Port State Control (PSC) is the control through inspection of foreign ships by a Coastal State
in its ports. This control is exercised for the purpose of verifying that:
1. The condition of the ship and its equipment comply with the requirements of certain
international maritime conventions and
2. the ship is manned and operated in compliance with applicable international laws. The
Flag State has been given the primary responsibility for ensuring that a ship flying their flag
should be equipped, operated, maintained and manned in accordance with international
maritime conventions.
4.
STCW 95 Article X
5.
6.
The following steps briefly describe the conduct of inspection by PSCO and possible
result of inspections. 1.Initial Inspection: - PSCO inspects certificates on board as
required by various Conventions and check if they are in order.
2.Report in Form A:- if the above are in order and PSCOs general impression and
visual observation confirm continued compliance, inspection will end and PSCO will
issue a Report (using Form A) of inspection in which observed deficiencies will be
reported.
3.More detailed inspection: An inspection conducted when there are clear grounds for
believing that the condition of the ship, its equipment, or its crew does not correspond
substantially with the particulars of the certificates.
4.Clear Ground : Evidence that the ship, its equipment, or its crew does not
correspond substantially with the requirements of the relevant conventions or that the
master or crew members are not familiar with essential shipboard procedures relation
to the safety of ships or the prevention of pollution.
Some examples of clear grounds are :
(a) Absence of principal equipment or arrangement as per Conventions
(b)Certificates clearly are invalid
(c ) Logs, manuals and other required documentation not on board, not maintained
or falsely maintained
(d) PSCOs observation that serious hull or structural deficiencies exist
(e) PSCOs observation that serious deficiencies exist in navigational equipment,
safety and pollution
prevention.
(f) Evidence that crew not familiar with essential shipboard functions related to
safety and pollution prevention or are not able to communicate with each other.
5. Detention of Ship:- If the ship presents a safety risk or risk of pollution, the Port State is
empowered to detain the vessel until she is repaired and/or deficiencies rectified. Such
deficiencies are listed in IMO guidelines and are called Detainable deficiencies.
6.Action on Detention:- If the ship is detained, PSCO should state the fact in report of
inspection as per Form A. Master must inform company and Classification Society/Flag State
Authorities. The PSCO is also expected to make a report called a Notification of Detention of
Ship to the Flag State of the ship or Consulate by e-mail, fax etc. to avoid unnecessary
delay. The inspection report and the Notification are expected to state the detainable
deficiencies found.
After the deficiencies are correct, re-inspection by PSCO may take place and another Report
of Inspection (Form A) is issued. If the Ship is released, the form will mention the fact. Upon
release of the ship a Notification of Release of Ship is to be sent by the Port State to the
Flag State/Consulate as necessary.
MASTERS RIGHTS AND DUTIES
1. Master can ask for and the PSCO should provide a document giving the result of
inspection, details of any action taken by the PSCO and list of corrective action to be
initiated. Such report is to be made as per form A. This form merely informs if the ship has
deficiencies or if ship is detained.
2. A document in the form of Form B is to be given to ships master which gives details of
nature of deficiency, action to be taken etc.
3. if ship is detained, copies of forms A and B to be sent to :
.a. Flag State
b. IMO
c. Recognized organization meaning the classification society issuing certificates on behalf of
the Flag State.
24.Stability information
25.Shipboard Oil Pollution Emergency Plan
26.Certificates as to the ships hull strength and machinery installations issued by the
classification society if the ship is classed
27.Survey Report Files(in case of Bulk Carriers and Oil Tankers)
28.Report or previous Port State Control inspections
29.Ro-Ro passenger ships, information on the A/Amax ratio.
4. If the certificates are valid and the PSCOs general impression and visual observations on
board confirm a good standard of maintenance, the PSCO should generally confine the
inspection to reported or observed deficiencies.
5. If the ship does not carry valid certificates, or if the PSCO from general impressions or
observations on board has clear grounds for believing that the ship, its equipment does not
correspond substantially with the particulars of the certificates or that the master or its crew
is not familiar with essential ship board procedure, the PSCO should proceed to more detailed
inspection :a) Structure ; b) Machinery spaces ; c) Conditions of assignment of load lines ; d) Lifesaving appliances ;
e) Fire safety ; f) Regulations for preventing collisions at sea ;
g) Cargo Ship Safety Construction Certificate ;
h) Cargo Ship Safety Radio
Certificates ; i)Muster List ; j) Communication ; k) Fire and abandon ship drill
l)
DC plan and SOPEP ; m) Fire Control Plan ; n) Bridge operation ; o) Cargo operation ; p)
Operation of machinery q) Manuals, instructions ; r) Oil and oily mixtures from machinery
spaces ; s) Loading, unloading and cleaning procedures for cargo spaces of tankers ; t)
Dangerous goods and harmful substances in packaged form ;
u) Garbage Record
Book/Garbage management Plan
C .
11.Record of Oil Discharge Monitoring and Control System for the last Ballast Voyage MARPOL 73/78
12.Bulk Carrier Booklet - SOLAS 1974
D. SHIPS CARRY NOXIOUS LIQUID SUBSTANCES IN BULK : In addition to the certificates
listed in section A and C above, shall carry
13.International Pollution Prevention certificate for the Carriage of Noxious Liquid Substances
in Bulk (NLS Certificate) - MARPOL 73/78
14.Cargo Record Book - MARPOL 73/78
15.Procedures & Arrangements Manual (P&A Manual) - MARPOL 73/78
16.Shipboard Marine Pollution Emergency Plan for Noxious Liquid Substances - MARPOL
73/78
E. CHEMICAL TANKER : In addition to the certificates listed in sec. A and C above,
shall carry
1. Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk - BCH Code
2. International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk - IBC
Code
F. GAS CARRIER : In addition to the certificates listed in section A and C above, shall
carry
1. Certificate of Fitness for the Carriage of Liquid Gases in Bulk - GC Code
2. International Certificate of Fitness for the Carriage of Liquid Gases in Bulk - IGC Code
G. HIGH SPEED CRAFT: In addition to the certificates listed in section A and C above,
shall carry
1. High-Speed Craft Safety Certificate - SOLAS 1974/HSC Code
2. Permit to Operate High-Speed Craft - HSC Code
H. SHIP CARRYING INF (IRRADIATED NUCLEAR FUEL): In addition to the certificates listed
in section A and C above, shall carry
1. International Certificate of Fitness for the Carriage of INF Cargo - SOLAS 1974
I. OTHER MISCELLANEOUS CERTIFICATES
1. SPECIAL PURPOSE SHIPS : Special Purpose Ship Safety Certificate - SOLAS 1974
2. OFFSHORE SUPPORT VESSELS :Certificate of Fitness for Offshore Support Vessels MARPOL 73/78
3. DIVING SYSTEMS: Diving System Safety Certificate - Resolution A.536(13)
4. DYNAMICALLY SUPPORTED CRAFT:Dynamically Supported Craft Construction and
Equipment Certificate - Resolution A.373(X)
5. MOBILE OFFSHORE DRILLING UNITS :Mobile Offshore Drilling Unit Safety Certificate Resolution A.414(XI)
6. NOISE LEVELS Noise Survey Report - Resolution A.468(XII)
Harmonized System of Surveys and Certification. The 1988 Protocol - Harmonized System of
Surveys and Certification.
Adoption: 11 November 1988
Entry into Force: 12 months after being accepted by at least 15 states whose combined
merchant fleets represented at least 50% of world tonnage (but not before 1 February 1992)
Status: The above requirement was met on 2/2/1999 when the Bahamas and Malta deposited
their instruments of accession; hence the HSSC will come into force on 3rd February 2000.
The protocol introduces a new system of surveys and certification which harmonizes with two
other conventions = LOAD LINE and MARPOL. (Also IBC and IGC Codes)
Earlier requirements in the three instruments varied and as a result ships were obliged to go
into dry dock for a survey required by this one convention shortly after being surveyed in
connection with another. By enabling the required surveys to be carried out at the same time
the system reduces costs for ship owners and administrations alike.
MAIN FEATURES:one year standard interval between surveys ?Flexibility for execution of each survey ( 3
months) renewal survey may be completed 3 months prior date of expiry of certificate with
no loss of period of validity. ?5-year validity period for all certificates of cargo ships; 1-year
for passenger ship safety certificate ?3-month extension of certificates to enable a ship to
complete its voyage (one month for ships engaged on short voyages). New certificate will
start from date of expiry of existing certificate before extension.
DAMAGE CONTROL PLANS:
SOLAS Chapter II-1 Part B Regulation 23 &23-1 Damage Control Plan shall be permanently
exhibited, for the guidance of the officer in charge of the ship, plans showing clearly for each
deck and hold the boundaries of the watertight compartments, the openings therein with the
means of closure and position of any controls thereof, and the arrangements for the
correction of any list due to flooding. In addition, booklets containing the aforementioned
information shall be made available to the officers of the ship.
1. PILOT CARD : The pilot card, to be filled in by the master, is intended to provide
information to the pilot on boarding the ship. This information should describe the current
condition of the ship, with regard to its loading, propulsion and maneuvering equipment, and
other relevant equipment. e.g. ships name, C/S, DWT, DISPL, draft, air draft , year of built,
ships particulars (LOA, breadth, bulbous bow, anchor chain) type of engine, maximum
power, maneuvering engine order, steering particulars (type of rudder, maximum angle, hard
over to hard over, rudder angle for neutral effect, thruster)
2.WHEELHOUSE POSTER:- The wheelhouse poster should be permanently displayed in the
wheelhouse. It should contain general particulars and detailed information describing the
maneuvering characteristics of the ship, and be of such a size to ensure ease of use .e.g.
ships name, C/S, GRT, NRT, DWT, DISPL, Block co-efficient, Draught(loaded/ballast), steering
particulars, Anchor chain, Propulsion particulars, thruster effect, Draught increase (loaded),
turning circles at max. Rudder angles, emergency maneuvers (full ahead to full astern),
stopping characteristics (track reach), man overboard rescue maneuver.
3. MANEUVERING BOOKLET: The maneuvering booklet should be available on board and
should contain comprehensive details of the ships maneuvering characteristics and other
relevant data. The maneuvering booklet should include the information shown on the
wheelhouse poster together with other available maneuvering information. e.g. General
description (ships particulars, characteristics of main engine), maneuvering characteristics
in deep water (course change performance, turning circles in deep water, accelerating turn,
yaw checking tests, man overboard and parallel course maneuvers, lateral thruster
capabilities), stopping and speed control characteristics in deep water (stopping ability,
deceleration/acceleration performance), maneuvering characteristics in shallow water
(turning circle in shallow water, squat) maneuvering characteristics in wind (wind forces and
moment, course-keeping limitations, drifting under wind influence) maneuvering
characteristics at low speed & additional information.
