Capt. Jasim

7/28/2019 Capt. Jasim

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ORALS PREPARATION

Buoy1) Lateral Marks

Region AName Top

MarkShape Color Light Retro

reflectorUse

Stbdhand

Greencone

Cone, spar,pillar,

Green Green Light Q.G,Fl.G, LFl.G, Fl(2).G any rhythm exceptGp.Fl(2+1).

or Vessel willkeep thebuoy on herright

Porthand

Red can

Can, spar,pillar,

Red Red Light Q.G, Fl.G,LFl.G, Fl(2).G anyrhythm except

Gp.Fl(2+1).

or Vessel willkeep thebuoy on her

right

Region B

Name TopMark

Color Light Retro reflector Use

Stbdhand

Red

cone

Red Red Q.G, Fl.G, LFl.G, Fl(2).G any rhythm except Gp.Fl(2+1).

or Keep thebuoy atstbd

Porthand

Greencan

Green Green Q.G, Fl.G, LFl.G,Fl(2).G any rhythm exceptGp.Fl(2+1).

or

Keep thebuoy at port

2) Preferred Channel MarksRegion A

Name TopMark

Color Light Retroreflector

Use

Prefer Channel toPort

cone

Green with redband

Gp.Fl(2+1).G or Keep the buoyat stbd

Prefer Channel toStbd

can

Red with greenband

Gp.Fl(2+1).Ror

Keep the buoyat port

Region B

Name TopMark

Color Light Retro reflector Use

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Prefer Channelto Port

cone

Red withgreen band

Gp.Fl(2+1).R

or

Keep the buoyat stbd

Prefer Channelto Stbd

can

Green withred band

Gp.Fl(2+1).Gor

Keep the buoyat port

3) Cardinal Marks

Name TopMark

Color Light(all white light)

Retroreflector

Use

North Q or VQ Pass north of thebuoy

East Q(3).10s or VQ(3).5s Pass east of thebuoy

South Q(6).15s+LFl. or VQ(6).10s+LFl.

Pass south of thebuoy

West Q(9).15s or VQ(9).10s Pass west of thebuoy

4) Isolated Danger Marks, Safe Water Marks

Name TopMark

Color Light Retroreflector

Use

Isolateddangermarks

Gp.Fl(2).W Both sides have navigablewater. This buoy is used toindicate the spot danger.

Safe Water

Marks

Iso. Or Occ. Or

LFl.10s or Morsecode (A)

OrBoth sides have navigable

water. Usually moored at theentrance or middle of thechannel.

5) Special Marks

TopMark

Shape Color Light Retroreflector

Use

Yellow Fl.Y or Fl(4).Y

ODAS, Traffic Separation scheme,Spoil ground, Military exercise zone,Cables or pipe lines, Recreationzone

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6) ODAS buoyODAS buoy is a wide range of devices for collecting weather and oceanographic data. They areeither moored or drifting and may have instrument in the float or slung beneath them to anydepth. They are colored yellow, marked ODAS with an identification number and carrying asmall plate showing whom to inform if the buoy is recovered.Moored buoy may be as much as 7.5m in dia, 2-3 m in height and 18 tonnes in weight. It may be

anchored in any part of the ocean, irrespective of any depth. The larger moored buoys for use indeep water are can shaped, the smaller one for use closer inshore (usually 2-3 miles offshore)are toroidal (donut shape). They all carry visible aerials. A flashing yellow light showing 5 flashesevery 20 seconds is exhibited from moored buoys.Drifting buoys are about 0.75m in dia and about 2m from top to bottom. They do not exhibit lightsor carry visible aerials.The large buoys and floats should be given a berth of 1 miles or 2 miles by vessels towingunderwater.

7) What is New Danger? How is it identified?A newly discovered hazard to navigation, not yet shown on charts or included in SailingDirections or sufficiently announced by Notices to Mariners, is called a new danger. New

danger covers naturally occurring obstructions, such as sandbanks and rocks, or man-madedangers, such as wrecks. A new danger is marked by one or more cardinal orlateral marks, following the IALA Maritime Buoyage System guidelines. If the danger is especiallygrave, it will be marked by two marks that are identical until the danger has been announced. If alighted mark is used for a new danger, it must be a quick flashing or very quick flashing light. If itis a cardinal mark, it must exhibit a white light; if a lateral mark is used, it must exhibit a red orgreen light.

Lights & Shapes with fog signal

Vessel Day Shape Fog signal

Power driven

vessel makingway

___

At intervals of not more than 2 minutes 1 prolonged blast

Power drivenvessel underwaybut stopped

___At intervals of not more than 2 minutes 2 prolonged blasts insuccession with an interval of about 2 seconds betweenthem.

Power drivenvessel anchored,L < 100m

at the fwd

At intervals of not more than one minute ring the bell rapidlyfor about 5 seconds. May in addition sound three blasts insuccession, namely one short, one prolonged and one shortblast.

Power drivenvessel anchored,L > 100m

at thefwd

At intervals of not more than one minute ring the bell rapidlyfor about 5 seconds in the forepart of the vessel andimmediately after the ringing of the bell the gong shall be

sounded rapidly for about 5 seconds in the after part of thevessel. May in addition sound three blasts in succession,namely one short, one prolonged and one short blast.

Vessel not undercommand.

At intervals of not more than 2 minutes three blasts insuccession, namely one prolonged followed by two shortblasts.

Vessel restrictedin her ability tomanoeuvre.

At intervals of not more than 2 minutes three blasts insuccession, namely one prolonged followed by two shortblasts.*If vessel is at anchor, shall sound the same signal.

Dredger At intervals of not more than 2 minutes three blasts insuccession, namely one prolonged followed by two short

blasts.*If vessel is at anchor, shall sound the same signal.

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Vessel engagedMine Clearanceoperation


Vesselconstrained by

her draught.

At intervals of not more than 2 minutes three blasts insuccession, namely one prolonged followed by two short

blasts.Sailing vessel.

(whenalso beingpropelled bymachinery)


Vessel engagedin fishing.


Vessel engagedin towing or pushing anothervessel.

(length of

tow >200m)


Vessel beingtowed

(length oftow >200m)

At intervals of not more than 2 minutes sound four blasts insuccession, namely one prolonged followed by three shortblasts. (if manned)

Vessel aground

where bestbe seen and in

additionat the fwd

Sound the bell signal and if required the gong signal as likeanchored vessel and shall, in addition, give three separateand distinct strokes on the bell immediately before and afterthe rapid ringing of the bell.

Pilot vessel when

engaged onpilotage duty

Sound an identity signal consisting of four short blasts in

addition to the signals of making way, stopped or anchoredvessel.

Action

Firstly, I shall assess the situation. If risk of collision exists as per Rule7(d)(i) then I am the give way vessel & this is the crossing situation. Iam responsible for taking action as per Rule 15. I will give 1 shortblast/flash as per Rule 34(a)/34(b)(i) and boldly alter course [Rule8(b)] to stbd.

Firstly, I shall assess the situation. If risk of collision exists as per Rule

7(d)(i) then I am the stand on vessel & this is the crossing situation.Here other vsl is responsible & I have to keep my course & speed asper Rule 17(a)(i). If the other vsl is not taking action, then I shall give

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five rapid short blast/flash as per Rule 34(d) to show that I am indoubt. If still, no action is taken, I shall take action as per Rule 17(a)(ii)or 17(b). Here I will give 1 short blast/flash as per Rule 34(a)/34(b)(i)and alter course to stbd to make parallel course of him and maintainfor a while. After that I will again alter to stbd to pass her stern. [Here Iwill not alter to pot as per Rule 17(c)].

Firstly, I shall assess the situation. If risk of collision exists as per Rule7(d)(i) & this is the crossing situation. Here I am responsible to keepwell clear of her as per Rule 18(d)(i). I will give 1 short blast/flash asper Rule 34(a)/34(b)(i) and boldly alter course [Rule 8(b)] to stbd andpass her astern.

Firstly, I shall assess the situation. Here this is the case of overtakingas per Rule 13(c). In this case, I can alter both way but alteration toport is preferable. I will give 2 short blast/flash as per Rule 34(a)/34(b)(i) and boldly alter course [Rule 8(b)] to port to pass her astern andkeep clear until she is finally past & clear as per Rule 13(d).

Here in narrow channel, f/v should not impede the passage as perRule 9(c). But, if she is ignoring the rule, then I shall give five rapid

short blasts/flashes as per Rule 34(d) to show that I am in doubt. If notworks, will reduce speed or take all way off as per Rule 8(e). Eventhough, if collision exists, I will alter to stbd/port to ground the vsl with

bow at 90 to save imminent danger as per Rule 2(b).

