What is Oil Discharge Monitoring and Control System (ODMCS) on Ship?

Oil tankers carry different types of oil cargo in their cargo tanks and it often happens that after discharging the oil cargo in some port,

the ship sails without any cargo to some other destination. In order to do so, it has to take ballast from the sea to get better draught

and stability.

For this reason, ballast water is taken into cargo tanks wherein generally oil cargo would have been carried. It is to note that the

ballast water carried in cargo tanks has to be discharged out at sea before the next cargo loading. Therefore, Oil Discharge

monitoring and control system (ODMCS) is used to prevent the pollution of ocean by oil due to the discharge from ballast and bilge

spaces.

As per MARPOL 73/78 Annex I, all the oil tankers of 150 GT and above must have an approved Oil Discharge Monitoring System.

The system must have provision to work in manual operating mode if the auto system is not working.

Main Parts of ODMCS

An ODMCS consists essentially of four systems:

1. An Oil content meter: The oil content meter is used to analyze the content of oil in the water that is to be discharged overboard.

This oil is expressed in parts per million (PPM).

2. A flow meter: The flow rate of the oily water to be discharged is measured at the discharge pipe.

3. A computing unit: A computing unit calculates the oil discharge in litres/nautical miles and the total quantity, along with date and

time identification.

4. An overboard valve control system: The auto control valve is installed at the overboard so that it must close and stop the

discharge when permissible limit has been reached.

Working

The oily mixture is pumped out to the sea through ODMCS by a pump. A sampler probe and a flow meter sensor is connected at the

discharge pipe, before the overboard valve, to sense the oil content and the flow of mixture.

The data provided by the two sensors are fed in a control unit wherein it is analysed and the discharge valve is controlled by the

same.

If the control unit senses a rise in the ppm and flow comparing to the permissible value, it will shut the overboard valve and open the

recirculation valve which is connected to slop tank of the ship.

Regulatory requirements for oil mixture discharge from cargo space

Tanker vessel must be enroute

The vessel should not be in special areas.

The tanker must be 50 nautical miles away from land.

The instantaneous rate of discharge of oil content does not exceed 30 litres per nautical mile.

The total quantity of discharge must not exceed 1/30000 of the total quantity of the residue formed cargo.

The tanker must have operational and approved ODMCS.

As per the regulation, the following inputs must be recorded by the system:

1. Discharge rate of the pump which is discharging the oily water mixture overboard.

2. The location of the ship in latitude and longitude.

3. Date and time of the discharge.

4. The total quantity that has been discharge overboard.

5. Oil content of the discharged mixture in PPM.

All the records of ODMCS must be stored on board ships for not less than 3 years.

You may also like to read-How to Operate an Oily Water Separator (OWS) on Ship?

How to Operate an Oily Water Separator (OWS) on Ship?

An oily water separator clears the bilge water of oily content to bring it inside the acceptable range to discharge it overboard. An oily

water separator is machinery for such importance that it is handled by only the 2nd or chief engineer. (However, the duty engineer

might also be asked to operate under supervision)

Operating an Oily Water Separator

An oily water separator can only be operated when the ship is sailing and en route. According to MARPOL, the oily water separator

can only be operated when the ship is 50 nautical miles away from the shore and is en route. In case of failure to follow any of the

above mentioned rules, the ship will be fined and stopped, and the chief or 2nd engineer can even be imprisoned.

Because of such high risks, operating an oily water separator should be done with utmost precision to minimize the risks of marine

pollution. Though a “How to Operate?” guide is always posted near the oily water separator, there are few points to be kept in mind

and followed to prevent any mistake.

Operating Procedure

The following points are to be followed while operating OWS.

1) OWS overboard manual discharge valve is to be kept locked and keys are to be kept with the chief engineer. Open the lock and

overboard valve. Open all the other valves of the system.

2) Open the desired bilge tank valve from which the oily water mixture is to be discharged from OWS.

3) Open air if the control valves are air operated.

4) Switch on the power supply of the control panel and OCM unit.

5) Fill the separator and filter unit with fresh or sea water to clean up and prime the system till the water comes out from vent of

second stage.

6) Start the OWS supply pump which is a laminar flow pump and one that will supply the oily water mixture to OWS.

7) Observe the OCM for ppm value and keep checking sounding of bilge tank from where OWS is taking suction and of the OWS

sludge tank.

8 ) A skin valve/sample valve is provided just before overboard valve and after the 3-way valve. Keep a check on the sample for any

effluent and clarity.

9) Keep a watch on the ship side at the overboard discharge valve.

10) After the operation, Switch off the power and shut and lock the overboard valve. Keys to be handed over to the chief engineer.

11) Entry to be made by chief engineer in the Oil Record Book (ORB) with signature of operating officer, chief engineer and the

master.

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The Most Important Engine Room Documents a Ship Cannot Sail Without

If you thought that with just an up-to-date engine room and a skilful crew you can set sail on your ship to high seas then you were

wrong. A ship along with its engine room and experienced men requires a set of important documents to sail safely and without any

obstruction from any foreign country.

