Second Mate Orals Compiled Notes Fun 3 PDF

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MATES ORALS
SHIP OPERATION AND CARE OF
PERSONNEL
PREPARED BY RAHUL KUMAR
2018
OM SARASWATEYA VIDHMAHE BRAHMAPUTREYA

DHIMAHI| TANNO DEVI PRACHODAYATA||
PREPARED BY: RAHUL KUMAR

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TOPICS PAGE NO
DOCK WORKER REGULATION 4
CHIAN REGISTER 14
ARTICLE OF AGREEMENT 16
COLLECTIVE BARGAINING AGREEMENT 20
MS ACT 1958 23
SHIP CONSTRUCTION BASIC DEFINITION 26
VARIOUS SHIP PLAN’S(GA, CAPACITY, SHELL EXP, DRY DOCK PLAN) 28
STATUTORY, MANDATORY & OBLIGATORY CERTIFICATES 33
SHIP SQUAT 36
BANK EFFECT 39
TURNING CIRCLE 45
STOPPING ABILITY 48
STANDARD METHODS OF RECOVERY 51
BEACHING 54
RE-FLOATING OF VESSEL 57
GROUNDING/ STRANDING 59
HEAVY WEATHER PRECAUTIONS 62
POOPING & BROACHING 64
EMERGENCY TOWING ARRANGEMENT 67
LOG BOOKS(OFFICIAL, OIL RECORD BOOK, CARGO BOOK) 77
STCW 83
ISPS 88
BMP4 97
ISM CODE 98
DEFINITION OF AUDIT, INSPECTION & SURVEY 100
MLC 2006 101
COSWP FOR MERCHANT SEAFARERS 107
SHIP BUILDING PROCESS 110
INTERNATIONAL CONVENTION ON LOADLINES, 1966 115
TONNAGE 123
BALLAST WATER MANAGEMENT 124
CLASS, FLAG STATE AND PSC 130
HSSC 141

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LOADLINE SURVEY PREPARATIONS 151
2011 ESP CODE 153
MARPOL 73/78 162
ENERGY EFFICIENCY DESIGN INDEX 178
SOPEP 180
SEEMP 184
SUPPLEMENT TO IOPP CERTIFICATE 185
SLUDGE PIPE CONNECTION DIMENSIONS 186
SEWAGE PIPE CONNECTION DIMENSIONS 187
DRY-DOCKING 188
TYPES OF MOOR 197
ANCHOR WORK 206
LINES PLAN 222
RISK ASSESMENT 227
INCLINING EXPERIMENT 231
L&SS(SCREENING OF NAVIGATION LIGHTS) 234
ONBOARD TRAINING 239
SOLAS 1974 242
PARAMETRIC ROLLING, TORSIONAL STRESS,WRACKING STRESS 255
BILL OF LADING TYPES, FUNCTIONS AND CONTENTS 257
CONTENT OF DAMAGE STABILITY AND BONJEAN CURVE 267
PMS OF ANCHOR CHAIN AND WINDLASS/MOORING WINCH 268
STEERING GEAR REQUIREMENT 270
CO2 FIXED FIRE FIGHTING 273
MUSTER LIST & EMERGENCY INSTRUCTIONS 274
SOLAS CHAP III DRILL REQUIREMENT 276
LOADICATOR 278

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Dock workers Regulations, 1990 as per DG Fasli

PART I General
REGULATION 2. 
Definitions.-In these regulations unless the context otherwise requires:
= “authorised person” means a person authorised by the employer, the I of the ship or a
responsible person to undertake a specific task or tasks and possessing necessary technical
knowledge and experience for undertaking the task or tasks;  
= “competent person” a person belonging to a testing establishment in India who is approved

by the Chief Inspector for the purpose of testing, examination or annealing and certification of
lifting appliances, loose gears or wire ropes;
=“lifting appliance” means all stationary or mobile cargo handling appliances including their
permanent attachments, such as cranes, derricks shore based power operated ramps used on
shore or on board ship for suspending, raising or lowering, cargo or moving them from one
position to another while suspended or supported, in connection with the dock work and
includes lifting machinery;  
=“responsible person” means a person appointed by the employer, the I of the ship, the
owner of the gear or port authorities, as the case may be, to be responsible for the performance
of a specific duty or duties and who has sufficient knowledge and experience and the requisite
authority for the proper performance of the duty or duties;
=“safe working load” in relation to an article of loose gear or lifting appliance means the load
which is the maximum load that may be imposed with safety in the normal working conditions
and as assessed and certified by the competent person;
REGULATION 3: POWERS OF INSPECTOR

(a) An Inspector may at any port for which he is appointed.-
1. enter, with such assistance, (if any), as he thinks fit, any ship, dock, warehouse or other
premises, where any dock work, is being carried on, or where he has reason to believe that any
dock work is being carried on;

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2. make examination of the ship, dock, lifting appliance, loose gear, lifting device, staging,
transport equipment, warehouse or other premises, used or to be used, for any dock work;
3. require the production of any testing muster roll or other document relating to the
employment of dock workers and examine such document;
4. take on the spot or otherwise such evidence of any person which he may deem necessary:
Provided that no person shall be compelled under sub- regulation 3 (a) (4) to answer any
question or, give any evidence tending to incriminate himself;
5. take copies of registers, records or other documents or portions thereof as he may consider
relevant in respect of any offence which he has reason to believe has been committed or for the
purpose of any inquiry;
6.take photograph, sketch, sample, weight measure or record as he may consider necessary for
the purpose of any examination or inquiry;
7. hold an inquiry into the cause of any accident or dangerous occurrence which he has reason
to believe was the result of the collapse or failure of any lifting appliance loose gear, transport
equipment, staging non- compliance with any of the provisions of the Act or the regulations;  
8. issue show-cause notice relating to the safety, health and welfare provisions arising under the
Act or the regulations;  
9. prosecute, conduct or defend before any court any complaint or other proceedings, arising
under the Act or the regulations;  
10. direct the port authority, dock labour board and other employers of dock workers for getting
the dock workers medically examined if considered necessary.  
(b) A person having general management and control of the premises or the owner, I, officer-in-
charge or agents of the ship, as the case may be, shall provide such means as may be required
by the Inspector for entry, inspection, examination, inquiry, otherwise for the exercise of his
powers under Act and the regulations in relation to that ship or premises which shall also
include the provision of launch or other means of transport.
PART III
LIFTING APPLIANCES AND GEAR,

REG 40. Construction and maintenance of lifting appliances
(1) General.

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All lifting appliance, including all parts and working gear thereof, whether fixed or moveable,
and any plant or gear used in anchoring of fixing such appliance, shall be:
(a) of good construction, sound material, adequate strength for the purpose for which it is used
and free from patent defect; and
(b) maintained in good repair and working order.
2) Drums.
(a) Every drum or pulley round which the rope of any lifting appliances is carried, shall be of
adequate diameter and construction In relation to the rope used.
(b) Any rope which terminates at the winding drum of a lifting appliances shall be securely
attached to the drum and at least three dead turns of the rope shall remain on the drum in every
operating position of the lifting appliance.
(c) The flange of the drum should project twice the rope diameter beyond the last layer and if
this height is not available, other measures such as anti-slackness guards shall be provided to
prevent the rope from coming off the drum.
(3) Brakes. 
Every lifting appliances shall be provided with an efficient brake or brakes which shall-
(a) be capable of preventing fall of a suspended lead (Including any test load applied in
accordance with these regulations) and of effectively controlling a load while it is being
lowered;
(b) act without shock; 

(c) have shoes that can be easily removed for relining; and 
(d) be provided with simple and easily accessible means of adjustment:
Provided that this regulation shall not apply to steam winch which, can be so operated that the
winch is as safe as it would be if a brake or brakes were provided in accordance with this
regulation.
(4) Controls. 
Controls of lifting appliance shall,-
(a) be so situated that the driver at his stand or seat has ample room for operating and has an
unrestricted view of dock work, as far as practicable, and remains clear of the load and ropes,
and that no load passes over him;
(b) be positioned with due regard to ergonometric considerations for easy operation; (c) be so
located that the driver does not have to remain in the bright of the heel block;
(d) have upon them or adjacent to them clear markings to Indicate their purpose and mode of
operation;

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(e) be provided, where necessary, with a suitable locking device to prevent accidental
movement or displacement;
(f) as far as practicable, move in the direction of the resultant load movement; and
(g) automatically come to a neutral position in case of power failure wherever automatic brakes
are provided.
REG 41. Test and periodical examination of lifting

appliances.-
(1) Before being taken into use for the first time or after It has undergone any alternations or
repairs liable to affect its strength or stability and also once at least in every five years, all lifting
appliances including all parts and gears thereof, whether fixed or moveable, shall be tested and
examined by a competent person in the manner set out In Schedule I.
(2) All lifting appliances shall be thoroughly examined by a competent person once at least In
every 12 months. Where the competent person making this examination forms the opinion that
the lifting appliance cannot continue to function safely, he shall forthwith give notice in writing
of his opinion to the owner of the lifting appliance or in case of lifting appliance carried on
board a ship not registered in India, to the Master or officer-in-charge of the ship.
(3) Thorough examination for the purpose of this regulation shall mean a visual examination,
supplemented if necessary by other means such as hammer test, carried out as carefully as the
conditions permit, in order to arrive at a reliable conclusion as to the safety of the parts
examined; and if necessary for this purpose, parts of the lifting appliance and gear, shall be
dismantled.
REG 42. Automatic safe load indicators.-

(1) Every crane, if so constructed that the safe working load may be varied by raising or
lowering of the jib or otherwise, shall have attached to it an automatic indicator of safe working
loads which shall also give a warning to the operator wherever the safe working load is
exceeded.
(2) Cut-out shall be provided which automatically arrests the movement of the lifting parts of the
crane in the event of the load exceeding the safe working load wherever possible.
(3)The provisions of sub-regulation (1) shall not apply where it is not possible to instal an
automatic safe load indicator, in which case, provision on the crane of a table showing the safe
working loads at the corresponding inclinations or radii of the jib shall be considered sufficient
compliance.

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REG 43. Rigging of ship's derricks.-

(l) Every ship shall carry the current and relevant rigging plans and any other relevant
information necessary for the safe rigging of its derricks and necessary gear.
(2) All such rigging plans shall be certified by a competent person.
REG 44. Securing of derrick foot.-

Appropriate measures shall be taken to prevent the foot of a derrick being lifted out of its socket
or supports.
REG 45. Winches.-

(1) General
(a) Winches shall not be used if control levers to operate with excessive friction or excessive
play.
(b) Double gear winches shall not be used unless a positive means of locking the gear shift is
provided.
(c) When changing gears on a two gear winch, there shall be no load other than the fall and the
cargo hock assembly on the winch.
(d) Adequate protection shall be provided to winch operator against the weather, where
necessary.
(e) Temporary seats and shelters for winch operators which create a hazard to the winch
operator or other dock workers shall not be allowed to be used.
(f) When winchs are left unattended, control levers shall be secured in the neutral position and
whenever possible, the power shall be shut off.
(2) Steam winches 

In every steam winch used in dock work,-
(a) measures shall be taken to prevent escaping steam, from obscuring any part of the decks or
other work places or from otherwise hindering or injuring any dock worker;
(b) extension control levers which tend to fall of their own weight shall be counter-balanced;
(c) except for short handles on wheel type controls, winch operations shall not be permitted to
use the winch control extension levers unless they are provided by either the ship or the
employer and such levers shall be of adequate strength and secure and fastened with metal
connections at the fulcrum and at the permanent control lever.
(3) Electric winches

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(a) In case of any defect, dock workers shall not be permitted to transfer with or adjust electric
control circuits.
(b) Electric wireless shall be used for dock work in case where,- 
(i) the electro-magnetic brake is unable to hold the load; and
(ii) one or more control points, either hoisting or lowering is not operating properly.
REG 46. construction and maintenance of loose gears.-

(1) Every loose gear shall be
(a) of good design and construction, sound material and adequate strength for the purpose for
which it is used and free from patent defects and,
(b) properly maintained in good repair and working order.
(2) Components of the loose gear shall be renewed if one of the dimensions at any point has
decreased by 10 per cent. or more by user.
(3) (a) Chains shall be withdrawn from use when stretched and increased in length exceeds five
per cent, or when a link of the chain deformed or otherwise damaged or raised scarfs of
defective welds appeared.
(b) Rings hooks, swivels and end links attached to chains shall be of the same material as that
of the chains.
(4) The voltage of electric supply to any magnetic lifting device shall not fluctuate by more than
+ 10 per cent.
REG 47. Test and periodical examination of loose gears.-

(1) All loose gears shall be initially tested for the manufacturer by a competent person, in a
manner set-out in Schedule-I before taking into use or after undergoing any substantial
alternations or renders to any part liable to affect its safety and shall subsequently be retested
for the owner of the gear, at least in every five years.
(2) All loose gears shall be thoroughly examined once at least in every twelve months by a
competent person. In addition chains shall be thoroughly examined once at least every month
by a responsible person.
REG 48. Ropes.-
....(1) No rope shall be used for dock work unless:-

(a) it is of suitable quality and free from patent defect, and (b) in the case of wire rope, it has
been tested and examined by a competent person in the manner set out in Schedule I.

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(2) Every wire rope of lifting appliance or loose gear used in dock work shall be inspected by a
responsible person once at least in every three months, provided that after any wire has broken
in such rope, it shall be inspected once at least in every month.
(3) No wire rope shall be used in dock work if in any length of eight diameters the total number
of visible broken wires exceed 10 per cent. of the total number of wires or the rope shows sign
of excessive wear, corrosion or other defects which in the opinion of the person who inspects it
or Inspector, renders it as unfit for use.
(4) Eye splices and loops for the attachment of hooks, rings and other such parts to wire ropes
shall be made with suitable thimble.
(5) A thimble or loop splice made in any wire rope shall conform to the following standard,-
(a) wire rope or rope sling shall have at least three tucks with full strand of rope and two tucks
with one-half of the wires cut out of each strand and strands in all cases shall be tucked against
the lay of the rope;
(b) protruding ends of strands in any salice on wire rope and rope slings shall be covered or
treated so as to leave no sharp points;
(c) fibre rope or rope sling shall have at least four tucks tail of such tuck being whipped in a
suitable manner; and
(d) synthetic fibre rope or rope sling shall have at least four tucks with full strand followed by
further tuck with one-half filaments cut-out of each strand and final tuck with one-half of the
remaining filaments, cut-out from trends. The portion of the splices containing the tucks with
the reduced number of filaments shall be securely covered with suitable tape or other materials:
Provided that this sub-regulation shall not operate to prevent the use of another form of splice
which can be shown to be as efficient as that laid down in this regulation.
REG 49. Heat treatment of loose gears.-

(1) All chains other than briddle chains attached to derricks on mass and all rings, hooks,
shackles and swivels used in hoisting or lowering shall, unless they have been subjected to
such treatment as an Inspector may, subject to confirmation by the Chief Inspector approve, be
effectively annealed under supervision of a competent person and at the following intervals:
(a) 12.5 milimetre and smaller chains, rings, hooks, shackles and swivels in general use, once at
least in every six months; and
(b) all other chains, rings, hooks, shackles and swivels in general use, once at least in every
twelve months:
Provided that in the case of such gear used solely on cranes and other hoisting appliances
worked by hand twelve months shall be submitted for six months in sub-clause (a) and two
years for twelve months in sub- clause (b):

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Provided further that where an Inspector is of the opinion that owing, to the size, design
material or frequency of use of any such gear or class of such gear, the requirements of this
regulation as to annealing is not necessary for the protection of dock workers, he may by
certificate in writing (which he may at his discretion revoke) and subject to confirmation by the
Chief Inspector exempt such gear or class of gear from such requirement subject to such
conditions as may be specified in such certificate.
(2) Sub-regulation (1) shall not apply to; 

(i) pitched chains, working on sprocket of sprocketed wheels;
(ii) rings, hooks and swivels permanently attached to pirched chain, pulley blocks or weighing
machines; and
(iii) hooks and swivels having ball bearings or other case hardened parts.
(3) All chains and loose gears made from high tensile steel or alloy steel be plainly marked with
an approved mark indicating that they are so made. No chain or loose gear made from high
tensile steel or alloy steel shall be subject to any form of heat treatment except where necessary
for the purpose of repair and under the direction of a competent person.
(4) If the past history of wrought iron gear is not known or if it is suspected that the gear has
been heat treated at incorrect temperature, it shall be normalised before using the same for
dock work.
REG 50. Certificate to be issued after actual testing,

examination, etc.-
A competent person shall issue a certificate for the purpose of regulation 41, 47, 48 or 49 only
after actual testing or, as the case may be, examination of the apparatus specified in the said
regulation.
REG 51. Register of periodical test and examination and

certificates thereof.-
(1) A register in Form II shall be maintained and particulars of test and examination of lifting
appliances and loose gears and heat treatment, as required by regulations 41, 47 and 49 shall
be entered in it,
(2) Certificates shall be obtained from competent person and attached to the register in Form II,
in respect of the following, in the forms shown against each:
(a) initial and periodical test and examination under regulations 41 and 47, for- (i) winches,
derricks and their accessory gear in Form III. 
(ii) cranes or hoists and their accessory gear in Form IV;

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(b) test, examination and re-examination of loose gears under regulation 47 in Form V; (c) test
and examination of wire ropes under regulation 48 in Form VI;
(d) heat treatment and examination of loose gears under sub-regulation (1) of regulation 49, in
Form VII;
(e) annual thorough examination of the loose gears under sub-regulation (2) of regulation 47 in
Form VIII, unless required particulars have been entered in the register in Form II.
(3) The register and the certificates attached to the register shall be,- 
(a) kept on board the ship in case of ship's lifting appliances, loose gears and wire ropes;
(b) kept at premises of the owner in respect of other lifting appliances, loose gear and wire
ropes;
(c) produced on demand before an Inspector; and
(d) retained for at least five years after the date of the last entry.
(4) No lifting appliance and loose gear in respect of which an entry is required to be made and
certificates of test and examination are required to be attached in the register in Form II, shall
be used for dock work unless and until the required entry has been made in the register and the
required certificates have been so attached.
REG 52. Marking of safe working load.-

(1) Every lifting appliance and every item of loose gear shall be clearly marked with its safe
working load and identification mark by stamping or where this is impracticable, by other
suitable means.
(2) (a) Every ship's derrick (other than derrick crane) shall be clearly marked with its safe working
load when the derrick is used,-
(i) in single purchase, 

(ii) with a lower cargo block, and 
(iii) in union purchases in all possible block positions;
(b) The lowest angle to the horizontal, that the derrick may be used, shall also be legibly
marked.
(3) Every lifting appliance (other than ship's derricks) having more than one safe working load
shall be fitted with effective means enabling the operator to determine the safe working load
under each condition of use.
(4) Means shall be provided to enable any dock worker using loose gears to ascertain the safe
working load for such loose gears under such conditions as it may be used and such means
shall consists,-

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(a) as regards chain slings, of marking the safe working load in plain figures or letter: upon the
sling or upon a tablet or ring of durable material attached securely thereto; and
(b) as regards wire rope slings, either the means specified in CL (a) above or a notice or notices
so exhibited as can be easily read by any concerned, dock worker stating the safe working load
for the various sizes of the wire rope slings used.
(5) No lifting appliance or loose gear shall be used unless marked in accordance with the
provisions of this regulation.
CHAIN REGISTER
(As per Directorate General, Factory Advice Service and Labour
Institute)
1. It is a Register of lifting appliances & items of loose gear.
2. It is a requirement as per ILO Convention 152 i.e. Convention concerning

occupational safety & health in Dock Work, 1979.
3. The Register is maintained in FORM 1 & FORM 2.
4. It is supplemented by various certification forms as follows:

Form 3: Initial and periodical test and examination of winches, derricks
and accessory gears.
Form 4: Initial and periodical test and examination of cranes, hoists and
accessory gears.
Form 5: Test, examination and Re-examination of loose gears.
Form 6: Test and examination of wire ropes.
Form 7: Heat treatment and examination of loose gears.
Form 8: Annual thorough examination of loose gears.

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5. Form 2 contains three parts:

Part I: Initial & periodical load test of lifting appliances & their annual
thorough examinations.
Part II: Initial & periodical load test of loose gears & annual thorough
examination.
Part III: Annealing of chains, hooks, rings, shackles and swivels.
6. Form 1 is a notice to the owner, master or officer-in-charge(name of ship)
The chain register to be kept onboard, be produced on demand and retained for a
period of FIVE YEARS after date of last entry.

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VARIOUS AGREEMENTS
Bi-party Agreement : It is an agreement made between 2 parties. Eg:CBA(made

between employer and the workers union)
Tri-party Agreement: It is an agreement made between 3 parties. Eg:AOA(made

between employer, seaman and the DG shipping).
ARTICLE OF AGREEMENT(AS PER DGS ORDER 07/2002)

1. It contains the terms of contract and the conditions.
2. Contents: Details of employer.
Details of employers agent.
Details of seaman.
Details of seaman certificate.
Details of employment- Rank, Capacity,Monthly
wages,Allotment,P.F.
3. Signatures
ARTICLE OF AGREEMENT:-
Article of agreement is the legal document agreed and signed between owner and
or master or its agent and the seaman who is being employed by the owner.
As per MS act 1958, The master of every Indian ship except a home trade
ship of less than 200 GT, shall enter into a agreement with every seaman whom he
engages, in, and carries to sea as one of his crew. An agreement with the crew
shall be in the prescribed form and shall be signed by the owner or agent and the
master before any seaman signs the same.
The agreement with the crew shall contain the following

particulars:-
1) The name, of the ship on board which the seaman undertakes to serve.
2) Either the nature and, as far as practicable, the duration of the intended voyage,
and the places or parts of the world, if any, to which the voyage or engagement is
not to extend.
3) The number and description of the crew of different categories in each

department.
4) The time at which each seaman is to be on board or begin work.
5) The capacity in which each seaman is to serve.

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6) The amount of wages which each seaman is to receive.
7) A scale of provision which are to be furnished to each seaman.
8) A scale of warm clothing and a scale of extra provision to each seaman in

specified cold regions.
9) Any regulation as to conduct on board and as to fines or other lawful

punishments for misconduct which is sanctioned by central government and agreed
by parties.
10) Payment of compensation for personal injury or death caused by accident

arising out of and in course of employment.
11) Stipulations relating to such other matters as may be prescribed.
Article of agreement is necessary due to following reasons:-

1) Article of agreement is the legal document which states the employment of a
seaman legally.
2) Payment of wages will be as per article of agreement and it can not be less than
the amount fixed by central government.
3) In case of any dispute between seaman and owner the article of agreement
becomes the legal document and the disputes are settled as per article of
agreement. It also states that the disputes will be solved as per which area or place
jurisdiction.
Ammendments to AOA:
• Annual leave wages
• Terms of Employment
• Modes of Repatriation
• Mode of payment
• Work and Rest hours

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EXHIBIT C
Original/Photocopy* Copy No.:
/5
ARTICLES OF AGREEMENT FOR EMPLOYMENT OF SEAFARERS

(Please fill up in capital letters in black ballpoint or by computer)
This agreement is made between employer/employer’s agent and seafarer as detailed below in accordance with
collective bargaining agreement-sector wise, i.e. NMB (INDIA)/INSA-MUI/others*
…………………………………….………… as per terms and conditions stated overleaf:
(*Delete/add as applicable)
1. Details of employer: 7. Details of seafarers:
1 Name: 1 Name:
2 Postal address & e-mail: 2 Nationality / INDos no.:
3 Date/place of birth:
4 Postal address & e-mail:
3 Telephone / Fax no.:
4 Contact person:
2. Details of employer's agent: 5 Telephone / Fax no.:
1 Name: 6 CDC no. / Place of issue:
2 Postal address & e-mail: 7 CDC date of issue / expiry:
8 Passport no. / Place of issue:
9 PP date of issue / expiry:
8. Details of next of kin:
3 Telephone / Fax no.: 1 Name / Relationship:
4 Contact person: 2 Postal address & e-mail:
3. Details of ship:
1 Name:
2 Port of registry / trade:
3 Official / IMO no.: 3 Telephone / Fax no.:

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4 G.T. / Power (Kw / BHP): 9. Details of certificates:
5 No. of crew including master: 1 COC grade / no.:
4. Details of employment: 2 Place of issue:
1 Rate of monthly wages on board: 3 Date of issue / expiry:
2 Rate of monthly PF / gratuity: 4 Limitations (if any):
3 Amount of monthly allotment:
4 Capacity / Rank employed: 10. Details of special ship type endorsement (if
applicable):
5 Reason for signing-off: 1 Type of endorsement:
6 Paid off on date …………………Place. 2 Level / Certificate no.:

…………………………
7 PF contribution due 3 Place of issue:

………………………………………………
8 Gratuity (SWFS) due……………………….. 4 Date of issue / expiry:

……………………
5. Signature with date & stamp of employer/employer’s 11. Signature of seafarer with date:
agent:
1 Signed-on ashore: 2 Signed-off ashore: 1 Signed-on ashore: 3 Signed-off from ship:
2 Signed-on ship: 4 Signed-off ashore:
Place:. Place:. ………..……….

………………………… ……….
6. Signature with date & stamp of master: 12. Signature with date & stamp of shipping master:
1 Signed-on ship: 2 Signed-off from ship: 1 On receipt of record of 2 On receipt of record of

commencing employment: concluding employment:
Place:. P l a c e : . Place:. P l a c e :
………………………. …………………………. ……………………… …………………………
Remarks (if any) with signature & date by seafarer / employer / employer’s agent / shipping master / SPFO / SWFS:
Engagement & Discharge of Seaman on Indian ships

As per DGS order 07/2002
5 copies of originals - original 1:Master
original 2: Seaman
original 3: Shipping master
original 4: Company
original 5: Shipping master

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1. The seaman goes to the company or agent office prior joining the ship and both
the parties sign in the relevant columns in all the 5 originals.
2. Seaman joins the ship with originals 1,2 & 3 leaving behind 4 and 5 with the
company/agent.
3. Original 4 is retained by the company and original 5 must be sent to the
shipping master within 48 hours.
4. Seaman and master sign on original 1,2 and 3. original 1 and 3 are kept by the
Master throughout the period of engagement and original 2 is kept by the
seaman.
5. At the time of discharge, again Master and Seaman sign on all the originals 1,2
and 3. Original 1 is retained onboard as the ships record. Original 3 is carried by
the seaman along with original 2.
6. Original 2 and 3 is then signed by both company and seaman at company office.
7. Seaman takes original 2 to home.
8. Original 3 is the most important with maximum number of signatures.
3 copies are made: 1st copy with company
2nd copy with seaman provident fund
3rd copy with seaman welfare fund society.
And then the original 3 is sent to the shipping master.
COLLECTIVE BARGAINING AGREEMENT(C.B.A.)
CBA means negotiations relating to terms of employment and conditions of work
between an employer or a group of employers or an employers organization on one
hand and representatives workers organizations on the other with a view of
reaching to an agreement.
In such bargaining certain essential conditions and standards are to be satisfied.

It is a method by which the unions try to improve the work and employment culture
of the seaman.Eg: ITF CRUISE agreement for catering personnel made between ITF
and the union and the owners.
INTERNATIONAL BARGAINING FORUM(IBF): IBF is formed due to negotiations

between the ITF and Joint Negotiating Group(JNG).JNG consists of
IMEC(International Maritime Employers Committee) & IMMAJ(International Mariners
Management Association of Japan). Negotiations takes place every 2 years for IBF
framework agreement.IBF agreement consists of 3 main elements: SOCIAL,
PROFESSIONAL & FINANCIAL.
Contents
Article
1 : Application
2 : Duration
3 : Pre-Employment
4 : Probationary Service

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5 : Non-Seafarers Work
6 : Duration of Employment
7 : Hours of Duty
8 : Overtime
9 : Holidays
10 : Rest Periods
11 : Wages
12 : Upgrading Scheme of Seafarer’s Skills
13 : Allotments
14 : Leave
15 : Subsistence Allowance
16 : Watchkeeping
17 : Manning
18 : Shorthand Manning
19 : Warlike Operations/High Risk Area
20 : Crew’s Effects
21 : Termination of Employment
22 : Repatriation/Embarkation
23 : Misconduct
24 : Medical Attention
25 : Sick Pay
26 : Maternity
27 : Disability
28 : Loss of Life – Death in Service
29 : Insurance Cover
30 : Accommodation, Recreational Facilities, Food and Catering, Communications

etc
31 : Personal Protective Equipment

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32 : Shipboard Safety Committee
33 : Membership Fees, Welfare Fund and Representation of Seafarers
34 : Shipboard Disputes Procedure
35 : Equality
36 : Waivers and Assignments
37 : Standby
38 : Retirement Pay
PROCEDURE TO BE FOLLOWED IF THERE IS ANY COMPLAINT ONBOARD:

1. Hold a meeting with all the staff.
2. gather as much as facts as possible.
3. Inform master about the relevant facts.
4. Read the relevant section of CBA and deal with the situation accordingly.
5. If still not resolved, inform company through Master.

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MS ACT 1958
MS ACT 1958 has 18 parts which is further divided into 461 sections.
Sections 190-211 deals with the provisions of discipline onboard the ships.
Desertion and absence without leave.

191. Desertion and absence without leave.
(1) No seaman lawfully engaged and no apprentice-- (a) shall desert his ship; or (b) shall neglect or
refuse, without reasonable cause, to join the ship or to proceed to sea in his ship or be absent without
leave at any time within twenty-four hours of the ship's sailing from a port either at the commencement or
during the progress of a voyage, or be absent at any time without leave and without sufficient reason from
his ship or from his duty.
(2) For the purposes of sub-section (1), the fact that the ship on which the seaman or apprentice is
engaged or to which he belongs is unseaworthy shall be deemed to be a reasonable cause: Provided that
the seaman or apprentice has, before failing or refusing to join his ship or to proceed to sea in his ship or
before absenting himself or being absent from the ship, as the case may be, complained to the master or a
shipping master, surveyor, seamen's welfare officer, port health officer, Indian consular officer or any
other officer at any port duly authorised in this behalf by the Central Government, that the ship is
unseaworthy.
General offences against discipline.

194. General offences against discipline.
A seaman lawfully engaged or an apprentice shall be guilty of an offence against discipline if he commits
any of the following acts, namely:—
(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 wilful disobedience to any lawful command or neglect of duty;
(c) if he is guilty of continued wilful disobedience to lawful commands or continued wilful neglect of
duty;
(d) if he assaults the master or any other 1*[officer of, or a seaman or an apprentice belonging to, the
ship.
(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 wilfully damages his ship or commits criminal misappropriation or breach of trust in respect of,
or wilfully damages any of, her stores or cargo.
Smuggling of goods by seamen or apprentices.

195. Smuggling of goods by seamen or apprentices.
(1) If a seaman lawfully engaged or an apprentice is convicted of an offence of smuggling any goods
whereby loss or damage is occasioned to the master or owner of the ship, he shall be liable to pay to that

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master or owner a sum sufficient to reimburse the loss or damage and the whole or a part of his wages
may be retained in satisfaction on account of that liability without prejudice to any other remedy.
(2) If a seaman lawfully engaged is convicted of an offence of smuggling opium, hemp or any other
narcotic drug or narcotic, the Director-General may direct that the seaman's certificate of discharge or
continuous certificate of discharge shall be cancelled or shall be suspended for such period as may be
specified in the direction.
Entry of offences in official logs.

196. Entry of offences in official logs.
If any offence within the meaning of this Act of desertion or absence without leave or against discipline is
committed, or if any act of misconduct is committed for which the offender's agreement imposes a fine
and it is intended to enforce the fine,--
(a) an entry of the offence or act shall be made in the official log book and signed by the master, the mate
and one of the crew.
(b) the offender, if still in the ship, shall, before the next subsequent arrival of the ship at any port, or, if
she is at the time in port, before her departure therefrom, be furnished with a copy of the entry and
have the same read over distinctly and audibly to him and may thereupon make such reply thereto as
he thinks fit.
(c) 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 and signed in manner aforesaid.
(d) in any subsequent legal proceedings the entries by this section required shall, if practicable, be
produced or proved, and, in default of such production or proof, the court hearing the case may, in its
discretion, refuse to receive evidence of the offence or act of misconduct.
Payment of fines imposed under agreement to shipping master.

202. Payment of fine imposed under agreement to shipping master.
(1) Every fine imposed on a seaman for any act of misconduct under his agreement shall be deducted and
paid over as follows, namely:--
(b) if the offender is discharged at any port or place in India and the offence and such entries in respect
thereof as aforesaid are proved to the satisfaction of the shipping master before whom the offender is
discharged, the master or owner shall deduct such fine from the wages of the offender and pay the
same over to such shipping master.
(c) if the seaman is discharged at any port or place outside India and the offence and such entries as
aforesaid are proved to the satisfaction of the Indian consular officer, by whose sanction he is so
discharged, the fine shall thereupon be deducted as aforesaid, and an entry of such deduction shall
then be made in the official log book, if any, and signed by such officer and on the return of the ship
to India, the master or owner shall pay over such fine to the shipping master before whom the crew is
discharged.
(2) An act of misconduct for which any such fine has been inflicted and paid shall not be otherwise
punishable under the provisions of this Act.

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(3) The proceeds of all fines received by a shipping master under this section shall be utilised for the
welfare of seamen in such manner as the Central Government may direct.
Official logs to be kept and to be dated.

212. Official logs to be kept and to be dated.
(1) An official log shall be kept in the prescribed form in every Indian ship except a home-trade ship of
less than two hundred tons gross.
(2) The official log may, at the discretion of the master or owner, be kept distinct from or united with the
ordinary ship's log so that in all cases the spaces in the official log book be duly filled up.
Entries required to be made in official log books.

214. Entries required to be made in official log books.
(1) The master of a ship for which an official log is required shall enter or cause to be entered in the
official log book the following matters, namely:--
(a) every conviction by a legal tribunal of a member of his crew and the punishment inflicted;
(b) every offence committed by a member of his crew for which it is intended to prosecute or to enforce
a forfeiture or exact a fine, together with such statement concerning the reading over of that entry and
concerning the reply (if any) made to the charge as is by this Act required;
(c) every offence for which punishment is inflicted on board and the punishment inflicted;
(d) a report on the quality of work of each member of his crew, or a statement that the master declines to
give an opinion thereon with a statement of his reasons for so declining;
(e) every case of illness, hurt or injury happening to a member of the crew with the nature thereof and
the medical treatment adopted (if any);
(f) every case of death happening on board and the cause thereof, together with such particulars as may
be prescribed;
(g) every birth happening on board, with the sex of the infant, the names of the parents and such other
particulars as may be prescribed;
(h) every marriage taking place on board with the names and ages of the parties;
(i) the name of every seaman or apprentice who ceases to be a member of the crew otherwise than by
death, with the place, time, manner and cause thereof;
(j) the wages due to any seaman or apprentice who dies during the voyage and the gross amount of all
deductions to be made therefrom;
(k) the money or other property taken over of any seaman or apprentice who dies during the voyage;
(l) any other matter which is to be or may be prescribed for entry in the official log.

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SHIP CONSTRUCTION
LENGTH OVERALL is the length of the ship taken over all extremities.
LENGTH BETWEEN PERPENDICULARS is the length between the aft and forward
perpendiculars measured along the summer load line.
MOULDED BEAM is measured at midships and is the maximum moulded breadth

of the ship.
MOULDED DEPTH is measured at midships and is the depth from the base line to
the underside of the deck at the ship's side.
SHEER may be defined as the rise of a ship's deck fore and aft. It adds buoyancy to
the ends where it is most needed. A correction for non-standard sheer is applied
when calculating the freeboard.
CAMBER OR ROUND OF BEAM is the curvature of the decks in the transverse

direction, measured as the height of deck at the centreline above the height of deck
at side. It helps to shed water from the deck and adds to its longitudinal strength.
FLARE is the outward curvature of the side shell above the waterline at the forward
end of the ship. It increases buoyancy thus limiting sinkage of the bow into head
seas, promotes dryness forward and provides a wider forecastle deck allowing the
anchors to drop clear of the shell plating.
TUMBLEHOME is the inward curvature of the side shell above the waterline.
Modern ships rarely have tumblehome.
RISE OF FLOOR is the rise of the bottom shell plating above the horizontal
base line, measured at the ship's side. The object is to provide for the
drainage of liquids to the ship's centreline.

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VARIOUS SHIPS PLAN 
GENERAL ARRANGEMENT PLAN:

A copy of the G.A plan is always displayed in conspicuous locations
accessible and frequented by the ship’s crew. The general layout is displayed
through a side profile, mid-ship section and Arial view of decks on board a
ship.
The general arrangement plan will familiarize the seaman with

the Following information:
1. No. of Hatches, No. of cargo compartments on the ship.
2. Location of various double bottom tanks, topside tanks, peak tanks,

Cofferdams etc.,
3. No. and location of fuel oil tanks.
4. Location of various decks, engine room, saloon and store rooms etc.
5. Salient features of lift gear.
6. Location of emergency machinery i.e steering gear, generator, fire pump

etc.
7. Location of Crew and Master’s accommodation.
8. Location of Navigation Bridge, chart room, monkey island etc.
9. Salient of deck fittings, lifting gear, deck machinery, gangway etc.
10. It will also have the Principal Particulars of the ship, like:
• LENGHT(O.A.), LENGTH(B.P.), BREADTH (MLD), DEPTH(MLD),

DESIGNED DRAFT, SUMMER DRAFT, DEADWEIGHT(AT SUMMER AND
DESIGNED DRAFT).
• GROSS TONNAGE AND NET TONNAGE.
• CLASS.

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• FREEBOARD TYPE.
• MAIN ENGINE (MCO AND NOR), SPEED.
• KEEL PLATE THICKNESS, DATE OF KEEL, DATE OF DELIVERY AND

COMPLIMENT.
SHELL EXPANSION PLAN:
• It is a two dimensional drawing of a three dimensional surface of the ship’s

hull form. It is developed from the ship’s line plan with the contour lines
erected straight on the base line representing the ship’s length. The
contour lines on the lines plan are located at corresponding stations
indicated by corresponding frame numbers on the length of the base line.
When the ends of the vertical lines on the baseline are joined by a
continuous line , the shell expansion outline is obtained. The represented
surface is then properly marked by parallel lines both vertical and
horizontal lines so that they correspond exactly to the number of strakes
forming one half of the hull surface.
• The strakes are marked with letters A,B,C ,etc vertically starting from the
Gardboard strake as strake A(lower strake) and ending with the
highest strake as sheer strake , except I. The strake numbers are
starting from 1 at the stern end to any ending number at the forward bow.
Each strake is there fore indicated by a letter to show its level , a number
to show its position.
This plan is very useful for the following information:
• It is used for marking the location of a hull Damage on this plan by

identifying the strake number , letter and frame number so that the exact
location of the damage and also suggested repairs are marked in a
localised copy.
• The shell expansion can be used for finding areas of painting surfaces such
as topside, boot topping and bottom areas by applying Simpsons rules
directly.

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• In the shell expansion the vertical scale used is different from the
horizontal scale and a suitable adjustment has to be made when
calculating areas.This becomes useful in solving disputes concerning areas
of preparation and painting.
• It gives information on the thickness of the original strake which is

indicated by the number in the circle shown in the strake. The quality of
steel used is also shown by letters A,B,D E and AH, BH,DH, EH.
• It also gives you the ships Principal dimensions, class notations, material of
the steel which are in accordance with the vessels class.
• It gives you the location of the Fenders, Rubbing bars, the Round bars and
also its ANGLE against the centre line.
• It tells you about the Reinforcement of fenders, shell plate and shell
stiffner.
CAPACITY PLAN:
This plan is useful in finding the displacement of the ship for a selected
mean draft. The Displacement is required to be known to decide on the total
number of blocks to be used, since each block can support only a maximum
given mass. The capacity plan also gives information on
1. The Principal particulars same like the G.A. Plan.
2. Ballast tank, its location( w.r.t. frame number), volume, weight and
centre of gravity.
3. Fresh water tank, its location( w.r.t. frame number), volume, weight and
centre of gravity.
4. F.O. Tank, its location( w.r.t. frame number), volume, weight and centre
of gravity.
5. D.O. Tank, its location( w.r.t. frame number), volume, weight and centre
of gravity.
6. Cargo Hold, its location( w.r.t. frame number), GRAIN CAPACITY, BALE
CAPACITY and centre of gravity.
7. It has got a DEADWEIGHT TABLE also.

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8. It has got a DEADWEIGHT SCALE, which has readings for MCTC, TPC,
DISPLACEMENT,DRAFT, DEADWEIGHT AND THE LOADLINES.

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Hence the capacity plan may be used for making minor stability calculations
for moments which are required for trim and heel adjustments.
DOCKING PLAN:
• The docking plan is a detailed plan view seen from the bottom. It
shows all openings on the bottom , including the openings for the
main sea suction boxes provided at the machinery room area on
the under side .
• The other openings are the individual drain plug holes normally
one plug hole per tank .
• The side elevation of the vessel shows the basic arrangement for centre
line blocks.
• For cargo ships with finer form locations for the fitting of Breast
shores are shown in the plan.
• Docking block area.
• Maximum load per block area.
• Location of the transducers if any.
• Maximum amount of liquid never to be exceeded.
• It gives you the information on the paint maker, painting area and the zone
of the shell plating.
It should be understood that this docking plan is to be used

only for normal dry docking purposes. In the case of ships
being dry docked after heavy collision or bottom damage, this
docking plan will not be suitable. For this purpose an amended
docking plan is made after the ships bottom is photographed
in afloat condition by the shipyard diver and an amended plan
made to suit the purpose. It must provide for alternate
locations of support for the damaged area where the original
blocks cannot be laid for support.

