spontaneous combustion4.3 Substance which when in contact with water emits flammable gases

5.1 Oxidising substance

5.2 Organic Peroxide6.1 Poisonous substance

6.2 Infectious substance

7 Radioactive8 Corrosive

9 Misc. substance having hazard not covered by others.

ON BOARD SAFETY

On every sea going ship on which more than 5 workers are employed the company isrequired to employ a safety officer.

THE DUTIES OF A SAFETY OFFICER

1. Endeavour to ensure that the provisions of the Code of Safe Working Practices arecomplied with.

2. Endeavour to ensure that the employers occupational health and safety policies arecomplied with.

3. investigate (1) every accident required to be notified by the Merchant Shipping Act(2) every dangerous occurrence (3) all potential hazards to occupational health andsafety, and make recommendations to the master to prevent the recurrence of anaccident or to remove the hazard.

4. Investigate all complaints by crew members concerning occupational health andsafety.

5. Carry out occupational health and safety inspections of each accessible part of theship at least once every three months.6. Make representations and, where appropriate, recommendations to the master (andthrough him to the company) about any deficiency in the ship with regard to (1) anylegislative requirement relating to occupational health and safety (2) any relevant Mnotices (3) any provision of the Code of Safe Working Practices

7. Ensure so far as possible that safety instructions, rules, and guidance are compliedwith.

8. Maintain a record book describing all the circumstances and details of all accidentsand dangerous occurrences, and of all other procedures required by his duties, and tomake the records available for inspection by appropriate personnel.

9. Stop any work which he reasonably believes may case a serious accident and informthe appropriate personnel.

10. Carry out the requirements of the safety committee.


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INSPECTIONS TO BE CARRIED OUT BY A SAFETY OFFICER

Checks to be made by safety officer:

1) Means of access- inspected, in safe condition, unobstructed.2) Fixtures- due to which seaman may trip or cause particular overhead hazard. These

should be painted and distinctly marked.3) Guard rails- in place, secured and in good condition.4) Proper illumination.5) Ventilation adequate.6) Machinery adequately guarded.7) Permits to work issued as required.8) Level of supervision adequate particularly for inexperienced crew.

Checks in machinery space:

1) Is the engine room safe to enter?2) Is the machinery space adequately guarded?3) Safety operation instructions clearly displayed.4) Are lighting at different levels adequate.5) Is the area clear of combustible material, rags, etc?6) Level of supervision of inexperienced crew adequate.7) All personnel should be properly equipped.8) Means of escape- proper signs and adequate lighting.9) Mantainence of LSA / FFA equipment upto standard.The investigation of accidents and dangerous occurrences will be an important part of

the safety officers duties. The actual reporting of an accident will be carried out by the

master but it is the statutory duty of the Safety officer to investigate the incident and to

assist the master to complete the accident report form.

Crew < 16 : one safety representative may be electedby the officers and ratings;

Crew > 15 : one safety representative may be electedby the officers andone safety

representative may be electedby the ratings.

ROLE OF THE SAFETY REPRESENTATIVE

The safety representative has powers but no duties1. Participate in any of the inspection or investigations conducted by the Safety Officer,

provided that the latter agrees to such participation.2. Undertake similar inspections or investigations himself, providing that notification of

such activities has been given to the master.3. On behalf of the crew on matters affecting occupational health and safety (1) consult

with the master and the Safety Officer and make recommendations to them, includingrecommendations to the master, that any work which the safety rep believes maycause an accident should be suspended (2) make representation through the master to

the employer (3) request through the safety committee an investigation by the SafetyOfficer of any such matter.


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4. Inspect any of the Safety Officers records. Employer appoints a Safety Committee Safety Committees are mandatory on any ship which has elected safety

representatives.

The membership of the committee must include the master as chairman, theSafety Officer, and every safety representative.

THE DUTIES OF SAFETY COMMITTEE

1. Ensure that the provision of the Code of Safe Working Practices are complied with.2. Improve the standard of safety consciousness among the crew.3. Make representations and recommendations on behalf of the crew to the employer.4. Inspect any of the Safety Officers records.5. Ensure the observance of the employers occupational health and safety policies.6. Consider and take any appropriate action in respect of any occupational health and

safety matters affecting the crew.7. Keep a record of all proceedings.METHODS FOR IMPROVING & MAINTAINING SAFETY AWARENESS

1. Films:- screening of safety movies2. Posters:-bringing particular dangers to the attention of the crew members3. Publications:- safety publications, safety on ships, personal survival at sea, etc.4. Informal talks:- talking to sections of the crew to bring awareness5. Maintenance of safety equipment:- involving as many people as possible in the

maintenance of safety equipments.

6. Fire patrols:- particular attention to be paid to patrolling the accommodationsbetween 2300 hours and 0600 hours.

7. Marine safety cards:- these cards highlight particular dangers on board ship.8. Accident records:- details of accidents should be posted on notice boards as an

accident prevention aid.

9. Days without accident board:- post notices stating the number of days since theoccurrence of the last accident.

10. Safety quiz:- open to individual with a suitable prize being awarded.11. Permit to work system:- importance of strict compliance with the permit should be

emphasised.

FIRE

At all times muster crew and take a head count.

FIRE FIGHTING IN PORT:The senior fire officer should be presented with the wallet and may also require the followinginformation1. The exact location of the fire and the chances of it spreading to other compartments

2. Contents of dbs or deeptanks in the vicinity3. What the ships staff are doing and how many pumps and hoses are in operation


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4. If any fixed firefighting installation is in operation5. The state of cargo operation6. The condition of fuel oil, ballast and fresh water tanks7. The ships communication systems8. The number of people on board

9. Any peculiarities of the ships design

***** emcy stop box in alleyway main deck5. If any person missing6. Hold co2 order for search carry out7. Once search carried out inject co2

FIRE IN PORT (CARGO OPERATIONS OR BUNKER OPERATIONS):

1) Raise the alarm.2) Inform port authorities.3) Inform the Master.4) Cease cargo or bunker operations. Caste off bunker barge that is alongside.5) Non essential persons to be sent ashore.6) One man standby at the gangway with cargo plan, fire wallet, international shore

connection to act as a guide for shore fire party.

7) Muster all crew- head count. Fire party briefed.8) Proceed to scene off fire and investigate.9) Shut down all ventilation.10)Start emergency fire p/p. Try to fight the fire by conventional means.11)Maintain boundary cooling at all times.12)After fire brigade comes- Hand over fire wallet. Co-ordinate closely and assist as required. Constant check on stability at all times.Ifcargo space fire- close and batten down hatches.

Ifaccommodation fire then isolate all electrical circuits.

CARGO SPACE FIRE (AT SEA):

1) Raise alarm.2) Inform master.3) Reduce speed.4) If fire is forward then bring wind to the quarter and if fire is aft then bring wind to aft.5) Muster all crew- head count. Fire party briefed.6) Proceed to scene off fire and investigate.7) Shut down all ventilation.8) Start emergency fire p/p. Try to fight the fire by conventional means.9) Maintain boundary cooling at all times.


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10)Refer to the cargo plan with regard to the type of cargo on fire and if any dangersassociated with it.