Here I am following the lane as per Rule 10(b)(i). Other vessel iscrossing the lane. Firstly, I shall assess the situation. If risk of collision

exists as per Rule 7(d)(i) then this is the crossing situation I am thegive way vessel though this is a TSS as per Rule 10(a). I will give 1short blast/flash as per Rule 34(a)/34(b)(i) and boldly alter course[Rule 8(b)] to stbd. If require, I will go to inshore traffic zone as perRule 10(e)(i) to avoid immediate danger. But here, the other vessel isalso responsible as per Rule 8(f)(i) & 8(f)(ii).

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Firstly, I shall assess the situation as per Rule 7(b) & 7(d)(i). If risk ofcollision exists, I will alter to stbd as per Rule 19(d)(i). The actionshould be in ample time [Rule 8(c)] & bold [Rule 8(b)].

Firstly, I shall assess the situation as per Rule 7(b) & 7(d)(i). If require,I shall slacken my speed to allow more time to assess as per Rule8(e). When I can avoid a close quarter situation, I will reduce speedmore Or I will stop my engine as per Rule 19(e).

Firstly, I shall assess the situation as per Rule 7(b) & 7(d)(i). Here, thisis the case of overtaking. So, I will alter to port as per Rule 19(d)(i).

Here I will reduce speed as per Rule 8(e) to allow more time toassess. If I fail, I will stop engine as per Rule 19(e) & start blowing

sound signal at intervals of not more than 2 minutes two prolongedblasts in succession with an interval of about 2 seconds between themas per Rule 35(b).

This is a critical situation. I will reduce the speed to assess thesituation as per Rule 8(e). Hopefully, by this time line of approach ofquarter vessel will be changed. And for the fwd vsl I will navigate withcaution at slow speed as per Rule 19(e). When quarter vsl will beclear, I will take bold alteration to stbd as per Rule 19(d)(i).

This is a critical situation. I will reduce the speed to assess thesituation as per Rule 8(e). Hopefully, by this time line of approach ofstbd vessel will be changed. And for the fwd vsl I will navigate withcaution at slow speed as per Rule 19(e). For the aft vsl, she isovertaking me & can alter course to any side as per 19(d)(i). ). Whenstbd vsl will be clear, I will take bold alteration to stbd as per Rule19(d)(i). Even though, if the aft vessel is not taking action & line ofaction of stbd vsl is not changing, alter course to port as per Rule 2(b).

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This is a critical situation. I will reduce the speed to assess thesituation as per Rule 8(e). Hopefully, by this time line of approach ofstbd & port vessel will be changed. And for the fwd vsl I will navigatewith caution at slow speed as per Rule 19(e). For the aft vsl, she isovertaking me & can alter course to any side as per 19(d)(i). ). Whenstbd & port vsl will be clear, I will take bold alteration to stbd as per

Rule 19(d)(i). Even though, if the aft vessel is not taking action & lineof action of stbd & port vsl is not changing, alter course to stbd as perRule 2(b).

Emergencies1) CollisionAfter collision the following actions should be taken accordingly:INITIAL ACTION

Sound the alarm.

Stop the engine.

Call Master.

Muster the crew & check no persons are missing or injured. Hoist/Show NUC signal.

Close watertight doors.

Advise the engine room staff what has happened and to be aware of the risk of accidents

because of fractured oil or steam pipes etc.

Send a distress alert or urgency signal. The Third Officer will Find tile ship's position and

this will be included in tile distress message.

The emergency party, led by the Chief Officer, will inspect and make an appraisal of the

damage.

All tanks and bilges will be sounded and an inspection made of any visible damage.

The Chief Officer will convey the nature, extent and severity of tile damage by hand held

radio and that will include details of any pollution leakage. The boats should be prepared and swung out to the embarkation deck. The Catering

Department can make ready extra food supplies, blankets and fresh water. Engineersshould check the fuel and lubricating oil supplies and warm through the lifeboat engines.

If the other vessel is in danger of foundering, get his crew and passengers onto your

vessel as soon as possible.

If your vessel has struck another end on it is NORMALLY better to remain embedded in

the gash until it is clear that both vessels are safe.LEGAL ASPECTSProviding it does not endanger our own crew, passengers or vessel we should render assistanceto the other vessel and crew standing by until assistance is no longer required.Exchange the following information with the other master:

(i) Names of vessels(ii) Ports of-registry, departure and ' destination

(iii) Enter witnessed statements in the official log book.

(iv) Notify(a) Owners as soon as possible(b) Chatterer.(c) Flag state Administration within 24 hours(d) Report details of any pollution to the government of the nearest coastal state.

ON ARRIVALTO NEXT PORT

(a) Note of Protest.(b) Call in a classification society surveyor.(c) Call in a cargo surveyor.

(d) Call in a P & I surveyor.

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2) Heavy weather precaution at sea.1. Verify vessel's position2. Obtain up to date weather forecasts & expected weather predictions, for surrounding

areas.3. Warn all departments of impending weather.4. Rig lifelines fore & aft.

5. Check anchor brake and anchor securing arrangements, hawse & spurling pipe covers(adequate thickness of cement)

6. Check all hatch covers are secure.7. Check Forecastle and mast house doors, access hatches and watertight doors are

secured.8. Secure all items in deck stores & paint store.9. Check Gangway/accommodation ladder is secured and take extra lashing.10. Any deck cargo secured according to Cargo Securing Manual with lashing tightened up.11. Tighten lifeboat gripes and take extra lashing.12. Inform chief cook/Stuart to secure everything in galley.13. Close all ventilators, removal cowls where appropriate.14. Check stability. Take soundings of tanks. No slack tanks allowed.

15. Note preparations in log book.16. Secure derricks/cranes hook with extra lashing.17. Secure all loose gears & remove all surplus gears from deck.18. Close down deadlights.19. Slacken off signal halyards & other relevant cordage.20. Drain swimming pool.21. Reduce manpower on deck by operating heavy weather work routine.22. Secure bridge for excessive pitching & rolling motion.23. Warn engine room in plenty of times to reduce revolutions.24. Check distress rockets & LSA gear.25. Check deck lights, navigational lights & accommodation lights.26. Organize meal relief before bad weather arrives.

3) Fire in Engine roomIn case of engine room fire, these actions should be taken:

Raise the emergency alarm.

Muster the crew.

Reduce speed or stop engine and alter course if require to make lee.

Report the fire location.

Shut down ventilators, sky lights.

Start the emergency fire pump and generator

Close WT doors.

Hoisted/Show NUC signal.

If possible, rescue any casualty.

If not a violent fire;

Bring foam compound to affected area.

If these actions are insufficient or it is a violent fire, inject CO2

:

Evacuate the space and close doors, dampers and fuel supplies.

Have-another head count to establish no missing persons.

Use CO 2 and confirm cylinders have fired by checking levers are in the fired position.

Cool decks, ships sides and surrounding bulkheads with hoses.

Make entry in official log book.

4) Fire in Accommodation

In case of accommodation fire, these actions should be taken: Raise the emergency alarm.

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Inform Master and E/R.

Muster the crew.



Shut down ventilators.

Isolate electrical circuits. If possible, rescue any casualty.

When the action party reaches the site, feel the temperature of the door or bulkhead and

if cool to the touch, tackle the fire with portable extinguishers and hose backup.if these actions are clearly insufficient:

Keep door of affected compartment shut, close the smoke doors and portholes.

Shut off the air conditioning.

Use SCBA.

Cool adjacent bulkheads and decks with water spray.

Cheek above and below size for spread of fire.

Be aware of free surface if large mounts of water used.


5) Fire in HoldIn case of cargo hold fire, these actions should be taken:

Initial detection will be from hold vent or smoke detection cabinet.



Muster the crew.



Shut down ventilators.

If the fire is in its early stages: It may possibly be dug out or put out by playing jets of water over the whole region of the

fire, to reduce the temperature and prevent the surrounding region igniting.

In most cases CO2

will be needed:

Have another head count.

Check all inlets (hatches, vents, hold access etc.) are sealed properly.

Isolate electrical circuits

Release the appropriate initial charge of CO2

and thence continue at the prescribed

intervals.

Cool decks and side shell with hoses. If possible clear adjacent bulkheads of cargo or

stores. Keep a watch on temperature of adjacent bulkheads.


6) Fire at PortFire at Port should be fought by Shore Fire bridged. We should inform the port authority in time:


Muster the crew.


Instruct the team on shore requirements.

One should be standby with International shore connection for shore fire bridged.