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Statutory Certificates, Mandatory Certificates & Obligatory

Certificates
Statutory certificates: All the certificates under the International Conventions which are
signed & ratified by that state will become STATUTORY CERTIFICATE.
For example Certificates required under MARPOL, SOLAS etc
Mandatory Certificates are those certificates required to be carried onboard under those
International Conventions which are not ratified by the Flag State of your Ship, but are required
because Country ship is visiting has ratified those conventions or certificates required their own
national laws.
In short, certificates which are required for trading purpose are all MANDATORY
CERTIFICATES .
For example Certificate of entry for P&I club - This certificate shows that ship is covered under
the P&I club which has issued this certificate. If the ship is not covered by a P&I club, the port
authorities may not allow the ship to enter or start cargo operation.
Obligatory certificate: These are the certificates which are required by a particular state
when trading in it or transiting through it.
For example, Certificates for suez canal and panama canal.
Some Statutory Certificates are:

1. Certificate as per SOLAS
• Cargo ship safety construction certificate
• Cargo ship safety Equipment certificate
• Cargo ship Radio certificate
• Minimum safe manning certificate
• Safety management certificate
• International Ship security certificate
• Document of compliance for ships carrying dangerous goods
• Document of Authorisation for the Carriage of Grain
• International Certificate of Fitness for the Carriage of Dangerous Chemicals in  

Bulk
• International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk

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• International Certificate of Fitness for the Carriage of INF Cargo  
2. Certificate as per MARPOL
• International Oil Pollution Prevention Certificate (IOPP Certificate)
• International Certificate of Fitness for the Carriage of Dangerous Chemicals in  

Bulk
• International Pollution Prevention Certificate for the Carriage of Noxious Liquid  

Substances in Bulk (NLS Certificate)
• International Sewage Pollution Prevention Certificate
• International Air Pollution Prevention Certificate
• Engine International Air Pollution Prevention Certificate
• International Energy Efficiency Certificate  
3. Certificate as per Load Line convention  
• International Load Line Certificate
• International Load Line Exemption Certificate  
4. Certificate as per Tonnage convention  
• International Tonnage Certificate
5. Certificate as per AFS convention
• International Anti-fouling System Certificate
• International Anti-fouling System Declaration  
6. Certificate as per STCW
• Certificates for Masters, Officers and Ratings

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7. Certificate as per Liability Convention
• Certificate of Insurance in Respect of Civil Liability for Oil Pollution Damage
8. Certificate as per ILO Convention
• Maritime Labour Certificate (MLC)
• Certificate of Compliance for ILO 92 & 133 (Crew accommodation)
• Medical Certificate as per ILO 73
• Load Test Certificate for cargo gear ILO 152
LIST OF FEW OF THE MANDATORY CERTIFICATES:

• DOC FOR D.G.
• DOA FOR GRAIN.
• CERTIFICATE OF FITNESS FOR CARRYING DANGEROUS CHEMICAL IN BULK.
• CERTIFICATE OF FITNESS FOR CARRYING LIQUIFIED GASES IN BULK.
• INTERNATIONAL POLLUTION PREVENTION CERTIFICATE FOR SHIPS CARRYING

NLS IN BULK.
• CERTIFICATE FOR FINANCIAL SECURITY.

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SHIP SQUAT
When a ship proceeds through water, she pushes water ahead of her. In order not
to leave a 'hole' in the water, this volume of water must return down the sides and
under the bottom of the ship. The streamlines of return flow are speeded up under
the ship. This causes a drop in pressure, resulting in the ship dropping vertically in
the water.
As well as dropping vertically, the ship generally trims for’d or aft. The overall
decrease in the static under keel clearance, for’d or aft, is called Ship Squat. It is
not the difference between the draughts when stationary and the draughts when
the ship is moving ahead.
Salient points
➢ Squat is the decrease in under-keel water, that is, the difference between her
under-keel clearances when making way and when stopped over the water.
➢ It is not the increase in draft as visually read or as shown on draft indicators.
➢ Bernoulli’s theorem states that in any moving fluid, the sum of the potential
energy, the kinetic energy and the pressure energy is a constant.
➢ As the water flows aft at greater speed, its kinetic energy increases.
➢ According to Bernoulli’s theorem, when the kinetic energy of the water
increases, its pressure energy must reduce.
➢ Since the ship is supported by the pressure energy of the water, as the pressure
energy has reduced, the ship sinks to a longer draft.
➢ In addition to the bodily sinkage that occurs, the ship also trims by the head or
by the stern.
➢ With a static even keel trim, full form vessels such as tankers and bulk carries
with Cb more than 0.7 trim by the head.
➢ Fine form vessels such as passenger ships and containers vessels with Cb less
than 0.7 trim by the stern.
➢ The overall decrease in under –keel clearance due to sinkage and trim is the
squat forward or aft.
The factors that affect the amount of squat
1) The ships speed over the water

➢ The squat varies approximately directly as the speed over the water in
knots squared.
➢ Squat occurs even when the ship is moored, if a tide is running.
➢ Hence squat should be taken into account when conducting draft surveys.
➢ Also, when loading to a particular draft, squat could result in under
loading if the drafts are read when a tide is running.
2) The block coefficient, Cb

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➢ The squat varies directly as the Cb. The Cb values generally vary from
about 0.85 for very large tankers to about 0.75 for bulkers, about 0.7 for
general cargo vessels to about 0.6 or less for passenger vessels and
container ships.
3) The blockage factor, S

➢ The blockage factor, S, is the ratio between the immersed cross sectional
are of the vessel and the cross sectional area of the water in the canal.
S = b x Static Draft / B x depth of Water
where
‘b’ is the breadth of the ship and
‘B’ is the width of the canal.
➢ Even in open waters, this factor is to be considered using the width of
influence ‘B’ in place of the width of the canal B.
➢ The width of influence ‘B’ in open waters is obtained as
‘B’ = [ 7.7 + 20 (1-Cb)2] b
where ‘b’ is the breadth of the ship.
➢ The ‘B’ value in open waters varies from about 8 b for large tankers to
about 9.5 b for general cargo vessels to about 12 b for container and
passenger ships.
➢ In open waters where the depth of water to draft of ship ratio is about
1.2, the value of the blockage factor S will be around 0.1.
4) The static under keel clearance

➢ The lesser the under-keel clearance, the more is the squat because the
stream lines of return flow aft of the water, past the vessel increases due
to the reduced clearance under the vessel.
➢ This increases the kinetic energy and therefore further reduces the
pressure energy of the water.
➢ Thus as the ratio of depth of water to draft to ship reduces, the squat
increases.
5) The at rest trim of the vessel

➢ The squat at the bow increases to a greater extant if her at rest trim was
by the head.
➢ The squat at the stern will increase to a greater extent if her at rest trim
was by the stern. The calculated maximum squat should therefore be
applied to the greater of the two end drafts to obtain the minimum under
keel clearance.
6) Passing another ship in a river or canal

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➢ When the ship is passing or overtaking another vessel in a river or canal,

the squat can increase up to twice the normal value as the combined
blockage factor, S, becomes the sum of the blockage factor of each ship.
7) The squat increases if the ship is close to the bank of a river or canal.
8) Formulae
➢ From the analysis of many measured squat values on ships and results of
ship model tests some empirical formulae have been developed for
satisfactorily estimating the maximum squat is confined and one waters.
➢ Obviously the squat is greater in confined waters and lesser in open
waters.
➢ For a vessel at an even keel static trim when the ratio of the depth of
water to the draft of ship is in the range of 1.1 to 1.4, the maximum
squat in open or confined waters may be predicted fairly accurately by
either of the expressions:-
(i) Maximum squat = Cb x S0.81 x V2.08
20
in the above expressions:
‘S’ is the blockage factor.
‘V’ is the ship’s speed over the water in knots.
➢ Other approximate formulae are:-

Maximum squat in open waters = Cb x V2
100
Maximum squat in confined waters
Where S is between 0.1 and 0.265 = Cb x V2
50
Both the above approximate formulae slightly over estimate the maximum squat
thereby erring on the safer side.
➢ At this point, a consideration may arise as to the depth of water, which can
be considered shallow.
➢ This depends on the depth of influence of the ship, which is approximately 5/
Cb x draft.
➢ In depths above the depth of influence the ship may be considered in shallow
waters.
➢ The depth of influence is more than 5 times the draft, though the ship’s
squat may commence to increase slightly at such depths it is not of much
consequence.
➢ The increase in squat is significant when the depth to draft ratio is less than
2.

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➢ It is much more pronounced and of consequence when this ratio is less than
1.5
➢ The best course of action to reduce squat is to reduce the ship’s speed,
because the squat varies directly as the ship’s speed squared.
➢ Halving the speed will reduce the squat to a quarter.
➢ However, the fact that manoeuvering which is already sluggish in shallow
waters may deteriorate further should also be considered when reducing the
speed.
Both the above approximate formulae slightly over estimate the maximum squat
thereby erring on the safer side.
➢ At this point, a consideration may arise as to the depth of water, which can
be considered shallow.
➢ This depends on the depth of influence of the ship, which is approximately 5/
Cb x draft.
➢ In depths above the depth of influence the ship may be considered in shallow
waters.
➢ The depth of influence is more than 5 times the draft, though the ship’s
squat may commence to increase slightly at such depths it is not of much
consequence.
➢ The increase in squat is significant when the depth to draft ratio is less than
2.
➢ It is much more pronounced and of consequence when this ratio is less than
1.5
➢ The best course of action to reduce squat is to reduce the ship’s speed,
because the squat varies directly as the ship’s speed squared.
➢ Halving the speed will reduce the squat to a quarter.
➢ However, the fact that manoeuvering which is already sluggish in shallow
waters may deteriorate further should also be considered when reducing the
speed.
Wall or bank effect
Bernoulli’s law and continuity law

In order to understand the effect of a solid bank or wall on the behaviour of moving
ship along it, it is necessary to study pressure distribution around ship's hull and
relevant basic laws governing flow phenomena.

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Continuity law: Velocity x cross section = const

V1 x S1 = V2 x S2 = const.
Consequence: if cross section decreases, velocity increases and vice versa
Bernoulli’s law: static pressure + dynamic pressure = const.
Static pressure = atmospheric pressure + head of water
Dynamic pressure = C x velocity squared
Consequence: if velocity increases, dynamic pressure increases and static
pressure and head of water decreases and vice versa.
SUCTION FORCE
When the ship is moving close to a solid wall or bank suction force is created
drawing the ship closer to the bank. This is because of reduced cross section,
accelerated flow and reduced pressure in the space between the ship and bank.
Suction force is proportional to the speed of the ship squared and inversely
proportional to the distance from the bank.

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Suction forces calculated for example ship are shown below:
SUCTION FORCE (Tanker 148000 Dwt)

Distance a (m) Speed Force
(Kn) (Ton)
50 5 21
10 83
30 5 31.6
10 124.5
5 5 63
10 250
RESTRICTED WATER EFFECT

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Suction force together with bow cushion effect make stern to move closer to the
bank. Rudder is to be used to counter this effect.
Because of the proximity of the bank ship takes a sheer and suction force moves
close to the stern.
USING SUCTION FORCE TO THE ADVANTAGE

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PASSING THROUGH NARROW PASSAGE
Entering the passage closer to the bank helps turning to starboard as needed. If the
ship is entering closer to the island, suction is in the wrong quarters and opposes
turning to starboard.

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ENTERING OR LEAVING SHALLOW BANK
When the ship is entering a shallow bank then due to restricted cross-section and
reduced pressure under bow portion of the ship trim to bow may occur and the ship
may hit the bottom with the bow.
When the ship is leaving shallow bank and entering deep-water area, the opposite
may occur and the ship may hit the bottom with the stem.

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TURNING CIRCLE

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STOPPING ABILITY
Definitions
Stopping ability is measured by the “track reach” and “head reach” realized in a
stop engine-full astern maneuver performed after a steady approach at the test
speed until ahead speed in ship coordinates changes sign (i.e., vessel starts going
backward).
• Track Reach is defined as a distance along the vessel’s track that the vessel
covers from the moment that the “full astern” command is given until ahead speed
changes sign.
• Head Reach is defined as a distance along the direction of the course at the
moment when the “full astern” command was given. The distance is measured from
the moment when the “full astern” command is given until the vessel is stopped
dead in the water.
Track Reach Criterion
The stopping ability of the vessel is judged using a full astern crash stop maneuver.
Based on IMO requirements the track reach should generally not exceed 15 ship
lengths (measured along the path).
However, in the case of low-powered large displacement vessels, this value may be
modified, but in no case should exceed 20 ship lengths, subject to special
consideration and approval by the Bureau.
Determination of whether a vessel falls into the category of “low powered large
displacement vessels” also will be done by the Bureau.
Head Reach Criterion
Head reach criterion in a form of rating is based on statistics of sea trials.
Stopping ability rating only if:
TR < 20L only for low-powered large displacement vessel
TR < 15L in all other cases
where

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TR = track reach, in meters
L = vessel length, in meters
!  

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PIVOT POINT
A PIVOT POINT OF THE SHIP IS THE POINT ABOUT WHICH THE SHIP TURNS WHEN RUDDER
IS USED.
1. WHEN THE VESSEL IS STOPPED, THE PIVOT POINT IS SOMEWHERE IN THE MIDSHIP.
2. WHEN THE VESSEL STARTS TO MOVE AHEAD, THE PIVOT POINT MOVES TO AROUND
1/8TH OF THE SHIP’S LENGTH FROM THE BOW.
3. WHEN THE VESSEL HAS A CONSTANT HEADWAY, THE PIVOT POINT SETTLES TO
ABOUT 1/4TH OF THE SHIP’S LENGTH FROM THE BOW.
4. WHEN THE VESSEL STARTS TO MOVE ASTERN, THE PIVOT POINT MOVES TO AROUND
1/8TH OF THE SHIP’S LENGTH FROM AFT.
5. WHEN THE VESSEL HAS A CONSTANT STERNWAY, THE PIVOT POINT SETTLES TO
ABOUT 1/4TH OF THE SHIP’S LENGTH FROM THE STERN.
TRANSVERSE THRUST
IT IS THE MOVEMENT OF THE VESSEL’S BOW IN THE PORT OR STBD DIRECTION DUE TO
THE MOVEMENT OF THE PROPELLER.
RIGHT HANDED PROPELLER, AHEAD MOVEMENT

1. THE PROPELLER WILL MOVE IN A CLOCKWISE DIRECTION,
2. THE HELICAL DISCHARGE FROM THE PROPELLER WILL CREATE A LARGER PRESSURE
ON THE PORT SIDE,
3. THE BOW WILL THEREFORE SWING TO PORT SIDE AND THE STERN TO THE STBD SIDE.
RIGHT HANDED PROPELLER, ASTERN MOVEMENT

THE PROPELLER MOVES IN ANTI-CLOCKWISE DIRECTION, THE BOW TENDS TO SWING TO
STBD AND THE STERN TO PORT.
LEFT HANDED PROPELLER, AHEAD MOVEMENT

THE PROPELLER MOVES IN ANTI-CLOCKWISE DIRECTION, THE BOW TENDS TO SWING TO
STBD AND THE STERN TO PORT.
LEFT HANDED PROPELLER, ASTERN MOVEMENT

THE PROPELLER MOVES IN CLOCKWISE DIRECTION, THE BOW TENDS TO SWING TO PORT
AND THE STERN TO STBD.
THE TRANSVERSE THRUST IS MAXIMUM WHEN THE VESSEL HAS A SLIGHT HEADWAY,
SLOW ENOUGH HEADWAY FOR THE PROPELLER WASH TO REACH THE HULL, THE PIVOT
POINT IS ABOUT 1/4TH OF THE SHIP’S LENGTH FROM THE BOW. THE PROPELLER IS GIVEN
AN ASTERN MOVEMENT, THE LEVER IS MAXIMUM IN THIS CASE SO IS THE EFFECT OF
TRANSVERSE THRUST. THE SPEED SHOULD NOT BE HIGH OTHERWISE THE PROPELLER
WASH WILL NOT FULLY STRIKE THE HULL. IT IS THEREFORE AN UNFORTUNTE FACT OF
LIFE, THAT WHEN A VESSEL IS APPROACHING THE BERTH AT A SLOW SPEED AND ASTERN
PROPULSION IS APPLIED, THE EFFECT OF TRANSVERSE THRUST IS THE MAXIMUM.

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Standard Methods of Recovery

Williamson turn
➢ makes good original track line

➢ good in reduced visibility
➢ simple
➢ takes the ship farther away from the scene of the incident
➢ slow procedure
Williamson turn
➢ Rudder hard over (in an "immediate action" situation, only to the side of the
casualty).
➢ After deviation from the original course by 60°, rudder hard over to the
opposite side.
➢ When heading 20° short of opposite course, rudder to midship position and
ship to be turned to opposite course. 

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One turn ("Single turn, Anderson turn")
➢ fastest recovery method

➢ good for ships with tight turning characteristics
➢ used most by ships with considerable power
➢ very difficult for a single-screw vessel
➢ difficult because approach to person is not straight
250°
Anderson (Single) turn (270° manoeuvre)
➢ Rudder hard over (in an "immediate action" situation, only to the side of the
casualty).
➢ After deviation from the original course by 250°, rudder to midship position
and stopping manoeuvre to be initiated.
!  

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Scharnov turn
➢ will take vessel back into her wake

➢ less distance is covered, saving time
➢ cannot be carried out effectively unless the time elapsed between occurrence
of the incident and the commencement of the manoeuvre is known
Scharnov turn
(Not to be used in an "immediate action" situation.)
➢ Rudder hard over.

➢ After deviation from the original course by 240°, rudder hard over to the
opposite side.
➢ When heading 20° short of opposite course, rudder to midship position so
that ship will turn to opposite course.
(Note: The underlined part indicates the disadvantages of this type

of turn.)

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BEACHING
BEACHING PROCEDURE
Beaching is defined as taking the ground intentionally, as opposed to accidental

stranding. It is normally carried out for either or both the following reasons:
1. to prevent imminent collision;

2. to prevent loss of the vessel when damaged and in danger of sinking, damage
having occurred below the waterline causing loss of watertight integrity. The
intention is to carry out repairs in order to refloat at a later time.
Should time and choice be available, the mariner should attempt to beach the
vessel on a gentle sloping beach, which is rock free and ideally with little or no
current. If possible it should be sheltered from the weather, free of surf action and
any scouring effects.
Advantages and Disadvantages for ‘Bow’ or ‘Stern’ Approach
When approaching bow-on, the obvious advantage is that a clear observation of the
approach can be made and the vessel will probably have a favorable trim. The
propeller and rudder will favor the deeper water at the stern, while the
strengthened bow would cushion any pounding effects. The disadvantages of this
approach are that the vessel is more likely to slew and the need for anti-slew wires
used in conjunction with anchors, may become necessary. Also it is difficult to lay
ground tackle from this position, to assist with the refloating. In the majority of
cases stern power would be used for refloating the ship and the average vessel
normally operates with only 60 per cent of the ahead power, when navigating stern
first.
Actions Prior to Beaching
Provided that time and circumstances allow, the vessel to be beached should take
on full ballast. This will make the operation of re-floating that much easier.
Both anchors should be cleared away and made ready to let go. Care should be
taken to lay anchors and cables clear of the position that the vessel is expected to
come to rest, so minimizing the bottom damage, if this is possible. Additional use of
a stern anchor, if the ship is so equipped, would become extremely beneficial on
the approach, with the view to refloating later
On Taking the Ground

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Drive the vessel further on and reduce the possibility of pounding. Take on
additional ballast and secure the hull against movement from weather and sea/tide.
Take precautions to prevent oil pollution. This can be achieved by discharge into oil
barges, or transfer within the vessel into oil-tight tanks.
Another alternative would be encircling the vessel with an oil pollution barrier, if
one can be obtained quickly enough and positioned effectively.
Damage reports should be made to the Marine Accident Investigation Branch
(MAIB), together with a ‘general declaration’, the Mercantile Marine Office being
informed and entries made into the Official Log Book.
GROUNDING/BEACHING – SUMMARY
Carry out a damage assessment following the action of the ship taking the ground.
Damage assessment should initially cover:

➢ Watertight Integrity of the Hull.
➢ Engine Room check, as to Wet or Dry.
➢ Casualty Report for injuries.
➢ Pollution assessment.
Subsequent actions:
➢ Sound round all internal ships tanks.
➢ Take full external soundings with particular attention to the forward and after
end regions.
➢ Display aground signals as appropriate.
➢ Seal the uppermost continuous deck
➢ Maintain a deck patrol for fire and security.
➢ Calculate the next High Water/Low Water times and heights.
➢ Investigate stability and refloating details following the instigation of repairs.
➢ Prior to attempting to refloating, call in ‘Stand-By Vessel’.
➢ Ensure log book accounts are entered of all events.
Masters Advice:
➢ Order a position to be placed on the chart.
➢ Following damage assessment results open up communications with relevant
authorities inclusive of coastguard.
➢ Engage tug assistance if appropriate.
➢ Investigate damage and stability criteria as soon as practical.
➢ Make a report to the Marine Accident and Investigation Branch.
➢ Investigate the local Dry Dock capacity/availability/facilities with owners
assistance and/or instigate diver inspection.

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REFLOATING
Lightering: In many cases of stranding and grounding of a ship, a theoretically

simple solution is to make ship light so that it again floats in lower depth. This can
be achieved by transferring the cargo into suitable vessels(or ashore),by bringing
the receiving vessel as close to the casualty as is safe and transferring cargo from
the casualty to the receiving vessel, as in case of tankers by means of transfer
hoses and where necessary, utilizing fenders, portable pumps and inert gas
equipment. When the necessary reduction in draft has been obtained, towing is
usually employed to refloat the vessel under controlled conditions.
Tidal lift and heaving: This method requires the employment of heavy rigging
called “beach gear”. These are heavy pulling equipment (fitted usually on floating
platforms or on salvage tugs) used to pull out the stranded vessel. In the tidal lift
method, beach gear is drawn up tight at low tide and uses the lift on salvage vessel
from the rising tide to pull on the stranded vessel. Great forces are involved, but
the energy expended by the salvage ship is not large as most of the lift is provided
by the tidal sea water and the beach gear mostly pulls out the ship in right direction
towards deeper waters. As shown in figure the ground “leg” of the beach gear,
consists of an anchor and wire rope to carry the load.
During the heaving method, the force is provided by heaving on the towing lines
with a winch or hydraulic ram .In” heaving gear”, at the end of the ground leg, a
series of blocks is used to increase the pull. Several legs of beach gear may be
needed to free a large vessel. Heavy weather conditions may provide the energy
needed to move the vessel in the direction of the tow.

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Towing: Unlike the previous method which relies on sea-water tidal energy,
Towing relies on the power supplied from the salvage vessel to generate the
moving force. Modern Tugs with powerful and efficient propellers and rudders with
bow thrusters, provides an effective pulling force for the salvage operation.
Practically, combinations of towing with other methods are used for the salvage
operation.
For a towing attempt, a wire rope is used as the towline, sometimes in conjunction
with a nylon spring and/or a chafing chain. Modern salvage tugs are fitted with
powerful towing winches and often carry tow wires up to 2000 meters in length and
76 mm in diameter.

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GROUNDING/STRANDING
GROUNDING is the touching of ship’s bottom with the ground whether deliberate or
involuntary.
STRANDING is an accidental grounding due to
• Heavy weather effect
• Machinery breakdown or
• Negligence
If stranding is not severe and is merely a simple light touching of the bottom, after
which the ship is easily refloated.
A stranded ship may be in contact with the ground at her bows, stern, amidships,
entire length or just all along one side where other side may be in deep water.
Refloating may become difficult if
• Shoal and rocks are close by
• Adverse weather
• Adverse currents may cause unfavorable silting-up or may take the
ship farther aground and damage her.
Actions to be taken when stranding is imminent:

• Call master
• Sound general emergency alarm
• Inform engine room to changeover to high sea suction
• Use of anchor to hold the ship clear of danger
• Close all W/T and fire doors
• Using engines and rudder to avoid drifting on to shore
• Prepare L/boats to embarkation deck if ship is likely to break
up.
• Send urgency message and request for help
• Inform the owners and concerned shore authorities.
Immediate action on stranding:

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• Stop the engines. Go stern but not for long if tide is falling since going stern
will stir up silt which can block the condensers resulting in adverse effect on
main engines and the refrigerating machinery.
• Call master
• Sound general emergency alarm
• If bottom is damaged, she can be grounded or beached in a more suitable
place.
• Inform engine room to changeover to high sea suction
• Check for missing persons and casualties
• Switch on deck lights if night
• Lights, shapes and sound signal as per COLREGS
• Plot the position of the vessel on chart and note the water depths around the
vessel
• Assess the local tidal range, times and current strength
• Visually examine the damage to the hull.
• Take sounding of the bilges, tanks, and cofferdams.
• Close all air and sounding pipes to prevent pollution.
• Depending on weather conditions check the type of ground and survey the
area to assess the best way to refloat
• If the ground is soft (sand, clay, mud or shingle), Master to consider
refloating immediately without losing time. If going stern has not helped the
vessel to refloat, the engines should be put ahead and rudder should be
swung from hard stbd. to hard port.
• If the ground was rocky, it may have caused severe bottom damage.
Any attempt to work the ship ahead or astern would cause more damage to
the hull. This may result into heavy flooding and capsizing later on once the
vessel is refloating.
• Incase of pollution due to release of oil or harmful substances report
immediately to nearest coast station and relevant authorities as per MARPOL
73/78. All efforts shall be made to restrict/ reduce the pollution.
• Make relevant entries in logbook.
• Send the initial casualty report to owners/ charterers and shore authorities
• Calculate damage stability and convey same to owners.

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• Drop the anchor underfoot to prevent sliding off of damaged ship into deep
waters and also to prevent the ship from being driven up on the shore as tide
rises, on shore wind and tidal stream.
• Depending on the extent of damage and if practical request nearby ship to
assist in pulling the own ship out into deeper waters.
• If weather conditions are severe, there is a possibility that ship willbump on
the seabed and causing more damage. In this condition flooding the ballast
tanks and even some holds to increase the ship’s weight can be considered.
This water could be pumped out when weather conditions are favorable
before refloating.
• Consider jettisoning additional weight including fresh water if tidal range is
small. Additional weight means lowering both the anchors/ cables,
discharging cargo in lighter, transferring fuel etc.
• Use of hand lead line is very effective in this type of situation to find the
depth of water around the ship and to find which part of the ship is in contact
with ground.
• Tug assistance can be sought to lay out anchors. Ground tackle with heavy
purchases can help greatly in pulling the ship out.
Deck department checklist for watertight integrity of hull following

grounding or beaching:
• Check for casualty.
• Assess internal damage by visual inspection where possible.
• Look for signs for pollution from possible fractured oil tanks.
• Take soundings of all D.B. tanks and lower tanks at the earliest possible time.
• Sound the available depth of water around the vessel, especially around
stern and propeller area.
• Check position of grounding on chart. Determine the nature of bottom and
expected depth of water.
• Obtain damage reports from all departments.
• Determine the state of tide, together with heights and times of the
immediate high and low waters.
• Check condition of stability, if the vessel has suffered an ingress of water.
• Initiate temporary repairs to reduce the ingress of water and activate pumps
on the affected area.
• Statement to be entered in Deck Log Book.

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Heavy Weather Precautions

1. Check Anchor lashing, take extra lashing.
2. Secure Spurling pipe with cement.
3. All ventilators on forecastle deck shall be closed and secured.
4. Bobby hatch cleats to be closed tightly and secured.
5. Mooring ropes to be secured on drums with canvas around them
6. Extra ropes to be taken in side forepeak store
7. Secure everything inside forepeak store and paint store(if its Fwd)
8. Close and secure forepeak store weathertight door
9. Check cargo lashing and tighten as required.
10.Close all ventilators on deck and secure them
11.Hatch cleats should be checked and tightened.
12.Rig a life line on deck
13.Take extra lashing on accommodation ladder
14.Shift pilot ladders inside deck houses.
15.Check Cargo gears such as cranes derricks are parked and secured properly.
16.No Loose objects to be left on deck (such as wooden gratings)
17.Check all the Scuppers are open & Clear
18.Reduce Free Surface Effect by pressing up all the tanks
19.Take extra ballast if possible to reduce panting effect.
20.Check and Close all sounding pipes tightly
21.All items deck houses secured properly and doors closed and secured
22.Make sure all lashings of Life Saving appliances are tight and No Extra Lashing  
taken.
23.Secure poop deck - all vents, extra ropes and booby hatch secured properly.
24.Close all weather tights door on weather deck and tell crew not to go on deck  
without permission and informing bridge.

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25.Call Engine room and tell them about expected weather and instruct them not  
to use steering flat door as they are fond of using that door.
26.Check steering gear for oil level and other unusual sounds, run both motors,  
sync Gyro repeater, test bridge - steering flat communication system and try  
out manual steering.
27.Engage crew in some productive task like securing and cleaning

accommodation  
spaces
28.Instruct Chief Cook about expected weather and secure galley.
29.Secure all the portholes and deadlights
30.Rearrange watch schedules as extra lookout may be required during restricted  

visibility and for hand steering.
31.Tryout both fwd and main mast ship’s Whistle
32.Check weather forecast and ascertain ship’s and storm’s position.
33.Considerre-routingifrequired.
34.Update ETA
35.Log down all the events.  

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POOPING & BROACHING

Heavy weather poses several problems in maneuvering most vessels, especially
smaller craft. In heavy weather, smaller vessels face greater risks of :
· capsize
· pooping
· broaching
In general, we try to keep either the bow or the stern into the sea. It is more
difficult to capsize the vessel if the bow or the stern is pointing into the direction of
the seas. This is because the length of a vessel is always greater than its width.
Risk of Capsize
In the above figure, vessel A has the seas on the beam, causing heavy rolling and
risking possible capsize.
Vessel B has the seas astern. There is less rolling and less risk of capsize.
Vessel C has the seas ahead. Similar to Vessel B, there is less rolling and thus less
risk of capsize. This is the preferred option as it offers better control of the vessel.
Pooping : is the term used to describe the seas breaking over the stern of the
vessel. This can also be dangerous particularly for an open decked vessel. Large
amounts of water can quickly flood the vessel, causing additional problems.

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Pooping
Broaching : when a steep following sea causes the vessel to ‘surf’ forwards
controllably, the bow tends to ‘dig’ into the wave ahead, decelerating the vessel
rapidly. The forces on the stern will cause the stern to swing violently to the left or
right and the vessel will come to rest broadside to the waves. A rapid “broaching”
may cause a capsize.
Broaching
As we know, the best way to avoid a possible capsize in heavy seas is to keep the
bow into the seas. The next best alternative is to have the stern into the seas. But,
if the seas get too rough, keeping the stern into the seas may present additional
risks of pooping and even surfing out of control.
If you are caught in this situation, the only option left now is to turn the vessel
around to head into the seas. It may be also necessary to turn the vessel around to
avoid running into an obstruction ahead such as the coast, shallow water, etc.

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Turning the vessel around in heavy seas is rather tricky. It should be timed to
ensure that the vessel has completed the turn by the time the next large wave
reaches it. Refer to figure below.
Turning in heavy seas
The actual turn should be done within the trough, not on the crest. Attempting to
perform the turn on a crest could result in capsize. The turn has to be made quickly
to minimise the time when the seas are abeam.
Wherever possible, avoid taking a vessel out into heavy weather or if heavy
weather is expected within the period the vessel is out at sea. Consider
alternatives, as this is the safest way to avoid unnecessary risks and running into
trouble. If the vessel cannot avoid heavy weather whilst at sea
· maneuver vessel to avoid capsize, pooping or broaching

· lash up all loose gear
· close all deck openings to maintain watertight integrity
· ensure freeing ports are working properly & not blocked
· ensure survival equipment is ready for immediate use
· maintain communications with shore radio stations
· check that the fuel tank in use has sufficient fuel

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ETA
ETA on TANKERS
The ETA is designed to facilitate salvage and emergency towing operations on

tankers primarily to reduce the risk of pollution
• An emergency towing arrangement shall be fitted at both ends on board

all tankers of not less than 20,000 tonnes deadweight.
• Constructed on or after 1 January 1996. For tankers constructed before 1
1996, such an arrangement shall be fitted at the first scheduled dry-
docking after 1 January 1996 but not later than 1 January 1999.
• The design and construction of the towing arrangement shall be approved
by the Administration, based on the quide lines.
ETA to comply with the following criteria
Ready Availability of Emergency Towing Arrangement
• The aft ETA shall be pre-rigged and be capable of being deployed in a

controlled manner in harbour conditions in not more than 15 minutes.
• The pick-up gear for aft towing pennant shall be designed for manual
operation by one person taking into account the absence of power and
potential for adverse environmental conditions that may prevail during such
emergency towing operation. The pick-up gear shall be protected against the
weather and other adverse conditions that may prevail.
• The forward ETA shall be capable of being deployed in harbour conditions in
not more than 1 hour.
• All ETA shall be clearly marked to facilitate safe and effective use even in
darkness and poor visibility.
All ETA components shall be inspected by ship’s personnel at regular intervals and
maintained in good working order.
Requirements for the arrangements and components
General
The arrangements are in two sizes :

• - 1000 kN SWL for tankers over 20,000 tdw but less than 50,000 tdw .
• - 2000 kN SWL for tankers equal or over 50,000 tdw.
• The minimum breaking load of all the components is the double of the safety
working load (SWL).

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The major components of the system are

the tug or towing vessel;
the towline;
the pennant;
the chafing chain;
the fairlead and
the towing gear connection or strongpoint on the vessel to be towed.
The system should facilitate ease of connection and should be capable of being
connected and released on board the towed vessel in the absence of main power.
Towing components
Forward Aft
Pick up gear optional yes

Towing pennant optional yes
Chafing gear yes yes
Fairlead yes yes
Strong point yes yes
Roller pedestal yes depending on design yes
Location of strongpoint and fairlead

The bow and stern strongpoint and fairleads should be located so as to facilitate
towing from either side of the bow or stern and minimize the stress on the towing
system. The axis of the towing gear should, as far as practicable, be parallel to and
not more than 1.5 m from either side of the centerline. The distance between the
strongpoint and the fairlead should be not less than 2.7 m and not more than 5 m.
• As close as possible to the center line

• To facilitate towing from either side of the bow or stern
• Minimize stress on the towing system
Length of towing pennant
• Twice the lightest seagoing ballast free board at the fair lead + 50 meters

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Location of strong point and fair lead
Strong point
• Stopper or other fitting of equivalent strength

• Can be designed as an integral part of the fair lead
Fair leads
• Size
o Have an opening large enough to pass the largest portion of the
chafing gear, towing pennant or towing line The minimum opening
should be an oval with horizontal axis of at least 600 mm and vertical
axis of 450 mm.
• Geometry
o Give adequate support for the towing pennant during towing
operations
▪ Bending 90o to port or starboard
▪ 30 o vertically downward
▪ The bending ratio (towing pennant bearing surface diameter to
towing pennant diameter) should be not less than 7 to 1
• Vertical location
o To be located as close as possible to the deck
o In such a position that the chafing chain is approximately parallel to
the deck when it is under stress between the strongpoint and the fair
lead.
Chafing chain
• Type
To be a stud link chain , 76 mm in diameter, grade U-3
• Length
o Long enough to ensure that the towing pennant remains outside the
fair lead during the towing operation
o A chain extending from the strongpoint to a point at least 3m beyond
the fair lead should meet this criterion
Connecting limits
o One end to be suitable for connection to the strongpoint
o The other end to be fitted with a standard pre-shaped open link
allowing connection to a standard bow shackle

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!
• Stowage
o To be stowed in such a way that it can be rapidly connected to the
strong point
Towing connection
• The towing pennant should have a hard eye-formed termination allowing

connection to a standard bow shackle
AFT ETA !

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The case containing the pick-up gear flashing buoy and special shackle for
connection to the pennant cable is to be fitted on the rail or bulwark, close to the
fairlead.
The AFT system includes a cone bracket strongpoint, a pennant cable with sockets,
a cable drum with deployment control brake and a specially reinforced fairlead.
Strongpoint and fairlead structures are provided with base plate to be inserted in
the tanker’s deck, whilst the drum frame is to be simply chocked and welded to the
deck.
An air motor with reduction gear can be supplied as optional device for winding the
pennant wire on the drum.
The shackle connecting the pick-up cable to the pennant outboard socket may be
disconnected temporarily, only in harbour, to use the fairlead for mooring purpose,
under the Master’s responsibility. A member of the crew must be appointed to take
care of quick connection in case of emergency.

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The pick-up gear case is to be opened and the flashing buoy will fall down to the
sea together with the pick-up rope, already connected to the pennant outboard
socket. As soon as the tug picks-up the flashing buoy and starts pulling the pick-up
rope, the drum, due to the brake, will pay out the pennant wire in a controlled
manner, until the inboard pennant socket, guided and tensioned by the end sling,
will match and stop in the cone-bracket strongpoint.
The tug can start towing safely, as soon as the outboard pennant socket has been
hauled on board on the tug and connected to the towing gear.
FWD ETA
The FWD system includes a bracket & pin strongpoint, a chafe chain complete with
a standard pear shaped link at one end and open end suitable for joining to the
strong point at the other end, and a specially reinforced fairlead. Both structures
are provided with base plate to be inserted in the tanker’s deck.

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Procedure for deployment Fwd ETA

(When unable to use vessel’s power)
Tug boat
• Throw the heaving rope of the vessel to the tugboat through the fairlead
• Fasten the heaving rope to the other end of the messenger rope on the
tugboat and then pull up the messenger rope
• Return the messenger rope to the tugboat by way of the chain stopper, the
pedestal roller and the fairlead roller, and then reel it on to the warping end
of the tugboat’s winch
• While reeling the messenger rope, pull up the towing rope on the vessel
where it can be fastened with the stopper rope and can be connected with
the chain
• Lash the towing rope with the stopper rope so that the towing rope won’t
drop loose
• Loosen the messenger rope
• When the load on the towing rope has moved over to the stopper rope,
remove the messenger rope from the towing rope
• Turn the tip of the towing rope to the chain
• Connect to the chain with the metal connecter (shackle etc.) fitted to the tip
of towing rope
• Fasten the messenger rope to the other end of the chain
• While reeling the messenger rope again, when the chain comes to the point
suitable for setting on the chain stopper, stop reeling the messenger rope
and hang the tongue of the chain stopper on the chain
• Slowly reel in the towing rope while getting the stopper rope loose. So that
the chain and the towing rope get tense
• Start towing
Procedure for deployment

(When using the vessel’s power)
TUG BOAT
• Throw the lead rope of the vessel to the tugboat through the fairlead
• Fasten the lead rope to the other end of the messenger rope on the tugboat,
then pull up the messenger rope
• Reel the messenger rope on the warping end of the vessel’s mooring winch
by way of the chain stopper, the pedestal roller and the fairlead roller
• While reeling the messenger rope, pull up the towing rope on the vessel
where it can be fastened with the stopper rope and can be connected with
the chain

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• Lash the towing rope with the stopper rope so that the towing rope won’t
drop loose
• Loosen the messenger rope. When the load on the towing rope has moved
over to the stopper rope
• Remove the messenger rope from the towing rope
• Turn the tip of the towing rope to the chain
• Connect to the chain with the metal connecter (Shackle etc.) fitted to the tip
of the towing rope
• Fasten the messenger rope to the other end of the chain
• While reeling the messenger rope again, when the chain comes to the point
suitable for setting on the chain stopper stop reeling the messenger rope and
hang the tongue of the chain stopper
• Stop reeling the messenger rope and hang the tongue of the chain stopper
on the chain
• While getting the stopper rope loose, reel in the towing rope slowly, so that
the chain and the towing rope get tense
• Start towing
MAINTENANCE
To keep the systems in good operating conditions, the following maintenance

instructions are to be carried out :
AFT ETA system is to be inspected weekly to check the availability of all
components.
If the bow shackle connection has been disconnected to use the fairlead for
mooring operation, the crew must check that the connection has been carried out
before the tanker’s departure.
The battery in the flashing buoy must be replaced every six months.
The drum brake is to be checked at regular intervals as per maker’s instructions.
- If the case content has been removed, follow the following instructions to arrange
the pick-up gear correctly :
. keep the special pennant shackle with abt. 5 m cable outside the case ;
. pass the cable through the notch ,
. jag the cable in "8 shape" coils;
. fit in the pick-up buoy, topside down, between the "8 shape" coils ,
. connect the end cable shackle to the bottom buoy eye ;
. pass the pennant shackle and cable through the fairlead from outside ;
. connect the pennant shackle to the pennant socket.

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Every two years :

- the drum brake is to be released and the brake band removed to clean the drum
brake groove surface;
- the pennant wire is to be checked, greased with standard wire cable products and
wound again
- the brake band is to be refitted and the brake to be regulated as above.
If the air motor/reduction gear winding device has been provided, the motor and
the gear are to be checked as per maker's maintenance instruction.
FWD ETA system is to be inspected weekly to check the correct chafe chain stowage
and the pin securing devices in place.
EMERGENCY TOWING OF OTHER SHIPS
Although there is no requirement for tankers below 20,000 tonnes dwt and other
vessels to be fitted with emergency towing equipment, the owners / operators /
managers of such ships and the ships' masters need to have shipboard contingency
plans covering the connection of the ship for emergency towage. These plans
should identify suitable strongpoints and fairleads for towing, and measures to
prevent the chafing of tow lines. The plans should identify any special equipment
needed for this task.
CONTENTS OF EMERGENCY TOWING BOOKLET
Chapter 1 - GENERAL DESCRIPTION

1.1 General
1.2 Limitation during towing operation
1.3 Master’s response
1.4 Safety considerations
1.5 Towing preparations
Chapter 2 - SHIP SPECIFIC DATA

2.1 General information

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2.2 Draft and displacement range

2.3 Anchor, anchor chain and mooring lines
2.4 Radio equipment
2.5 Power supply and steering equipment
2.6 Lifting devices
2.7 Deck tools and other equipment
2.8 Mooring & Towing fittings on fore mooring deck
2.9 Mooring & Towing fittings on aft mooring deck
Chapter 3 - ORGANIZATION OF TASKS

3.1 Staff arrangement and communication
3.2 Tasks and equipment
Chapter 4 - TOWING PATTERNS
4.1 General
4.2 Towing from bow
4.3 Towing from stern
Chapter 5 - DECISION MATRIX
5.1 Decision matrix for determining towing pattern
5.2 Decision matrix (if ETS is not fitted)
5.3 Decision matrix (if ETS is fitted)
Chapter 6 - PROCEDURES FOR CONNECTING TOWING LINES
6.1 General
6.2 Towing from bow (Pattern F1 – if on-deck power is available)
6.3 Towing from bow (Pattern F1 – if on-deck power is NOT available)
6.4 Towing from stern (Pattern A1)
6.5 Towing from bow (Pattern F3)
6.6 Towing from stern (Pattern A3)
Chapter 7 - CURRENT STATUS

7.1 General
7.2 Damage and seaworthiness
7.3 Steering and propulsion
7.4 Power system

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VARIOUS LOG BOOKS

1. Official Logbook
a. Requirement of the Flag state.
b. Endorsed by the Flag state.
c. In a particular format as per the Flag state.
Contains the following information:
~ Particulars of vessel.
~ Daily noon position of the vessel.
~ Inspection of accommodation.
~ Inspection of provisions & fresh water.
~ Arrival & departure drafts at various ports.
~ Inspection of radio equipment.
~ Inspection of Safety equipment.
~ Routine drill records.
~ Record of lowering of lifeboats.
~ Routine drill record.
~ Record of lowering of lifeboat.
~ Crew sign on & sign off.
~ Narrative entries such as punishments, change of command, births, deaths,
marriages etc.
~ The wages due to any seaman or apprentice who dies during the voyage & gross
deduction to be made there from.
~ The money or property taken over of any seaman or apprentice who dies during
the voyage.
~ Every case of illness, hurt or injury happening to a member of the crew with the
nature there of and the medical treatment.
2. Oil Record Book

It is a requirement of MARPOL Annex 1 & has got two parts:
Part I: Machinery space operations( all ships)
Part II: Cargo/ Ballast operations.

