CARDIEF ORAL NOTES

Fire situations
At all times muster crew and take a head count.
Fire in port (cargo operations or bunker operations):
1. Raise the alarm.
2. Inform port authorities.
3. Inform the Master.
4. Cease cargo or bunker operations. Caste off
bunker barge that is alongside.
5. Non essential persons to be sent ashore.
6. One man standby at the gangway with cargo plan,
fire wallet, international shore connection to act
as a guide for shore fire party.
7. Muster all crew- head count. Fire party briefed.
8. Proceed to scene off fire and investigate.
9. Shut down all ventilation.
10. Start emergency fire p/p. Try to fight the fire
by conventional means.
11. Maintain boundary cooling at all times.
12. After fire brigade comes-
· Hand over fire wallet.
· Co-ordinate closely and assist as required.
· Constant check on stability at all times.
If cargo space fire- close and batten down hatches.
If accommodation fire then isolate all electrical
circuits.
Cargo space fire (at sea):
 1. Raise alarm.
2. Inform master.
3. Reduce speed.
4. If fire is forward then bring wind to the quarter and
if fire is aft then bring wind to aft.
5. Muster all crew- head count. Fire party briefed.
6. Proceed to scene off fire and investigate.
7. Shut down all ventilation.
8. Start emergency fire p/p. Try to fight the fire by
conventional means.
9. Maintain boundary cooling at all times.
10. Refer to the cargo plan with regard to the type
of cargo on fire and if any dangers associated with
it.
11. Commence boundary cooling and check
adjacent compartment for additional fire risk.
12. Consider ballasting the adjacent tanks after
calculation of GM of the vessel.
13. Inject fixed CO2.
14. Investigate port of refuge facility and inform
port authorities.
Accommodation fire at sea:
1. Raise alarm. Inform master.
2. Muster all crew- head count. Fire party briefed.
3. Proceed to scene off fire and investigate.
4. Shut down all ventilation.
5. Start emergency fire p/p. Try to fight the fire by
conventional means.
 6. Maintain boundary cooling at all times.
7. Close all watertight and fire doors.
8. Isolate electrical circuits.
9. Boundary cooling.
10. Fire fighters to work in pairs properly
equipped- investigate and tackle the fire by
conventional means.
Galley fire at sea:
1. First six points as above.
2. Due regards to be given to the type of
extinguishing agent being used-
· Foam- oil stoves.
· DCP- electrical fires.
· CO2 can be used as smothering agent.
Fire at sea: (engine room)
1. Raise the alarm.
2. Inform the master
3. Reduce the vessels speed. Engage manual
steering. Display n.u.c. lights. Weather reports,
open communication with other vessels in the
vicinity and send urgency signal.
4. Close all ventilation, fire and watertight doors.
5. Muster all crew- take a head count. Emergency fire
p/p running.
6. Isolate all electrical units. Commence boundary
cooling.
7. Fight fire by conventional means.
8. Main fire party to be properly equipped. Back up
 party ready at all times.
9. C/O not to enter as he monitors progress and
communication with the bridge. Proper
communication between bridge and engine room.
Keep bridge informed accordingly of sequence of
events.
At all times fire fighters to be well equipped with
breathing apparatus and fireman suit. Checks on
apparatus must be carried out prior to entering space.
Releasing of CO2 at sea:
CO2 is only released when fire is out of control.
Before releasing:
1. Seal engine room.
2. All ventilation to be closed.
3. Fuels and boiler within engine room to be shut
down.
4. Evacuate and seal the engine room. Head count.
5. Check out the amount of CO2 required to be
injected as per the planned injection information
(found in CO2 room and remote station).
6. Open fire cabinet door causing alarm to activate.
7. Operate fire handle mechanism to fire the pilot
bottles, which fires the bank of bottles in the
engine room. Ensure hold valves are closed.
Planned injection information:
1. CO2 arrangement plan.
2. Procedure of firing.
3. Number of bottles designated for each place
 protected.
4. Number of non return valves.
After releasing:
1. Always advisable to wait before carrying out an
investigation.
2. Maintain boundary cooling and observe
temperature at various levels.
3. Once a distinct fall in temperature has been
observed an internal inspection and assessment
may be carried out.
4. Breathing apparatus to be donned when entering
the space. Checks on breathing apparatus. 2/e and
oiler to enter.
5. Inspection to be carried out with spray fire fighting
equipment, safety line and communication
checked prior to entry.
6. Once it has been confirmed that fire has been
brought under control an additional assessment by
chief engineer.
7. When both opinions agreed upon damage control
party to be sent in for cooling down work.
Learn CO2 arrangement system diagram, has been
asked before.
Precautions when using a CO2 extinguisher:
1. Always read instructions before firing.
2. Remove safety pin.
3. Do not touch any metal part of the extinguisher.
4. Direct nozzle away and fire.
Contents of a fire wallet:
1. General arrangement plan.
2. Shell expansion plan.
3. Ventilation plan.
4. Fire fighting equipment plan.
5. Position of all watertight doors.
6. Stability information, cargo plan cargo manifest- if
dangerous goods carried.
7. Crews list.
8. Electric data.

Operation of emergency fire pump:

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

CO2 Three way valve:

1. Samples of smoke pass through a three way valve
to the smoke detector system.
 2. This valve is shut but sample passes into the
smoke detector.
3. Once it is confirmed that there is fire open the
valve.
4. Smothering gas or CO2 can be injected into the
hold via the valve.
Pre operational checks of breathing apparatus:
1. Ensure bypass v/v is fully closed.
2. Open cylinder valve to check if cylinders are fully
charged, whistle will be heard as the pressure
rises.
3. Close cylinder valve. Provided it does not fall to
zero in less than 30 sec then the set is leak tight.
4. Demist mask visor with anti dim solution.
5. Don apparatus put on mask and open cylinder
valves.
6. Inhale deeply twice or thrice to ensure that air is
flowing freely from the demand v/v and the
exhalation valve is functioning correctly.
7. Close cylinder v/v and inhale until air in the mask is
exhausted. Now inhale deeply, the mask must
collapse on the face indicating an airtight fitness
of both mask exhalation v/v.
8. Reopen cylinder v/v.
Class A: dry fires (wood, paper, textiles)~ water, dry
powder.
Class B: combustible liquids (kerosene, petrol etc.)~
foam, dry powder.
Class C: electrical fires~ CO2, halon.
Class D: fire in light metals.
Class E: petroleum gases.
Class F: spontaneously combustible materials~ water,
foam and dry powder.
Emergency stop valve:
1. This is usually of quick closing type. It fitted
between the settling tank and the cold filters.
2. This valve has an extended spindle or of remote
control type to the deck to enable the oil to be
shut off in the case of a fire out break.

Safety
Safe means of access:
1. Gangway not to be at an inclination of more than
30 o to the horizontal.
2. Accommodation ladder not to be at an angle of
inclination of more than 55 o to the horizontal.
3. Staunchions, rails, intermediate guides, lifelines to
be properly rigged and free of damage.
4. Safety net free of damage and properly rigged.
5. Bottom platform horizontal to jetty.
6. Gangway area properly illuminated.
7. Lifebuoy with s.i. light and line, heaving line with
rescue quoit available at access area.
8. Gangway free of any obstruction or slippery
substance.
9. Gangway wires (free of damage) and all rollers
moving freely.
 10. ``No Smoking`` and ``No Unauthorised
Persons`` signs displayed.
11. Fire wallet available at gangway.
12. Gangway not to be unattended at any times.
What are you looking for at the top of the gangway in
port?
1. Fire wallet and international shore connection.
Pilot ladder:
1. A single length of ladder should be used.
2. Whenever the distance to the waterline exceeds
9m then a combination ladder to be used in
conjunction with a pilot ladder.
3. Treads of the ladder must be made of hard wood
(ash, oak, elm, or teak).
4. Steps (must remain horizontal at all times)-
· Dimensions- not less than 48Omm x 115mm x
25mm.
· Spacing- not less than 300mm and nor more than
380mm apart.
1. Four lower steps to be constructed of rubber.
2. Side ropes consist of manila rope 18mm in
diameter.
3. Manropes of diameter not less than 20mm in
diameter.
4. Spreaders-
· Dimensions- 1800mm – 2000mm in length.
· They must be so fixed so that the lowest spreader
comes no lower than the 5th step from the bottom.
 · Intervals between spreaders not to exceed 9
steps.
1. The bulwark ladder must be well secured to the
bulwark.
· Stanchion spacing- 700 – 800mm.
· Stanchion- not to extend more than 1200mm above
bulwark.

Man entry into enclosed spaces

Any sort of entry into enclosed space should only be
carried out when permission has been obtained by
master or chief officer and persons entering are
experienced.
1. Adequate ventilation and illumination.
2. Atmosphere tested and found safe.
3. Space secured for entry.
4. S.C.A.B.A. sets available at entry (apparatus
tested).
5. Responsible person available at all times at entry
point.
6. Communication –person entering, tanktop, bridge.
7. Personnel protective equipment to be used.
8. Where required breathing apparatus to be used.
9. Testing equipment available for regular checks:
· O2 analyser- oxygen deficiency
· Explosimeter- Hc vapour and explosive limit
· Tankscope- measures oxygen in inert atmosphere
· Dragger tubes- measures oxygen if correct tube
 fitted.
Pumproom entry:
1. Ventilation should be provided atleast 15` before
entering and to be continuously running.
2. A permanently rigged rescue harness and line
should be at the top at all times.
3. O2 content 21%.
4. Gas generation in oily bilges should be reduced by
spreading a foam layer over the oil.
5. Means of communication established.
6. Competent man standby on the top.
7. Advice the officer on entry and exit.
8. Explosimeter readings at various levels.
9. Adequate illumination.
10. One scaba standby on top.
11. Elsa at bottom platform.
Tank entry:
1. Permission from chief officer.
2. Tank clean.
3. Tank not pressurised.
4. Tank inerted and gas freed.
5. Tank containing 21% oxygen.
6. Cargo system shut down.
7. Tank isolated from I.G.
8. Notices placed at tank ig isolating valves, cargo
tank, cargo control room.
9. Fresh air being supplied to the tank.
 10. Breathing apparatus and lifeline available.