A vessel can only travel from one foreign port to another with valid certificates and up to date recorded documents. All documents in

the engine room and bridge should be duly filled, checked and sign by operating officer and countersigned by managerial level

officer for smooth and lawful operation of the ship.

In this article we will discuss the importance of entire documentation along with the important documents which comes under engine

department of the ship.

Engine Room Log Book

The Engine room log book is used to record all the parameters of running machineries which includes main propulsion

plant, power generation system, boiler, purifier, refrigeration plant, air conditioning plant etc. with signature of the duty officer.

Any abnormal finding is noted by the duty engineer during his watch.

Any major maintenance for machineries is recorded with date and remarks by the work carrying officer.

Voyage number and “from” and “to” ports is written in the log book.

Running hours of different machineries for every watch is recorded.

Quantity of fuel, diesel and lube oil retained onboard is recorded by the chief engineer.

Quantity of waste water retain onboard is recorded by the chief engineer.

Special operation like bunkering of fuel, diesel and lube oil is noted with starting and finish time.

Special operation including operation of 15 ppm equipment is recorded with operational time.

Remarks and signature of chief engineer for each day is also noted.

Oil record book

It is one of the most important documents onboard with a written record for compliance of annex I of MARPOL.

When operating oily water separator, 15 ppm equipment for discharging treated bilge water overboard, the operation is

recorded with time, position of ship, quantity discharged and retention.

Maintenance operation of MARPOL equipments like OWS, Sewage treatment plant and incinerator to be recorded with the

type of maintenance, date and time.

Bunkering operation to be recorded including date, time, bunkering grade, quantity bunkered, port of bunkering, and retention

of tank used in bunkered operation.

Weekly retention of waste water that includes bilge and sludge system to be recorded.

Any internal bilge or sludge transfer to be recorded with date and time and quantity transferred.

Any maintenance on OWS is recorded and acknowledged by engineering officer carrying out the operation.

It should always be accompanied with IOPP certificates and all the receipts of bunker (BDN) and sludge/bilge disposal

operation.

All the operation and records are acknowledged by officer carrying the job along with chief engineer signature.

At the end of every page, master will sign the oil record book.

Engine Room Tank Sounding Log

It is used to keep a written record of soundings of all the engine room tanks including waste water tank, fuel oil and diesel oil

service settling and bunker tanks.

A responsible engineer officer (fourth engineer) will take and record sounding for all the tanks.

Frequency of sounding  is normally twice a day – once in the morning and second in the evening.

Record of sounding is acknowledged by the engineer officer taking the sounding.

Every day sounding log is counter checked and acknowledged by the chief engineer.

Sewage Management Log

The sewage management log consists of ISPP certificate, operating procedure of sewage plant, and maintenance procedure of

the sewage plant.

Second engineer is responsible for maintaining the sewage management plan log.

Any discharge of sewage overboard at sea is recorded in this log along with date, time, position of ship, and quantity

discharged.

All the records are acknowledged by the engineering officer carrying the operation.

Any maintenance in sewage plant (chlorine tablet dosing etc) is recorded and acknowledged by the engineering officer carrying

out the maintenance.

Sample testing of sewage is also recorded and acknowledge.

Oil to Sea Interface Log

It is used to record working of those systems which has direct interface of oil with sea water.

Chief engineer is responsible to maintain this log.

It normally includes- Stern tube system and Lube oil coolers cooled by sea water system.

Normally the level or quantity of oil in the system is recorded to check for any leaks. All reading is acknowledged by the chief

engineer.

Entry is to be done once in on a daily basis.

Any abnormality is recorded and acknowledged by the chief engineer.

Seal log

Normally most of the shipping companies have a system for sealing all the MARPOL systems which include overboard lines for

OWS, sewage system overboard and lines, bilge system and lines etc. with the help of seals.

All the seals placed onboard have an individual number, which is logged in the seal log.

The date and place where the seal is to be fitted is recorded in the log.

Chief engineer is responsible to maintain and acknowledge all the records in the book.

The date when the seal is removed, the purpose of removal is also logged in the seal log.

Saturday/Monday Routine Log

All the emergency equipments such as LSA, FFA equipments and systems on board ship, which are tried out in weekly,

monthly or yearly basis, depending upon equipment operation and company requirement for satisfactory operation, are

recorded in this log.

It includes emergency generator, emergency fire pump, emergency compressor, life boat engine, emergency stops of pumps

and ventilation fans, fire dampers and other equipment and systems as per company requirement.

All officers onboard are designated with particular equipment for carrying out trial operation and procedure, which are to be

entered in this log.

Every entry is to be acknowledged by the officer carrying out the operation with remarks and brief description of the same.

Chief Engineer Night Order Book

Only Chief engineer is responsible for maintaining this log.

Chief engineer’s instructions are written for night watch officers in this book.