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A. Oil Record Book Part I:

~ Each oil tanker of 150 gross tons and above, ship of 400 gross tons and above
other than an oil tanker, and manned fixed or floating drilling rig or other platform
shall maintain an Oil Record Book Part I.
~ It is required as per MARPOL Annex I, Reg -17.
~ Entries of the following operations:
a. BALLASTING OR CLEANING OF OIL FUEL TANKS
b. DISCHARGE OF DIRTY BALLAST OR CLEANING WATER FROM OIL FUEL
TANKS REFERRED TO UNDER SECTION (A)
c. COLLECTION, TRANSFER AND DISPOSAL OF OIL RESIDUES (SLUDGE
AND OTHER OIL RESIDUES)
d. NON-AUTOMATIC STARTING OF DISCHARGE OVERBOARD, TRANSFER OR
DISPOSAL OTHERWISE OF BILGE WATER WHICH HAS ACCUMULATED IN
MACHINERY SPACES
e. AUTOMATIC STARTING OF DISCHARGE OVERBOARD, TRANSFER OR
DISPOSAL OTHERWISE OF BILGE WATER WHICH HAS ACCUMULATED IN
MACHINERY SPACES
f. CONDITION OF THE OIL FILTERING EQUIPMENT
g. ACCIDENTAL OR OTHER EXCEPTIONAL DISCHARGES OF OIL
h. BUNKERING OF FUEL OR BULK LUBRICATING OIL
i. ADDITIONAL OPERATIONAL PROCEDURES AND GENERAL REMARKS
B. Oil Record Book Part II:

~ Each oil tanker of 150 gross tons and above or a non oil tanker that carries 200
cubic meters (m3) or more of oil in bulk, shall also maintain an Oil Record Book
Part II (Cargo/Ballast Operations) in addition to an Oil Record Book Part I.
~It is required as per MARPOL Annex I, Reg -36
~ Entries of the following operations:
a. LOADING OF OIL CARGO
b. INTERNAL TRANSFER OF OIL CARGO DURING VOYAGE
c. UNLOADING OF OIL CARGO

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d. CRUDE OIL WASHING (COW TANKERS ONLY) (To be completed for each
tank being crude oil washed)
e. BALLASTING OF CARGO TANKS
f. BALLASTING OF DEDICATED CLEAN BALLAST TANKS (CBT TANKERS
ONLY)
g. CLEANING OF CARGO TANKS
h. DISCHARGE OF DIRTY BALLAST
i. DISCHARGE OF WATER FROM SLOP TANKS INTO THE SEA
j. DISPOSAL OF RESIDUES AND OILY MIXTURES NOT OTHERWISE DEALT
WITH
k. DISCHARGE OF CLEAN BALLAST CONTAINED IN CARGO TANKS
l. DISCHARGE OF BALLAST FROM DEDICATED CLEAN BALLAST TANKS (CBT
TANKERS ONLY)
m. CONDITION OF OIL DISCHARGE MONITORING AND CONTROL SYSTEM
n. ACCIDENTAL OR OTHER EXCEPTIONAL DISCHARGES OF OIL
o. ADDITIONAL OPERATIONAL PROCEDURES AND GENERAL REMARKS
p. LOADING OF BALLAST WATER
q. REALLOCATION OF BALLAST WATER WITHIN THE SHIP
r. BALLAST WATER DISCHARGE TO RECEPTION FACILITY

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Both PART I & PART II shall be preserved for a period of three

years after the last entry has been made.

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3. Cargo Record Book for Chemical Tankers(Reg-15)

~ A Cargo Record Book shall be maintained on every vessel carrying noxious liquid
substances in bulk, in accordance with the provisions of MARPOL 73/78, Annex II .
~ The Cargo Record Book shall be completed, on a tank-to-tank basis, whenever
many of the following operations with respect to a noxious liquid substance take
place in the ship;
a. loading of cargo;
b. internal transfer of cargo;
c. unloading of cargo;
d. cleaning of cargo tanks;
e. ballasting of cargo tanks;
f. discharge of ballast from cargo tanks;
g. disposal of residues to reception facilities;
h. discharge into the sea or removal by ventilation of residues in
accordance with regulation 5 of this Annex.
~ Each entry shall be signed by officer in-charge & each completed page to be
signed by the Master.
~ Cargo Record Book need to be readily available for inspection.
~ Any copy so made which has been certified by the master of the ship as true
copy of an entry in the ship's Cargo Record Book shall be made admissible in any
judicial proceedings as evidence of the facts stated in the entry.

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STCW
(Standards of Training, Certification and Watchkeeping for
seafarers)
Convention: The STCW Convention contains basic requirements that are
expanded on and explained in the Code. The current revision of STCW
Convention, which includes the 2010 Manila amendments, is composed of 17
Articles and 18 Resolutions, specifically Resolutions 1 and 3 through 19.
Code - Part A: Mandatory standards regarding provisions of the annex to the

STCW Convention Part A of the Code, which includes Resolution 2, is
mandatory. This part provides the minimum standards of competence
required for seagoing personnel. Details are included in aeries of tables. This
part of the Code is divided into chapters, and the chapters are divided into
regulations as detailed below.
Code – Part B: Recommended guidance regarding provisions of the STCW

Convention and
its annex
Part B of the Code contains recommended guidance, and is intended to
clarify and help implement the Convention. It is structured similarly to Part A
and, for ease of use, the numbering corresponds to the numbering in Part A.
Chapter I – General Provisions

Chapter II: Master and deck department
Chapter III: Engine department
Chapter IV: Radio communication and radio operators
Chapter V: Special training requirements for personnel on certain types of
ships

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Chapter VI: Emergency, occupational safety, medical care, and survival

functions
Chapter VII: Alternative certification
Chapter VIII: Watchkeeping
Duties & Responsibilities of Mate as per Table A-II/2

Function: Navigation at the management level
1. Plan a voyage and conduct navigation
2. Determine position and the accuracy of resultant position fix by any means
3. Determine and allow for compass errors
4. Coordinate search and rescue operations
5. Establish Watchkeeping arrangements and procedures
6. Maintain safe navigation through the use of information from navigation equipment and
systems to assist command decision making
7. Maintain the safety of navigation through the use of ECDIS and associated navigation
systems to assist command decision making
8. Forecast weather and oceanographic conditions
9. Respond to navigational emergencies
10.Manoeuvre and handle a ship in all conditions
11.Operate remote controls of propulsion plant and engineering systems and  

Services
Function: Cargo handling and stowage at the management level
1. Plan and ensure safe loading, stowage, securing, care during the voyage and unloading of
cargoes
2. Assess reported defects and damage to cargo spaces, hatch covers and ballast tanks and
take appropriate action
3. Carriage of dangerous goods  

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Function: Controlling the operation of the ship and care for persons on board at the
management level
1. Control trim, stability and stress
2. Monitor and control compliance with legislative requirements and measures to ensure
safety of life at sea, security and the protection of the marine environment
3. Maintain safety and security of the ship's crew and passengers and the operational
condition of life-saving, fire-fighting and other safety systems
4. Develop emergency and damage control plans and handle emergency situations
5. Use of leadership and managerial skill
6. Organize and manage the provision of medical care on board  
LATEST AMENDMENTS OF STCW:
• Improved measures to prevent fraudulent practices

associated with certificates of competency and strengthen
the evaluation process (monitoring of Parties’ compliance
with the Convention);
• Revised requirements on hours of work and rest and new
requirements for the prevention of drug and alcohol abuse,
as well as updated standards relation to medical fitness
standards for seafarers;
• New certification requirements for able seafarers;
• New requirements relating to training in modern technology
such as electronic charts and information systems (ECDIS);
• New requirements for marine environment awareness
training and training in leadership and teamwork;
• New training and certification requirements for electro-
technical officers;
• Updating of competence requirements for personnel serving
on board all types of tankers, including new requirements for
personnel serving on liquefied gas tankers;
• New requirements for security training, as well as provisions
to ensure that seafarers are properly trained to cope if their
ship comes under attack by pirates;

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• Introduction of modern training methodology including

distance learning and web-based learning;
• New training guidance for personnel serving on board ships
operating in polar waters;
CHANGES IN WORK AND REST HOURS as per STCW 2010
A number of changes have been made and additional requirements have

been added to the revised fitness for duty regulations in the STCW Code
2010. From 1 January 2012 seafarers will have to comply with the following
regulatory requirements:
“1. Administrations shall take account of the danger posed by fatigue of
seafarers, especially those whose duties involve the safe and secure
operation of a ship.
2. All persons who are assigned duty as officer in charge of a watch or as a

rating forming part of a watch and those whose duties involve designated
safety, prevention of pollution and security duties shall be provided with a
rest period of not less than:
.1 A minimum of 10 hours rest in any 24 hour period; and

.2 77 hours rest in any 7 day period.
3. The hours of rest may be divided into no more than two periods, one of
which shall be at least 6 hours in length, and the intervals between
consecutive periods of rest shall not exceed 14 hours.
4. The requirements for rest periods laid down in paragraphs 2 and 3 need
not be maintained in the case of an emergency, or in other overriding
operational conditions. Musters, fire-fighting and lifeboat drills, and drills
prescribed by national laws and regulations and by international

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instruments, shall be conducted in a manner that minimizes the disturbance

of rest periods and does not induce fatigue.
6. When a seafarer is on call, such as when a machinery space is

unattended, the seafarer shall have an adequate compensatory rest period
if the normal period of rest is disturbed by call-outs to work.
7. Administrations shall require that records of daily hours of rest of
seafarers be maintained in a standardized format, in the working language
or languages of the ship and in English, to allow monitoring and verification
of compliance with the provisions of this section. The seafarers shall
receive a copy of the records pertaining to them, which shall be endorsed
by the master or by a person authorized by the master and by the
seafarers.
8. Nothing in this section shall be deemed to impair the right of the master
of a ship to require a seafarer to perform any hours of work necessary for
the immediate safety of the ship, persons on board or cargo, or for the
purpose of giving assistance to other ships or persons in distress at sea.
Accordingly, the master may suspend the schedule of hours of rest and
require a seafarer to perform any hours of work necessary until the normal
situation has been restored. As soon as practicable after the normal
situation has been restored, the master shall ensure that any seafarers who
have performed work in a scheduled rest period are provided with an
adequate period of rest.
9. Parties may allow exceptions from the required hours of rest in

paragraphs 2.2 and 3 above provided that the rest period is not less than
70 hours in any 7 day period.
Exceptions from the weekly rest period provided for in paragraph 2.2 shall
not be allowed for more than two consecutive weeks. The interval between
two periods of exception on board shall not be less than twice the duration
of the exception.
The hours of rest provided for in paragraph 2.1 may be divided into no
more than three periods (during exceptions), one of which shall be at least
6 hours in length and neither of the other two periods hall be less than one
hour in length. The intervals between consecutive periods of rest shall not
exceed 14 hours. Exceptions shall not extend beyond two 24 hour periods
in any 7 day period.

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THE INTERNATIONAL SHIP & PORT FACILITY

SECURITY(ISPS) CODE
What is the ISPS Code?
In a very precise explanation, the International Ship and Port Facility

Security Code (ISPS Code) is a set of maritime regulations designed to help
detect and deter threats to international maritime security. The Code applies
to all SOLAS vessels over 500gt engaged in international voyages and all
port facilities serving such ships. It came into force on 1st July 2004. The
ISPS Code is a new, comprehensive security regime that seeks to establish
an international framework of co-operation between governments,
government agencies and the shipping and port industries in order to detect
and take preventive measures against security incidents affecting ships or
port facilities used in international trade. This code therefore is an
international standard for improving the security of ocean-going vessels and
port facilities.
It is however to be noted that the regulatory provisions do NOT

extend to the actual response to security incidents or to any
necessary clear-up activities after such an incident.
The ISPS Code is governed by SOLAS 74 by way of a new Chapter XI-2

(Special measures to enhance maritime security). The new Chapter XI-2 is
added after the renumbered Chapter XI-1.
PART A: MANDATORY REQUIREMENTS REGARDING THE PROVISIONS OF

CHAPTER XI-2
PART B: GUIDANCE REGARDING THE PROVISIONS OF CHAPTER XI-2 OF THE

ANNEX TO THE
INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974,AS
AMENDED AND
PART A OF THIS CODE.
(BOTH HAS GOT 19 SECTIONS IN IT)
In summary then, the ISPS Code:

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➢ Enables the detection and deterrence of security threats within an

international framework.
➢ Establishes roles and responsibilities.
➢ Enables collection and exchange of security information.
➢ Provides a methodology for assessing security.
➢ Ensures that adequate security measures are in place.
It requires ship and port facility staff to:
➢ Gather and assess information.

➢ Maintain communication protocols.
➢ Restrict access; prevent the introduction of unauthorised weapons,
etc.
➢ Provide the means to raise alarms.
➢ Put in place vessel and port security plans; and ensure training and
drills are conducted.
And the requirements of the code include:
➢ Ship Identification Number to be permanently marked on vessel’s hulls

➢ Continuous Synopsis Record (CSR) kept onboard showing vessel
history
➢ Ship or Port Facility Security Assessment (SSA or PFSA) Ship or Port
Facility Security Plan (SSP or PFSP)
➢ Ship or Port Facility Security Certificate (SSC or PFSC)
➢ Ship or Port Facility Security Officer (SSO or PFSO)
➢ Company Security Officer
➢ Continuous ship to port security communication link
➢ Training and drills
➢ A Ship Security Alert System (SSAS)
What does implementing the ISPS Code involve?
Ship and port facility security is a risk management activity. As with

all risk management efforts, the most effective course of action is to
eliminate the source of the threat. Eliminating the source of the threat,
which in this case is one that would commit acts of terrorism or otherwise
threaten the security of ships or of the port facilities, is essentially a
Government function. 100% security is an aim but cannot be guaranteed -
hence the risk reduction approach to lessen possibilities to the lowest
practicable.

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In order to communicate the threat at a port facility or for a ship and to

initiate the appropriate response actions the Contracting Government must
set the appropriate security level. The security level creates a link between
the ship and the port facility, since it triggers the implementation of
appropriate security measures for the ship and for the port facility.
As threat increases, the only logical counteraction is to reduce

vulnerability. This ISPS Code provides several ways to reduce
vulnerabilities. Each ship and each port facility will have to determine the
measures needed to intensify its security measures to appropriately offset
the threat by reducing its vulnerability.
The ISPS Code is based on three security levels. When there is a heightened
risk of a security incident, the security level is raised. Ships and terminals
are then required to take extra protective security measures. There are
therefore three designated levels of security under ISPS as follows:
➢ Security Level 1: The normal situation, with a number of standard

protective security measures.
➢ Security Level 2: There is a heightened risk of a security incident.
Additional protective security measures are maintained.
➢ Security Level 3: A security incident is probable. Further specific
protective security measures are maintained. The government sets
security levels. In the case of ocean-going ships, the level is set by the
flag state. In the terminals, this is set by the government of the country
in question
Ship Security Plan
The Ship Security Plan is developed to ensure the application of measures on

board the ship designed to protect persons on board, cargo, cargo transport
units, ship’s stores or the ship from the risks of a security incident. The plan
must address, at least, the following:
➢ Measures designed to prevent unauthorized weapons, dangerous

substances and devices intended for use against persons, ships or
ports from being taken on board.
➢ Identification of the restricted areas and measures for the prevention
of unauthorized access to them.
➢ Procedures for responding to security threats or breaches of security,
including provisions for maintaining critical operations of the ship or
ship/port interface, evacuating persons on board, and reporting on
incidents.

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➢ Duties of shipboard personnel assigned security responsibilities and of

other shipboard personnel on security aspects.
➢ Procedures for auditing the security activities, and for ensuring the
inspection, testing, calibration, and maintenance of any security
equipment provided on board.
➢ Procedures for training, drills and exercises associated with the plan.
➢ Procedures for interfacing with port facility security activities.
➢ Procedures for the periodic review of the plan and for updating.
➢ Procedures, instructions and guidance on the use of the ship security
alert system, including the testing, activation, deactivation and
resetting and to limit false alerts.
➢ Instructions indicating that the master has overriding authority and
responsibility to make decisions with respect to the safety and security
of the ship and to request assistance as may be necessary.
Records of the following activities addressed in the Ship Security Plan will
need to be kept on board:
➢ Training, drills and exercises

➢ Security threats and security incidents
➢ Breaches of security
➢ Changes in security level
➢ Communications relating to the direct security of the ship such as
specific threats to the ship or to port facilities
➢ Internal audits and reviews of security activities
➢ Periodic reviews of the Ship Security Assessment and the Ship Security
Plan
➢ Implementation of any amendments to the plan
➢ Maintenance, calibration and testing of any security equipment
provided on board including testing of the ship security alert system
International Ship Security Certificate
➢ An International Ship Security Certificate is issued after the initial or

renewal verification. This certificate is valid for a maximum of five
years, however, extensions can be granted in the case where:
- Renewal verification has been completed but a new certificate cannot

be issued or placed on board the ship before the expiry date of the
existing certificate. The existing certificate could then be extended for
a maximum of five months beyond the expiry date
- A certificate expires while a ship is in a port where verification cannot
be conducted. The certificate could be extended for a maximum of

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three months, but only to allow the ship to complete its voyage to a
port where it can be verified
- A certificate issued to a ship engaged on short that has not been
previously extended may be granted a period of grace of up to one
month.
A certificate may cease to be valid in any of the following cases:
➢ If the relevant verifications are not completed within the period

specified.
➢ If the certificate is not properly endorsed.
➢ When a ship owner assumes the responsibility for the operation of a
ship not previously operated by that ship owner.
➢ When a ship is transferred to the flag of another State.
Interim International Ship Security Certificate
Under the ISPS Code, an Interim International Ship Security Certificate can
be issued for:
➢ A ship without a certificate, on delivery or prior to its entry or re-entry

into service
➢ The transfer of a ship from the flag of a Contracting Government to the
flag of another Contracting Government
➢ The transfer of a ship to the flag of a Contracting Government from a
State which is not a Contracting Government
➢ When a ship owner assumes the responsibility for the operation of a
ship not previously operated by that ship owner.
This certificate will only be valid for a maximum of six months and
cannot be extended.
Responsibilities
1. Shipping Companies
Shipping companies are required to act upon the security levels set by the
flag State as set out below. The following activities will be carried out at all
times on all ships in order to identify and take preventive measures against
security incidents:
➢ Ensuring the performance of all ship security duties.

➢ Controlling access to the ship.

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➢ Controlling the embarkation of persons and their effects.

➢ Monitoring restricted areas to ensure that only authorized persons
have access.
➢ Monitoring of deck areas and areas surrounding the ship.
➢ Supervising the handling of cargo and ship’s stores.
➢ Ensuring that security communication is readily available.
2. Role of the Company Security Officer (CSO)
The Company Security Officer is designated by the ship owner, and is

responsible for:
➢ Ensuring that Ship Security Assessments are carried out.

➢ Ensuring the development, submission for approval, implementation
and maintenance of Ship Security Plans.
➢ Arranging for internal audits and reviews of security activities, and ship
verifications, as well as ensuring that deficiencies and non-conformities
identified are promptly addressed.
➢ Advising on the level of threats likely to be encountered by the ship,
using appropriate security assessments and other relevant
information.
➢ Ensuring adequate training for personnel responsible for the security of
the ship.
➢ Ensuring effective communication and co-operation between the Ship
Security Officer and the relevant Port Facility Security Officers.
3. Role of the Ship Security Officer (SSO)
The Ship Security Officer is designated by the ship owner as the person
onboard each ship responsible for:
➢ Undertaking regular security inspections of the ship to ensure that

appropriate security measures are maintained.
➢ Maintaining and supervising the implementation of the Ship Security
Plan, in coordination with the Company Security Officer and the
relevant Port Facility Security Officer.
➢ Co-ordinating the security aspects of the handling of cargo and ship’s
stores with other shipboard personnel and with the relevant Port
Facility Security Officer(s).
➢ Reporting to the Company Security Officer any deficiencies and non-
conformities identified during internal audits, periodic reviews, security
inspections and verifications of compliance and implementing any
corrective actions.

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➢ Enhancing security awareness and vigilance on board.

➢ Ensuring that adequate training has been provided to shipboard
personnel.
DECLARATION OF SECURITY:
A ship can request completion of DOS when:

➢ The ship is operating at a higher level of security than the port facility
or other ship.
➢ When there has been a security threat or incident involving the port
facility or ship.
➢ When the ship with which the operation need to be carried out is not
having approved SSP.
➢ When the port facility with which the operation need to be carried out
is not having approved SSP.
➢ When there is an agreement on DOS between Contracting
Governments covering certain international voyages or specific ships
on those voyages.
The details of the entries and information in the DOS are given below in the
DOS form.

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BMP4
(BEST MANAGEMENT PRACTICES FOR PROTECTION AGAINST
SOMALIA BASED PIRACY)
VERSION 4:- 2011 AUGUST

PRODUCED AND SUPPORTED BY: SIGTTO, BIMCO, INTERTANKO, INTERCARGO,
OCIMF, UKMTO, IMB, IPTA and few more.
Three fundamental requirements of BMP4:
• Register with MSCHOA(the vessel movement Registration form).
• Report to UKMTO(initial report, entering VRA, daily position report at 0800 Z).
• Implement ship protection measures.
It has got 13 sections and 8 annexes, which are listed below:

• Introduction
• High risk area
• Risk assessment
• BMP reporting procedures
• Typical pirate attacks
• Pirate attack
• If the pirates take control
• Company planning
• Masters planning
• Ship protection measures
• In the event of military action
• Post incident reporting
ANNEX:
A. Useful contact details
B. UKMTO vessel position reporting forms
C. Piracy definitions
D. Follow-up Report
E. MSCHOA vessel movement registration form
F. Additional guidance for vessels engaged in fishing
G. Additional advice for leisure craft including yachts
H. Supporting organizations
BIMCO advised that the co-sponsors of BMP 4 have agreed to a revised definition of the
High Risk Area.The High Risk Area is now defined as being bounded by:
• In the Red Sea: Latitude 15N
• In the Gulf of Oman: Latitude 22N
• Eastern limit: Longitude 065E
• Southern limit: Latitude 5S
The revisions are effective and will formally apply as of 1 December 2015

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ISM CODE (2015 EDITION)

It has got four main parts as follows:
A. PREAMBLE
B. IMPLEMENTATION (CHAP 1-12)
C. CERTIFICATION & VERIFICATION (CHAP 13-16)
D. APPENDIX
1. GENERAL
2. SAFETY & ENVIRONMENT PROTECTION POLICY.
3. COMPANY RESPONSIBILITY & AUTHORITY.
4. DESIGNATED PERSON.
5. MASTERS RESPONSIBILITY & AUTHORITY.
6. RESOURCES & PERSONNEL.
7. SHIPBOARD OPERATIONS.
8. EMERGENCY PREPAREDNESS.
9. REPORTS AND ANALYSIS OF N.C., ACCIDENTS & HAZARDOUS OCCURENCES.
10. MAINTENANCE OF SHIP AND EQUIPMENT.
11. DOCUMENTATION.
12. COMPANY VERIFICATION, REVIEW, AND EVALUATION.
13. CERTIFICATION & PERIODICAL VERIFICATION.
14. INTERIM CERTIFICATION.
15. VERIFICATION.
16. FORMS OF CERTIFICATES.
APPENDIX
Forms of DOC - Document of compliance.
Forms of SMC - Safety management certificate.

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Forms of interim DOC & SMC
LATEST AMMENDMENT ENTER INTO FORCE 1.1.2015

Requiring the company to ensure that each ship is:
~ manned with qualified, certified and medically fit seafarers in accordance
with national & international requirements.
~ appropriately manned ships in order to encompass all aspects of
maintaining safe operations onboard.
Requiring the company to:

~ periodically verify whether all those undertaking delegated ISM related
tasks are acting in conformity with the company’s responsibilities under the
code.
DUTIES OF CHF OFFICER AS PER ISM:

1. Implementation of company Safety Management System.
2. Training the ship staff in effective implementation of SMS.
3. Following company Checklist & Procedures for carrying out various jobs.
4. Following maintenance schedules.
5. Reporting of any defects & non-conformities to the company through

Master.
6. Emergency preparedness:- Carry out appropriate training to ensure the

same.
(simple code to by heart the above duty: CST MAIN EMERGENCY

DEFECT)

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AUDIT, INSPECTION, SURVEY

AUDIT: means inspection, examination or verification of a person ,
system, organization, process or product. It is done to determine
AUTHENTICITY & VALIDITY or to ensure that a process is followed
YEARLY.
INSPECTION: indicates that the regulatory authorities are checking

documents, records, facilities and any other resources to verify a certain
set of standards. It is act of examining something often closely. WEEKLY/
MONTHLY.
SURVEY: is a way of collecting information by evaluating the answers to

formulated questions. It is a visual inspection to identify if machinery,
equipment are working satisfactory and necessary document are onboard.
It is done to endorse certificates or approve supporting documents.
NON CONFORMITY: means an observed situation where objective

evidence indicates the non fulfillment of a specified requirement.
MAJOR NC: is an identifiable deviation that pose threat to person, ship

or environment and requires immediate corrective action. 

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MARITIME LABOUR CONVENTION 2006
Layout of MLC
The MLC is divided into FOR layers as follows:
1. Articles.
2. Regulations.
3. Code A (Mandatory).
4. Code B (non-mandatory – it acts as a guideline to follow the mandatory Code A).
The Codes are divided into FIVE chapters known as Titles as follows:
TITLE 1 – Minimum Requirements to Work on Ships

This deals with the minimum age requirements, such as – (a) no person (including the cadets)
below the age of 16 years is allowed to work on ships (b) no person below the age of 18 years is
allowed to work at night where the night period is defined as 2100 hrs to 0500 hrs.
TITLE 2 – Conditions of Employment

This deals with contractual conditions, hours of work and rest, leave, repatriation and a written
undertaking by the owner that he is responsible to medical and compensation in case of injury
and death. Hours of work are – maximum 14 hrs in 24 hour period and 72 hours in 7 day period;
hours of rest – minimum 10 hours in 24 hours period and 77 hours in 7 day period.
TITLE 3 – Accommodation, Recreation, Food and Catering

Accommodation – On new ships – (a) no more twin-sharing cabins (including for cadets) (c)
advised to provide attached toilets, but if common toilets provided then very strict specifications
to be adhered to (c) minimum height of deck-head in accommodation increased; for existing
ships – acoustic and vibration levels to be monitored regularly.
Recreation – for the first time the owner has a legal responsibility to provide recreation onboard,
access to internet and e-mail and organise conveyance in ports from time to time.
Food and Catering – the cook to be trained and certified by the Flag State.
TITLE 4 – Medical and Social Protection

The existing medical facilities have been enhanced to include dental and eye treatments.
TITLE 5 – Compliance and Enforcement

Compliance is the responsibility of the Flag State. They will conduct labour survey on 14
parameters based on Title 1 to Title 4 and issue to the ship “Declaration of Maritime Labour
Compliance (DMLC)” along with a Maritime Labour Certificate (ML Certificate), which will be
statutory certificate and valid for 5 years with annual, intermediate and renewal labour surveys.
It is important to note that the ML Certificate is invalid in the absence of DMLC.

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Enforcement is the responsibility of PSC. They have volunteered to enforce it for the benefit of
the world seafarers and have thus given the powers to detain a ship if the MLC requirements are
not found to be met.
Also, every seafarer has the right to complain to Flag State or PSC, but first has the obligation
to follow the “Complaints Procedure” of the Company, which will be part of the Labour Manual
onboard.
Finally, the MLC is considered a big step in the welfare of the seafarer and is being called the
“fourth pillar of maritime operations” – the other three pillars being SOLAS, MARPOL and
STCW.
Certification required under Maritime Labour Convention (MLC); 2006

The MLC requires that each ship over 500 GT is issued with a Maritime Labour Certificate.
These certificates are in three parts:
➢ The Maritime Labour Certificate - This is the fundamental certificate and will be issued
by the Flag State after the ship inspection. A Maritime Labour Certificate shall be issued
to a ship after the Flag State has verified, via inspection, that the ship (including the
DMLC Part II) is in compliance with national (DMLC Part I) and applicable MLC
requirements.
➢ The Declaration of Maritime Labour Compliance Part I (DMLC Part I) - This is a
statement of the national requirements and is issued by the Administration. One is
required for each ship and it sets out the Flag State requirements. The DMLC Part I is to
be prepared and issued by the Flag State Administration and contains the national
requirements and applicable exemptions.
➢ The Declaration of Maritime Labour Compliance Part II (DMLC Part II) - This is the
statement completed by the ship-owner, which sets out in brief terms the ways in which
he is meeting the standards in the DMLC Part I. The DMLC Part II is to be prepared by
the ship-owner and contains the measures to ensure compliance with DMLC Part I. The
surveyor must confirm that it’s genuine when the first inspection is finished. Ship-owners
with ships under a number of flags are advised to keep DMLC-Part II generic, rather than
producing one specifically for each flag state.
DMLC-Part II
➢ Outlines what the ship-owner needs to do to meet the national requirements (the 14 items
listed in Appendix A5.1 of the MLC, 2006).
➢ Shows the measures suggested ensuring that improvement continues.
➢ Must be written in clear terms.
➢ Is designed to help everyone involved to easily check that the requirements are being put
in place properly.

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Procedures for Certification under Maritime Labour Convention (MLC);

2006
The process of certification requires four simple steps:
➢ The owner obtains a copy, which contains the text of the DMLC Part I, from the Flag
State and examines his current systems and procedures against the requirements set out
there and in the regulations.
➢ Having analysed the existing systems and procedures against the requirements in the
DMLC Part I the ship-owner takes steps to close any gaps and ensure that the procedures
and systems in place ensure compliance with the DMLC Part I.
➢ Having closed any gaps the ship-owner completes the DMLC Part II setting out the
procedures and systems that ensure the standards in the DMLC Part I are met.
➢ When the DMLC part II is complete the ship-owner asks the Flag State Administration
for a final DMLC Part I and applies for certification under the MLC. The Flag State
Administration will ask for copies of the Part I and the Part II and any supporting
documentation, which they will review ashore. When the review is satisfactorily
completed the Flag State Administration will arrange attendance on board, by their
surveyor, to complete the inspection and verify compliance on board the ship after which
the Maritime Labour Certificate is issued.
Duties on board as Master

➢ The seafarer is aware of his rights and can show his copy to PSC when asked.
➢ The copy of his contract is in his safe custody to be shown to PSC when asked.
➢ Ensure the night time age requirements are strictly adhered to.
➢ Frequent and regular rounds of accommodation, stores, hygiene, cleanliness and upkeep.
➢ Ensure that Chief Engineer is regularly monitoring the acoustic and vibration level.
➢ Ensure that the recreation equipment is in good condition and usable at all times.
➢ Keep a very close contact with the compliment of the ship to ensure that any of their
complaints, if any, is immediately addressed while adhering to the Company’s complain
procedure.
➢ Keep the ship always “happy” to ensure no reasons for a complaint to arise.
➢ Ensure the ship to be in a state of readiness for a labour survey anytime.
Amendment came into force on 18/01/2017:
Repatriation: This was included to better address the problems faced by the seafarers
who were abandoned when MLC was adopted and the seafarer who were abandoned by
shipowner didn’t get any benefit.

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Ship owners Liability: The claims for compensation in case of death, illness or injury
due to an occupational injury to the seafarer or problems faced by the family. He has to
assure the financial security.
Each ship must carry a certificate or other documentary evidence of financial
security.
SEAFARERS' HOURS OF WORK AND HOURS OF REST
Article 3
1. The limits on hours of work or rest shall be as follows:
(a) maximum hours of work shall not exceed:
(i) 14 hours in any 24-hour period; and
(ii) 72 hours in any seven-day period;
or
(b) minimum hours of rest shall not be less than:
(i) ten hours in any 24-hour period; and
(ii) 77 hours in any seven-day period.
2. Hours of rest may be divided into no more than two periods, one of
which shall be at least six hours in length, and the interval between
consecutive periods of rest shall not exceed 14 hours.
3. Musters, fire-fighting and lifeboat drills, and drills prescribed by
national laws and regulations and by international instruments shall be
conducted in a manner that minimizes the disturbance of rest periods and
does not induce fatigue.
4. In respect of situations when a seafarer is on call, such as when a
machinery space is unattended, the seafarer shall have an adequate
compensatory rest period if the normal period of rest is disturbed by call-
outs to work.

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5. Nothing in paragraphs 1 and 2 shall prevent the Member from having

national laws or regulations or a procedure for the competent authority to
authorize or register collective agreements permitting exceptions to the
limits set out. Such exceptions shall, as far as possible, follow the standards
set out but may take account of more frequent or longer leave periods or the
granting of compensatory leave for watchkeeping seafarers or seafarers
working on board ships on short voyages.
6. The Member shall require the posting, in an easily accessible place, of a
table with the shipboard working arrangements, which shall contain for
every position at least:
(a) the schedule of service at sea and service in port; and
(b) the maximum hours of work or the minimum hours of rest required by
the laws, regulations or collective agreements in force in the flag State.
8. The table referred to in paragraph 6 shall be established in a standardized
format in the working language or languages of the ship and in English.
Article 5
1. Nothing in this Convention shall be deemed to impair the right of the
master of a ship to require a seafarer to perform any hours of work
necessary for the immediate safety of the ship, persons on board or cargo,
or for the purpose of giving assistance to other ships or persons in distress
at sea.
2. In accordance with paragraph 1, the master may suspend the schedule
of hours of work or hours of rest and require a seafarer to perform any hours
of work necessary until the normal situation has been restored.
3. As soon as practicable after the normal situation has been restored, the
master shall ensure that any seafarers who have performed work in a
scheduled rest period are provided with an adequate period of rest.
Article 8
1. The Member shall require that records of seafarers' daily hours of work
or of their daily hours of rest be maintained to allow monitoring of
compliance with the provisions set out in Article 5. The seafarer shall receive
a copy of the records pertaining to him or her which shall be endorsed by
the master, or a person authorized by the master, and by the seafarer.

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2. The competent authority shall determine the procedures for keeping

such records on board, including the intervals at which the information shall
be recorded. The competent authority shall establish the format of the
records of the seafarers' hours of work or of their hours of rest taking into
account any available International Labour Organization guidelines or shall
use any standard format prepared by the Organization. The format shall be
established in the language or languages provided by Article 5, paragraph 8.
3. A copy of the relevant provisions of the national legislation pertaining to
this Convention and the relevant collective agreements shall be kept on
board and be easily accessible to the crew.

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CODE OF SAFE WORKING PRACTICES FOR MERCHANT

SEAFARERS
The Maritime & Coastguard Agency(MCA) is an executive agency of the United Kingdom
working at Southampton to prevent the loss of lives at sea & is responsible for implementing
British and international maritime law and safety policy. It is also responsible for land based
search and rescue helicopter operations from 2015.
It has got 33 chapters and 4 appendix, which are listed as follows:
1. MANAGING OCCUPATIONAL HEALTH & SAFETY.
2. SAFETY INDUCTION.
3. LIVING ONBOARD.
4. EMERGENCY DRILLS AND PROCEDURES.
5. FIRE PRECAUTIONS.
6. SECURITY ONBOARD.
7. HEALTH SURVEILLANCE.
8. PERSONNEL PROTECTIVE EQUIPMENT.
9. SAFETY SIGNS & THEIR USE.
10. MANUAL HANDLING.
11. SAFE MOVEMENT ONBOARD SHIPS.
12. NOISE, VIBRATION & OTHER PHYSICAL AGENTS.
13. SAFETY OFFICIALS.
14. PERMIT TO WORK SYSTEM.
15. ENTERING DANGEROUS SPACE.

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16. HATCH COVERS AND ACCESS LIDS.
17. WORK AT HEIGHT.
18. PROVISION, CARE & USE OF WORK EQUIPMENT.
19. LIFTING PLANT AND OPERATIONS.
20. WORK ON MACHINERY & POWER SYSTEMS.
21. HARARDOUS SUBSTANCES & MIXTURES.
22. BOARDING ARRANGEMENTS.
23. FOOD PREPARATION & HANDLING IN THE CATERING.
24. HOT WORK.
25. PAINTING.
26. ANCHORING,MOORING & TOWING OPERATIONS.
27. ROLL ON/ ROLL OFF FERRIES.
28. DRY CARGO.
29. TANKERS & OTHER SHIPS CARRYING BULK LIQUID CARGOES.
30. PORT TOWAGE INDUSTRY.
31. SHIP SERVING OFFSHORE OIL & GAS INSTALLATIONS.
32. SHIP SERVING OFFSHORE RENEWABLES.
33. ERGONOMICS
APPENDIX 1. REGULATIONS,MARINE NOTICES & GUIDANCE ISSUED BY THE MARITIME &

COASTGUARD AGENCY.
APPENDIX 2. OTHER SOURCES OF INFORMATION.
APPENDIX 3. STANDARDS AND SPECIFICATIONS REFERRED TO IN THIS CODE.

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APPENDIX4. ACKNOWLEDGMENTS.
*An amendment to the Code of Safe Working Practices for Merchant

Seafarers (“the Code”) was issued on 11 December 2017 after consultation
with industry.
1) Sunglasses: A new sub-section to Chapter 3 provides guidance on the purchase and
wearing of sunglasses for seafarers working in certain conditions.
2) Risks from sharps: A new sub-section to Chapter 3 provides information on the

precautions to be taken when dealing with sharps which that been discarded.
3) Solid Carbon Dioxide: This guidance was previously published in MSN 1254 and now is
included in the Code. MSN 1254 will now be withdrawn.
4) Safe access to small craft: New guidance has been published by Port Skills and Safety as
SIP 14, some of which has now been included in the Code.
5) Other changes are listed in Section 2.5.

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SHIP BUILDING PROCESS
Invite Tenders and Quotations
The first step in a ship building process is to get the bid proposal from
several ship builders. The ship builders make a proposal based on the
request given by the client. The bid proposal is very important because
the client decides to give the contract or not as per this proposal. The
proposal is basically the rough idea of how the ship is going to be, the time
it will take to build the ship and the costs involved in the same.
Reach An Agreement
The next step in the ship building process is to discuss the specifications
and get to an agreement. Once the bid proposal is accepted the ship
builder and the client get together to decide the specifications of the ship.
The details and the specifications help to decide what the final price of the
ship is going to be. Once all these details like the ship building process and
the layout is
decided the agreement is made between the two parties and all the legal
formalities and agreements are completed.
Different Design Phases
Performance Design
Another important point in the ship building process is to make the

performance design of the ship. One of the most important factors in a
ship design is speed. Before actually starting to make any designs or the
real thing, ship models are testing in a test tank, wherein these models are
used to measure the speed of the real ship if the hull is formed in a
particular manner. Apart from other things which matter in ship design,
if the hull is not formed in the desired manner, the real ship would not

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if the hull is not formed in the desired manner, the real ship would not
achieve the desired speed so this stage is necessary in ship design. After
the initial formalities and the tank testing phase, the design phase begins
to take shape. The design is
basically done in three sub phases namely the basic design, detailed design
and production design. These designs basically differ in their level of
details and refinement.
Basic design
It is mainly concerned with making the ship comply to the requirements

of the client in terms of its load carrying capacity of whatever nature and
type of ship it is, say for example a bulk carrier, tanker etc, the fuel
storage and consumption capacity, ship stability and so forth. All these
factors are interlinked and also related to the previous discussed factor of
ship speed.
Detailed Design
After the basic design, comes the next stage of detailed design and this
involves more details that the first step and in this stage the basic design
model is made more detailed. This is more of a practical implementation
stage.In this stage it is ensured that the ship is built more accurately and
as per the design. The designers ensure that they make a ship that will be
as close to the original specifications given. If there is anything that they
feel will not be as per the original design they will have to inform the
client. They ensure that the performance ability of the ship is not
compromised.
Production Design
The production design stage further goes a step into the details and the
actual drawings of the components are made from which the field staff
can actually produce the various components. It must however be
remembered that not everything is build from scratch but mainly the
body of the ship is built and other major components are purchased from
third party suppliers and fitted to the ship to complete the construction.
This includes but not limited to components such as the main engine,
generators, and most other auxiliary equipment.
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This includes but not limited to components such as the main engine,
generators, and most other auxiliary equipment.
Order Materials
Once all the above steps are done and the plan is more or less prepared
the ship builder moves to the next very important stage. In this stage the
materials are ordered as per the specifications
given. There is a lot of material that is used in the ship building process.
Acquiring these materials on time and within the given dates will ensure
that the delivery dates are made and the procurement are in order.
Production Plan
Now all the preparation for the ship building is done and even the
material is acquired. Now the next stage is making the production plan.
This is very critical. This is mainly because a lot of things have to be
coordinated in order to ensure that the production goes as per schedule.
The job assignments must be done in a realistic manner so that the targets
can be reached. The plan should also be a little flexible as this will ensure
that the targets can be reached easily. It is important that the delivery of
the goods happen on time and the production goes on as per the plan.
Steel Cutting
Cutting and processing is the next very important stage in the ship
building process. In this stage steel plates are cut and they are processed
as per the blue print that was prepared in the design stage. The steel
plates are heated and they are bent so that they can be curved. Making
the correct shapes take a lot of expertise and this also is a very critical
function in the ship building process. A slight mistake in this can
jeopardize the whole plan.
Plate Assembly
Now the next stage is of assembly. In this stage the cut steel plates and the
processed components are assembled. The assembly is mostly done block
by block. This ensures that the

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manufacturing efficiency is maximized. The assembly is carried out in a

phase by phase manner. The first is the small scale assembly, followed by
mid scale assembly and in the end the large scale assembly is done.
Pipes & Wires
The one of the most vital stages in the ship building is installation of the
rigging articles. In this the assembled blocks are joined and huge blocks
are made. In this stage pipes, electric wires and
wires are installed. To enhance the efficiency of the manufacturing process

and to ensure the efficiency of the dockyard this is done. These rigs are in
place until the block is docked on to the ground.
Mounting of Blocks
Mounting of huge blocks is the next stage in the ship building process. In
this stage huge blocks are installed onto the ship using the rigs and cranes.
This stage is vital as this must be done as per the specifications. Sometime
as many as ten blocks need to be joined. After joining them we have to be
assured that he dimensions remain the same. It is the biggest challenge for
the engineers to ensure that the design and the final product is the same.
Launching
Now that the ship is all set the launching stage is the next. In this stage the
dock is filled with water so that the ship can float in it. At this stage the
ship slowly moves into the sea. It is a thrilling sight for all those who were
involved in building the ship. It is a special day. The ship builders ensure
that they celebrate this day. It may take months to get to see this day. Well
this is not it there is a vital stage yet to be done. This is called the
operation at the quay. In this stage the hull that was launched is quality
checked. Each and every part and system that is installed in the
ship is checked to ensure that all is in place.

