Assignment for Class 2 COC

8/3/2019 Assignment for Class 2 COC

1/24

Assignment

Class 2 COC

Surveyor: Capt. Sangameswar / Candidate: Sharad Pandey

Q1.How will you prepare a Cargo Stowage Plan? How will you load a

1. Bulk cargo2. IMDG cargo3. Containers4. Grain

Ans:

1. Cargo Quantity:

Get the range of cargo figures to be loaded from the charterers instructions in

the voyage order or shippers information & all applicable factors forcalculation of quantity that can be loaded like density, temperature, stowagefactor, factors for high density cargoes etc.

2. Calculation References:

Calculate the quantity to be loaded either by manual calculation from thevessels Stability & Trim Booklets & Sounding Tables & Capacity plan or by aclass approved Loadicator, if fitted.

3.Allowances:

When calculating the cargo quantity, allowances must be taken intoconsideration with respect to the departure and arrival port requirements.Factors related to any draft restriction, air draft restriction, dock water density,stability condition etc. taking into account all the consumables & constants,i.e. deductibles from the departure port to arrival port.

4. Stability Conditions & structural stresses:

Ensure that all the stability conditions like list, trim, GM, drafts, & structuralstresses (SF & BM) are within the vessels safe limits or as per the companysSMS requirements related to Cargo & ballast handling procedures.

5. Stowage & Segregation:

Stowage & segregation requirements with respect to the grade of cargo (highdensity cargo, IMDG cargo, grain cargo etc.) or any other specialrequirements of shipper or charterer to be complied with & plannedaccordingly. Carry out the cargo hold preparation for the same.

6.Pre- Loading Plan:

Prepare a comprehensive Pre Loading Plan detailing sequences of loadingwith respect to the cargo quantity to be loaded, loading rate maximum &

minimum & as agreed for bulk loading, stresses encountered at eachsequence, pressure at manifold, deballasting rates, structural stresses


2/24

encountered, trim, list, GM, propeller immersion and state of any ventingarrangements etc. All these parameters & any other must be a part of thecargo plan.

7. Carriage Requirements:

Further, highlight any other precautions that needs to be taken during thecarriage of cargo w.r.t. weather, ventilation procedures, temperature control,or as per MSDS & most importantly if there is any instructions from thecharterer or shipper.

8.Conventional & Legislative Requirements:

Ensure all the regulatory & legislative requirements of flag state, port state,safety conventions, Class requirements etc . with respect to carriage of cargoduring the entire voyage are being complied with in addition to Intact stabilityrequirements & Load Line conventions for load line Zone, IMSBC code, IMDG

code, IGC code, CSS code, CSM, ISGOTT etc.

9. Monitoring & Record keeping:

In addition, monitor the status of cargo & compartments at regular intervals &keep a record of daily consumption of bunker, FW, or any other consumableduring the voyage & adjust arrival condition as necessary.


3/24

Section2 :

Mentioned below are loading plan sequences for some type ofcargo vessels.

A. CRUDE OIL TANKER

1. Calculate the quantity to be loaded in accordance with the observedtemperature & density at arrival & departure port for the grade of cargoto be loaded by applying the relative volume correction factor (VCF)for calculating GOV & GSV figures.

2. Reference to be made to ASTM Tables for the same.isgottb3. Rest, follow the sequences as mentioned above.

B. BULK CARRIER

The entire cargo loading shall be in compliance with SOLAS Ch.VI, Part A & B & IMSBC Code at all times.

1. Before loading, it is essential to obtain current valid informationfrom the shipper on the physical and chemical properties of thecargoes presented for shipment.

2. The shipper shall provide the master or his representative withappropriate information on the cargo sufficiently in advance ofloading to enable the precautions which may be necessary forproper stowage and safe carriage of the cargo to be put into effect.

3. Cargo information shall be confirmed in writing and by appropriateshipping documents prior to loading.

4. Additionally, refer to the Appendix 4 &1: Index & IndividualSchedule of Solid bulk cargoes in IMSBC code for that cargo & find

the respective information.

5. If cargo is not in the list, then it should be notified to the competentauthority in the loading port, arrival port in addition to the Flag state.

6. The master must ensure that the cargo being carried is within thelimits of acceptability of shipment, as documented by theadministration.

7. The three competent authorities will set the preliminary suitable

conditions for the carriage of this cargo & will authorize the loading& transportation if no specific hazards present.


4/24

8. The competent authority of the port of loading shall provide to the

master a certificate stating the characteristics of the cargo and therequired conditions for carriage and handling of this shipment.