11)Commence boundary cooling and check adjacent compartment for additional fire risk.12)Consider ballasting the adjacent tanks after calculation of GM of the vessel.13)Inject fixed CO2.14)Investigate port of refuge facility and inform port authorities.ACCOMMODATION FIRE AT SEA:

1) Raise alarm. Inform master.2) Muster all crew- head count. Fire party briefed.3) Proceed to scene off fire and investigate.4) Shut down all ventilation.5) Start emergency fire p/p. Try to fight the fire by conventional means.6) Maintain boundary cooling at all times.7)

Close all watertight and fire doors.8) Isolate electrical circuits.

9) Boundary cooling.10)Fire fighters to work in pairs properly equipped- investigate and tackle the fire by

conventional means.

GALLEY FIRE AT SEA:

1) First six points as above.2) Due regards to be given to the type of extinguishing agent being used-

Foam- oil stoves. DCP- electrical fires. CO2 can be used as smothering agent.

FIRE AT SEA: (ENGINE ROOM)

1) Raise the alarm.2) Inform the master3) Reduce the vessels speed. Engage manual steering. Display n.u.c. lights. Weather reports,

open communication with other vessels in the vicinity and send urgency signal.4) Close all ventilation, fire and watertight doors.5) Muster all crew- take a head count. Emergency fire p/p running.6) Isolate all electrical units. Commence boundary cooling.7) Fight fire by conventional means.8) Main fire party to be properly equipped. Back up party ready at all times.9) C/O not to enter as he monitors progress and communication with the bridge. Proper

communication between bridge and engine room. Keep bridge informed accordingly of

sequence of events.


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At all times fire fighters to be well equipped with breathing apparatus and fireman suit.Checks on apparatus must be carried out prior to entering space.

Releasing of CO2

at sea:

CO2 is only released when fire is out of control.

Before releasing:

1) Seal engine room.2) All ventilation to be closed.3) Fuels and boiler within engine room to be shut down.4) Evacuate and seal the engine room. Head count.5) Check out the amount of CO2 required to be injected as per the planned injection

information (found in CO2 room and remote station).

6) Open fire cabinet door causing alarm to activate.7) Operate fire handle mechanism to fire the pilot bottles, which fires the bank of bottles inthe engine room. Ensure hold valves are closed.

OPERATIONAL PROCEDURE

1. Evacuate all personnel2. Batten down and seal ventilation3. Stop all fans, fuel supply and boilers4. Sound audible and visual alarm

LIMITATION OF SYSTEM

1. Once used no replenishment at sea2. Isolation necessary (asphyxiation)3. No inspection to observe results

PLANNED INJECTION INFORMATION:

1) CO2 arrangement plan.2) Procedure of firing.3) Number of bottles designated for each place protected.4) Number of non return valves.

After releasing:

1) Always advisable to wait before carrying out an investigation.2) Maintain boundary cooling and observe temperature at various levels.3) Once a distinct fall in temperature has been observed an internal inspection and

assessment may be carried out.4) Breathing apparatus to be donned when entering the space. Checks on breathing

apparatus. 2/e and oiler to enter.

5) Inspection to be carried out with spray fire fighting equipment, safety line andcommunication checked prior to entry.


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6) Once it has been confirmed that fire has been brought under control an additionalassessment by chief engineer.

7) When both opinions agreed upon damage control party to be sent in for cooling downwork.

Learn CO2

arrangement system diagram, has been asked before.

Precautions when using a CO2

extinguisher:

1) Always read instructions before firing.2) Remove safety pin.3) Do not touch any metal part of the extinguisher.4) Direct nozzle away and fire.Contents of a fire wallet:

1) General arrangement plan.2) Shell expansion plan.3) Ventilation plan.4) Fire fighting equipment plan.5) Position of all watertight doors.6) Stability information, cargo plan cargo manifest- if dangerous goods carried.7) Crews list.8) Electric data.9) A cargo plan with any dangerous cargo being specifically mentionedOperation of emergency fire pump:

1) Check lubrication.2) Check salt water cooling.3) Turn on fuel.4) Decompress the cylinders.5) Crank the fly wheel.6) When fly wheel is freely rotating compress the cylinders.7) Once engine starts firing adjust the throttle.CO

2Three way valve:

1) Samples of smoke pass through a three way valve to the smoke detector system.2) This valve is shut but sample passes into the smoke detector.3) Once it is confirmed that there is fire open the valve.4) Smothering gas or CO2 can be injected into the hold via the valve.Pre operational checks of breathing apparatus:

1) Ensure bypass v/v is fully closed.2) Open cylinder valve to check if cylinders are fully charged, whistle will be heard as the

pressure rises.3) Close cylinder valve. Provided it does not fall to zero in less than 30 sec then the set is

leak tight.

4) Demist mask visor with anti dim solution.5) Don apparatus put on mask and open cylinder valves.


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6) Inhale deeply twice or thrice to ensure that air is flowing freely from the demand v/v andthe exhalation valve is functioning correctly.

7) Close cylinder v/v and inhale until air in the mask is exhausted. Now inhale deeply, themask must collapse on the face indicating an airtight fitness of both mask exhalation v/v.

8) Reopen cylinder v/v.Class A: dry fires (wood, paper, textiles)~ water, dry powder.

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

Class C: electrical fires~ CO2, halon.

Class D:fire in light metals.

Class E:petroleum gases.

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

Emergency stop valve:

1) This is usually of quick closing type. It fitted between the settling tank and the coldfilters.

2) This valve has an extended spindle or of remote control type to the deck to enable the oilto be shut off in the case of a fire out break.

SAFETY

ENCLOSED SPACES (PERMIT TO WORK)

Permit to work form must be used for any jobs which might be hazardous. It states work to be done and safety precautions. Safety instructions are written down and given to persons associated with the job. The permit should contain a checklist to identify and eliminate hazards plus

arrangements for emergency procedures in case of any accidents.

The permit should be issued by a responsible officer and must ensure that all checkshave been properly carried out and signed only when he is satisfied that it is safe to

work.


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An enclosed space will include cargo tank, ballast tank, cofferdam, bunker tank, fresh

water tank, duct keel etc., which may contain toxic vapours or insufficient oxygen to

support life.

No one must enter an enclosed space without first obtaining permission from theProper Officer.

Any sort of entry into enclosed space should only be carried out when permission hasbeen obtained by master or chief officer and persons entering are experienced.

Before making entry the following to be checked and approved by the Master.MAN ENTRY INTO ENCLOSED SPACES

1) Adequate ventilation and illumination.2) Atmosphere tested and found safe.3) Spaces to be visited.4) Space secured for entry.5) S.C.A.B.A. sets available at entry (apparatus tested).6) Responsible person available at all times at entry point.7) Names of all personnel entering.8) Communication person entering, tanktop, bridge9) Anticipated time of completion of entry.10)Personnel protective equipment to be used.11)Where required breathing apparatus to be used.12)Testing equipment available for regular checks: O2 Analyser - oxygen deficiency Explosimeter - measures explosive limits Tank Scope - measures oxygen in inert atmosphere Dragger Tubes - measures oxygen if correct tube fitted (also measures the presence of

various toxic gases).

VENTILATIONS

Ventilation (either forced or natural) to be carried out before entry is permitted. If forced ventilation is used then minimum of two air changes must take place. If potentially dangerous spaces allow for between 10-20 air changes per hour. If natural ventilation is only available space must be allowed to breathe for atleast

24 hours prior entry.