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Sea Trial Run
The next stage is of the trial run. As the name itself suggests this is a sea
trial that is taken by the ship builder to ensure that the ship is perfect and
in
operational conditions. All the instruments and the speed of the ship are
checked at this stage. This is to ensure that the ship is exactly as per the
specifications. As we already mentioned speed of the ship is very critical
for meeting the client’s satisfaction.
Final Delivery
Now that all is in place the final stage of the ship building comes. This is
called the delivery stage. In this stage the ship is delivered to the client.
The captain, the chief engineer and the crew prepare for the ships maiden
voyage which is indeed a very special day for all. All those involved in the
making now can only wish that the ship always sails smoothly.These are
the various stages that are involved in a ship building process. By
following these steps we can ensure that the ship building is completed in
time and smoothly. Ship building is a tough job and a lot of hard work is
involved. Both the planning and the execution are equally important in
the ship building process. This is also a very good example of team work.

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INTERNATIONAL CONVENTION ON LOADLINES, 1966

Adopted on 5th April 1966
Entry into force 21st July 1968
Amendments: 1971, 1975,1983, 1995, 2003
Protocol of 1988- Entry into force 3rd Feb 2000.
It has got 34 Articles and 3 Annexes( And Annex 1 has got 4 chapters)
Application
The Convention applies to: 

All ships engaged on international voyages, registered in
• county of Contracting Government or
• territory to which present Convention is extended  

All unregistered Ships flying the Flag of a State, Government of which is a Contracting
Government. 
 
 
Exceptions
• Load Lines Convention does not applies to :  
1. Ships of war
2. New ships of less than 24 m in length
3. Existing ships of less than 150 GRT
4. Pleasure Yachts not engaged in trade
5. Fishing vessels
6. Ships only navigating in the Great Lakes of North America, St. Lawrence  
River, Caspian Sea, Parana and Uruguay Rivers.

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Exemptions
1. Ships engaged on international voyages between the neighboring ports where the
sheltered nature or condition of such voyages between such ports make it unreasonable
or impractical to comply with the provision.
2. Ships of a Novel Kind (New Features) where application of provisions given in Load Line
Convention might seriously impede research into development.
3. Ships engaged in a single international voyage as an exception.
4. If a ship to which the convention does not apply deviates because of weather, stress or
any other cause.
5. Any other ship which deviates or is delayed is to be given due consideration when
applying these provisions. 
The Load Line Appropriate to the Zone, Area or Season of the year can only be
submerged in the following cases:
1. When floating in fresh water by amount equal to FWA and when floating in Dock Water by
amount equal to Dock Water Allowance.
2. When a ship departs from a port situated on a river or inland waters deeper loading shall be
permitted corresponding to the weight of fuel and all other materials required for consumption
between the point of departure and the sea.
3. When ship is bilged due to accident or loss of buoyancy causes the load line to be submerged if
the vessel is fully loaded or nearly so.
4. When a ship which is fully loaded, develops a angle of list due to the shift of weight or –ve GM
and one Load line gets submerged.
5. If a vessel deviates or delayed for the purpose of Saving life at sea, as a result of which she lands
up in a zone or season where her load line is submerged.
CONDITIONS OF ASSIGNMENT OF FREEBOARD

Conditions of assignment therefore, are regulations to ensure that a vessel is
provided with efficient means for:

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➢ Protecting all openings to the hull and superstructure from ingress of

water.
➢ Protecting the crew in heavy weather, and
➢ The rapid freeing of water from the weather decks.
 
Conditions of assignment deal with:
1. Stability information.
2. Bulkheads at exposed ends of enclosed superstructures.
3. Access openings in bulkheads.
4. Cargo and other hatchways.
5. Coaming of hatchways.
6. Hatchway covers.
7. Protection of openings.
8. Ventilator coaming.
9. Air pipes.
10.Cargo ports.
11.Discharges, inlets and scuppers.
12.Side scuttles (scuppers).
13.Protection for crew.
14.Special conditions for Type A vessels.
15.Provision of loading information.
The LOGICAL SEQUENCE of assigning freeboard to a vessel is as

follows:
➢ STEP 1: Get TABULAR freeboard from the TABLE A (Type A Ship) or

Table B (Type B Ship). The freeboard thus obtained is for a “standard
ship” of a specific length. The table is entered with the length of the
ship in meters and the tabular freeboard obtained in centimetres. In
between lengths of the ships are interpolated. This just gives the
freeboard of ships of SAME LENGTH. We now need to filter the ship to
a specific ship.
➢ STEP 2: In order to come to the specific ship, which will be based on
the form of the vessel, we need to apply the Block Coefficient
correction. This will bring the freeboard down to THE ship of a specific
length - known as the BASIC FREEBOARD.
➢ STEP 3: Finally, FIVE corrections are applied to the Basic Freeboard to
get the freeboard for the single vessel in question. This is called the
ASSIGNED FREEBOARD, which is the Summer Freeboard of the vessel.

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Details of STEP 2 - Corrections to Tabular freeboard to find Basic

Freeboard are as follows:
1. Block Coefficient correction
➢ Standard ship has Cb = 0.68.

➢ If the Cb is greater than 0.68 the freeboard is INCREASED by a factor
equal to Tabular freeboard x Cb+0.68 / 1.36.
➢ The ratio of underwater volume to reserve buoyancy must remain the
same
Details of STEP 3 - Corrections to Basic Freeboard to find the

Assigned Freeboard:
2. Corrections to Basic Freeboard to find Assigned Freeboard
➢ Length to depth ratio

➢ Deck line
➢ Superstructure
➢ Sheer
➢ Bow height
Length to depth ratio correction
➢ The “standard ship” has length to depth ratio of 15:1 (most vessels
have a L:D ratio less than 15:1).
➢ If L: D ratio is less than 15:1 freeboard is increased.
➢ If L: D ration is more than 15:1 freeboard can be reduced.
same.
Deck line correction
In the instance of there being a curved deck edge, discontinuous deck or

deck sheathing the deck line correction allows for the difference between the
deck line and the true height of the deck.
Superstructure correction
➢ The “standard ship” is considered to have no superstructure.

➢ If the ship has an effective superstructure the basic freeboard may be
reduced by up to 1070 mm depending on the length of the
superstructure in relation to the length of the vessel.

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Sheer correction
➢ The ‘standard ship” is assumed to have a 'standard' sheer.

➢ If the vessel has greater sheer the basic freeboard may be reduced.
➢ If the vessel has less sheer the basic freeboard will be increased
(increased sheer provides greater reserve buoyancy).
same.
Bow height correction
➢ Load line rules specify a calculated minimum bow height based on the
ship's length and block coefficient.
➢ If the vessel's bow height is less than the required minimum, the
freeboard is increased by the deficiency as bow height provides
reserve buoyancy. Bow height can be achieved by the sheer of the
vessel - provided sheer extends at least 0.15L aft from FP and the
forecastle - provided forecastle extends at least 0.07L aft from FP.
AFTER THE ABOVE MENTIONED CORRECTIONS, THE ASSIGNED

FREEBOARD IS THE SUMMER FREEBOARD IN SALT WATER.

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In order to make a complete comprehension about Load Lines, we must address the following
questions:-
1. What is the purpose of Load Line?
2. Why is it necessary for ships to have Load Lines?
3. What exactly is a Load Line?
4. What are the marking on a Load line?
5. What are the different types of Load Lines?
Purpose and Necessity of Load Lines
The fundamental purpose of a Load Line is to allot a maximum legal limit upto which a ship can
be loaded. By prescribing such limits, the risk of having the vessel sailing with inadequate
freeboard and buoyancy can be limited. A vessel should be having sufficient freeboard at all
times, any exceptions made will result in insufficient stability and excessive stress on the ship’s
hull. This is where load lines play an important role, as it makes the task of detecting whether
the vessel is over-loaded and it’s freeboard tremendously easy and effortless.
However, since the buoyancy and immersion of the vessel largely depends on the type of water
and it’s density, it is not practical to define a standard freeboard limit for the ship at all times. For
this reason, the convention has put regulations which divides the world into different
geographical zones each having different prescribed load line.
For example, A vessel sailing in Winter on North Atlantic Ocean will have a greater freeboard
than on a voyage in Tropical Zones and Fresh waters.
Load Line
As we have already defined above, Load Line is a special marking positioned amidships. All
vessels of 24 meters and more are required to have this Load line marking at the centre position
of the length of summer load water line.There are two types of Load line markings:-
1. Standard Load Line marking – This is applicable to all types of vessels.
2. Timber Load Line Markings – This is applicable to vessels carrying timber cargo.
These marks shall be punched on the surface of the hull making it visible even if the ship side
paint fades out. The marks shall again be painted with white or yellow colour on a dark
background / black on a light background. The complete Load line markings consist of 3 vital
parts.
1. Deck Line – It is a horizontal line measuring 300mm by 25mm. It passes through the
upper surface of the freeboard.
2. Load Line Disc – It is 300mm diameter and 25mm thick round shaped disc. It is
intersected by a horizontal line. The upper edge of the horizontal line marks the
‘Summer salt water line’ also known as ‘Plimsol Line’.
3. Load Lines – Load lines are horizontal lines extending forward and aft from a vertical line
placed at a distance of 540mm from the centre of the disc. They measure 230mm by
23mm. The upper surfaces of the load lines indicate the maximum depths to which the
ships maybe submerged in different seasons and circumstances.

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Image credits: Welkinridge/ wikimedia

S – Summer :- It is the basic freeboard line at the same level as the Plimsol Line. Other
load lines are marked based on this Summer freeboard line.
T – Tropical :- It is 1/48th of summer draft marked above the Summer load line.
W – Winter :- It is 1/48th of summer draft marked below the Summer load line.
WNA – Winter North Atlantic :- It is marked 50mm below the Winter load line. It applies
to voyages in North Atlantic ( above 36 degrees of latitude) during winter months.
F – Fresh Water :- It is the summer fresh water load line. The distance between S and F
is the Fresh Water Allowance (FWA).
TF – Tropical Fresh Water :- It is the fresh water load line in Tropical. It is marked above
the T at an amount equal to FWA.
Timber Load Line Markings
Ships engaged in the timber deck cargo trade are required to have a special set of Load
lines known as the Timber Load Lines. Such vessels shall comply with the Code of Safe

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Practices for Ships Carrying Timber Deck Cargo in construction and other requirements
obtaining greater reserve buoyancy and lesser summer freeboard.

Timber cargo vessels will have a second set of Load Lines marked similar to the
standard load lines positioned 540mm abaft the centre loadline disc.
The letter marking of the timber loadline are different and are prefixed by ‘L’ meaning
‘Lumber’.
LS – Lumber Summer :- Its upper edge marks the summer salt water timber loadline. It
is situated at a specified level above the Plimsol line.
LW – Lumber Winter :- It is 1/36th of the lumber summer draft below LS.
LT – Lumber Tropical :- It is 1/48th of the lumber summer draft above LS.
LWNA – Lumber Winter North Atlantic :- It is at the same level as WNA.
LF – Lumber Fresh water :- It is situated above the LS by an amount equal FWA.
LTF – Lumber Tropical Fresh Water :- It is positioned above LT by an amount equal to
FWA.

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TONNAGE
TONNAGE IS A MEASURE OF THE CUBIC CAPACITY OF A SHIP. THE GROSS TONNAGE OF
A SHIP IS INDICATIVE OF THE TOTAL VOLUME OF THE ENCLOSED SPACES OF A SHIP AND
MAY OFTEN BE USED IN REFERENCE TO THE SIZE OF THE SHIP. NET TONNAGE IS
INDICATIVE OF THE VOLUME OF THE CARGO AND PASSENGER SPACES IN A SHIP WHICH
PRODUCE THE REVENUE. MOST CHARGES LEVIED ON A SHIP ARE BASED ON ITS
TONNAGES.
MEASUREMENT OF A SHIP FOR TONNAGE IS UNDERTAKEN BY THE MARITIME

AUTHORITY OF THE FLAG STATE OR A CLASSIFICATION SOCIETY AUTHORIZED BY THE
FLAG STATE. A UNIVERSAL SYSTEM OF MEASUREMENT FOR TONNAGE HAS BEEN
ESTABLISHED UNDER THE INTERNATIONAL CONVENTION ON TONNAGE MEASUREMENT
OF SHIPS 1969. SHIPS MEASURED IN ACCORDANCE WITH THIS CONVENTION ARE
ISSUED WITH AN INTERNATIONAL TONNAGE CERTIFICATE WHICH INDICATES THE SHIPS
GROSS AND NET TONNAGES AND IS ACCEPTED IN PORTS WORLDWIDE.

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BALLAST WATER MANAGEMENT, PLAN AND CONVENTION
Different types of Ballast water exchange
Thus before entering into the waters of any coastal state, ballast water exchange has to be done in
mid-ocean or at least 200 nautical miles from shore and at a location where the water depth is at
least 200 meters or more. There are three different methods of ballast water exchange:
1. Sequential: The sequential method entails completely emptying ballast tanks of the
coastal waters and refilling with open-ocean water. Emptying of certain tanks may lead to
significantly reduced stability, higher vessel structural stresses, high sloshing pressures
and/or reduced forward drafts which may then increase the probability of bow slamming.
Margins are to be provided for stability and strength for all seagoing conditions, as
specified in the vessel’s approved trim and stability booklet and the loading manual. The
loading conditions for the selected ballast water exchange method or methods are to be
taken from the approved loading manual or trim and stability booklet.
2. Flow through method: The flow-through method involves pumping replacement

ballast water into the bottom of a full ballast tank, forcing existing ballast water out
through an overflow or other arrangement. Ballast water equal to approximately three
times the tank capacity must be pumped through the tank to achieve 95% effectiveness in
eliminating aquatic organisms. The flow-through method does not typically alter stability,
hull girder stress and vessel attitude. It therefore eliminates concerns of exceeding shear
force and bending moment limits and concerns related to shallow forward and aft drafts
and extreme trims. As with all methods, the Ballast Water Reporting Form is to be
completed and transmitted to the next port where ballast water is discharged. In those
instances where the flow-through method alters stability, hull girder stress or vessel
attitude, ballast water summary sequence table is to be submitted demonstrating that
adequate strength and stability has been maintained.
3. Dilution Method: In the dilution method, replacement ballast water is filled through the
top of the ballast tank and simultaneously discharged from the bottom at the same flow
rate while maintaining a constant level in the tank throughout the ballast exchange
operation. As with the flow-though method, ballast equal to approximately three times the
tank capacity must be pumped through the tank to achieve 95% effectiveness in
eliminating aquatic organisms. The dilution method has the advantages of the flow-
through method with regard to maintaining the stability and strength and other similar
benefits. By discharging water from the bottom of the ballast tanks, sediments are more

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easily removed. This method avoids the use of air vent pipes and the removal of manhole
covers to discharge water over the deck.
Ships Operational Procedures

A ballast water management plan stating the relevant International rules and regulations, and
duties of personnel and operational procedures should be on board. Also it should mention which
method of ballast water exchange is used on board.
When the requirement of ballast water exchange as per the requirements of a coastal state cannot
be carried out, then the coastal state authorities should be informed before entering their coastal
waters. A responsible officer has to be designated to look after the operational parts. The Master
of the vessel is overall in charge, whereas the Chief Officer is the operational in charge and
responsible officer.
Factors in Ballast Water Management Plan
In the preparation of the ballast water management plan the following significant factors should
be considered:
➢ Near coastal organisms released in open seas or mid-ocean do not survive generally, and
vice versa.
➢ Chemical treatment can kill organisms in ballast water. So chemical dosing in ballast
tanks is one method.
➢ Fresh water organisms do not survive in salt water, and vice versa.
➢ Ballast water over one hundred days old is in a low risk category, as the absence of light,
nutrients, and oxygen in the Ballast tanks generally kills the micro-organisms.
➢ For ships on short voyages and unable to do any ballast water exchange, discharge to
reception facilities on shore is another solution.
➢ New emerging methods like thermal methods, filtration, disinfection, and ultra violet
treatment can be considered.
➢ Ballast water intake should be avoided in the dark or at night time as the bottom dwelling
organisms rise to the top.
➢ Ballast water intake should be avoided in shallow water and where the propellers can stir
up sediment.
➢ Ballast water intake should be avoided near sewage and industrial waste outfalls.
➢ Ballast water intake should be avoided when and where phytoplankton bloom occurs.
Ballast intake should be avoided where there is a known outbreak of diseases
communicable through ballast water.

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Record keeping in ballast water management plan
Records of the ballast water exchange are to be entered in the ballast water record book by the
responsible officer. The records should contain at the minimum the following information:
➢ Date
➢ Geographical location of the ship
➢ Ship’s tank or Cargo holds used
➢ Ballast water temperature
➢ Salinity of ballast water
➢ Amount of Ballast water loaded or discharged
➢ The location and suitable access points for taking ballast water samples by Port
Authorities should be identified in the ballast water management plan. The sampling
points should be marked clearly for identification.
➢ Routine cleaning of ballast tanks to remove sediments should be carried out in Dry Dock
or in mid-ocean as per the ballast water management plan. All unnecessary discharge of
ballast water should be avoided, where possible.
Sample Ballast Water Management Plan
The outline of a ballast water management plan for guidance is given below:
➢ Introduction: It should contain the information about the relevant conventions.

➢ Ship Particulars: Particulars like length, beam, IMO number, ship’s name, flag, registry,
gross tonnage, draft, total ballast capacity, and the international call sign.
➢ Purpose: It should explain the need of ballast water management and importance of
correct record keeping.
➢ Plans & drawings of the ballast system: It should consist of ballast tanks arrangement,
ballast capacity plan, ballast water piping and pumping arrangement, ballast pump
capacities, installed ballast treatment systems etc.
➢ Description of the ballast system: Description of the ballasting and de-ballasting system
used on board.
➢ Ballast water sampling points: It should have the list and the location of the sampling
points.
➢ Safety restrictions: It should tell about the dangers of enclosed space entries, danger of
blocked air vents and other safety instructions.
➢ Description of the methods used on board: It should explain in detail the method of
ballast water exchange and treatments (in emergency) used in board.
➢ Methods of communication: It should contain guide lines to communicate with coastal
authorities like AQIS in Australia.
➢ Duties of ballast water management officer: It must explain the duties and
responsibilities of the ballast water management officer.
➢ Recording requirements: It will explain what all is to be recorded in the log book.

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➢ Crew training and familiarization: As this is a new requirement, the crews have to be
familiarized about the same by conducting meetings and video screening.
The main types of ballast water treatment technologies available are:
• Filtration Systems (physical)
• Chemical Disinfection ( oxidizing and non-oxidizing biocides)
• Ultra-violet treatment
• Deoxygenation treatment
• Heat (thermal treatment)
• Acoustic (cavitation treatment)
• Electric pulse/pulse plasma systems
• Magnetic Field Treatment
Filtration Systems. Filtration systems are widely used in municipal and industrial
applications. Systems designs are determined by the size and type of particles to be removed.
Filter systems require periodic cleaning, either manually or using automatic backflush systems.
Oxidizing and nonoxidizing biocides. Oxidizing biocides, notably chlorine and ozone,
are widely used in waste-water treatment. Organic structures, such as cell membranes, are
destroyed by the addition of strong oxidizers. Nonoxidizing biocides include a large inventory
of compounds commonly used in industries for treating the growth of organisms in cooling
tower water and other areas where large amounts of biological growth or sediment
accumulation occur. Nonoxidizing biocides work in a manner somewhat analogous to
pesticides by interfering with reproductive, neural, or metabolic functions of organisms, such
as by inhibiting respiration.
Thermal techniques. High temperatures are commonly used to sterilize water in a wide
variety of applications.
Electric pulse and pulse plasma techniques. The application of a pulsed electric
field or an energy pulse to water can kill organisms. Electric pulse systems generate an electric
field; pulse-plasma systems deliver a high energy pulse to an inwater arc mechanism and
generate a plasma arc in water.
Ultraviolet treatment. Treating water with ultraviolet energy to inactivate bacteria is a well-
established technology. Ultraviolet irradiation in the fluid at wavelengths of approximately 200
nm can destroy cellular components.
Acoustic systems. Acoustic systems use transducers to apply sound energy of specified
amplitude and frequency to water to be treated. The sound energy causes cavitation, and the
resulting mechanical stresses disrupt cells.

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Magnetic fields. Water to be treated is passed through a magnetic field of specified flux
that is generated by ferromagnetic or electromagnetic devices. The biological and chemical
effects of magnetic systems are not well understood, but it is thought that the organic and
inorganic constituents of living organisms in the water are altered by the magnetic field.
Deoxygenation. Most potential aquatic nuisance species require oxygen to survive. When
oxygen is removed from the water, many organisms (but not cysts, spores, or anaerobic
bacteria) are killed. Some organisms that require oxygen can survive short periods of anoxia,
but they are usually inactive under such conditions. Oxygen can be removed from water by
purging with an inert gas or by binding oxygen to a chemical additive.
Biological techniques. Biological techniques to control unwanted species include the

introduction of additional organisms that are predators, pathogens, or competitors of the
species of concern. Such techniques have proven useful in the control of certain insect pests
when the biocontrol species develops self-sustaining, reproducing populations. Biological
treatment also includes the use of modern biotechnology methods to modify the genetics of
the organism of concern.
REGULATION D-1 & D-2
According to IMO estimates, ships carry some 3 billion tons to 5 billion tons of ballast water
globally each year. The IMO developed and adopted “The International Convention for The
Control and Management of Ships Ballast Water Ballast Water and Sediments, 2004” (Ballast
Water Management Convention) with the aim of protecting the marine environment from the
transfer of harmful aquatic organisms in ballast water carried by ships. The BWM Convention
entered into force on 8 September 2017.
Ballast water management for ships shall be made in accordance with the following Standards
under this Convention.
(1) Ballast water performance standard (Regulation D-2)
(2) Ballast water exchange standard (Regulation D-1)
Finally, ships shall conduct primary method that Harmful Aquatic Organisms and Pathogens in
ballast water are treated with approved Ballast Water Management System (BWMS).
All ships (including submersibles, floating craft/platforms, FSUs and FPSOs) are to manage
their ballast water in accordance with an approved Ballast Water Management Plan and record

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such management in a Ballast Water Record Book in accordance with the provisions of the
Convention based on the following implementation schedule:
D1 = Ballast Water Exchange (95% volumetric exchange) or pumping through three time the
volume of each tank.
D2 = Ballast Water Treatment systems approved by the Administration which treat ballast water
to an efficacy of:
• not more than 10 viable organisms per m3 >50 micrometers in minimum dimension, and
• not more than 10 viable organisms per millilitre < 50 micrometers in minimum dimension and
>10 micrometers in minimum dimension.

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CLASS & FLAG STATE

CLASSIFICATION SOCIETY:
A classification society is an independent, self regulating external body which provides
classification and statutory services based on accumulation of maritime knowledge and
technology.
Objective of classification is to verify the structural strength& integrity of the essential parts of
the ship’s hull and machinery through the development & application of their own rules &
verifying compliance with international & /or national regulations on behalf of the flag
administration.
Classification is a statutory requirement of SOLAS as per Chapter II-1, Reg 3-1:
“Ships shall be designed, constructed & maintained in compliance with the structural,
mechanical and electrical requirements of a classification society which is recognized by the
administration……….”
IACS: International Association of Classification Societies. The main purpose of IACS is to

secure uniformity between the various classification societies.
There are 12 members of IACS and are as follows:
• American Bureau of Shipping (ABS)

• Bureau Veritas (BV)
• China Classification Society (CCS)
• Croatian Register of Shipping (CRS)
• Det Norske Veritas Germanischer Lloyd (DNV GL)
• Indian Register of Shipping (IRS)
• Korean Register of Shipping (KR)
• Lloyd’s Register (LR)
• Nippon Kaiji Kyokai (NK/ Class NK)
• Polish Register of Shipping (PRS)
• Registro Italiano Navale (RINA)
• Russian Maritime Register of Shipping (RS)

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Suspension of class
Class may be suspended following a decision made by the Society when one or
more of the following occurs:
• when a ship is not operated in compliance with the Rule requirements;
• when a ship proceeds to sea with less freeboard than that assigned;
• when the owner fails to request a survey after having detected defects or damages a
ecting the class;
• when repairs, alterations or conversions a ecting the class are carried out without
requesting the attendance of a surveyor.
In addition, class is automatically suspended:
• when the class renewal/special survey has not been completed by its due date or
within the time granted in special circumstances for the completion of the survey,
unless the ship is under attendance by the Society’s surveyor(s) with a view to
completion prior to resuming trading;
• when the annual or intermediate surveys have not been completed by the end of the
corresponding survey time windows.
Withdrawal of class
The Society will withdraw the class of a ship when:
• requested by the owner;
• the class has been suspended for more than six months;
• the ship is reported as a constructive total loss and the owner does not advise his
intention to repair the ship for re-instatement of class;
• the ship is reported lost;
• the ship will not trade further as declared by its owner.
Withdrawal of class takes effect from the date on which the circumstances causing
such withdrawal occur or when it is decided.
Recommendations/Conditions of Class

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‘Recommendation’ and ‘Condition of Class’ are different terms used by IACS Societies
for the same thing, i.e. requirements to the effect that specific measures, repairs,
surveys etc. are to be carried out within a specific time limit in order to retain class.
Memoranda
Other information of assistance to the surveyor and owners may be recorded as
‘memoranda’ or a similar term. They may, for example, include notes concerning
materials and other constructional information. A memorandum may also define a
condition which, though deviating from the technical standard, does not affect the
class (e.g. slight indents in the shell which do not have an effect upon the overall
strength of the hull or minor deficiencies, which do not affect the operational safety of
the machinery).
In addition, memoranda could define recurring survey requirements, such as annual

survey of specified spaces, or retro fit requirements, which have the de-facto effect of
conditions of class.
CLASSIFICATION NOTATIONS
Classification notations are indicative of the specific Rule requirements which have
been met. Additional voluntary notations are offered by individual Societies and may be
selected by an owner wishing to demonstrate that the vessel conforms to a particular
standard that may be in excess of that required for classification. Depending on the
Classification Society, the classification notations are assigned to the ship according to
ship type, service, navigation and/or other criteria which have been provided by the
owner and/or builder, when requesting classification.
Classification notations assigned to a ship are indicated on the certificate of

classification as well as in the Register of Ships published by the Society. These
notations can be generalized by the following types which may be used in
combination:
• main class symbol;
• construction marks;
• service notations with additional service features, as applicable;
• navigation notations;
• geographic notations;
• additional class notations.

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Types of Class Surveys:

1. Classification Survey
2. Annual Survey
3. Intermediate Survey
4. Renewal/Special Survey
Classification surveys
1. A classification survey is a visual examination that normally consists of:
• an overall examination of the items identified in the Rules for survey;
• detailed checks of selected parts, on a sampling basis;
• witnessing tests, measurements and trials where applicable.
2. For existing ships, specific procedures apply when they are being transferred from one class
to another.
3. A vessel on successful completion of such survey is issued a “Certificate of Class”.
Annual survey
• Annual surveys are to be carried out within a window from three months before to three
months after each anniversary date.
• At the time of annual surveys, the ship is generally examined. The survey includes an
inspection of the hull, equipment and machinery of the ship and some witnessing of tests, so
far as is necessary and practical in order to verify that, in the opinion of the attending
surveyor(s) the ship is in a general condition which satisfies the Rule requirements.
Intermediate survey
• An intermediate survey is to be carried out within the window from three months before the
second to three months after the third anniversary date.

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• The intermediate survey includes examinations and checks on the structure as specified in
the Rules to verify that the vessel is in compliance with the applicable Rule requirements. The
Rule criteria become more stringent with age.
• According to the type and age of the ship the examinations of the hull may be supplemented
by thickness measurements as specified in the Rules and where deemed necessary by the
attending surveyor.
Bottom / Docking survey

• A bottom/docking survey is the examination of the outside of the ship’s hull and related
items.
• This examination may be carried out with the ship either in dry dock (or on a slipway) or a
oat: in the former case the survey will be referred to as dry-docking survey, while in the latter
case as in-water survey. The conditions for acceptance of an in-water survey in lieu of a dry-
docking survey will depend on the type and age of the ship and the previous history.
• The outside of the ship’s hull and related items are to be examined on two occasions in the
five-year period of the certificate of class with a maximum of 36 months between surveys.
• One of the two bottom/docking surveys to be performed in the five year period is to be
concurrent with the class renewal/special survey.
• For ships subject to the ESP & 15 years of age and above, the intermediate bottom/docking
survey is to be carried out in a dry-dock.
Class renewal survey / special survey

• Class renewal surveys/special surveys are carried out at five-year intervals. However,
consideration may be given by the Society, in exceptional circumstances, to granting
an extension for a maximum period of three months after the due date. In such cases
the next period of class will start from the due date for the previous class renewal
survey before the extension was granted.
• The special survey may be commenced at the 4th annual survey and be progressed
with a view to completion by the 5th anniversary date.
• The class renewal surveys/special surveys include extensive examinations to verify

that the structure, main and essential auxiliary machinery, systems and equipment of
the ship are in a condition which satisfies the relevant Rules. The examinations of the
hull are generally supplemented by thickness measurements and witnessing of tests
as specified in the Rules, and as deemed necessary by the attending surveyor, to
assess that the structural condition remains effective and to help identify substantial

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corrosion, significant deformation, fractures, damages or other structural

deterioration.
Non-periodical surveys
Such surveys are carried out for example:
• to update classification documents(e.g. change of owner, name of ship, change of

flag).
• to deal with damage or suspected damage, repair or renewal work, alterations or

conversion, postponement of surveys or outstanding recommendations/condition of
class.
• at the time of PSC inspections.
Flag state
The flag state of a commercial vessel is the state under whose laws the vessel is
registered or licensed. The flag state has the authority and responsibility to enforce
regulations over vessels registered under its flag, including those relating to
inspection, certification, and issuance of safety and pollution prevention documents.
As a ship operates under the laws of its flag state, these laws are applicable if the
ship is involved in an admiralty case.
The term "flag of convenience" describes the business practice of registering a
merchant ship in a state other than that of the ship's owners, and flying that state's
civil ensign on the ship. Ships are registered under flags of convenience to reduce
operating costs or avoid the regulations of the owner's country. Since the Flag Right
Declaration of 1921, it has been recognised that all states—including land-locked
countries—have a right to be a flag state. Because of the failure of some flag states
to comply with their survey and certification responsibilities, especially flag-of-
convenience states that have delegated their task to classification societies, a
number of states have since 1982 established Port State Controls of foreign-
registered ships entering their jurisdiction.
Every merchant ship needs to be registered to a state of its choice. The ship is then
bound to carry the flag of that state and also follow the rules and regulations
enforced by the same.
However, it is to note that not all vessels are registered to their ship owners’
country of origin. The country under whose registration such vessels operate is
referred to as a flag state whereas the practice of registering the ship to a state
different than that of the ship’s owner is known as flag of convenience (FOC).

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The vessel in consideration thus has to comply with all the maritime rules,
regulations and stipulations laid out by the flag state in accordance with the
international maritime rules and stipulations.
For a country to be included in the list of flag states, it has to have the necessary
maritime infrastructure – both financial and technical and should, most importantly,
adhere to all the norms and regulations established by the International Maritime
Organisations (IMO).
Additionally, in case a ship is not complying with the required norms imposed by
authority, then the country registered as a flag state need to be adequately
equipped to impose strictest of penalties on the offending vessel and party.
Although there are several benefits to have a separate flag state and register a
vessel to its port of registry, there are several significations of the same as well.
• A country offering the most optimum returns for the owner of a vessel is
chosen as the flag state  
• The country which serves as a flag state is deemed to be the superior-most

in the authorisation hierarchy  
• As such the flag state for ships is entitled and required to carry out regular
monitoring and inspections to ensure that the vessel is following its maritime
guidelines appropriately  
• These requirements to be fulfilled are mandatory and bear clear outlining in

several international maritime conventions like the SOLAS and UNCLOS  
• A vessel that flies the flag of a state, not complying with the monitoring and
inspection requirements is deemed to be of inferior standard.  
This could complicate matter for an owner, even if the vessel by itself isn’t inferior.
In order to ensure that the flag state for ships itself possess the necessary
resources to carry out the policy of safe and secure shipping, the IMO has come up
with a unique system. The system involves the flag states themselves to ascertain
their levels of competency and thereafter present a detailed report about the same
to the organisation. While this promises to be an interesting method, the only
loophole is that there is no base level against which all flag states can measure
themselves. However, port state control (PSC) inspections and other methods are
used to improve the standard of the ships to a great extent.
Objectives of flag state inspections

Flag State control inspections:
• Support the quality shipping objectives of DGS.  

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• Enforce high standard of compliance with international and national

rules and standards for Indian-registered ships.  
• Verify the actual condition of Indian -registered ships conform to the

certificates they carry. The scope of the verification includes:  
o Hull, equipment and manning;
o Safety management; and 

o Security systems
• Ensure that the ship’s crew can effectively: 

o Co-ordinate their activities in an emergency situation; o Perform functions
vital to safety; and 
o Prevent or mitigate pollution
• Monitor the work performed by recognised organisations and nominated

surveyors that act on behalf of the DGS.
Inspection Process
• Qualified surveyors from DGS conduct flag State control inspections  
• The master receives an inspection report upon the completion of an  

inspection  
• The master is required to rectify any deficiencies in accordance with

the conditions stated in the inspection report  

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PORT STATE CONTROL

1. PSC is the inspection of the foreign ships in national ports to verify that the
condition of the ship and its equipment comply with the international standards
and requirements and that the ship is manned and operated in compliance with
the international rules and regulations and posses no threat to the countries
territory. Hence in a way we can say that the job of the PSC is to identify the
SUBSTANDARD ships and carry out the inspection of the same.
2. PSC helps in carrying out inspections on as many ships as possible but at the
same time prevents ships from being delayed by unnecessary inspections.
3. Memoranda of Understanding or MOU’s have been signed, covering all the
oceans of the world.
4. There are 9 MOU’s in the world as follows:
a. PARIS MOU
b. TOKYO MOU
c. CARIBBEAN MOU
d. MEDITERRANEAN MOU
e. INDIAN OCEAN MOU
f. ABUJA MOU
g. BLACK SEA MOU
h. RIYADH MOU
i. LATIN AMERICA REGION
DETENTION LIST OF PSC

3 TYPES OF LISTS:
1. BLACK LIST: Flag states whose ships have maximum number of detentions i.e.
more detentions than average.
Divided into 4 categories:
Very High Risk
High Risk
Medium to High Risk
Medium Risk
2. GREY LIST: Flag states whose ships have detentions corresponding to average.

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3. WHITE LIST: Flag states whose ships have fewer detentions corresponding to
average.
CLEAR GROUND FOR DETAILED INSPECTION DURING PSC

INSPECTION
 
Evidence that the ship, its equipment or its crew does not correspond
substantially with requirement of relevant convention or that the master or crew
members are not familiar with essential shipboard procedures relating to the
safety of ship or prevention of pollution. 
Clear grounds to conduct a more detailed inspection include:- 

1) The absence of principal equipment or arrangements required by
convention:- e.g. MARPOL annex 1 requires that ship above 400 GRT and
above must have an OWS with automatically stopping device, if effluent exceeds
15 ppm. Absence of this principal equipment will lead to detention. 
2) Evidence from a review of the ship's certificate that it is clearly invalid:-
e.g. Safety equipment certificate found invalid since no renewal survey was
carried out. 
3) Evidence that the ship's logs, manuals or other required documentation
are not on board, are not maintained or falsely maintained:- e.g. ORB part 1
not present on board or incomplete. Fire control plan not present. 
4) Evidence from PSCO general impression and observation that serious
hull or structural deterioration or deficiency exist that may place at risk the
structural, watertight or weather tight integrity of ship:- e.g. Damaged guard
rails, rusted ladder ways, rusted or patched up pipes on deck. 
5) Evidence from PSCO general impression and observation that serious
deficiency occurs in the safety, pollution prevention or navigational
equipment:-e.g. any sign of paint accumulation, seizure of pivot points, absence
of greasing condition of blocks or falls. Navigational lights not working 
6) Information or evidence that master or crew is not familiar with key
shipboard operation relating to safety or pollution prevention:- e.g. Chief
engineer does not know how to release CO2 in Engine room. Master not familiar
with emergency steering 
7) Indication that key crew members may not be able to communicate with
each other or other person on board:- e.g.On Indian flag ship, English is
working language. PSCO may ensure that key crew members are able to
understand each other during drill. 
8) Absence of an up to date muster list, fire control plan and for passenger
ships a damage control plan:- e.g. signed off crew name still in muster list. 
9) The emission of false distress alerts not followed by proper cancellation

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procedure:- e.g. if EPIRB is accidentally actuated then it should be set right and
nearest coastal authority informed about accident. 
10) Receipt of a report or complaint containing information that a ship
appears to be substandard:- e.g. Suppose a third engineer has reported that
the OWS does not alarm. PSCO may conduct detailed examination and should
not disclose the source of information.

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HARMONIZED SYSTEM OF SHIP SURVEY & CERTIFICATION
Introduction
A Harmonized System of Survey and Certification (HSSC) covering international shipping
regulations adopted by the International Maritime Organization entered into force on 3 February
2000.
The HSSC seeks to standardise the period of validity and the intervals between surveys for the
nine main convention certificates to a maximum period of validly for all certificates (except a
passenger ship safety certificate) to five years.
In so doing it aims to simplify the survey and certification process.
The streamlined format of the HSSC will bring benefits to the industry in terms of flexibility of
survey schedule, reduced numbers of surveyors, survey time and paperwork, all therefore
reducing costs.
The system covers survey and certification requirements of the :
• International Convention for the Safety of Life at Sea (SOLAS), 1974,  
• International Convention on Load Lines, (LL) 1966  
• International Convention for the Prevention of Pollution from Ships, 1973, as

modified by the Protocol of 1978 relating thereto (MARPOL 73/78),  
• International Code for the Construction and Equipment of Ships Carrying

Dangerous Chemicals in Bulk (IBC Code),  
• Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals
in Bulk (BCH Code) and  
• Code for the Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk (IGC Code).  
Main features of HSSC  

 
! a one-year standard interval between surveys, based on initial, annual, intermediate,
periodical and renewal surveys as appropriate,

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! an anniversary date for a ship,  

! a scheme for providing the necessary flexibility for the execution of each survey with the
provision that the renewal survey may be completed within three months before the expiry date
of the existing certificate with no loss of its period of validity;
! a maximum period of validity of five years for all certificates for cargo ships,
! a maximum period of validity of 12 months for the Passenger Ship Safety Certificate;
! a system for the extension of certificates limited to three months to enable a ship to
complete its voyage (or one month for ships engaged on short voyages);
! when an extension has been granted, the period of validity of the new certificate is to start
from the expiry date of the existing certificate before its extension.  
The main changes to the SOLAS and Load Lines Conventions are that annual inspections have
been made mandatory for cargo ships and unscheduled inspections have been discontinued.
Other changes refer to survey intervals and requirements.
 
Under the HSSC, there are seven types of survey:  
a) Initial Survey. 
b) Annual Survey 
c) Intermediate Survey. 
d) Periodical Survey. 
e) Renewal Survey. 
f) Inspection of the Outside of the Ships Bottom.
g) Additional Survey.  
DESCRIPTION OF THE VARIOUS TYPES OF SURVEYS
Initial surveys 
Frequency
The initial survey should be held before the ship is put in service or when a new instrument
applies to an existing ship, and the appropriate certificate is issued for the first time.
General
The initial survey should include a complete inspection, with tests when necessary, of the
structure, machinery and equipment to ensure that the requirements relevant to the particular
certificate are complied with and that the structure, machinery and equipment are fit for the
service for which the ship is intended.
The initial survey should consist of:

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! an examination of the plans, diagrams, specifications, calculations and other technical
documentation to verify that the structure, machinery and equipment comply with the
requirements relevant to the particular certificate;  
! an inspection of the structure, machinery and equipment to ensure that the materials,
scantlings, construction and arrangements, as appropriate, are in accordance with the
approved plans, diagrams, specifications, calculations and other technical documentation and
that the workmanship and installation are in all respects satisfactory; and  
! a check that all the certificates, record books, operating manuals and other instructions and
documentation specified in the requirements relevant to the particular certificate have been
placed on board the ship.  
Annual surveys  
Frequency
The annual survey should be held within three months before or after each anniversary date of
the certificate.
 