Tank ventilation:
1. Forced ventilation: use of canvas to direct air in
through one manhole and then out through another
manhole in the same tank.
2. Mechanical ventilation: use of small portable
blowers connected to canvas or plastic shoots and
the free and at the bottom of the tank. If blower
not available then the use of deck compressed air.
Why should there be 21% O2 in the tank prior entry or
hot work?
Air that contains 21% oxygen will not support human
life.
Bunkering procedures:
1. Conduct a safety meeting with master and c/e.
discuss the bunker plan and which tank the
bunkers is being taken in.
2. Accordingly calculate the stability of the vessel.
Keep a check on the stability of the vessel and all
stages of bunkering taking into account the free
surface effect at various stages.
3. Emergency shut down procedure agreed.
4. ``B`` flag or red bunker light on.
5. Seal the deck.
6. Drip trays plugged.
7. 3 way communication- bunker station, manifold
and tank.
8. Bonding wire and fire wire rigged.
 9. Fire fighting equipment ready- fire extinguisher and
fire hose pressurised with emergency fire pump.
10. Oil spill gear at manifold.
11. Display ``No Smoking`` signs and ``No
unauthorised persons on board``.
12. Display emergency telephone numbers.
13. Two means of access- forward part of vessel
and access from ship to bunker station.
14. Accommodation doors shut.
15. Air-condition on internal circulation.
16. Overboard to be checked regularly for any
spillage.
17. Contingency plan for fire or oil spillage.
18. Entries in oil record book.
19. Tank vents open.
20. Flame arresters on vents.
Taking over as chief officer:
1. Check certificates and validity.
2. Register of ship lifting appliances and gear.
3. Ships plan.
4. Garbage record book.
5. Oil record book.
6. LSA/FFA maintenance record book.
7. Planned maintenance scheme checks.
8. General condition of ship and defects list.
9. Possession of all important keys.
10. Condition of stores inventories and
 requisition.
11. Overtime sheets.
12. Navigational equipment.
13. Deck log book.
14. Ongoing or future surveys.
15. Cargo aspect:
· Records of all past loading and discharges.
· Ship stability booklet, cargo plan, cargo manifest,
ship stability booklet,
· Present situation regarding cargo and stowage.
· Expected time of completion and departure.
· Any draft restrictions in port of departure or
arrival.
· Reserves on board- oil, ballast, fresh water, cargo
etc.
· Loadicator- general operation, test condition, take
custody of instruction manual and back up floppy.

IMDG
Classes of dangerous cargo:
Class 1 : explosives
Class 2 : gases compressed, liquefied or dissolved
under pressure.
Class 3 : inflammable liquids.
Class 4.1 : inflammable solids.
Class 4.2 : inflammable solids or substances liable to
spontaneous combustion.
Class 4.3 : inflammable solids or substances which
when in contact with water emit flammable gases.
Class 5.1 : oxidising substances.
Class 5.2 : organic peroxides.
Class 6.1 : poisonous toxic substances.
Class 6.2 : infectious substances.
Class 7 : radio active substances.
Class 8 : corrosives.
Class 9 : miscellaneous dangerous cargo which presto
a danger not covered by other classes.
Marking:
the following requirements shall be complied with-
1. The package must be clearly marked with the
correct technical names of goods and an
indication must be given with the hazards that
could arise during the transportation of the goods.
2. Markings must comply with IMDG.
3. The outer material of the package will survive 3
months immersion and the marking must be
durable.
4. If the outer material does not survive 3 months
then the inner receptacle which will survive 3
months must be durably marked.
5. If the goods are carried in a container then the unit
must have distinctive labels on the external.
Packing:
1. Shall be in good condition.
2. Of such a character that an interior surface with
 which the contents may come in contact is not
dangerously affected by the substance being
conveyed and capable of withstanding the ordinary
risk of carriage at sea.
3. Where absorbent or cushioning is being used-
· Capable of minimising the danger to which the
liquid may give rise.
· Prevent movement and ensures that the
receptacle remains surrounded.
· Absorb liquid in the event of breakage.
1. Receptacles shall have an ullage at the filling
temperature sufficient to allow for the highest
temperature during the voyage.
2. Cylinders or receptacles under pressure shall have
been adequately constructed, tested and correctly
filled.
3. Empty receptacles shall be considered as
dangerous and be treated as dangerous cargo
unless they have been cleaned and dried.
Stowage:
1. Dangerous cargo should be stowed safely
appropriately according to the nature of the cargo.
Incompatible goods to be separated from one
another.
2. Explosives to be stored in magazines and to be
kept securely closed at sea. They should be kept
far away from electricals.
3. Goods which give dangerous vapours should be
stowed in well-ventilated places.
 4. Ships carrying inflammable liquids and gases
special precautions should be taken against fire
and explosion.
5. Substances liable to spontaneous heating should
not be carried unless adequate precautions have
been taken.

Cargo work
Precautions when going alongside to load a tanker:
1. Stability aspect-
· Details of cargo.
· Disposition of cargo.
· GM, stresses, drafts.
· Ballasting of tanks- FSE.
· Bunker distribution.
· Draft restrictions or special requirements in next
port.
1. Ships main transmitting aerials off.
2. Electric cables or portable equipment
disconnected.
3. Switch of radars when vessel comes alongside-
10cm radar could induce electrical potential into
into nearby conductors at berth.
4. Proper lighting at berth.
5. Are sea and overboard discharge v/v sealed and
closed.
6. Deck sealed.
7. All accommodation external doors, port holes etc
 to be closed.
8. Air-condition on re-circulation.
9. Start pump room ventilation atleast 15` before
arrival. Blowers to be on continuously.
10. Ship shore bonding.
11. Proper means of access available between
ship and shore.
12. Compliance of terminal safety and pollution
regulations.
13. Placards-
· No unauthorised personnel.
· No smoking signs.
· No naked lights.
· Emergency escape routes clearly shown.
1. Moorings- ship personnel are responsible and a
continuos check is to be kept.
2. Emergency towing wire forward and aft.
3. Fire-fighting equipment-
· Fire hoses connected to ships fire main one
forward and one aft of the manifold and
pressurised.
· Ensure that ship and shore international shore
connection available for use at all times.
· Emergency fire pump standby at all times and
ready for immediate use.
· In cold weather the freezing of water should be
avoided by bleeding of water over-side or by crack
opening the drain valve.
· Terminal fire fighting equipment ready at all times.
· Foam monitors directed towards the manifold.
· Portable fire extinguishers preferably of DCP.
1. Oil spill equipment available as per SOPEP manual.
2. Proper communication available-
· Between shore tanks, manifold and CCR.
· Emergency contact numbers available.
1. V/l at all times ready to move under power.

2. Documentation-
· Ships particulars.
· Bill of lading.
· Statement of facts.
· Empty tank certificates.
· Draft and trim.
· Maximum draft and trim expected.
· Quantity of cargo to be loaded or discharged.
· Nature of cargo (if discharging).
· Distribution of cargo on board (if discharging).
· If vessel has i.g. system and slop tank disposal
system. Confirmation on the fact that the vessel if
fully inerted. Any dirty ballast in slops.
· O2 content of tanks.
· Defects in hull, machinery etc.
· If any repairs that could delay the cargo
operations.
 · Details of statutory certificates and their period of
validity.
1. Get vessel ready for tank inspection.
2. Discharge and loading plan agreed upon.
3. Obtain ship shore safety checklist.
Transferring of engine room bilges into slops:
Via the MARPOL connection.
Transferring slops:
Via the MARPOL line at manifold or cargo manifold.
Gas freeing:
Displacement method: makes use of a pipe opening at
the bottom of the tank which displaces HC vapour at
the bottom of the tank.
Dilution method: relies on highly powered fans which
blows air to the bottom of the tank thus diluting the
petroleum vapour at the bottom of the tank. E.g.
portable driven fans or eductor driven fans.
For tank entry LFL must always be 1%.
Limits of flammability:
Upper flammable limit: 10% gas to 90% air.
Lower flammable limit: 1% gas to 99% air.
For reception of cargo: 40% LFL.
In inerted condition:
1. Oxygen level in tank if below 11% will not support
combustion.
2. Maximum permissible allowance is 8%.
Learn and understand the flammability range diagram.
Preparation of bulk cargo hatch prior loading:
1. Secure hatch openings and ensure safe access for
grabs.
2. Remove spar ceilings and stow them safely.
3. Sweep out hold completely and remove all traces
of previous cargo. Consider a fresh water rinse.
Ensure that the hold is clear of all previous cargo
prior to loading.
4. Bilges-
· Well cleaned.
· Test suction.
· Cover bilge lid with burlap and cement.
1. Check water tightness and securing arrangements
of hatches.
2. Check ventilation arrangement.
3. Ensure adequate lighting.
4. Check moisture content is below transportable
moisture limit.
5. Check fire fighting / detection / alarm / and
smothering system.
6. Where fire hazard risk avails no source of ignition.
Display appropriate placards.
7. Post warning notices.
8. Rig shifting boards if necessary.
9. Rig cargo thermometers as necessary.
10. Remove unwanted dunnage.
11. Stability aspect-
· Stresses.
 · GM
· Stability adequate.
Hazards of loading coal:
1. Emission of flammable gases (methane). Methane
which is lighter than air tends to settle in the
upper regions of the cargo space. Flammable
range being 5% - 15%.
2. Some coals liable to spontaneous combustion,
carbon monoxide is toxic and has a flammable
range of 12% - 75%.
3. Liquefaction- cargo that is likely to shift if
saturated with water.
Read through the MGN notices.