Full ventilation may be ensured by filling the tank with clean sea water and pumpingout to ensure fresh air enters the space. (This should be coupled by forcedventilation).

No one must enter a cargo pumproom without the permission of the Proper Officer.

REQUIREMENT FOR ENTRY INTO PUMPROOM


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1. A permanently rigged rescue line and harness should be at the top of all cargo andtransfer pumprooms (part of life saving appliance) (SHOULD NOT BE USED FOR ANYOTHER PURPOSE).

2. No fixed equipment fitted in the pumproom should be operated if the gas LEL is inexcess of 40%.

3. Gas generation caused by oil in bilges may be reduced/minimised by spreading a layer offoam over the pumproom bilges.

4. Permission has been obtained from a Senior Officer.5. Ventilation should be provided for at least 15 minutes and remains in use throughout the

period of entry.6. Means of communication must be established.7. Lifeline and Harness is ready for immediate use.8. A competent person is standby on top of the pumproom to call for assistance.9. Advice the officer of entry and exit.10.Obtain explosimeter reading from the Bottom platform that it is free of toxic vapours

along with regular checks (incase of maintenance works)11.At least one compressed B.A set is ready for immediate use on top. (in case of

maintenance works)12.Adequate illumination.13.One scaba standby on top.14.Elsa at bottom platform.15.Explosimeter readings at various levels.16.Additional B.A set is ready for use close at work. (incase of maintenance works)17.Have resuscitation equipment ready for immediate use close at work. (incase of

maintenance works).18.Chief Officer should personally supervise incase of an emergency.19.THE OXYGEN CONTENT OF AIR IS 21%. IF THE LEVEL FALLS TOAPPROXIMATELY 17% THE ATMOSPHERE IS UNSAFE.

SAMPLE OF AN ENTRY PERMIT FORM

1. Has the permission been obtained from the Chief Officer?2. Is the tank clean?3. Is the tank pressurised?4. Has the tank been inert, then gas-freed?5. Does the tank atmosphere contain at least 21% oxygen?6. Is the hydraulic cargo system shut down?7. Is the tank isolated from the inert gas main?8. Have notices been placed at tank hatches?9. Have notices been placed at the inert gas isolating valves?10. Have notices been placed on the cargo control?11. Is fresh air being supplied to the tank?12.

Is one man stationed at the cargo tank hatch?13. Is breathing apparatus and a lifeline available?


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Why should there be 21% O2

in the tank prior entry or hot work?

Air that contains 21% oxygen will not support human life.

BUNKERING PROCEDURES:

1) Conduct a safety meeting with master and c/e. discuss the bunker plan and which tank thebunkers is being taken in.

2) Accordingly calculate the stability of the vessel. Keep a check on the stability of thevessel and all stages of bunkering taking into account the free surface effect at variousstages.

3) Emergency shut down procedure agreed.4) ``B`` flag or red bunker light on.5) Seal the deck.6) Drip trays plugged.7) 3 way communication- bunker station, manifold and tank.8) Bonding wire and fire wire rigged.9) Fire fighting equipment ready- fire extinguisher and fire hose pressurised with emergency

fire pump.10)Oil spill gear at manifold.11)Display ``No Smoking`` signs and ``No unauthorised persons on board``.12)Display emergency telephone numbers.13)Two means of access- forward part of vessel and access from ship to bunker station.14)Accommodation doors shut.15)

Air-condition on internal circulation.16)Overboard to be checked regularly for any spillage.

17)Contingency plan for fire or oil spillage.18)Entries in oil record book.19)Tank vents open.20)Flame arresters on vents.

Guidance Note For Cold Work Permit

Starting / Finishing Time Must Not Exceed The Authorized Signatories / ResponsibleOfficers Working Hours.

Specific Location Of Cold Work Should Be Given. Description Of Work To Include Type Of Equipment To Be Used. This Permit Should Be Used For But Not Be Limited To The Following Cold Work:

Blanking / De-Blanking.Disconnecting And Connecting PipeworkRemoving And Fitting Of Valves, Blanks, Spades Or Blinds.Works On Pumps Etc.Clean Up (Oil Spills).


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MEANS OF ACCESS

In every ship of 30 metres or more registered length - there is carried on board the ship aGANGWAY which is appropriate to the deck layout, size, shape and maximum freeboard of the

ship.In every ship of 120 metres or more registered length - there is carried on board the ship aACCOMMODATION LADDER which is appropriate to the deck layout, size, shape andmaximum freeboard of the ship.

CHECKS FOR SAFE MEANS OF ACCESS1) Gangway not to be at an inclination of more than 30 o to the horizontal.2) Accommodation ladder not to be at an angle of inclination of more than 55 o to the

horizontal.3) Staunchions, rails, intermediate guides, lifelines to be properly rigged and free of damage.4) Safety net free of damage and properly rigged.5) Bottom platform horizontal to jetty.6) Gangway area properly illuminated.7) Lifebuoy with s.i. light and line, heaving line with rescue quoit available at access area.8) Gangway free of any obstruction or slippery substance.9) Gangway wires (free of damage) and all rollers moving freely.10) `No Smoking`` and ``No Unauthorised Persons`` signs displayed.11)Fire wallet available at gangway.12)Gangway not to be unattended at any times.What are you looking for at the top of the gangway in port?

1) Fire wallet and international shore connection.

PILOT LADDER:

1) A single length of ladder should be used.2)

Whenever the distance to the waterline exceeds 9m then a combination ladder to be usedin conjunction with a pilot ladder.

3) Treads of the ladder must be made of hard wood (ash, oak, elm, or teak).4) Steps (must remain horizontal at all times)- Dimensions- not less than 48Omm x 115mm x 25mm. Spacing- not less than 300mm and nor more than 380mm apart.5) Four lower steps to be constructed of rubber.6) Side ropes consist of manila rope 18mm in diameter.7) Manropes of diameter not less than 20mm in diameter.8) Spreaders- Dimensions- 1800mm 2000mm in length. They must be so fixed so that the lowest spreader comes no lower than the 5th step fromthe bottom.


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Intervals between spreaders not to exceed 9 steps.9) The bulwark ladder must be well secured to the bulwark. Stanchion spacing- 700 800mm. Stanchion- not to extend more than 1200mm above bulwark.

DRILLS TO BE CARRIED OUT ON A MONTHLY BASIS.