General  
An annual survey should enable the Administration to verify that the condition of the ship, its
machinery and equipment is being maintained in accordance with the relevant requirements.  
In general, the scope of the annual survey should be as follows:
• ! it should consist of a certificate examination, a visual examination of a sufficient

extent of the ship and its equipment, and certain tests to confirm that their condition is
being properly maintained;  
• ! it should also include a visual examination to confirm that no unapproved

modifications have been made to the ship and its equipment;  
• ! the content of each annual survey is given in the respective guidelines. The
thoroughness and stringency of the survey should depend upon the condition of the ship
and its equipment; and  

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• ! should any doubt arise as to the maintenance of the condition of the ship or its
equipment, further examination and testing should be conducted as considered
necessary.  
Where an annual survey has not been carried out within the due dates, reference should
be made to note below ‘Revalidation of certificates’.
 
Intermediate surveys  
Frequency
 
The intermediate survey should be held within three months before or after the second
anniversary date or within three months before or after the third anniversary date of the
appropriate certificate and should take the place of one of the annual surveys.  
General  
• ! The intermediate survey should be an inspection of items relevant to the particular

certificate to ensure that they are in a satisfactory condition and are fit for the service for
which the ship is intended.  
• ! When specifying items of hull and machinery for detailed examination, due account
should be taken of any continuous survey schemes that may be applied by classification
societies.  
Where an intermediate survey has not been carried out within the due dates, reference
should be made to note below ‘Revalidation of certificates’.  
Periodical surveys  
Frequency  
The periodical survey should be held within three months before or after the second anniversary
date or within three months before or after the third  
anniversary date in the case of the cargo ship safety equipment certificate and should take the
place of one of the annual surveys and within three months before or after each anniversary
date in the case of the cargo ship safety radio certificate.
General
• ! The periodical survey should consist of an inspection, with tests when necessary, of
the equipment to ensure that requirements relevant to the particular certificate are

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complied with and that they are in a satisfactory condition and are fit for the service for
• ! The periodical survey should also consist of a check that all the certificates, record
books, operating manuals and other instructions and documentation specified in the
requirements relevant to the particular certificate are on board the ship.  
Where an periodical survey has not been carried out within the due dates, reference
should be made to note below ‘Revalidation of certificates’.
 
Renewal surveys
Frequency
 
The renewal survey should be held before the appropriate certificate is renewed.  
General  
! The renewal survey should consist of an inspection, with tests when necessary, of the
structure, machinery and equipment to ensure that the requirements relevant to the particular
certificate are complied with and that they are in a satisfactory condition and are fit for the
service for which the ship is intended.  
! The renewal survey should also consist of a check that all the certificates, record books,
operating manuals and other instructions and documentation specified in the requirements
relevant to the particular certificate are on board the ship.
 
Inspections of the outside of the ship's bottom of cargo ships
 
Frequency  
There should be a minimum of two inspections of the outside of the ship's bottom during any
five year period. One such inspection should be carried out on or after the fourth annual survey
in conjunction with the renewal of the Cargo Ship Safety Construction Certificate or the Cargo
Ship Safety Certificate. Where  

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the Cargo Ship Safety Construction Certificate or the Cargo Ship Safety Certificate has been
extended, this five-year period may be extended to coincide with the validity of the certificate.
In all cases the interval between any two such inspections should not exceed 36 months.
General
! The inspection of the outside of the ship's bottom and the survey of related items should
include an inspection to ensure that they are in a satisfactory condition and fit for the service for
! Inspections of the outside of the ship's bottom should normally be carried out with the ship
in a dry dock. However, consideration may be given to alternate inspections being carried out
with the ship afloat. Special consideration should be given before ships of 15 years of age and
over other than bulk carriers and oil tankers are permitted to have such surveys afloat.
Inspection of the outside of the ship's bottom of bulk carriers and oil tankers of 15 years of age
and over should be carried out with the ship in dry dock. Inspections with the ship afloat should
only be carried out when the conditions are satisfactory and the proper equipment and suitably
trained staff are available.
 
Where an inspection of the ships bottom has not been carried out before the due dates
reference should be made to note below ‘Revalidation of certificates’.  
Additional surveys  
Whenever an accident occurs to a ship or a defect is discovered which affects the safety or
integrity of the ship or the efficiency or completeness of its equipment, the master or owner
should make a report at the earliest opportunity to the Administration, the nominated surveyor
or recognized organization responsible for issuing the relevant certificate. The Administration,
the nominated surveyor or recognized organization responsible for issuing the relevant
certificate should then initiate an investigation to determine whether a survey, as required by the
regulations applicable to the particular certificate, is necessary. This additional survey, which
may be general or partial according to the circumstances, should be such as to ensure that the
repairs and any renewals have been effectively made and that the ship and its equipment
continue to be fit for the service for which the ship is intended.
 
Completion of surveys  
If a survey shows that the condition of the ship or its equipment is unsatisfactory, the officer of
the Administration, nominated surveyor or recognized organization should be guided by the
requirements of SOLAS 74/88 regulation I/6(c), MARPOL Annex I regulation 3.4, MARPOL
Annex II regulation  
8.2.5, MARPOL Annex IV regulation 4.5, MARPOL Annex VI regulation 5.3.3, IBC Code
regulation 1.5.1.3, IGC Code regulation 1.5.1.3 and BCH Code regulation 1.6.1.3.

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These instruments require that corrective action be taken immediately and the Administration
notified in due course. In cases where the corrective action has not been undertaken the
relevant certificate should be withdrawn and the Administration notified immediately. If the ship
is in the port of another Party, the appropriate authorities of the port State should also be
notified immediately.
Although LLC 66/88 does not contain specific requirements, if a load line survey shows the
condition of the ship or its equipment is unsatisfactory, the officer of the Administration,
nominated surveyor or recognized organization should, nevertheless, be guided by the above.
Note:
Revalidation of certificates
A certificate ceases to be valid if the periodical, intermediate or annual survey, as appropriate,
or the inspection of the outside of the ship's bottom is not completed within the periods
specified in the relevant regulation or article. The validity of the certificate should be restored by
carrying out the appropriate survey which, in such circumstances, should consist of the
requirements of the survey that was not carried out, but its thoroughness and stringency should
have regard to the time this survey was allowed to lapse. The Administration concerned should
then ascertain why the survey was allowed to lapse and consider further action.
SCOPE OF SURVEYS
Passenger ships
! An initial survey of a passenger ship shall consist of a complete inspection of the ship’s
structure, machinery and equipment, including the outside of the ship’s bottom and the inside
and outside of the boilers, such as to ensure that the arrangements, materials and scantlings of
the structure, boilers and other pressure vessels and their appurtenances, main and auxiliary
machinery, electrical installation, radio installations including those used in life-saving
appliances, fire protection, fire safety systems and appliances, life-saving appliances and
arrangements, shipborne navigational equipment, nautical publications, means of embarkation
for pilots, lights, shapes, means of making sound and distress signals and other equipment fully
comply with the requirements of the relevant regulations, and that the workmanship of all parts
of the ship and its equipment is in all respects satisfactory.
! A renewal survey of a passenger ship shall include an inspection of the structure, boilers and
other pressure vessels, machinery and equipment, including the outside the ship’s bottom,
such as to ensure that the arrangements, materials and scantlings of the structure, boilers and
other pressure vessels and their appurtenances, main and auxiliary machinery, electrical
installation, radio installations including those used in life-saving appliances, fire protection, fire
safety systems and appliances, life-saving appliances and arrangements, shipborne
navigational equipment, nautical publications, means of embarkation for pilots, lights, shapes,

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means of making sound and distress signals and other equipment is in satisfactory condition
and is fit for the service for which it is intended, and fully complies with the requirements of the
relevant regulations.  
! An additional survey, either general or partial, according to the circumstances, shall be made
following a repair or renewal. The survey shall be such as to ensure that the necessary repairs or
renewals have been effectively carried out, that the material and workmanship are in all respects
satisfactory, and that the ship complies with the provisions of the relevant regulations.
 
Cargo ships
 
Cargo ship safety equipment
! An initial survey of cargo ship safety equipment shall include an inspection of the fire
safety systems and appliances, life-saving appliances and arrangements except radio
installations, the shipborne navigational equipment, means of embarkation for pilots and
other equipment to which Chapters II-1, II-2, III and V of the 1974 SOLAS Convention
apply, to ensure that they comply with the requirements of the relevant regulations, and
they are in satisfactory condition and are fit for the service for which the ship is
intended. In addition the fire control plans, nautical publications, lights, shapes, means
of making sound signals and distress signals shall also be subject to this survey.  
! An annual survey shall include a general inspection of the equipment referred to above
to ensure that it has been maintained to conform with the provisions of the relevant
regulations to ensure that the ship in all respects will remain fit to proceed to sea without
danger to the ship or persons on board and that it remains satisfactory for the service
for which the ship is intended.  
! A renewal survey and a periodical survey shall include an inspection of the equipment
referred to in the initial survey to ensure that it complies with the relevant requirements
of the relevant regulations, is in  
satisfactory condition and is fit for the service for which the ship is intended.
Cargo ship radio installations

! An initial survey of cargo ship radio installation equipment shall include a complete inspection
of the radio installations of cargo ships, including those used in lifesaving appliances, to ensure

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that they comply with the requirements of the relevant regulations.  
! A renewal survey and a periodical survey will include an inspection of the radio installations of
cargo ships, including those used in life-saving appliances, to ensure that they comply with the
requirements of the relevant regulations.  
! An intermediate survey will include an inspection of the structure, boilers and other pressure
vessels, machinery and equipment, the steering gear and the associated control systems and
electrical installations, and in the case of tankers, the pump-rooms, cargo, bunker and
ventilation piping systems and associated safety devices and the testing of insulation resistance
of electrical installations in dangerous zones to ensure that they remain satisfactory for the
service for which the ship is intended.  
! An annual survey will include a general inspection of the structure, machinery and equipment
referred to above to ensure that they have been maintained to conform with the provisions of
the relevant regulations to ensure that the ship in all respects will remain fit to proceed to sea
without danger to the ship or persons aboard, and that they remain satisfactory for the service
for which the ship is intended.
 
Inspection of the outside of the ship’s bottom  
The inspection of the outside of the ship’s bottom is a separate survey.
 
Passenger ships  
! For passenger ships the inspection is required every year. On the years in which the out of
water inspection does not take place, an in water inspection of the ship’s bottom shall be
carried out. As a minimum, two of these surveys in any five year period, at intervals not
exceeding 36 months, shall be conducted with the ship out of the water.
Cargo ships
! For cargo ships there shall be a minimum of two inspections during any five year period at
intervals not exceeding 36 months. Inspections should normally be carried out with the ship out
of the water, however
consideration may be given to alternate inspections being carried out with the ship afloat.

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List of certificates required on board ship relating to harmonized system of

survey and certification (some depend on type of ship)
! Passenger Ship Safety Certificate, including Record of Equipment  
! Cargo Ship Safety Construction Certificate  
! Cargo Ship Safety Equipment Certificate, including Record of Equipment  
! Cargo Ship Safety Radio Certificate, including Record of Equipment  
! Cargo Ship Safety Certificate, including Record of Equipment  
! International Load Lines Certificate  
! International Load Lines Exemption Certificate  
! International Oil Pollution Prevention Certificate  
! International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances
in Bulk  
! International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk  
! International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk  
! Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk  

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The following checks should be conducted prior to loadline

survey:
01 Check that all access openings at the ends of enclosed superstructures are in good
condition. All dogs, clamps and hinges should be free and greased. Gaskets and other sealing
arrangements should not show signs of perishing (cracked rubbers). Ensure that doors can be
opened from both sides. Ensure that door labels such as ‘To be kept closed at sea’ are in place.
02 Check all cargo hatches and accesses to holds for weather tightness. Securing devices
such as clamps, cleats and wedges are to be all in place, well greased and adjusted to provide
optimum sealing between the hatch cover and compression bar on the coaming. Replace
perished rubber seals as necessary. Hose test hatches to verify weather tightness.

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03 Check the efficiency and securing of portable beams.
04 For wooden hatches, ensure that the hatch boards are in good condition and that the steel
binding bands are well secured. A minimum of at least two tarpaulins should be provided at
each hatch which must be in good condition, waterproof and of a strong approved material.
Locking bars and side wedges must be in place and be in good order.
05 Inspect all machinery space openings on exposed decks.
06 Check that manhole covers on the freeboard deck are capable of being made  
watertight.
07 Check that all ventilator openings are provided with efficient weathertight  
closing appliances.
08 All air pipes must be provided with permanently attached means of closing.
09 Inspect cargo ports below the freeboard deck and ensure that they are  
watertight.
10 Ensure that all non-return valves on overboard discharges are effective.
11 Side scuttles below the freeboard deck or to spaces within enclosed  

superstructures must have efficient internal watertight deadlights. Inspect  
deadlight rubber seals and securing arrangements.
12 Check all freeing ports, ensure shutters are not jammed, hinges are free and  
that pins are of non-corroding type (gun metal).
13 Check bulwarks and guardrails are in good condition.
14 Rig life lines (if required) and ensure they are in good order.
15 De-rust and repaint deck line, load line mark, load lines and draught marks.  
On the day of the survey ensure that the International Load Line certificate and associated
documentation are available for inspection. Sufficient manpower should be made available for
the operation of hatch covers and the rigging of staging and ladders to allow the surveyor to
view the load line and draught marks. The ship’s stability data book should also be on hand for
inspection.

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2011 ESP CODE

The International Maritime Organization (IMO) adopts the International Code on the enhanced
programme of inspections during surveys for bulk carriers and oil tankers, 2011 (2011 ESP
Code). The Code has been adopted through Resolution A.1049(27) and includes mandatory
inspection regime for tankers and bulk carriers.
The 2011 ESP Code will become effective upon entry into force of the associated amendments
to Chapter XI-1 of the SOLAS Convention expected in May 2012.
What is Enhanced Survey Programme?
! Enhanced survey programme is a guideline for shipping companies and owners to prepare
their ship for special surveys to maintain the safety of the ship while at sea or at port. A
survey programme is to be prepared by the owner and is to be submitted to the recognized
authorities like classification societies, 6 months prior to the survey.  
! A new chapter XI is added for special measures to enhance maritime safety under this
resolution. According to these guidelines, it has 2 Annexes:  
! Annex A: Guidelines on enhance survey programme of inspection during survey of bulk

carrier.  
! Annex B: Guidelines on enhance survey programme of inspection during survey of oil

tankers.  
! Each annex A & B has 9 chapters which are almost similar. The only dissimilarities being
operational and constructional aspects of both type of vessels i.e. oil tankers and bulk carriers.
The chapters can be briefly described as:  
! Chapter 1: General application, documentation onboard to be completed  

prior to the inspection which is to be served as basis for surveys.  

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! Chapter 2: Describes how Enhanced survey to be carried out during the periodical surveys
along with timings and conduct of enhance surveys and requirements of dry-docking.  
! Chapter 3: Describes enhanced inspection carried out during annual surveys which includes
cargo holds and tank pressure testing.  
! Chapter 4: Deals with intermediate surveys in addition to the annual survey requirements.  
! Chapter 5: Discuss the needed preparation for surveys, condition and equipment for surveys,
access to the surveyed structure and conduct of survey at sea or at anchor  
! Chapter 6: Immediate and thorough repairs to damages and wastages.  
! Chapter 7: Discuss the requirement of onboard documents supplied and maintained by

owner that must be available to the surveyor and requirements for survey report file, supporting
documents, review of document by surveyor.  
! Chapter 8: Discuss the process of reporting and evaluation of survey, acceptability and
continued structural integrity, a condition evaluation report of the survey and results to be
issued to the owner.  
! Chapter 9: Reporting and evaluation of surveys, acceptable and continued structural

integrity; a condition evaluation report of the survey and results to be issued to the owner.  

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! These are the chapters mentioned in both the Annexes. To more on ESP refers SOLAS.  

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MARPOL 73/78
The MARPOL Convention, adopted on 2 November 1973, is an international
convention for the protection of the marine environment, which is in force world-
wide. The Articles of the Convention contain general provisions such as applicable
definitions and scope. The Convention additionally comprises two Protocols and six
Annexes.
IT IS VERY IMPORTANT TO NOTE THAT ONLY ANNEXES I and II ARE

MANDATORY ANNEXES. ANNEXES III – VI ARE OPTIONAL ANNEXES. This
means that when a country signs for MARPOL it only has to implement Annexes I
and II. And if it desires to implement other Annexes, it has to sign for each of them
SEPARATELY. For example, India has signed for MARPOL and separately for Annex
III, separately for Annex IV, separately for Annex V and separately for Annex VI.
So, India has implemented and is following ALL the SIX Annexes.
Annex I: Prevention of pollution by Oil
Special areas, according to Annex I, MARPOL Convention:
• North Sea
• Baltic Sea
• Mediterranean Sea area
• Black Sea
• RedSea*
• Gulfs area
• Gulf of Aden area*
• Antarctic area
• Part of the Arabian Sea *
• South African waters

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Discharge of oil from the area of the cargo tank including pump room 
Regulation 34 of Annex I MARPOL 73/78
In Special Areas
• ANY DISCHARGE IS PROHIBITED with the exception of clean or segregated ballast.
Outside Special Areas

ANY DISCHARGE IS PROHIBITED, with the exception of clean or segregated ballast, or
except when:
1. the tanker is proceeding en route, and
2. the instantaneous rate of discharge of oil does not exceed 30 litres/nm, and
3. the total quantity of oil discharged into the sea
- does not exceed - for tankers delivered on or before 31 December 1979 - 1/15,000 of the
total quantity of the particular cargo of which the residue formed a part
- and - for tankers delivered after 31 December 1979 – 1/30,000 of the total quantity of the
particular cargo of which the residue formed a part, and
4. the tanker has in operation an oil discharge monitoring and control system and a slop
tank arrangement as required by regulations 29 and 31, respectively.
Discharge of oil from machinery spaces Regulation 15A and B of Annex I

MARPOL 73/78
In respect of the Antarctic area, any discharge into the sea of oil or oily
mixtures from any ships shall be prohibited.
Discharges in Special Areas

ANY DISCHARGE OF OIL OR OILY MIXTURES IS PROHIBITED except when:

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1. the ship is proceeding en route, and 

2. the oil content of the effluent without dilution does not exceed 15 ppm, and 
3. the oily mixture is processed through an oil filtering equipment meeting the
requirements of regulation 14.7 of this Annex (oil content of the effluent does not
exceed 15 ppm, alarm arrangement and automatic 15 ppm stopping device are in
place), and 
4. the oily mixture is not mixed with cargo pump room bilges or, in case of oil tankers,
with oil cargo residues.
Discharges outside Special Areas

ANY DISCHARGE OF OIL OR OILY MIXTURES IS PROHIBITED except when:
1. the ship is proceeding en route, and 

2. the oil content of the effluent without dilution does not exceed 15 ppm, and 
3. the oily mixture is processed through an oil filtering equipment meeting the
requirements of regulation 14 this Annex, and 4. the oily mixture is not mixed with
cargo pump room bilges or, in case of oil tankers, with oil cargo residues.
Annex II: Control of Pollution by Noxious Liquid
Substances in Bulk
Special area, according to Annex II, MARPOL Convention:
• Antarctic Area
1. General 
Classification of noxious substances in 4 categories:
Regulation 6, Annex II, MARPOL 73/78

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Harm to amenities or other

Hazard to marine resources or
Category legitimate use of the sea
human health
Serious harm
X Major hazard
Y Hazard Harm
Z Minor hazard Minor harm
OS* (other No classification under X, Y, or Z

Considered to present no harm
substances) according to Regulation 6.1
OS* These substances are not subject to the provisions in Annex II
Discharges of non-classified substances are prohibited.
2. Discharge of cargo residues

Regulation 13, Annex II, MARPOL 73/78
Before any prewash or discharge procedure is carried out in accordance with this regulation,
the relevant tank shall be emptied to the maximum extent in accordance with the procedures
prescribed in the Manual.
In the Antarctic area, any discharge into the sea of Noxious Liquid
Substances or mixtures containing such substances is prohibited
Category
- ship is proceeding en route 

- minimum speed 7 kn (self-propelled) or 4
kn (not self-propelled) 
X, Y, and Z
- not less than 12 nm from the nearest land 
- discharge below the waterline 
- minimum water depth 25 metres
and

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The tank must be prewashed before the

ship leaves the port. The resulting residues
must be discharged to a reception facility
until the concentration of the substance in
the effluent to such facility is at or below
0.1% by weight; remaining tank washings
X
must be discharged to the reception facility
until the tank is empty.
Any water subsequently introduced into

the tank may be discharged into the sea in
accordance with the above criteria.
A prewash procedure as specified in
Appendix 6 of Annex II must be applied. 
The residue/water mixture generated
Y  during the prewash must be discharged to
High-viscosity or solidifying substances, a reception facility until the tank is empty.
Regulation 1, nos. 15 and 17, Annex II
Any water subsequently introduced into
the tank may be discharged into the sea in
accordance with the above criteria.
If the unloading of a substance of Category
Y or Z is not carried out in accordance with
the Manual, a prewash has to be carried out
Y and Z before the ship leaves the port of
unloading. The resulting tank washings of
the prewash must be discharged to a
reception facility.
P & A MANUAL
It has got 5 sections and 4 Addendum:
Section 1. Main features of Marpol Annex II.
Section II. General arrangement of ship.
Cargo pumping, piping & stripping arrangement
Ballast pumping, piping & stripping arrangement

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Cargo tank ventilation system
Tank washing arrangement
Section III. Cargo unloading procedure and stripping.
Section IV. Cleaning cargo tank, discharge of effluent.
Section V. Information & procedure
ADDENDUM A: Flow diagram for cleaning cargo tank.
ADDENDUM B: Prewash procedure
ADDENDUM C: Ventilation procedures
ADDENDUM D: Additional information & procedures.
Annex III: Prevention of Pollution by Harmful Substances
carried by Sea in Packaged Form

Annex III (in force since 1 July 1992) requires that, in order to prevent pollution of
the marine environment, harmful substances in packaged form have to be
transported in compliance with the provisions of this Annex, which applies, for
example, to dangerous goods transported in containers.
Annex IV: Prevention of Pollution by Sewage from Ship
Special area, according to Annex IV, MARPOL Convention:
• Baltic Sea Area
Regulation 11
Discharge of sewage
• The discharge of sewage into the sea is prohibited, except when:

1. The ship is discharging comminuted and disinfected sewage using a system
approved by the Administration in accordance with regulation 9.1.2 of this Annex at
a distance of more than 3 nautical miles from the nearest land.

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2. Or sewage which is not comminuted or disinfected at a distance of more than

12 nautical miles from the nearest land, provided that, in any case, the sewage
that has been stored in holding tanks, or sewage originating from spaces containing
living animals, shall not be discharged instantaneously but at a moderate rate when
the ship is en route.
3. And proceeding at not less than 4 knots.
4. The rate of discharge shall be approved by the Administration based upon

standards developed by the Organization;
OR
5. The ship has in operation an approved sewage treatment plant which has
been certified by the Administration to meet the operational requirements referred
to in regulation 9.1.1 of this Annex, and the effluent shall not produce visible
floating solids nor cause discoloration of the surrounding water.
Annex V: Prevention of Pollution by Garbage from Ships
Special areas, according to Annex V, MARPOL Convention:

• the Mediterranean Sea area
• the Baltic Sea area
• the Black Sea area
• the Red Sea area
• the Gulfs area
• the North Sea area
• the Wider Caribbean Region and
• the Antarctic area.
All ships of 400 gross tonnage and above and every ship which is certified to
carry 15 persons or more engaged in voyages to ports and offshore terminals
under the jurisdiction of another Party to the Convention and every fixed or floating
platform to provide a Garbage Record Book and to record all disposal and
incineration operations.
The date, time, position of the ship, description of the garbage and the estimated
amount incinerated or discharged must be logged and signed. The Garbage Record
Book must be kept for a period of two years after the date of the last entry.
Description of the garbage
Garbage is to be grouped into categories for the purposes of recording in parts I

and II of the Garbage Record Book (or ship's official log-book) as follows:
Part I
A Plastics
B Food wastes

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C Domestic wastes
D Cooking oil
E Incinerator ashes
F Operational wastes
G Animal carcasses
H Fishing gear
I E-waste
Part II
J Cargo residues (non-HME)
K Cargo residues (HME) 

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LATEST AMMENDMENT TO ANNEX V OF MARPOL 73/78 ENTRY INTO FORCE

1 MARCH 2018:
• GARBAGE RECORD BOOK HAS BEEN DIVIDED INTO TWO PARTS.

• Part I for all garbage other than cargo residues, applicable to all ships.
• Part II for cargo residues only applicable to ships carrying solid bulk cargo .
• NEW CATEGORY OF GARBAGE i.e. E- WASTE HAS BEEN INCLUDED IN GARBAGE
RECORD BOOK.
• MARKING OF NEW GARBAGE TYPES NEED TO BE DONE ONBOARD REGARDING

“E-WASTE” AND “CARGO RESIDUES”, SPECIFY IF HME(HAZARDOUS TO MARINE
ENVIRONMENT) OR NON-HME.
• The GRB discharge table has also been revised, as both incineration start and
stop date/time/position shall be recorded.
• In addition, a new table is included for reporting exceptional discharge or loss of

garbage under regulation 7, also covering the reason for the discharge or loss,
details there of and precautions taken.

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• Along with the GRB, receipts obtained from receptions facilities will also be
required to be kept on board for at least two years.
• Cargo residues which are not harmful to the marine environment have less strict
discharge requirements than cargo residues which are harmful. Solid bulk cargo
as per regulation VI/1-1.2 of SOLAS, other than grain, shall now be classified per
the criteria in the new appendix I of MARPOL Annex V, and the shipper shall then
declare as to whether or not the cargo is harmful to the environment (HME).
Annex VI: Prevention of Air Pollution from Ships

Annex VI entered into force on 19 May 2005. It limits, inter alia, nitrous oxides,
sulphur oxides, VOC and PM.
REGULATION 13:NOx
• Tier I
For diesel engines installed on ships constructed from 1.1.2000 to 1.1.2011

allowable emissions of total weighted NOx depending on engine speed, n,
are:
17,0 g/kWh when n is less than 130 rpm
45,0 × n(-0,2) g/kWh when n is 130-2000 rpm
9,8 g/kWh when n is 2000 rpm or more
• Tier II
For diesel engines installed on ships constructed on or after 1.1.2011

allowable emissions of total weighted NOx depending on engine speed, n,
are:
44,0 × n(-0,23) g/kWh when n is 130 or more but less than n 2000 rpm
7,7 g/kWh when n is 2000 rpm or more
• Tier III
Ships constructed on or after 1 January 2016 will have additional limitations

when operating in an Emission Control Area. For the purpose of NOx

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emissions no Emission Control Areas (ECAs) have yet been designated, i.e.
both the Baltic Sea and the North Sea.
For Tier III ships operating in the NOx ECAs the allowable emissions of total
weighted NOx depending on engine speed, n, are:
9,0×n(-0,2)g/kWh when n is 130-2000 rpm
2,0 g/kWh when n is 2000 rpm or more.
REGULATION 14: SOx & PARTICULATE MATTER
19 May 2005 Annex VI to MARPOL entered into force. The revised Annex VI
to MARPOL was adopted by IMO on 10 October 2008. The sulphur oxide
(SOx) and Particulate Matter emissions from ships will in general be
controlled by setting a limit on the sulphur content of marine fuel oils as
follows. The sulphur content of any fuel oil used on board ships shall not
exceed the following limits:
4.50% m/m prior to 1 January 2012
3.50% m/m on and after 1 January 2012
0.50% m/m on and after 1 January 2020
Requirements within Emission Control Areas

For the purpose of the regulation, Emission Control Areas shall include:
The Baltic Sea area as defined in regulation 1.11.2 of Annex I, the North
Sea as defined in regulation 5(1)(f) of Annex V
Any other sea area, including port areas, designated by the Organization in
accordance with criteria and procedures set forth in appendix III to this
Annex While ships are operating within an Emission Control Area, the
sulphur content of fuel oil used on board ships shall not exceed the following
limits:
- 1.50% m/m prior to 1 July 2010
- 1.00% m/m on and after 1 July 2010
- 0.10% m/m on and after 1 January 2015
FOR SOx : BALTIC SEA AREA AND NORTH SEA AREA

FOR SOx, NOx and P.M. : NORTH AMERICA ECA
US CARIBBEAN SEA ECA

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REGULATION 15: Volatile Organic Compounds (VOC)
VOC regulation (Regulation No. 15), in Annex VI of MARPOL 73/78, ONLY APPLIES TO
TANKERS. However, this regulation also applies to gas carriers only if the types of loading and
containment system allow safe retention of non-methane VOCs on board or their safe return
ashore.
There are two aspects of VOC control within this regulation. In the first, regulations 15.1 – 15.5
and 15.7, control on VOC emitted to the atmosphere in respect of certain ports or terminals is
achieved by a requirement to utilize a vapour emission control system (VECS). Where so
required, both the shipboard and shore arrangements are to be in accordance with MSC/Circ.585
“Standards for vapour emission control systems”. A Party may choose to apply such controls
only to particular ports or terminals under its jurisdiction and only to certain sizes of tankers or
cargo types. Where such controls are required at particular ports or terminals, tankers not so
fitted may be accepted for a period of up to 3 years from the implementation date. Where VECS
is so mandated the relevant Party is to notify IMO of that requirement and its date of
implementation. As of October 2010 no notifications had been advised.
The second aspect of this regulation, regulation 15.6, requires that all tankers carrying crude oil
have an approved and effectively implemented ship specific VOC Management Plan covering at
least the points given in the regulation. Guidelines in respect of the development of these plans
are given by resolution MEPC.185 (59) and related technical information on systems and
operation of such arrangements is given by circular MEPC.1/Circ.680.
About VOC Emission from Crude Oil Carriers

During loading, storage and transportation of crude oil on ships, Volatile Organic Compounds
(VOC) is emitted to the atmosphere. Evidently, the emission represents a loss of considerable

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monetary value. But the harmful consequences to the environment are supposed to be of greater
importance.
The Why and the What

Large VOC emission usually comes from offshore loading of shuttle tankers and Floating
Production, Storage and Offloading units (FPSOs and FSOs). Loadings at onshore terminals are
also responsible for VOC emission. In this context VOC is mostly hydrocarbon gases ranging
from methane to heptanes.
MARINTEK has measured variations in emissions from 0.1 kg VOCs per ton of cargo (terminal
loading) to 2.8 kg VOCs per ton (offshore loading in bad weather). For a typical shuttle tanker
load of 100000 tons, the latter represents around 2200 barrels of oil. With 100 US$/ barrel this
represents a monetary value of 220000 US$.
Methane is a greenhouse gas with a global warming potential (GWP) of 21 (CO2 has a GWP of
1). The remainder of the VOC known as NMVOC1 forms together with NOX and sunlight
ground-level ozone that is detrimental to vegetation and human health. Norwegian authorities
have committed themselves to a 37 % reduction in NMVOC emissions compared to the 1990
level (Gothenburg Protocol, 1999). Since the storage and loading of crude oil on ships are
responsible for more than 50% of Norway’s NMVOC emissions, the Norwegian authorities have
implemented stringent emission reduction regulations in this area.
Main parameters
1 Non-methane volatile organic compounds (NMVOCs) are a collection of organic compounds that differ widely in
their chemical composition but display similar behaviour in the atmosphere. NMVOCs are emitted into the
atmosphere from a large number of sources including combustion activities, solvent use and production processes.
NMVOCs contribute to the formation of ground level (at the troposphere level) ozone. In addition, certain NMVOC
species or species groups such as benzene and butadiene are hazardous to human health. Quantifying the emissions
of total NMVOCs provides an indicator of the emission trends of the most hazardous NMVOCs.

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The VOC emission is a function of many parameters including:
➢ The composition and temperature of the loaded cargo.

➢ The vessel motion.
➢ Operational parameters such as loading time for each cargo tank, cargo tank pressure and
amount of crude oil washing.
Determination of magnitude
Several methods have been used to determine VOC emissions. These include:
➢ Measuring the flow, pressure, temperature and composition of the gas emitted. This
provides the most accurate determination of VOC emissions.
➢ Simulating with the aid of a dedicated simulation tool. For this method, the input data
must be representative.
➢ Determining the difference between the loaded and discharged mass of cargo. Results
may be hampered by measurement errors at both ends, which may be larger than this
difference. As the approach is also subject to systematic errors, e.g. change in the
molecular weight of the cargo due to the release of light ends, the uncertainty becomes
very large.
➢ Sampling of the loaded and discharged cargoes with determination of their composition
that is used to calculate the VOC emission. It is difficult to ensure that the samples are
representative for the cargos, that light ends are not lost before the samples are analysed
and that the determination of the content of light ends is accurate enough. Once again, the
uncertainty becomes large.
VOC emission reduction methods

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Reducing the release of VOCs from the cargo will obviously reduce VOC emissions. This can be
achieved, for example by:
➢ Reducing the content of light ends in the cargo before loading.
➢ Reducing the temperature of the cargo.
➢ Filling cargo tanks sequentially instead of in parallel.
➢ Increasing the cargo tank pressure.
➢ Reducing the amount of crude oil washing
➢ Reducing the roll and pitch of the vessel.
If the above measures cannot be employed, or they do not provide a sufficient reduction in VOC
emissions, other measures must be adopted, such as:
➢ The emitted gas is returned ashore or to the supplying unit, e.g. a floating storage unit,
where it can be appropriately treated.
➢ A hydrocarbon gas is used as blanket gas during discharge instead of inert gas. This is
particularly suitable for a floating production, storage and offloading unit where the
blanket gas is taken from the process, and returned to the process again during tank
filling.
➢ Recovery plants that separate VOCs from the inert gas and store the separated VOCs.
Such plants have been and still are installed on many shuttle tankers that carry cargos
from Norwegian offshore fields.
An Example of VOC Management Plan on Ships
I Introduction
II Objectives
a/a Section
III Additional Considerations
SECTION 1 Cargo tanks particulars
1.1 Tank arrangements
1.2 Design Particulars

SECTION 2 Cargo Tank venting systems

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2.1 Description of the vessel’s venting system

2.2 Set opening pressures of venting devices
SECTION 3 Volatility of crude oils - VOC generation

mechanisms
3.1 Background
3.2 The volatility or vapour pressure of the crude
oil
3.3 VOC generation mechanisms
SECTION 4 Means for reduction of VOC emissions.
4.1 Installations for reduction of VOC emissions
4.2 Operational measures for the reduction of VOC
emissions
SECTION 5 The monitoring and control of VOC releases
SECTION 6 Training programme
SECTION 7 Designated person

SECTION 8 List of drawings, plans and manuals
Energy Efficiency Design Index

(EEDI)
The EEDI for new ships is the most important technical measure and it aims at
promoting the use of more energy efficient (less polluting) equipment and engines.
The EEDI requires a minimum energy efficiency level per capacity mile (e.g. tonne
mile) for different ship type and size segments. From 1 January 2013, following an
initial two year phase zero when new ship design will need to meet the reference
level for their ship type, the level is to be tightened incrementally every five years,
and so the EEDI is expected to stimulate continued innovation and technical
development of all the components influencing the fuel efficiency of a ship from its
design phase.
The EEDI provides a specific figure for an individual ship design, expressed in
grams of carbon dioxide (CO2) per ship’s capacity-mile (the smaller the EEDI the
more energy efficient ship design) and is calculated by a formula based on the
technical design parameters for a given ship.

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The CO2 reduction level (grams of CO2 per tonne mile) for the first phase is set to
10% and will be tightened every five years to keep pace with technological
developments of new efficiency and reduction measures. Reduction rates have
been established until the period 2025 to 2030 when a 30% reduction is mandated
for applicable ship types calculated from a reference line representing the average
efficiency for ships built between 2000 and 2010.
Bunker delivery notes

It is a requirement of Regulation 18 that any fuel oil for combustion purposes
delivered to and used onboard shall be recorded by means of a Bunker Delivery
Note (BDN). This implies that a bunker delivery note shall be presented for every
barge delivery and every grade.
• Bunker Delivery Notes are required to contain all specific information as follows:
- Name and IMO number of receiving ship
- Bunkering Port  
- Date of commencement of bunkering  
- Name, address, and telephone number of marine fuel oil supplier  
- Product name  
- Quantity (metric tons)  
o
- Density at 15 C (kg/m3)
- Sulphur content (% m/m)  
• A declaration signed and certified by the fuel oil supplier's representative that the
fuel oil supplied is in conformity with regulation 14 and 18 (I.e. that the fuel
supplied has a sulphur level below 4.5% and that the fuel is free from inorganic
acid, does not include any added substance or chemical waste which either
jeopardises the safety of ships, adversely affects the performance of the
machinery, is harmful to personnel, or contributes overall to additional air
pollution).
• Further, Resolution MEPC.96(47) recommends that the seal number of the

associated MARPOL Annex VI fuel sample is included in the BDN’s for cross-
reference purposes.

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SHIP OIL POLLUTION EMERGENCY PLAN

(SOPEP)
The Ship Oil Pollution Emergency Plan, or SOPEP, is a prevention plan carried on board of
almost all cruise and cargo vessels. In this plan you get an overview of possible procedures in
case of an oil spill. In the plan is also mentioned who you should contact (list of authorities, oil
clean up teams and port state control) and how to report this event to the nearest coast guard
station.
As mentioned earlier, SOPEP stands for Ship oil pollution emergency plan and as per the
MARPOL 73/78 requirement under Annex I, all ships with 400 GT and above must carry an oil
prevention plan as per the norms and guidelines laid down by International Maritime
Organization under MEPC (Marine Environmental Protection Committee) Act.
The Gross tonnage requirement for oil tanker, according to SOPEP, reduces to 150 GT as oil
itself is a kind of cargo which doubles the risk of oil pollution.
Purpose of the Plan
➢ The Shipboard Oil Pollution Emergency Plan ("SOPEP") is to be seen as information

from the owners to the Master of a particular ship.
➢ It shall advise the Master how to react in case of an oil spill to prevent or at least mitigate
negative effects on the environment.
➢ The Plan contains operational aspects for various oil spill scenarios and lists
communication information to be used in case of such incidents.
Legal Background
➢ It is compulsory for all ships of more than 400 Gross Tons (Oil tankers of more than
150 GT) to carry a SOPEP onboard.
➢ The required contents are described in MARPOL Convention Annex I Reg. 26.
➢ "Guidelines for the Development of a Shipboard Oil Pollution Emergency Plan" are
published by IMO under MEPC. 54 (32) 1992 as amended by MEPC.86 (44) 2000.

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➢ The SOPEP forms an integral part of the IOPP certificate. Its existence is verified in the
Supplement to the IOPP Certificate.
➢ In any case the SOPEP has to be approved by the flag state administration of the flag the
ship is presently flying or by a classification society on behalf of this flag.
Scope
➢ The Plan consists generally of 4 Sections with the mandatory contents and its Appendices
with additional information as contact addresses and data plus a set of certain drawings
for easy reference for the Master.
➢ The provided SOPEP sample plan has been prepared as a general guidance how to write
such a plan in accordance with the new IMO Guidelines as amended in March 2000. It
has to be seen as an example how the contents basically could be written in order to fulfil
the requirements
➢ All pre-texted steps and preventive measures have to be seen as an example only.
➢ The individual SOPEP should be prepared in line with the "Table of Content / Index of
Sections" as per sample.
➢ It has to be tailored carefully to the particular ship and company procedures and policies.
Specific instructions should be incorporated according to ship type, purpose, and
company requirements.
➢ Especially for tankers actions in regard to the cargo tanks and cargo handling have to be
included in the instructions.
➢ The contents of the plan have to be fully in line with the instructions given by the
company within the ISM Safety Management Manual.
Contents of SOPEP
SOPEP contains the following things:
➢ The action plan contains duty of each crew member at the time of spill, including
emergency muster and actions.
➢ SOPEP contains the general information about the ship and the owner of the ship etc.
➢ Steps and procedure to contain the discharge of oil into the sea using SOPEP equipments.
➢ On board Reporting procedure and requirement in case of oil spill is described.

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➢ Authorities to contact and reporting requirements in case of oil spill are listed in SOPEP.
Authorities like port state control, oil clean up team etc are to be notified.
➢ SOPEP includes drawing of various fuel lines, along with other oil lines on board vessel
with positioning of vents, save all trays etc.
➢ General arrangement of ship is also listed in SOPEP, which includes location of all the oil
tanks with capacity, content etc.
➢ The location of the SOPEP locker and contents of the locker with a list of inventory.
Ship oil pollution plan contains:
➢ An action plan with instructions for the oil pollution prevention team. This is a list of
duties the crew members have to fulfill in case of an oil spill.
➢ An emergency plan.
➢ General information about the ship.
➢ Procedures to discharge the oil into the sea in accordance to MARPOL regulations
➢ Drawings of fuel/oil lines.
➢ Location of SOPEP boxes.
The plan should be written in accordance to the International Maritime Organization regulations.
Additional entries
According MARPOL following appendices should be added to the SOPEP:
➢ Coastal State Contacts (as annually published but quarterly updated in the Internet by
IMO.
➢ Blank form for listing of Port Contact Addresses to be kept up-to-date by the Master.
➢ “Remarks to plan writers” can be found on various pages for guiding users where the
sample text has to be tailored as a minimum.
➢ Ship Interest Contact List (communication data incl. 24hours contact phone no. to owners
/ managers, data abt. charterer, insurance, P&I Club, etc.).
Following drawings should be added to the SOPEP for easy reference for the ship's command in
case of an oil spill:
➢ General Arrangement Plan

➢ Tank Plan
➢ Fuel Oil Piping Diagram
Those drawings form the minimum requirement by MARPOL. Further plans may be added if
found appropriate.

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Additional voluntary Entries
Additional Appendices can be entered as found necessary by the owners, i.e.:
➢ Training and drill procedures.