On board Safety:
On every sea going ship on which more than 5 workers
are employed the company is required to employ a
safety officer.
Safety officers duties:
1. Endeavour to ensure that the Code of Safe Working
Practices are being followed.
2. Endeavour to ensure that the employers
occupational health and safety policies are
complied with. Investigate their complaints.
3. Carry out occupational health and safety
inspection to every accessible part of the ship
atleast once every three months.
4. Investigate: accidents, dangerous occurrences,
potential hazards to health or safety, make
 recommendations to master regarding the
reoccurrence of an accident or to remove a hazard
or any deficiency to the ship.
5. Stop any work at any time, which he reasonably
believes, that may cause an accident. Inform
master immediately.
6. Ensure so far as possible safety instructions, rules
and guidance are complied with.
Checks to be made by safety officer:
1. Means of access- inspected, in safe condition,
unobstructed.
2. Fixtures- due to which seaman may trip or cause
particular overhead hazard. These should be
painted and distinctly marked.
3. Guard rails- in place, secured and in good
condition.
4. Proper illumination.
5. Ventilation adequate.
6. Machinery adequately guarded.
7. Permits to work issued as required.
8. Level of supervision adequate particularly for
inexperienced crew.
Checks in machinery space:
1. Is the engine room safe to enter?
2. Is the machinery space adequately guarded?
3. Safety operation instructions clearly displayed.
4. Are lighting at different levels adequate.
5. Is the area clear of combustible material, rags,
 etc?
6. Level of supervision of inexperienced crew
adequate.
7. All personnel should be properly equipped.
8. Means of escape- proper signs and adequate
lighting.
9. Mantainence of LSA / FFA equipment upto
standard.
Any accident or dangerous occurrence to be an
important part of the safety officers duty. Actual
reporting of an accident will be carried out by the
master but it is the safety officer`s duty to investigate
the incident and to assist the master to complete the
accident report form.
Safety representative( have powers but no duties):
1. Participate in any of the investigations conducted
by safety officer provided the latter agrees so after
notifying the Master.
2. Regarding the crews occupational health and
safety, hazardous work that requires to be
suspended, consult Master and safety officer
making recommendations.
3. Inspect any of the safety officer`s records.
Employer appoints a safety committee (mandatory on
all ships) electing the safety representatives.
Membership of the committee must include master as
chairman.
Duties of the safety committee:
1. Ensure that the provision of safe working practise
 is complied with.
2. Improve standards of safety consciousness
amongst the crew.
3. Inspect safety officers records.
4. Ensure the observance of employers occupational
health and safety policies. Consider and take
appropriate action if required.
5. Keep a record of all proceedings.
Method of improving safety awareness:
1. Movies
2. Posters
3. Publications
4. Informal talks
5. Mantainence of safety equipment
6. Drills
7. Marine safety cards
8. Accident reports
9. Permit to work system
ISM
Objectives:
1. Observe safe operation of ships
2. Prevent pollution
3. Prevent loss of life and damage
4. Project environment
· Designated person from compare – DPA designated
person ashore
· Master responsible from ship
 · Internal audits
· Reports non confirmatives NCR – non conformance
report
· Corrective action
· Log all activities
· Have an approved SMS (safety management
system)

Dry-docking
Normal dry-dock period once every 2 years.
General repair list:
Standard items:
1. Hull cleaning and surface preparation.
2. Survey of ships bottom (sighting the bottom).
3. Anchors- including ranging and marking, turned
end to end.
4. Chain locker- chipping, painting, bitter end and
chain locker educting system.
5. Sea v/v and sea chest to be inspected, overhauled
and painted.
6. Anodes- location, weight and size.
7. Inspection and overhaul and load test of lifting
equipment.
8. Tank, hold and closing appliances to be to be
inspected and overhauled.
Repair items:
1. Renewal of piping.
 2. Cargo handling equipment.
3. Hatch closing arrangement.
4. Bulkhead leaks.
5. Replacement of ships side rails.
6. Electrical cables.
7. Fire fighting equipment.
Documentation:
Check and consult with the master the following:
1. General arrangement plan.
2. Shell expansion plan.
3. Fire plan.
4. Repair list.
5. Plug plan.
6. Stability data.
7. Cargo plan if docking with cargo- inform shore
authorities for shoring and position of shoring
required.
8. Rigging plan.
9. Inform dock authorities in plenty of time regarding
any projections on the hull.
10. Post docking information if any.
Stability aspect (chief officers duties before entering
the dock):
1. Free surface effect in tanks to be removed or
reduced.
2. GM to be positive when going to the dry-dock and
throughout the critical period. When going out
 ships constants will change- mud, new plates, etc.
3. Consult dock authorities for required draft and
trim. Generally a small trim by stern is required.
More the trim the more the critical period.
4. All round sounding of all tanks.
On board preparations:
1. Hatches and beams stowed in position.
2. Derricks and cranes stowed in position.
3. Adequate fendering required.
4. FFA ready.
5. Inform head of all departments.
6. Inform c/e to take shore power facilities.
7. Required notices posted.
8. Security- lock up spaces.
9. Rig fenders
Logging down events:
1. Time the dock gates open.
2. Time vessel enters the dock (bow and stern).
3. Time dock gates close.
4. Pumping out commenced.
5. Time Lines ashore.
6. Time the vessel touches the blocks.
7. Time all sewn on the blocks forward and aft.
8. Dock draining completed.
9. Time gangway walkable.
10. Vessel certified gas free.
 11. Utilities connected.
When coming out:
1. Time when authority to flood certificate has been
signed.
2. Time flooding commenced.
3. Time all lines cast off.
4. Time dock gates open.
5. Time vessel clears lock gates forward and aft.
When in the dock:
1. Have documentation ready and repair list.
2. Sound all tanks once again.
3. Tank plugs when being removed sight their
removal and retained.
4. Close all overboard discharges.
5. 2 means of safe access.
6. Take over facilities from docking master.
Facilities from docking master:
1. Toilets.
2. Electric shore connection.
3. Fire line pressurised, fire men on board.
4. Emergency numbers.
5. Bonding wire.
6. Garbage disposal.
7. Gas free certificates.
8. Hotwork permits.
When coming out of the dock:
 1. Check that all repairs have been done to
satisfaction. All departments to also to check.
2. Checks that all plugs removed to be placed back in
position and have been visually sighted.
3. Any securing on echo sounder or logs to be
removed.
4. Propeller and rudder to be clear of any obstruction.
5. Any loose objects or staging overhanging on ships
side to be removed.
6. General check on the anchor- anchor secured and
marked.
7. Check that the overboard is clear.
8. I shall be the last person to leave the dock.
9. All soundings to be same as before when the
vessel entered the dock.
10. Recalculate stability, trim and +ve GM to be
maintained throughout.
11. Go through the checklist- obtain satisfied and
written from the master.
12. Sign Authority to Flood Certificate.
13. Flooding stopped before rising the forward to
check if overboard valves are not leaking.
Why enter the dock with a small stern trim:
1. Sole Piece is the strongest part of the ship.
2. Dragging ship head to centreline is easier.
3. Gradual loss of GM.
Work on cable:
1. Cable is ranged and inspected visually for any
 damage or hairline fractures by hammering each
link.
2. If any part of the cable is corroded and worn more
than 10% of diameter then it should be renewed.
3. Anchor is changed end to end- all parts of the
cable experience equivalent stresses over the
years.
4. Remarking of the cable.
5. Overhauling of the bitter end.
Why do soundings have to be taken and recorded before
entering a dry dock and leaving one?
To ensure similar stability state at the time of leaving
the dock as it was when entering.