D. FIRE PROTECTION
Knowledge of Fire Appliance:- Maintenance and ready availability, fire control plan, fire drills,
fixed fire fighting system, various FFA and its usage.
FIRE FIGHTING APPLIANCES, ITS MAINTENANCE AND ITS USAGE
1.Emergency Fire Pump : Run up and operate for at least 5 minutes. Check remote starts
and pressure at furthest Hydrant point.
2.Fire Hose Boxes : check each hose box and contents fire hose, jet/spray nozzle, hose key
(spanner). 3.Emergency generator : Run up and operate for at least 5 minutes. Check remote
start.
4.Fire Flaps : Test all fire flaps are free to operated and grease dogs and nipples. Check
position of flap to see if OPEN or SHUT. Where necessary, paint handles RED and re- stencil
OPEN and SHUT as required.
5.Alarms E/R, CO2, hospital, cold room, bilge etc.: All alarms to be tested, all CO2 alarm
activating release boxes to be opened and alarms tested in the presence of the Chief
Engineer.
6.Self Contained Breathing Apparatus (SCBA) : A fully charged cylinder (200 Bar)
contains about 1235 liters of air. An average person in normal working conditions consumes
about 35 liters per minute. Therefore the effective duration of the cylinder is about 35
minutes. The warning whistle is set at about 48 50 bar pressure in the cylinder which
makes an effective duration of about 8 minutes. Therefore the effective duration of a fully
charged cylinder is only 35 8 =27 minutes as the air supply for 8 minutes duration (on
blowing of warning whistle) is basically for retreat only. Check apparatus for leaks. Check Air
Hoses for fraying or cutting. Inspect Harness and Buckles to ensure shoulder straps are fully
extended and in good condition.
Face mask check:
i. Face masks rubber for perforations. ii. Inner seal for correct inflation. iii. Ensure head straps
are fully extended. iv. Clean facemask with weak soap. With sets pressurized put on
facemask correctly and breathe normally to check warning whistle unit and mask sealing on
face.
7.Oxygen Analyzers: Test equipment in accordance with manufactures instructions to
ensure instruments are reading correctly.
8.Portable gas detection equipment: Test Detection Equipment with kit provided. Check
all ancillary equipment. Ensure fully operational.
9.Portable Fire Extinguishers : (9 Liters Water, Foam, 4.5 kg DCP & CO2 type) All
extinguishers to be checked externally and made good where required. D C P extinguishers
to be inverted to loosen powder. Nozzles to be tested. Plungers to be tested by turning by
hand. Check distribution of Portable Fire Extinguishers. AFFF need to be recharged every
three/four years as per Makers instructions. Every 2 year inspection to be carried out by the
Service Engineer.
10.Fire Hoses and Nozzles: Fire Hoses: All fire hoses to be visually inspected for signs of
deterioration and , if suspect, pressure tested to 6 kg/cm2. Coupling to be inspected and
lightly greased. Hose washers to be in place. All hoses to be pressure tested. Hose to be
connected to Jet/Spray Nozzle and a pressure of 6 Kg/cm2. Hoses to be inspected for
damage, replaced as necessary. Check couplings for thread damage and correct if
necessary. Coupling to be lightly greased. Inspect washer in female connection or both if
quick coupling type. Grease and/or replace.Nozzles: All nozzles to be checked in position.
Nozzles to be cleaned and a small quantity of grease applied to working parts. Mid-joint to be
tightened if slack. Packing washer to be inspected and tightened if loose. Washer and
coupling to be inspected and the latter lightly greased. All nozzles to be cleaned and a small
quantity of grease applied to the working parts only. Mid-joint to be tightened if slack.
Packing washer to be inspected and tightened if washer loose. Inspect washer at coupling.
Lightly grease and/or replace.
11.Fire Hydrants : Inspect all hydrants for ease of operation and water tightness. Refit
leaking hydrants. All hydrant caps to be in position. Replace missing caps. Inspect and lightly
grease threads on couplings. Paint RED where necessary.
12.Foam Hoses & Boxes : Foam Hoses to be visually inspected for signs of deterioration
and pressure tested to 6 kg/cm2 if suspect. Foam Branch pipe and extending pipe work to be
checked. Inspect and lightly grease threads and couplings. Each box should contain: 1-Foam
Branch pipe, 1-Foam Spray Branch pipe 2- Hoses.
13.Fixed Foam Installation: Operate fixed foam system for a period of at least minute,
making foam through one Monitor and one portable applicator. (a) Stop foam pump and flush
through the entire system operating all monitors in the system and pump room to spray. (b)
Top up foam tank if necessary. (c) Ensure system is set on foam on completion.
14.Fixed CO2 System: Inspect all cylinders, pipe work, wires and pulls in the CO2 room and
Engine Room. Verify CO2 cylinders are securely clamed in position.
15.Emergency Alarm Bells, Siren and switches. 1. Check alarm bells and lights are
operating satisfactorily. 1. Ensure that all alarm switches are operated at least once every
three months.
16.Fire doors/Water Tight Doors : correct operation of fire doors/water tight doors to be
checked. 1. Remote operation 2. Local operation.
17.Emergency lighting: All lighting to be tested to ensure correct functioning of bulbs.
18.Fire Detection Equipment : a) Smoke and Rate of Rise Detectors are to be tested once
every three months in accordance with the manufacturers instructions. B) Siren checked for
operation and repaired/replaced as necessary.
19.Fire Blankets: check blankets are free from grease, oil and paints. Refold so that tag is
clear check holder is secure.
20.Fire Mans Outfits: Fire mans outfits consists of fire proof clothing and breathing
apparatus etc. which give protection from heat/fire and foul ambient conditions to a fire
fighter.
21.Sprinkler system: Paint locker shall be protected by a water spraying or sprinkler
system, designed for 5lm2/ min. Water spraying systems may be connected to the fire main
of the ship.
22.Emergency Escape Breathing Device (EEBD)
23.International Shore Connection.
FIRE CONTROL PLANS: Fire control plan is the detailed drawings which give complete
details of ships total fire fighting equipment viz. portable fire extinguishers, mobile
extinguishers and fixed fire fighting installations and their exact locations in each zone on
board including the refills for the portable extinguishers where stored and location of fire
party lockers and their contents Fire control plan is displayed in the form of big scale drawing
in crew messes, officers saloon, bridge, machinery control room and main alleyways. The
fire control plans also indicates clearly the access and escape routes in different zones of the
ship and the fire fighting equipment/fire hydrants/fire hoses-nozzles etc. available in each
zone and their exact location.The location of fire pumps/fire and bilge pumps/emergency fire
pumps, the complete layout of the fire main system, the various main/bulkhead/isolating
valves and the points/switches from where these pumps can be started in emergency.
The plan also gives to complete layout of different machinery compartments/spaces and
accommodation, dinning and galley areas, main stores, various ventilation and exhaust
blowers fitted and their dampers and the location from where they can be
operated/shutdown in case of emergency/fire.
In case of a major fire, to assist the shore fire fighting organization, a copy of fire control plan
is also kept safely in a steel tube painted red and marked Fire Control Plan in white. The
steel tube is normally welded on bulkheads under cover near the gangway or on the wings of
the Navigation Bridge. The steel tube is closed on one side and the other side has an easily
opening threaded cap. In case of a major fire on board ready help/information may not be
available to the shore fire fighting personnel or ships personnel may have abandoned the
ship. In such cases, the fire control plan kept in the steel tube becomes handy and guide for
the shore personnel in fighting the fire.
Fire control plan drawing is periodically checked and updated and is duly approved by the
competent Shipping Authority (MMD/DGS). Any change in number of portable or mobile fire
extinguishers or change in their locations on board or any modifications/alterations in fire
main system of other fixed fire fighting installations are incorporated in the fire control plan
and approval for the new fire control plan is taken from the approving authority.
E.
RADIO INSTALLLATIONS: Every ship shall be provided with radio installations capable of
complying with the functional requirements prescribed by regulation 4 throughout its
intended voyage and, unless exempted under regulation 3, complying with the requirements
of regulations 7 and, as appropriate for the sea area or area through which I will pass during
its intended voyage, the requirements of either regulation 8,9,10 or 11.
Every radio installation shall:
a. be so located that no harmful interference of mechanical, electrical or other origin affects
its proper use and so as to ensure electromagnetic compatibility and avoidance of harmful
interaction with other equipment and systems;
b. be so located as to ensure the greatest possible degree of safety and operational
availability;
c. be protected against harmful effects of water, extremes of temperature and other adverse
environmental conditions;
d. be provided with reliable, permanently arranged electrical lighting, independent of the
main and emergency sources of electrical power, for the adequate illumination of the radio
controls for operating the radio installation; and
e. be clearly marked with the call sign, the ship station identity and other codes as
applicable for the use of the radio installation. Control of the VHF radiotelephone channels,
required for navigational safety, shall be immediately available on the navigation bridge
convenient the conning position and, where necessary, facilities should be available to
permit radio communications for the wings of the navigation bridge. Portable VHF equipment
may be used to meet the latter provision In passenger ships, a distress panel shall be
installed at the conning position. This panel shall contain either on single button which, when
pressed, initiates a distress alert using all radio communication installations required on
board for that purpose or one button for each individual installation.
RADIO PERSONNEL:1. Every ship shall carry personnel qualified for distress and safety radio communication
purposes to the satisfaction of the Administration. The personnel shall be holders of
certificates specified in the Radio Regulations as appropriate, any one of whom shall be
designated to have primary responsibility for radio communications during incidents.
2. In passenger ships, at least one person qualified in accordance with paragraph 1 shall be
assigned to perform only radio communication duties during incidents. RADIO RECORDS: A
record shall be kept, to the satisfaction of the Administration and as required by the Radio
Regulations, of all incidents connected with the radio communication service which appear to
be of importance to safety of life at sea. DOCUMENTS TO BE CARRIED a. Ships Radio License
b. Radio Operators Certificates
c. GMDSS Radio Log Book
d. ITU list of call signs and numerical identities
e. ITU list of Coast Stations, and the charges applied
f. ITU List of Ships Stations
g. ITU List of Radio determination and Special services
h. ITU Manual for use by the Maritime Mobile and Maritime Mobile-Satellite Services
i.Admiralty List of Radio Signals (A.L.R.S) Volume I VIII
AVOIDANCE OF FALSE DISTRESS ALERTS:
1. Switch off equipment immediately.
2. Switch on equipment and set VHF DSC Ch 16 and MF/HF RT 2182 Khz, MF/HF RT.
consecutively on 4,6,8,12 & 16 Mhz.