9. The cargo information shall include:

A- 1. The BCSNwhen the cargo is listed in this Code. Secondarynames may be used in addition to the BCSN;

2. the UN number preceded by letters UN for the cargo, ifapplicable;

the total quantity of the cargo offered;

the need for trimming and the trimming procedures, asnecessary;

B- DESCRIPTION:

Describe the cargo, its composition, basic physicalappearance, & chemical properties like solubility inwater, combustible behaviour, hygroscopic or not etc. asappropriate.

C-CHARACTERISTICS of cargo as mentioned below;

1. ANGLE OF REPOSE :

Likelihood of any shifting, If angle is less then 30degrees , more likely to shift, treat as grain cargo,

If more than 35 degrees then cargo is less likely toshift & ensure proper trimming procedures arefollowed w.r.t. IMSBC code & shippersinstructions.

2. BULK DENSITY (kg/m3)

3. STOWAGE FACTOR (m3/t) :

If SF less than 0.56m3/t, then treat as high densitycargo.

4. SIZE :

Physical dimensions in unit length or diameter etc.

5. CLASS :

If cargo is under IMDG class, then load as per


5/24

IMDG code mentioned in SOALS .

Further refer to EmS Procedures & MFAGsupplements for the repective cargo.( MHB :materials which are hazardous when carried in

BULK).

6. GROUP :

Group A :

Cargo which may liquefy if carried in excess of itsTML, eg. Lead Silver concentrate, pyrites, zincsulphate etc.

likelihood of formation of a wet base (seesubsection 7.2.3 of IMSBC Code);

additional information in the form of a certificate onthe moisture content of the cargo and itstransportable moisture limit in the case of aconcentrate or other cargo which may liquefy;

Group B :

Cargo which posses chemical hazards,eg. Direct Reduced Iron, toxic or flammable gaseswhich may be generated by cargo, if applicable.

flammability, toxicity, corrosiveness and propensityto oxygen depletion of the cargo, if applicable;

self-heating properties of the cargo, and the needfor trimming, if applicable;

properties on emission of flammable gases incontact with water, if applicable;

radioactive properties, if applicable; and

Group C :

Cargo which are neither A nor B, eg. Quartz

16. any other information required by national authorities.

17. Information provided by the shipper shall be accompanied by adeclaration.

18. If waste cargoes are being transported for disposal, or for


6/24

processing for disposal, the name of the cargoes shall bepreceded by the word WASTE.

D - HAZARD

Clarify the hazard of carriage of the cargo like fire &

explosion due to contamination etc.

Determine the following types of requirements. If norequirement is necessary, write No specialrequirements.

3 basic hazards associated with the shipment ofbulk cargo are:

Structural damage due to improper distribution ofcargo.

Loss or reduction of stability during the voyage, i.e.cargo shift due to inadequate trimming / improperdistribution of cargo; cargoes liquefying under shipsmotion & vibration.

Chemical hazards which include emmision of toxicor explosive gases, spontaneous combustion &severe corrosive effects.

E - STOWAGE & SEGREGATION :

as per the cargo reactivity & stability, its compatibility withother cargoes, & instructions as AWAY from or separatedfrom etc. as per the IMDG code.

F - HOLD CLEANLINESS :

1. Cargo spaces shall be inspected and prepared for the particularcargo which is to be loaded.

2. Due consideration shall be paid to bilge wells and strainerplates, for which special preparation is necessary, to facilitatedrainage and to prevent entry of the cargoes into the bilgesystem.

3. Bilge lines, sounding pipes and other service lines within thecargo space shall be in good order.

G - WEATHER PRECAUTIONS :1. Watertightness & weathertightness requirements of cargo

hold hatches & compartments from sea & weatherconditions, shipping seas & sprays or rains & squalls etc.


7/24

H- LOADING :

1. Because of the velocity at which some high-density solid

bulk cargoes are loaded, special care may be necessary toprotect cargo space fittings from damage. To sound bilgesafter the completion of loading may be effective to detectdamage on cargo space fittings.

2.To prevent the structure being overstressed

3. A general cargo ship is normally constructed to carrycargoes in the range of 1.39 to 1.67 cubic metres per tonnewhen loaded to full bale and deadweight capacities.

4. When loading a high-density solid bulk cargo (HDC) stowagefactor less than 0.56 m3/T,( eg. Antimony Ore & residue withSF between 0.34 to 0.42 M3/ T) particular attention shall bepaid to the distribution of weights to avoid excessivestresses, taking into account that the loading conditions maybe different from those found normally and that improperdistribution of such cargo may be capable of stressing eitherthe structure under the load or the entire hull.