Rotation Of Drills To Be Carried Out Every Month

Boat Drill

Fire Drill* (As Per List Of Drills Refered Below)

Oil Pollution Drill**(As Per List Of Drills Refered

Below)

Emergency Drills***(As Per List Of Drills Refered

Below)

Every Two Weeks

Every Two Weeks

Once A Month

Every Two Weeks

Fire Drill*

The Following Rotation Of Fire Drills Are Recommended :

Machinery Space Fire

Accommodation Fire

Galley Fire

Paint/Chemical Locker Fire

Fire/Explosion In Cargo Tanks

Fire/Explosion In Bunker Tanks

Fire In Pumproom

Fire In Steering Gear

Fire In Stores/Locker

Oil Pollution Drill*All Pollution Drills Must Be In Accordance With Chapter 6 Of The Vessel Response

Plan.The Following Rotation Of Drills Are Recommended :

Notification / Alerting (Communication) Drill

Pre Arrival Checks

Pipeline Leakage

Towing

Tank Overflow

Cargo Or Bunker Transfer

Grounding

Fire & Explosion


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CollisionTouching BottomHull LeakExcessive ListPumproom Room Rescue

Escape Of Toxic Fumes/CargoLeakage/Hose Burst At The Manifold

Emergency Drills***

The Following Rotation Of Emergency Drills Are Recommended :

1. Rescue From Cargo Pumproom In Hostile Atmosphere2. Rescue From Engineroom In Hostile Atmosphere3. Rescue From Cargo/Ballast Tanks In Hostile Atmosphere4. Manoverboard5. Structural Failure6. Main Engine Failure7. Steering Gear Failure8. Terrorism / Piracy Attack9. Helicopter Operations10. Heavy Weather Damage11. Collision/Grounding And Damage Control Procedures12. Medical Emergencies.

DRUG AND ALCOHOL POLICY

Drug & alcohol policy

Drug and alcohol abuse directly affects fitness and ability of a seafarer to perform

watch-keeping duties. Sea-farers found to be under the influence of drugs or alcohol

until they are not in proper condition and state of mind to perform their duties, should

not be allowed to take in a watch duty at sea / port / anchor. The administration should

consider developing national legislation prescribing a maximum of 0.04% blood

alcohol level (bac) during watch keeping duty as a maximum standard on their ships.

Prohibiting the consumption of alcohol within 4 hours prior to taking over cargo

watch.


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Drug & alcohol screening guide

The administration should ensure that adequate measures are taken to prevent

alcohols & drugs from impairing the ability of watch keeping personnel and should

establish screening programs, which identify drug & alcohol abuse.Respect the dignity privacy of an individual incase he fails the test and take into relevant

International guidelines, it should be brought to the notice of all individuals that 2 units of

alcohol in an hour will result in bac of 0.04%. Alcohol metabolizes out of the body at an

average rate of1 unit of alcohol per hour.

There should be no alcohol in your blood when you report on duty.

PLANNED MAINTENANCE SCHEDULE

FACTORS DETERMINING PMS1. The plan must be adaptable to various weather conditions.2. The plan must be flexible so that changes of orders or cargoes do not upset it unduly3. The length of voyages, routes and trades that the vessel is involved in must be

considered.4. The maintenance of safety equipment and emergency team training should be

integrated with the overall maintenance plan.5. The plan should be constructed so that the appropriate equipment is bought up to

optimum condition for statutory and classifications surveys.6. Dry-docking and repair period should be integrated with the plan.7. Manufactures advice should be complied with and all manufactures maintenance logs

should be completed.8. The plan should include the availability of appropriate equipment for breakdown

maintenance due to unforeseen circumstances.9. Provisions should be made for spare part replacements due to wear and tear

maintenance. There should also be a method for ordering spares as soon asreplacement items are used.

10. The plan must be carefully thought out, well controlled, and an efficient recordingsystem must be kept up to date.

PLANNED MAINTENANCE SCHEDULE

(a) short term maintenanceweekly inspection and greasing (when possible)

winches and windlasses oil baths, if any, in winches and windlasses wheels on steel hatch covers door hinges on mast houses ventilation system flaps and ventilators cleats on external weathertight doors anchor securing arrangements booby hatches to cargo holds

sounding and air pipes fairleads, rollers


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derrick heels

fortnightly inspection and greasing

accommodation ladder and gangway lifeboat falls and blocks davit pivot points fire hydrants and monitors fire hose box hinges quick release gear on bridge wing life buoys all life buoys liferaft securing arrangements securing bolts on international shore connection steel hatch cross joints and quick acting cleats hatch gypsy drive wheels and followers hatch contractor panel fuses, electric cables and connections, motor heaters all external butterfly nuts all external electric cables and deck lighting arrangements

monthly inspection and greasing where necessary

life boat falls for broken strands co2 cylinders in gang release system fire detection systems breathing apparatus and associated equipment ladders on masts and ventilation posts radar mast rigging fire gauze freeing ports scuppers hatchway non return valves ship side guard rails

(b) long term maintenance

three monthly inspection and/or overhaul all cargo gear navigation light connections hold ventilation systems

six monthly inspection and/or overhaul

cargo winches strip all mooring rollers fresh water tanks all running gear, strip blocks and derricks cofferdams and void spaces


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forepeak and afterpeak remove ventilator cowls and grease the coaming test dampers flaps and locking

screws

hold equipment such as spar ceiling, limberboards, double bottoms, manholes, wellsbilges strum boxes

yearly

derust and repaint derricks end for end lifeboat falls watertight seals on hatchways loosen spare anchor securing bolts, lubricate all anchor parts and re-secure rotational cleaning and painting of store rooms, alleyways, cabins and mess rooms strip the windlass and aft mooring winch standing rigging

(c) operational maintenance

to be carried out when necessary

anchor cable marking check mooring ropes and wires before and after use all gantlines before being used on stages pilot ladder and hoists, gangways, accommodation ladders and associated equipment

before and after use

check anchor and cables stowed properly

test fire fighting appliance before entering port test manual and emergency steering arrangements before entering coastal waters cargo securing arrangemets all cargo gears and hatch closing arrangements before and after use check hydraulic oil in any system fumigate and spray holds as necessary

CARGO HANDLING GEAR

CARE OF ROPES

Examine the ropes for chafing, cutting and internal wear.Keep away from direct sunlight, they should be stored underdeck for long voyages but ifkept outside they should be kept covered with tarpolines or on gratings.Ropes should never be stowed away wet to prevent rotting.They should be free from grease oilstains and paint marks etc.They should never be surged to prevent wear and tare due to friction, some ropes have alow melting point and can permanently fuse and get damaged.

Wire ropes should be regularly lubricated with patent lubricants such as surret fluid orwire grease.


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For a wire rope care should be taken while breaking a new coil as the rope may getkinked or a person may get injured due to faulty handling. Break the coil as perinstructions given in the seamanship manuals eg.the vertical swivel or the reel. Alwaysuse gloves whenever the handling of ropes is concerned.Sharp angles (nips) to the wire rope need to be avoided.

Rollers need to be used when wires are being used as unnecessary chafing occurs.When turned on bits the top turns should be secured against springing off by a LightLashing.

HANDLING, MAINTAINENCE AND INSPECTION:

Synthetic lines can pose a great danger to personnel if not properly used or handled.Handling of mooring lines has a higher potential accident risk than most other shipboardactivities.The most serious danger is snap-back, the suddern release of static energy stored in thestretched synthetic rope when it breaks.

Snap-back is common to all lines and even long wire lines under tension can stretchenough to snap-back with conciderable energy.Synthetic lines break without warning and there are no visible external signs regardingthis danger.As a general rule any point within about a 10 degree cone around the line from any pointat which the line may break is in danger. A broken ine will snap back beyond the point atwhich it is secured, possibly to a distance as far as its own length.

TYPES OF LAYS OF WIRE ROPES:

Right handed ordinary lay, strands are right handed while the wires are left handed.Left handed ordinary lay, strands left handed while the wires are twisted right handed.

Right handed langs lay, strands and wire are both right handed.Left handed langs lay, strands and wire are both left handed.Cable laid wire rope, large and flexible 6 stranded rope.