All engineer officers and trainee engineer officers have to read and acknowledge the order written by the chief engineer.

Quote Rule No 2. What is meant by ordinary practice of SeamenPosted on December 14, 2010 

Responsibility

(a) Nothing in these rules shall exonerate any vessel, or the owner, master or crew thereof, from

the consequences of any neglect to comply with these Rules or of the neglect of any precaution

which may be required by the ordinary practice of seamen, or by special circumstances of the

case.

(b) In construing and complying with these Rules due regard shall be had to all dangers to

navigation and to any special circumstances, including the limitations of the vessels involved,

which may make a departure from these Rules necessary to avoid immediate danger.

Examples of Special Circumstances-Good Seamanship:

1. A vessel underway is expected to keep clear of a vessel at anchor

2. When a vessel anchors she must do so without endangering other vessels which maybe

navigating close by.

3. In dense fog a vessel without operational radar may not be justified in being underway at all

but must anchor if practicable

4. When approaching one another at a difficult bend in a tidal river, the one with tide against

her must wait till the other has passed

5. The effects of shallow water must be taken into account

6. If a Government has implemented a new TSS without the approval of MSC, its good

seamanship to comply with Rule 10.

What is a new danger? How will you mark them? What is duplication?Posted on November 11, 2010 

A new danger is a newly discovered hazard to navigation that is not yet indicated on charts or

Sailing Directions and has not been sufficiently published in Notices to Mariners. This situation

arises with newly discovered natural dangers such as rocks or banks but is mainly used to mark

recent wrecks.

The new buoys will be blue and yellow vertical stripes with an alternating blue and yellow

occulting light.

Shape

A pillar of spar buoy, the size dependent upon the situation.

Colour

Between 4 and 8 vertical blue and yellow stripes, these stripes will be of 

equal width. The abbreviation of the colour will be BuY.

Light

An alternating blue and yellow flashing light with a nominal range of 4 nautical miles, the blue

and yellow 1 second flashes are alternated with an interval of 0.5 seconds.

Bu1.0s+0.5s+Y1.0s+0.5s= 3.0s

Topmark

The top mark, if fitted, is to be a standing/upright yellow cross. (This shape is new for the IALA

Buoyage System.)

These buoys will remain on station until:

• The wreck is well known and has been promulgated in nautical publications;

• The wreck has been fully surveyed and exact details such as position and least depth

above the wreck are known;

• A permanent form of marking of the wreck has been carried out.

New danger. Attention is being drawn to the fact that a “new danger” that has not yet been

announced in nautical documents may be indicated with a duplicating mark being identical (in

all details) with the principal mark. The duplicating mark should stay until the news about the

new danger has been adequately announced. The “new danger” mark should be equipped with a

Racon sending out the letter “D” in the Morse Code

Can C/O do the internal audit of E/R and vice versa

Internal audits are carried out within the company preferably by suitably qualified personnel

not from the department or ship being audited.

Auditors should not be directly involved in area, deptt or activity being audited

Master being principal authority on ship, should not audit the vessel, he is in command of

but may do so on his appointment prior taking over the command

Yes, if written in SMS

(I really need to check ISM reg this, I don’t think that person working on board the same ship

can audit, found this answer somewhere so it should suffice for the moment. Pls do remind me if

I have not removed this comment-it means I haven’t checked ISM yet !)

What are the Duties of Chief Officer?

The operation of a ship is a result of the excellent team work of deck and engine department. One cannot run the ship with only

engineers on board or for that matter with only deck officers. While the engine department ensures safe running of the ship’s

machinery, the deck department is an organizational unit in which, deck officers performs navigational and other important duties

directly related to the efficient working of the ship, apart from those involved with the engine room.

One of the most important ranks among deck officers is that of a Chief Officer, the head of deck department of the ship. He is one of

the four management level officers on the ship who report directly to the captain and is second in command after the master of the

ship.

Important duties of a ship’s Chie Officerf Officer includes

1. Chief Officer is responsible for performing vessel navigation watch duties.

2. He is responsible for the entire cargo operation in ports which includes loading, unloading, and cargo planning.

3. He is the in-charge for maintenance of cargo gears and cargo carried on board ship.

4. One of the critical tasks performed by chief officer is the accountability of the stability of the ship.

5. He is responsible for maintenance of ship’s hull and accommodation.

6. All the life saving and fire fighting appliances of the vessel comes under the responsibility of chief officer.

7. His duties includes administration task of scheduling and distributing work to deck crew.

8. He has to build up the co-ordination with other departments and take part in conflict resolution.

9. He is responsible for garbage management for the deck and accommodation part of the ship.

10. He is in charge of the ballast and de-ballasting operation done on board.

11. He has to make sure all the crew members are complying with latest rules of MARPOL, SOLAS and STCW.

12.  ISPS code is another responsibility that the chief officer has to look over.

13.  Trainings in all the above regulations and conventions are to be carried out by chief officer as per company policy.