5. Following precautions must be taken into account whenloading HDC ;

the maximum cargo loaded into any cargo space should notexceed : 0.9 x L x B x D ; where

L= length of hold in metresB= average breadth of hold in in metresD= summer load draft in metres.

where cargo is Untrimmed or only partially trimmed, thecorresponding height of cargo pile peak in metres above the

cargo space floor should not exceed;1.1x D x Stowage Factor of the cargo in cubic metres

If cargo is trimmed entirely level, the maximum number oftonnes of cargo loaded in any lower hold cargo space maybe increased by 20% over the amount calculated by theformula : 0.9 x L x B x D.

High density cargo should be loaded in lower holds.

6. To set out exact rules for the distribution of loading is not

practicable for all ships because the structural arrangementsof each vessel may vary greatly. The information on proper


8/24

distribution of cargo may be provided in the ships stabilityinformation booklet or may be obtained by the use of loadingcalculators, if available.

I- PRECAUTIONS : while loading, unloading & carriage of cargo or any

other arrangement as required for the safety ofvessel, crew & environment.

J- VENTILATION :

1. As far as practicable, ventilation systems shall be shut downor screened and air conditioning systems placed onrecirculation during loading or discharge, to minimize dustingress into the living quarters or other interior spaces.

2. Further, type & procedure of ventilation must be specified inthe cargo information from the shipper.

3. Due consideration shall be paid to minimize the extent towhich dust may come into contact with moving parts of deckmachinery and external navigational aids.

K- CARRIAGE

Any special requirement & care that the cargo mayneed with respect to shipper during the transit of thecargo at sea.

L - DISCHARGE

Safe procedures & instructions for unloading thecargo

M - CLEAN-UP

Procedures & requirements for hold or compartment& assemblies cleaning or any general cleaning in

case of cargo space.

N- EMERGENCY PROCEDURES

Specify the emergency procedures for the cargo, ifnecessary, like procedures for reporting incidentsinvolving dangerous goods etc.

O - SPECIAL EMERGENCY EQUIPMENT TO BE CARRIED

Like oxygen analysers, gas detection instruments,self contained breathing apparatus etc.


9/24

P - EMERGENCY PROCEDURESQ - EMERGENCY ACTION IN THE EVENT OF FIRER - MEDICAL FIRST AID

Example:

AMMONIUM NITRATE UN 1942with not more than 0.2% total combustible material, including any organicsubstance, calculated as carbon to the exclusion of any other addedsubstance

DESCRIPTIONWhite crystals, prills or granules.Wholly or partly soluble in water.Supporter of combustion.

Hygroscopic.

CHARACTERISTICS

ANGLE OFREPOSE 27o to 42oBULK DENSITY (kg/m3) 1000STOWAGE FACTOR (m3/t) 1.00SIZE 1 to 4 mmCLASS 5.1GROUP B

HAZARDA major fire aboard a ship carrying these materials may involve a risk ofexplosion in the event of contamination (e.g., by fuel oil) or strongconfinement. An adjacent detonation may also involve a risk of explosion. Ifheated strongly, this cargo decomposes, giving off toxic gases and gaseswhich support combustion.Ammonium nitrate dust might be irritating to skin and mucous membranes.This cargo is hygroscopic and will cake if wet.

STOWAGE & SEGREGATIONThere should be no sources of heat or ignition in the cargo space.Separated by a complete compartment or hold from combustible materials(particularly liquids), chlorates, chlorides, chlorites, hypochlorites, nitrites,permanganates and fibrous materials (e.g., cotton, jute, sisal, etc.).Separated from all other goods.If the bulkhead between the cargo space and the engine-room is not insulatedto class A-60 standard, this cargo shall be stowed away from the bulkhead.

HOLD CLEANLINESSClean and dry as relevant to the hazards of the cargo.


10/24

WEATHER PRECAUTIONSThis cargo shall be kept as dry as practicable. This cargo shall not behandled duringprecipitation. During handling of this cargo all non-working hatches of thecargo spaces into which this cargo is loaded or to be loaded shall be closed.

LOADINGTrim in accordance with the relevant provisions required under sections 4 and5 of the Code.

Prior to loading, the following provisions shall be complied with:

1. This cargo shall not be accepted for loading when the temperature ofthe cargo is above 40C.

2. Prior to loading, the shipper shall provide the master with a certificatesigned by the shipper stating that all the relevant conditions of the

cargo required by this Code including this individual schedule havebeen met.

3. The fuel tanks situated under the cargo spaces to be used for thetransport of this cargo shall be pressure tested to ensure that there isno leakage of manholes and piping systems leading to the tanks.

4. All electrical equipment, other than those of approved intrinsically safetype, in the cargo spaces to be used for this cargo shall be electricallydisconnected from the power source, by appropriate means other thana fuse, at a point external to the space. This situation shall bemaintained while the cargo is on board.