➢ Plan review procedures.
➢ Record keeping procedures.
➢ Public affairs policy.
All appendices do not belong to the mandatory part of the plan's contents but have to be kept
updated by the owners as found necessary.
Approval responsibilities
➢ The approval is a flag state obligation as a part of issuing the IOPP Certificate. If they
have authorized the classification societies to issue this certificate, this authorization
generally includes the approval of the SOPEP.
➢ Certain Flag administrations offer direct approval services too.
➢ In case of a transfer of class the approval by the previous classification society or another
flag state authority will generally be accepted.
➢ If a ship changes to a flag, the approval of the SOPEP for this flag has to be made by the
flag state authority directly.

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SHIP ENERGY EFFICIENCY MANAGEMENT PLAN

(SEEMP)

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SUPPLEMENT TO THE INTERNATIONAL OIL POLLUTION

PREVENTION CERTIFICATE
FORM A-Record of Construction and equipment for ships other than oil
tankers
• Particulars of ship
• Equipment for the control of oil discharge from machinery space bilges and oil fuel
tanks(MARPOL regulations 16 and 14)
• Means for retention and disposal of oil residues (sludge) (MARPOL regulation 12) and
oily bilge water holding tank(s)
• Standard discharge connection( MARPOL regulation 13)
• Shipboard oil/marine pollution emergency plan (MARPOL regulation 37)
• Equivalents (MARPOL regulation 5)
FORM B- Record of Construction and equipment for oil tankers

• Particulars of ship
• Equipment for the control of oil discharge from machinery space bilges and oil fuel tanks
(MARPOL regulations 16 and 14)
• Means for retention and disposal of oil residues (sludge) (MARPOL regulation 12) and
oily bilge water holding tank(s)
• Standard Discharge connection (MARPOL regulation 13)
• Construction (MARPOL regulations 18, 19, 20, 23, 26, 27 and 28)
• Segregated Ballast
• Double hull and double bottoms
• Accidental outflow protection
• Limitations of size and arrangements of cargo tanks
• Intact stability
• Subdivision and damage stability
• Crude oil washing
• Retention of oil on board (MARPOL regulations 29, 31 and 32)
• Pumping, piping and discharge arrangements (MARPOL regulation 30)

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• Shipboard oil/marine pollution emergency plan (MARPOL regulation 37)
• Ship-to-ship oil transfer operations at sea (MARPOL regulation 41)
• Exemptions
• Equivalents (MARPOL regulation 5)
Sludge Pipe Connection Dimensions

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Sewage Pipe Connection Dimensions

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TYPES OF DRY-DOCK
Docking operations can take place in any of the following scenarios.
The Graving Dock
Usually stone built, with stepped sides known as alters the graving dock has an
access from the seaward, navigational channel. This is closed off, once the ship has
entered, by a dock gate known as a caisson. Once aligned the water is pumped
from the dock allowing the vessel to take the pre-arranged blocks aligned on the
floor of the dry dock.
Docking Slip
Usually an exposed slipway with a cradle arrangement that can transport the
smaller vessel up the slip by mechanical means, effectively dragging the ship onto
the shore line. Once the tide drops the vessel is left exposed, high and dry on the
slipway. Docking work and repairs can be carried out and the vessel can be walked
back down the slip into the water following completion of docking.

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Floating Dock
This dock is an effective tanking system that is flooded and allowed to sink. This
allows the water line to be increased, permitting the vessel to be docked to float in
and over the docking platform. The tanks are then emptied and the buoyancy
allows the dock to rise bringing the vessel with the platform above the waterline.
Floating docks are particularly useful in the case of a damaged vessel because the
dock itself can be listed to accommodate any adverse list that a damaged
vessel might have acquired.
Synchro-Lift
A mechanical system capable of docking vessels upto about 10,000 grt. This system
is a mechanical platform which is physically hoisted by a series of dock side
winches. Once heaved up clear of the water, the vessel is pushed forward and
heaved sideways on railed trackways into a docking bay. Such a system allows
numerous ships to be docked with a single docking system, a distinct advantage
over the single entry graving dock.

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HYDROLIFT DOCKING SYSTEMS
In December 2000, the ‘Lisnave Shipyard’ at Setübal, in Portugal opened a platform

hydrolift, docking system for ships. This new concept allowed for the docking of
three Panamax sized ships simultaneously. The system works in conjunction with a
wet basin which is entered via a caisson at the seaward end. Once the inward
bound ship is established in the basin, the outer caisson is closed. The water level is
then increased in both the basin and the designated platform dock by pump
operation. The platform dock can alternatively be filled by gravity from the basin
area. Once the basin is full and level with the dock space, the ship will have been
elevated sufficiently to clear the sill of the platform dock. This position allows the
dock caisson to open and permit the transfer of the vessel from the basin to the
dock platform. The dock caisson is subsequently closed and draining of the dock is
then allowed by gravity.

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INWARD AND OUTWARD PROCEDURES FOR HYDROLIFT DOCKING

SYSTEMS
The docking method by means of the hydrolift system operates in a similar fashion
to a vessel passing through locks. A prime example of this is seen in the Panama
Canal passage, when vessels pass from the Caribbean Sea through to the Pacific
Ocean.
Log Book Entries – Entering Dry Dock (Assumed Graving Dock)
A typical, routine docking operation would expect to include log accounts

of all activities leading up to and including the docking procedure:
• Tugs engaged at rendezvous position.
• Vessel proceeding towards open lock (usually under pilotage).
• Line ashore forward.
• Line ashore aft.
• Tugs dismissed.
• Moorings carried up Port/Starboard.
• Stern clears gates.
• Vessel stopped making headway inside the dock.
• Dock gates closed.
• Moorings adjusted to align ship fore and aft.
• Moorings checked to hold vessel.
• Dock pumps commenced pumping out dock water.
• Block contact made and vessel enters critical period.
• Vessel sewn on blocks fore and aft.
• Side shores passed to port and starboard.
• Residual water cleared from dock.
• Gangway access landed between shore and ships side.
• Gangway walkable.

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• Pilot dismissed.
• Pumping of the dock complete and dock floor walkable.
Any additional tasks that are undertaken while the dock water is being pumped out
would also be noted in the log book,e.g. cleaning and scrubbing round the hull by
work punts in the area of the waterline, as the level falls.
A separate record of tank soundings would be recorded in the tank sounding book
for a complete set of ‘on the block soundings’. These would be taken as soon after
the vessel is ‘sewn’ on the blocks.
CHIEF OFFICER’S DUTIES
Preparation and precautions for entry
1. All hatches and beams should be in the stowed position to ensure continuity of
strength throughout the ship’s length.
2. All derricks and cranes should be down and secured, not flying.
3. Any free surface in tanks should be removed or reduced to as little as possible,
either by emptying the tank or pressing it up to the full condition.
4. Stability calculations should be made to ensure adequate GM to take into account
the rise of ‘G’ when the vessel takes the blocks.
5. Consult dock authorities on draught of vessel and trim required. Generally a
small trim by the stern is preferred, in normal circumstances.
6. Inform dock authorities in plenty of time of any projections from the hull of the
vessel, as indicated by drydock plan.
7. Sound round all ship’s tanks before entering the dock, to be aware of quantities
aboard. Note all soundings in sounding book.
8. Sound round all tanks once the vessel has taken the blocks, to ensure a similar
stability state when leaving the drydock.
9. Lock up ship’s lavatories before entering the dock.
10. Ensure adequate fenders are rigged for entry into the dock and that dock
shores are correctly placed against strength members once the vessel is positioned.
If it is the custom in the graving dock, arrange for foc’sle head party to position
shores on one side and the stern party to deal with the other side.
11. If required, endeavour to have the vessel cleaned and scrubbed as the dock
water is pumped out.
When drydocking with cargo aboard
12. Inform dock authorities where to position extra shores or blocks to take account
of additional stresses caused by the weight of cargo aboard.
13. Give cargo areas a lock-up stow whenever possible.

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When in dock
14. Obtain telephone/electricity/and water pressure fire line garbage and sanitation
facilities as soon as possible.
15. Have documentation ready, inclusive of repair list, for dock personnel.
16. Should tank plugs need to be removed, sight their removal and retain the plugs
for safe-keeping. Ensure that plugs are labeled after removal.
Draught and Trim
The vessel’s required draught and trim will be decided by the drydock manager and
the declivity of the drydock bottom. A small trim of between12 in (30 cm) and 18 in
(45 cm) is considered normal but will be dictated by circumstances. If a floating
drydock is to be engaged, the drydock itself can be trimmed to suit the vessel,
especially if the vessel has sustained shell damage.
Drydock Plan
This is a plan carried aboard the vessel which shows recommended positions for
keel blocks and shores. Normally the frames are numerically indicated from aft to
forward, and the strakes lettered from the centre-line out and upwards. Indicated
on this plan will also be the position of any external projections from the hull,
namely, echo-sounder units, stabilizers, scoops for condensers etc. Either a
separate plug plan will be carried or the tank drain plugs will be indicated on the
drydock plan.
Stability of Vessel
This is the responsibility of the vessel, and should be adequate to cope with the
virtual rise of G as the vessel takes the blocks. The vessel should not be listed.
Should damage be such that the vessel cannot counter an acquired list, then shore
side weights should be taken aboard to bring the vessel to an even keel
Duties of the Chief Officer prior undocking
Ensure all the listed work is completed to a satisfactory standard. In particular that
all 'survey work' is completed, prior to leaving the dock. To this end a final internal
inspection of the vessel would be the order of the day.
Carry out an external inspection of the hull and enter the Dry Dock. This final visit
to the dock floor would also encompass the replacing of any tank plugs that have
been drawn. This task should not be deligated to a junior officer as the Chief Officer
must sight all the tank plugs being replaced.

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The Dry Dock Manager would accompany the ship's Chief Officer on final
inspections and ensure that no vehicles, materials or personnel are remaining in the
dock, prior to commencing any flooding operation.
Inform the ship's Master of the expected departure time and the crew would be
engaged in activities to make the vessel ready for sailing. These activities would
include odering the Navigator to plan the ships movement from the dock, posting
the sailing board and cancelling shore leave, placing the engine room and
respective personnel on standby, carrying out checks on all navigation equipment
and making relevant entries into the deck and offical log books.
Ensure that a full set of tank soundings have been taken and that adequate supplies
of fresh water, fuel and lubricating oil are on board to suit the ships movement
needs. These tank quantities would then be applied to a complete stability check to
ensure that the vessel has an acceptable GM once she floats clear of the keel
blocks. Stability checks are the sole responsibility of the ships personnel and
comparison should be made between the entry soundings when the vessel was last
afloat.
All hatch covers would be closed up and the watertight integrity of the uppermost
deck assured. Anchors and cables would be heaved up and stowed correctly aboard
the vessel. All pipelines, power lines etc. would need to be disconnected and
relavent manpower should be made available both ashore and aboard the ship in
order to release these safely and at the appropriate time.
Tugs, the marine pilot and linesmen would need to be ordered to standby for the
time of departure. Ships crew would be placed on standby on the fore and aft ends
to tend moorings.
Finally, the chief officer would sign the Authority to Flood Certificate. This is
provided that he is satisfied that the Dry Dock Authority has completed the docking
specification and that the ship is in a seaworthy condition. This certificate should
then be completed to allow the flooding of the dock to commence.
The Undocking Process
Before water is pumped into the dock, there are a few checks that must be made.
Bottom plugs must be closed and sea chests should be in full working condition.
Also, ballasting of the ship must be done. This is to ensure that the ship does not
have an even keel draught (the aft draught is usually greater than the forward
draught).
The pump room, which is usually located at the forward end of the dock controls
the amount of water being pumped out of the dock. This is also referred to as
ballasting the dock.
The gangway is lifted sometimes by means of a crane once the dock personnel have
cleared the ship. Fire hydrants and all shore connections are disconnected.

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The forward and aft ends of the ship are attached to shore based mooring lines
which are winch controlled. A crane lifts these lines and places them on the deck so
that they can be attached. These help to control the movement of the ship as it
leaves the dock so as to ensure it leaves smoothly.
When the level of seawater in the dry dock reaches the sea level, the dock gates
are opened.
A tug boat attaches a tug line to the aft end of the ship and begins to pull the ship
backwards (out of the dock). The shore based mooring lines help to guide the ship
smoothly out of the dock. Another two tugboats are on standby on either side of
the ship.
Once the ship is halfway out of the dock, the aft shore based mooring lines are
disconnected and the standby two tugboats attach themselves to the ship by means
of tug lines.
When the ship has cleared the dock gates, the front shore based mooring lines are
detached and the tug boats turn the ship around.
Once the ship is some distance away from the dry dock, the tug lines from all three
tug boats are detached and the tug boats move away from the ship. The propeller
is then started and ship moves away on its own propulsion.
WHY AFT TRIM?

1. Stern is more strengthened to take initial impact.
2. Bow being lighter is easy to slew.
3. A ship with stern trim has more GM than to even keel or fwd trim.
WHY SMALL TRIM?

1. By small trim, “P” at critical period is small.
2. Less chance of structural damage.
3. Less loss of GM and ship can still have positive residual GM.
WHY NOT EVEN KEEL?

1. Going on even keel makes the vessel difficult to land the vessel evenly on
the blocks.

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2. To control the force P acting upwards becoming zero or reducing fast

which could result in topple of ship in critical period. 
DRY DOCKING CALCULATIONS:

Force ‘P’ = [Trim(in cm) x MCTC] ÷ LCF
Virtual loss of GM = (P x KM) ÷ W
During critical period the residual GM should remain positive. That is initial GM -
Virtual Loss of GM.
That is vessel should have sufficient Initial GM.Only then can vessel enter dock

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TYPES OF MOOR
OPEN MOOR
PURPOSE
The Open moor is used extensively when additional holding power is required in
very strong tide or wind conditions.
Vessel anchored with both anchors leading ahead.
Both the anchors remain 1 point on the bow.
PROCEDURES
➢ Approach the anchorage with wind or current on one bow.

➢ Weather anchor or upstream anchor is let go on the run (1).
➢ The headway continued and cable is laid up 1/3 rd of the final length of the
cable.
➢ The second anchor is let go (2).
➢ First anchor snubbed at the gypsy.
➢ The vessel brings-to on her weather cable. It gradually grows taut to
windward.
➢ Bow develops a rapid swing into the stream or wind.
➢ Both the anchors are veered.
➢ Finally the anchors are one point at each bow.

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STANDING MOOR / ORDINARY MOOR

✓ Vessel required to moor with bridge along the dotted line.
✓ Stream ahead.
✓ Port anchor-5 shackles, stbd anchor-4 shackles.
PROCEDURE:
➢ Head to stream or wind.
➢ When both are present, head to one has stronger effect.
➢ With sufficient headway, take vessel to position 1.
➢ Position-1 is roughly 5 shackles plus half ship's length beyond line AB.
➢ Let go port anchor.
➢ The vessel drifts downstream, render port cable to nine shackles, the sum of
two lengths.
➢ She is brought up on her cable.
➢ Then the starboard anchor is let go at position-2.
➢ Vessel then moves to the position by rendering or veering the starboard
cable and heaving in four shackles on the riding cable.
➢ Engines may be used to reduce stress on the windlass.

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RUNNING MOOR, FLYING MOOR

✓ Vessel required to moor with bridge along the dotted line.
✓ Stream ahead.
✓ Port anchor-5 shackles, starboard anchor-4 shackles.
PROCEDURE
➢ Head to stream or wind.

When both are present, head to one has stronger effect.
➢ Let go starboard anchor on run, when vessel is 4 shackles less half of ship's
length (1).
➢ The cable is rendered as the vessel moves upstream.
➢ The cable is not allowed to be tighten, as bow will cant to starboard.
➢ The cable is veered 9 shackles and vessel moves to position-2.
➢ In position-2, port anchor is let go.
➢ The vessel moves stern.
➢ Five shackles weighed on lee (starboard) cable and five shackles veered on
riding cable.
➢ The vessel is then brought up on her riding cable at position-3.

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ADVANTAGES OF MOORING
➢ Vessel occupies little swinging room.
➢ Vessel turns almost to her length about stem.
➢ Scopes can be pre-adjusted for the prevailing strength of wind or stream.
➢ Scope of each cable is estimated in the same way as single anchor.
DISADVANTAGES
Lee anchor has no value to ship if headwind increases or vessel drags.
Risk of getting a foul hawse.
SPECIAL PRECAUTIONS
Maintain a constant watch to prevent foul hawse.
Determine foul arc and clear arc.
Vessel should always swing to clear arc on each tidal change.
Use engine to give vessel correct sheer.
Keep eye on the weather.
Know the times of tide change.
PREFERENCE:
✓ Safer
✓ More control on the ship.
✓ The anchor is let go after vessel stopped.
✓ There is no possibility of damage due to anchoring at headway.

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BALTIC MOOR
PURPOSE
A Baltic moor is used in ports where there is a strong onshore wind to prevent
damages to the jetty or the vessel.
The vessel’s anchor and stern mooring wire are used to make a controlled approach
to the berth.
PREPARATIONS
The stern mooring wire is passed in bights and connected to the Ganger length of
the anchor which is to be used. Light sail twine secure the mooring wire in bights.
The shackles used for the operation shall be capable of passing through the hawse
pipe for easy and safe operation.
➢ Employed alongside a quay.
➢ Used when construction of the berth is not sufficiently strong enough to
withstand ranging in bad weather.
➢ Can be employed for berthing a vessel in an onshore gale wind.
PROCEDURES
➢ For a average size merchant ship, a 25-30mm wire is passed from the after
ends on the poop, along the offshore side, outside and clear of everything.
➢ Offshore anchor is cockbilled.
➢ A man is send overside on a chair to secure the wire with the anchor,
preferably at the shackle.
➢ The wire is secured with ship's rail by sail twine in bights.
➢ The aft end of the wire is sent to a wrapping barrel, ready for heaving slack
wire.
➢ When the stem is abreast the position of the quay where the bridge will be
positioned, the anchor is let go.
➢ The vessel is still on headway.
➢ About half a ship's length of the cable is surged and then snubbed.
➢ The wire is hove-in aft.
➢ The onshore wind will drift the vessel to the berth.
➢ The scope of the cable and the wire is adjusted and veered slowly until the
ship is alongside.
➢ Distance of ship, length of cable and wire must be considered.
➢ Normally, the anchor is dropped at a distance 2-3 shackles length of the
cable from the quay, which may vary depending on the prevailing
circumstance.

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MEDITERRANEAN MOOR
PURPOSE
When the quay space is restricted and it is required to berth several vessels or
when a stern discharge/loading is required, the Mediterranean moor is used.
ADVANTAGES
1. A number of vessels can be moored to a single berth.

2. Stern discharge/loading can be achieved.
DISADVANTAGES
1. Dry cargo vessels can discharge only into barges.

2. In bad weather chances of fouling cables, especially with many vessels
moored close-by.
PROCEDURE
➢ Method of securing a vessel stern to the berth.
➢ Both the anchors leading ahead to hold the bow in position.
➢ The approach should preferably be made with the berth on port side.
➢ The starboard anchor is let go about two ships length from the berth(1).
➢ The vessel continues to move ahead.
➢ Starboard helm is applied and the cable is veered.

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➢ The engines are then put astern and the port anchor is let go (2).
➢ As the vessel comes astern, transverse thrust swings the stern to port
towards the berth.
➢ Stern lines are sent away.
CLEARING A FOUL HAWSE
PURPOSE
Clearing a foul anchor.
VARIOUS METHODS AVAILABLE
1. If the foul is only one turn this can be cleared by using the engines and
steaming in the opposite direction during the change of the tide.
2. Using a tug from the stern of the vessel, steam around till the turns are
removed.
3. Hire a motorised barge, break the sleeping cable, lower into the barge and
use the barge to clear the foul.

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4. Use the manpower and expertise available as follows:
MATERIALS REQUIRED
1. Natural fibre rope for lashing.

2. Preventer wire
3. Wire rope messenger
4. Temporary easing wire
5. Other equipment as required in good seamanship for carrying out this
operation safely.
SEQUENCE OF OPERATION
1. The time available for this operation is approx. 6 hours from the end of last
tide to the beginning of the next tide.
2. All preparations should be done well in advance and the clearing of the foul
hawse should start immediately at the end of the last tide.
3. Pick up the riding cable so as to have the foul clear of the water.
4. Lash the natural fibre rope above the foul (if the lashing is made after the
turns and the tide changes before completion of the operation, the full weight
of the vessel at anchor would come on the lashing which is a highly
undesirable condition).
5. Rig a wire preventer from the Stbd side lead through the sleeping cable after
the lashing.
6. Heave up the preventer wire and have it lashed on the mooring bitt. This will
prevent the cable being lost.
7. The preventer wire should be rigged in such a manner so that it may be
slipped from the deck upon clearing the foul.
8. Walk back the sleeping cable till the next joining shackle is on deck.
9. Rig up a easing wire on the shackle forward of the joining shackle and on to
the warping drum and take the weight on the easing wire.
10. Break open the kenter shackle and the weight of the sleeping cable is now
on the easing wire.
11. Rig a wire rope messenger from the Port side windlass warping drum.
12. Take a half turn on the riding cable with the wire messenger in a direction
opposite to the foul direction and pass the end of the wire messenger up
through the hawse pipe of the sleeping cable and secure it to the end of the
sleeping cable.
13. Heave away on the wire messenger and at the same time ease out on the
easing wire, thus removing half a turn from the fouled cable.
14. Repeat this procedure removing half a turn at a time until the foul is cleared.
15. Heave up on the easing wire and at the same time slack on the messenger
wire until the end of the sleeping cable can be re-joined.

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16. Once the cable is re-joined, temporary easing wire and the wire rope
messenger can be removed, the preventer wire can be slipped and cleared.
17. The lashing can be cut using a sharp knife with a man helper. Alternatively,
the lashings could be soaked in inflammable liquid and set on fire and
heaving on the cables to help them part.
18. Heave away on both the cables.
19. Pick any slack.
HANGING – OFF AN ANCHOR
PURPOSE OF OPERATION
To remove the anchor out of the hawse pipe and enable the vessel to be moored to
a buoy or towed using the anchor chain through the hawse pipe.
MATERIALS REQUIRED FOR A 10 TONNE ANCHOR
1. 3 Nos of 30 mm wire (SWL 6.0 tonnes) –

st
For 1 Easing wire
nd
2 Easing wire
Preventer wire
2. Shackles with SWL of 6 tonnes
3. Other tools required to carry out the operation as per normal seamanship
practices.
SEQUENCE OF OPERATION
1. Walk back the anchor clear of the hawse pipe.

st
2. Secure one end of the 1 easing wire on the mooring bit.
3. Pass the other end through the panama lead, through the anchor crown D
shackle (as a bight) and back through the Panama lead on to the warping
drum of the windlass.
4. Rig a preventer wire (as a bight) through the anchor crown D shackle, pass it
through the fairlead well forward and secure it on the mooring bits.
5. Ensure there is sufficient slack on the preventer wire.
st
6. Slack on the anchor chain until the preventer becomes taut and the 1 easing
wire is up and down and the anchor is under the shoulder.
7. Continue to walk back the chain until the next joining shackle is on the deck.

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st
8. Heave on the 1 easing wire and secure the anchor in the up and down
position.
nd
9. Rig up the 2 easing wire forward of the joining shackle (on a bight) and take
up the weight of the chain.
10. Break the joining shackle.
nd
11. Walk back the 2 easing wire to bring the end of the cable clear of the
hawse pipe.
12. Recover this end of the cable using rope hawsers through the Panama lead.
13. Now walk back the anchor chain through the hawse pipe and the cable is
now ready for towing or mooring operation.
ANCHOR WORK
Terms associated with anchoring:
a) Dragging
b) Scope
c) Walk back
d) Short Stay
e) Brought up
f) Securing Anchors
g) Bitter end of cable
h) Lead
i) Fouling
j) Bow Stopper
k) Long Stay
Dragging
An anchor is said to be dragging when, instead of holding the ship, the ship
drags it along the bottom; this may occur in heavy weather, in a strong
current, or when insufficient cable has been paid out. A small amount of
dragging on anchoring is necessary, in order to bury the anchor in the
seabed.
Scope
Scope is the ratio of the length of the anchor cable to the vertical distance
from the hawse pipe to the seabed. (Depth plus height of hawse pipe above
seabed).

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Cable
Height
Scope = Cable Length/ Height

The scope used depends upon several factors:
• The nature of the holding ground. Stiff clay, rock, shells, very soft
mud and stones are considered poor holding ground.
• The amount of swinging room available as the wind or stream changes
in direction.
• The degree of exposure to bad weather at the anchorage.
• The strength of wind and stream.
• The duration of stay at anchorage.
Walk Back:
Is lowering the anchor or paying out the anchor cable on power (windlass
clutched).
Brought Up
Vessel is said to brought up when the vessel starts to ride the anchor after
anchor has been let go and required amount of cable is paid out. This is
determined when the vessel is heading into the tide, current or wind and
anchor cable has come to short stay.
Bitter End
Bitter end was originally the turn of a cable’s end around the bitts. It now
refers to the end of the anchor chain cable secured in the chain locker or the
loose end of a line. In all cases the inboard end is referred to as the bitter
end.

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Bitter end is secured to the pipe using pin so that it can be easily let go in
emergency.
Securing Anchors
When vessel sails into deep waters for a long voyage then the anchors are
secured by housing them right in the hawse pipe, engaging bow stopper and
lashing the cable using devils claw or wire and bottle screws. The spurling
pipe is covered and cemented to prevent ingress of sea water during
passage on shipping seas.
Devils Claw
Bow stopper
Is a deck fitting used to take the load of the anchor cable, anchor and the
dragging forces acting on the vessel after the vessel is brought up.
Foul Hawse
A ship has a foul hawse if the cables are crossed or otherwise foul of each
other when she is riding to two anchors. If the she swings 180 degrees she
will have a foul hawse, and the cables are then said to have a Cross in them:
another 180 degrees more in the same direction would cause an Elbow in
the cable; a further 180 degrees would cause an elbow and a cross, and yet
another 180 degrees would cause a round turn.
Clear or foul Anchor

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The anchor is reported clear or foul as soon as it is entirely sighted. To be

clear the anchor must be hanging from is its ring and clear of its own cable
and of any obstruction such as a bight of rope or chain picked up from the
bottom.
Short Stay
When the anchor cable is leading close to vertical then the anchor is said to
be at short stay.
Long Stay
When the anchor cable is leading at acute angles then the anchor is said to
be at long stay.
To decide whether the vessel is brought up or not
After anchor is let go and the required cable has been paid out. The vessel
will swing into tide and or current. At first the cable will stretch out on
anchor biting the seabed and will be leading almost right ahead at long stay
and then she will come to short stay. When the vessel is riding the anchor
with bow into tide/current at short stay the vessel is said to be brought up to
the anchor. This can also be checked by plotting the position of the vessel on
chart or by bearings.
To check whether anchor is dragging
• By watching the bearing of two fixed lights or objects in line. Beam

bearings are the best. If they change, the ship is dragging.
• By dropping the deep sea lead on to the bottom, and noting if it trails
ahead of the ship.
• By putting the hand on the cable before the windlass. Listen for any sound
of the anchor dragging by bringing the ear close to the cable. Both these
methods, however, may be deceptive because vibration and sound are
often caused by the cable moving on hard ground even though the anchor
is holding well. Also, in soft mud the anchor might drag without causing
any vibration or sound.

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• By observing the anchor cable if she comes to long stay then short stay
and then long stay repeatedly means she is dragging anchor.
• By plotting position of vessel and confirming that the position is within the
swinging circle.
Planning for Anchoring

Master Shall:
1. Identify a suitable anchoring position before entering the anchorage area
2. Conduct a planned approach including speed reduction in ample time and

orienting the ships head prior anchoring to
(a) Same as similar sized vessels around or
(b) Stem the tide or wind whichever is stronger
Decide on which method of anchoring to be used and the number of shackles

depending on the depth of water, expected weather and holding ground. A simple
rule in determining length of cable to use:
Standard condition:
Length of cable = [(Depth of water in meters * 2) + 90 ] / 27.5
When good holding power cannot be expected:
(e.g. Strong Wind, Strong Current, Harder Sea bottom)
Length of cable = [(Depth of water in meters * 3) + 140 ] / 27.5
Radar parallel indexing technique can be used, as it is an effective tool in

maneuvering approach to anchoring position.
A fix reference point is necessary in establishing the intended anchoring position

relative to this fix point.
Preparation for Anchoring

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The Chief Officer must supervise letting go or weighing the anchors and should only
assign experienced crew members to anchor work.
Prior to Anchoring, the Chief Officer should be aware of:
a. Approximate anchoring position
b. Method of approach
c. Which anchor to use
d. Depth of water
e. Method of Anchoring
f. Final amount of Cables
Procedure of the Introduction to Anchoring
At the Forecastle:
Check brakes are on and clear the securing devices (Anchor Lashings, Bow
Compressed Bar etc.)
a. Start Hydraulic (Source of) Power of Windlasses
b. Check Anchor Shape / Light
c. Check Communication with the Bridge
d. Check Lighting on Forecastle including torch , at night time
e. Ensure all personnel are wearing Safety Helmets, Safety Shoes and Goggles.
Before Letting Go Anchor:
The Chief Officer shall confirm that there is no craft or any obstacle under the bow
and inform to the Bridge.
The Master shall ensure that the vessels GPS speed at the time of anchoring is
near-zero or indicates a slight sternway.
The speed should be verified by visual transits and/or Radar ranges of Landmarks,
if available or other fix conspicuous targets.
Where means of communication between Bridge and the Anchoring party is by

Portable radio, the identification of the ship should be clear to avoid
misinterpretation of instructions from other user of such equipment in the vicinity.

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Routine Anchoring Operation
There are 2 methods for Anchoring according to depth of the water:
Method 1 (Preferable for Depths up to 50m )
a. Walk out the anchor to Half a shackle above the sea bottom
b. Hold the cable on the brake and take the windlass out of gear
c. Stop the vessel over ground
d. Drop the anchor
e. Control the speed of cable flow by the brake , while not allowing pile-up
f. Bring anchor cable direction forward and confirmed anchor holds its position
Disadvantages:  
 
If the brake fails, or there is too much speed over ground, the cable will run out to
the bitter end with consequent damage. The brake lining could also be damaged
due to this Dynamic load.
Method 2 (Suggested for Depths over 50m )
a. Stop the vessel over ground
b. Walk out the anchor under power until the complete length of required cable is
paid out and anchor holds it position on the seabed.
c. Bring anchor cable direction forward and confirmed anchor holds its position.
Disadvantages: 
 
Vessel must be completely stopped to avoid major damage to Windlass.
Anchor retrieval
For weighing in the anchors, to reduce the load on the windlass, and keep the cable
near vertical, as required, short movements to be given on the main engine (and
Bow Thruster used, where is applicable)
The stay and direction of the cable and the residual shackles are to be continuously
reported to the bridge.
Anchor Wash to be run to clean the chain and the anchor.

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When anchor is fully hove, the brake is to be applied and the windlass taken out of
gear.
The bow stopper is to be put when it is deemed safe to do so.
Note: 
 
If it does not engage properly on the chain, then it is to be lowered across the chain
as far as possible and lashed down in this position in such a manner, that if the
cable does slip, the bar will fall into place across the chain.
Walk Back speed
On the standard, the weighing chain speed is 15cm / second (= one shackle 27.5
meter / 3 minutes). Its corresponding to 0.3 kts of ship's speed.
It means ships speed with combining turning rate and drifting to wind and current
lee side should be controlled less than 0.3 kts against direction anchor chain is
going.
Do not use propelling beyond maneuvering Half Ahead / Astern Engine, except in
emergency cases, once walk back is commenced.
Communication between bridge and forward
For the good image as macro-wise to actual ship's pose and condition of anchoring
progress, Bow watchmen must report following to the Commander on the Bridge.
a) Approaching speed should follow a gradual decrease plan
b) Reducing speed for anchoring
c) Anchoring speed (Going walk-back)
d) Status chain number have been drawn on each shackle interval
It is preferable to report as "XX shackles in the water" in order for the commander
to easily visualize Length of chains being in the water and can estimate timing of
touching anchor with bottom.
e) Anchor chain direction and tightness after bottom touch
Report shall be combination of following factor
For Horizontal direction:
"clockwise" and "straight down" (or upright)
For Vertical direction :

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"as Long hand (of the clock)"
"as Short hand (of the clock) "
For Tightness :
"Strong tight", "Moderate tight, "Easy tight" and "Slack"
Ex. Chain - 2 o'clock - as short hand - with moderate tight
Anchor watch check item - deck officers guideline
Following are the basic check item that should be taken into account by deck officer
while performing anchor watch
1. Instruction from the Master or Chief Officer
2. Ships position w.r.t swinging circle as marked on chart
3. Length of anchor chain in use
4. Signals, lights, and shapes now in use
5. Visitors identity, number, and business
6. Onboard work
7. Carrying out Master's and Chief Officer's instruction?
8. Is deviation of the vessel's current position from measured position within the
value given by master?
9. Is any oil floating on sea around the vessel?
10. Is under keel clearance being monitored and any change in UKC on similar
heading investigated?
11. Are regulation signals, lights, and shapes being displayed?
12. Are VHF receivers set to the correct working / watch channels?
13. Is there any ship (anchored or underway) that is likely to collide with own
vessel?
14. Reporting and record of necessary matters?
15. Is the accommodation ladder raised to deck level when not in use?
16. Is safety net fitted properly?
17. Is lighting sufficient?

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18. Are any small crafts approaching vessel (ISPS vigilance maintained)?
19. Is anchor chain monitored for excess weight?
20. Has OOW confirmed matters to be turned over to successor?
21. Necessary items entered in Logbook?
22. Master call during excessive Wind Velocity, reduced visibility or in case Whirling
(Yawing) angle :
The factors to be considered in choosing an anchorage are:
Holding quality of the bottom:
The nature and the slope (irregular) of the bottom should be considered poor
holding ground
Adequacy of room for swing
Protection from wind land sea
Strength of tidal stream and wind
Duration of stay at anchor
Type of anchors and cable
Nature of bottom and anchor design
Older types of anchors will hold satisfactorily in firm seabeds such as:
Clay
Soft chalk
Sand
Sand/shingle
Heavy mud
But will drag in softer sea beds such as :
Soft mud
Shingle
Shell

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Recent improvements in anchor design have resulted in obtaining satisfactory hold

in any kind of seabed
No anchor, no matter how well designed, will hold on rock, except by a fluke of the
anchor.
Amount of cable required
The cable must be long enough to ensure that a part of it near the anchor always
remains in the seabed.
The rest of the cable acts as a spring in preventing the anchor from being jerked
when the ship is yawing from side to side, or pitching.
Markings on Anchor and Chain

Each anchor must carry on the crown and on the shank
• the maker’s name or initials,
• its progressive number, and
• its weight.
• the number of the certificate,
• letters indicating the certifying  

authority.  

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Action in case of another vessel anchor is dragging:

• Inform master.
• Sound ‘ U ’ on the whistle, it will attract attention of other vessel in the vicinity and this
will serve as witness.
• Inform mate /Master /ER to keep engines ready
• Call by VHF, if no reply use day light signaling lamp.
• Call for emergency anchor stations.
• Call for quarter master, ARPA/RADAR to be switched on
• If mate/Master not on board call for additional officer/cadet to assist on bridge.
• Inform port control/agent.
• Pay out maximum cable until half shackle left in chain locker, this helps own vessel
drop astern
• Put wheel hard over with respect to other ship to move transversely.
• Prepare second anchor for letting go.
• If other vessel still dragging and happens to sang own ships cable, own ship will feel
a sudden pull towards other ship if this happens slip first anchor.
• When own ship has dropped astern sufficiently and is well clear put wheel amidships
& drop second anchor.
• Make relevant entries in logbook.
What actions to be taken if the vessel has started dragging

anchor?
• Master to be informed, do not hesitate to call him at any time of the day, his
experience and decision making authority is vital in any give situation
• Inform engine room and start the main engine with the permission from the
master and give power to windlass if it is not already given. Make the vessel
ready for manoeuvring
• Stop all other operations and prepare vessel for manoeuvring. Let go cargo
barges and crane barges if they are alongside.
• Inform and alert Vessel traffic system (VTS) and other vessels nearby about
the condition and inform about the actions taken. Seek permission for re-
anchoring
• Start heaving up the anchor and once the vessel’s manoeuvrability is
restored, shift the anchorage position where drifting can be safer or take to
the open sea. OR deploy more cabels or drop a second anchor (not
recommended for big vessels) before the speed of dragging of the vessel
increases. This can stop the small vessel from dragging anchor at very early
stage before the ship is pressed to leeward side with increasing speed

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• Use bow thrusters, main engine and steering to manoeuvre. It becomes

more difficult to weigh anchor when the vessel is pressed more to the
leeward side and takes considerable amount of time. Use bow thrusters for
stemming the wind. Do not override the anchor especially in shallow waters
as the vessel may impact on the anchor during pitching.
• If the scenario permits, let the vessel drag in a controlled manner. But this is
not recommended in areas where offshore work such as oil and gas
operations are being carried out, which can result in damaging the
submerged pipe lines, cables etc.
• Release the bitter end and let go the anchor completely, when weighing of
anchor is not possible. A ship without minimum of 2 anchors is not
considered to be sea worthy, a careful assessment is to be made prior
making this decision
• Call (tugs) for assistance. This is possible only if the weather permits
How will you clear a Foul Anchor

• If the anchor is wedged in an underwater obstruction and cannot be weighed the
vessel should be moved very slowly ahead, veering cable until it grows well
astern. When the vessel is brought up and the cable is taut the engines are
worked ahead very gently to see if the anchor will break out. The vessel can then
slowly be steamed round in a circle with the cable taut (turning towards the
anchor of course), to try to rotate the anchor and break it out by constant
movement. If this fails, together with an attempt under sternway with the cable
growing forward, then the cable must be slipped from the deck, buoying the end,
and the anchor later recovered by divers.
• If the anchor has fouled a cable, wire, or other similar underwater obstruction the
anchor and fouling is hove well up to the hawse pipe. A strong fibre rope, such as
a manila mooring line in the case of a heavy submarine cable, is passed round the
obstruction and both ends are hove taut and made well fast on deck. In the case
of an unimportant obstruction a wire rope can be used, but a fibre rope must be
used in cases where the obstruction may be a telegraph cable or one carrying
high-tension current. When the line is hove taut the anchor is walked back clear of
the obstruction and then hove home into the pipe. Provided the hanger is secured
at the forecastle deck in a region of maximum flare, the fouling will swing clear
when the anchor is walked back. The hanger is then slipped from the deck to
release the fouling.
• If the obstruction is still partially lying on the sea-bed and offering resistance to
the hanger, so that it does not swing to the flare of the bow, the ship should be

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gently sheered away so that the point of suspension of the fouling comes directly
under the deck edge. The anchor can then be hove home.
Snubbing of cable & Ranging of cable:

To snub the cable is to stop the cable running out by applying the brake. A vessel
is said to snub round on her anchor when she checks the paying out of the cable by
applying the brake on the windlass, so causing the cable to act as a spring, turning
the bow smartly in the direction of the cable.
On most modern vessel, ranging the anchor chain means to flake out, on deck or
pier, the anchor chain to determine its condition. Looking for weak links and
measuring wear (new v/s used). Usually the allowable wear is determined by
manufacturer and will be near the anchor end of the chain - where it make the
most contact and movement with the abrasive sea bottom. The chain is sometimes
reverse at set intervals, the anchor end will now be attached to the "bitter end" and
vice versa, in order to get the most life out of the chain. This procedure is usually
done in dry dock.
SWINGING CIRCLE AT ANCHOR
x
y
LOA
l
y= depth+ freeboard

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x= ride length
L= x2—y2
so, SWINGING CIRCLE = LOA+ L
ANCHOR BUOY
• It is orange in color and used to

indicate the position of anchor when
300
lost in an emergency. MM
• length of anchor buoy pendant
is 1.5- 2 times the maximum depth

450 300
at anchorage
MM MM

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PARTS OF KENTER LUGLESS JOINING SHACKLE
PART B
SPILE PIN
PART A LEAD PELLET & DOVE

TAIL CHAMBER

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LINES PLAN
The lines plan (lines drawing) consist of projections of the intersection of the hull with a series of planes. The
planes are equally spaced in each of the three dimensions. These set of planes are mutually perpendicular or
orthogonal in nature.
1. Plan view – Half Breadth Plan
2. Profile View – Sheer Plan
3. Section view – Body Plan
The Body Plan
• Planes parallel to the front and back of the imaginary box are called stations.
• There are three important stations. The intersection of the stem of the ship at the
design water line is called Forward Perpendicular (FP).
• The intersection of the stern at design waterline(immersed transom) or the rudder

stock is called the Aft Perpendicular (AP).
• The station midway between the perpendiculars is called the midships stations.

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• Each station plane will intersect the ship's hull and form a curved line at the
points of intersection. These lines are called sectional lines and are all projected
onto a single plane called the Body Plan.
• The body plan takes advantage of the ship's symmetry. Hence only half the
section is shown.
• The sections forward of amidships are drawn on the right side, and the sections
aft of the amidships are drawn on the left side.
• The amidships section is generally shown on both sides of the body plan. The
vertical line in the center separating the left and right half of the ship is called
the centerline.
• The ship’s length between forward and aft perpendiculars is divided into 10
equally spaced divisions or stations numbered 1 to 10.
• Transverse section of the ship at various stations are drawn to give a drawing
known as Body Plan. Since the vessel is symmetrical, half sections are given. The
stations 0 to 5 representing after half of the ship are shown on the left side of the
plan and the forward section on the right side of the plan.
The Sheer Plan

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• A plane that runs from bow to stern directly through the center of the ship and
parallel to the sides of the imaginary box is called the centerline plane.
• A series of planes parallel to one side of the centerline plane are imagined at
regular intervals from the centerline.
• Each plane will intersect the ship's hull and form a curved line at the points of
intersection. These lines are called buttock or butt lines and are projected onto
a single plane called the Sheer Plan.
• Each buttock line shows the true shape of the hull from the side view for some
distance from the centerline of the ship. The centerline plane shows a special butt
line called the profile of the ship.
• The profile or sheer plan shows the general outline of the vessel , any sheer of the
deck, the deck position and the waterlines. The stations are shown as vertical
parallel lines. Additional stations may be used at forward and aft ends, where the
section change is considerable.
The Half Breadth Plan
• The bottom of the box is a reference plane called the base plane. The base plane
is usually level with the keel.
• A series of planes parallel and above the base plan are imagined at regular
intervals, usually at every meter. Each plane will intersect the ship's hull and form
a line at the points of intersection. These lines are called waterlines and are all
projected onto a single plane called the Half-Breadth Plan.