14.  To look after supply, overtime, cost control records, purchase order, requisition, and other paper work on behalf of shore

management.

15.  He also acts as SSO- ship security officer, responsible for the security of the ship both in port and at sea.

16.  He is the overall safety in charge for the deck crew.

17.  He is responsible for the welfare of the crew on board ship.

One cannot think about operating a ship without considering the position of chief engineer. He is a key position on the ship, one who

assists master and shore management and helps in training crew and juniors.

The PMS - Planned Maintenance System is a paper/software-based system which allows ship owners

or operators to carry out maintenance in intervals according to manufacturers and class/Classification

society requirements. The maintenance, primarily supervised by the on board personnel, is then credited

towards inspections required by periodic surveys. The planning and scheduling of the maintenance, as

well as its documentation, must be made according to a system that is approved by classification

societies like Germanischer Lloyd, Lloyd's Register, Bureau Veritas or Det Norske Veritas, etc. All these

classification societies are members of IACS [1]  (International Association Of Classification Societies Ltd).

Having a planned maintenance system on ships is now mandatory as per ISM (International Safety

Management Code).

Contents

  [hide] 

1   History

2   Planned Maintenance Systems requirements

3   Computerised Planned Maintenance Systems for use in shipping industry

o 3.1   Maintenance

4   Notes and references

5   External links

[edit]History

The first mention of Planned maintenance was in the Christensen whaling fleet in 1915, which, at the

time, was biggest whaling fleet in the world. Although it is not clear who actually invented the system,

credit goes to Christensen and Arnesen Christensen & Co.[2] Early systems were written on paper and

included only a few of the most important items on board. In time the system grew and improved. During

1950 the same company presented the first comprehensive Planned maintenance program for shipping.

The Planned Maintenance system for the U.S. Navy was established by Anthony J Ruffini in 1963.[3] Development of computers give a new boost to Planned Maintenance programs in shipping. In 1984

the first Planned Maintenance software specially designed for ships use was marketed. Named Asset

Management Operating System (AMOS-D) it ran in DOS, but the development of Windows software

gave new boost and today there are a variety of Planned Maintenance programs for shipping use.

[edit]Planned Maintenance Systems requirements

Selective research performed by insurance companies during the 1980s showed a significant decrease of

breakdowns and damage to ships with Planned Maintenance systems. The same research also showed

an increase in reliability and safety on board. In 2001 the IACS (International Association Of Classification

Societies Ltd) published requirements for Planned Maintenance systems on board.[4] Further regulation

was added by ISM (International Safety Management Code), chapter 5, section 10.[5]

Today, there is a minimum requirement that one Planned Maintenance system must contain:

The description and documentation of the Planned Maintenance system are to be in the English

language.

Raports in Planned Maintenance system should be in English, except when not suitable for the crew.

In that case a brief English summary is required.

Planned Maintenance program must include equipment manufacturer requirements.

Inventory content, i.e. items/systems have to be included in the maintenance program.

Maintenance time intervals, i.e. time intervals at which the maintenance jobs are to take place.

Maintenance instructions, i.e. maintenance procedures to be followed.

Maintenance documentation and history, i.e. documents specifying maintenance jobs carried out and

their results.

Reference documentation, i.e. performance results and measurements taken at certain intervals for

trend investigations from delivery stage.

Document flow chart, i.e. chart showing flow and filling of maintenance documents as planning cards,

job cards etc.

Signing instructions, i.e. who signs documents for verification of maintenance work carried out.

For computerised Planned Maintenance systems there are several additional requirements:

Each person working on system must have unique loginID and password.

Computerised system must have adequate backup, either backup copy on board or a regular

exchange of data between ship and office.

Documentation on maintenance of the category "Classification Surveys" carried out on items/systems

covered by the rules is to be signed by the Chief engineer. With computerised systems, access to update

the related maintenance documentation and the maintenance program should only be granted to the

Chief engineer.

For ships trading in specific areas, e.g. ferries, planned maintenance systems using other languages than

English may be accepted. This arrangement is automatically cancelled in case of change of trade.

[edit]Computerised Planned Maintenance Systems for use in shipping industry

The development of computerised PMS was boosted by computer development, especially the

development of Windows.[6] A variety of PMS programs for shipboard use appeared, and gradually they

become more and more sophisticated and complex. Producers recognized shipping needs and most of

the programs today have several (semi)independent modules and the customer (shipping company) can

choose what package they want to use. Programs today do not contain only maintenance, they offer

almost all what is needed on board the ship.

Most common modules in modern PMS system include:

Maintenance (main and essential part of program)

Stock ordering and purchase

Stock control (inventory)

Safety management

Quality management

Crewing and staff

Self assessment

Modules can vary between different programs, but they are all based and built around main module,

Maintenance.