All ships should have an updated fire wallet containing the following information:

General arrangement plan

Ventilation plan

Shell expansion plan in case it will be necessary to cut through the ship's side

Plan of the fire-fighting equipment

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Electrical data

Stability data due to the danger of free surface and other effects

Cargo plan with any dangerous cargoes being specifically mentioned

Location of watertight doors and fire-resistant partitions

Any special equipment that the vessel carries

The Senior Fire Officer should be presented with the wallet on his arrival. He will alsoprobably require following information:

The exact location of the fire and the chances of it spreading to othercompartments.

The contents of double bottoms or deep tanks in the vicinity.

The number of people on board and what the ship's staff are doing.

How many hoses and pump are in operation?

If any fixed fire fighting installation is in operation.

The state of cargo operations and dangerous cargo on board.

The condition of fuel oil, ballast and fresh water tanks.

The ship's communication systems.

Any peculiarities of the ship's design.


7) Vessel agroundAction should be taken accordingly:

1. Stop engines.2. Sound general emergency alarm.3. Inform Master and E/R.4. Advice CRS and other vessel's in the vicinity by VHF.5. VHF watch maintained on Ch.16 at all times.6. Position on the chart verified and safe port options investigated.7. Display appropriate light and shape signals; switch on deck lights.8. Sound appropriate sound signals.

9. Close all watertight doors.10. Sound round all bilges and tanks.11. Sound round the vessel's hull to check depth of water.12. Determine nature of seabed.13. Calculate times and heights of next high water.14. Consider possibility of dropping anchor underfoot to prevent damaged ship from sliding

off into deeper waters.15. Consider whether assistance is required by tugs.16. Make relevant entries in the logbook.17. Position of vessel sent ashore with updates from time to time.18. Assess the situation by i) Any crack or hole

ii) Water ingressing or not

iii) Amount of water ingressing & rateiv) Can portable/ballast pump can cope upv) Ballasting, trimming, deballasting to refloatvi) Damage stability assessment

8) Man OverboardAction should be taken accordingly:

1. Helm hard over to the side on which the man has fallen.2. Release lifebuoy with self-igniting light and self-activating smoke signal.3. Press the MOB button on the GPS, if available.4. Sound the general emergency alarm.5. Inform the Master.6. Inform the E/R and have the main engines ready for immediate manoeuvring.7. Revert to hand steering.8. Post extra lookouts.

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9. Establish communications with the CRS.10. Advise other vessels in the vicinity by VHF.11. Hoist International Code Flag "O" and sound "O" (- - -) on the whistle.12. Rescue boat turned out and ready for launching.13. Hospital made ready to treat for shock and hypothermia treatment.14. Plot the datum position / appropriate search pattern, and complete the manoeuvre.

15. Obtain updated weather report.16. Make relevant entries in the logbook.

9) Steering Gear FailureAction should be taken accordingly:

1. Immediately engage alternative emergency steering gear.2. Inform Master and E/R.3. Display NUC signals, lights and shapes, as appropriate.4. Sound appropriate sound signal to warn other traffic e.g. "D".5. Advise vessels in the vicinity.6. Obtain updated weather report.7. If in restricted visibility, sound appropriate fog signal.

8. Post lookouts.9. Stop the vessel in the event of both emergency and auxiliary steering systems failure.10. Make relevant entries in the logbook.

NB: If the vessel is stopped in the event of both emergency and auxiliary systems failure,a warning report may become necessary; depending on the vessel's position e.g. EnglishChannel TSS.

10) Main Engine FailureAction should be taken accordingly:

1. Inform Master at the earliest and the C/E or D/E, if unmanned E/R.

2. Maximize use of "head reach".3. Plot vessel's position immediately.4. Display NUC signals / lights as appropriate.5. Prepare for emergency anchoring; have anchors ready for deep water anchoring, if

possible.6. Advice vessels in immediate vicinity and if in TSS, inform respective reporting station, if

any.7. Continuous watch maintained on VHF Ch.168. Keep good watch on the traffic via radar / visual.9. Post lookouts.10. Establish rate of drift.11. Be in contact with the E/R regarding repairs and update Master accordingly.12. Obtain latest weather reports.13. Make relevant entries in the logbook.

Dry Docking

1) What facilities will you give to dock & will take from dock?THINGS TO GIVE TO DOCK:-The dry dock manager will need to know:

1. The position & size of any weights on board.2. The type of bow.3. The number of propeller.4. Details of bilge keel, bow thrusters & fin stabilizers.5. Positions of echo sounder transceiver, drainage plugs & sacrificial anodes.

For these things, vessel has to provide few plans to dry dock. They are:-1. Docking plan.

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2. Shell expansion plan.3. General arrangement plan.4. Fire fighting plan.5. Last dry dock report.6. A list of all the work required , details may include:-

Blasting and Painting

Whether tail and shaft and propeller are to be removed.

Rudder type and work to be done to rudder.

Plates to be faired or renewed if collision or grounding damage etc.

And regarding standard repair works of dry dock.

BASIC FACILITIES PROVIDED BY DOCK:-1. access2. water for the ship's fire main3. electricity4. compressed air5. fire Watchmen

6. steam7. daily garbage removal8. means of keeping the ship's refrigeration unit in operation9. telephone10. protective coverings for alleyways and furniture11. toilet facilities (within a reasonable distance from the ship)12. means of providing heat in accommodation areas13. tugs and riggers when moving the vessel14. facilities for cleaning and removing residues of slop tanks15. liability and insurance cover

2) What are the precautions to be taken before entering the dock?There are some precautions to be taken before entering the dry dock. They are as follows:

1. Any list should be corrected. Vessel should be upright2. Vessel should preferably be trimmed 0.3 to 1 meter by the stern. A rule of the thumb for

trim is 1 meter for every 100 meters of length. Trim should take into consideration thedeclivity of the dock and virtual loss of GM due to up thrust.

3. Vessel should have adequate stability i.e. she should have positive stability whenwaterborne and until the critical moment. Stability should take into account the loss ofGM due to up thrust.

4. Slack tanks should be pressed up or emptied to reduce free surfaces within the ship.5. All lavatories are to be sealed and notice to be posted.6. Hatches should be secured to make the continuous strength of the vessel.7. Take soundings to all tanks, noted down & calculate the stability condition.8. All moveable weight should be made fast and equipment such as derricks, boats, cranes

& gangway etc. secured in their sea going condition.9. Adequate fenders to be ready alongside the ships hull.

3) Why minimum trim is required for docking?Minimum trim is required in dry docking for two great reasons.

1. To reduce the critical period.2. To handle the vessel for placing on keel block.

For critical period: - The interval of time between the stern post landing on the blocks and theship taking the blocks overall is referred to as the critical period. If the trim is minimum, the criticalperiod will also be smaller.During this period part of the weight of the ship is being borne by the blocks, and this creates anup thrust at the stern which increases as the water level falls in the dry dock. The up thrust

causes a virtual loss in meta centric height and it is essential that positive effective meta centricheight be maintained throughout the critical period, or the ship will heel over and perhaps slip offthe blocks with disastrous results.

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For this reason, minimum trim results in faster critical period. During the critical period, if 'P'is theup thrust at the stern and l is the distance of the centre of flotation from aft. The trimmingmoment is given by P X I. But the trimming moment is also equal to MCTC X Change of trim.

Therefore P X l = MCTC X t

Or, P = lMCTCXt

For handling the vessel: - Due to little trim by stern, it is easy to centre the vessel on the keelblock. Because, in this case, the pivot point of the vessel is behind of center of the vessel.

4) What are the standard work/initial works & precautions to be carried out at Dry dock?1. Blocks should be placed to minimize dry docking stresses. Longitudinal spacing may be

reduced and bilge blocks may be placed in cases of docking with cargo on board. Blocksshould be placed so as to permit work on damaged plates and to permit painting in areasthat were missed during the previous docking.

2. Shores, if used, should be placed at the intersection of a transverse beam and frame or

on a transverse frame. Never between frames.3. Cleaning of ship's sides and bottom should be carried out preferably as the water in the

dock falls to ensure that barnacles and other forms of marine life do not dry.4. Underwater valves should be inspected.5. Bottom plugs, if removed should be kept in a safe place. The number of plugs removed

should be entered in the Deck Log and possibly marked on the dry docking plan.6. The rudder, pintails and gudgeons should be inspected.7. The hull plating should be carefully examined for dents, fractures, damage and wastage

and faired or renewed as necessary.8. Anchors and cables should be lowered into the dock. The cables should be ranged and

shackles removed. Anchors and cables should be cleaned. Care should be taken toensure that the recess in the anchor is clean and that the head moves freely without

excessive play. The anchor should be inspected for damage. The cables should beinspected for loose studs and for wear down. Similarly, the shackles should be inspectedfor damage/flaws. Prior to heaving the anchor aboard, the cables should be transposed.Anchors and cables should be coated with Stockholm tar after inspection. Cable markingshould be renewed.