A wire rope is made of a number of strands laid around a central hart which itself may be asteel strand, steel wire rope, or be a rope of vegetable or synthetic fiber.

Each strand in turn is composed of a given number of individual wires again laid round acentral wire or fiber core.

The more the number of wires in a strand the more the wire is flexible. Further flexiblity isachieved by introducing a fiber strand in the core of the wire rope. Eg. A hemp or coir strandis introduced in the centre at the cost of the strength, the flexiblity increases the strengthdecreases.

LIFTING PLANT REGULATIONS:

1) Good design, construction and of adequate strength for the purpose of which it isintended.

2) Slings to be of good construction.3) To be used in safe proper manner and safe working load not be exceeded.4) Persons operating to be competent and experienced authorised by a responsible officer.5) After 1993 lifting plant to be tested every 5 years.


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6) No lifting plant to be used unless it has been tested atleast once every 12 months by chiefofficer.

7) No plant to be used after installation or repair unless it has been tested then thoroughlyexamined by a competent person.

8) Each lifting appliance is to be clearly marked with the following- SWL Means of identification.9) Each item of the lifting gear is to be clearly marked with SWL.10)Full account is to be taken of the principles and guidelines in CSWP chapter 17.Certificate obtained within 28 days of testing and retained on board for a period of 2 years.

Lifting appliance given a static test using a proof load or a dynamometer (static test).

TESTING OF LIFTING PLANT:

Lifting gear should be tested by a competent person1. After installation2. After any major repairs3. Every 5 yearsLifting appliance are usually given a static test using a proof load or dynamometer (statictest)Proof load always exceeds the SWL (safe working load) by a given percentage or weight.Code Of Safe Working Practices states that a mass in excess of SWL should not be lifted

unless:1. A test is required2. The weight of the load is known and is the appropriate proof load3. The lift is a straight lift by a single appliance4. The lift is supervised by the competent person who would normally supervise a testand carry out a thorough examination5. The competent person specifies in writing that the lift is appropriate in weight andother respects to act as a test of the plant, and agrees to the detailed plan for the lift6. No person is exposed to danger.Lifting plant must be thoroughly examined by a competent person (Chief Officer)

1. After testing2. At least once every 12 monthsA through examination means a detailed examination by a competent person, supplemented

by stripping the gear down for inspection if this is judged necessary

CERTIFICATES AND REPORTS:

Register of ship lifting appliance and cargo handling gear:

1) Certificates and tests together with reports of examination.2)

Certificates and identity number recorded on certificate of loose gear- blocks, shackles,bridle etc.


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3) When testing a lifting plant the following are recorded- name and status of competentperson, SWL, proof load.

4) Details of regular maintenance, defects and repairs.Information regarding derrick strength if found- in the Register of Lifting Appliances and

Proof Load:exceeds a SWL by a given percentage or weight to check the safety of a derrick or a crane.

The proof load is to be applied by hoisting movable weights by using the cargo purchase andwith the weights in the hoisted position the hoisted position the derricks are to be swung in

both directions as far as possible.

Tests on Derricks:

SWL PROOF LOAD

Upto 20 t: SWL + 25% (if less than 15t then dynamometer may be used)

20t 50t: SWL + 5 t

50t and more: SWL + 10%

Condemning of a wire:

1) In any 8 diameter when 10% of the strands are broken.2) For standing rig (steel wire rope)- 6 X 6 wires per strand.3)

For running rig- Flexible steel wire rope- 6 X 12/18/48 wires per strand.

Extra flexible steel wire rope- 6 X 36 wires per strand.The extra flexible steel wire rope has a fibre core for lubrication.

Breaking Stress: 20 D2 / 500

Safe Working Load:Breaking Stress / 6

Union Purchase SWL: 1/3 SWL of single derrick

Safe Angle Between Runners: 90o

and 120o

occasionally.

Code of safe working practise says that a mass in excess of SWL should not

be lifted unless:

1) A test is carried out.2) The weight and the proof load is known.3) Lift is a straight lift by a single appliance.4) Lift is supervised by a competent person.5) The competent person has given in writing that it is safe to do so.6) No person is exposed to danger.


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Overhauling goose neck (yearly):

1) Ensure vessel provides stable platform (i.e. vessel should be at anchor free from anyrolling or pitching).2) Secure the derrick head in its crutch.

3) Remove and overhaul derrick heel block.4) Secure a purchase of appropriate SWL on mast or Samson Post and to the derrick.5) A direct lift can be obtained over the derrick heel by unshipping the derrick topping block

and securing the purchase by a strap to the derrick heel.6) Withdraw horizontal and vertical bolts and nuts and recondition them.7) Unship the derrick and secure in its temporary crutch.8) Clean all parts and check for- wear and tear, hairline fractures, and particular attention to

the bolts.9) All parts to be properly lubricated and reassemble the goose neck area to its operational

condition.10)Make relevant entries in ``Register of ship Lifting Appliances and Cargo Gear``.Thorough examination:

Means a detailed examination by a competent person supplemented by stripping the geardown for inspection if judged necessary.

A competent person to examine all gears.

1) Any test involving proof load.2) Every 12 months thorough examination which includes- dismantling of all loose gear and

hidden parts as judged necessary to arrive at a reliable conclusion as safety of plant isexamined.

3) Certificate numbers.4) Examination performed e.g. initial, yearly, 5 yearly, if any repairs or damage etc.5) Declaration of competent person to be signed and dated.6) Remarks to be signed and dated.COMPETENT PERSON:

someone over 18 years in age possessing practical and theoretical knowledge and actualexperience of the type of plant being examined. His job will be to discover any defects or

weakness and assess their importance in relation to strength, stability, and function of theequipment.

CARE OF CARGO BLOCKS:

1) Check swivel head and sheeve (also check grooves on sheeve for wear down) for freemovement.

2) Examine side plate for distortion or buckling.3) Check axil pin- ensure no play and check thread of pin.4)

Check split pin and distance piece.5) Oil surface of blocks.


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6) Do not paint grease nipples and statutory markings.MANTAINENCE OF CARGO HANDLING EQUIPMENT:

1)

Weekly: grease nipples on whinches, blocks, derricks cranes.2) 3 months: auxiliary equipment (chains, rings, hooks, swivels, blocks and shackles).3) 6 months: a thorough overall check of the above equipment. Grease nipples checked. Derrick: stripped and all auxiliary equipment gear taken apart examined greased and

reassembled.

Whinches to be overhauled with engineer. Location and identification number of each item complying with the rigging plan. Amend the rigging plan if any part of the gear has been replaced. Each item to have a certificate.4) 12 months: derust, paint and overhaul derrick gooseneck.5) All gear should be inspected before use.

RIGGING PLANS

1. Position and size of deck eye plates2. Position of inboard and outboard booms3. Maximum head room (i.e. permissible height of cargo hook above hatch coaming)4. Maximum angle between runners5. Position, size and SWL of blocks6. Length size and SWL of runners, topping lifts, guys and preventers7. SWL of shackles8. Position of derricks producing maximum forces9. Optimum position for guys and preventers to resist such maximum forces10. Combined diagram showing forces for a load of 1 tonne or the SWL11. Guidance on the maintenance of the derrick rig.