[edit]Maintenance

This module should meet requirements listed in ISM (International Safety Management Code), chapter 5,

section 10. The database should be constructed according to the manufacturer's recommendations, and

good seamanship practice. The database should include all shipboard vital equipment, and all equipment

should have a clearly defined maintenance plan. Performed tasks should be kept in the system as well as

notes from crew members performing the task.

Access to various aspects in the system must be selective and programs must have ability to individually

recognize users (login ID and password). Best example of this practice is Class requirement that

only Chief Engineer have access to jobs linked with Surveys.

Class societies allow special status to ships with well implemented PMS. Survey of various machinery

components is performed usually with regular Class surveyor inspection, and it is based on schedule

given inContinous Machinery Survey. Surveyor comes to ship several times per year and inspects various

machinery components, determining their condition. Inspection is scheduled every five years and the

system is intended to assure good functionality of ship's machinery and therefore safety of the ship. As

PMS is increasing overall safety and reliability of the ship, Class societies allow another form of Survey to

be performed on the ships with well established PMS. Most of CSM inspections (all except steering gear

and pressure vessels) is carried out by Chief Engineer, based on regular PMS jobs, and Class surveyor is

coming on board the ship only once a year to inspect items Chief Engineer is not entitled to and to check

what items were inspected since last Class inspection.

Ships operation- Procedures to use planned maintenance

The purpose of the planned maintenance system is:

• To ensure that all maintenance is carried out with adequate intervals, and in accordance with the schedule in the planned maintenance system.

• To maintain and keep all engines, machinery and technical components in good working order at all times, to avoid stoppages and to maintain charter party speed and consumption requirements.

 • To avoid interruption and oversight of work by covering all of the work.

• To make clear demarcation between onboard and shore maintenance work.

How To Use

• The “Planned Maintenance System” shall be under the supervision of “Onboard Management & Maintenance Committee.”

• The Chief Engineer, Chief Officer or First Engineer shall record the results of maintenance and inspection . 

• The completed Data of “Planned Maintenance System” of both deck department and engine department shall be approved by chief officer and chief engineer respectively then checked by the Master, and submitted to the Technical Superintendent in charge accompanied with the vessel’s comments for improvements every month.

• The Technical Superintendent in charge shall ensure that the “Planned Maintenance System” is working in order and shall respond to the vessel’s comments with relevant instructions.

• The maintenance intervals of each article in the system can be adjusted when necessary; the vessel shall request the Technical Superintendent in charge with the established form. 

Composition of “Planned Maintenance System”

The system is composed of deck department and engine department. The deck department covers cargo related, radio related and catering related equipment. 

Shipboard safety inspection checklist 

Modern shipping industry recognizes safety is the prime concern for all shipboard activities. Summarized below are some basic check items ensuring safe working environment onboard vessel. 

These procedures are only indicative, not exhaustive in nature and one must always be guided by practices of good seamanship . 

Accommodation -Safety checklist 

1. All emergency lights operational, color coded and marked with "E" 

2. Internal and external lighting in accommodation ok

3. Escape routes unobstructed; exits clearly marked

4. Safety signs and placards posted and clearly readable

5. All portable fire extinguishers & stowage locations numbered, in place & inspection dated

6. Life jackets, immersion suits & EEBDs correctly stowed & marked

7. Adequate number of ashtrays provided and correctly placed. (On Tankers-Safety ash trays) 

8. For safety reasons, fire station not locked but only sealed

9. Internal communications equipment tested and operating correctly

10. Muster list signed and properly displayed at appropriate locations

Accommodation - Housekeeping/General checklist 

11. Is the cleanliness of common rooms satisfactory

• Mess rooms & smoking rooms

• Gymnasium

• Laundry

• Ship's Office & Cargo control room

• Changing rooms

• Common toilets and showers

12. Cleanliness of all cabins, alleyways and staircases satisfactory

13. All garbage bins & lids in common spaces, color coded, labeled and made of non-combustible material. In cabins, 2 bins available (1 for plastic)

14. Area free of overloaded, unauthorised or jury-rigged electrical items

15. Galley and food storage areas:

• Cold chambers set at correct temperatures

• Pots, knives, cooking utensils are clean

• Provision chambers are clean

• Any signs of cockroaches or other

• Infestation in the galley or storage areas

• Reefer chamber alarm tested and working

• Food products are within expiry dates

16. Catering personnel comply with the following:

• Any wound, cut or illness reported to master

• Wounds, cuts are appropriately covered

• No smoking in galley/mess rooms (tankers)