5. Due consideration shall be paid to the possible need to open hatchesin case of fire to provide maximum ventilation and to apply water in anemergency, and the consequent risk to the stability of the ship throughfluidization of the cargo.

During loading, the following provisions shall be complied with:

1. Smoking shall not be allowed on deck and in the cargo spaces andNO SMOKING signs shall be displayed while this cargo is on board.

2. Bunkering of fuel oil shall not be allowed. Pumping of fuel oil inspaces adjacent to the cargo spaces for this cargo, other than the

engine-room, shall not be allowed.3. As far as reasonably practicable, combustible securing and protectingmaterials shall not be used. When wooden dunnage is necessary,only a minimum shall be used.

PRECAUTIONS1. This cargo shall only be accepted for loading when the competent

authority is satisfied in regard o the resistance to detonation of thismaterial based on the test.

2. Prior to loading, the shipper shall provide the master with a certificatestating that the resistance to detonation of this material is in

compliance with this requirement.3. The master and officers shall note that a fixed gas fire-extinguishing


11/24

system is ineffective on the fire involving this cargo and that applyingwater may be necessary.

4. Pressure on the fire mains shall be maintained for fire-fighting and firehoses shall be laid out or be in position and ready for immediate useduring loading and discharging of this cargo.

5. No welding, burning, cutting or other operations involving the use offire, open flame, spark- or arc-producing equipment shall be carried outin the vicinity of the cargo spaces containing this cargo except in anemergency.

6. Precautions shall be taken to avoid the penetration of this cargo intoother cargo spaces, bilges and other enclosed spaces.

7. Smoking shall not be allowed on deck and in the cargo spaces andNO SMOKING signs shall be displayed on deck whenever this cargois on board.

8. The hatches of the cargo spaces, whenever this material is on board,shall be kept free to be capable of being opened in case of an

emergency.9. When the bulkhead between the cargo space and the engine-room is

not insulated to class A-60 standard, this cargo shall not be acceptedfor loading unless the competent authority approves that thearrangement is equivalent.

10. Appropriate precautions shall be taken to protect machinery andaccommodation spaces from the dust of the cargo.

11. Bilge wells of the cargo spaces shall be protected from ingress of thecargo.

12. Due consideration shall be paid to protect equipment from the dust ofthe cargo.

13. Persons who may be exposed to the dust of the cargo shall weargoggles or other equivalent dust eye-protection and dust filter masks.Those persons shall wear protective clothing, as necessary.

VENTILATIONThe cargo spaces carrying this cargo shall not be ventilated during voyage.

CARRIAGEHatches of the cargo spaces carrying this cargo shall be weathertight toprevent the ingress of water.

DISCHARGEIf this cargo has hardened, it shall be trimmed to avoid the formation ofoverhangs, as necessary. Bunkering or pumping of fuel oil shall not beallowed.

CLEAN-UPAfter discharge of this cargo, the bilge wells and the scuppers of the cargospaces shall be checked and any blockage in the bilge wells and the scuppersshall be removed.

EMERGENCY PROCEDURES


12/24

SPECIAL EMERGENCY EQUIPMENT TO BE CARRIED

Protective clothing (boots, gloves, coveralls, and headgear).Self-contained breathing apparatus.

EMERGENCY PROCEDURES

Wear protective clothing and self-contained breathing apparatus.

EMERGENCY ACTION IN THE EVENT OF FIRE

Fire in a cargo space containing this material:1. Open hatches to provide maximum ventilation.2. Ships fixed gas fire extinguishing will be inadequate.3. Use copious quantities of water. Flooding of the cargo space may be

considered but due consideration should be given to stability.

Fire in an adjacent cargo space:1. Open hatches to provide maximum ventilation.2. Heat transferred from fire in an adjacent space can cause the material

to decompose with consequent evolution of toxic fumes.3. Dividing bulkheads should be cooled.

MEDICAL FIRST AID

Refer to the Medical First Aid Guide (MFAG), as amended.


13/24

C. Loading of Dangerous GoodsIn additon to the general procedures & sequences mentioned insection 1,

1. Check the vessel has valid Document of Compliance approved by theadministration onboard in addition to the stability booklet as required bySOLAS Ch. VII.

2. Check that the vessel has the updated volumes & supplement of IMDGcode (Vol.1 & 2 & EmS & MFAG).

3. Check with DOC & DG Manifest from shipper for all the relevantinformations such as,

UN No. or ID no.

Proper shipping name

Nature & quantity of DG

Shipment type whether radioactive / non radioactive

IMDG class or division

Packing group

Subsidiary risks involved

Additional handling information

24 hours contact numbers at shore for anyemergency assistance

4. Refer to IMDG code volume 2 for DG List using the UN No.

5. Consult with all the 18 columns for a detailed information regarding therequirements of the cargo with respect to its carriage onboard.