9. The chain locker should be cleaned, treated for rust and the pump or eductor should betested.

10. The propeller should be examined for damage and erosion. It may be polished andcoated with a propeller lacquer.

11. Anodes should be renewed, especially if they do not appear wasted. An unwashedanode could be a sign of an inefficient one.

12. The hull may be scraped or blasted to bare metal, according to the need. Alternatively,

rusted portions may be scaled to bare metal. In either case, bare metal should be coatedwith anticorrosive paint. A sufficient number of coats should be given to minimize the riskof corrosion.

13. Below the light waterline, one or two coats of antifouling paint should be applied over theanticorrosive coatings. Alternatively, a self polishing polymer coating may be applied.

14. An anti galvanic, coating may be applied in the stern area near the propeller and aroundunderwater discharges. Boot topping should be applied over the anticorrosive coating inthe belt area between wind and water lines.

15. The hull above the load waterline, after suitable treatment with anticorrosive, should becoated with flat paint and finally a gloss finish.

16. Draft and load line marks should be painted in.5) Before refloating, what are the things to be checked?Before floating we should check the following

1. Check the stability & make the stability condition like entering situation.

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4. When cable taut, put engine dead slow/slow ahead, wheel still hard-a-port, and graduallysteam round until the required heading.

5. Steady up, stop engine, heave up anchor and proceed.(N.B. For best turning the anchor should be positioned near ship's pivoting point. Also, cable canbe heaved taut before putting engine ahead, thus avoiding undue stress on cable.)This manoeuvre can also be used when leaving an anchorage and needing to proceed promptly

in a particular direction. Shorten the cable first to the appropriate amount,

Method 2 Tide at the stern. Using full width of channel or in open water (transverse thrust) withor without a trailing anchor.

1. Start the manoeuvre from the port side of the channel to provide maximum distance forthe head reach movement of the vessel.

2. Rudder hard a starboard, main engine kicks ahead. Stop engines. Do not allow thevessel to gather too much headway. Trail the stbd anchor.

3. Rudder amidships, main engine full astern. Ship is on the stbd anchor.4. As sternway is gathered, the bow of the vessel will cant to starboard while the port

quarter will move to port (transverse thrust). Stop engines.5. Rudder to starboard, engines ahead.

4)Mooring

Standing Moor Let us assume the vessel is required to moorwith her bridge along the line AB as in Fig. Thevessel is headed into the stream with sufficientheadway to take her to (1) which will be roughlyfive shackles plus a half ship's length beyond theline AB. At position (1) the port anchor is let goand the vessel drifts down stream, rendering herport cable to nine shackles, the sum of the twolengths. She is brought up gently on this cableand the stbd anchor is let go underfoot at (2).The vessel then middles her between theanchors by veering or rendering four shackleson the stbd (lee) anchor cable and heaving infour shackles on the riding cable until she

reaches position (3). During the middling,engines may be used to relieve the windlass ofthe stress on the taut riding cable.

Running Moor The vessel heads the tidal stream, or wind. Thestarboard (lee) anchor is let go with headway onthe vessel at a position distant from the line ABroughly four shackles less a half ship's length(1). The cable is rendered as the vessel movesupwind or upstream so that the bow is notchecked round. The lee cable is laid out to alength of nine shackles, the sum of the twolengths and the brake is screwed up. The cable

is not allowed to tighten, otherwise the bow willcross the stream and high engine revolutions willbe necessary to correct this sheer. At position(2) while the lee cable is still slack, the portanchor is let go underfoot and the vessel movedastern. This riding cable can be veered to itslength or else alternately surged and snubbed.

As the vessel moves down wind or stream fiveshackles must be weighed on the lee cable (20minutes and five shackles veered on the ridingcable. The vessel is then brought up on herriding cable at (3).

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Baltic Moor If the manoeuvre is to be executed in anaverage sized merchant ship, a 25 - 30 mm wireis passed from the after leads on the poop,along the offshore side, outside and clear ofeverything. The offshore anchor is acockbilledand a man sent over side on a chair to securethe wire to the anchor, preferably at the shackle.The after end of the wire is sent to a warping

barrel, ready for heaving in slack wire. When thestem is abreast the position on the quay wherethe bridge will eventually be the anchor is let go,still with headway on the vessel. About half aship's length of cable is surged and then thecable is snubbed. The wire is hove-in aft. Theonshore wind will drift the vessel down on to herberth, and the scope of the cable, and the wire,is adjusted and slowly veered until the shiplands alongside.

MediterraneanMoor

This moor is used when wharf space is l imitedand there is deep water alongside the wharves.The vessel is moored stern on to the jetty with

both her anchors lying ahead of her, fine oneach bow.Here in (2) the lee anchor has just been let go.In (3) the vessel is allowed to run ahead so thatboth anchor cables grow to windward, snubbingthe bow rapidly upwind. The engine should notbe reversed until the wind is dead ahead,otherwise the stern will swing upwind and acrooked run astern will be made into the berth.

4) Berthing without tide

Stbdside

1. Approach berth at controllable speed. Aimslight below to mooring point (mp), makingnarrow angle with wharf.2. When near the wharf, helm to port to swingthe bow to port.3. When bow is nearly abreast MP, go astern.Transverse thrust causes bow to cant tostarboard.

4. When bow is abreast MP and ship isparallel, or nearly parallel to wharf, send linesashore, heave alongside. Make fast.

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Portside

1. Approach berth at a controllable speed,aiming slightly ahead of the MP, making abroad angle with the wharf.2. When bow is nearly in line with MP, goastern. Transverse thrust causes bow to cantto starboard.

3. When bow is abreast the MP and the shipis parallel to, or nearly parallel the wharf, sendaway lines. Heave alongside. Make fast.

5) Cast off without tide

Stbd

side

1. Stand by engines. Single up to a for'd breast

and a headline led well ahead.2. Heave on breast line to bows in ship. i3. Go astern. Let go breast. Pivoting pointmoves to forward bollard ashore. Transversethrust causes stern to cant to port.4. When it is apparent that the bow will not rubalongside the wharf if the ship continues toswing, relieve stress on headline and let it go.Continue going astern.5. When well clear of wharf, head ship in thedesired direction and proceed.

Portside

1. Stand by engines. Single up to a for'd breastand an after spring. Slack he breast line. Workengines astern. Transverse thrust causes bowto cant to stbd. Use breast to check swing ofbow.2. When bow is sufficiently far off wharf,relieve stress on spring by working enginesahead. Check swing of bow and let go alllines.3. Go ahead when propeller is clear.

6) Berthing with tide at the bow

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Stbdside

1. Stem tide. Approach at controllable speed,parallel to berth. Have both anchors ready forletting go.2. When slightly ahead of MP, cause bow tocant to starboard. Let go port anchor.3. Allow vessel to drop astern while sheering

towards wharf.4. When bow is abreast MP, use engines toprevent ship from dropping astern.5. When near wharf, line up ship with tide.Use engines to stop ship dropping astern.Send away mooring lines. Heave alongside.Make fast.

Portside

1. Stem tide. Approach at controllable speed,parallel to wharf. Have both anchors ready forletting go.2. When slightly ahead of MP, cant vessel toport. Let go stbd anchor.3. Allow ship to drop down with tide whilesheering towards wharf.4. When bow is abreast MP, use engines tostop ship from dropping down with tide. Allowship to continue sheering towards wharf.5. When near wharf, align ship with tide, Useengines to stop ship dropping down with tide.Send mooring lines ashore. Heave alongside.Make fast.

7) Cast off with tide at the bow

Stbdside

1. Stand by, engines. Single up to a forwardbreast and an after spring, Put windlass ingear and heave up slack cable.2. Check swing of bow by means of breast.When vessel has slight port sheer, relievestress on spring. Let go spring and breastrope. Continue heaving up cable while shipdrifts away from wharf.3. Heave up as though ship is at a single

anchor.

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Portside

1. Stand by, engines. Single up to a forwardbreast and an after spring, Put windlass ingear and heave up slack cable.2. Check swing of bow by means of breast.When vessel has slight starboard sheer,relieve stress on spring. Let go spring and

breast rope. Continue heaving up cable whileship drifts away from wharf.3. Heave up as though ship is at a singleanchor.

8) Cast off with tide at the stern

Stbd

side

1. The vessel is singled up to ford spring

& stern line.2. Pick up the slack of the cable.3. Give helm to commence the cant tostbd.4. The stern line can be let go quite soonbecause even if the wharf is open, due tocushioning effect, stern will come out.