Cargo handling gear

Lifting plant regulations:
1. Good design, construction and of adequate
strength for the purpose of which it is intended.
2. Slings to be of good construction.
3. To be used in safe proper manner and safe working
load not be exceeded.
4. Persons operating to be competent and
experienced authorised by a responsible officer.
5. After 1993 lifting plant to be tested every 5 years.
6. No lifting plant to be used unless it has been
tested atleast once every 12 months by chief
officer.
7. No plant to be used after installation or repair
 unless it has been tested then thoroughly
examined by a competent person.
8. Each lifting appliance is to be clearly marked with
the following-
· SWL
· Means of identification.
1. Each item of the lifting gear is to be clearly
marked with SWL.
2. Full account is to be taken of the principles and
guidelines in CSWP chapter 17.
Certificate obtained within 28 days of testing and
retained on board for a period of 2 years.
Lifting appliance given a static test using a proof load
or a dynamometer (static test).
Proof Load: exceeds a SWL by a given percentage or
weight to check the safety of a derrick or a crane.
The proof load is to be applied by hoisting movable
weights by using the cargo purchase and with the
weights in the hoisted position the hoisted position the
derricks are to be swung in both directions as far as
possible.
Tests on Derricks:
SWL PROOF LOAD
Upto 20 t: SWL + 25% (if less than 15t then
dynamometer may be used)
20t – 50t: SWL + 5 t
50t and more: SWL + 10%
Condemning of a wire:
1. In any 8 diameter when 10% of the strands are
broken.
2. For standing rig (steel wire rope)- 6 X 6 wires per
strand.
3. For running rig-
· Flexible steel wire rope- 6 X 12/18/48 wires per
strand.
· Extra flexible steel wire rope- 6 X 36 wires per
strand.
The extra flexible steel wire rope has a fibre core for
lubrication.
Breaking Stress: 20 D2 / 500
Safe Working Load: Breaking Stress / 6
Union Purchase SWL: 1/3 SWL of single derrick
Safe Angle Between Runners: 90o and 120o
occasionally.
Code of safe working practise says that a mass in
excess of SWL should not be lifted unless:
1. A test is carried out.
2. The weight and the proof load is known.
3. Lift is a straight lift by a single appliance.
4. Lift is supervised by a competent person.
5. The competent person has given in writing that it
is safe to do so.
6. No person is exposed to danger.
Register of ship lifting appliance and cargo handling
gear:
 1. Certificates and tests together with reports of
examination.
2. Certificates and identity number recorded on
certificate of loose gear- blocks, shackles, bridle
etc.
3. When testing a lifting plant the following are
recorded- name and status of competent person,
SWL, proof load.
4. Details of regular maintenance, defects and
repairs.
Rigging Plan:
1. Position of derricks producing maximum force.
2. Position of guys and preventers to resist maximum
forces.
3. Position size and SWL of blocks.
4. Position of inboard and outward booms.
5. Length size and SWL of runner, topping lift, guys
and preventers.
6. Maximum angle between runners.
7. Maximum headroom (permissible height of cargo
hook above hatch coaming).
8. Position and size of deck eye plates.
9. SWL of shackles.
10. Guidance on maintenance of derricks.
11. Combined diagram showing forces for a load
of 1 tonne or the SWL.
Information regarding derrick strength if found- in the
Register of Lifting Appliances and Cargo Handling Gear.
Overhauling goose neck (yearly):
1. Ensure vessel provides stable platform (i.e. vessel
should be at anchor free from any rolling or
pitching).
2. Secure the derrick head in its crutch.
3. Remove and overhaul derrick heel block.
4. Secure a purchase of appropriate SWL on mast or
Samson Post and to the derrick.
5. A direct lift can be obtained over the derrick heel
by unshipping the derrick topping block and
securing the purchase by a strap to the derrick
heel.
6. Withdraw horizontal and vertical bolts and nuts
and recondition them.
7. Unship the derrick and secure in its temporary
crutch.
8. Clean all parts and check for- wear and tear,
hairline fractures, and particular attention to the
bolts.
9. All parts to be properly lubricated and reassemble
the goose neck area to its operational condition.
10. Make relevant entries in ``Register of ship
Lifting Appliances and Cargo Gear``.
Thorough examination:
Means a detailed examination by a competent person
supplemented by stripping the gear down for inspection
if judged necessary.
1. A competent person to examine all gears.
2. Any test involving proof load.
 3. Every 12 months thorough examination which
includes- dismantling of all loose gear and hidden
parts as judged necessary to arrive at a reliable
conclusion as safety of plant is examined.
4. Certificate numbers.
5. Examination performed e.g. initial, yearly, 5 yearly,
if any repairs or damage etc.
6. Declaration of competent person to be signed and
dated.
7. Remarks to be signed and dated.
Competent person: someone over 18 years in age
possessing practical and theoretical knowledge and
actual experience of the type of plant being examined.
His job will be to discover any defects or weakness and
assess their importance in relation to strength,
stability, and function of the equipment.
Care of cargo blocks:
1. Check swivel head and sheeve (also check
grooves on sheeve for wear down) for free
movement.
2. Examine side plate for distortion or buckling.
3. Check axil pin- ensure no play and check thread of
pin.
4. Check split pin and distance piece.
5. Oil surface of blocks.
6. Do not paint grease nipples and statutory
markings.
Mantainence of cargo handling equipment:
1. Weekly: grease nipples on whinches, blocks,
 derricks cranes.
2. 3 months: auxiliary equipment (chains, rings,
hooks, swivels, blocks and shackles).
3. 6 months: a thorough overall check of the above
equipment.
· Grease nipples checked.
· Derrick: stripped and all auxiliary equipment gear
taken apart examined greased and reassembled.
· Whinches to be overhauled with engineer.
· Location and identification number of each item
complying with the rigging plan.
· Amend the rigging plan if any part of the gear has
been replaced.
· Each item to have a certificate.
1. 12 months: derust, paint and overhaul derrick
gooseneck.
2. All gear should be inspected before use.
Precautions when loading a heavy lift:
1. Stability-
· ensure stability if the vessel is adequate and
maximum heel is acceptable.
· Eliminate FSE.
· Large GM available since rise in G is going to
occur.
1. Rid extra mast stays as necessary.
2. Check condition of derrick and gear before use (all
moving parts to be freely rotating).
3. Rig fenders.
 4. Gangway up.
5. Moorings taut (men standby in case of an
emergency).
6. Cast off all barges.
7. Unauthorised personnel sent ashore. Inform head
of all departments before lift commences.
8. Check ships data to ensure deck is strong enough
to support load (Deck Load Capacity Plan).
9. Clear area of deck where load is to be placed and
adequate dunnage to be placed to spread load
evenly.
10. Whinch driver competent.
11. One person at all times giving directions.
12. Put winches in double gear.
13. Set strong steam guys before lifting. Secure
steadying lines at ends of the load.
14. Lateral drag- simultaneously slacken on
topping lift and runner wire to keep plumbline
intact. Derrick to be plumb over the weight at all
times.
Vessel laid up and you join as chief officer:
1. Consult rigging plan, register of ship lifting
appliances and cargo handling gear, deck capacity
plan, stability information booklet.
2. Rig derrick correctly.
3. Bring in surveyor.
Can you load a 25t weight with a derrick of 25t SWL:
Practically speaking no. Due allowance is to be made
for other parts of the lifting gear- slings, shackles is
also to be taken into account.
What would you do if you were to load a heavy lift on a
tank top?
1. Check the deck load capacity plan.
2. Ballast the tank top for additional precaution.

Publications and Record Books

M- Notices: merchant ship notices which are published
by the MCA and recommendations contained in it
should be complied with. It is a method by which the
MCA promulgates information, which is quickly brought
to the attention of seafarers, management and those
associated with the industry.
They are divided into three categories:
Merchant Shipping Notices (white coloured): convey
mandatory information that must be complied with
under UK law. In otherwards they explain and amplify
statutory requirements.
Marine Guidance Notices (blue coloured): SOLAS,
MARPOL, etc.
Marine Information Notes (green coloured):
administrative information aimed at training
establishments.
Each notice will be affixed as follows: (M): for merchant
ships
(F): for fishing vessels
(M+F): for merchant ships and fishing vessels
Oil Record Book:
Every oil tanker of 150 grt and above and every vessel
of 400 grt and above other than a tanker shall be
provided with an Oil Record Book Part I (Machinery
Space Operations).
Every oil tanker of 150 grt and above shall also be
provided with Oil Record Book Part II (Cargo / Ballast
Operations).
Entries: Any movement of oil in and out of the vessel
and internal shifting of oil.
Non Tankers:
1. ballasting or cleaning of fuel tanks.
2. discharge of ballast or water from fuel oil tanks,
which have been ballasted or cleaned.
3. disposal of oil residues.
4. discharge overboard or disposal otherwise of bilge
water which has accumulated in machinery space.
5. Bunkering operations.
Tankers:
1. loading of oil cargo.
2. discharging of oil.
3. internal transfer of oil during the voyage.
4. ballasting of cargo tanks and dedicated clean
ballast tanks.
5. cleaning of cargo tanks including crude oil
washing.
6. discharge of ballast except from segregated
ballast tanks.
 7. discharge of water from slop tanks.
8. closing of all applicable valves or similar device
after slop tank discharge operations.
9. closing of v/v necessary for isolation of dedicated
clean ballast tanks from cargo and stripping lines
after slop tank discharge operations.
Control of discharge of oil (as per Marpol):
Any discharge of oil into the sea is prohibited except
when the following conditions are satisfied-
1. tanker is not within a special area.
2. tanker is more than 50 nm from the nearest land.
3. tanker is proceeding enroute.
4. instantaneous discharge of oil content does not
exceed 30 ltrs / nautical mile.
5. total quantity of oil discharged into the sea does
not exceed-
· 1/ 15,000 of the total quantity of the particular
cargo of which the residue formed a part (for
existing tankers).
· 1/30,000 of the total quantity of the particular
cargo of which the residue formed a part (for new
tankers).
1. the tanker has in operation an oil discharge
monitoring equipment and slop tank arrangement.
For a ship of 400 grt and above other than an oil tanker
and from machinery space bilges excluding cargo p/p
room bilges of an oil tanker unless mixed with oil cargo
residue-
1. The ship is not within a special area.
 2. The ship is more than 12 nautical miles away from
the nearest land.
3. The ship is proceeding enroute.
4. The oil content of the affluent is less than 15ppm.
5. The ship has an an oil discharging monitoring and
controlling system, oily water separating
equipment, oil filtering equipment or any other
installation as required by regulation.
Garbage Record Book
1. every vessel of 12m or more in length shall display
placards informing the crew and passengers of the
disposal requirements of garbage.
2. every ship of 400grt and above certified to carry 15
passengers or more shall carry a garbage
management plan and a garbage record book.
3. v/l`s which are exempted-
· A vessel certified to carry 15 passengers or more if
engaged in a voyage of one hour or less.
· fixed or floating offshore installations.
Contents of Garbage Management Plan:
1. designated person who is incharge of carrying out
the plan.
2. procedures for collecting, processing, stowing and
disposing the garbage.
Garbage Special Areas:
1. Antarctic
2. Baltic Sea
3. Black Sea
 4. Mediterranean Sea
5. North Sea
6. Persian Gulf
7. Red Sea
8. Wider Caribbean
Classes of Garbage:
1. Plastics.
2. Floating dunnage, lining and packing material.
3. Ground down paper products, rags, glass, metals
bottles and crockery.
4. Paper products, rags, glass, metal bottles,
crockery.
5. Food waste.
6. Incinerator Ash.
Entries to be made in the Garbage Record Book:
1. when garbage is discharged into the sea, reception
facilities ashore or other vessels.
2. when garbage is incinerated.
3. accidental or other exceptional discharge of
garbage.
· time of occurrence.
· port or position of vessel at the time of
occurrence.
· category of garbage and estimated amount in m3.
· reason of disposal and remarks.
Garbage disposal outside Special Areas:
1. no plastics.
 2. floating materials- more than 25 nautical miles.
3. food, crockery, bottles, rags, meals, cans etc-
more than 12 nautical miles.
4. food crockery etc comminuted- more than 3
nautical miles.
Inside special areas:
1. food wastes- more than 12 nautical miles.
2. in wider Caribbean region food wastes
comminuted- more than 3 nautical miles.