6. Produce a stowage plan considering all factors.

7. Load the DG taking all the relevant precautions.

8. Ensure that the DG is loaded exactly in compliance with the agreed

stowage plan between the master & the Shore authority & allapplicable publications & regulatory & conventional requirements areadhered to.


14/24

D. Loading of Containers

1. Check the stowage plan & loading arrangement as has been prepared

by the shipper against the vessels stability booklet & capacity plan &loadicator for load density, stresses, stack weight & stack height forbridge visibility criteria as per SOLAS Ch. V/ Reg. 22 are within thesafe limits of the vessel.

2. Check all the parameters of stability are in compliance with respect tothe GM, list, trim, drafts, etc during all the phases of loading.

3. Required arrangements & stowage plan in effect & exercise whenloading IMDG cargo as mentioned above.

4. All considerations taken into account for the criticality of loading a refercontainer cargo. Ensure electrical power supply & arrangements are inplace w.r.t. the cargo plan.

5. Freight containers shall not be loaded to more than the maximum grossweight indicated on the Safety Approval Plate under the InternationalConvention for Safe Containers (CSC), as amended.

6. Ensure all the required lashing arrangements are carried out for safesecuring Stowage after loading & throughout the voyage & are in goodorder as per the Cargo Securing Manual complying with CSS code inSOLAS & International Convention for Safe Containers.


15/24

E. Loading Grain cargo

1. DOA :

Ensure vessel has Document of Authorisation (DOA) incorporated intothe grain loading manual & the Stability Booklet , all approved by theadministration in place for different loading conditions of the vessel asrequired in SOLAS Ch. VI/ Part C.

2. Calculate the quantity to be loaded by taking the stowage factor & loaddensity of cargo compartment by the formula:Total Hold capacity in M3/SF Deductibles.

3. Load grain cargo into the tank either 25% or 75% , to keep the grainheeling moment minimum & try keeping the maximum no. of

compartments filled possible, choose compartments which havesmallest heeling moment for filling partially or the one with smallestwidth.

4. Under no circumstances the total heeling moments should exceed theallowable heeling moment for that vessel.

5. Consider vessels draft, trim & stresses at all levels of loading.

6. Ensure after loading, all cargo is suitably trimmed, & leveled &watertight integrity of the compartment is maintained by the hatchcovers during the entire transit, till the discharge port.

7. Adequate securing arrangement w.r.t. partial or full loadedcompartments like use of shifing boards, saucering, bundling,overstowing etc. as mentioned in IGC Code.

8. Hold Preparation :Prepare the compartment in accordance with IGC Code for thesurveyor for the issuance of the Certificate of Inspection.

9. Ensure its free of any infestation, clean & dry by employing procedureslike high pressure water wash, scraping any clingage of previous cargoetc.

10.Ensure all tanktop ceiling, bilges are clean & dry including strum boxes& other fittings in the compartment.

11.Adequate & effective means in place for ventilation procedures asinstructed by the shipper.

12.The Intact Stability Criteria is met at all times as mentioned in IGC

Code.


16/24

Loading of Grain cargo without DOA

1. Total weight of bulk grain shall not exceed 1/3rd of thedeadweight of the cargo.

2. All filled compartment shall be fitted with a centerline divisionrunning longitudinally for the full length of compartment atleastby a height of 1/8th of the breadth of the compartment from theunderside of the deck/ hatch or 2.4 Metres , whichever is more.

3. All hatches to filled compartment should be trimmed, closed &covers in place.

4. All free grain surfaces in partially filled compartments shall be

trimmed level in accordance with the IGC code procedures.

5. Throughout the passage the fluid GM must not be less than 0.3Metres.

6. The master demonstrates to the satisfaction of theadministration of the loading port on behalf of the administrationthat the ship in its proposed loaded condition will comply withthe requirements of this section of IGC Code.


17/24

Sectiion: 3

Q 3: What are the preparations for anchoring when the vessel is about toreach the port & & master informs you that vessel has to anchor

due to port congestion?

1. Proceed to bridge, check the chart, average depth of water,nature of sea bed for holding ground, any navigationalhazards in the vicinity, traffic conditions, prevailing weatherconditions, wind & tide or any current etc.

2. Discuss with master in brief the approach plan, placement &lay out & expected no. of shackles to let go or walk back &receive any special instruction.

3. Don the required PPE, proceed forward with crew w.r.t. dutyroster & have a tool box meeting for the operation.

4. Establish contact with master on bridge & ensure properillumination if operation is during night.

5. Unlash both anchors, test the windlass & keep ready bothanchors with bar on,brake on & windlass gear engaged,anchor balls ready, & inform master that the vessel is readyto let go or walk back the anchor.