3. Make broadcast to All Stations this is vessel name, C/S & MMSI NO. Cancel the false
distress Alert. Example: All stations x 3, this is M.V. Amba/VVWG MMSI No. 419298000 x 3
Posn 20 21 N 089 33 E
Cancel my Distress alert of date xyz.
Time/UTC
Master
F.
LIFE SAVING, SEARCH AND RESCUE Knowledge of Muster list and emergency instructions,
drills, on-board maintenance, Operational readiness, MERSAR manual, Various LSA and its
usage. MUSTER LIST AND EMERGENCY INSTRUCTIONS: SOLAS 74, Chapter III, Regulation 8 &
37. The muster list should specify details of the general alarm signal and also the action to
be taken by the crew and passengers when this alarm is sounded. The muster list shall also
specify how the order to abandon ship will be given.
The muster list should show the duties assigned to the different members of the crew
including:1.Closing of watertight doors, fire doors, valves, scuppers, side scuttles, skylights, portholes
and similar openings in the ship.
2. Equipping of the survival craft and other life saving appliances;
3. preparation and launching of survival craft;
4. General preparations of other life-saving appliances;
5. muster of passengers;
6.Use of communication equipment;
7.manning of fire parties assigned to deal with fires
8.Special duties assigned in respect to the use of fire fighting equipment and installations.
Muster list should specify which officers are assigned to ensure that fire appliances are
maintained in good condition and ready for mmediate use. Muster list should specify
substitutes for key persons who may become disabled, taking into account that different
emergencies may call for different action.
Muster list should be prepared before the vessel proceeds to sea and revised whenever any
changes in crew occur. Muster list and emergency instructions complying with the
requirements of Regulation 37 shall be exhibited in conspicuous places throughout the ship
including the navigation bridge, engine room and crew accommodation spaces.
Clear instruction to be followed in the event of an emergency should be provided for every
person on board. e.g.
In the form of personal card showing their assembly stations, emergency duty and the
lifeboat or life raft to which he is allocated. In ships with significant numbers of non-English
speaking crew the emergency instructions should be provided in the appropriate language of
the required by the ships flag State and in the English language.
DRILLS: SOLAS 1974, Chapter III, Regulation 19-3. Drills shall, as far as practicable, be
conducted as if there were an actual emergency. Each crew member shall participate in at
least one abandon ship drill and one fire drill every month. The drills of the crew shall take
place within 24 h of the ship leaving a port if more than 25% of the crew has not participated
in abandon ship and fire drills on board that particular ship in the previous month. When a
ship enters service for the first time, after modification of a major character or when a new
crew is engaged, these drills shall be held before sailing. The Administration may accept
other arrangements that are at least equivalent for those classes of ships for which are
impracticable.
ABANDON SHIP DRILL: Each abandon ship drill shall include:
1. An abandon ship drill is announced by the general emergency alarm signal (Seven or more
short blast and followed by the one long blast).
2. All crew member and passengers are proceeds to their muster stations and prepare for the
duties describe in muster list;
3.Checking that passengers and crew are suitably dressed;
4. Checking that lifejackets are correctly donned;
5. Lowering of at least one lifeboat after any necessary preparation for launching
6. Starting and operating the life boat engine;
7. operation of davits used for launching life rafts ;
8. A mock search and rescue of passengers trapped in their staterooms
9. Instruction in the use of radio life saving appliances.
Each life boats and Rescue boat shall be launched with its assigned operating crew aboard
and maneuvered in the water at least once every three months during an abandon ship drill.
Emergency lighting for mustering and abandonment shall be tested at each abandon ship
drill.
ON BOARD MAINTENANCE : SOLAS 1974, Chapter III, Regulation 36 Instructions for onboard maintenance of life-saving appliances, shall be easily understood, illustrated wherever
possible, and, as appropriate, shall include the following for each appliance;
1. A checklist for use when carrying out the inspections required by Regulation 20.7
(Inspection of the LSA including lifeboat equipment, shall be carried out monthly to ensure
that they are complete in good order. A report of the inspection shall be entered in the logbook)
2. Maintenance and repair instructions;
3. Schedule of periodic maintenance;
4. Diagram of lubrication points with the recommended lubricants;
5. List of replaceable parts;
6.List of sources of spare parts;
7.Log for records of inspections and maintenance.
OPERATIONAL READINESS : SOLAS 1974, Chapter III, Regulation 20.2 Before the ship
leaves port and at all times during the voyage, all life-saving appliances shall be in working
order and ready for immediate use.
VARIOUS L.S.A AND ITS MAINTENANCE:
1. Lifeboat Winches Boats to be lowered to Embarkation level, weather permitting, to ensure
free running
2. Life/Rescue boat Lifeboat Engines to be run up and gear and throttle Engine operated
weekly. Fuel tanks to be checked.
3. Signaling Lamp is operating correctly , the independent source of power from the ships
main is operating correctly and Battery is fully charged.
4. Lifeboat Davits --- a. Check condition of davits and ensure that the slides are greased.
b. Davits to be oiled and greased
c. davit limit switches to be checked and repaired if not functioning correctly.
5. Emergency lighting All lighting to be tested to ensure correct functioning of bulbs.
6. Life Jackets To check : a. Condition of Life Jacket, Whistle secured to Life Jacket by
Lanyard and operating correctly .
b. Life Jacket correctly marked.(ships name & POR)
c. Retro Reflective Tape in good condition.
d. Light secured and battery exp. Date checked.
e. Stowage boxes in good condition and labeled Life jackets.
Renew/Repair as necessary.
7. Navigational Shapes Muster, Condition to be checked and shapes painted as necessary.
8. Navigational Lights --- a. Check all Navigation Lights are operating correctly and sound
signals and that the wiring on the fitted lights is in good condition
b. Check spare bulbs and slides.
c. Check Fog Gong and Striker.
d. Check Bell and Striker.
e. Check Fog Horn and the condition of spare vibrating reed.
9. Life rafts are required to be landed annually for servicing. Details of life rafts are to be
entered below:
= Serial Number
= Date of Manufacture
= Manufacture By
= Capacity
= Date of last service
= Date of next service due
10. Lifebuoys --- a. Inspect Lifebuoys and attachments to ensure correct position and
attachment.
b. Lifebuoys to be painted as required.
c. Buoyant Lifeline to be renewed as required 30 mts long.
d. Man overboard signals should last for three (3) years from the date of manufacture.
e. Man overboard S.I. lights should last for a minimum five (5) years from the date of
manufacture.
Ensure pins are free to move. Open top cover and inspect light. All plugs should be intact and
the plastic case containing the battery should not show any signs of distortion.
11. Life/Rescue boat --- a. Examine boats hulls for damage
b. Life boat is correctly marked as; Ships Name; Port of Registry; Dimensions; Capacity.
12. Life boat --- a. Remove and check all gears are in good condition Equipment and working
satisfactorily.
Oars (painted orange colour) 04 ,Crutches 06 ,Boat hooks 02 ,Boat Plugs 02 ,Buckets-2
,gallons02, Bailer (8dia) 01, Hatchets 01, Compass in binnacle w/light 01, Sea anchor w/lines
01, Parachute Signals 04, Hand Flare 06 ,Buoyant Smoke Flares 02, First Aid outfit in W/T
case 01,Electric torch, Spare batteries And bulbs 01, Daylight signaling mirror 01 Jack knife
01 ,Buoyant Heaving Lines (30 m),With Rescue quoits 02, 25 Manual pump 01 Whistle 01
Fishing tackle with 6 hooks 01 Lifeboat boarding ladder 01 Life saving signaling table 01
Portable Fire Ext. 01 Survival Manual 01 Radar Reflector 01 Engine Tools 01 set T PA 10%
Capacity Immersion Suit 03 13. Emergency Steering Check/try out Emergency Steering Gear
before departure Gear and entering harbour. 14. Immersion Suits 15. Thermal Protective Aids
16. Anti-exposure suits 17. Rocket parachute flares 18. Hand Flares 19. Buoyant smoke
signals 20. Rescue boats 21. Marine evacuation systems 22. Line throwing appliances
IAMSAR/MERSAR MANUAL:
( a ) DISTRESS MESSEGES:
OBLIGATIONS AND PROCEDURES: SOLAS 1974, Chapter V, Safety of Navigation,
Regulation 33. 1. The master of a ship at sea which is in a position to be able to provide
assistance, on receiving a signal from any source that persons are in distress at sea, is bound
to proceed with all speed to their assistance, if possible informing them or the search and
rescue service that the ship is doing so. If the ship receiving the distress alert is unable or, in
the special circumstance of the case considers it unreasonable or unnecessary to proceed to
their assistance, the master must enter in the log-book the reason for failing to proceed to
the assistance of the persons in distress, taking into account the recommendation of the
Organization to inform the appropriate search and rescue service accordingly.
2. The master of a ship in distress or the SAR service concerned, after consultation, so far as
may be possible, with the masters of ships which answer the distress alert, has the right to
requisition one or more of those ships as the master of the ship in distress or the SAR service
considers best able to render assistance, and it shall be the duty of the master or masters of
the ship or ships requisitioned to comply with the requisition by continuing to proceed with
all speed to the assistance of persons in distress.
3. Masters of ships shall be released from the obligation imposed by paragraph 1 on learning
that their ships have not been requisitioned and that one or more other ships have been
requisitioned and are complying with the requisition. This decision shall, if possible, be
communicated to the other requisitioned ships and to the SAR service.
4. The master of a ship shall be released from the obligation imposed by paragraph 1 and, if
his ship has been requisitioned, from the obligation imposed by paragraph 2 on being
informed by the persons in distress or by the SAR service or by the master of another ship
which has reached such persons that assistance is no longer necessary.
(b ) SHIPS MANNING:
1. Contracting Governments undertake, each for its national ships, to maintain, or, if is
necessary, to adopt, measures for the purpose of ensuring that, from the point of safety of
life at sea, all ships shall be sufficiently and efficiently manned.
2.Every ship to which chapter 1 applies shall be provided with an appropriate minimum safe
manning document or equivalent issued by the Administration as evidence of the minimum
safe, manning considered necessary to comply with the provision of paragraph 1.
3. On all ships, to ensure effective crew performance in safety matters, a working language
shall be established and recorded in the ships log book. The company, as defined in
regulation IX/1, or the master, as appropriate, shall determine the appropriate working
language, give orders and instructions and to report back in that language. If the working
language is not an official language of the State whose flag the ship is entitled to fly, all plans
and lists required to be posted shall include a translation into the working language.
4. On ships to which chapter I applies, English shall be used on the bridge as the working
language for bridge-to-bridge and bridge-to-shore safety communications as well as for
communications on board between the pilot and bridge watch keeping personnel, unless
those directly involved in the communication speak a common language other than English.