Ship Board Oil Pollution Emergency Plan (SOPEP)

Every non-tanker of 400 grt or above and every tanker
of 150 grt and above must have SOPEP on board in the
form of a manual. The plan should consist of the
following:
1. The procedure to be followed by master or another
person having charge of the ship to report an oil
pollution incident.
When:
· If discharge exceeds MARPOL limits.
· Discharge to save life or property.
· Discharge resulting from damage.
· Threat or probability of discharge.
How:
· By quickest available means to coastal radio
station, designated ship movement reporting
system or RCC at sea.
· By quickest available means to local authorities in
 port.
What:
· Initial report.
· Follow up report.
· Cargo / ballast bunker disposition.
· Characteristics of oil spilled.
· Slick movement.
· Weather and sea conditions.
1. List of authorities to be contacted in the event of
an oil spill.
Who:
· Nearest coast station.
· Harbour and terminal authorities.
· Ship owners / managers / P & I authorities.
1. A detailed description of the action to be taken
immediately by persons on board to reduce or
discharge of oil following the incident.
In case of spills caused by casualties:
· Immediate action to preserve life and property.
· Immediate action to prevent escalation of the
incident.
· Damage assessment procedures.
In case of operational spills:
· Preventive measures and procedures.
· Actions in the event of-
· Pipeline leakage.
· Tank overflow.
· Hull leakage.
1. The procedures and point of contact on the ship
for co-ordinating ship board action with national
and local authorities in combating the pollution.
· Action required initiating response.
· Ships responsibility regarding monitoring clean up
activities.
· Assistance that can be provided by the ship.
· Details of any materials carried on board to assist
the cleaning on deck spills.
· Details of oil spill response arrangement and
policies.
· Guidance on record keeping and sampling
procedures.
1. List plans and drawings.
· Company organisational charts.
· List of key contacts-
· Company.
· P & I club and correspondents.
· Agents.
· Ships particulars.
· General arrangement plan.
· Table of tank capacities.
· Piping and pumping plan.
· Bunker disposition.
· Mid ship section plan.
· Plan indicating frame spacing.
 · Damage stability data.
· Cargo stowage plan.
· Cargo certificates of quality.
· List and disposition of shipboard clean up material.
· Record of shipboard oil pollution emergency drills.
What he wants to hear:
The points that are mentioned in bold, he should not go
into details.

Surveys:
Preparation of Loadline survey:
1. Check that access and openings in superstructure
are in good condition-
· Dogs, clamps and hinges to be free and well
greased.
· Gaskets and watertight openings to be free of
cracks.
· Doors should be able to be opened from both sides.
1. Machinery space openings to be checked on
exposed weather deck.
2. Cargo hatches-
· Hatches and access to be weather tight.
· Portable wooden hatch covers to be in good
condition- tarpaulins in good conditions and
atleast 2 provided for each hatch cover.
1. Ventilators- opening and closing arrangement to be
free.
2. Air pipes- opening and closing arrangement to be
 functioning freely.
3. Free ports in good condition.
4. Manholes and flush scuttles- watertight.
5. Check efficiency securing of portable beams.
6. Guard rails and bulwark to be of satisfactory,
lifelines to be rigged.
7. Below the freeboard deck check- cargo ports, side
scuttles and openings to have must have efficient
internal watertight dead lights.
8. Non return and overboard valves functioning
properly.
Cargo Ship Safety Equipment Survey:
Life saving appliances:
1. Lifeboat-
· Stores and equipment.
· Particular attention to bottom boards and
buoyancy material.
· Thwarts free of cracks.
1. Overhaul and grease which davits and blocks. Falls
to be renewed or turned end to end. Repaint
markings on the lifeboat.
2. When boats are in water run the boats ahead and
astern.
3. Inflatable liferafts to be serviced within the last 12
months.
4. Lifebuoys- si lights, grab lines, markings well
painted.
5. Lifejackets- lights, whistles and markings.
 6. Pyrotechnics- expiry dates.
Fire Fighting appliances:
1. Fire control plans legible.
2. Check fire hoses, nozzles and applicators in good
condition.
3. Test emergency fire pump.
4. Overhaul all extinguishers.
5. Test and overhaul fixed fire equipment system.
6. Check breathing apparatus and firemans suit.
7. Check fire and smoke detection system.

Other checks:
1. Emergency lighting system.
2. Check closing arrangements for- ventilators,
skylits, doors and funnel.
3. Check navigational equipment.
4. Check pilot ladders and pilot hoists.
In general all checks to be carried out as per the record
of inspection form at the back of the SEQ certificate.

Emergencies
Engine failure (v/l rolling heavily):
1. NUC lights.
2. V/l on hand steering.
3. Inform master.
4. Bring vessel head to wind.
 5. Increase weights forward by filling up the forepeak
and consider walking back anchor upto 4 to 5
shackles. This will increase the weight forward
considering the pivot point of the vessel to shift
forward resulting a sailing effect.
6. To reduce the rolling-
· Winging out weights- increases the rolling period.
· Reduce GM by ballasting TST`s.
Manoverboard
1. Helm hard over on the side which the man has
fallen.
2. Release lifebuoy with smoke signal. If possible
release the SART.
3. Press GPS MOB button.
4. Sound emergency alarm.
5. Main engines for immediate manoeuvring.
6. Inform master.
7. Post lookouts.
8. Sound emergency signal ``O`` on fog signal.
Broadcast by VHF to all vessels in the vicinity.
Hoist ICS flag ``O``.
9. Turn out rescue boat- muster crew and standby.
10. Continuos monitoring of vessels position on
chart.
11. Update weather reports.
12. Log book entries.
Collision
1. Stop engines and obtain an assessment of the
 situation. It may be prudent to maintain a few
revolutions in the engines to avoid the other vessel
form flooding and consequent sinking when both
vessels are separating.
2. Sound emergency alarm.
3. Switch on deck lights and NUC lights.
4. Inform master. Inform engine room and all
departments.
5. Broadcast message to all ships in the vicinity.
6. Carry out head count and damage assessment.
7. Muster damage control parties and detail duties.
8. Order bilge pumps and ballast pumps to start
pumping out effected area.
9. Shut all watertight doors and fire doors.
10. Communication officer- standby to obtain
weather report. Navigational officer to update
vessels position and assist master as required.
11. Prepare survival craft for immediate launching
if situation demands.
Chief officers duties:
1. Internal sounding of all tanks- check watertight
integrity.
2. Machinery space wet or dry.
3. Head count- check for casualties.
4. Investigate pollution possibilities.
5. Will consider ballasting to bring damaged portion
above waterline.
Masters legal obligations:
 1. Standby to render assistance.
2. Exchange information with master of other
information-
· General particulars of other vessel.
· Port of departure.
· Port of destination.
1. Report accident to Marine Accident Investigation
Bereau (MAIB).
2. Make entries in official log book.
Grounding
1. Stop engines.
2. Sound emergency alarm.
3. Display aground lights and switch on deck lights.
4. Inform master and all departments.
5. Broadcast warning message to all vessels in the
vicinity and continuos VHF watch maintained.
6. Position on chart investigated and safe port
options investigated.
Chief officers duties:
1. Extent and position of damage.
2. Head count- casualties.
3. Check watertight integrity of hull- internal and
external soundings. After soundings have been
made air pipes and sounding pipes to be well
secured. This will prevent oil pollution and water
pressure causing the oil to rise upwards.
4. Condition of machinery wet or dry.
5. Shut all watertight doors and fire doors.
 6. Obtain damage reports from all departments.
7. Refer to vessels damage stability information.
8. Damage control party mustered and reduce the
ingress of water.
9. Consider the possibility of fire or oil pollution
hazards.
10. Determine nature of bottom. Determine time
of next high water.
11. Lifeboat ready and swung out. LSA / FFA
equipment standby.
12. Appropriate entries made in logbook.
After grounding there is no damage to hull or watertight
integrity. What will you do next?
I will call for an underwater survey.
Beaching
Is defined as taking the ground intentionally as occurs
for 2 reasons-
· To prevent the loss of the vessel when damaged
below the waterline.
· When it is the intention to refloat after watertight
integrity has been restored.
Procedure:
1. Take on full ballast before beaching.
2. Consider bow first if bow damaged and stern first if
stern damaged at about 90 o to the tide.
3. Consider letting go the weather anchor first, this
would prevent the vessel from slewing parallel to
the beach.
 4. Should the vessel be damaged stern then stern
first approach would be desirable. In this case it
could be made in the form of a Mediterranean
Moor, letting go both anchors which may be used
to heave the vessel of when the time comes.
5. Anti slew wires to be used in conjunction with the
anchor.
6. Make internal and external soundings after
beaching.
Suggestions to master when refloating the vessel:
1. Master to be informed at all times.
2. Calculate times of immediate high water.
3. Consider reducing weights on board- deballasting
and jettison as last option.
4. Damage stability.
5. Consider dropping an anchor to prevent a damaged
ship from sliding into deeper waters.
6. Tug to standby at all times when refloating.
Anti pollution measures following emergencies:
1. Plug all scuppers.
2. Repair damage and leaking areas.
3. Pump out surplus to barges or other vessels or
transfer to other tanks internally.
4. Organise oil pollution barrier and chemical
dispersants.
5. Consider listing or trimming vessel to bring
damaged portion over water line.
Heavy weather precautions
 1. Verify vessels position and consider re routing.
2. Update weather report and plot storm movement.
3. Stability- avoid slack tanks and minimise FSE.
4. Warn all departments.
5. Rig lifelines forward and aft.
6. Check cargo lashing.
7. Close all deck ventilation.
8. Anchors to be well secured- spurling pipe
cemented, break tight, bow stopper well secured
and additional lashing at the hawse pipe.
9. All derricks and cranes secured.
10. Check that accommodation ladder has been
well secured.
11. Clear deck of surplus gear.
12. Secure bridge against heavy rolling and
pitching.
13. Slacken halyards and remove awnings.
14. Establish heavy weather work routine-reduce
manpower on deck.
15. Obtain and update weather reports
continuously. Update position.
16. Reduce speed to prevent pounding and
engage manual steering in ample time.
17. Revise e.t.a.
18. Make relevant log entries.