5. When stern comes out about 40

to

50

, use engines astern propulsion toride on the tide. Heaving up anchor.6. Cast off all line. Use astern propulsionas required. Remember, do not allow

vessel to ride on the anchor. Proceed asthe course

Portside

1. The vessel is singled up to ford spring& stern line.2. Pick up the slack of the cable.3. Give helm to commence the cant toport.4. Slack down the stern line down soonbecause even if the wharf is open, due tocushioning effect, stern will come out.

5. When stern comes out about 30

to

40

, use engines astern propulsion toride on the tide.6. 5. Let go ford spring, the ship will thenpivot on the after line and straighten upoff the berth. Heaving up anchor.6. When the ship has straightened up,stop engine. Cast off all line. Use asternpropulsion as required. Remember, donot allow vessel to ride on the anchor.Proceed as the course

9) Berthing stbd side on shore/off shore wind

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Onshorewind

Do not attempt to berth if the wind isvery strong and/or if the rate ofapproach cannot be controlled.1. Approach parallel to or nearly parallelto the wharf giving sufficient allowancefor leeway.

2. Use two tugs, one for'd and the otheraft, to control the rate of approach. Ifonly one tug is available, let gowindward side anchor when ship haslost its way and bow is abreast MP.Check cable to control rate of approachof bow and use tug to check rate ofapproach of stern. Stem the tide, if any.*Remember the wind blows gusts andyou may consider waiting for a calm toberth the ship.N.B. - The procedure for berthing port

side to is similar.Offshorewind

1. Approach at a controllable speed witha broad angle to the wharf, sufficient tocounteract the effect of the wind. Havetwo anchors ready for use.2. When in position 1, let go offshoreanchor. Slack the cable slowly whileapproaching the berth. Use cable tostop headway, if necessary. Steamagainst cable to maintain angle withwharf.3. When near to wharf, send away lines.

Heave alongside.N.B. - Prior to arrival off the berth, youshould prepare the stern line forSending away. When near the wharf,you could consider heaving alongsideusing the stern line, or by putting thehelm away from the wharf and steamingon the spring, or both. Consider the useof a tug for pushing the stern alongside.

10) Moor the vessel in a single buoy with tide ahead

1. The vessel approaches under slow headway

over the ground with the buoy fine on the portbow.2. Pass mooring rope to tie on the buoy.3. Heave up mooring rope to bring the buoycloser.4. While the buoy comes under the bow passthe slip wire to the buoy.5. Pull the buoy & take load to wire but notfully. The engine must be worked deadslow/slow ahead.6. Let go mooring rope & connect the chain.7. Release the wait from slip wire slowly withthe tide.8. Gradually the load will come to the cable &the vessel will be steady.

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Convention

1) IMOThe Geneva conference opened in February 1948 and on 6 March 1948 the Convention

establishing the Inter-Governmental Maritime Consultative Organization (IMCO) was adopted.(The name was changed in 1982 to International Maritime Organization (IMO)).On 17 March, 1958, Egypt became the 21st State to accept the IMO Convention and it finallyentered into force 12 months later. But by the time the new Organization met for the first time inJanuary 1959, so many reservations had been submitted that it was clear that it would not beable to engage in any activities that might be regarded as economic or commercial. It would haveto confine itself to mainly technical issues, especially those involving safety.Purposes of the Organization:

1. To provide machinery for co-operation among Governments in the field of governmentalregulation and practices relating to technical matters of all kinds affecting shippingengaged in international trade, and to encourage the general adoption of the highestpracticable standards in matters concerning maritime safety, efficiency of navigation andprevention and control of marine pollution from ships; and to deal with administrative andlegal matters related to the purposes set out in this Article;

2. To encourage the removal of discriminatory action and unnecessary restrictions byGovernments affecting shipping engaged in international trade so as to promote theavailability of shipping services to the commerce of the world without discrimination;assistance and encouragement given by a Government for the development of itsnational shipping and for purposes of security does not in itself constitute discrimination,provided that such assistance and encouragement is not based on measures designed torestrict the freedom of shipping of all flags to take part in international trade;

3. To provide for the consideration by the Organization of matters concerning unfairrestrictive practices by shipping concerns in accordance with Part II;

4. To provide for the consideration by the Organization of any matters concerning shippingthat may be referred to it by any organ or specialized agency of the United Nations;

5. To provide for the exchange of information among Governments on matters underconsideration by the Organization.

Functions:

states that IMO provides for the drafting of conventions, agreements or other suitable

instruments; provides machinery for consultation among Members and exchange ofinformation; facilitates technical co-operation.

states that for matters capable of settlement through the normal processes of

international shipping business, the IMO should recommend their resolution in thatmanner.

Membership:At present no. of member country is 163.Organs:

states the Organization consists of an Assembly, council, Maritime Safety Committee, LegalCommittee, Marine Environment Protection Committee (MEPC), Technical Co-operationCommittee and such subsidiary organs as the Organization may at any time considernecessary; and a Secretariat.

2) What are the conventions?Maritime safety

International Convention for the Safety of Life at Sea (SOLAS), 1974

International Convention on Load Lines (LL), 1966

Special Trade Passenger ShipsAgreement (STP), 1971

Protocol on Space Requirements for Special Trade Passenger Ships, 1973

Convention on the International Regulations for Preventing Collisions at Sea (COLREG),

1972

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International Convention forSafe Containers(CSC), 1972

Convention on the International Maritime Satellite Organization (INMARSAT), 1976

The Torremolinos International Convention for the Safety of Fishing Vessels (SFV), 1977

International Convention on Standards of Training, Certification and Watch keeping for

Seafarers (STCW), 1978

International Convention on Standards of Training, Certification and Watch keeping for

Fishing Vessel Personnel (STCW-F), 1995

International Convention on MaritimeSearch and Rescue (SAR), 1979

Marine pollution

International Convention for the Prevention of Pollution from Ships, 1973, as modified by

the Protocol of 1978 relating thereto (MARPOL 73/78)

International Convention Relating to Intervention on the High Seas in Cases of Oil

Pollution Casualties (INTERVENTION), 1969

Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other

Matter(LDC), 1972 International Convention on Oil Pollution Preparedness, Response and Co-operation

(OPRC), 1990

Protocol on Preparedness, Response and Co-operation to pollution Incidents by

Hazardous and Noxious Substances, 2000 (HNS Protocol)

International Convention on the Control of Harmful Anti-fouling Systems on Ships, 2001

Liability and compensation

International Convention on Civil Liability for Oil Pollution Damage (CLC), 1969

International Convention on the Establishment of an International Fund for Compensation

for Oil Pollution Damage (FUND), 1971 Convention relating to Civil Liability in the Field of Maritime Carriage of Nuclear Material

(NUCLEAR), 1971

Athens Convention relating to the Carriage of Passengers and their Luggage by Sea

(PAL), 1974

Convention on Limitation of Liability for Maritime Claims (LLMC), 1976

International Convention on Liability and Compensation for Damage in Connection with

the Carriage of Hazardous and Noxious Substances by Sea (HNS), 1996

International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001

Other subjects

Convention on Facilitation of International Maritime Traffic (FAL), 1965

International Convention on Tonnage Measurement of Ships (TONNAGE), 1969

Convention for the Suppression of Unlawful Acts Against the Safety of Maritime

Navigation (SUA), 1988

International Convention on Salvage (SALVAGE), 1989

Conventions in developments

Wreck Removal Convention (1/6/2004)A draft wreck removal convention (WRC) is being

developed by the Legal Committee, but it is anticipated that it will be ready forconsideration by a Diplomatic Conference in the 2004-2005 biennium.

Regulations for ballast water management to prevent the transfer of harmful aquatic

organisms in ballast water (proposed adoption February 2004) (1/6/2002) The Marine

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Environment Protection Committee has developed draft new regulations for ballast watermanagement to prevent the transfer of harmful aquatic organisms in ballast water. It isplanned to hold a diplomatic conference in February 2004 to adopt the new measures.

3) What are latest amendments coming to IMO conventions?Date of

Entry intoForce

Convention Or Code

1 January 2003 December 1998 Amendments to STCWCode

Amendments to the Seafarers' Training, Certification and Watch keeping Code aimed at improving minimum

standards of competence of crews sailing on ships carrying solid bulk cargoes enter into force. The amendments

concern section A-II/1 and A-II/2 under "Cargo handling and stowage at the operational and management levels".

1 January 2003 June 2001 Amendments toSOLAS

Amendments to SOLAS Chapter VII - Carriage of Dangerous Goods - and to the International Code for the Safe

Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships (INFCode) to align them with Amendment 30 to the International Maritime Dangerous Goods (IMDG) Code.