6. Keep a check on the other vessel in the vicinity for any drag &safe passage & clearance during the entire operation & keepinforming master about the same.

Q. Vessel is anchored & duty officer informs you that the barometricpressure is falling. What are your actions?

1. Drop in barometric pressure is an indication of heavy or bad weather.Ask Bosun to secure deck , equipment & machinery as per heavy

weather checklist.

2. Delegate crew & revise the duty roster for constant monitoring ofanchor cable for its lay w.r.t. the vessel & additional stresses that thewindlass & anchor cable may encounter during the circumstances &reporting about the same to the duty officer on bridge.

3. Monitor the anchor closely for any sign of dragging & report to thebridge immediately of any slightest doubts about the same to countercheck.

4. Establish communication with bridge & ensure the vessel ismaintaining its position within the swinging circle & advise bridge on


18/24

the increase in the position fixing frequency of the vessel.

5. Instruct the crew to be in a state of vigilance w.r.t. the heavy weatherconditions & state of the vessel at anchorage & inform about anysuspicious craft or vessel in vicinity considering the security of the

vessel.

6. Maintain a constant lookout by sight & hearing & on the radar , AIS,echo sounder & VHF watch & keep the situational awareness of everytraffic in vicinity.

7. The change in tide, tidal streams & current & change in windmagnitude & direction will cause the greatest impact on the lay of thevessel at anchor & the amplified strains in the anchor cable & windlasswinching machinery. Keep in all the updates about the same frombridge & supervise the state of the vessel, anchor cable , & windlass

assembly during the same.

8. Discuss with the master about paying out few extra cables & letting gothe other anchor for a better holding power & advise on the readinessof main engine.

9. Monitor the weather reports, traffic in the vicinity & other vesselsanchored for any sign dragging.

10. Consider the possibility of heaving up anchors & drift if the situationwarrants, in consultation with the master.

11. Ensure sufficient manpower is standing by for any eventuality ofheaving up anchor, or pay out extra cables etc.

12.Refer to the instructions in the STCW 7 / Cir. 14 for the guidance onkeeping a safe anchor watch.


19/24

GUIDANCE FOR MASTERS ON KEEPING A SAFE ANCHORWATCH as per STCW 7 /Cir. 14

1 The master of every ship at an unsheltered anchorage, at anopen roadstead or any other virtually "at sea" conditions inaccordance with chapter VIII, section A-VIII/2, part 3-1, paragraph51 of the STCW Code, is bound to ensure that watchkeepingarrangements are adequate for maintaining a safe watch at alltimes. A deck officer shall at all times maintain responsibility fora safe anchor watch.

2 In determining the watchkeeping arrangements, andcommensurate with maintaining the ships safety and security andthe protection of the marine environment, the master shall take intoaccount all pertinent circumstances and conditions such as:

1. maintaining a continuous state of vigilance by sight and hearingas well as

by all other available means;

2. ship-to-ship and ship-to-shore communication requirements;

3. the prevailing weather, sea, ice and current conditions;

4. the need to continuously monitor the ships position;

5. the nature, size and characteristics of anchorage;

6. traffic conditions;

7. situations which might affect the security of the ship;

8. loading and discharging operations;

9. the designation of stand-by crew members; and

10. the procedure to alert the master and maintain enginereadiness.


20/24

Section 4:

What is the first concerns you will have as a chief officer at the dry

dock if your vessels external hull is about to get painted?

1. Apart from the compliance of all safety aspects

involved in the work as per WPSHA, I will ensure by

the MSDS or any other valid documentation &

certificate that the paint that is being used on the

external hull is free of any organotins & is in

compliance with the International Convention on the

Control of Harmful Anti-fouling Systems on Ships,prohibits the use of harmful organotins (TBT) in

anti-fouling paints used on ships and establishes a

mechanism to prevent the potential future use of

other harmful substances in anti-fouling systems..

The convention entered into force on 17 September

2008.

2. AFS Convention has entered into force in Singaporewith effect from 31 March 2010 as per ShippingCirculars No. 23 of 2008 and No. 29 of 2009.

3. Under the terms of the Convention, Parties to the

Convention are required to prohibit and/or restrict

the use of harmful anti-fouling systems on ships

flying their flag, as well as ships not entitled to flytheir flag but which operate under their authority and

all ships that enter a port, shipyard or offshore

terminal of a Party.

4. Annex I attached to the Convention states that by

an effective date of 1 January 2003, all ships shallnot apply or re-apply organotins compounds which


21/24

act as biocides in anti-fouling systems, and by 1

January 2008 (effective date), ships either:

5. a) shall not bear such compounds on their hulls orexternal parts or surfaces; or

b) shall bear a coating that forms a barrier to such

compounds leaching from the underlying non-

compliant anti-fouling systems.