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• Each waterlines shows the true shape of the hull from the top view for some
elevation above the base plane.
• The water lines referred to here has nothing to do with where the ship actually
floats. There waterlines are the intersection of the ship's hull with some imaginary
plane above the base plane.
• Since ships are symmetric about their centerline they only need be drawn for the
starboard or port side, thus the name Half-Breadth Plan.
• The half breadth plan shows the shape of the waterlines and the deck formed by
the horizontal planes at various waterline height from the keel, this plan is usually
super imposed on sheer plan.
Lofting
Lofting is a drafting technique (sometimes using mathematical tables) whereby
curved lines are generated, to be used in plans for streamlined objects such as
aircraft and boats. The lines may be drawn on wood. The technique can be as
simple as bending a flexible object, such as a long strip of thin wood or thin plastic,
so that it passes over three non-linear points and scribing the resultant curved line,
or plotting the line using computers or mathematical tables.
It is used to draw and cut pieces for hulls and keels, which are usually curved, often
in three dimensions. Loftsmen at the mould lofts of shipyards were responsible for
taking the dimensions, and details from drawings and plans and translating this
information into templates, battens, ordinates, cutting sketches, profiles, margins
and other data. Since the early 1970s computer-aided design (CAD) became normal
for the shipbuilding design and lofting process.
Lofting is the transfer of a Lines Plan to a Full Sized Plan. This helps to assure
that the boat will be accurate in its layout and pleasing in appearance. There
are many methods to loft a set of plans.
The first step is to lay out the grid, mark the Base Line along the length of the
paper or plywood sheet. Then nail Battens every 12 inches (or more in some cases)
where the station lines are to be set as a mark for the perpendicular line, which is
marked with a T-square
The second step is to mark the points from the table of offsets. All measurements
off the table of offsets are listed in Millimeters or the Feet, Inches and Eighths. The

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points are plotted at each station then use a small nail and a batten to Fair (draw
with a fair curve) the ship's lines.
Once the fairing is completed then steel is joined in subassemblies, assemblies and
then finally units. These units are welded together in the fitting out basin to
complete the ship.

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RISK ASSESSMENT
What is a risk assessment?
Risk assessment is the process where you:
• Identify hazards.
• Analyze or evaluate the risk associated with that hazard.
• Determine appropriate ways to eliminate or control the hazard.
Why is risk assessment important?

Risk assessments are very important as they form an integral part of a good
occupational health and safety management plan. They help to:
• Create awareness of hazards and risks.
• Identify who may be at risk.
• Determine if existing control measures are adequate or if more should be done.
• Prevent injuries or illnesses when done at the design or planning stage.
• Prioritize hazards and control measures.
How do you do a risk assessment?

Assessments should be done by a competent team of individuals who have a good
working knowledge of the workplace. Staff should be involved always include
supervisors and workers who work with the process under review as they are the
most familiar with the operation.
In general, to do an assessment, you should:
• Identify hazards.
• Evaluate the likelihood of an injury or illness occurring, and its severity.
• Consider normal operational situations as well as non-standard events such as
shutdowns, power outages, emergencies, etc.
• Review all available heath and safety information about the hazard such as
MSDSs, manufacturers literature, information from reputable organizations,
results of testing, etc.
• Identify actions necessary to eliminate or control the risk.
• Monitor and evaluate to confirm the risk is controlled.
• Keep any documentation or records that may be necessary. Documentation may
include detailing the process used to assess the risk, outlining any evaluations,
or detailing how conclusions were made.
When doing an assessment, you must take into account:

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• the methods and procedures used in the processing, use, handling or storage of
the substance, etc.
• the actual and the potential exposure of workers
• the measures and procedures necessary to control such exposure by means of
engineering controls, work practices, and hygiene practices and facilities.
By determining the level of risk associated with the hazard, the employer and the
joint health and safety committee can decide whether a control program is
required.
It is important to remember that the assessment must take into account not only
the current state of the workplace but any potential situations as well.
Review adequacy of action plan

Any action plan should be reviewed before implementation, typically by asking:
(a) Will the revised controls lead to tolerable risk levels?
(b) Are new hazards created?
(c) What do people affected think about the need for, and practicality of, the revised
preventive measures?
(d) Will the revised controls be used in practice, and not ignored in the face of, for
example, pressures to get the job done?
How do you rank or prioritize the risks?

Ranking or prioritizing hazards is one way to help determine which hazard is the
most serious and thus which hazard to control first. Priority is usually established
by taking into account the employee exposure and the potential for accident, injury
or illness. By assigning a priority to the hazards, you are creating a ranking or an
action list. The following factors play an important role:
• percentage of workforce exposed
• frequency of exposure
• degree of harm likely to result from the exposure
• probability of occurrence
How are the hazards identified?

To be sure that all hazards are found:
• Look at all aspects of the work.
• Include non-routine activities such as maintenance, repair, or cleaning.
• Look at accident / incident / near-miss records.

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• Include people who work "off site" or on other job sites etc.
• Look at the way the work is organized or "done" (include experience and age of
people doing the work, systems being used, etc).
• Look at foreseeable unusual conditions (for example: possible impact on hazard
control procedures that may be unavailable in an emergency situation, power
outage, etc.).
• Examine risks.
• Include an assessment of groups that may have a different level of risk such as
young or inexperienced workers.
What options exist to rank or prioritize risks?

One option is to use a table similar to the following as established by the British
Standards Organization:
Table 2 
Risk Assessment by the British Standards Organization
Severity of Harm
Likelihood of Harm
Slight Harm Moderate Harm Extreme Harm
Very unlikely Very low risk Very low risk High risk
Unlikely Very low risk Medium risk Very high risk
Likely Low risk High risk Very high risk
Very likely Low risk Very high risk Very high risk
Definitions for Likelihood of Harm

Very Likely - Typically experienced at least once every six months by an individual.
Likely - Typically experienced once every five years by an individual.
Unlikely - Typically experienced once during the working lifetime of an individual.
Very unlikely - Less than 1% chance of being experienced by an individual during
their working lifetime.
Definitions for Severity of Harm
Potential severity of harm - When establishing potential severity of harm,
information about the relevant work activity should be considered, together with:
a) part(s) of the body likely to be affected;
b) nature of the harm, ranging from slight to extremely harmful:
1. slightly harmful (e.g., superficial injuries; minor cuts and bruises; eye irritation
from dust; nuisance and irritation; ill-health leading to temporary discomfort)

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2. harmful (e.g., lacerations; burns; concussion; serious sprains; minor fractures;

deafness; dermatitis; asthma; work-related upper limb disorders; ill-health)
3. extremely harmful (e.g., amputations; major fractures; poisonings; multiple
injuries; fatal injuries; occupational cancer; other severely life shortening diseases;
acute fatal diseases)
What are methods of hazard control?

Once you have established your top priorities, you can decide on ways to control
each specific hazard. Hazard control methods are often grouped into the following
categories:
• elimination (including substitution)
• engineering controls
• administrative controls
• personal protective equipment
What documentation should be done for a risk assessment?

Keeping records of your assessment and any control actions taken is very
important. You may be required to store assessments for a specific number of
years. Check for local requirements in your jurisdiction.
The level of documentation or record keeping will depend on:
• level of risk involved,
• legislated requirements, and/or
• requirements of any management systems that may be in place.
Your records should show that you:

• conducted a good hazard review,
• determined the risks of those hazards,
• implemented control measures suitable for the risk,
• reviewed and monitored all hazards in the workplace.

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INCLINING EXPERIMENT
THIS IS AN EXPERIMENT CARRIED OUT ON A NEWLY BUILT VESSEL OR ON A VESSEL
WHICH HAS UNDERGONE MAJOR STRUCTURAL CHANGES TO ASCERTAIN THE LIGHT KG
OF THE VESSEL, ONCE THE LIGHT KG IS KNOWN, THE KG OF THE VESSEL CAN BE FOUND
OUT IN ANY CONDITION.
SOLAS REQUIREMENTS:
1. EVERY PASSENGER SHIP OR EVERY CARGO SHIP OF LENGTH > 24M SHALL HAVE ITS
LIGHT KG ASCERTAINED BY AN INCLINING EXPERIMENT. SUCH AN EXPERIMENT
SHALL BE CONDUCTED WHEN THE SHIP IS FULLY CONSTRUCTED OR AS FAR AS
FULLY CONSTRUCTED.
2. EVERY 5 YEARSA LIGHT SHIP SURVEY SHALL BE CARRIED OUT ON A PASSENGER SHIP.
IF THE DIFFERENCE IS MORE THAN 2 % OR IF THE LCG OF THE VESSEL HAS BEEN
DEVIATED BY MORE THAN 1 %, THEN THE INCLINING EXPERIMENT TEST SHALL BE
CONDUCTED AGAIN.
PRINCIPLE OF INCLINING EXPERIMENT TEST

WHEN A KNOWN WEIGHT IS SHIFTED FROM ONE PLACE TO ANOTHER, PERPENDICULAR
TO THE SHIP’S CENTRE-LINE, THE VESSEL HEELS AND THE RIGHTING MOMENT ADJUSTS
ITSELF TO EQUAL THE HEELING MOMENT. THE ANGLE OF HEEL IS MEASURED, THIS
PROCESS IS REPEATED AT SEVERAL ANGLES IN BOTH DIRECTIONS. AND THE VESSELS KG
IS CALCULATED.

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DERIVATION OF FORMULA
WE KNOW THAT: GGI = (w x d) / W
FROM THE DIAGRAM GGI = GM TAN θ
TAN θ = (w x d) / (W x GM)
TAN θ = CD / AC
GM = (w x d x AC) / (W x CD)
GM = (w x d) x LENGTH OF LUMB LINE WHEN UPRIGHT
W DEFLECTION OF PENDULUM BOB
PROCEDURE
1. A PLUMP BOB IS ATTACHED INSIDE THE CARGO HOLDS IN A WAY AS SHOWN IN THE
DIAGRAM.
2. TO HAVE A BETTER ACCURACY THREE SUCH BOBS ARE ARRANGED, 1 IN THE FWD, 1
IN MIDSHIP AND 1 IN THE AFT OF THE SHIP.
3. FOUR EQUAL WEIGHTS ARE PLACED ON DECK AS SHOWN IN THE FIGURE.
4. W1 IS SHIFTED ALONG WITH W3 AND DEVIATION IS OBTAINED.
6. W1 IS SHIFTED BACK TO ITS ORIGINAL POSITION AND A DEVIATION IS OBTAINED.
12. A MEAN OF ALL THESE DEVIATIONS IS OBTAINED AND APPLIED IN THE FORMULA.
13. A VALUE OF GM IS OBTAINED FROM THE FORMULA,
14. A VALUE OF KM IS OBTAINED FROM THE HYDROSTATIC PARTICULARS,
15. A VALUE OF KG IS OBTAINED, THIS KG ALSO CONTAINS THE WEIGHT OF THE
WEIGHTS USED i.e. THIS KG IS FOR W + 4w.
16. USING THE MOMENTS METHOD A LIGHT SHIP KG IS CALCULATED.
PRECAUTIONS TO BE TAKEN
1. THIS EXPERIMENT MUST BE CONDUCTED ONLY AFTER THE VESSEL IS IN
COMPLETION STATE OF CONSTRUCTION OR AS NEARLY AS POSSIBLE TO HER FINAL
STATE OF CONSTRUCTION.
2. VESSEL SHOULD BE IN A SHELTERED ENVIRONMENT FLOATING FREELY AND AWAY
FROM THE INFLUENCE OF WIND, CURRENT, TIDE, PROPELLER WASHES OF OTHER
VESSELS ETC.
3. VESSEL MUST BE IN A UPRIGHT CONDITION, HOWEVER IF SHE IS LISTED, THE LIST
SHOULD NOT BE GREATER THAN HALF DEGREE.
4. THE VESSEL SHOULD HAVE AN UNDULY LARGE TRIM BECAUSE IF THE TRIM IS VERY
LARGE, THE HYDROSTATIC PARTICULARS OBTAINED FROM THE PARTICULARS
WOULD HAVE SOME ERRORS THEREFORE A DETAILED CALCULATION OF THESE
SHOULD BE DONE BY THE NAVAL ARCHITECTS BEFORE CONDUCTING THE
EXPERIMENT.
5. ACCURATE SIX SIDED DRAFTS OF THE VESSEL MUST BE OBTAINED AND THE DENSITY
OF WATER DETERMINED CAREFULLY,
6. THE VESSEL SHOULD BE SO FAR AS POSSIBLE IN HER LIGHT CONDITION WITH
MINIMUM EXTERNAL WEIGHTS ONBOARD, WEIGHTS OF MORE THAN 4% OF THE
LIGHTSHIP SHOULD NOT BE USED.
7. SHORE GANGWAY MUST BE REMOVED AND THE VESSEL BREATED OFF THE JETTY
FOR FREE INCLINATION,

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8. THERE SHOULD BE ENOUGH UKC TO PREVENT THE VESSEL FROM TOUCHING THE
BOTTOM DURING THE EXPERIMENT,
9. THE TOTAL SUM OF WEIGHTS USED FOR THE EXPERIMENT SHOULD BE AT-LEAST
1/500TH OF THE LIGHTSHIP WEIGHT,
10. EACH DEFLECTION OF THE PENDULUM SHOULD BE ATLEAST 15 CMS,
11. THE LIST PRODUCED DURING THE EXPERIMENT SHOULD NOT BE LESS THAN 1O AND
SHOULD NOT BE MORE THAN 4O. IF THE LIST IS EXCESSIVE IT WILL NOT BE
PROPORTIONAL TO THE HEELING MOMENT PROVIDED.
12. THE LENGTH OF THE PLUMB LINE SHOULD BE BETWEEN 4-6 CMS,
13. FOR V/Ls WITH VERY LARGE GM MORE LENGTH OF PLUMB LINE OR MORE
INCLINATION WEIGHTS CAN BE USED WHICH ARE COMPARITIVELY HEAVIER, IN
ORDER TO PRODUCE EFFECTIVE LIST.
14. IN THE ABSENCE OF INCLINATION WEIGHTS, THE EXPERIMENT CAB BE CONDUCTED
USING CONTROLLED WATER BALLAST BUT ONLY AFTER THE APPROVAL FROM THE
ADMINISTRATION,
15. THE PERSONS NOT REQUIRED FOR THE EXPERIMENT SHOULD LEAVE THE VESSEL
AND THE PESONS ONBOARD SHOULD POSITION THEMSELVES ALONG THE CENTRE-
LINE,
16. VESSEL SHOULD BE IN HER SEAGOING CONDITION AND ITEMS LIABLE TO SHIFT
MUST BE SECURED IN THEIR POSITION. SOME SHIPYARDS USE AN INSTRUMENT
KNOWN AS THE STABILOGRAPH WHICH RECORDS THE LIST PRODUCED WITH
REFERENCE TO THE TIME.

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L&SS (Screening of Navigation Lights)

Lighting & Shape Signal as per Construction of the ship
SEQ cert. will have details of lights that should have been fitted on board the ship
as per its conductional requirements. Surveyor will ask to show L&SS Certificate of
Lights and Shape Signals mentioned in SEQ cert.
Lights and Shape Signals Certificate is given by Ship-yard which it gets from the
Manufacturer. It will have each serial numbers of Navigational Nights and Shape
signals and its description. Any subsequent lights / shapes ordered after delivery ,
their certificate will be sent by manufacturer along with the light / shape.
These certificate confirms that this light has been manufactured in compliance with
Rules and regulations laid by IMO under colreg.
The sidelights of vessels 20 meters or more in length shall be fitted with inboard
screens painted matt black, and meeting the requirements of Section 9 of this
Annex. On vessels of less than 20 meters in length the sidelights, if necessary to
meet the requirements of Section 9 of this Annex, shall be fitted with inboard matt
black screens. With a combined lantern, using a single vertical filament and a very
narrow division between the green and red sections, external screens need not be
fitted.
The sidelights on vessels twenty meters or more long must be fitted with screens,
which are used to keep the light from being seen across the bow (or, in other
words, to help the sidelights meet the horizontal sector cut-off requirements of
Annex I). In practice, some sidelights meet the cut-off requirements (see Section 9)
without screens, but screens must still be fitted. The length of the screens is not
specified, so they may be very short if not needed to meet other requirements.
As per ISI standard
Screening of Mast head light
Masthead Light - Electric Lamps - The lamps of an electric masthead lantern shall
be so placed that a line drawn in a direction 22°30’ abaft the beam on either side,
being a tangent to the forward half of a circle 16 mm in diameter and concentric
with lamp socket, shall cut the edge of the housing lens or plain glass front. The
centre of the lamp socket shall be 8 mm abaft the centre from which the curvature
of the lens or plain glass front is assessed as shown in Fig. 3.
Screening of stern light
The lamp socket of an electric stern lantern shall be so placed that, when the
lantern is in position aboard ship, a line drawn in a direction 67°30’ from right aft

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on each side, being a tangent to the after half of a circle 16 mm in diameter and
concentric with the lamp socket, will cut the edge of the housing of the lens or plain
glass front. The centre of the lamp socket shall be 8 mm forward of the centre from
which the curvature of the lens or plain glass is struck ( see Fig. 8 )

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Screening of Side lights

The green and red side lights shall be fitted with inboard screens projecting at least
0.91 metres forward from the light so as to prevent these lights from being seen
across the bow. The inboard screen may be of wood or steel.
If the inboard screen is made of wood, the wood used shall be well seasoned and
not less than 30 mm in thickness. If the inboard screen is made of steel, the chock
of same should still be made of wood so that the width of the chock can be
adjusted.
Screening Abaft the Beam with Electric Lamps - The lamp socket of an electric
side lantern shall be so placed that a line drawn in a direction 22°30’ abaft the
beam, being a tangent to the forward half of a circle 16 mm in diameter and
concentric with the lamp socket, will cut the edge of the housing of the lens or plain
glass front. The centre of the lamp socket shall be 8 mm abaft the centre from
which the curvature of the lens or plain glass front is struck ( see Fig 6)
Screening Forward - The screen of a side light , shall not be less than 915 mm in
length from the filament, to the chock or its equivalent, and shall always be placed
parallel to the line of the keel. The chocking shall be so arranged to show

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athwartship value of at least 25 mm of filament in a forward direction; that is to

say, a person looking past the edge of the chock in a line parallel to the keel shall
be able to see at least 25 mm of filament.
Separate inboard screen with proper chocks electric side lights shall be provided
chock shall be rounded off.
When the set screw of the cleat is screwed hard, the back of the lanterns shall fit
closely against the back of the screen and the side of the lanterns shall be parallel
to the side of the screen.
MS Act section 287.Inspectors of lights and shapes and fog and distress signals.-
(1) The Central Government may appoint persons to inspect in any port ships or
sailing vessels to which the collision regulations apply, for the purpose of seeing
that such ships or sailing vessels are properly provided with lights and shapes and
with the means of making fog and distress signals, in pursuance of such
regulations.
(2) If an inspector appointed under sub-section (1) finds that any ship or sailing
vessel is not so provided, he shall give to the owner, master or tindal, notice in
writing pointing out the deficiency, and also what, in his opinion, is requisite in
order t remedy the same.
(3) Every notice so given shall be communicated in the prescribed manner to the
customs collector at any port from which such ship or sailing vessel may seek to
clear; and no customs collector to whom such communication is made shall grant
such ship a port clearance or allow her t proceed to sea without a certificate under
the hand of some person appointed as aforesaid, to the effect that the said ship or
sailing vessel is properly provided with lights and shapes and with the means of
making fog and distress signals in pursuance of the said regulations.

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On Board Training
Training should be based on:
• Knowledge.
• Skills.
• Attitude.
Use of on Board Training
• Best place to learn is in the environment.
• Practical application of the learned knowledge and skills is reinforced in

situation  
required.
• For demonstration of competence in a practical way.
• Do not need to create unique learning experiences they are happening on

job.
• Personnel are up to date with operational factors and will provide relevant
ship specific  
training e.g. safety, communication between ship and shore.
Points to consider while Training  
• Who is the trainee?
• What are the objectives?
• Which training method is most appropriate with respect to the specific

learning  
objective?
• What resources are required?  
Task Prioritization
Emergency
Imminent threat to life, property, security or the environment; warrants immediate

response and mitigation – but not necessarily a permanent repair.

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Urgent
These situations pose a threat of personal injury, equipment damage, or a serious

disruption. Whenever possible, urgent work orders should be completed within 24
hours to mitigate the situation before injury occurs, equipment or property is
damaged, or the condition worsens.
Important
Work that does not fit within the definition of urgent work; but needs to be
accomplished in a specific time frame. Such work may be high profile in nature,
have a short deadline date, usually warrants an expedited response, ideally within
24 to 48 hours.
Routine
Normal maintenance or service item that does not pose an immediate risk to
facilities, systems, equipment or components due to increased work load , work to
be completed within 24 hours to 30 days.
Not important work
That has been intentionally or unintentionally delayed due to lack of funding,

impending asset retirement, awaiting conflict resolution, long-term access issues,
or has been subject to other administrative issues or constraints.
Situational Awareness
Situational Awareness is the ability to identify, process, and comprehend the critical
elements of information about what is happening in your environment. More simply,
it is to know what is going on around you.
• Be alert for deviations from standard procedures.
• Watch for changes in the performance of others around you.
• Be proactive, provide information in advance.
• Identify problems in a timely manner.
• Communicate effectively.
• Keep abreast of the mission or task status.

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• Continually assess and reassess the situation.
• Ensure that all expectations are shared for complete awareness by everyone
involved.
Clues to lose in Situational Awareness

The loss of Situational Awareness usually occurs over a period of time and will leave
a trail of clues. Be alert for the following clues that will warn of lost or diminished:
• Confusion.
• No one watching or looking for hazards.
• Use of improper procedures.
• Ambiguity.
• Fixation or Preoccupation.
• Failure to meet planned targets.
• Unresolved discrepancies.

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

1974
A brief background
The SOLAS Convention in its successive forms is the leading international treaty concerning the
safety of merchant ships. Its first version dates back to 1914, a second version came in 1929, and
a third in 1948. The 1960 Convention represented a further major step in keeping pace with
technical developments in the shipping industry and modernizing regulations. A cornerstone for
the IMO, the 1960 Convention was adopted on June 17, 1960 and entered into force on May 26,
1965. Among other things, the Convention codified the intention to keep SOLAS up to date by a
mechanism of periodic amendments. However, the introduced amendments procedure proved to
be inefficient, thus leading to the adoption of a completely new convention on November, 1
1974. The 1974 Convention entered into force on May 25, 1980. It not only included the
amendments agreed up until that date but incorporated a new amendment procedure designed to
ensure that changes could be made within a specified (acceptably short) period of time. As of
February 1, 1998, 138 states have become parties to the SOLAS Convention.
What does it aim to achieve?
The main objective of the SOLAS Convention is to specify minimum safety standards for the
construction, equipment maintenance and operation of ships. The Convention calls on the Flag
States to ensure that the ships under their flag comply with its codes and requirements and
prescribes a number of certificates to prove compliance. Control provisions also allow
Contracting Governments to exercise Port State control by inspecting ships flying the flag of
other Contracting States when there are clear grounds for believing that the ship and its
equipment do not substantially comply with the requirements of the Convention.
Two protocols and a number of amendments have continuously updated the SOLAS Convention
in line with the developments of and the challenges faced by the shipping industry. Some of
these changes reflect a proactive reflection of new technological developments and safety
requirements, while others came into existence as a result of reaction to major maritime disasters.
The introduction of the "tacit acceptance" procedure in the international instruments under IMO
administration has made such an amendment load possible by greatly streamlining the
procedures for the newly adopted provisions to enter into force.
The layout of SOLAS
At present, the SOLAS Convention comprises 14 Chapters.
➢ Chapter I - General Provisions

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It includes regulations concerning the survey of the various types of ships and the issuing of
documents signifying that the ship meets the requirements of the Convention. The Chapter also
includes provisions for the control of ships in ports of other Contracting Governments. 
The chapter further contains general provisions, the most important of them concerning the
survey of the various types of ships and the issuing of documents signifying that the ship meets
the requirements of the Convention. This chapter also includes provisions for the control of ships
in ports of other Contracting Governments.
Chapter 1 - General Provisions and General requirements
(a) The construction and arrangement of a vessel must allow the safe operation of the vessel in
accordance with the terms of its Certificate of Inspection giving consideration to provisions for a
seaworthy hull, protection against fire, means of escape in case of a sudden unexpected casualty,
guards and rails in hazardous places, ventilation of enclosed spaces, and necessary facilities for
passengers and crew.
(b) Vessels to which this subchapter applies must meet the applicable provisions in subchapter S
(Subdivision and Stability) of this chapter, except that the requirements in subpart K of this part
may be met in lieu of the requirements of §§ 171.124 through 171.155 in subchapter S of this
chapter.
Applicability to existing vessels
(a) Except as otherwise required by paragraph (b) of this section, an existing vessel must comply
with the construction and arrangement regulations that were applicable to the vessel on March
10, 1996, or, as an alternative, the vessel may comply with the regulations in this part.
(b) Alterations or modifications made to the structure or arrangements of an existing vessel

regulated by this part, that are a major conversion, on or after March 11, 1996, must comply with
the regulations of this part. Repairs or maintenance conducted on an existing vessel, resulting in
no significant changes to the original structure or arrangement of the vessel, must comply with
the regulations applicable to the vessel on March 10, 1996, or, as an alternative, with the
regulations in this part. However, when outfit items such as furnishings and mattresses are
renewed, they must comply with the
Chapter II-1 deals with subdivision and stability as well as with machinery and electrical
installations. Fire protection, fire detection and fire extinction and, particularly, detailed fire
safety provisions for tankers and combination carriers, are incorporated in Chapter II-2 of the
1974 Convention. Both chapters were virtually re-written by the 1981 Amendments and were
further modified by subsequent revisions.

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➢ Chapter II-1 - Construction - Subdivision and stability, machinery and electrical

installations
 
The subdivision of passenger ships into watertight compartments must be such that after
assumed damage to the ship's hull the vessel will remain afloat and stable. Requirements for
watertight integrity and bilge pumping arrangements for passenger ships are also laid down as
well as stability requirements for both passenger and cargo ships. 
 
The degree of subdivision - measured by the maximum permissible distance between two
adjacent bulkheads - varies with ship's length and the service in which it is engaged. The highest
degree of subdivision applies to passenger ships.
 
Requirements covering machinery and electrical installations are designed to ensure that services
which are essential for the safety of the ship, passengers and crew are maintained under various
emergency conditions. The steering gear requirements of this Chapter are particularly important.
➢ Chapter II-2 - Fire protection, fire detection and fire extinction

 
The chapter includes detailed fire safety provisions for all ships and specific measures for
passenger ships, cargo ships and tankers.
 
They include the following principles: division of the ship into main and vertical zones by
thermal and structural boundaries; separation of accommodation spaces from the remainder of
the ship by thermal and structural boundaries; restricted use of combustible materials; detection
of any fire in the zone of origin; containment and extinction of any fire in the space of origin;
protection of the means of escape or of access for fire-fighting purposes; ready availability of
fire-extinguishing appliances; minimization of the possibility of ignition of flammable cargo
vapour.
Introduction
In 1992, the Sub-Committee on Fire Protection agreed to undertake a comprehensive revision of

chapter II-2 of the 1974 Safety of Life at Sea Convention (SOLAS), as amended, following the
adoption, over a number years, of various sets of amendments, which made the chapter difficult
to use and implement. Technological advancements and lessons learned from accidents since the
chapter’s last revision in 1981, required new provisions to be added and for existing
requirements to be modified. However, the outcome of this eight year effort resulted in more
than just a “user-friendly” amalgamation of the latest amendments, but an entirely new structure
for SOLAS chapter II-2 which may better accommodate the way port and flag States and ship
designers deal with fire safety issues in the future.
1974 SOLAS Convention

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While the SOLAS conventions of 1914, 1929, 1948 and 1960 contained fire safety requirements,
they proved inadequate for passenger ships. In the 1960’s, a series of fires aboard international
passenger ships highlighted many problems and, as a result, IMO ultimately developed the 1974
SOLAS Convention. The 1974 SOLAS Convention, which came into effect in 1980, required all
new passenger ships to be built of non-combustible materials and to have either a fixed fire
sprinkler system or fixed fire detection system installed. Requirements for cargo ships were also
updated with special regulations for specific types of cargo ships such as tankers.
In addition, the old SOLAS chapter II (Construction) of the 1960 SOLAS Convention was
divided into two new chapters: The new SOLAS chapter II-1 on Construction - Structures,
subdivision and stability, machinery and electrical requirements, and the new SOLAS chapter.
 
II-2 on Construction - Fire protection, fire detection and fire extinction.
1992 Fire Safety Amendments
There have been incremental fire safety amendments to the 1974 SOLAS Convention since its
adoption. However, in 1992, two years after the tragic fire aboard the Scandinavian Star where
158 persons died, the most significant set of fire safety amendments since 1948 were adopted by
IMO, affecting the fire safety of both new and existing passenger ships. The new fire safety
amendments required the installation of the latest fire safety features applicable to any modern
hotel such as automatic sprinkler and smoke detection systems, and the upgrading of fire safety
bulkheads to non-combustible materials and improved methods for assisting escaping persons.
The aforementioned changes are just a few of the upgrades included in the 1992 Amendments.
However, since most (but certainly not all) of the latest fire safety technologies and features of
the day had been incorporated into the 1974 SOLAS Convention, many began to question what
fire safety issues were left to consider after such a historic and far reaching set of amendments
were adopted.
The revised SOLAS chapter II-2
Comprehensive review
After incorporating the many revisions adopted after the 1974 SOLAS Convention had come
into force, it became apparent that the existing SOLAS chapter II-2 was becoming increasingly
difficult to use and implement. In particular, the existing chapter had many vague phrases such
as “to the satisfaction of the Administration” or “a means shall be provided”. In fact, there were
over 200 such phrases used throughout the chapter. In addition, the existing chapter had no
support structure to accommodate novel designs and features and there was little focus on the
human element, an issue which is now receiving a great deal of attention given that 80%
maritime casualties are caused by the human element.

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To address the above issues, the Sub-Committee on Fire Protection undertook an eight year effort
that led to the adoption of an entirely new structure for SOLAS chapter II-2 which may better
accommodate the way port and flag States and ship designers deal with fire safety issues in the
future. The new structure focuses on the “fire scenario process” rather than on ship type, as the
existing SOLAS chapter II-2 is currently structured. Thus, the regulations start with prevention,
detection, and suppression following all the way through to escape. In addition, to make the
revised SOLAS chapter II-2 more user-friendly, specific system related technical requirements
were moved to a new International Fire Safety Systems Code (which will be addressed later in
the paper) and each regulation will now have a purpose statement and functional requirements to
assist port and flag States in resolving matters which may not be fully addressed in the
prescription requirements.
The revised SOLAS chapter II-2 also has a new part E that deals exclusively with human
element matters such as training, drills and maintenance issues and a new part F that sets out a
methodology for approving alternative (or novel) designs and arrangements. In regard to the
latter, the regulations contained in part F will be supported by a new set of guidelines. The new
guidelines, once adopted, are intended to provide technical justification for alternative design and
arrangements to SOLAS chapter II-2. The guidelines will outline the methodology for the
engineering analysis required by the new SOLAS regulation II-2/17, dealing with alternative
design and arrangements, where approval of an alternative design deviating from the prescriptive
requirements of SOLAS chapter II-2 is sought.
The revised SOLAS chapter II-2 and the associated FSS Code enter into force on 1 July 2002
and will apply to all ships built on or after 1 July 2002, although some of the amendments apply
to existing ships as well as new ones. A summary of the revised SOLAS chapter II-2 provisions
is contained in annex 1.
The International Fire Safety Systems (FSS) Code
The adoption of the FSS Code is a major change to the original Convention. Some of the
original technical provisions have been transferred from the Convention to the Code, and many
others have been spelled out in greater detail in the Code. The main reason behind this decision
was to separate carriage and other statutory requirements, which clearly belong in the
Convention and are meant for the Administration, from purely technical provisions, which are
better suited for the Code and may be applied in a more user-friendly manner by equipment
manufacturers, systems engineers, etc.
As mentioned earlier, the purpose of the FSS Code is to provide international standards for fire
safety systems required by revised SOLAS chapter II-2, under which it is made mandatory. The
FSS Code consists of fifteen chapters, each addressing specific systems and arrangements,
except for chapter I which contains a several definitions and also general requirements for
approval of alternative designs and toxic extinguishing media. Annex 2 contains a list of the
chapters in the new FSS Code.

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Summary of revised SOLAS Chapter II-2; Construction – fire protection, fire detection
and fire extinction; Entry into force: 1 July 2002
Part A - General
❖ Regulation 1 - Application - The chapter applies to ships built on or after 1 July 2002.
Ships constructed before that date should comply with the chapter in force prior to 1 July
2002, however there are some requirements for existing ships in the revised chapter
❖ Regulation 2 - Fire safety objectives and functional requirements – Provides the fire
safety objectives and functional requirements for the chapter
❖ Regulation 3 - Definitions - Gives definitions of terms used in the chapter 
Part B - Prevention of fire and explosion
❖ Regulation 4 - Probability of ignition - The purpose of this regulation is to prevent the

ignition of combustible materials or flammable liquids
❖ Regulation 5 - Fire growth potential - The purpose of this regulation is to limit the fire
growth potential in every space of the ship
❖ Regulation 6 - Smoke generation potential and toxicity - The purpose of this regulation is
to reduce the hazard to life from smoke and toxic products generated during a fire in
spaces where persons normally work or live
Part C- Suppression of fire
❖ Regulation 7 - Detection and alarm - The purpose of this regulation is to detect a fire in
the space of origin and to provide for alarm for safe escape and fire-fighting activities.
❖ Regulation 8 - Control of smoke spread - The purpose of this regulation is to control the
spread of smoke in order to minimize the hazards from smoke.
❖ Regulation 9 - Containment of fire - The purpose of this regulation is to contain a fire in
the space of origin.
❖ Regulation 10 - Fire fighting - The purpose of this regulation is to suppress and swiftly
extinguish a fire in the space of origin.
❖ Regulation 11 - Structural integrity - The purpose of this regulation is to maintain
structural integrity of the ship preventing partial or whole collapse of the ship structures
due to strength deterioration by heat.
Part D – Escape

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❖ Regulation 12 - Notification of crew and passengers - The purpose of this regulation is to

notify crew and passengers of a fire for safe evacuation
❖ Regulation 13 - Means of escape -The purpose of this regulation is to provide means of
escape so that persons onboard can safely and swiftly escape to the lifeboat and life-raft
embarkation deck
Part E - Operational requirements
❖ Regulation 14 - Operational readiness and maintenance - The purpose of this regulation is

to maintain and monitor the effectiveness of the fire safety measures the ship is provided
with
❖ Regulation 15 - Instructions, onboard training and drills -The purpose of this regulation is
to mitigate the consequences of fire by means of proper instructions for training and drills
for persons onboard responsible for carrying out ship procedures under emergency
conditions
❖ Regulation 16 – Operations -The purpose of this regulation is to provide information and
instructions for proper ship and cargo handling operations in relation to fire safety
Part F - Alternative design and arrangements
❖ Regulation 17 - Alternative design and arrangements - The purpose of this regulation is to

provide a methodology for approving alternative design and arrangements for fire safety.
Part G - Special requirements
❖ Regulation 18 - Helicopter facilities - The purpose of this regulation is to provide

additional measures in order to address the fire safety objectives of this chapter for ships
fitted with special facilities for helicopters.
❖ Regulation 19 - Carriage of dangerous goods - The purpose of this regulation is to
provide additional safety measures in order to address the fire safety objectives of this
chapter for ships carrying dangerous goods.
❖ Regulation 20 - Protection of vehicle, special category and RO-RO spaces - The purpose
of this regulation is to provide additional safety measures in order to address the fire
safety objectives of this chapter for ships fitted with vehicle, special category and RO-RO
spaces.
➢ Chapter III - Life-saving appliances and arrangements
The Chapter includes requirements for life-saving appliances and arrangements, including
requirements for life boats, rescue boats and life jackets according to type of ship.

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The International Life-Saving Appliance (LSA) Code gives specific technical requirements for
LSA and is mandatory under Regulation 34, which states that all life-saving appliances and
arrangements shall comply with the applicable requirements of the LSA Code.
The chapter covers life-saving mechanisms and arrangements. This Chapter was completely
revised in 1983 and then re-written again by the June 1996 Amendments, which are expected to
enter into force on July 1, 1998.
➢ Chapter IV – Radio communications2

 
The Chapter incorporates the Global Maritime Distress and Safety System (GMDSS). All
passenger ships and all cargo ships of 300 gross tonnage and upwards on international voyages
are required to carry equipment designed to improve the chances of rescue following an accident,
including satellite emergency position indicating radio beacons (EPIRB) and search and rescue
transponders (SART) for the location of the ship or survival craft.
The chapter covers undertakings by contracting governments to provide radio communciation

services as well as ship requirements for carriage of radio communications equipment. The
Chapter is closely linked to the Radio Regulations of the International Telecommunication
Union.
Radiotelegraphy and radiotelephony form the subject matter of Chapter IV. The chapter is
closely linked to the Radio Regulations of the International Telecommunication Union and was
completely revised in October 1988.
➢ Chapter V - Safety of navigation

 
Chapter V identifies certain navigation safety services which should be provided by Contracting
Governments and sets forth provisions of an operational nature applicable in general to all ships
on all voyages. This is in contrast to the Convention as a whole, which only applies to certain
classes of ship engaged on international voyages.
The subjects covered include the maintenance of meteorological services for ships; the ice patrol
service; routeing of ships; and the maintenance of search and rescue services.
 
This Chapter also includes a general obligation for masters to proceed to the assistance of those
2 The Global Maritime Distress and Safety System constitutes another element of the SOLAS Convention (the 1988
(GMDSS) Amendments). Based on the combined use of satellite communications provided by INMARSAT and
terrestrial radio, the GMDSS marks the biggest change to maritime communications since the invention of radio.
The system will allow the search and rescue authorities ashore, as well as ships in the vicinity of a maritime
emergency, to receive rapid alert. The GMDSS amendments entered into force on February 1, 1992 and the
introduction of the GMDSS began in 1993. The system was completed in 1999.

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in distress and for Contracting Governments to ensure that all ships shall be sufficiently and
efficiently manned from a safety point of view.
The chapter makes mandatory the carriage of voyage data recorders (VDRs) and automatic ship
identification systems (AIS) for certain ships.
Basically, the chapter deals with safety of navigation. It identifies certain navigation safety
services which should be provided by Contracting Governments and sets forth provisions of an
operational nature applicable in general to all ships on all voyages. The subjects covered include
the maintenance of meteorological services for ships; the ice patrol service; routing of ships; the
maintenance of search and rescue services; and distress assistance. Chapter V makes mandatory
all ship reporting systems that are approved by the IMO (May 1994 Amendments) and also
provides for mandatory ship routing systems (May 1995 Amendments). Currently, Chapter V is
in the process of complete revision.
➢ Chapter VI - Carriage of Cargoes
The Chapter covers all types of cargo (except liquids and gases in bulk) "which, owing to their
particular hazards to ships or persons on board, may require special precautions". 
 
The regulations include requirements for stowage and securing of cargo or cargo units (such as
containers).
 
The Chapter requires cargo ships carrying grain to comply with the IMO International Grain
Code.
This chapter was revised in 1991 to make it applicable to all types of cargo with the exception of
liquids and gases in bulk. The carriage of dangerous goods is dealt with in Chapter VII which
contains provisions for the classification, packaging, marking, labeling and placarding,
documentation and stowage of dangerous goods in packaged form, in solid form in bulk, as well
as of liquid chemicals and liquefied gases in bulk. This classification follows the system used by
the UN for all modes of transport.
➢ Chapter VII - Carriage of dangerous goods

 
The regulations are contained in three parts:
 
Part A - Carriage of dangerous goods in packaged form or in solid form or in bulk - includes
provisions for the classification, packing, marking, labelling and placarding, documentation and
stowage of dangerous goods. Contracting Governments are required to issue instructions at the
national level and the Chapter refers to International Maritime Dangerous Goods (IMDG) Code,
developed by IMO, which is constantly updated to accommodate new dangerous goods and to
supplement or revise existing provisions.

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Part B covers Construction and equipment of ships carrying dangerous liquid chemicals in bulk
and requires chemical tankers built after 1 July 1986 to comply with the International Bulk
Chemical Code (IBC Code).
 
Part C covers Construction and equipment of ships carrying liquefied gases in bulk and gas
carriers constructed after 1 July 1986 to comply with the requirements of the International Gas
Carrier Code (IGC Code).
Part D includes special requirements for the carriage of packaged irradiated nuclear fuel,
plutonium and high-level radioactive wastes on board ships and requires ships carrying such
products to comply with the International Code for the Safe Carriage of Packaged Irradiated
Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships (INF Code).
The chapter requires carriage of dangerous goods to be in compliance with the relevant
provisions of the International Maritime Dangerous Goods Code (IMDG Code). The IMDG
Code was first adopted by IMO in 1965 and has been kept up to date by regular amendments,
including those needed to keep it in line with United Nations Recommendations on the Transport
of Dangerous Goods which sets the basic requirements for all the transport modes
➢ Chapter VIII - Nuclear ships

 
The chapter gives basic requirements for nuclear-powered ships and is particularly concerned
with radiation hazards. It refers to detailed and comprehensive Code of Safety for Nuclear
Merchant Ships which was adopted by the IMO Assembly in 1981.
The May 1994 amendments further extended the SOLAS scope by adopting three new chapters -
Chapters IX, X, & XI.
➢ Chapter IX - Management for the Safe Operation of Ships

 
The Chapter makes mandatory the International Safety Management (ISM) Code, which requires
a safety management system to be established by the shipowner or any person who has assumed
responsibility for the ship (the "Company").
 