Also amendments to the International Code of Safety for High-Speed Craft (1994 HSC Code) to bring the provisions

for navigational equipment of the 1994 HSC Code in line with the relevant provisions of the 2000 HSC Code (which

enters into force on 1 July 2002 for ships built after that date). In particular the amendments relate to carriage of

voyage data recorders and carriage of automatic identification systems (AIS).

1 May 2003 January 2002 amendments toFacilitationConvention

Amendments to the Convention on Facilitation of International Maritime Traffic, 1965 add new standards and

recommended practices for dealing with stowaways. Another amendment relates to the Dangerous Goods Manifest

(FAL Form 7), which becomes the basic document providing public authorities with the information regardingdangerous goods on board ships.

27 September

2003

Entry into force of MARPOL Annex IV (Sewage)

Annex IV ofMARPOL 73/78 sets out in detail how sewage should be treated or held aboard ship and the circumstances

in which discharge into the sea may be allowed. It requires Parties to the Convention to provide adequate reception

facilities for sewage and contains a model International Sewage Pollution Prevention Certificate to be issued by

national shipping administrations to ships under their jurisdiction.

The Annex will apply to ships engaged in international voyages. On entry into force it will have immediate effect on all

new ships of 400 gross tonnages and above and new ships of less than 400 gross tonnages which are certified to carrymore than 15 persons. It will apply to existing ships of 400 gross tonnages and above and of less than 400 gross

tonnage and above but certified to carry more than 15 persons five years after the date of entry into force.

1 November

2003

October 2000 Amendments to CLC and Fund Conventions

In October 2000, IMO's Legal Committee of IMO adopted amendments to raise by 50 percent the limits of

compensation payable to victims of pollution by oil from oil tankers.

The amendments to the 1992 Protocol of the International Convention on Civil Liability for Oil Pollution Damage ( CLC

Convention) and to the 1992 Protocol of the International Convention on the Establishment of an International Fund

for Compensation for Oil Pollution Damage (IOPC Fund) are expected to enter into force on 1 November 2003.

The CLC Convention makes the ship owner strictly liable for damage suffered as a result of a pollution incident. The

amendments raise the limits payable to 89.77 million Special Drawing Rights (SDR) for a ship over 140,000 grosstonnages, up from 59.7 million SDR in the 1992 Protocol. The IOPC Fund amendments raise the maximum amount of

compensation payable from the Fund for a single incident, including the limit established under the CLC amendments,

to 203 million SDR, up from 135 million SDR. However, if three States contributing to the Fund receive more than 600million tonnes of oil per annum, the maximum amount is raised to 300,740,000 SDR, up from 200 million SDR.

29 November

2003

November 2001 amendments to COLREGS

The amendments include new rules relating to Wing-in Ground (WIG) craft. The following are amended:

General Definitions (Rule 3) - to provide the definition of wing-in-ground (WIG) craft;

Action to avoid collision (Rule 8 (a)) - to make it clear that any action to avoid collision should be taken in

accordance with the relevant rules in the COLREGs and to link Rule 8 with the other steering and sailingrules;

Responsibilities between vessels (Rule 18) - to include a requirement that a WIG craft, when taking off,

landing and in flight near the surface, shall keep clear of all other vessels and avoid impeding their

navigation and also that a WIG craft operating on the water surface shall comply with the Rules as for apower-driven vessel;

Power-driven vessels underway (Rule 23) - to include a requirement that WIG craft shall, in addition to the

lights prescribed in paragraph 23 (a) of the Rule, exhibit a high-intensity all-round flashing red light whentaking off, landing and in-flight near the surface;

Seaplanes (Rule 31) - to include a provision for WIG craft;

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Equipment for sound signals and sound signals in restricted visibility (Rules 33 and 35) - to cater for small

vessels; Positioning and technical details of lights and shapes (Annex I) - amendments with respect to high-speed

craft (relating to the vertical separation of masthead lights); and

Technical details of sound signal appliances (Annex III) - amendments with respect to whistles and bell or gong to

cater for small vessels.

1 January2004

May 2002 Amendments to SOLAS - IMDG code

The amendments to SOLAS VII (Carriage of Dangerous Goods) make the International Maritime Dangerous Goods

Code (IMDG Code) mandatory.

However, the provisions of the following parts of the Code will remain recommendatory: chapter 1.3 (Training);

chapter 2.1 (Explosives, Introductory Notes 1 to 4 only);

chapter 2.3, section 2.3.3 (Determination of flashpoint only);

chapter 3.2 (columns 15 and 17 of the Dangerous Goods List only);

chapter 3.5 (Transport schedule for Class 7 radioactive material only),

chapter 5.4, section 5.4.5 (Multimodal dangerous goods form), insofar as layout of the form is concerned;

chapter 7.3 (Special requirements in the event of an incident and fire precautions involving dangerous goods only).

In practice, this means that from the legal point of view, the whole of the IMDG Code is made mandatory, but

provisions of recommendatory nature are editorially expressed in the Code (e.g. using the word "should" instead of

"shall") to clarify their status.

The mandatory IMDG Code incorporates certain changes relating to specific products, as well as relevant elements of

the amendments to the UN Recommendations on the Transport of Dangerous Goods, Model Regulations adapted by

the UN Committee of Experts on the Transport of Dangerous Goods at its twenty-first session in Geneva from 4 to 13

December 2000.

Also other SOLAS amendments:

Updates to Chapter IV - Radio communications The amendments to this chapter relate to changes following the

full implementation of the Global Maritime Distress and Safety System (GMDSS) on 1 February 1999, which renders

some of the provisions relating to implementation dates in the current chapter IV superfluous.

The amendments also state that a listening watch on VHF Channel 16 for distress and safety purposes should continue

until 2005.

Carriage requirement for IAMSAR Manual The amendment to Chapter V Safety of Navigation, requires ships

to carry an up-to-date copy of Volume III of the International Aeronautical and Maritime Search and Rescue (IAMSAR)Manual.

Amendments to the 1988 Protocol to SOLAS, 1974, relating to updates to the Record of Equipment for the

Passenger Ship Safety Certificate (Form P); Record of Equipment for the Cargo Ship Safety Radio Certificate (Form R);

Record of Equipment for the Cargo Ship Safety Certificate (Form C).

1 July 2004 December 2002 amendments to SOLAS - Measures to enhance maritime security

--------- for this read further down-----------

4) International Convention for the Control and Management of Ships' Ballast Water andSedimentsStudies carried out in several countries have shown that many species of bacteria, plants, andanimals can survive in a viable form in the ballast water and sediment carried in ships, even after

journeys of several months' duration. Subsequent discharge of ballast water or sediment into thewaters of port States may result in the establishment of harmful aquatic organisms andpathogens which may pose threats to indigenous human, animal and plant life, and the marineenvironment. Although other media have been identified as being responsible for transferringorganisms between geographically separated water bodies, ballast water discharge from shipsappears to have been among the most prominent.The potential for ballast water discharge to cause harm has been recognized not only by theInternational Maritime Organization but also by the World Health Organization, which isconcerned about the role of ballast water as a medium for the spreading of epidemic diseasebacteria.Ships' operational proceduresPrecautionary practices

Minimizing uptake of harmful aquatic organisms, pathogens and sediments: Whenloading ballast, every effort should be made to avoid the uptake of potentially harmfulaquatic organisms, pathogens and sediment that may contain such organisms. The

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uptake of ballast water should be minimized or, where practicable, avoided in areas andsituations such as:

- areas identified by the port State in connection with advice relating to 8.2.2above;

- in darkness when bottom-dwelling organisms may rise up in the water column;- in very shallow water; or

- where propellers may stir up sediment. Removing ballast sediment on a timely basis: Where practicable, routine cleaning of the

ballast tank to remove sediments should be carried out in mid-ocean or under controlledarrangements in port or dry dock, in accordance with the provisions of the ship's ballastwater management plan.

Avoiding unnecessary discharge of ballast water: If it is necessary to take on and

discharge ballast water in the same port to facilitate safe cargo operations, care shouldbe taken to avoid unnecessary discharge of ballast water that has been taken up inanother port.

Ballast water management options

Ballast water exchange: Near-coastal (including port and estuarine) organisms released

in mid-ocean, and oceanic organisms released in coastal waters, do not generally

survive. When exchanging ballast at sea, guidance on safety aspects of ballast waterexchange as set out in appendix 2 should be taken into account. Furthermore, thefollowing practices are recommended:

- where practicable, ships should conduct ballast exchange in deep water, in openocean and as far as possible from shore. Where this is not possible,requirements developed within regional agreements may be in operation,particularly in areas within 200 nautical miles from shore. All of the ballast watershould be discharged until suction is lost, and stripping pumps or eductors shouldbe used if possible;

- where the flow-through method is employed in open ocean by pumping ballastwater into the tank or hold and allowing the water to overflow, at least three timesthe tank volume should be pumped through the tank;

- where neither form of open ocean exchange is practicable, ballast exchange maybe accepted by the port State in designated areas;

- other ballast exchange options approved by the port State.