(d ) SHIPS REPORTING SYSTEMS: SOLAS 1974, Chapter V, Safety of Navigation
Regulation 11.
1. Ships reporting systems contribute to safety of life at sea, safety and efficiency of
navigation and/or protection of the marine environment. A ship reporting system, when
adopted and implemented in accordance with the guidelines and criteria developed by the
organization pursuant to this regulation, shall be used by all ships or certain categories of
ships or ships carrying certain cargoes in accordance with the provisions of each system so
adopted.
2. Ships reporting systems and reporting requirements are used to provide, gather or
exchange information through radio reports. The information is used to provide data for
many purposes including search and rescue, vessel traffic services, weather forecasting and
prevention of marine pollution.
3.PROCEDURES : Reports should be sent as follows:
1.Sailing Plan (SP) Before or as near as possible to the time of departure from a port
within system or when entering the area covered by a system.
2.Position Report (PR ) when necessary to ensure effective operation of the system.
3.Deviation Report (DR) When the ships position varies significantly from the position
that would have been predicted from previous reports, when changing the reported route, or
as decided by the master.
4.Final Report (FR) On arrival at destination and when leaving the area covered by a
system.
5.Dangerous goods report (DG) When an incident takes place involving the loss or likely
loss overboard of packaged dangerous goods, including those in freight containers, portable
tanks, road and rail vehicles and shipborne barges, into sea.
6.Harmful substances report (HS) When incident takes place involving the discharge or
probable discharge of oil (Annex 1 of MARPOL 73/78) or noxious liquid substances (Annex II
of MARPOL 73/78).
7.Marine pollutants report (MP ) in the case or likely loss overboard of harmful
substances in packaged form including those in freight containers, portable tanks, road and
rail vehicle and shipborne barges, identified in the International Maritime Dangerous Goods
Code as marine pollutants (Annex III MARPOL 73/78).
8.Any other report Any other report should made in accordance with the system
procedures. Details of types of ships and areas of applicability of times and geographical
positions for submitting reports, of shore establishments responsible for operation of the
system and of the services provided should be clearly specified.
When the two ships are abeam, a high pressure zone exists between their bows and a low
pressure zone at their mid ships and stern. This is a powerful force and a helm towards the
other ship must be given to counteract this force.
As overtaking vessel passes vessel being overtaken, the vessel being overtaken bow may be
influenced by overtaking vessels negative suction at the same time vessel being overtaken
stern could be sucked towards the bank due to the bank effect.
AXIAL THURST: is the force which cause a ship to move ahead or astern through the water.
The axial thrust is most efficient when the propeller is moving the ship ahead because the
lines of a ship are designed for that purpose. It is less efficient when the propeller is going
astern (60 % or equivalent to half ahead) because the throwing up of water against the
ships stern prevents the setting up of a smooth flow of water through the propeller.
TRANSVERSE THRUST: is the sideways thrust of the propeller blades as they rotate. Right
handed propellers the resultant thrust tends to cant a vessels stern to starboard and her
head to port when the engines are put ahead. When right handed propeller is put astern the
result is a pronounced kick of the stern to port, so that the head cants to starboard. Left
handed propellers the resultant thrust tends to cant a vessels stern to port and her head to
starboard when the engines are put ahead. When left handed propeller is put astern the
result is a pronounced kick of the stern to starboard, so that the head cants to port.
TURNING CIRCLE: When it is required to a/c precisely, it should be remembered that a
rudder acts on the stern of a vessel. The rudder should be put over as the bow comes up to
the point of turn to make allowance for this and for the ADVANCE which will be made
before the start of the turn proper.
When vessel rudder is put hard over with engine full ahead , the lines indicate the path of the
vessels pivoting point, the slightly smaller turning circle to port being due to the effect of the
transverse thrust. When the rudder is first put over the vessel begins to swing about its
pivoting point which is usually a little forward of a amidships, the pivoting point however
continues to trace a straight path for about a ships length, this distance being known as the
ADVANCE. As the vessel swings she loses speed over through the engines are kept at full
ahead and after 180 degree of turn, speed will have been reduced to about 75 % of full
speed and thereafter it will remain constant. The diameter of the turning circle also remain
constant after this point and in a typical 10,000 t ship it might measure three ship length.
WILLIAMSON TURN: Has been developed to achieve a similar object i.e. to return to a certain
starting position more quickly. If a man is lost overboard the wheel should again be put hard
over towards the man and held hard over, when ship is heading about 70 degree form her
original course, the wheel is put hard over in the opposite direction until the ship is on a
course reciprocal to the first course. Steadying upon this course should bring the vessel back
to the man in the water. This manoeuvre depends for its success on the angle at which the
helm is reversed and is not recommended for Merchant ships since the angle should be
varied not only from ship to ship but also with difference conditions of loading and trim. It is
useful as an approx methods if the position of the man can be marked by lifebuoys with light
at night.
THE EFFECT OF WIND: When a vessel is going ahead her pivoting point is a little forward a
mid ships and the effect of a beam wind depends upon the area presented to the wind
forward and abaft this point. In most cargo ships the bow tends to fall off the wind, but in
vessels such as tankers with much superstructures aft the bow tends to fly up into the wind.
The effect is generally slight and very little rudder is necessary to counteract it. When vessel
is affected by a beam wind she makes a certain amount of LEEWAY.
LEEWAY: Leeway may be defined as the angle between the ships head and the course she
makes through the water and it may be estimated when a ship steering a steady course by
noting the angle between the wake and her fore and aft line. When maneuvering it is
important to relies that the leeway angle increases as a ships speed decrease.
THE EFFECT OF CURRENT OR TIDE: is to set a ship bodily. It is particularly important when
setting across a ships course as it frequently does when approaching the entrance to a
harbour or channel. It is best allowed for if a leading line can be chose from fixed objects in
transit ashore and the ship steered to keep them in line. Falling this an estimate must be
made of the strength of the current and the course set to counteract it. Moored objects such
as buoys, vessel at anchor etc. give a good indication of current strength and direction.
When a vessel in a tideway is made fast to the ground by a line or anchor, the ship cant
move bodily with the tide and the rudder may be used to deflect the flow past the ship and
thus to give the ship a sheer. The pressure of the tide on the ship may also create a couple
with the tension on the mooring line thus tending to swing the ship round. These effects are
made use of latter in various berthing and un- berthing manoeuvres.
LOCAL EFFECTS: in narrow channels a vessel underway tends to find the centre of the
channel. A vessel approaching one bank of the channel tends to be pushed away by the build
up of water on that side. For this reason a vessel needs very little helm to negotiate a bend
in the channel and may in fact require opposite helm to prevent too violent a swing
developing.
A gravitational attraction is experienced between ships and land masses, but this isseldom
important enough to be taken into consideration.
(h ) ALL MANOEUVRES
SINGLE RIGHT HANDED PROPELLER VESSEL BERTHING PORT SIDE TO (No wind or tide):
1. slow ahead
2. stop half astern (when the engine is put astern to check the vessels way, the effect of
transverse thrust is to swing the stern in towards the berth.
3. stop.
BERTHING STARBOARD SIDE TO (No wind or tide):
1. Slow ahead, wheel to port;
2.stop wheel mid ships half astern - (when the engines are put astern to check the
vessels way is to swing the stern away from the berth. Using port wheel to swing the stern in
towards the berth. Judgment is necessary to ensure that the effect of transverse thrust when
the engines are put astern)
3. stop
BERTHING WITH TIDE AHEAD: When a tide running, the approach to a berth should always
be made stemming the tide.
1.Slow ahead - the vessel should be taken to a position about half a ship length off the berth
and about half a ship length ahead of the berth.
2.Stop engines. Let go offshore anchor - cable should be payout until the vessel has dropped
back abreast of the berth (about 2 shackles). and the rudder should then be put over towards
the berth to sheer her alongside.
3.Pay out cable - rudder to port - sheers vessel towards berth - and the rudder should then
be put over towards the berth to sheer her alongside.
BERTHING WITH WIND OFFSHORE: To prevent excessive leeway, the approach should be
made at a large angle to the berth.
A messenger line should be passed outside everything from aft forward, on the shoreward
side of the ship (slow ahead).
When the bow is in position, a headline and a back spring should be sent ashore and also the
end of the messenger (stop if necessary, give touch astern) By means of the messenger, two
stern lines can be sent away and these may be used to (heave the vessels stern alongside).
BERTHING WITH WIND ONSHORE.: To prevent excessive leeway, approach is again made at a
large angle to the berth. To control the bows and prevent them from being set down too
heavily onto the berth, the offshore anchor is dropped under foot and dragged into the berth.
Sufficient cable should be pay out 1.5 shackle) to exert a drag which will enable the engines
to be kept going slow ahead although the ship makes very little way over the ground.
The stream of water from the propeller enables the stern to be kept up into the wind by
using the rudder (slow ahead, let go offshore anchor onto bottom).
Fenders should be rigged forward and the engines stopped in time to bring the bow gently up
against the berth (drag anchor into berth. Stop engines. Send away back spring) Once the
engines are stopped the wind starts to take the stern down onto the berth. A back spring
should be sent away from the forward as soon as possible and when fast the engines should
be put to slow ahead. By using the rudder and keeping the engines going at constant speed,
the rate at which the stern drops alongside may be controlled (slow ahead.)Use rudder to
control rate at which stern drops).
Once all is fast alongside, it is generally preferable to have the anchor home.
(i ) PIRACY AND ARMED ROBBERY AGAINT SHIPS:
The Maritime Safety Committee, circular 623 revision 1 dated 16 June 1999. (Guidance to
ship owners and ship operators, shipmasters and crews on preventing and suppressing acts
of piracy and armed robbery against ships).
This circular aims at bringing to the attention of ship-owners, masters and crews the
precautions to be taken to reduce the risks of piracy on the high seas and armed robbery
against ships at anchor off ports or when underway through a coastal States territorial
waters. It outlines steps that should be taken to reduce the risk of such attacks, possible
reasons to them and the vital need to report attacks, both successful and unsuccessful to the
authorities of the relevant coastal State and to the ships own maritime Administration. Such
reports are to be made as soon as possible, to enable necessary action to be taken.
The pirates/robbers objective: In addition to hijacking of ships, and the theft of cargo, the
main targets of the South East Asian attackers appear to be cash in the ships safe, crew
possessions and any other portable ships equipment even including coils of rope. In South
America some piracy and armed robbery attacks are drug related. When there has been
evidence of tampering with containers, it has been suggested that the raiders may initially
have gained access when the ship was berthed in port and then gone over the side, with
what they could carry. Thorough checking of ships compartments and securing before
leaving ports is therefore recommended.