6. Ships of above 400 gross tonnage and above

engaged in international voyages (excluding fixed or

floatingplatforms, FSUs and FPSOs) will be

required to undergo an initial survey before the ship

is put into service or before the International Anti-

fouling System Certificate is issued for the first time;

and a survey when the anti-fouling systems arechanged or replaced.

7. Ships of 24 metres or more in length but less than

400 gross tonnage engaged in international

voyages (excluding fixedor floating platforms, FSUs

and FPSOs) will have to carry a Declaration on Anti-

fouling Systems signed by the owner or authorized

agent. The Declaration will have to be accompanied

by appropriate documentation such as a paint

receipt or contractor invoice.


22/24

Section 5: What are the preparations for heavy weather?

The following are some basic precautions to be taken when in Heavyweather:

For stability:

1. Take the sounding of all cargo tanks ballast tanks , bunker tanksetc. to check the most updated status & recheck the stability ofthe vessel.Keep a record of the same.

2. Minimize any free surface effect in the tanks by pressing up thetanks, as any FSM will result in loss of GM & eventually decreasethe righting arm of the vessel for that condition.

3. Consider ballasting the vessel to improve the GM.4. Ensure all watertight doors are closed.

5. Pump out swimming pool, if aboard.

For Cargo:

1. Inspect all hatch covers & ensure their watertightness ismaintained.All possible measures in place for stopping anyingress of sea water or rain.

2. Consider all the precautions & controls that needs to be taken

w.r.t. heavey weather in CSM, for any additional lashingarrangements etc.3. Shut ventilation & isolate compartment if ventilation is not

required.

For deck:

1. Anchors are properly lashed & secured.2. Spurling pipe & hawse pipe is secured with suitable

arrangements.3. Winches seured with canvas & any unused mooring wire,

ropes, etc. stowed & secured inside the respective stores.4. All movable objects & equipment on deck secured.5. Keep all scuppers fully open & ensure they are clear of any

debris or chokes.6. Secure the accomadation ladder & cranes & davits.7. All ventilations, air pipes & ullage ports & sounding pipes

closed.8. Secure all cargo hatch covers & check all are properly closed

& weathertight.9. Check the lashings on the LSA /FFA equipment are adequate

& they are in a state of rediness.


23/24

10. Check all side scutles, accommodation weather tight doorsare fully shut.

11. Rig life lines from forward to aft if required.

12. Revise the duty roaster & switch over to work routines inheavy weather.

Navigation & Steering control

1. In open sea, vessel is normally in auto pilot. It is advisableto change over to hand or manual control to avoidexcessive hunting of therudder.

2. One person should go and check all the oil levels, linkagesand other important parameters of the steering gear in thesteering room.

3. If one motor is running, switch on othermotorand run bothof them together to get maximum available torque to turnthe rudder.

4. Sufficient man power including senior officers to be presenton the bridge & engine room.

Machinery control1. If engine room is onUMSmode, man the engine room and

make sure sufficient man power is available.2. Monitoring all the parameters of themain propulsion plant

and auxiliary power plant machineries.3. After getting rough weather warning, all the spares in the

engine room are to be stowed and lashed properly.4. In bad weather,propellerwill come in and out of water and

will fluctuate the main engine load. Hence rpm is to bereduced or main engine control setting is to be put onrough weather mode.

5. Always make sure for correct sump level of all themachineries as during rough sea ship will roll, resulting infalse level alarm which can even trip the running machineand lead to dangerous situation in bad weather.