OVERHAULING THE DERRICK HEEL GOOSE NECK

If possible this operation should be carried out when the vessel is at anchor.Before starting the job a temporary secure crutch for the derrick heel should be made so that

the derrick is not left suspended on the lifting tackle.1. Securely lash the derrick head in its crutch2. Remove and overhaul the derrick heel block3. Secure a purchase of appropriate SWL to a suitable position on the mast or Samson

post and the derrick. A direct lift can often be obtained over the derrick heel byunshipping the derrick topping lift block and securing the purchase by a strap to theheel of the derrick

4. Lubricate and remove the vertical and horizontal pivot bolt nuts5. Heave tight on the lifting purchase and take the weight of the derrick.6. Lubricate, free and remove the pivot bolts. (A gentle tapping with the hammer may be

necessary to dislodge the bolts7. Unship the derrick heel and secure it in the temporary crutch


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8. Clean all surfaces thoroughly and check all parts for signs of wear or hair cracks.Particular attention should be paid to the bolts.

9. Thoroughly lubricate all areas and re-assemble the goose neck are to its operationalcondition.

PRECAUTION WHEN LOADING A HEAVY LIFT1. Ensure stability of vessel is adequate and maximum heel is acceptable. (Eliminate

free surface) (large GM small Heel)(monitor practically during operation viainclinometer)

2. Rig extra mast stays as necessary.3. Carefully check condition of derrick and gear before use. (Ensure free rotation of

sheaves. Oil and grease as necessary. Ensure SWL of all gear adequate and have validtest certificates)

4. Rig fenders as necessary5. Ensure all moorings taut and have men standby to tend as necessary

6. Put winches in double gear (for slow operation)7. Clear area of the deck where the weight is to be landed of all obstructions and layheavy dunnage to spread load.

8. Check ships data to ensure deck is strong enough to support load. (Deck loadcapacity plan)

9. Clear are of all but essential personnel10. Ensure winch drivers competent and fully aware of who is to give directions.11. Secure steadying lines to corners of loads12. Remove rails if possible13. Cast off any barges alongside14. Inform all relevant personnel before lift begins

15. Raise gangway before lift commences16. Use lifting points - otherwise sling it, using dunnage for sharp corners17. Set tight steam guys before lifting18. When all ready take weight slowly then stop and inspect all around before lifting

further.19. Lateral drag- simultaneously slacken on topping lift and runner wire to keep

plumbline intact. Derrick to be plumb over the weight at all times.

VESSEL LAID-UP JOIN AS C/O HAVE TO USE LIFTING GEAR

PROCEDURE

1. Consult rigging plan, register of ship lifting appliances and cargo handling gear, deckcapacity plan, stability information booklet.2. Or manufactures instruction3. Rig derrick accordingly4. Bring in a surveyor.

Can you load a 25t weight with a derrick of 25t SWL:

Practically speaking no. Due allowance is to be made for other parts of the lifting gear-

slings, shackles is also to be taken into account.


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What would you do if you were to load a heavy lift on a tank top?

1) Check the deck load capacity plan.2) Ballast the tank top for additional precaution.LATERAL DRAG (LOADING A HEAVY LIFT ON TO A TRUCK)SIMULTANEOUSLY COME BACK ON THE TOPPING LIFTS AND LIFTINGPURCHASE TO KEEP THE PLUMBLINE INTACT.

THE UNION PURCHASE SYSTEM:

A simple derrick by itself is not of much use because if it is to discharge cargo it is to beplumbed over the hatch and then overside, to avoid this tedious action a system with twoderricks called the union purchase system is used.

Here the runner wires of both the derricks are coupled together to swivels to a union hookand worked in conjunction with each other. The inshore derrick is plumbed over the quayside

and the other is plumbed over the hatch. The preventer and side guys are rigged so as not toobstruct the movement of the cargo between the hatch and the quay. The side guys can also

be replaced by a schooner guy which remains clear of the cargo working area.

When working the union purchase system the following precautions should be taken:

The swl of a union purchase rig must be calculated in accordance with the classificationsocieties or dock labour regulations. In the absence of the above, the code of safe working

practices for merchant seamen recommend that the swl. Should not exceed one-third theswl. Of the smaller derrick.The operating angle of the derrick should prefrably be not less than 30 degrees to thehorizontal and under no circumstances should it be less than 15 degrees.

The maximum included angle between the cargo wires should not exceed 120 degrees sothat forces in the rig are kept to a minimum. To ensure this the slings used in theoperations should not be unduly long and winchmen must not lift the loads above theguard rails beyond the minimum required for safety.Runner wires should not be allowed to rub against the hatch coamings or guard rails asthis will result in their deterioration.Winchmen should be experienced and should co-ordinate well.

CHAIN REGISTER, REGISTER OF LIFTING APPLIANCES.

Chain register, (form 99)It is a book which registers load bearing machinery, chains and wire ropes.Cover: 1. Name of the shipPort of registry.Owners name and address.Page i : contains instructions regarding examinations andAnnealing.Part i : entries concerning four yearly examinations and annual examinations.Part ii : contains entries concerning through annual examinations of cranes, winches andhoists. Accessory gear other than derricks is also included.Part iii : for entries concerning the through annual examination of gear exempted from

annealing.Part iv : for entries concerning the annealing of gear.


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1) Renewal of piping.2) Cargo handling equipment.3) Hatch closing arrangement.4) Bulkhead leaks.5) Replacement of ships side rails.6) Electrical cables.7) Fire fighting equipment.8) Hull structure damage9) Instrumentation and control equipment refurbishing10) Heavy weather damage11)Overhaul of fire fighting and life saving appliance

DOCUMENTATION:

Check and consult with the master the following:1) General arrangement plan.2) SHELL EXPANSION PLANS:- shows positions, frame numbers from aft and keel

upward, remove shores/keel blocks in way of damaged areas.3) DRYDOCK PLAN:- shows underwater appendages, hog, echo sounders, bilge keels,

stabilisers and condensers.4) Fire plan.5) Repair list.6) Plug plan.7) Stability data.8) Cargo plan if docking with cargo- inform shore authorities for shoring and position of

shoring required.9) Rigging plan.10)Inform dock authorities in plenty of time regarding any projections on the hull.11)Post docking information if any.

Stability aspect (chief officers duties before entering the dock):

1) Free surface effect in tanks to be removed or reduced.2) GM to be positive when going to the dry-dock and throughout the critical period. When

going out ships constants will change- mud, new plates, etc.3) Consult dock authorities for required draft and trim. Generally a small trim by stern is

required. More the trim the more the critical period.4) All round sounding of all tanks.On board preparations:

1) Hatches and beams stowed in position.2) Derricks and cranes stowed in position.3) Adequate fendering required.