Reducing the temptation for piracy and armed robbery by the following:
1. Watch over the ship and the cargo
EMERGENCY ANCHORING:
It is necessary that anchor should be ready for letting go when:1. nearing harbour
2. in shallow water
3. visibility is poor
4.ships position is uncertain.
In an emergency anchor can let go directly from the hawse pipe with out first walking it out.
SINGLE ANCHOR: An anchor should be let go when a vessel has either sternway of
headway over the ground. If the vessel not moving, the cable tends to pile up on the bottom
and may foul the anchor. If there is no wind or tide, the anchor may be let go and cable paid
out when going either slow ahead or slow astern. If the tide is running either stem the tide,
stop engines, and let go anchor while making sternway over the ground, or else lay out the
cable across the tide while making headway.The brake is used to check the cable as the
scope paid out approaches that with which it is finally desired to bring up. The vessel will not
then fall back too heavily on the cable when the brake is screwed right up.When the vessel is
lying quietly with a steady strain on the cable she is said to be brought up.
TWO ANCHORS : may be used when anchoring in an open roadstead. It is generally best to
let go the weather anchor first, and in the northern hemisphere it is preferable to bring up
with more cable on the port anchor than the starboard anchor. The spread between the cable
should be sufficient to prevent the vessel yawing, but it should not generally be more than
60 otherwise the anchors tend to pull against each other and the benefit of the extra
holding power is loss.
MOORING: consists of securing a vessel by means of two anchors laid out in opposite
direction. This has the advantage that the space occupied by the vessel when swinging in a
tideway is much less than that taken up by a vessel at single anchor.
STANDING OR DROPPING MOOR:
1. The tide must always be stemmed when mooring and for a standing moor the vessel
should steam up about a ships length ahead of the position in which it is desired to finally
bring up.
2. The engines should than stopped and as the vessel starts to make sternway over the
ground the lee anchor should be let go.
3. A scope of cable should be paid out, equal to the sum of that required on the two anchors
together and then this side of the windlass should be put into gear. Heave away on the lee
cable.
4. Let go the weather anchor as the vessel starts to move ahead. Continue to heave away on
the lee cable and to pay out on the weather cable until the vessel is middle between the two.
5. When mooring, about three or four shackles of cable are used on each anchor.
6. If moor close to bank the offshore anchor should be let go first. The vessel swinging away
from the bank at each turn will keep an open hawse.
RUNNING MOOR:
1. Stem the tide with engines slow ahead and let go the weather anchor about a ship length
before arriving at the position in which it is desired to finally bring up.
2. Continue slow ahead past this position until a scope of cable has been paid out equal to
the sum of that required on the two anchors together.
3. Stop main engines and put the windlass into gear for picking up the weather cable. As the
vessel starts to make astern way over the ground.
4. Let go the lee anchor. Pay out on the lee anchor cable and pick up on the weather anchor
cable until the ship is middle between the two.
5. The running moor has the advantage that it is quicker to execute than the standing moor
and that since the first scope of cable is laid out with the vessel under power, more positive
control is obtained in positioning the anchors.
6. The final position aimed at is the same in each case.
FOUL HAWSE :
If the vessel swings in the opposite direction at slack water, a cross develops in the cables. If
she swings again in the same direction, this becomes an elbow. And if a third time it
becomes a round turn.
CLEARING A FOUL HAWSE: by two means. 1. Tug made fast at astern 2.Cable must be
disconnected, and cleared on forecastle deck or in dump barge.
SLEEPING CABLE: means slack cable or foul cable which is to be disconnected.
BEACHING: When a vessel is grounded intentionally she is said to be beached. If she is
grounded accidentally she is stranded. Beaching is carried out for two reasons.
1. To prevent loss of the vessel when damaged below the water line.
2. When it is intention to refloat after watertight integrity is restored.
PRECAUTIONS WHEN BEACHING:
1. Operation should be carried out in daylight.
2. Gentle slopping beach.
3. Free of rock
4. preferably, sheltered with little or no current.
5. No surf action.
BEACHING PROCEDURE:
1. Take on full ballast before beaching (as this will make the operation of re-floating easier)
2. Approach bow first (unless damage is aft, then stern first) at about 90.
3. Consider little go the weather anchor first (this would tend to prevent the vessel slewing
parallel to the beach).
4. Should the vessel have sustained damage aft there a stem first approach would be
desirable. In that case it should be made in the form of a Mediterranean moor, letting go
both anchors which may be used to heave the vessel off when the time comes.
5. Anti slew wires should be used in conjunction with the anchor.
6. On taking the ground take on more ballast prevent pounding by driving the vessel on.
7.Make a complete sound round all tanks together with a complete sound round the vessels
hull to find out depth of water.
COLLISION:
1. take the con
2. stop/manoeuver the ship so as to minimize the effect of collision.
MASTER ACTION/DUTIES:
1.To evaluate extent of impact & manoeuver vessel in order to minimize the effect of
Collision.
2.Remember it is NOT advisable to go astern & pull out the vessel, especially when there is
damage below Water Line.
3.Establish Contact with the Master of other vessel, obtained Satcom ID & send message to
them relating to liability, immediately.
4. Broadcast URGENCY or DISTRESS ALERT message.
5. Evaluate the requirement/possibility of Rigging a Collision Mat, if any ingress of water.
6.Stand by for render assistance provides own vessel and crew are safe.
7.Exchange information between both the vessel, name of vessel, c/s, IMO No. port of
registry, last Port of Call, Next Port of Call.
8. Entry into the Official Log Book.
9. Inform M A I B.
GROUNDING OR STRANDING:
1. Stop engines immediately
2. Sound general alarm.
3. Call Master ,inform Engine Room.
4. Close water tight door
5. Check depth/sounding. Using echo sounder, draft considers.
6. Maintain VHF watch on Ch 16, if appropriate on Ch 13.
7. Exhibit lights/shapes and make any appropriate sound signal in case restricted
visibility.
8. Switch on deck lights at night.
9. Check hull for damage.
10. Sound bilges and tanks (DB, FW & F.O/D.O)
amount of lost of buoyancy. The tidal range may provide this required buoyancy at high
water or even before.
DISCHARGED: Water tanks may be discharged in order to provide the required buoyancy.
NATURE OF BOTTOM: ideally, a survey should be made of the surrounding sea-bed, noting
depths and material. The sea-bed formation in some localities changes with every tide
making initial surveys unreliable. Some beaches are subject to strong cross-currents and
scouring by surf. A survey will indicate the best possible direction for re-floating.
LEGAL SITUATION: The owners and Llyods Agent should be informed as soon as possible.
The underwriters will then be notified. At the next port of all protest should be noted, and a
survey of the hull and machinery carried out. A certificate of Seaworthiness should be
obtained before proceeding.
SAFE NAVIGATION AND AVOIDANCE OF DANGEROUS SITUATIONS: SOLAS 1974, CH.
V, Safety of Navigation, Regulation 34.
1. Prior proceeding to sea, the master shall ensure that the intended voyage has been
planned using the appropriate nautical charts and nautical publications for the area
concerned, taking into account the guidelines and recommendations developed by the
organization.
2. The voyage plan shall be identify a route which:
a. Takes into account any relevant ships routeing systems;
b Ensures sufficient sea room for the safe passage of the ship throughout the voyage;
c. Anticipates all known navigational hazards and adverse weather conditions;
d. Takes into account the marine environmental protection measures that apply, and avoids,
as far as possible, actions and activities which could cause damage to the environment.
3. The owner, the charterer, or the company, as defined in regulation IX/1, operating the ship
or any other person shall not prevent or restrict the master of the ship from taking or
executing any decision which, in the masters professional judgement, is necessary for safe
navigation and protection of the marine environment.
H.
Whenever coal is shipped from any place, the history of previous shipments must be known,
so as to be aware of the hazards of that particular type of coal. Spontaneous Heating: Coal is
very liable to spontaneous heating. Freshly mixed coal absorbs oxygen, forming peroxides
which break up into CO & CO2. Oxidation depends on the surface area available for
absorption of O2. Emission of Methane: Coal emits methane or marsh gas (CH4) particularly
immediately after loading and when newly worked or freshly broken. Methane is a flammable
gas and when mixed with air forms an explosive mixture. It is lighter than air; accumulate
upper regions of hold and other spaces.
Corrosion: Pond Coal is the term given to coal left over form earlier mining which has been
dumped into fresh water ponds and later reclaimed for shipment. It is high moisture content
(MC) with high sulphur content, coal gives high temperatures from self heating and release
H2SO4 resulting in corrosion of the ships holds.
Ph value must be measuring of the bilge regularly.
Liquefaction: is the process whereby moisture in the cargo migrates to the surface due to
compaction and vibration resulting in the development of a flow state.
This is particular in the case of coal slurry, coal duff and mud coal.
The surface of the cargo behaves like liquid and a transverse shift of cargo results in reduced
ship stability which can be extremely dangerous.
PRECAUTIONS:
1. Ventilation
2. Temperature
3. Fire
4. Shifting
VENTILATION: Surface ventilation (one vent is put on supply & other on exhaust, windward
vent turned into wind and the leeward vent turn away from the wind) is an important
necessity during the carriage of coal for two reasons:
1.To carry away any methane gas which may be given out by coal?
2. To dissipate any heat formed by oxidation of the coal. First five days after loading all
ventilators should be utilized for removing the gas.There after lower holds vent to be plugged
and open only for 6 hours every two days. Each hold should have 2 ventilators. In fine
weather hatches may be opened to facilitate surface ventilation.
Attention to be paid to store rooms, tanks and other spaces where Methane or CO can
accumulate.
TEMPERATURE: Monitoring of temperature at three levels in the hold to be done at least once
a day. Particular attention to be paid to cargo stowed against hot bulkheads. Deck to be kept
cool in tropical areas by rigging awnings covering with dunnage or running deck water.
Spontaneous heating in some coal as low as 38C (100F). at temperature 55C, strongly
suspect of Fire. Cargo space should be sealed against entry of air. The master should seek
advice immediately and should consider making for a suitable Port Of Refuge.
FIRE:
1.Sufficient safety lamps to be carried .
GRAIN CODE:Grain Code is mandatory as per SOLAS Ch. VI Carriage of Cargoes Part-C Regulation 8 & 9.
Grain includes wheat, maize, rye, barley, pulses, seeds, rice, sunflower, pear, hemp, poppy,
oats and processed forms thereof where behavior is similar to grain in its natural state.
Ships carrying grain to comply with above code and also hold a Document of Authorization.
Ships without Document of Authorization shall not load grain until master satisfies the
Administration that the ship will comply with the codes requirements in its loaded condition.