Chopper operations
Working precautions:
1. Do not secure any line passed down.
2. Do not touch whinchman, stretcher, hook or wire
until earthed.
3. Do not fire rockets or line throwing apparatus.
4. Do not direct strong light towards chopper.
5. No radio communication during radio operations.
6. Avoid wasting time as fuel is expensive.
Navigational requirements:
1. Alter course towards rendezvous position.
2. Prepare deck reception.
3. Continuos communication with chopper.
4. Display r.a.m. lights.
5. Continuously monitor own ships position and other
vessels in the vicinity.
Engagements:
1. Display wind indicator.
2. V/l on manual steering.
3. Course altered to pilot’s instructions.
4. Maintain maximum manoeuvring speed.
5. Clear of all navigational obstructions and maintain
adequate sea room.
6. Log all events.
High line operations:
This operation is employed when there is-
· Exposed rigging.
 · Rough seas.
· Numerous persons.
1. Aircraft will establish a high hover position clear of
all obstructions.
2. Weighted heaving line is passed down towards the
vessel.
3. Hoist wire will then be lowered down once deck
crew have got hold of weighted heaving line.
4. Chopper will then traverse backwards to gain
visual contact.
5. Aircrew man descends and deck crew to heave on
heaving line.
6. Aircraft maintains station, aircrewman organises
double hoist transfer for vessel.
Precautions:
1. Display windsock.
2. Ensure all rigging and obstructions, loose objects
about the helicopter landing area is clear. Loose
objects could come in contact with the rotor
blades.
3. Deck party correctly dressed and well equipped-
wearing brightly colour waistcoats and protective
helmets.
4. Communication between chopper, deck and
bridge.
5. Fireman standby fully equipped.
6. Fire p/p running with adequate pressure on deck.
7. Fire hoses, extinguishers, foam monitors and
portable foam applicators ready. Foam applicator
 nozzles pointing towards landing area.
8. The following to be standby-
· Large axe.
· Crowbar.
· Wire cutter
· Red emergency signal torch.
· Marshalling battons at night.
· First aid equipment.
1. Rescue party detailed, manoverboard rescue boat
ready for lowering.
2. Static hook hander is properly equipped- helmet,
rubber gloves, and rubber soled shoes.
3. At night if operating adequate light available
without blinding chopper.
4. Display proper lights or shapes.
5. Clear access to and from operational area.
Additionally requirements for tankers:
1. Ships with i.g. system- have pressure released
from tanks within 30` of commencement of
chopper operations and pressure released to
slightly positive.
2. Tank openings closed.
Additional requirements for bulk carriers:
1. Surface ventilation ceased.
2. Hatch openings fully battened down.
Additional requirements for gas carriers:
1. Avoid vapour emissions on deck.
Distress
Preparations when proceeding to a distress:
1. Prepare hospital.
2. Plot rendezvous position and continue updating
target position. Highlight navigational dangers.
3. Radar on long range scanning and systematic
plotting of targets detected.
4. Communication officer standby.
5. V/l on manoeuvring speed and manual steering.
6. Post extra lookouts as high as possible.
7. Pass own details with relevant search and rescue
operation update to RCC.
8. Prepare rescue boat and emergency crew.
9. Obtain weather reports.
10. Maintain internal and external position.
11. Rig guest wrap (a rope that extends from
forward to aft).
12. Advice owners agents and reschedule e.t.a.
Chief Officers duties:
1. Rig a good strong rope from bow to quarter (guest
wrap).
2. Rig derrick on each side with platform cargo sling
ready to help injured or helpless survivors out of
water.
3. Rig fenders on each side- to bring lifeboats safely
alongside.
4. Get rescue boat ready and crew standby, keep
 liferaft ready but do not inflate.
5. Check rescue boat equipment.
6. Proper communication between rescue boat and
vessel.
7. Medical party and first aid party standby.
8. Ships signalling equipment and LTA standby.
When approaching the scene:
1. Post extra lookouts.
2. Reduced speed and manual steering employed.
3. Continuos radar watch.
4. Get in touch with RCC and follow instructions.
5. Make own vessel visible to survivors- at night
signalling lamp and by day black smoke or use
ships whistle.
6. Do not dump anything overboard- this may confuse
the survivors.
Factors that are taken into account when choosing On
Scene Commander:
1. On board communication equipment.
2. Whether doctor or trained medical staff on board.
3. Hospital and casualty treatment facilities.
4. Vessels characteristics- freeboard, speed
manoeuvrability ETA.

What determines the spacing in a search pattern?

1. Type of object being searched.
2. Meteorological visibility.
 3. Track spacing may be decreased to increase the
probability of detection or decreased to increase
the area covered in a given time.
4. Sea condition.
5. Time of day.
6. Effectiveness of observers.
Information picked up from survivors:
1. Ships name and call sign.
2. Complement.
3. Whether other survivors are still in the vicinity.
4. Casualties- names.
Always remember to approach casualties from leeward
and liferaft from windward.
Learn diagrams of various search patterns. Read
IAMSAR (International Aeronautical and Maritime
Search and Rescue) manual also.
When can a master decline to proceed to a search and
rescue:
1. Putting own vessel, crew or passengers in danger.
2. Bunker capacity does not permit.
3. Weather conditions are unfavourable.
4. Loadline zone does not permit.
5. When it is not practical to do so.

Anchor operations
Preparations when going to anchor:
1. Ask engine room for deck and windlass power.
 2. Anchor party standby.
3. Checks to be made-
· Windlass oil, bottle screw, fair lead, capstan, bitter
end and chain locker.
· All moving parts and gears on the windlass are
well greased.
· Anchor lashings at hawse pipe and cement at
spurling pipe is clear.
· Before switching on the windlass power ensure
that the anchor breaks are tight and bow stopper
is well secured and windlass is not in gear.
· Check overside is clear and anchor sighted.
· Anchor lights and shapes available.
· When taking in anchor deck water.
1. Switch on windlass. Put windlass in gear, slacken
on break and take slight weight on the bow
stopper.
2. Clear away the bow stopper.
3. Lower away the anchor under power and leave the
anchor hanging about 1m above water level.
4. Tighten breaks and disengage windlass from gear.
5. Inform bridge anchor is ready for letting go.
Deep water anchoring:
1. Do not let go anchor.
2. The anchor is then walked back all the way to the
seabed.
3. As the vessel drops astern the cable will grow. The
officer on watch should be aware of the amount of
 cable being paid out so that too much cable is not
paid out till the bitter end.
4. Chief officer should be aware of the windlass
capacity when picking up the anchor- amount of
cable paid out plus the weight of the anchor.
Letting go is not prohibited because:
1. Control could be lost due to excessive weight on
the cable, thereby resulting in loss of anchor and
cable making the vessel unseaworthy.
2. Possibility of serious damage or injury.
When taking up the anchor you realise it is not coming
up anymore?
Drop astern to shallower waters thus relieving the
weight of the chain on the windlass, then bring up the
anchor.
If for some reason it is not practical to do so. Action?
Bring the anchor up using the derrick.
Another vessel dragging anchor towards own vessel:
1. Inform master.
2. Sound 5 or more rapid blasts on the whistle.
3. Call on VHF- station identification.
4. Engines to be ready for immediate manoeuvring.
5. Anchor party standby.
6. Pay out more cable. Go ahead and steam over own
cable.
7. Provide the vessel with a sheer with a hard over
action.
8. Make relevant entries in logbook.
Markings on an anchor:
1. Makers name or initials.
2. Progressive number.
3. Weight.
4. Number of certificate.
Anchor certificate:
1. Type of anchor.
2. Weight excluding stock in KGs.
3. Weight of stock and head.
4. Length of shank and arm in mm.
5. Diameter of trend.
6. Proof load applied in tonnes.
7. Identification of proving house, official mark and
government mark.
8. Number of test certificate.
9. Year of licence.
10. Number and date of drop test.
Test on cables:
1. Less than 12.5 mm cables to be tested.
2. Three links are taken from each length (27.5 m) for
a tensile breaking test.
3. If this is successful then the total length of the
cable will be subjected to a tensile proof test.
Read clearing a foul hawse and tests on anchors form
House.
Removing a Kenter Lugs shackle:
1. Remove lead pellet by using a punch and a drift.
 2. Remove spile pin.
3. The stud can be extracted and then 2 halves of the
shackle will be separated by means a top swage
obtained from the manufacturer.