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4) FFA ready.5) Inform head of all departments.6) Inform c/e to take shore power facilities.7) Required notices posted.8) Security- lock up spaces.9) Rig fenders

LOG BOOK ENTRIES

Entering

1) Time the dock gates open.2) Time vessel enters the dock (bow and stern).3) Time stern clears gates.4) Time dock gates close.5) Pumping out commenced.6) Time Lines ashore.7) Time the vessel touches the blocks.8) Time all sewn on the blocks forward and aft.9) Dock draining completed.10)Time gangway walkable.11)Vessel certified gas free.12)Note details of special shores/blocks13)Utilities connected.WHEN COMING OUT:

1) Time when authority to flood certificate has been signed.2) Time flooding commenced.3) Time all lines cast off.4) Time dock gates open.5) Time vessel clears lock gates forward and aft.WHEN IN THE DOCK:

1) Have documentation ready and repair list.2) Sound all tanks once again.3) Tank plugs when being removed sight their removal and retained.4) Close all overboard discharges.5) 2 means of safe access.6) Take over facilities from docking master.FACILITIES FROM DOCKING MASTER:

1) Toilets.2) Electric shore connection.3) Fire line pressurised, fire men on board.4) Emergency numbers.


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5) Bonding wire.6) Garbage disposal.7) Gas free certificates.8) Hotwork permits.

WHEN COMING OUT OF THE DOCK:

1) Check that all repairs have been done to satisfaction. All departments to also to check.2) Checks that all plugs removed to be placed back in position and have been visually

sighted.3) Any securing on echo sounder or logs to be removed.4) Propeller and rudder to be clear of any obstruction.5) Any loose objects or staging overhanging on ships side to be removed.6)

General check on the anchor- anchor secured and marked.7) Check that the overboard is clear.

8) I shall be the last person to leave the dock.9) All soundings to be same as before when the vessel entered the dock.10)Recalculate stability, trim and +ve GM to be maintained throughout.11)Go through the checklist- obtain satisfied and written from the master.12)Sign Authority to Flood Certificate.13)Flooding stopped before rising the forward to check if overboard valves are not leaking.WHY ENTER THE DOCK WITH A SMALL STERN TRIM:

1) Sole Piece is the strongest part of the ship.2) Dragging ship head to centreline is easier.3) Gradual loss of GM.

WORK ON CABLE:

1) Cable is ranged and inspected visually for any damage or hairline fractures by hammeringeach link.

2) If any part of the cable is corroded and worn more than 10% of diameter then it should berenewed.3) Anchor is changed end to end- all parts of the cable experience equivalent stresses over

the years.4) Remarking of the cable.5) Overhauling of the bitter end.Why do soundings have to be taken and recorded before entering a dry dock and

leaving one?

To ensure similar stability state at the time of leaving the dock as it was when entering.


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INSPECTING THE FOREPEAK TANKS ON NEW BUILDING OR

BEFORE LEAVING THE DRY DOCK

Dangerous Space procedures should be observed1. Check that no rungs are missing from any ladders2. As many welds as possible should be checked3. Inspect any protective coating and ensure that areas which are difficult to reach have

been adequately covered4. If sacrificial anodes have been fitted check the position of anodes agree with the plans

and that the anodes are secure5. Ensure that the sounding pipe is correctly located and that the striker plate has been

fitted (have a sounding rod lowered through the pipe and view it touches the strikerplate)

6. Check that the drain is correctly located and in the position indicated on the plan

7. Check that the air pipes and filling pipes have been fitted with appropriate plugs8. Make sure that all loose equipment and shipyard rubbish has been removed9. The pumping arrangement should be given a thorough inspection10. The chief officer should be present with the surveyor at the Tank Test. (extension piecesare fitted to the filling pipes and the tank slowly filled until a head of 8 feet or 2.45 m abovethe top of the tank is obtained. Bulkheads cofferdams watertight seals on the manhole coversand all areas adjacent to the forepeak should be checked for leaks. The water in the tank thenshould be dropped to the operational level.)


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CARGO WORK

Precautions when going alongside to load a tanker:

1) Stability aspect- Details of cargo. Disposition of cargo. GM, stresses, drafts. Ballasting of tanks- FSE. Bunker distribution. Draft restrictions or special requirements in next port.

2) Ships main transmitting aerials off.3) Electric cables or portable equipment disconnected.4) Switch of radars when vessel comes alongside- 10cm radar could induce electrical

potential into into nearby conductors at berth.

5) Proper lighting at berth.6) Are sea and overboard discharge v/v sealed and closed.7) Deck sealed.8) All accommodation external doors, port holes etc to be closed.9) Air-condition on re-circulation.10)Start pump room ventilation atleast 15` before arrival. Blowers to be on continuously.11)Ship shore bonding.12)Proper means of access available between ship and shore.13)Compliance of terminal safety and pollution regulations.14)Placards- No unauthorised personnel. No smoking signs. No naked lights. Emergency escape routes clearly shown.15)Moorings- ship personnel are responsible and a continuos check is to be kept.16)Emergency towing wire forward and aft.17)Fire-fighting equipment- Fire hoses connected to ships fire main one forward and one aft of the manifold and

pressurised.

Ensure that ship and shore international shore connection available for use at all times. Emergency fire pump standby at all times and ready for immediate use. In cold weather the freezing of water should be avoided by bleeding of water over-side or

by crack opening the drain valve. Terminal fire fighting equipment ready at all times. Foam monitors directed towards the manifold. Portable fire extinguishers preferably of DCP.18)Oil spill equipment available as per SOPEP manual.19)Proper communication available- Between shore tanks, manifold and CCR. Emergency contact numbers available.20)V/l at all times ready to move under power.

21)Documentation-


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Ships particulars. Bill of lading. Statement of facts. Empty tank certificates. Draft and trim. Maximum draft and trim expected. Quantity of cargo to be loaded or discharged. Nature of cargo (if discharging). Distribution of cargo on board (if discharging). If vessel has i.g. system and slop tank disposal system. Confirmation on the fact that the

vessel if fully inerted. Any dirty ballast in slops.

O2 content of tanks. Defects in hull, machinery etc. If any repairs that could delay the cargo operations. Details of statutory certificates and their period of validity.22)Get vessel ready for tank inspection.23)Discharge and loading plan agreed upon.24)Obtain ship shore safety checklist.Transferring of engine room bilges into slops:

Via the MARPOL connection.

Transferring slops:

Via the MARPOL line at manifold or cargo manifold.

Gas freeing:

Displacement method: makes use of a pipe opening at the bottom of the tank which displacesHC vapour at the bottom of the tank.Dilution method: relies on highly powered fans which blows air to the bottom of the tankthus diluting the petroleum vapour at the bottom of the tank. E.g. portable driven fans oreductor driven fans.For tank entry LFL must always be 1%.

Limits of flammability:

Upper flammable limit: 10% gas to 90% air.Lower flammable limit: 1% gas to 99% air.

For reception of cargo: 40% LFL.

In inerted condition:

1) Oxygen level in tank if below 11% will not support combustion.2) Maximum permissible allowance is 8%.Learn and understand the flammability range diagram.

Preparation of bulk cargo hatch prior loading:1) Secure hatch openings and ensure safe access for grabs.


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2) Remove spar ceilings and stow them safely.3) Sweep out hold completely and remove all traces of previous cargo. Consider a fresh

water rinse. Ensure that the hold is clear of all previous cargo prior to loading.4) Bilges- Well cleaned. Test suction. Cover bilge lid with burlap and cement.4) Check water tightness and securing arrangements of hatches.5) Check ventilation arrangement.6) Ensure adequate lighting.7) Check moisture content is below transportable moisture limit.8) Check fire fighting / detection / alarm / and smothering system.9) Where fire hazard risk avails no source of ignition. Display appropriate placards.10)Post warning notices.11)Rig shifting boards if necessary.12)Rig cargo thermometers as necessary.13)Remove unwanted dunnage.14)Stability aspect- Stresses. GM Stability adequate.