Non-release or minimal release of ballast water: In cases where ballast exchange or

other treatment options are not possible, ballast water may be retained in tanks or holds.Should this not be possible, the ship should only discharge the minimum essentialamount of ballast water in accordance with port States' contingency strategies.

Discharge to reception facilities: If reception facilities for ballast water and/or sediments

are provided by a port State, they should, where appropriate, be utilized.Survey & Certification: A Ballast Water Management certificate will be issued for 5 years period.The survey will be held for checking the certificates & for ballast water record book.

5) Anti foulingThe International Convention on the control of harmful anti-fouling systems on ships was adoptedon 5 October 2001This new IMO convention will prohibit the use of harmful organ tins in anti-fouling paints used onships and will establish a mechanism to prevent the potential future use of other harmfulsubstances in anti-fouling systems. Under the terms of the new Convention, Parties to theConvention are required to prohibit and/or restrict the use of harmful anti-fouling systems onships flying their flag, as well as ships not entitled to fly their flag but which operate under theirauthority and all ships that enter a port, shipyard or offshore terminal of a Party.Ships of above 400 gross tonnage and above engaged in international voyages (excluding fixedor floating platforms, FSUs and FPSOs) will be required to undergo an initial survey before theship 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 are changed or replaced. Cause: Anti-fouling paints are used to coat the bottoms of ships to prevent sea life such as algaeand mollusks attaching themselves to the hull thereby slowing down the ship and increasing

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fuel consumption. The new Convention defines anti-fouling systems as a coating, paint,surface treatment, surface or device that is used on a ship to control or prevent attachment ofunwanted organisms.In the early days of sailing ships, lime and later arsenic were used to coat ships' hulls, until themodern chemicals industry developed effective anti-fouling paints using metallic compounds.These compounds slowly "leach" into the sea water, killing barnacles and other marine life that

have attached to the ship. But the studies have shown that these compounds persist in thewater, killing sea life, harming the environment and possibly entering the food chain. One of themost effective anti-fouling paints, developed in the 1960s, contains the organ tin tributylin (TBT),which produce bio acid & which has been proven to cause deformations in oysters and sexchanges in whelks.Remedy: Annex I attached to the Convention and adopted by the Conference states that by aneffective date of 1 January 2003, all ships shall not apply or re-apply organ tins compoundswhich act as biocides in anti-fouling systems.By 1 January 2008 (effective date), ships either:

(a) shall not bear such compounds on their hulls or external parts or surfaces; or

(b) shall bear a coating that forms a barrier to such compounds leaching from the underlyingnon-compliant anti-fouling systems.

6) ISPS codeISPS Code means International Ship & Port Facilities Security Code. This code is adapted afterafew incidents of hijacking and acts of terrorism especially in the shipping world. On 13th

December 2002 the IMO ratified a set of amendments to the 1974 Convention for Safety of Lifeat Sea (SOLAS) that will bring into force far-reaching maritime security legislation. The adoptedamendments aimed at enhancing maritime security on board ships and at ship/port interfaceareas have allowed for the creation of a new chapter, introducing the International Ship and Port

Facilities Security Code (ISPS Code).The existing Chapter XI of SOLAS was amended andre-identified as Chapter XI/1 and a new chapter XI/2 was adopted on Special Measures toEnhance Maritime Security.Part A of this code will become mandatory and Part B contains guidance on compliance with themandatory requirements.OBJECTIVES:- The objectives of this Code are

i. to establish an international framework involving co-operation between ContractingGovernments, Government Agencies, local administrations and the shipping and Portindustries to detect, assess security threats and take preventive measures againstsecurity incidents affecting ships or port facilities used in international. trade ;

ii. to establish the respective roles and responsibilities of all these parties concerned, atthe national and international level, for ensuring maritime security ;

iii. to ensure the early and efficient collation and exchange of security relatedinformation ;

iv. to provide a methodology for security assessments so as to have in place plans andprocedures to react to changing security levels;

v. to ensure confidence that adequate and proportionate maritime security measuresare in place;

FUNTIONAL REQUIREMENT:- In order to achieve its objectives, this code embodies a numberof functional requirements. These includes but not limited to

i) gathering and assessing information with respect to security threats and exchangingsuch information with appropriate contracting government.

ii) requiring the maintenance of communication protocols for ships and port facilities.iii) preventing unauthorized access to ships, port facilities & their restricted areas.iv) preventing the introduction of unauthorized weapons, inflammable devices or

explosive to ship or port facilities.v) providing means for raising alarm in reaction to security threats or security incidents.

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vi) requiring ship & port facilities security plans based upon security assessments.vii) requiring training, drills, and exercises to ensure familiarity with security plans &

procedures.

7)What are the new amendments made to SOLAS in relation with ISPS code?Amendments are:-

Modifications to Chapter V (Safety of Navigation) contain a new timetable for the fitting ofAutomatic Information Systems (AIS). Ships, other than passenger ships and tankers, of 300gross tonnage and upwards but less than 50,000 gross tonnage, will be required to fit AIS notlater than the first safety equipment survey after 1 July 2004 or by 31 December 2004, whicheveroccurs earlier. Ships fitted with AIS shall maintain AIS in operation at all times except whereinternational agreements, rules or standards provide for the protection of navigationalinformation."

The existing SOLAS Chapter XI (Special measures to enhance maritime safety) has been re-numbered as Chapter XI-1. Regulation XI-1/3 is modified to require ships' identification numbersto be permanently marked in a visible place either on the ship's hull or superstructure. Passenger

ships should carry the marking on a horizontal surface visible from the air. Ships should also bemarked with their ID numbers internally.

And a new regulation XI-1/5 requires ships to be issued with a Continuous Synopsis Record(CSR) which is intended to provide an on-board record of the history of the ship. The CSR shallbe issued by the Administration and shall contain information such as the name of the ship andof the State whose flag the ship is entitled to fly, the date on which the ship was registered withthat State, the ship's identification number, the port at which the ship is registered and the nameof the registered owner(s) and their registered address. Any changes shall be recorded in theCSR so as to provide updated and current information together with the history of the changes.

New Chapter XI-2 (Special measures to enhance maritime security)

A brand-new Chapter XI-2 (Special measures to enhance maritime security) is added after therenumbered Chapter XI-1.

This chapter applies to passenger ships and cargo ships of 500 gross tonnages and upwards,including high speed craft, mobile offshore drilling units and port facilities serving such shipsengaged on international voyages.

Regulation XI-2/3 of the new chapter enshrines the International Ship and Port Facilities SecurityCode (ISPS Code). Part A of this Code will become mandatory and part B contains guidance asto how best to comply with the mandatory requirements.

The regulation requires Administrations to set security levels and ensure the provision of securitylevel information to ships entitled to fly their flag. Prior to entering a port, or whilst in a port, withinthe territory of a Contracting Government, a ship shall comply with the requirements for thesecurity level set by that Contracting Government, if that security level is higher than the securitylevel set by the Administration for that ship.

Regulation XI-2/4 confirms the role of the Master in exercising his professional judgment overdecisions necessary to maintain the security of the ship. It says he shall not be constrained bythe Company, the chatterer or any other person in this respect. Regulation XI-2/4 confirms therole of the Master in exercising his professional judgment over decisions necessary to maintainthe security of the ship. It says he shall not be constrained by the Company, the chatterer or anyother person in this respect.

Regulation XI-2/5 requires all ships to be provided with a ship security alert system, according toa strict timetable that will see most vessels fitted by 2004 and the remainder by 2006. When

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activated the ship security alert system shall initiate and transmit a ship-to-shore security alert toa competent authority designated by the Administration, identifying the ship, its location andindicating that the security of the ship is under threat or it has been compromised. The systemwill not raise any alarm on-board the ship. The ship security alert system shall be capable ofbeing activated from the navigation bridge and in at least one other location.

Regulation XI-2/6 covers requirements for port facilities, providing among other things forContracting Governments to ensure that port facility security assessments are carried out andthat port facility security plans are developed, implemented and reviewed in accordance with theISPS Code.

8) ISMThe ISM code means the International Management code for the safe operation of the ships andfor pollution prevention as adopted by the Assembly as may be amended by the Organization.OBJECTIVE: - The objectives of the code are to ensure the safety at sea, prevention of thehuman injury or loss of life and avoidance of the damage to the environment in particular to themarine environment & to property.