6. Level of all theimportant tanksis to be maintained so thatpump inlet should not loose suction at any time.

7. Stand bygeneratoris to be kept on load until the badweather situation stops.

8. Water tight doorsin the machinery spaces to be closed.9. Sky light and other opening to be closed.
http://marineinsight.com/marine/rudder-with-a-difference-kick-up-rudder/http://marineinsight.com/marine/rudder-with-a-difference-kick-up-rudder/http://marineinsight.com/marine/rudder-with-a-difference-kick-up-rudder/http://marineinsight.com/news/featured/procedure-for-starting-emergency-steering-system/http://marineinsight.com/news/featured/procedure-for-starting-emergency-steering-system/http://marineinsight.com/news/featured/procedure-for-starting-emergency-steering-system/http://marineinsight.com/tech/construction-and-working-of-3-phase-induction-motor-on-ship/?utm_source=rss&utm_medium=rss&utm_campaign=construction-and-working-of-3-phase-induction-motor-on-shiphttp://marineinsight.com/tech/construction-and-working-of-3-phase-induction-motor-on-ship/?utm_source=rss&utm_medium=rss&utm_campaign=construction-and-working-of-3-phase-induction-motor-on-shiphttp://marineinsight.com/tech/construction-and-working-of-3-phase-induction-motor-on-ship/?utm_source=rss&utm_medium=rss&utm_campaign=construction-and-working-of-3-phase-induction-motor-on-shiphttp://marineinsight.com/tech/what-are-the-essential-requirements-for-unattended-machinery-space-ums-ship/http://marineinsight.com/tech/what-are-the-essential-requirements-for-unattended-machinery-space-ums-ship/http://marineinsight.com/tech/what-are-the-essential-requirements-for-unattended-machinery-space-ums-ship/http://marineinsight.com/tech/the-most-popular-marine-propulsion-engines-in-the-shipping-industry/http://marineinsight.com/tech/the-most-popular-marine-propulsion-engines-in-the-shipping-industry/http://marineinsight.com/tech/the-most-popular-marine-propulsion-engines-in-the-shipping-industry/http://marineinsight.com/tech/propeller-types-of-propellers-and-construction-of-propellers/http://marineinsight.com/tech/propeller-types-of-propellers-and-construction-of-propellers/http://marineinsight.com/tech/propeller-types-of-propellers-and-construction-of-propellers/http://marineinsight.com/marine/a-comprehensive-list-fuel-diesel-and-lube-oil-tanks-on-a-ship/http://marineinsight.com/marine/a-comprehensive-list-fuel-diesel-and-lube-oil-tanks-on-a-ship/http://marineinsight.com/marine/a-comprehensive-list-fuel-diesel-and-lube-oil-tanks-on-a-ship/http://marineinsight.com/tech/procedure-for-starting-and-stopping-generators-on-a-ship/http://marineinsight.com/tech/procedure-for-starting-and-stopping-generators-on-a-ship/http://marineinsight.com/tech/procedure-for-starting-and-stopping-generators-on-a-ship/http://marineinsight.com/misc/marine-safety/watertight-doors-on-ships-a-general-overview/http://marineinsight.com/misc/marine-safety/watertight-doors-on-ships-a-general-overview/http://marineinsight.com/misc/marine-safety/watertight-doors-on-ships-a-general-overview/http://marineinsight.com/tech/procedure-for-starting-and-stopping-generators-on-a-ship/http://marineinsight.com/marine/a-comprehensive-list-fuel-diesel-and-lube-oil-tanks-on-a-ship/http://marineinsight.com/tech/propeller-types-of-propellers-and-construction-of-propellers/http://marineinsight.com/tech/the-most-popular-marine-propulsion-engines-in-the-shipping-industry/http://marineinsight.com/tech/what-are-the-essential-requirements-for-unattended-machinery-space-ums-ship/http://marineinsight.com/tech/construction-and-working-of-3-phase-induction-motor-on-ship/?utm_source=rss&utm_medium=rss&utm_campaign=construction-and-working-of-3-phase-induction-motor-on-shiphttp://marineinsight.com/news/featured/procedure-for-starting-emergency-steering-system/http://marineinsight.com/news/featured/procedure-for-starting-emergency-steering-system/http://marineinsight.com/marine/rudder-with-a-difference-kick-up-rudder/


24/24

10. All trays are to be avoided from spilling in event of roughweather

Other common precautions

1. It is to be instructed to the crew not to go out on open deck

in rough weather.

2. All the deck items like mooringropes, lashing equipments,drums etc. to be stored and lashed properly after their use.

3. All openings in the deck for cargo and other spaces to bekept shut.

4. All opening to the accommodation to be kept shut.

5. Shaft tunnel and other internal access space are to beused to go to steering room or other compartment.

6. Every one must be aware of his/her duties posted in themuster list.

7. Elevator to be switched off as during rolling and pitchingtrip may occur and can cause trapping of the person inside.

8. Always wear all thePPEsand use railings and othersupport while walking through any part of the ship to avoidtrips and fall.

9. Be alert and work in team.
http://marineinsight.com/marine/what-are-mooring-anchors/http://marineinsight.com/marine/what-are-mooring-anchors/http://marineinsight.com/marine/10-main-personal-protective-equipments-ppe-used-onboard-ship/http://marineinsight.com/marine/10-main-personal-protective-equipments-ppe-used-onboard-ship/http://marineinsight.com/marine/10-main-personal-protective-equipments-ppe-used-onboard-ship/http://marineinsight.com/marine/10-main-personal-protective-equipments-ppe-used-onboard-ship/http://marineinsight.com/marine/what-are-mooring-anchors/

Assignment for Class 2 COC

Documents

Transcript of Assignment for Class 2 COC