Hazards of loading coal:

1) Emission of flammable gases (methane). Methane which is lighter than air tends to settlein the upper regions of the cargo space. Flammable range being 5% - 15%.

2) Some coals liable to spontaneous combustion, carbon monoxide is toxic and has aflammable range of 12% - 75%.

3) Liquefaction- cargo that is likely to shift if saturated with water.Read through the MGN notices.

CARRIAGE OF COAL.

Hazards: coal is categorised according to the hazards associated with it. Whenever coal isshipped from any place, the history of the previous shipments must be known, so as to be

aware of the hazards of the particular type of coal. Coal may have any or all of the followinghazards:

1) spontaneous heating: coal is very liable to spontaneus heating. Freshly mixed coalabsorbs oxygen, forming peroxides which break up into carbon monoxide and carbondioxide.this is an exothermic reaction and the heat produced causes further oxidation andmore heat.

co (carbon monoxide) has a large flammable range (12% to 75%) by volume and besidesis also highly toxic. If this heat is not dissipated then spontaneous combustion can occur.

oxidation depends on the surface area available for absorbtion of oxygen, hence breakageof coal into smaller pieces while it is being loaded is to be prevented.

if conciderable breakage occurs the smaller pieces shall accumulate in the centre of thehold while the larger pieces shall roll to the sides, this action aggravates the situation as the


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large pieces of coal give way for the air to flow to the smaller pieces where spontaneouscombustion is most likely to occur.

Emissions of methane:coal emits methane immediately after loading and when newlyworked or freshly broken. Methane is a flammable gas and when mixed with air forms an

explosive mixture. It is lighter than air and therefore accumulates in the upper regions of thehold or other spaces. This gas can find itself into tanks cofferdams etc and pose aflammablity hazard so these compartments have to be well ventillated at all times and tested

before man entry. Recommendations for tank entry procedures and check lists shall beprovided in the bulk carrier code appenidx f.

Corrosion: pond coal is the term given to coal left over from earlier mining operationswhich has been dumped into freshwater ponds and later reclaimed for shipment. It has a highmoisture and sulphur content. This type of coal releases high temperatures from self heatingand the sulphur content reacts with water to give off sulphuric acid resulting in corrosion ofthe ships hull. The ship should have instruments for measuring the p.h. content of the bilgewaters and this must be done regularly.

Liquefaction: it is a process where the moisture in the cargo migrates to the surface due tocompaction and vibration resulting in the development of a flow state. This is particular inthe case of coal slurry, coal duff and mud coal. The surface of the cargo behaves like a liquidand a transverse shift developes, if this occurs in reduced ships stability the condition isextremely dangerous.

Precautions:

Ventilation: surface ventillation is a important necessity during the carriage of coal for tworeasons:To carry away any methane gas which may be carried away.

To dissipate any heat which may be formed by the oxidation of the coal.

Through ventillation must in no way be carried out as introduction of air into the cargopromotes oxidation and thereby spontaneous combustion.It is thus recommended that for the first five days after loading all ventillators should beutilised for removing the gas, thereafter the ventillators to the lower holds are to be pluggedand opened only for 6 hours every two days.Each hold containing coal should have atleast two ventillators one forward and the other aft.The tween deck ventillators should be independent.Before discharging careful ventillation should be directed towards removing gases from both,the tween decks and the lower holds as a suddern influx of air before discharge into the hold

may have disastrous effects. In fine weather hatches may be opened to facilitate surfaceventillation. Attention to be paid to void spaces where accumulation of methane and carbon-monoxide can accumulate.

Temperature: temperature pipes leading down to the bottom of the cargo are to be providedparticularly below the hatchways. Monitoring of the temperatures at three levels in the holdsto be done atleast once a day.Particular attention is to be paid to cargo stowed against hot bulkheads which is to be avoidedif possible and the decks to be kept cool in tropical zones either by running deck water,rigging awnings or by laying out dunnage.


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Temperature pipes are to be kept covered in to prevent the ingress of air into the hold.Spontaneous heating can become accelerated in some cargoes at temperatures as low as 38degree c.At temperatures around 55 degree c. And rising the existance of a fire should be stronglysuspected, and in such a situation the cargo spaces should be shut down and sealed against

the entry of air and the master should seek expert advice and make for a suitable port ofrefuge.

3) fire: i) a sufficient number of safety lamps should be carried on all coal carryingvessels.

all electrical cables and components situated in the cargo spaces should be free fromdefects and suitable for use in methane / dust atmospheres. Points of entry and exit of cablesshould be sealed to prevent the passage of gas into the adjacent compartment. If necessary allelectrical circuits in spaces where gas accumulation is suspected should be isolated until thespace is gas-freed.

if there is evidence of the cargo burning the space should be closed, ventillation stoppedand sealed against the entry of air. Boundary cooling to be carried out but no seawater orsteam to be directly applied to the coal as coal directly reduces water to hydrogen and formscarbon monoxide - both flammable gases.Introduction of co2, high-expansion foam into the compartments is recommended. The holdis to be kept closed at all times and specialist advise is necessary before carrying out openingof the hold. Water or steam may be used in the hold in port in copious quantities, if no co2 orinert gas is available keeping in regard at all times the stability of the ship.

the officers on the vessel should continuously monitor the methane,oxygen and carbon-monoxideconcentrations in the holds and in the spaces where the gases could accumulatewith suitably calibrated instruments.

Shifting:a certificate is obtained from the shipper regarding the moisture content of thecargo. If this figure is suspected an onboard test to be carried out in accordance with section8 of the bulk carrier code since it should not be more than the transportable moisture limit.Precautions should be taken to prevent the ingress of water in the hold and cargo work should

be suspended and hatches in wet weather. Stockpiles must be drained and freshly tested formoisture content before loading.Hold bilges should be regurly pumped out. Trimming also prevents the air from penetratingthe body of the hold. And since the load of coal could turn out upto 3% less, its bills of ladingshould be suitably claused.

Prepration of holds:

All cargo battens to be removed to prevent air pockets forming and helping the circulation ofair.Boundaries of the cargo compartments should be resistant to fire and liquids.

DANGEROUS GOODS


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No dangerous good shall be loaded unless the shipper has provided a dangerous gooddeclaration.The declarations must give1) the correct technical name of the goods2) the identity of the goods3) the UN number if applicable4) the class in which the goods belongIn addition the shipper must supply the following written information where appropriate:1) the number and type of packages2) the gross weight of the consignment3) the net weight of the explosive content of class 1 goods4) the flash point if 61 C or below.If goods are packed into a container or vehicle the vessel must be given a packing certificatefor the container or vehicle.A stowage plan must be made which gives information noted above and also the location ofwhere the goods are stowed.

CLASSES OF IMDG:

CLASS 1 Explosives

CLASS 2 Gases compressed, liquefied or dissolved under pressure

2.1 Flammable gases2.2 Non flammable gases, being compresses, liquefied or dissolved but neither

flammable nor poisonous2.3 Poisonous gases

CLASS 3 Flammable liquids3.1 Low flash point3.2 Intermediate flash point3.3

All Maritime Deck Oral Notes

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