SOLAS
Fire Fighting Appliance (cargo ships)
Capacity of fire pumps (Total required capacity not
more than 180 m3/hr):
· Each fire pump (other than Emergency fire pump)
shall have a capacity not less than 80 % of total
required capacity divided by minimum no of
required fire pumps but in any case not less than
25 m3/hr.
· Each pump capable of delivering at least 2
required jets of water.
· G/S, Ball, Bilge pumps accepted as fire pumps
provided:
· Not normally used for pumping oil.
· If used occasionally have suitable changeover
arrangements fitted.
Emergency Fire pump:
· Capacity not less than 40 % of total required
capacity of the fire pumps but in any case not less
than 25 m3 / hr.
· Capable of delivering 2 jets of water with minimum
pressure (at a 3rd hydrant – not a SOLAS
requirement) not less than 2.1 bar.
· Diesel power source of pump started in cold
 condition of 0° C by hand or by power at least 6
times within a period of 30 minutes and at least
twice within 1st 10 minutes.
· Tank to have sufficient fuel for at least 3 hours and
reserve fuel outside main machinery space to
allow the pump to run for additional 15 hours.
(Total suction head and the net positive suction
head of the pump to be such that they will provide
for the required capacity and pressure under all
conditions of list, trim, roll and pitch likely to be
encountered in service)
· No direct access between engine room and
emergency fire pump. If access provided, through
and airlock.
· Isolation valves in tankers to be fitted on the fire
main on poop and tank deck at intervals not more
than 40 meters to pressure integrity of fire main
system.
(Diameter of fire main: sufficient for maximum
discharge from 2 pumps operating simultaneously
except for cargo ships the diameter need be
sufficient for a discharge of 140 m3 / hour.
Fire hydrants:
· Number and position such that at least two jets of
water not from the same hydrant can reach any
part of the ship.
· One shall be from a single length of a hose.
· Engine room hydrant – one on each side and one in
tunnel.
Fire hoses:
 · Passenger ships: One fire hose for each hydrant.
· Cargo ships: One for each 30 meter length of the
vessel and one spare but in no case less than 5 in
nos.
· (Length of hose not less than 18 meter if breadth
of vessel more than 27 meter then hose length of
27 meter but not more) – not in SOLAS.
Fire nozzles:
· All nozzles of dual purpose type i.e. spray and jet in
corroborating a shut off.
· Standard nozzle size = 12mm, 16mm and 19mm.
· For accommodations and service spaces a nozzle
side greater than 12mm need not be used.
· Machinery spaces more than 19mm need not be
used.
CO2 Systems:
· Cargo spaces: Quantity of CO2 available be
sufficient to give a minimum volume of gas equal
to 30 % of the gross volume of largest cargo space
so protected by the ship.
· Machinery spaces: Quantity of CO2 available be
sufficient to give a minimum volume of gas equal
to 40 % of the gross volume of space (excluding
casing) or 35 % of the gross volume of space
(including casing). For machinery spaces, the fixed
piping system shall be such that 85 % of the gas
can be discharged into the space within 2 minutes.
· For the purpose of the above volume of free CO2
shall be calculated at 0.56 m3 / kg.
 · Two separate controls shall be provided for
releasing
· One control shall be used to discharge the gas
from its storage container.
· The other to open the valve of the piping which
conveys the gas to the protected space.
Fire extinguishers:
· All of approved type and design capacity of
portable extinguisher not more than 13.5 litres and
not less than 9 litres.
· Spare charges for 100 % of extinguishers.
· Portable foam applicator consists of an air foam
nozzle of an inductor type capable of being
connected to the fire main by a fire hose and a
portable tank of at least 20 litres.
· Foam making liquid and one spare tank.
· Rate of foam 1.5 m3 / minute.
· One of the portable fire extinguishers intended for
use in any space to be stowed outside the
entrance.
· Boiler room:
· One set of portable foam applicator unit required.
· At least 2 portable fire extinguisher
· At least 1 approved foam type extinguisher of
capacity 135 litres.
· A receptacle containing sand or sawdust
impregnated with soda.
· Any fixed fire-extinguishing system – e.g. CO2,
foam, water spray.
 · Spaces with internal combustion machinery:
· Any fixed extinguishing system.
· At least 1 set of foam applicator unit.
· Sufficient number of foam type extinguisher
capacity 45 litres plus sufficient number of
portable foam so placed that walking distance
between extinguishers not more than 10 meters.
· High expansion foam: (fixed type system in
machinery space)
· Sufficient to fill the greatest space to be protected
at a rate of at least 1 meter in depth / minute.
· Produce a volume of foam equal to 5 times the
volume of the space.
· Expansion ratio of not less than 5 liters/m2/minute.
· Sprinklers: Application rate of not less than 5
liters/m2/minute.
Fire mans outfit:
1. Fire proof protective clothing outer surface
waterproof.
2. Boots and gloves of rubber or non-conductive of
electricity.
3. Rigid helmet.
4. Electric safety lamp (approved type) minimum
burning period 3 hours.
5. An axe (approved type with cover)
6. Breathing apparatus.
· SCBA at least 1200 litres capacity or capable of
functioning for at least 30 minutes. Normal
 breathing rate 40 litres / minute.
· Fire proof line attached to harness.
· All ships at least 2 fireman’s outfit’s.
· To carry at least 4 sets of fire mans outfits widely
spread. > for tankers.
International shore connection:
· Outside diameter: 178 mm
· Inside diameter: 64 mm
· Bolt circle diameter: 132 mm
· Slots in flange4 holes: 19 mm in diameter
· Flange thickness: minimum 14.5 mm
· Bolts and nuts4 nos: each 16 mm in diameter, 50
mm in length
· Washers: 8 nos.
Fixed deck foam systems: (tanker’s – low expansion)
1. Capable of delivering foam to entire cargo tank
deck as well as into a cargo tank if the is ruptured.
2. Control station outside and away from cargo area
and readily accessible, simple and rapid operation.
3. Rate of foam not less than 0.6 litres/ m2/ minute.
4. Sufficient supply of foam concentrate to produce
foam for at least 20 minutes. ( IG system fitted)
5. Foam supplied through foam monitors and
applicators. (1250 litre/min)
6. Capacity of any monitors at least 3 liter/m2/minute.
7. Capacity of applicator not less than 400
litres/minute and throw not less than 15 meter
Inert gas systems: (cargo tank protection):
· Maintaining O2 content less than 8 % by volume in
any part of cargo tank.
· Positive pressure at all times.
· Maintaining O2 content less than 5 % in the IG
main.
· System capable of delivering IG to cargo tanks at a
rate of at least 125 % of the maximum discharge
rate.
· 2 blowers : capacity 20000 m3/hr
· IG : capacity 1000 m3 / hr
· Vacuum : 200 mm wg
· High pressure : 1200 mm wg

Steering gear: (regulation 29)

· All ships to be provided with main and auxiliary
steering gear, independent from each other.
Main steering gear:
1. Rudderstock shall be
2. Adequate strength and capable of steering the ship
at maximum ahead speed.
3. Capable of putting rudder over from 35° one side to
35° other side at its deepest draft and maximum
ahead service speed and 35° on either side to 30°
on other side in 28 seconds.
4. Operated by power and designed so as not to incur
damage at maximum astern speed.
Auxiliary steering gear:
 1. Adequate strength and capable of steering at a
navigable speed.
2. Capable of putting the rudder 15° one side to 15°
the other side in 60 seconds, when vessel at
deepest draft and running ahead at ½ maximum
ahead service speed or 7 knots whichever is
greater.
· Steering gear control from Navigation Bridge and
locally.
· Auxiliary steering gear controls from locally and if
power operated also operable from Navigation
Bridge.
· Steering capability to be regained in not more than
45 seconds after the loss of one power system.
Emergency power: (capable of illuminating):
· Passenger ships: not less than 36 hours
· Cargo ships: not less than 18 hours
· Navigation bridge, navigation lights, navigation
equipment, aldis, whistle, accommodation,
alleyway, stairway, machinery space, control
stations, radio room, LSA gear, FFA gear,
communication.
Tests and drills:
· Test is within 12 hours of departure.
· Emergency steering drills once every 3 months.
Pilot hoists:
Construction-
1. A mechanical powered winch with brake.
2. Two separate falls.
 3. A ladder consisting of a rigid upper part on which
the pilot stands and a flexible lower past of a short
length of pilot ladder which enables a person to
board from or disembark a launch.
· Hand operating gear in emergencies.
· Safety limit switch.
· Emergency stops (capable to be operated by
person in the hoist)
· Speed of hoist 15 – 30 meter’s / minute.
· Hoist securely attached to ships structure not side
rails.
· Falls long enough to do the job and still have 3
times on the drum.
Ladder section –
1. Rigid part – 2.5 meters long.
2. Non skid steps for safe access and safe hand holds
3. Spreader with rollers fitted at lower end to roll
freely on shipside.
4. Flexible lower part must be 8" steps long.
· New hoists subjected to over load test of 2.2 times
the working load.
· Operating test of 10 % over load.
· Every 6 months regular test rigging and inspection
which includes a load test of 150 KGs.
· Entry in ships official log book.
Life saving appliances:
Life buoys:
Length < 100: min no of life buoys = 8
 100 < 150: min no of life buoys = 10
150 < 200: min no of life buoys = 12
> 200: min no of life buoys = 14
Requirements:
1. Outer diameter not more than 800 mm
2. Inner diameter not less than 400 mm
3. Constructed of buoyant material.
4. Mass not less than 2.5 KGs ( MOB not less than 4
KGs )
5. Support 14.5 kg of iron for 24 hours in fresh water.
6. Withstand a drop into water from a stowage
position to waterline in light condition or 30 meter
whichever is greater.
7. Fitted with a grab line not less than 9.5 mm in
diameter. Grab line secured at 4 equidistant
points. Length not less than 4 times the outside
diameter.
· Painted international orange / highly visible colour.
· Readily available on both sides of vessel. At least
one at stern. No permanent securing.
· At least one buoy on each side fitted with buoyant
life line ( 2 x stow height or 30 meter)
· At least ½ the no of life buoys with SI lights ( 2
hours )
· At least 2 with smoke floats ( 15 minutes )
· Marked in roman - name and port of registry.
Life jackets:
Requirements –
 1. One for every person on board + 25 % extra.
2. Fitted with retro reflective tape + life jacket lights
( visibility 1 mile )
3. For children 10 % of the no of passengers on board
Construction –
1. Correctly donning within 1 minute.
2. Capable of wearing inside out
3. Can jump from a height of 4.5 meters into water
4. Turn the body of an unconscious person in 5 sec’s
5. Lifts the mouth 128 mm clear of the water
6. Fitted with a whistle
7. Buoyancy not reduced by more than 5 % after 24
hour immersion in fresh water
Immersion suits:
Requirements –
1. Unpacked + donned within 2 minutes
2. Permit the wearer to climb up and down a vertical
ladder at least 5 meter in length
3. Jump from a height of 4.5 meter into the water
4. Cover the whole body with exception of face.
5. Core temperature does not fall more than 2° C after
a period of 6 hours in water of temperature 0° - 2° C
6. Turn the wearer face up in 5 seconds.
· Provided for every person assigned to crew rescue
boat.
· Cargo ships for each life boat at least 3 suits or if
necessary 1 for each person on board
 · TPA for persons on board not provided for by
immersion suits.
· Immersion suits and TPA not required if ---
1. Vessel had total enclosed life boats for 100 % of
compliment on each side
2. Free fall life boat for 100 % of compliment
3. Engaged in warm climates
4. If vessel less than 85 meters than davit launched
life rafts required 100 % of compliment
Rescue boats:
1. Capable of being launched from stowage position
with parent vessel making a headway of 5 knots.
2. Means of rapid recovery
3. Capability to manoeuvre at 6 knots for 4 hours and
tow the largest life raft with full compliment at 2
knots.
4. Function – recover persons from water, marshal
survival craft.
5. In a state of continuous readiness ( launching in 5
minutes )
6. Stowed clear of other survival craft.
Requirements –
1. Length not less than 3.8 meters and not more than
8.5 meters.
2. Capable of carrying at least 5 seated persons and
1 lying down.
Additional equipment –
1. One buoyant line of 50 meter length for towing
 purpose.
2. Two buoyant rescue quoits with 30 meter line
3. Efficient radar reflector or SART.
4. Water proof 1st aid kit
5. TPA for 10 % or 2 of the total capacity
6. A search light
7. Walkie talkie