• Washing hands with soap prior handling food

17. Quality of fresh water is good

18. Stores are neatly stowed in lockers

19. Approved First Aid supplies are readily available, accessible and clearly marked

20. Hospital is clean, unoccupied and ready for use

21. Garbage properly stowed, segregated & disposed

Machinery spaces -Safety checklist 

22. Escape routes, ladders and emergency exits unobstructed and clearly marked

23. All handrails, guard-rails and safety guards correctly fitted and secured to protect against fall

24. Spare life-jackets marked and in good order, emergency equipment accessible and operational

25. All lights operational, stairways and work areas adequately lit, emergency lighting in E/R checked

26. “No Hot Work” stenciled on all fuel and lub oil tanks in E/R

27. Safety signs and placards posted and clearly readable

28. Switchboard area clear and free of obstructions and rubber mats in position

29. All portable fire extinguishers correctly stowed, accessible and inspection dated

30. All fixed fire-fighting equipment unobstructed and in good condition

31. All personnel wear correct personal protective gear

32. High voltage areas clearly marked

33. Muster lists displayed

34. Protective guards for rotating machinery properly secured in place

35. Steering gear space free from oil, gratings or non-slip surfaces in place around the steering gear

36. Shielding of high pressure fuel pipes in place, steam pipes properly insulated

37. Self-closing device on sounding pipes and glass level gauges functional & not tied in open posn

38. Steam, water or oil leaks anywhere in the machinery space

39. Area free of spilt oil, grease, combustible rubbish, tools and equipment not in use

40. Area free of combustible liquids in open containers

41. Pipe Insulations are oil free

42. Walkways, stairways and ladders clear of obstructions

43. Walkways, stairways and ladders are clean, dry and have non-skid surfaces where appropriate

44. Low clearance limits stripe marked

45. Oil soaked rags and other flammable materials kept in covered non-combustible bins

46. Supplies and materials properly stored

47. Chemicals properly labelled and stored, acids & alkalis segregated, MSDS & PPE available at site

48. Approved First Aid supplies readily available, accessible and clearly marked

49. Bilges free of oil

50. Is the engine room workshop tidy with equipment protected as required & safety instructions posted

Deck area - Safety checklist 

51. Escape routes and embarking areas marked, unobstructed and no slipping and tripping hazards

52. “Danger-Enclosed Space” marked outside all such spaces having access other than via manholes