Lay out of the code:Part A - specific requirements (18 regulations)
Part B - calculation of assumed heeling moments and general assumptions.(6 Regulations)
Appendix SOLAS Ch. VI Part C - (Regulations 8 & 9)
CODE OF SAFE PRECTICE FOR CARGO STOWAGE AND SECURING: Resolution A 714
(17) adopted on 06 Nov 91. Layout: 07 Chapters 11 Annexes 6 Appendices
STOWAGE AND SECURING: is mandatory as per SOLAS, Chapter VI Regulation 5 (Cargo
Securing Manual):1.Cargo Securing Manual to be atleast as per guidelines in MSC/Circ 745.
2. Cargo Securing Manual to be approval by the Administration.
3. Container not to be loaded to more than the maximum gross weight indicated on the
safety approval plate under the International Convention for Safe Container (CSC).
As per MSC/Circ 745 :1.A Cargo Securing Manual is required on all types of ships engaged in the carriage of all
cargoes other than Solid and Liquid cargoes.
2. The requirements to be consistent with ILL certificate, Stability booklet.
3. MSL (Maximum Securing Load) for securing devices to be greater than or equal to the
SWL.
STABILITY CRITERIA FOR GRAIN:
1. The angle of heel due to an assumed shift of grain should not exceed 12.
2. The net or residual area between the heeling arm curve should not be < 0.075 mR.
3. The GM should not be less than 0.3 m.
4. Ship should be upright
5. The master must demonstrate compliance with the criteria at all stage of the voyage.
3.The provisions of IMDG Code not to apply to sulphur when it is transported in a quantity
less than 400 kg per package.
4. Formed to a specific shape (like priller, grankler, pellerter, pastiller etc.)
PACKING GROUP III:- Class 4.1 Flammable solid- combustible solids and solid which may
cause fire through
friction.
Readily combustible solids mean- pondered, granular or pastry substances which are
dangerous if they can be easily ignited by brief contract with an ignition source.
Danger in fire due to toxic gas.
STOWAGE & SEGREGATION :- Category A protect from spark and open flame. Separated
from class 5.1
DOCUMENTATION1. DoC for carriage of dangerous goods as per regulations II- 2, Part G/19.4, SOLAS.
2.Signed cargo declaration from shipper giving stowage factor, angle of repose, trimming
procedures, moisture contents, Flow moisture point, transported moisture limit, IMO CLASS &
UN No. technical name, MFAG, EMS.
3. Detailed information of hazards based on past carriage history of cargo to be obtained (if
possible).
4. If required, consult competent authority at load port regarding the requirements in force in
the port.
PUBLICATION FOR CONSULTATION:
1. BC CODE
2. BLU CODE
3. IMDG CODE
4. LOADING MANUAL
5. STABILITY BOOKLET
6. EMS
7. MFAG SULPHAR HAZARDS :-1. FIRE , 2. DUST EXPLOSION , 3. CORROSION.
MBH (Material Hazards Bulk):
Precautions:
1. Loss of stability
2. Shift of cargo
3. Cargo liquefaction
4. Structural damage
5. Chemical reaction.
LOADING PIPES:
1.Amount and numbers of pipes to be loaded should be known. So that accordingly I can
check the load density of the deck (normally 5-6 t/m) and the space availability.
2. the height on the deck should not be such that it may reduces the GM.
3. adequate dunnage and lashing materials of enough strength should be available.
4. lashing materials should be certified by the competent authority and having certificate of
the SWL, Annealing, thorough examination and testing.
5. As the pipes taking on deck bottom tanks should be fully filled up so that adequate GM is
available and their will be no FSE.
6.The chain for lashing and old ropes should be spreader on the deck in athwartship
direction to facilitate anti- rolling of the pipes and the lashing. The chain should be of enough
length so that they can be secured on top of the pipes.
7. All pipes mouth should be closed with appropriate device to avoid ingress of water in the
pipe and some time to avoid rats and snakes house.
8. Lashing of these pipes should be on the strong points on the crash rail/guard rails.
9.All people working on the deck should be cautious of rolling of pipes and they shall be in
proper PPE. 10.Manifest to be checked for the quality and quantity.
DISCHARGING of Pipes:
1. Weather should be suitable for the operation.
2. Vessel should be secured alongside with proper fendering , preferably yokohoma fenders.
3. Discharging should be evenly layer by layers.
4.Pipes should be secured with tack line at the end to facilitate steadying discharge and
avoid any contact on the ship and the crew.
PRECAUTIONS FOR DECK CARGO:
1. Minimum FSC. (Minimum numbers of tanks to be kept slack)
2. Be careful in calculation at critical condition. (most probably it will be destination/arrival
port)
3. If necessary (If dead weight permits) Ballast DBs.
4. Load density of deck is not exceeded.
5. Lashing must be adequate
6. Access for crew.
7. Sounding pipes. Air pipes, ventilator or other structure to be protected.
STOWAGE OF PIPES:
1. Bottom dunnage
2. Wedges
1. Load Density : - spread dunnage, LD never exceeded, rig temporary wooden or metal
beams and pillars.
2.Stability : The GM should be adequate at all stages of the voyage.
3.Stowage : - All openings in the weather deck must be securely closed and battened down
before deck cargo is stowed on top of them. Vent, Air pipes and other working gear must be
in good condition. Access for working areas. 4.Lashing : - Proper lashing is important not only
for the safety of life and ship. Lashing as per cargo securing manual or code of safe practice
for cargo stowage and securing.
5.Protection of crew : - A clear walking space on deck at least 600 mm wide should be
provided for access for personnel.
GAS AND GAS CARRIERS: Gas cargoes are not transported in a gaseous form they occupy
about 850 times more volume than in a liquid state. Gas is liquefied by pressure,
refrigeration or by a combination of both methods and carried in a liquid state. LPG &
AMMONIA (Propane, Butane) common temperature is -33C for Ammonia and -55C and
0.5C for LPG. Carried in semi/fully refrigerated ships.
Design pressure depends on cargo temperature but may range form 3 -10 kg/cm. Tank
made from carbon manganese steel and are insulated. A reliquefaction plant is installed.
Relief valves are set to left at pressure of 1.2 bar which is slightly more that atm. Pressure.
SOLA Ch VII Part C Regulation 13 makes IGC Code mandatory.
International Gas Carrier Code: Application for ships constructed on after 1 Jul 86
(irrespective of Tonnage). Construction and equipment of ships carrying liquefied gases in
bulk. IGC Code (1993 Edition),
Layout of IGC Code : 19 Chapter, 1 Appendix C.O.F.
CATAGORIES OF GAS CARRIES:
1.1G Type Required maximum preventive measures.
2.2G Type - Used to carry products require significant preventive measures.
3.2 PG type- 150 m, or less same as 2G.
4. 3 G type Moderate preventive measures.
HAZARDS WITH GAS CARGO:
1. Flammability and explosion
SEGREGATION:
1.AWAY FROM : Carried same compartment and deck, horizontal separation of 3m projected
vertically is maintained.
2.SEPARATED FROM : Carried in same compartment, if the intervening deck is resistant to
fire and liquids, otherwise separate compartment. One deck horizontal separation = 6m.
3.SEPARATED BY A COMPLETE COMPARTMENT OR HOLD FROM : Separate compartment or
hold and two bulkhead or deck.
4.SEPARATED LONGITUDINALLY BY AN INTERVENING COMPLETE COMPARTMENT OR HOLD
FROM: = Vertical separation not allowed. = On deck horizontal separation 24 m. BALE
CAPACITY: It is the cubic capacity of a space when the breadth is taken from the inside of the
cargo battens, the depth from the top of the wood sheathing on the TT to the underside of
the deck beams and the length from the inside of the bulkhead stiffeners or spar ceiling
where fitted.
GRAIN CAPACITY:
It is the cubic capacity of a space when the length, breadth and depth are taken right to the
plating. Allowance is made for the volume occupied by the frames, beams and stiffeners.
STOWAGE FACTOR: It is the volume occupied by a unit weight of cargo usually expressed
in cubic meters/tonne (metric) or cubic feet/long ton It will be noticed that S.F. is the
reciprocal of density. High density cargo have low S.F. and vice versa.
BROKEN STOWAGE: It is the space between packages which remains unfilled. This factor
varies with the type of cargo and the shape of the hold. It is greatest when packages are of a
large and irregular shape. B.S. always add with S.F to get realistic space that cargo will
occupy.
LOAD DENSITY: It is the maximum weight that can be safely loaded on a unit area. It is
expressed in tones/m. The height to which cargo can be stowed on a deck will depend on
the load density of the deck and the S.F of the cargo. Load density can be find in capacity
plan or stability booklet.
ANGLE OF REPOSE: It is the angle between a horizontal plane and the cone slope obtained
when bulk cargo is loaded on this plane.
SAFE WORKING LOAD (SWL): is the stress that a component of a lifting apparatus can
safely bear in normal use.
BREAKING STRESS OR BREAKING STRENGTH (B.S.): is the stress at which a component
will fracture.
FACTOR OF SAFETY (F.S.): is a factor used to divide the Breaking Strength to obtain the
SWL
PROOF LOAD: is the load that we apply more than the SWL, is call the proof load. The proof
load depends on the component and its size.
MATES RECEIPT: This is a receipt signed by the mate of a ship for cargo that is loaded on
board. It contains details of goods to be shipped and should be available to the mate before
loading starts. He can then use them:1. As a pre-advice of what to expect.
2. To plan the stowage of the cargo
3. To note on them any defects in the condition of the cargo, shortage or other pertinent
comments regarding quantities, marks and description of the goods. Mate receipt prevents
claims against ship arising at discharge port.
BILL OF LADING: The Bill of Lading performs 3 main functions:
1.It is a receipt for the cargo signed by the master or agent on behalf of the ship owner.
2.It is a document of title to the cargo. The holder of the bill of lading is the owner of the
cargo and it is a negotiable document, which means that the cargo can be sold just by
signing and transferring the bill of lading in the name or new buyer.
3.It is evidence of a contract between the ship-owner and shipper governing the terms and
conditions of carriage.
4.The information in a bills of lading including name and address of the shipper and
consignee, ports of loading and destination , marks, description and weight or volume of the
cargo, No. of originals and copies freight paid or payable, date of loading and name of the
ship. The reverse side of the bill off lading contains the terms and conditions of carriage. The
bill of lading must contain an accurate description of the condition of cargo and its weights
and quantity.
CARGO MANIFEST: It is a list of all cargo on the ship at any time. It is prepared for customs
purposes primarily but comes in useful for several other purposes such as tallying of cargo,
checking against over carriage and for ticking off the cargoes shoes bill of lading have been
sighted. Besides the names of items of cargo, it contains the weight quantity or number of
packages and the compartment loaded in.