FUCTIONAL REQUIREMENT: - Every company should develop, implement & maintain a safetymanagement system (SMS) which include the following functional requirement.

1. A safety & environment protection policy.2. Instruction & procedures to ensure safe operation of ships and protection of the

environment in compliance with relevant international & flag state legislation.3. Defined levels of authority and lines of communication between & amongst shore &

shipboard personnel.4. Procedures for reporting accidents and non-conformities with the provision of this code.5. Procedures to prepare for and respond to emergency situation.6. Procedures for internal audits and management reviews.

The Document of Compliance (DOC) is valid for a period of five years. The

validity of the DOC is subjected to annual verification within 3 months before or after theanniversary date to confirm effective functioning of the SMS.

The Safety Management Certificate (SMC) is valid for a period of five years. Oneintermediate verification is to be carried out, it should take place between the 2 nd & 3rd

anniversary date of the issue of the SMC.

9) What are the chapters of SOLAS?Chapter I General Provision.Chapter II/1 Construction Structure, subdivision & stability, machinery & electrical

installations.Chapter II/2 - Construction Fire protection, fire detection & fire extinction.Chapter III Life saving appliances & arrangements.

Chapter IV Radio communication.Chapter V Safety of navigation.Chapter VI Carriage of cargoes.Chapter VII Carriage of Dangerous goods.Chapter VIII Nuclear ships.Chapter IX Management for the safe operation of ships.Chapter X Safety measures for high speed craft.Chapter XI/1 Special measures to enhance maritime safety.Chapter XI/2 Special measures to enhance maritime security.Chapter XII Additional safety measures for bulk carriers.

10) What are the special areas in the world as per MARPOL 73/78?

SPECIAL AREASAnnex I of MARPOL 73/78i) The Mediterranean Sea area

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ii) The Baltic Sea areaiii) The Black Sea areaiv) The Red Sea areav) The Persian Gulf areavi) The Gulf of Aden area

vii) The Antarctic area [south of 60 S]viii) The North-west European waters

Annex II of MARPOL 73/78i) The Baltic Sea areaii) The Black Sea area

iii) The Antarctic area [south of 60 S]Annex V of MARPOL 73/78

i) The Mediterranean Sea areaii) The Baltic Sea areaiii) The Black Sea areaiv) The Red Sea areav) The Persian Gulf areavi) The Gulf of Aden area

vii) The Antarctic area [south of 60 S]

viii) The North Sea areaix) The wider Caribbean region (Gulf of Mexico & Carrie bean Sea)

11) How many volumes in new IMDG code? How many classes are there & what are they?There are two volumes with one supplement in new IMDG code. There are 9 classes givenbelow:-Class 1 - ExplosivesClass 2 - Gases

Class 2.1 - Flammable gasesClass 2.2 - Non-flammable gasesClass 2.3 - Poisonous gases

Class 3 - Flammable liquidsClass 3.1 - Low flashpoint groupClass 3.2 - Intermediate flashpoint groupClass 3.3 - High flashpoint group

Class 4 - Flammable solids or substancesClass 4.1 - Flammable solidsClass 4.2 - Substances liable to spontaneous combustionClass 4.3 - Substances which, in contact with water, emit flammable

gases.Class 5 - Oxidizing substances (agents) and organic peroxides

Class 5.1 - Oxidizing substances (agents)Class 5.2 - Organic peroxides

Class 6 - Toxic and infectious substancesClass 6.1 - Toxic substancesClass 6.2 - Infectious substances

Class 7 - Radio active materialsClass 8 - Corrosives SubstancesClass 9 - Miscellaneous dangerous substances and articles.

12) IAMSARIAMSAR means International Aeronautical and Maritime Search And Rescue. The manualcontains 3 volumes. They are:

Volume 1 - Organization & ManagementVolume 2 - Mission Co-ordination

Volume 3 - Mobile FacilitiesAmong them volume 3 is require for a vessel.

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13) What will be you action to rescue the casualties?WHILST PROCEEDING TO A DISTRESS VESSEL TO RESCUE THE SURVIVORS:

Give all possible revolutions; movements will be needed on approach to casualty.

Prepare hospital to receive casualties.

Plot rendezvous position and possible search pattern.

Standby Radio Officer to establish communications.

Pass own position and details with relevant SAR operation update to RCC.

Prepare rescue boat and emergency crew.

Rig a derrick, crane or davit on each side - preferably mid-ships - well clear propellers

and where the freeboard is least. Attach lifting devices (cargo nets, trays, pallets etc.) toease recovery of survivors.

If sea and swell state allow it may be possible to use the accommodation ladder to

embark survivors.

Obtain current and weather situation.

Highlight navigational dangers to own ship.

Maintain own ship at operational standard.

Navigate on manual steering.

Obtain update on target information.

Note activities in the log book.

Maintain internal and external communications.

Brief operation personnel, OOW, boat coxswain.

At the station have aids such as heaving lines, gantlines, rocket lines, scrambling nets,

pilot ladder and, if possible, pilot hoist, lifebuoys, etc.

Rig guest rope/boat from bow to quarter.

Plot positions and prevailing currents and estimate drift.

Post lookouts high, when area is entered.

Provide information to engine room and advise standby and manoeuvring speed.

Radar operational at various ranges; long range scanning and plotting on-going.

Advise owners/agents and reschedule ETA.

Update RCC.

CONDUCTING THE RESCUE: Before carrying out the rescue we must decide whether it isadvisable to await day-light before carrying out the rescue; this will depend upon the state of thewreck and the present and expected weather conditions. Find out the set and drift of the casualtyso, as to know where to lie and how to approach him. Before starting the operation find from thecasualty:How many people are aboard?Is anyone seriously injured?Are there are explosives or dangerous gases?

Is the vessel on f Ire?Can his lifeboats and/or life rafts be used?The lee side is chosen because of wave battering, the rescue boat avoids contact with wreck thewreck since the rate of drift may be several knots and/or if the wreck is rolling damage maydevelop. Consider picking up survivors using a lifebuoy on two heaving lines - one from the shipand one from the boat.RESCUE FROM LIFE RAFTS: Unless we have been stopped in the water sometime we shouldexpect the raft to drift faster than our vessel. We should therefore normally approach the raftdownwind and let him drift onto our vessel- in reasonable weather there should be no difficulty inkeeping him alongside. In rough weather the raft maybe dashed against the ship's side makingthe survivors recovery hazardous. In such a case it may be better to steam to windward andeither gets a line to the raft or use a boat to affect the rescue.CARE OF SURVIVORS: Survivors may be fatigued not having the strength to climb up ladders

or put a line around them. We may need to lift them to the rescue station using pallets, nets, pilothoist etc. Active survivors, after being cleaned up, should be taken to the accommodation and

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quietly questioned about the complements of the vessel before the accident, the number ofcasualties, number of survival craft launched, etc. Distressed and injured people should be takento the accommodation and attended to immediately. Advise R.C.C. of the names of survivors &their physical condition, the state of wreck and whether it is a hazard to navigation.

14) What ate the search patterns used for rescue?

Search patterns are given below:1) Sector Search: Small probable area, ship returns to datum e.g. Man overboard. Initial courseas with - all search patterns ideally in the direction of drift but possibly its reciprocal. All A/C 120 to starboard on 2 legs and upon completion adjust search pattern 30 to starboard and

repeat.

2) Expanding Square Search: Covers a large area relatively in short time.

3) Coordinated creeping line search: 1 ship & 1 aircraft

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4) Parallel Track: This type of search pattern is conducted by 2 or more ships for a large area.

2 Ships 3 Ships

4 Ships 5 Ships15) ILO 147

ILO Convention No. 147- is commonly known as the Minimum Standard Convention.

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- is one of a number of important conventions (the others being IMO Conventions)compliance with which is checked in Port Slate Control inspections of ships underexisting MOUs.

- aims at ensuring observance of a wide range of standards including those laid down inmany other Conventions.

- applies to every sea-going merchant ship, whether publicly or privately owned, engaged

in the transport of cargo or passengers for trade or for any other commercial purpose.- does not apply to sailing or auxiliary sailing vessels, fishing vessels, or to small vessels

and vessels such as oil rigs and drilling platforms when not engaged in navigation.- requires ratifying states to have regulations laying down for ships registered in their

territory:

safety standards, including standards of competency, hours of

work and manning,

appropriate social security measures;

shipboard conditions of employment and living arrangements

where these are not already provided for by collective agreementsor courts;

- requires ratifying States to agree:

to exercise effective control over its ships in respect of the above

matters.

Capt. Jasim

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