53. All deck lights operational and in sound enclosures

54. All hand-rails and guard-rails correctly fitted and secure, all ladderways guarded by railings

55. All safety & hazard zone identification signs posted & readable, fire plan wallets updated

56. HRU's for life rafts and EPIRB's correctly fitted (incl. weak link) and within expiry date

57. All lifebuoys correctly stowed, life buoy lights and smoke markers valid & in good condition

58. Lifeboats in good condition

59. All personnel wearing correct personal protective gear

60. Decks and walkways free form oil / grease and is there anti-slip paint at mooring areas

61. Piping systems on deck are properly clamped

62. W/T doors closing properly with packing in good condition

63. All weather tight hatches closing properly with packing in good condition

64. Is the oil pollution clean-up equipment in good condition and are the storage locations clearly marked?

65. Deck cranes, mooring winches & windlasses are free from oil leakages

66. Area free of combustible rubbish and tools and equipment which are not in use

67. Area free of leaking pipes and fittings

68. Supplies and materials are properly stored

69. All cans in paint store are closed, cargo & bunker samples on tankers are stowed in paint store

70. MSDS provided and readily accessible. (Paints, chemicals & Tanker Cargos)

71. Drip trays are in good condition empty and clean with capacity clearly marked

72. All sounding caps in place & properly tightened?

Other areas (Tankers) -Safety & house keeping checklist 

73. Cargo pump rooms are marked with entry requirements

74. Pump room rescue equipment ready for use

75. Pump room- Internal communications equipment tested and operating correctly

76. Pump room-Cargo pump glands visually inspected for leaks and marked

77. Pump room- Area free of leaking pipes and fittings, bilges free of oil & water

78. Pump room lighting in good order

79. Emergency towing arrangements forward and aft ready for use

80. No unsafe camera, cell phones, torch, walky-talkie or other electronic equipment in use on deck

81. Electrical conductivity arrangement at flanges of cargo,COW & electric cable pipes in good order

Name : Rajeev Ravindranathan Type of ships : Chemical Tankers

 Date of Exam : 22.Jan.2010 Examiner : Capt. Fletcher Duration : 0905 - 1000 Result : PASSED Reached early at Fort Matilda around 0815.Got to the MCA building gate at 0845.Went through the formalities and was escorted to MCA office. Mr. Fletcher called me to the exam room at 09:05. He introduced himself and said he would conduct the orals as per MGN 69.He went through my CDC and asked about the type of ships I had been on. He then started the session.  1. You are joining as Master. Explain how to do a tentative swing2. Vsl to undergo ISM audit next port, explain the preparations you would make as a chief officer.3. Explain how the auditor will carry out an ISPS audit?4. Preparations for load line survey. Load Line dimensions.5. Difference between prohibition and detention notice6. Asked about Mandatory expanded Inspection7. Give a description on Marpol Annex-II8. Discharge criteria for category X,Y,Z ,OS9. Give a description about Enhanced survey10. As a chief officer what are the checks you do in relation with Fresh Water tanks11. You join as a master what security certificates will u would like to see he wanted to here along with ISSC … CSR also12. How is Safe Manning certificate issued to a vessel and by whom13. Vsl entering English channel with dangerous goods onboard. What are the reporting procedures?14. Explain the need for a Ballast Management Plan? Why is ballast water exchange carried out? Methods of doing an exchange?15. How is ballast tank sediment controlling carried out?16. What is the difference between an Angle of Loll and a List? Can you have them both at the same time? Which will you treat first and how?17. Berthing vsl stbd side along side with Off shore wind- 15 kts Tide from ahead – 2 kts18. Restricted visibility Target on stbd bow and stbd quarter19. ROR situations Open sea You are on PDV20. Tug and tow crossing from port to stbd ,21. Tug and tow with a diamond each on both vsl crossing from port to stbd22. Tug and tow displaying RAM day signal crossing from port to stbd23. What do you mean by length of the tow?24. Open sea You are on a CBD25. Day signal and fog signal for a CBD26. RAM crossing from port to stbd27. You are NUC. RAM crossing from port to stbd28. Fishing vsl crossing from stbd to port29. Lights – He used large laminated cards and not smarty board30. NUC underway and stopped31. Fishing vsl seen from port side32. Aground vsl > 50m33. Pilot vsl seen from stbd side34. Buoyage35. Vsl heading 180 deg, placed an East cardinal mark and how to pass it? Top mark, light and rhythm36. Buoyed channel, vsl against the direction of buoyage, take the vsl through as explain the characteristics of the buoy when passing each one Safe water markPreferred Channel to stbd(Region A) Stbd hand mark(Region A)Isolated danger mark

Forum Home > Mates orals > Kiran Mulari - Bulk Carrier - Chemical Tanker - Jan 2010

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MCA ORAL EXAMSCHIEF MATE POST HND  Name                :    KiranMurali Type of ships :    Bulk carrier and Chemical Tankers Date of Exam :    21.Jan.2010 Examiner        :   Capt. Fletcher Duration          :  1515 - 1625 Result             :   PASSED Reached far too early at Fort Matildaalong with Bhupinder was giving the orals before me. I sat down at the parknearby the MCA building reading through the notes and trying hard to findwhat  type of clouds. Got to the MCA building gate at 14:50.Went through theformalities, was issued with the visitor pass and was escorted to exam hall. Isat down on the chairs nearby waiting for the examiner to call me. Mr. Fletcher called me to the exam room at 15:10. Heintroduced himself and said he would conduct the orals as per MGN 69.He wentthrough my CDC and asked about the type of ships I had been on. He then startedthe session.  Vsl laid up for last 6 months, you are joining as Master. Explain the checks on magnetic compass.Vsl to undergo ISM audit next port, explain the preparations you would make as a chief officer.Explain how the auditor will carry out an ISPS audit?Preparations for load line survey.Explain about planned maintenance system? System onboard your last vsl.Instructions you as Chief officer would give newly joined 3/O on passage planning as instructed by the Master.Give a description on Marpol Annex-IIDischarge criteria for category X,Y,Z Vsl about to arrive at a port for discharge. Explain the pre discharge preparations and checks.What are the checks to be carried out on cranes ? How often and by whom? Where are the certificates of these inspections kept?Who is a competent person? All about Mandatory Expanded Inspection(MEI)What does Marpol Annex-VI talk about?Latest amendment to Marpol Annex-VIVsl approaching SECA area. What are the onboard preparations?5 yearly load testing of life boat davits and winches (MGN 1803)Vsl entering Dover straits with dangerous goods onboard. What are the reporting procedures?Explain the need for a Ballast Management Plan? Why is ballast water exchange carried out? Methods of doing an exchange?How is ballast tank sediment controlling carried out?What is the difference between an Angle of Loll and a List? Can you have them both at the same time? Which will you treat first and how ? What are the contents of a Cargo securing manual?Berthing vsl stbd side along side with                                                  Off shore wind- 15 kts                                                                                               Tide from ahead – 2 kts

Restricted visibility                                                                                                                   Target on stbd bow and stbd quarter

ROR situations                                                                                   Open sea                                                                                                     You are on PDV Tug and tow crossing from port to stbd ,                          Tug and tow with a diamond each on both vsl crossing  from port to stbdTug and tow displaying RAM day signal crossing from port to stbd                                     

What do you mean by length of the tow?

Open sea                                                                                                   

You are on a CBD   

Day signal and fog signal for a CBD                                                                                     

RAM crossing from port to stbd NUC crossing from stbd to port                                                              

Fishing vsl crossing from stbd to port Lights – He used  large laminated cards and not smarty board

NUC underway and stopped

Aground vsl > 50m

Fishing vsl seen from port side

Pilot vsl seen from stbd side

Tug and tow more than 200m seen from port side.