DANGEROUS GOOD MANIFEST: When dangerous cargo is loaded a separate manifest for
the same has to be prepared. Proper shipping names must be used for dangerous cargo,
trade names are not permitted, in addition the commodity must be identified by its UN No.
DOCK WORKERS REGULATION 1990 (SAFETY, HEALTH AND WELFARE): These regulations
have been formulated pursuant to the Dock workers Act, 1986.
AIM: Safe guarding life and interest of dock workers applies to all major Indian Ports. Each
port has an appointed chief inspector who ensure the compliance of the regulation and the
act.
SHIPPING NOTE OR BOAT NOTE:
1. They are documents presented to the vessel when the goods are brought alongside the
vessel.
2. Mate receipt should not be copied from the boat note but should be combine from a ships
tally and show the actual quantity and quality of condition of the goods are received.
3. the shipper must proceed the signed mate receipt to the agent in exchange for the signed
Bill of Lading before the vessel sails.
SHIPPING DOCUMENTS: The shipping documents, prepared by shipper shall include and
signed certificate or declaration that the shipment is properly packed, marked,
The remaining figure gives weight of the ships constant. Constant means unused stores,
sludge in tanks, rust, other things which are not accounted. The displacement is obtained
and after subtracting the known weights for the departure condition and the constants as
obtained from the initial draft survey the balance figures gives us the cargo loaded at that
port.
The procedure is same but the figure obtained reversed during discharged.
TYPES OF CONTAINER:
1. Closed box and general purpose container
2. One sided container
3. Dry bulk container
4. Tank container
5. Half height container
6. Refer container
7. Other special type container: Tiltable , open top, collapsible container.
HANDLING OF CONTAINER:
1. Single or multi legged sling not to be used.
2. Avoid swinging or dragging a container.
3. When being lifted from or lowered on the chassis of a vehicle no one to be inside its cabin.
4. No one to stand on a container adjacent to it , it being lifted
5. Proper ladder to be used when climbing on top of the container.
Basis of liability : carrier liable if the occurrence which cause the loss, damage or delay in
delivery of the cargo took place while the goods were in his charge, unless he proves that he,
his servants of agents took all measures that could reasonably be required to avoid the
occurrence and its consequences.
HAGUE RULES: A set of Rules were drafted at the Hague in1921 and were adopted by a
number of countries at a meeting called the International convention for the unification of
certain Rules Relating to Bills of Lading signed at Brussels on 25th August 1924. and known
as the Hague Rules, gained wide acceptance and a number maritime countries, gave
sanction to them by enacting their provisions in their municipal laws.
Hague Rules do not apply to charter-parties unless incorporated therein by agreement.
Also wherever Hague Rules have been adopted into the national statutes, they apply only to
outward cargoes (except under the U.S. Carriage to Goods by Sea Act, 1936). In case of
inward cargoes, the Hague Rules are incorporated into Bills of Lading by agreement.
Similarly if cargoes are carried from or between countries that have not incorporated the
Hague Rules in their national legislation, then the Rules are generally incorporated into Bills
of Lading by agreement.
1. The Hague Rules met the needs of the shipping industry and the merchant community
satisfactorily till about the late fifties when a need a amend them was felt. This was mainly
= due to difficulties faced consequent to the pound sterling losing its convertibility to gold,
= due to certain court decisions and perhaps most significantly
= due to the advent of containerization and multimodal transportation goods.
2. Consequently, in 1968 the Hague Rules were amended and when adopted in 1977 came to
be called the Hague -Visby Rules. The Hague -Visby Rules were further amended by a
protocol in 1979. The amended Hague -Visby Rules came into force in 1984.
3. The main difference in the Hague and Hague -Visby Rules concern the definition of
voyages to which the Rules compulsorily apply, the carriers right to limit his liability in terms
of pecuniary limit and the extension of such protection to non-carriers.
4. India has adopted a number of provisions of the Hague -Visby Rules by amending The
Carriage of Goods by Sea Act, 1925.
HAMBURG RULES:
1. The Hague and Hague -Visby Rules came under criticism from the economically underdeveloped countries of the world (who trade as merchants but do not have large ship-owing
interests) on the following main grounds:a. The Hague & Hague -Visby Rules did not provide for contracts of carriage of covered by
Bills of Lading; and b. The provisions of the Hague and Hague -Visby Rules were weighted
unfairly in favour of the Carrier and the Shipowner at the expense of the cargo interests.
2. In 1971 UNCTAD recommended that a new international conference be called under the
United Nations auspices. A set of rules was prepared by the United Nations Commission on
International Trade Law (UNICITRAL) and was adopted at Hamburg in March 1978. These
rules are called the Hamburg Rules and came into force on and from 1st January, 1992.
3. The provisions of the Hamburg Rules apply to all outward and inward shipments whether
or not a bill of lading is issued. Further, unlike the Hague and Hague Visby Rules, the
Hamburg Rules also apply to cargo carried on deck as well as to live animals. As compared to
the Hague and Hague Visby Rules, the basis of Carriers liability, the limits of his liability and
the period of limitation have all been extended and enlarged. The limitation of carriers
liability has been increased by about 25%. Most importantly, under the Hamburg Rules, the
Carrier is presumed to be at fault if the goods are damaged or are lost or if there is delay in
delivery. To avoid liability, the Carrier must prove that he/his servants took all reasonable
measures to avoid the occurrence which was causative of loss/damage. However, the
Hamburg Rules have not received wide international acceptance. India has also not ratified
the Hamburg Rules.
International Ship and Port Facility Security (ISPS) Code:
Adopted on 12 Dec 2002. Part I Mandatory ,Part II Recommended Regulation
2 Application:- # Passenger ship including High Speed Passenger Craft.
# Cargo ship including High Speed Craft of 500 GRT and upwards.
# Mobile Offshore Drilling Unit (MODU).
# Port Facilities serving such ships engaged on International voyage.
Passenger ships, including high speed passenger craft constructed before 01 Jul 04,
not later than 1st survey of the radio installation after 01 Jul 04.
c. Oil tanker, chemical tanker, gas carrier, bulk carriers and cargo HSC of 500 GRT and
upwards, constructed before 01 Jul 04, not later than the 1st survey of the radio
installation after 01 Jul 04.
d.
Other cargo ship of 500 GRT and upward and MODU constructed before 01 Jul 04, not
later than the 1st survey of radio installation after 01 Jul 06.
2. The SSAS when activated shall:a. Initiate and transmit a ship to shore security alert to Competent Authority designated
by the Administration. b .Not to send the ship security alert to any other ships
c. Not to raise any alarm on board the ship.
d . Continue the SSAS until deactivated and or reset.
3. The ship security alert system shall:
a. Be capable of being activated from bridge and one another location.
# The flag state shall issue a certificate to each ship after she has complied with the above
condition regarding financial security. The certificate must be carried on the ship and must
show the name of the insurer etc. giving security in respect of the ship.
Certificates so issued shall be recognized and accepted by all countries that have ratified the
convention.
#The liability insurer (meaning the P&I Clubs) of the Shipowner usually provides the proof of
insurance policy/financial security. On the basis of this document the flag state issue the
Certificate of Civil Liability for oil pollution damage (called CLC Certificate).
# The certificate shall not be valid beyond the validity of the insurance policy.
# Any one who suffers loss due to oil pollution from a ship may sue either the owner of the
vessel or even the insurer who have issued the policy within three years of the loss. Even if
the Owner goes into liquidation the insurer continues to be liable to those who may have
suffered a loss.
THE FUND CONVENTION (International Convention on the establishment of an
International Fund of compensation for oil pollution damage, 1992) In force from
30.5.1996.
The aim of the Fund Convention is to provide compensation for losses due to pollution to the
extent and in cases where the security provided by the 1992 Liability Convention is
inadequate. In other words, The fund provides supplementary compensation to victims of oil
pollution damage are borne not by the shipping industry, but are in part also borne by the
cargo interests.
FUND : For the above purpose, a fund, called the International Oil Pollution Compensation
Fund 1992 has been established. All persons/companies in any country importing more than
150000 tons of oil in any year shall make contributions to the Fund as may be called upon to
do so from time to time. The Fund is managed as an independent entity under the overall
supervision of a Director who is appointed by and is responsible to the IMO.
SALIENT FEATURES: The new 1992 Fund Convention was so named and adopted on 27
November 1992 and entered into force on 30 May 1996.
1. The Convention established a separate, 1992 International Oil Pollution Compensation
Fund, known as the 1992 Fund, which is managed in London by a Secretariat.
2.Under the 1992 regime, the maximum amount of compensation payable from the Fund for
a single incident, including the limit established under the 1992 CLC Protocol, is 203 million
SDR (about US$260 million). However, if three States contributing to the Fund receive more
than 600 million tones of oil per annum, the maximum amount is raised to 300.74 million
SDR (US$386 million).
3. From 16 May 1998, Parties to the 1992 Protocol ceased to be Parties to the 1971 Fund
Convention due to a mechanism for compulsory denunciation of the old regime established
in the 1992 Protocol. However, for the time being, two Funds (the 1971 Fund and the 1992
Fund) are in operation, since there are some States which have not yet acceded to the 1992
Protocol, which is intended to completely replace the 1971 regimes.
4.IMO and the IOPC Fund Secretariat are actively encouraging Governments who have not
already done so to accede to the 1992 Protocol s and to denounce the 1969 and 1971
regimes. Member States who remain in the 1971 Fund will face financial disadvantages,
since the financial burden is spread over fewer contributors.
5.For both the 1971 and 1992 Funds, annual contributions are levied on the basis of
anticipated payments of compensations and estimated administration expenses during the
forthcoming year.
l) the wages due to any seaman or apprentice who dies during the voyage and the gross
amount of all deductions to be made there from;
m) the money or other property taken over of any seaman who dies during the voyage;
n) any other matter which is to be or may be prescribed for entry in the official log.
o) Inspection of Provisions store/crew accommodation
p) Record of Safety Drills
q) Radio Batteries inspection
r) Watertight door inspection/ opening and closing date and signed by Mate and Master.
Registration of ships : Every Indian ship, more than fifteen tons net and is employed solely in
navigation on the coasts of India, shall be registered under Merchant Shipping Act 1958
Part V, Registration of Indian Ships, section 20-33.