Muster and drills:

· Boats and fire drill once a month
· Within 24 hours of vessel leaving port if more than
25 % of crew have not participated in a drill in the
previous month
· Passenger ships : muster within 24 hours of
embarkation
Training manuals:
Bridge, engine room, crew mess room, officers mess
room.
· Lifeboats launched and manoeuvred in water once
every 3 months, during a drill.
· Free fall life boats: if impracticable to launch every
3 months then should be davit lowered every 3
months, provided that the life boat is free fall
launched at once in 6 months.
· Rescue boats : launched and manoeuvred once a
month in any case once every 3 months
Onboard training:
· Use of LSA and FFA to be given to new crew as
 soon as joining or within 2 weeks.
· Individual instructions on all LSA within 2 months
· Use of davit launched life rafts within 4 months
Maintenance and inspection
Page 45 of 1 Lifeboat falls:
· Turned end for end at intervals not more than 30
months ( 2 ½ years )
· Renewed not more than 5 years unless required
earlier.
Weekly inspections :
· All survival craft, rescue boats and launching
appliances inspected visually
· Engines of life boats and rescue boats run ahead
and astern for not less than 3 minutes
· General emergency alarm ( if not done daily )
Monthly inspections:
· All LSA, lifeboats and rescue boat equipment using
checklist provided.
· Report logged
Confidential Page 45 30/10/02
Servicing of life rafts and HRU (life jackets inflatable,
rescue boats inflatable)
· Every 12 months can be extended for additional 5
months but not more.
· Disposable HRU’s ( HAMAR) 2 years life cycle.
Passenger vessels engaged in short international
voyages:
· Life boats for at least 30 % of passenger + life rafts
 for remaining.
· In addition – life rafts for at least 25 % of
passenger’s

Passenger ships engaged in international voyages

additional requirements:
· Lifeboats: partially or totally enclosed life boats for
50 % of total complement on each side.
· Life rafts may be substituted for boats but boats
capacity should never be less than 37.5% of the
total compliment
· Rafts must be davit launched
· In addition life rafts for 25 % of the compliment
· Rescue boat: one on each side.

Cargo ships additional requirements:

· Lifeboats one or more totally enclosed on each
side for 100 % of compliment.
· Life rafts to accommodate total no of persons on
board if not readily transferable for launching on
either side of ship, total capacity on each side for
100 % of compliment.
· If free fall life boat, then life rafts on each side for
100 % of compliment and at least one side of ship
to have davit launched rafts.
Vessel less than 85 meter in length:
· Life raft on each side for 100 % complement – if
life rafts are not readily transferable then
additional life rafts to be provided so that total
 capacity on each side = 150 % of complement.
· Rescue boat can be counted for crew.
· Where survival craft are stowed in a position which
is more than 100 meter from stern or stem, she
shall carry additional life raft ( 6 person) forward or
aft as practicable.
· Such life rafts are manually operated.
Marking on life rafts:
1. Name and port of registry of ship ( not on
container)
2. Makers name or trade mark
3. Serial number
4. Name of approving authority
5. Capacity
6. SOLAS
7. Type of emergency pack ( A ~ B )
8. Length of painter
9. Drop test height ( maximum stowage height above
water level)
10. Launching instructions and last service date
· Life rafts : capable of staying afloat for a period of
30 days in all sea conditions
· Weak link breaking strain 2.2 ± 0.4 kn.
· HRU automatic release of life raft @ depth of 4
meter.
· Life boat engines: capable of running to provide a
speed of 6 knots for a period of 24 hours – shall
have a sufficient fuel to last 24 hours.
 · To be capable of carrying a life raft of 25 person
with full compliment and equipment with a speed
of 2 knots.
Marking on the life boats:
1. Dimensions
2. Capacity
3. Name and port of registry of vessel on each side of
bow
4. Lifeboat number on each side of bow and also on
top of boat to identify from air.
5. Retro reflective tape all round at intervals of 12"
Fire protected life boats:
Capable of protecting the persons inside when
enveloped in a continuos fire for not less than 8
minutes

Self contained air supply:

To provide breathable air with engines running for a
period not less than 10 minutes pressure not less than
outside atmospheric pressure and not more than 20
mbs above the outside atmospheric pressure.
Line throwing apparatus:
· Capable of throwing a line with reasonable
accuracy
· Have not less than 4 projectiles each capable of
carrying the line at least 230 mm in calm weather.
· Include not less than 4 lines of breaking strength 2
Kn.
 · Instructions and diagrams on separation ( pains
wessex ) ( schermuly )
Pyrotechnics in life boats and rescue boat and life rafts:
· 6 hand flares
· 4 rocket parachutes
· 2 buoyant smoke floats
Hand flares:
1. Contained in water tight casing
2. Instructions and diagram on operating procedure
3. Burn bright red colour
4. Burning period not less than 1 minute ( 10 seconds
in water – submerged 100 meter below water
Parachute flares:
1. Contained in water tight casing
2. Instructions and diagram on operation procedure
3. Reach an altitude of 300 meter ( fixed vertically)
and eject paraflare
4. Burn bright red colour not less than 30000
candelas
5. Burning period not less than 40 seconds descent
not more than 5 meter/ second
Smoke float:
1. Contained in water tight casing
2. Instructions and diagram on operation procedure
3. Emit smoke of highly visible colour (orange) for not
less than 3 minutes in calm water. No flame.
4. Not suspended in sea way (smoke for 10 seconds if
 submerged in water)
SOLAS appendix 3
Certificates and documents required to be carried on
board ships:
All ships (validity of certificates):
1. Certificate of registry: 5 years
2. International loadline certificate: 5 years
3. Intact stability: life long
4. International tonnage certificate: life long
5. Deratting or de-ratting exemption certificate: 6
months
6. Oil record book: to be kept on board for 3 years
7. Cargo ship safety construction certificate: 5 years
8. Cargo ship equipment certificate: 2 years
9. Cargo ship safety radio certificate: 1 year
10. D.O.C. with for ships carrying dangerous
cargo: 5 years
For passenger ships: including no 1 to no 10 and also
Passenger ship safety certificate: 1 year
For ships carrying liquid cargo in bulk: including no 1 to
12 and also
1. International oil pollution prevention certificate for
the carriage of noxious liquids in bulk (NLS
certificate) validity: 5 years
2. Cargo record book validity: kept for 3 years
3. Certificate of fitness for carriage of dangerous
chemicals/liquefied gasses in bulk validity: 5 years
 4. Grain stability booklet for grain carriers (document
of authorisation for grain carriage)
5. International oil pollution prevention (IOPP) 5 yrs
6. Certificate of insurance of other financial security
in respect of civil liability for oil pollution (CLC)
7. Noise survey report
8. Ship board oil pollution emergency plan ( SOPEP)
vessels response to pollution prevention (VRPP)
9. For oil tankers equal to or more than 100 GRT
10. Other ships equal to or more than 400 GRT
Under ISM Code:
1. Document of compliance issued for every company
complying with the ISM code copy of certificate to
be held on ship
2. Safety management certificate issued for every
ship complying with ISM ( also company must
comply = DOC)
About cargo stowage:
Weight / area of cargo = loading expression in t/m2
If cargo = 30 t maximum loading of deck = 2.5 t/m2
Then minimum area over which the weight must be
spread = 30/2.5 = 12 m2
And therefore use good dunnage and safer to add 5 %
to the weight when calculating the area.
Go through-
· Hanging of anchor.
· Clearing foul hawse.
· All moors. Advantages and disadvantages.