Buoyage

Vsl heading 180 deg, placed an East cardinal mark and how to pass it? Top mark,light and rhythmBuoyedchannel, vsl against the direction of buoyage, take the vsl through as explainthe characteristics of the buoy when passing each one                                                                                                        Safe water markStbd handmark(Region A)Preferred Channel to stbd(Region A)                                                                           Isolated danger mark

Forum Home > Mates orals > Kumaresh-reefer-container-Jan 2010

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EXPERIENCE: REEFER SHIPS & CONTAINER SHIPSEXAMINER : G.FLETCHERNAME : KUMARESHDATE& TIME : 22Nd Jan 2010 & 1300 ~ 1400DURATION : 1 HourCOURSE : CHIEF MATES UNLIMITED/MASTER LESS THAN 3000 GT ORALSPLACE : GREENOCKRESULT : PASSED________________________________________Reached MCA Office AT 1230,my Orals was scheduled @ 1330.Guards let me in By 1245.Capt.Fletcher asked me if He can take my orals earlier than the scheduled time. Capt. Fletcher called me inside the room exact at 1300.Check All my Documents & then asked me what type of ship & the trading routes.Called me near the Compass & told me that ship is laid for 6 months & what all check would you carry out as a Master of the ship less than 3000 GT. Standard AnswerThen he followed with how do u carry out TENTATIVE swing. Again Standard Answer.Then he asked me take the Seat & then Started off with - As chief officer what all preps will you carry out for ISM AUDIT.Followed by ISPS Audit & then Load line SurveyWho is security officer onboard your ship & when do u exchange DOS?What do u know about CSR? If you are the master and find one certificate missing in CSR what would you do?

Who issues CSR? Is there an M-Notice on this?You are the master & find that the Chief cooks Medical certificate is expired? what will you do?If any new Crew Sign ON in your ships where do u ask them to Sign? Where does master Sign in the ALC?What is Safe Manning Document? Who decides safe Manning for Ships Over 500 GT? what all factors are Taken into consideration before deciding safe ManningWhat Would u Advice your Second Officer regarding passage plan? Limitations of ECDIS?How does MARPOL Annex VI affect u? what are the latest Amendment to MARPOL ANNEX VI?Tell me what do u understand by MEI? When & How do u report to Port State?What is CERS? Whom do u inform?What are the Rest Hours Of Young Person onboard?How do u implement Garbage Management Plan onboard?Berth the ship alongside STBD Side VLCC with no BOW THRUSTER & NO TUGS, HEADING the tide 2 Kts & OFFSHORE wind 15 Kts.How were the Final Moorings in your last ship?What are the advantages/Disadvantages of using Polypropylene rope onboard?Heading Out of the Port and Chief eng calls and says Problem with Engine & you r in the channel Meet with Collision with Fishing vessel. What is your action as Chief Mate onboard.Bosun comes to you & tells you that One container ondeck is Self Heating? what action will u take?Heavy Life Preparations?BUOYAGE:Gave me only one Buoy East Cardinal & asked me which side i will pass if NORTH is facing behind you. Then asked me the Characteristics’ of the Buoy.Then he placed 4 Buoys in a Line and asked me pass the Buoys then Tell him the characteristics of those buoys - Safe water Mark, Stbd Hand Lateral Mark, Port Hand Lateral Mark Indicating Preferred Channel to STBD & Isolated Danger Mark. SITUATIONS:U PDV – TUG & TOW PORT BOW crossing ACTION?U PDV – TUG & TOW RAM PORT BOW crossing ACTION? Diamond FWD & AFT what does it mean & what do u mean by TOW More than 200 Mts.Showed me fishing Vessel and asked me what is day signal for This? Then he said this is vessel engaged in Fishing overtaking Sailing who’s action to keep clear?Is sailing vessel overtaking then?U CBD in TSS and ferry crossing from STBD to PORT who is Give way & ACTION? NO Change is Bearing and Range decreasing then?U CBD in TSS Vessel engaged in Fishing port to STBD Crossing? Your action?Where all can Vessel engaged in Fishing do Fishing?U PDV in TSS Following Lane , Ferry Overtakes & then crosses your Bow? What will you do? RADAR PLOT:HEADING North Target on STBD Bow and STBD QTR? What is your action?What will other vessels action be?What can the vessel in STBD QTR do apart from Going to STBD if no Target on his STBD BOW?LIGHTS: (He wants Only to Identify the DAY signal and FOG Signal no actions)NUC StoppedPilot Vessel Seen Port SideF/V seen on port side UnderwaySailing Vessel seen End ONVessel Aground > 50 MtsF/V with Purse Seine Gear Underway, Stopped Or @ Anchor Then He took my NOE & Said U Have PASSED ,But Make sure when u come for your MASTERS Orals Learn more about ECDIS and SAFE MANNING DOCUMENTS. ALL THE BEST.I would like to THANK ALL THE LECTURERS & MY FLAT MATES who helped me for this Orals Preps.Special Thanks to Mr. Derrick Robbie ,  Mr. Vinil Gupta, Mr.John Mac ( for His Compass Classes).ALL THE BEST FOR YOUR ORALS