For the purposes of this Act, persons registered the Indian ship should be :
a. A citizen of India ; or
b.A company or a body established by or under any Central or State Act which has its
principal place of business in India;
c. A co-operative society which is registered or deemed to be registered under the Cooperative Societies for the time being in force in any State, An application for the registry of
an Indian ship shall be made a. In the case of an individual, by the person requiring to
registered as owner or by his agent; In the case of more than one individual requiring to be
registered as owner or by his agent;
d. In the case of more than one individual requiring to be registered, by some one or more of
the persons so requiring or by his or their agent; and
e. In the case of a company (or a co-operative) requiring to be so registered, by its agent
Declaration of ownership on registry : A declaration of ownership shall be made in the
prescribed form of the certificate of the surveyor and containing the following particulars: a.
A statement whether he is or is not a citizen of India. b. A statement of the time when and
the place where the ship was built of if the ship is built outside India and the time and place
of building is not known, a statement to that effect; and in addition in the case of a ship
previously registered outside India, a statement of the name by which she was registered;
c. The name of her master; d. The number of shares in the ship in respect of which he or the
company (or the co- operative society) as the case may be, claims to be registered as owner;
and e. A declaration that the particulars stated are true to the best of his knowledge and
belief. Documents to be retained by registrar:- a. The surveyors certificate;
(b) Disciplinary action in case of various offences made by seaman: As per Merchant shipping
Act 1958, Section 194,195 & 196. A seaman lawfully engaged or shall be guilty of an offence
against discipline if he commits any of the following acts, shall be entered in Official Log
books, and a statement of a copy of the entry having been so furnished and the entry having
been so read over and the reply, if any made by the offender shall likewise be entered,
signed by the master, mate and crew member. The copy sent to the company for further
action.
a. If he quits the ship without leave after her arrival at her port of delivery and before she is
placed in security;
b. If he is guilty of willful disobedience to any lawful command or neglect of duty;
c. If he is guilty of continued willful neglect of duty;
d. If he is guilty of continued willful disobedience to lawful commands or continued willful
neglect of duty;
e. If he combines with any of the crew to disobey lawful commands or to neglect duty or to
impede the navigation of the ship or retard the progress of the voyage;
f. If he willfully damages his ship or commits criminal misappropriation or breach of trust in
respect of, or willfully damages any of her stores or cargo. If offence are smuggling goods ,
crew shall be liable to pay the sum sufficient to reimburse the loss or damage and the whole
or a part of his wages may be retained. If a seaman lawfully engaged is convicted of an
offence of smuggling opium, hemp or any other narcotic drug or narcotic, the DirectorGeneral may direct that the seamans certificate of discharge or continuous certificate of
discharge shall be cancelled or shall besuspended for such period as may be specified in the
direction.
e) any Indian ship is lost or is supposed to have been lost, and any evidence is obtainable in
India as to the circumstances under which she proceeded to sea or was last heard of.
Q. What are the Masters responsibilities as per MSA in case of a collision with another ship?
Answer :- As per MSA 1958, section 348 : Duty of master of ship to assist in case of collision
In every case of collision between two ships it shall be the duty of the master or person in
charge of each ship, if and so far as he can do so without danger to his own ship, crew and
passengers, if any
a) To tender to the other ship, her master, crew and passengers, if any, such assistance as
may be practicable and may be necessary to save them from any danger caused by the
collision and to stay by the collision and to stay by the other ship he has ascertained that she
has no need of further assistance and
b) To give to the masters or persons in change of the other ships the name of his own ship
and of the port to which she belongs and also the names of the ports from she comes and to
which she is bound.
Q. What is the Masters role in collecting evidence in this? How will he get about it?
Answer :- as per MSA 1958, section350 report to Central Government of accidents to
ships :- When a ship has sustained or caused any accident occasioning loss of life or any
serious injury of any person or has received any material damage affecting her
seaworthiness or her efficiency either in her hull or is so altered in any part of her machinery
as not to correspond with the particulars contained in any of the certificates issued under
this Act in respect of the ship, the owner or master shall, within twenty-four hours after the
happening of the accident of damage or as soon thereafter as possible, transmit to the
Central Government or the nearest Principle Officer a report of the accident or damage and
or the probable cause thereof stating the name of the ship, her official number, if any, her
port of registry and the place where she is.
Q: Keeping in mind the commercial interests of owner, discuss the role of a shipmaster in
respect of his duties OR Why Masters role is very important in safeguarding the commercial
interests of owner?
Answer :- The role of ship master is very important in safe guarding the commercial interests
of owner because the master is the owner representative and take care of the ship, its crew
and cargo for the commercial benefit of the owner by the following :
1.Voyage Planning : As soon as owner informed about next load port voyage planning should
be prepared, the route must be the proper and shortest so that vessel will reach next port as
early as possible. All the information regarding ROB/Required F.O./D.O./L.O./F.W./ Provision
and ETA to be sent to owner well in advance so that he can arranged all things available
when vessel reach to load port. Owner or agent must informe the master regarding
availability of berth/anchor position/ bunker berth/what is going to load and how much to be
load, according holds/tanks can cleaned and time can be saved.
2.Time management : time management is very important in the commercial aspect. Master
should delegate the jobs to all the crew members and authority must be given as per their
rank/position. E.g. Chief Officer is in-charge of cargo loading and calculation, 2/O in charge of
to make the passage plan etc.
3.Vessel should be seaworthy : All Certificates & Documentation should be in order and valid.
Survey will be carried out before departure.
3. Vessel less than 7 nm long & whose maximum speed should not exceed more than 7
knots.
4. Vessel less than 50m at anchor
5. Vessel under oars.
Q4. Your vessels heading south and you see a south cardinal buoy on right ahead, what is
your action?
1. Stop engine
2. Take all her way off
3. Echo sounder on
4. Check the position of buoy on chart
5. Check the vessel position
6. Make a full appraisal of the situation
7. Decide the best course of action
Q5. What is the provision of magnetic compasses onboard ships as per SOLAS ?
Answer :- SOLAS chapter v regulation 12 requires all ships of 150 gt and over to be fitted
with :1.Standard magnetic compass if exemption the steering magnetic compass
2. Steering magnetic compass unless heading information provided by the standard compass
is available at the main steering position.
3. A spare magnetic compass interchangeable with the standard compass shall be carried
unless a steering magnetic compass or a gyro compass is fitted
Q6. Occasions when a full correction is necessary in magnetic compass.
Answer --1. First installed
2.Large structural alteration/repairs
3.Alterations of any electrical apparatus or magnetic materials in the vicinity of compass.
4. Struck by lighting
5. Major fire
6.After collision or stranding.
Q7. Occasions when an adjustment is necessary in magnetic compass.
Answer :-1. 3 4 month after the first correction
2. Once every year as a routine
3. After carriage and discharge of cargoes of a magnetic nature.
4. After loading or discharging by electromagnets
5.When ship enters service after being laid up for some period.
Q 8: information required when passage plan
Answer :- 1. arrival/departure draft
2. Tide depth of water while entering and leaving taking allowance of tide
3. Zones to pass (zone allowance) tropical, summer, winter
4. Expected weather rough/calm, cold weather precautions
5. Duration of voyage to calculate bunker, fresh water , provision etc.
6. Ballast water management
7. Check the route plotted on various chart
8. Time of arrival/departure port (stations/pilot ladder etc.)
9. All navigational dangerous (wreck, shoal, buoys) are marked/ high lighted.
10.Contingencies plans.
Q 9. What is the principle of navigational watch ?
Answer : 1. Safe navigation (look out)
2. Environment protection
3. Shortest route (commercial aspect)
Q 10. What is tide, tidal stream and current ?
Tide : vertical movement of water due to moon/sun/planet.
Tidal stream : horizontal movement due to moon/sun/planet.
Current : horizontal movement due to change of temperature , salinity, wind and local
disturbance.
Q 11. Emergency towing arrangement
Answer : SOLAS chapter II-1 reg 3-4
Oil, chemical & gas carrier tankers of not less than 20,000 tons dwt, const after 1st Jan 1996
& const before 1st Jan 96 schedule 1st dry dock but not alter than 1st Jan 99 must have ETA
fwd and aft position.
The E T A should be designed as To facilitate salvage & emergency towing operation on
tankers primary to reduce the risk of pollution.
The arrangements should at all times be capable of rapid development in the absence of
main power as the ship to be towed & easy connection to the towing vessel.
Towing gears :
1. Pick up gear 2.Towing pendants 3. Chafing gear 4. Fair lead 5. Strong point 6. Roller
pedestal Length of towing pendent:
At least twice the lightest sea going ballast freeboard at the fairlead + 50 m
Ready availability of towing arrangement
1.Aft ETA can deployed in 15 min time. 2.Fwd ETA should be capable deployed not more than
1 hours.
Q What is an AIS ?
1. AIS provides automatically ships identity, type , position, course, speed and other safety
related information to shore station, other ships and aircraft.
2. Received automatically such information from similarly fitted ships.
3. Monitor and track ships.
4. Exchange Data with shore based facilities.
Q What is VDR ?
1. VDR should be able to maintained information in a secured and retainable form
concerning the position, movement, physical status, command and control a vessel over the
period leading to and following an accident.
2. The S-VDR which is to be fitted on cargo ships is not required to restore the same level of
data as the standard VDR but should none the less be able to maintained and provide the
information are given above over a period leading to and following an incident.
Q. Chapter XII Additional safety for Bulk Carrier :Answer :- Due to several loses of Bulk Carriers during the period 1985-95 investigation
relevant the causes and the need for strengthen of Regulations with resultant in inclusion in
Ch XII SOLAS.
The causes for losses is a combination several reasons the mean one being corrosion attack
High Tensile Steel the same extent the ordinary steel and the excessive use of high tensile
steel to reduce the scantly and light ship weight resultant in extremely weak structures over
a period of time corrosion was enhance due to the presence of corrosion elements in cargo
as specially coal, Sulphur, Fertilizer, Cement, iron ores etc.
The carries of this cargo with the cleaning of that following and lack the improper paint
coating inside the compartment due to the inherent nature of discharge bulk cargoes by
scrapping with grabs, bulldozers and shovels provides the poor maintenance & high chances
of corrosion.
Additionally the hatch cover watertight ingress the water specially in forward hold lead to
corrosive dynamic looks and corrosion..
The requirement of Ch XII of SOLAS provide for strengthen of tank top in number one hold
and of the transverse watertight bulkhead between one and two holds, so as to withstand
flooding of the foremost hold. Ships with dont comply with this structural standards will be
prohibited for carrying cargo with high density and the mark with the black ? on the ship
side.
The damage stability requirements applicable to bulk carriers have been modified and water
level detectors are to be fitted in void spaces to monitor ingress of water.
The ship shall comply with an enhance survey programme which will ensure that ballast
tanks are properly coated, thickness measurement are carrying out for critical areas.
Corrosion will be monitor by the maintenance of records of the ships cargo, ballast and
repairs history and the conduct of a survey programmed which is planned and focused on
the areas where problem are likely to developed.