The chapter, entitled "Management for the Safe Operation of Ships" makes mandatory the
International Safety Management Code, which was adopted by IMO in November 1993
(Assembly resolution A.741(18)). The Code establishes safety management objectives to provide
for safe practices in ship operation and a safe working environment; to establish safeguards
against all identified risks; and to continuously improve safety management skills of personnel,
including preparing for emergencies. It further requires for a Safety Management System (SMS)
to be established by "the Company"(defined as the ship owner or any person who has assumed
responsibility for operating the ship).

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➢ Chapter X - Safety measures for high-speed craft

 
The Chapter makes mandatory the International Code of Safety for High-Speed Craft (HSC
Code).
Chapter XI-1 - Special measures to enhance maritime safety

 
The Chapter clarifies requirements relating to authorization of recognized organizations
(responsible for carrying out surveys and inspections on Administrations' behalves); enhanced
surveys; ship identification number scheme; and port State control on operational requirements.
Among other things, Chapter XI, "Special Measures to Enhance Safety" makes it possible for
port State Control officers inspecting foreign ships to check operational requirements "when
there are clear grounds for believing that the master or crew are not familiar with essential
shipboard procedures relating to the safety of ships." Reference is made to the IMO Resolution
A.742 (18) which acknowledges the need for port States to be able to monitor not only the way
in which foreign ships comply with IMO standards but also to be able to assess "the ability of
ships' crews in respect of operational requirements relevant to their duties, especially with regard
to passenger ships and ships which may present a special hazard."
➢ Chapter XI-2 - Special measures to enhance maritime security

 
The Chapter was adopted in December 2002 and entered into force on 1 July 2004. Regulation
XI-2/3 of the new chapter enshrines the International Ship and Port Facilities Security Code
(ISPS Code). Part A of the Code is mandatory and part B contains guidance as to how best to
comply with the mandatory requirements. The regulation requires Administrations to set security
levels and ensure the provision of security level information to ships entitled to fly their flag.
Prior to entering a port, or whilst in a port, within the territory of a Contracting Government, a
ship shall comply with the requirements for the security level set by that Contracting
Government, if that security level is higher than the security level set by the Administration for
that ship.
Regulation XI-2/4 confirms the role of the Master in exercising his professional judgement over
decisions necessary to maintain the security of the ship. It says he shall not be constrained by the
Company, the charterer or any other person in this respect. Regulation XI-2/4 confirms the role
of the Master in exercising his professional judgement over decisions necessary to maintain the
security of the ship. It says he shall not be constrained by the Company, the charterer or any
other person in this respect.
Regulation XI-2/5 requires all ships to be provided with a ship security alert system, according to
a strict timetable that will see most vessels fitted by 2004 and the remainder by 2006. When
activated the ship security alert system shall initiate and transmit a ship-to-shore security alert to

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a competent authority designated by the Administration, identifying the ship, its location and
indicating that the security of the ship is under threat or it has been compromised. The system
will not raise any alarm on-board the ship. The ship security alert system shall be capable of
being activated from the navigation bridge and in at least one other location.
Regulation XI-2/6 covers requirements for port facilities, providing among other things for
Contracting Governments to ensure that port facility security assessments are carried out and that
port facility security plans are developed, implemented and reviewed in accordance with the
ISPS Code.
Other regulations in this chapter cover the provision of information to IMO, the control of ships
in port, (including measures such as the delay, detention, restriction of operations including
movement within the port, or expulsion of a ship from port), and the specific responsibility of
Companies.
➢ Chapter XII - Additional safety measures for bulk carriers

 
The Chapter includes structural requirements for bulk carriers over 150 metres in length.
The International Maritime Organization (IMO) has issued Circular providing unified
interpretations of SOLAS regulation XII/6.5.1, in relation to the protection of cargo holds from
loading and discharge equipment, and regulation XII/6.5.3, regarding failure of cargo hold
structural members and panels. Member Governments and international organizations are invited
to use the annexed unified interpretations as guidance when applying relevant provisions of
SOLAS chapter XII to bulk carrier construction, for ships constructed on or after 1 July 2006,
and to bring the unified interpretations to the attention of all parties concerned.
Regulation XII/6.5.1 – Protection of cargo holds from loading/discharge equipment
The protection of the structure of the cargo holds should be achieved by structural design
features such as mandatory application of classification society “grab notation”.
The protection of hatchways and coamings from grab wire damage may be achieved by fitting
protection bars (e.g., half-round bar) on the hatch-side girder (e.g., upper portion of top-side tank
plates), hatch-end beams and the upper portion of hatch coamings.
Regulation XII/6.5.3 – Failure of cargo holds structural members and panels
Stiffening structural member means a stiffener attached to a structural plating panel.

For the purpose of this interpretation, cargo area includes hatchway coamings, top-side tanks,
side shells, longitudinal bulkheads of double-side skin construction, bilge hopper tanks and
double bottom, but excludes hatchway covers.

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Structural members of a cargo hold are the hatchway coamings, transverse bulkheads, panel
plates of the top-side tanks and bilge hopper tanks facing the cargo hold, inner bottom, side shell
of single-side skin construction or longitudinal bulkhead of double-side skin construction.
The term “single failure of one stiffening structural member” is generally considered to mean
localized mechanical damage such as local permanent deformation, cracking or weld failure that
might result from accidental damage within the cargo hold.
The design considerations should be such that a single localized damage, which is of a size that
is likely to be detected, should not lead to complete collapse of the stiffened panel under a load
equal to the maximum allowable design still water load plus 80% of the maximum lifetime
dynamic load.
If the damage is a crack or welding damage, immediate fracture propagation should be avoided;
This may be achieved by appropriate design and selection of materials.
The intent of the regulation regarding the external hull envelope within the cargo area is
addressed through the structural design requirements that meet the environmental and
operational loads defined in the relevant requirements of classification societies.
➢ Chapter XIII - Verification of compliance
Makes mandatory from 1 January 2016 the IMO Member State Audit Scheme.
➢ Chapter XIV - Safety measures for ships operating in polar waters
The chapter makes mandatory, from 1 January 2017, the Introduction and part I-A of the
International Code for Ships Operating in Polar Waters (the Polar Code).

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PARAMETRIC ROLLING:
The development of container ships requiring large deck cargo capacity and having fast service
speeds has resulted in hull forms with fine bows combined with a wide stern. This asymmetry
between the bow and the stern has produced the tendency for ships pitching motion to induce
rolling which has been severe in several in recent cases. This type of rolling has been called as
PARAMETRIC ROLLING as it depends upon the parameters of the ships displacement and
righting lever and is most marked when the pitching period is either equal to or half that of
vessels synchronous roll period.
If the vessel has a slight heel due to windage then the effective immersed waterline beam and
righting lever will increase, as the hull pitches stern down. This will create a large restoring
moment that will be unchecked if the hull then pitches bow down. At the end of the return roll
as the effective waterplane width and righting moment will be reduced. This cyclic variation in
the righting lever occurs at the pitching frequency and can induce a rapid build up in rolling
motion, if its period is close to either the ships natural roll period or half of the vessels natural
roll period.
ACTIONS TO REDUCE THE PARAMETRIC ROLLING:
• I.M.O General Assembly Master’s Guide for avoiding PARAMETRIC ROLLING.
• Alter angle of encounter.
• Reduce speed.
• Anti rolling/ anti heeling tanks, stabilizing fins, bilge keels can be used to reduce it.
TORSIONAL STRESSES(INDUCED BY SHIPS ROLLING MOTION):

When a vessel heels, the buoyancy distribution changes with the angle of heel of the hull. In a
ship shape vessel, flare increases the buoyancy at the fore part and aft part as vessel heels
over which will create bending stresses as this extra buoyancy acting at the bow and stern lifts
the hull upwards.
Another effect on the vessel is that as the ship reaches the end of a roll, the restoring forces
increases at the bow and stern region more quickly than midship, which subjects the hull to
twisting or torsional stresses.
Continuous longitudinal structure of the hull must be sufficiently strong to withstand the
torsional stress and transmit the excessive righting forces at the ends of hull to the midship
region to minimize the twisting at the ends of a roll.
Over the years, ships hatch openings have increased in area to allow more direct spaces. The
subsequent reduction in continuous fore and aft deck plating must be compensated for.

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Heavy box girders running along the length of the ship can be incorporated into the ship
structure. Another method is to build a substantial double hull using the spaces created as
WING TANKS.
WRACKING STRESSES:
The righting moment and the restoring forces produced by heeling a ship are caused by the
change of buoyancy distribution and consequently act initially on the submerged hull. During
the rolling motion, the ship’s structure must be capable of transmitting these forces to the parts
of the vessel above the water line which will tend to continue their rotation beyond the end of
the roll until the restoring forces have been effectively transmitted. This produces stresses
which act to distort the box section of the hull and are known as RACKING STRESSES.
The mass of the ship above the water line continues to swing beyond the end of the roll until
the restoring forces have been effectively transmitted from the submerged hull structure to the
rest of the vessel. Distortion of the hull is greatest at the deck margin and at the turn of the
bilge. Racking stresses are restricted by reinforcing the corners most affected with ties such as
BEAM KNEES or DEEP WEB FRAMING between the frames and under deck transverse
beams.

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TYPES OF BILL OF LADING
Multimodal Transport Bill of Lading
A Multimodal Transport Bill of Lading is a bill of lading involving both sea and other
transport modes but, with different carriers involved at each stage, e.g. another
shipping company, a road haulier, a railway company, an air transport company, an
inland shipping company, etc. The multimodal transport bill of lading is issued by
the sea carrier and he states on it that he will be responsible for the goods during
the entire period of transport.
The multimodal transport bill of lading can be issued as a negotiable bill of lading or
as a non negotiable bill of lading.
Through Bill of Lading
The Through Bill of lading is virtually identical to the Multimodal Transport Bill of
lading but with one major difference:
The Multimodal Transport Bill of Lading is issued by the Multimodal Transport

Operator (MTO) (generally the sea carrier) and he takes responsibility of the goods
(e.g. shortages, losses, damages) during the entire period of transport, thus not
only for the sea passage but also for the other transport modes.
The Through Bill of Lading is issued by the sea carrier but he states on it that he is
only responsible for the goods for that part of the carriage he takes care of, thus
the sea passage.
Combined Transport Bill of Lading
The combined transport bill of lading covers transport from door-to-door by several
modes of transport. It is usually used by liner companies who want to offer a full
service to their customers by carrying their goods from door to door (and mainly in
containers).
Combined transport is the combination of at least two types of transport in a

uniform transport chain that does not involve the changing of transport units. Most

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of the journey is by rail, inland waterways or sea and any initial and/or final legs
carried out with road transport are kept as short as possible.
The combined transport operator (CTO) takes responsibility for the goods
throughout the entire journey.
The combined transport bill of lading can be issued as a negotiable bill of lading or
as a non negotiable bill of lading.
Direct Bill of Lading or Port to Port Bill of Lading
A direct bill of lading is issued for the carriage of goods from one port to another
port. The goods will normally not be transshipped although a clause may be
inserted allowing the carrier to transship the goods. When such a transshipment
exists, the goods will lie in the transshipment port at the merchant's risk.
Clean Bill of Lading
A clean bill of lading is a bill of lading without any restrictive clauses. It will only be
delivered if the quantity of the goods is correct and if they are in apparent good
order and condition and loaded under deck. If, during the loading of the cargo, the
apparent good order and condition or the quantity, is different with the particulars
given on the shipping permit, measurement slip, and mate's receipt, remarks will
be entered by the head tallyman on the shipping permit and the measurement slip
and by officer, responsible for the loading of the goods on board, on the mate's
receipt (e.g. 5 bags less in dispute, 7 bars rusty, etc.). Later, these remarks, called
restrictive clauses, will be copied on the bill of lading.
Consequently, a clean bill of lading is a bill of lading stating: "Shipped on board in

apparent good order and condition" , without handwritten or stamped remarks
(called restrictive clauses).
Remarks or clauses which do not refer to the quantity or the state of the goods, do
not make the bill of lading "foul". The following clauses: "Carrier's liability ceases on
transshipment in paper bags - carrier's rights reserved" or "Second hand drums" ,
or "Weak strapping" , etc. don't make the bill of lading "foul".
Foul Bill of Lading

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Bill of lading with restrictive clauses are called "foul bills of lading" or "unclean bills
of lading" , " claused bills of lading" or "dirty bills of lading".
As stated above, we can assume that when the mate's receipt is clean, the bill of
lading will also be clean. On the other hand, if the mate's receipt is foul, the bill of
lading will also be foul.
Foul bills of lading are non-negotiable and are not accepted by banks. The bank will
only pay the seller when he produces a full set of clean on board bills of lading .
This means that the seller must receive clean on board bills of lading from the
company or the shipping agent. This condition is clearly indicated on the shipping
permit, mate's receipt and other similar documents.
It is senseless to be vague when restrictive clauses are entered into the bill of
lading. All restrictive clauses must be detailed and limited:
• not "bundles loose" but seven bundles loose" or "all bundles loose";
• not "some bars rusty" but "eight bars rusty";
• not "some barrels damaged" but "three barrels dented and leaking".
For most goods, the P & I Clubs and the insurance companies publish lists with
standard clauses which are generally accepted by the courts. It is highly
recommended to use these standard formulas rather than give one's own
description of the apparent condition of the goods, in order to avoid differences in
interpretation and misunderstandings with regard to the used terminology or the
descriptions made.
For the description of a shipment of steel, which shows traces of rust, following
clauses can be used:
— Partly rust stained;  

— Rust stained;  
— Rust spots apparent;  
— Some rust spots apparent;  
— Rust spots apparent on top sheets;  
— Rusty edges;  
— Some rusty ends;  
— Rust and oil spotted;  

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— Wet before shipment;  

— Covered with snow;  
— Edges bent and rusty;  
— Covers rusty/wet;  
— Etc.
Received for Shipment Bill of Lading:
The BL merely acknowledges receipt of goods by the ship owners or their agents for
shipment. Such a BL will contain a clause reading “Received in apparent good order
and condition (or otherwise) for shipment by m.v………or the next following vessel”.
It is compulsory to mention the name of the actual vessel in case of change of
vessel after the issuance of Received for Shipment BL. This BL can be converted
into “On-Board BL” after completion of loading by putting the notation “On-Board”
Such notation will be dated and authenticated by the Shipping Company. In such
cases, the date on notation shall be deemed as date of shipment.
Shipped Bill of Lading
B/L which certifies that the specified goods have been received in apparent good
order and condition from the named shipper (consignor), and have been taken
aboard the named ship (vessel) on the stated date. Banks funding a shipment
require this type of B/L and not a received for shipment bill of lading. Also called
onboard bill of lading.
Negotiable/Non Negotiable Bill of Lading
Negotiable bills of lading are bills of lading which can be transferred to a third party
by endorsement.
Therefore, the bill of lading must meet the following two conditions:
— it must be drawn up to order or to bearer; 

— it has to be clean.
It follows that bills of lading to a named person and bills of lading with restrictive
clauses (with regard to the quantity and the condition of the goods) are not
negotiable.

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In case of a bill of lading to a named person, only the consignee on who's name the
bill of lading was made out, has the right to receive the goods.
Non-negotiable bills of lading are bills of lading that, due to their nature, cannot be
transferred to a third party. However, there a number of documents which are used
as a replacement of the bill of lading and which, naturally, are never negotiable
such as: the Sea Waybill, the Data Freight Receipt and the House Bill of Lading.
These non-negotiable documents came into being out of necessity to create a

document that did not have to be presented to the master at destination. The
goods are delivered to the named consignee in the document who only has to prove
his identity.
Stale Bill of Lading:
Every credit which calls for a transport document(s) should also stipulate a specified
period of time after the date of Shipment, during which presentation must be made
in compliance with the terms and conditions of the credit. If no such period of time
is stipulated, banks will not accept documents presented to them later than 21 days
after the date of Shipment. In any event, documents must be presented not later
than the expiry date of the credit.
Charter Party Bill of Lading:
“Charter Party” is a contract between the ship owners and the hirer who may hire
the vessel on a voyage basis or duration basis. The document containing the terms
and conditions of this contract are known as the Charter Party. The shipper who has
chartered the ship may agree to carry the goods of others in the ship and issue a
BL for the purpose. Such BL is called Charter Party BL. This kind of BL is subject to
the terms and conditions agreed upon by the hirer of the ships / ship space and
ship owners. Generally, banks do not accept Charter Party BL as the ship owner
may exercise lien over the goods in case charterers do not pay hire charges.
Switch Bill of Lading:
Often called “the trader’s second set” and intended to replace the first set of Bills of
Lading issued. Usually used where a seller / trader wishes to keep the name of his
supplier i.e. shipper, secret from ultimate buyer of the goods. Under this type of BL,

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only the name of the shipper and or consignee and or Notify Party can be changed.
The normal BL has to be surrendered, but the BL number remains the same.
Master Bill of Lading:
The MBL is issued by the original carrier/steamer agent or shipping line to freight
forwarders, who generally consolidate, giving details of the cargo to be carried by
the liner.
House Bill of Lading:
The HBL is issued by the freight forwarders to the shipper, giving details of the
consignment to be carried to the destination country. The HBL is generally issued by
Non Vessel Operating Container Carriers (NVOCCs).
Container Bill of Lading:
This type of BL indicates that goods are carried in a container as one unit of cargo.
The container in which the goods are locked-in are generally numbered in a
systematic manner indicating ownership, type of container, size of container and
identification number. This facilities quicker loading/unloading at the port and thus
avoids congestion.
Sea Waybill
The sea waybill is a document issued to a shipper by a shipping company and which
serves as evidence of the a contract of carriage and as a receipt for the goods. The
waybill can be compared to a bill of lading but to a lesser degree.
The goods will be delivered to the consignee on production of proof of identity

without presentation of the waybill.
The sea waybill is not a document of title, it is not negotiable and it bears the name
of the consignee who must only identify himself to take delivery of the goods.
Because it is not negotiable, it is not acceptable to banks as a collateral security to
obtain, for instance, a documentary credit. The main purpose of the waybill is to
avoid delaying the delivery of cargoes when bills of lading arrive late at the port of
discharge.

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In America, the sea waybill is also called "Straight Bill of Lading".
Long Form Bill of Lading
The term long form bill of lading is a reference to an ordinary, usually negotiable bill
of lading. As mentioned before, the face of the bill of lading (page 1) has boxes or
spaces for the necessary details referring to the shipper, vessel, port of loading,
freight details and charges, etc. which have to be properly typed; the back of the
bill of lading (page 2) has numerous printed clauses giving the conditions of
carriage.
Short Form Bill of Lading:
A BL normally evidences as under flying contract of carriage and hence should have
the terms and conditions of carriage may not be stated in full and merely stated the
name of the shipper, name of ship, date of shipment etc. For full details, another
document may be cited for being referred to. The total number of package and
description are also to be stated in the document.
BILL OF LADING FUNCTIONS

Article 1, para 7 of the Hamburg Rules gives a clear definition of the Bill of Lading:
A Bill of Lading is a document that evidences a contract for the carriage of goods by
sea and the taking over or loading of the goods and by which the carrier undertakes
to deliver the goods upon surrender of the document. A provision in the bill of
lading to deliver the goods to a named person or to order constitutes such an
undertaking.
Thus, a bill of lading performs three separate functions:
a) It is evidence of the terms of a contract of affreightment

b) It is evidence of the shipment of goods (receipt on board)
c) It is a document of title.
B/L - as evidence of Contract of Carriage

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A B/L, even though it normally contains the terms of carriage, is regarded in the
hands of a shipper as evidence of contract of carriage, since the contract with the
shipper is likely to have been concluded orally long before the issue of the B/L.
B/L - as a Contract of Carriage
The view that B/L is evidence of the Contract of Carriage is correct only in so far as
the holder of the B/L is the shipper. Upon endorsement to a third party, i,e, a
consignee or endorsee, in the hands of the third party, the B/L is a contract of
carriage. Any oral or written agreement between the ship owner and shipper not
included in the B/L will have no effect on the third party.
B/L - as a Receipt
Bills of lading originated as no more than documents issued to merchants by

carriers to evidence receipt by the carriers, in good condition, of cargoes shipped on
board their vessels. Bills of lading thus enabled the shippers or the receivers of the
cargo to establish that cargo either was not delivered at all or was delivered in
damaged condition at the discharge port, had been loaded on a vessel in good
condition and, thus, must have been damaged whilst in the care of the carrier. This
receipt function remains a primary function of the “face” of most bills of lading. The
words “shipped on board in apparent good order and condition” remain the most
common form of words used to evidence receipt on board a vessel, in good
condition, of a shipper’s cargo.
B/L - as a Document of Title
Physical inability of the shipper to deliver the cargo (due to long transit periods) has
brought about the B/L to be treated as a symbol for the goods. Until the goods are
physically delivered, possession of the B/L is deemed to be constructive possession
of the goods. Transfer of the B/L by the seller to the buyer is deemed to be a
symbolic delivery of goods to the buyer who then demands the delivery of the
goods on the ships’ arrival.
Bills of Lading in Sets

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The bills of lading are issued to the shipper in sets of three or four; if three copies
are issued, one is retained by the master or broker; two copies are dispatched, one
usually by express mail, to the buyer, or to any other addressee of the cargo, i.e.
the consignee.
If the shipper and the consignee have agreed to use a letter of credit as a method
of payment, the copies would be tendered to the shipper's bank together with the
other shipping documents in return for the price for the goods shipped. By the
endorsement and delivery of the bills of lading to any sub-buyer, the latter as
assignees steps into the consignee's shoes and, on arrival of the ship at the port of
destination, the sub-buyer can take immediate delivery on presenting the bills of
lading representing the lot he has purchased from the importer, who will usually be
the consignee.
CONTENTS OF BILL OF LADING:

According to Article 15 of the Hamburg Rules,
The bill of lading must include, inter alia, the following particulars:
(a) the general nature of the goods, the leading marks necessary for identification
of the goods, an express statement, if applicable, as to the dangerous character of
the goods, the number of packages or pieces, and the weight of the goods or their
quantity otherwise expressed, all such particulars as furnished by the shipper;
(b) the apparent condition of the goods;
(c) the name and principal place of business of the carrier;
(d) the name of the shipper;
(e) the consignee if named by the shipper;
(f) the port of loading under the contract of carriage by sea and the date on which
the goods were taken over by the carrier at the port of loading;
(g) the port of discharge under the contract of carriage by sea;
(h) the number of originals of the bill of lading, if more than one;
(i) the place of issuance of the bill of lading;
(j) the signature of the carrier or a person acting on his behalf;
(k) the freight to the extent payable by the consignee or other indication that
freight is payable by him;
(l) the statement, if applicable, that the goods shall or may be carried on deck;

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(m) the date or the period of delivery of the goods at the port of discharge if
expressly agreed upon between the parties; and
(n) any increased limit or limits of liability where agreed.
Cesser Clause
Normally a charterer who transfers his space to a shipper is only too anxious to
drop out of the transaction provided his profit is assured. This means that he is
content to leave the work of carrying to the ship-owner, and the bill of lading will
accordingly be issued on the latter's behalf and will constitute the contract of
carriage except in so far as it may expressly incorporate the terms of the charter-
party. This result is usually brought about by inserting what is called a 'cesser
clause' in the charter-party.
It is provided by such a clause that the ship-owner shall have a lien on the cargo
for freight, dead freight and demurrage, and that the charterer's obligation to pay
freight is accordingly to cease as soon as a full cargo is shipped. At that moment, of
course, the right of lien will come into existence. A cesser clause takes, as a rule,
some such form as:
“This charter being entered into on behalf of others, all liability of the parties
signing to cease after shipment of cargo, in consideration of which it is agreed that
for the payment of all freight, dead freight, and demurrage, the said owner shall
have an absolute lien and charge on the said cargo”.

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CONTENT OF DAMAGE STABILITY

1. Introduction
2. Principle dimensions
3. Damage assumptions
4. Survival criteria
5. Description of damage
6. Margin line data
7. Procedure to investigate damage stability
8. Procedure for maximum allowable KG curve & corresponding minimum required
loading weight
9. Example calculations
Appendix
BONJEAN CURVE

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PMS OF ANCHOR CHAIN & LOCKER

1. Carry out survey as per classification Rules.
2. Anchor chain diameter measurement and should be within the limits.
3. Swivel clearance need to be checked.
4. Condition of Gypsy on windlass.
5. Condition of bitter end from inside of Chain Locker.
6. Chain locker thickness measurement.
7. Eductor system tried out.
8. At every 2.5 years, clean the mud from chain locker in dry dock.
9. And carry out normal marking, blasting & maintenance.
WINDLASS/ MOORING WINCH

1 monthly
1. Condition of foundation & securing bolts.
2. Clutch movement is free.
3. Check the oil level.
4. Check brake band condition.
5. Check drum is free of rust and scale.
6. Greasing as per schedule.
7. Check marking in the winches and mooring area.
6monthly (chain drum & hawser drum)

1. Ensure Anchor lashings are taken in case of chain drum of windlass & incase of mooring
winch hawser drum and ensure no load on drum.

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2. Slack the brake band fully & gauge thickness of brake band.
3. Normally for chain drum= 10mm, and for hawser drum = 8mm.
4. If break band is wore more than 50%, then renew.
Mooring winch
Warping drum to be inspected for securing, disorientation & play in shaft.
1 yearly
1. Gear-wheel contact
Remove gear cover(from pinion side) and color it. Atlas 70% of the tooth should be
coloured.
2. Bearing clearance.
3. Winch brake test.
5 yearly
Carry out survey as per Classification society Rules.
FALL PREVENTION DEVICE
LENGTH: 100 CM
DIAMETER: 60 MM
SWL: 5T
MATERIAL: HIGH STRENGTH POLYESTER

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STEERING GEAR RQUIREMENT

SOLAS CH II-1, Regulation 29
- Every ship shall be provided with a main and an auxiliary steering gear system
and shall be so arranged that the failure of one of them will not render the
other one inoperative.
- The main steering gear shall be:
- a. of adequate strength and capable of steering the ship at maximum ahead

service speed.
b. capable of putting the rudder over from 35° on one side to 35° on the other
side with the ship at its deepest seagoing draught and running ahead at
maximum ahead service speed and under the same conditions, from 35° on
either side to 30° on the other side in not more than 28 s.
- The auxiliary steering shall be: 

a. of adequate strength and capable of steering the ship at navigable speed
and of being brought speedily into action in an emergency. 
b. capable of putting the rudder over from 15° on one side to 15° on the other
side in not more than 60 s with the ship at its deepest sea-going draught and
running ahead at one half of the maximum ahead service speed or 7 knots,
whichever is the greater .
- Where the main steering gear comprises two or more identical power units, an
auxiliary steering gear need not be fitted, provided that: 
a. In a passenger ship the main steering gear is capable of operating the
rudder over from 35° on one side to 35° on the other side with the ship at its
deepest seagoing draught and running ahead at maximum ahead service speed
and under the same conditions, from 35° on either side to 30° on the other side in
not more than 28 s, while any one of the power unit is out of operation.
b. Ina cargo ship, the main steering gear is capable of operating the rudder
over from 35° on one side to 35° on the other side with the ship at its deepest
seagoing draught and running ahead at maximum ahead service speed and

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under the same conditions, from 35° on either side to 30° on the other side in not
more than 28 s, while operating with all power units.
- A means of communication shall be provided between the navigation bridge

and the steering gear compartment.
- A low level alarm for each hydraulic fluid reservoir, both audio and visual
alarms on navigation bridge and in the machinery spaces.
- The steering gear compartment shall be readily accessible and as far as

practicable, separated from machinery spaces.
- In every tanker, chemical tanker or gas carrier or 10,000 GT and upwards and
in every other ship of 70,000 GT and upward, the main steering gear shall
comprise two or more identical power units, failure of any one power units,
steering capability shall be regained within 45 seconds.
STEERING GEAR TEST AS PER SOLAS

SOLAS CH V, Regulation 26
1. Within 12 hours before departure, the ship's steering gear shall be checked and tested by the
ship's crew. The test procedure shall include, where applicable, the operation of the following:
1.1 the main steering gear; 

1.2 the auxiliary steering gear; 
1.3 the remote steering gear control systems; 
1.4 the steering positions located on the navigation bridge; 
1.5 the emergency power supply; 
1.6 the rudder angle indicators in relation to the actual position of the rudder; 1.7 the remote
steering gear control system power failure alarms; 
1.8 the steering gear power unit failure alarms; and 
1.9 automatic isolating arrangements and other automatic equipment.
2. The checks and tests shall include:
2.1 the full movement of the rudder according to the required capabilities of the steering gear;  
2.2 a visual inspection for the steering gear and its connecting linkage; and  
2.3 the operation of the means of communication between the navigation bridge and steering
gear compartment.  
3. Emergency steering gear drill shall be conducted once every 3 months.

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TYPES OF FIRE DIVISIONS
'A' Class Divisions
'A' class divisions are bulkheads and decks constructed of steel or other equivalent material,
capable of preventing the passage of smoke and flame to the end of the one-hour standard
fire test. They are insulated with approved materials such that the average temperature of
the unexposed side will not rise more than 139 degree C above the original temperature, nor
will the temperature at any one point, including any joint, rise more than 180 degree C above
the original temperature, within the time listed below:
Class "A-60" 60 minutes e.g. for A-60 is ESCAPE ROUTES
Class "A-30" 30 minutes
Class "A-15" 15 minutes
Class "A-0" 0 minutes e.g. for A-0 is ELEVATOR or STORE ROOMS
'B' Class Divisions
'B' Class divisions are bulkheads, decks, ceilings and linings constructed of approved non-
combustible materials, capable of preventing the passage of flame to the end of the first
half-hour of the standard fire test. They have an insulation value such that the average
temperature of the unexposed side will not rise more than 139 degree C above the original
temperature, nor will the temperature at any one point, including any joint, rise more than
225 degree C above the original temperature, within the time listed below :
Class "B-15" 15 minutes
Class "B-0" 0 minutes e.g. for B-0 is CABIN
'C' Class Divisions
'C' Class divisions are bulkheads, decks, ceilings and linings constructed of approved non-
combustible materials, which have no requirements relative to the passage of smoke and
flame nor the limiting of temperature rise.

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CO2 Fire Extinguishing System

SOLAS Regulations
CO2 usage on ships has to abide by few safety regulations, as on ship there are lives at stake and measure
to fight accidents are few .The main regulations are:
o If the CO2 system is installed in the cargo spaces, the quantity of CO2 available should be
sufficient enough to give at least a minimum of 30% of the total volume of the largest space that
is protected by the CO2 system.
o If the CO2 system is installed in machinery spaces, the quantity of CO2 available should be
sufficient to give at least a volume equal to either of the following :
a)40% of the total volume of the largest machinery spaces that is protected by the CO2 system. (The
volume should exclude that part of the casing where the horizontal area of the casing is 40% or less then
the horizontal area of the space taken into consideration and measured midway, between tank top and
lowest part of casing)
b)35% of the total volume of the largest machinery spaces that are protected by the CO2 system including
the area covered by the casing.
It is also a requirement that 85% of the required quantity of gas should be released into the spaces
within two minutes of evacuating the fire affected space.
Alarm: Audible alarm to operate for the length of time needed to evacuate the space but not less than 20
seconds before the medium is released.
Controls:
1. Two separate controls shall be provided for releasing carbon dioxide
2. One control shall be used for opening the valve of the piping which conveys the gas into the
protected space and a second control shall be used to discharge the gas from its storage containers.
3. The two controls shall be located inside a release box clearly identified for the particular space.
4. If the box containing the controls is to be locked, a key to the box shall be in a break-glass-type
enclosure conspicuously located adjacent to the box.

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!
Fire Fighters Outfits:
1. Ships shall carry atleast two.
2. In addition , in tankers two more shall be provided.
3. The outfits shall be kept ready for use in an easily accessible location & clearly
marked.
4. Personnel equipment: Protective clothing
Electrically non- conducting boots
Electric safety lamp for 3 hrs duration
Axe with high voltage insulated handle.
5. Breathing apparatus:
Cylinder volume of air atleast 1200 ltrs for 30 min operation.
6. Life line has to be fire proof and of atleast 30 m in length.
Muster list and emergency instructions

Chap III, Regulation 37 
1 The muster list shall specify details of the general emergency alarm and public
address system prescribed by section 7.2 of the Code and also action to be taken by
crew and passengers when this alarm is sounded. The muster list shall also specify how
the order to abandon ship will be given.

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2 Each passenger ship shall have procedures in place for locating and rescuing
passengers trapped in their staterooms.
3 The muster list shall show the duties assigned to the different members of the crew
including:
. closing of the watertight doors, fire doors, valves, scuppers, sidescuttles, skylights,
portholes and other similar openings in the ship;
. equipping of the survival craft and other life-saving appliances;
. preparation and launching of survival craft; 

. general preparations of other life-saving appliances; 
. muster of passengers;
. use of communication equipment; 

. manning of fire parties assigned to deal with fires;and 
. special duties assigned in respect to the use of fire-fighting equipment and
installations.
4 The muster list shall specify which officers are assigned to ensure that life-saving and
fire appliances are maintained in good condition and are ready for immediate use.
5 The muster list shall specify substitutes for key persons who may become disabled,
taking into account that different emergencies may call for different actions.
6 The muster list shall show the duties assigned to members of the crew in relation to
passengers in case of emergency. These duties shall include:
.warning the passengers;
. seeing that they are suitably clad and have donned their lifejackets correctly;
. assembling passengers at muster stations;
. keeping order in the passageways and on the stairways and generally controlling the
movements of the passengers;
. ensuring that a supply of blankets is taken to the survival craft.
7 The muster list shall be prepared before the ship proceeds to sea. After the muster list
has been prepared, if any change takes place in the crew which necessitates an
alteration in the muster list, the master shall either revise the list or prepare a new list.

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8 The format of the muster list used on passenger ships shall be approved.
DRILLS
REQUIREMENT OF SOLAS CHAP III, Reg -19
1. Every crew member with assigned emergency duties shall be familiar with these duties
before the voyage begins.
2. Drills shall, as far as practicable, be conducted as if there were an actual emergency.
3. Every crew member shall participate in at least one abandon ship drill and one fire drill
every month.
4. The drills of the crew shall take place within 24 h of the ship leaving a port if more than
25% of the crew have not participated in abandon ship and fire drills on board that
particular ship in the previous month
5. 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.
ABANDON SHIP DRILLS

• Each abandon ship drill shall include :
6. summoning of passengers and crew to muster stations with the alarm.
7. reporting to stations and preparing for the duties described in the muster list.
8. checking that passengers and crew are suitably dressed.
9. checking that lifejackets are correctly donned.
10. starting and operating the lifeboat engine.
11. lowering of at least one lifeboat after any necessary preparation for launching.
12. instruction in the use of radio life-saving appliances.
• Lifeboat shall be launched, and manoeuvred in the water by its assigned operating
crew, at least once every three months during an abandon ship drill.

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• Emergency lighting for mustering and abandonment shall be tested at each abandon
ship drill.
FIRE DRILLS
• Each fire drill shall include; 

.1 reporting to stations and preparing for the duties described in the muster list
required by regulation 8;
.2 starting of a fire pump, using at least the two required jets of water to show that the
system is in proper working order;
.3 checking of fireman's outfit and other personal rescue equipment; .4 checking of

relevant communication equipment;
.5 checking the operation of watertight doors, fire doors, fire dampers and main inlets
and outlets of ventilation systems in the drill area
.6 checking the necessary arrangements for subsequent abandoning of the ship.
• The equipment used during drills shall immediately be brought back to its fully
operational condition and any faults and defects discovered during the drills shall be
remedied as soon as possible.
PLANNING OF DRILLS:
1. The drill planner as provided by the company shall be made use of.
2. One abandon ship and one fire drill shall be carried out atleast once every month.
3. When carrying out the fire drill and enclosed space entry drill, various locations of
the ship as suitable shall be taken into consideration rather than performing the drill
on the same location every time.
4. Emergency steering drill to be carried out atleast once every three months.
5. Security training and drills to be carried out as per the onboard SHIP SECURITY
PLAN.
6. Oil spill drill to be carried out atleast once every month & various locations and
scenarios need to be taken into account.

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Compliance with Loadicator Testing and its records
The requirement of loading instrument for bulk carriers is governed by SOLAS

chapter XII, regulation 11. Even though there is no statutory requirement for
loading computer onboard other ships, classification societies require all tankers of
more than 100 meters to have type approved loading instrument. even otherwise
so, Loadicator has rather been a necessity onboard ships. And once we have
something onboard, it is duty of ship staff to ensure that it complies with its testing
and record keeping procedures.
There are two parts of the question. First relates to the documents and certificates
a ship is required to have onboard with respect to loadicators and second the
testing requirement of the loadicator.
Documents required for Loadicator
There are three main documents ship should have for it to be actually complying
with Loadicator requirements. These are
Class certificate for loadicator:

This certificate is issued by the class and gives the details of the loadicator
software as well as the hardware on which it is installed, including the details of the
Make, model and serial number of the computer. Master and chief officer must
ensure that the approved loading computer’s details matches with the details in this
certificate. The certificate may even sometimes have the printer’s detail that is
connected with the approved loadicator.
If you do not find this certificate onboard, you should check in the class survey
status report if the loading computer is included in the list. If yes, the certificate
can be asked from the class through your office. If No, then shipping office need to
consult ship’s classification society for approval of loading computer.
Class approved Loadicator Manual:

This is the user manual of the loadicator which is from the maker of the loadicator
software. A class approved copy of the user manual should be onboard. If there was
ever a class change associated with the ship, it is important to ensure that approval
stamp of the current classification society is endorsed on the manual.
Class approved loadicator test conditions:

To be very clear, these are not the conditions in the stability booklet of the ship. The
stability conditions in the stability booklet are made by the yard and these are not
the print outs from the loadicator software. These are also not the test conditions
stamped by the class during annual class surveys. These are usually in the form of
a booklet specifically titled “ test conditions for loadicator” with class stamp. These
are usually provided during yard delivery of the vessel or after the loadicator is
installed for the first time and approved by the class.

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Once you have these three documents / certificates, you are OK with the
certification part.
Testing requirements for the Loadicator
Testing by ship staff:

The Loadicator is required to be tested periodically ( interval to be as per SMS of
the vessel) by ship staff for its accuracy. The test procedure includes choosing a
text condition from the approved test conditions, entering the exact same data in
the loadicator and comparing the results with the approved test conditions. The
important point to note is that the data need to be manually entered and not
opened from a pre-saved file as it is not acceptable to classification society as well
as OCIMF to simply retrieve a stored test condition and comparing it with approved
test condition.
Annual testing of Loadicator in presence of Class :

During annual class surveys, loadicator need to be tested for its accuracy in
presence of a class surveyor. The procedure of testing is same as the quarterly
testing but in here the class surveyor would ask for the print out of the test
condition and he would stamp it and give it to the ship for ship’s records.

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1 of 279

OM SARASWATEYA VIDHMAHE BRAHMAPUTREYA

PREPARED BY: RAHUL KUMAR

DOCK WORKER REGULATION 4

COLLECTIVE BARGAINING AGREEMENT 20

SHIP CONSTRUCTION BASIC DEFINITION 26

VARIOUS SHIP PLAN’S(GA, CAPACITY, SHELL EXP, DRY DOCK PLAN) 28

STATUTORY, MANDATORY & OBLIGATORY CERTIFICATES 33

STANDARD METHODS OF RECOVERY 51

HEAVY WEATHER PRECAUTIONS 62

POOPING & BROACHING 64

EMERGENCY TOWING ARRANGEMENT 67

LOG BOOKS(OFFICIAL, OIL RECORD BOOK, CARGO BOOK) 77

DEFINITION OF AUDIT, INSPECTION & SURVEY 100

MLC 2006 101

COSWP FOR MERCHANT SEAFARERS 107

SHIP BUILDING PROCESS 110

INTERNATIONAL CONVENTION ON LOADLINES, 1966 115

BALLAST WATER MANAGEMENT 124

CLASS, FLAG STATE AND PSC 130

PREPARED BY: RAHUL KUMAR

LOADLINE SURVEY PREPARATIONS 151

2011 ESP CODE 153

MARPOL 73/78 162

ENERGY EFFICIENCY DESIGN INDEX 178

SUPPLEMENT TO IOPP CERTIFICATE 185

SLUDGE PIPE CONNECTION DIMENSIONS 186

SEWAGE PIPE CONNECTION DIMENSIONS 187

TYPES OF MOOR 197

ANCHOR WORK 206

LINES PLAN 222

RISK ASSESMENT 227

INCLINING EXPERIMENT 231

L&SS(SCREENING OF NAVIGATION LIGHTS) 234

ONBOARD TRAINING 239

SOLAS 1974 242

PARAMETRIC ROLLING, TORSIONAL STRESS,WRACKING STRESS 255

BILL OF LADING TYPES, FUNCTIONS AND CONTENTS 257

CONTENT OF DAMAGE STABILITY AND BONJEAN CURVE 267

PMS OF ANCHOR CHAIN AND WINDLASS/MOORING WINCH 268

STEERING GEAR REQUIREMENT 270

CO2 FIXED FIRE FIGHTING 273

MUSTER LIST & EMERGENCY INSTRUCTIONS 274

SOLAS CHAP III DRILL REQUIREMENT 276

PREPARED BY: RAHUL KUMAR

PREPARED BY: RAHUL KUMAR

Dock workers Regulations, 1990 as per DG Fasli

= “competent person” a person belonging to a testing establishment in India who is approved

REGULATION 3: POWERS OF INSPECTOR

PREPARED BY: RAHUL KUMAR

LIFTING APPLIANCES AND GEAR,

PREPARED BY: RAHUL KUMAR

(b) maintained in good repair and working order.

(b) act without shock;

PREPARED BY: RAHUL KUMAR

REG 41. Test and periodical examination of lifting

REG 42. Automatic safe load indicators.-

PREPARED BY: RAHUL KUMAR

REG 43. Rigging of ship's derricks.-

(2) All such rigging plans shall be certified by a competent person.

REG 44. Securing of derrick foot.-

REG 45. Winches.-

(2) Steam winches

(b) act without shock; 

(2) Steam winches 

(2) Sub-regulation (1) shall not apply to; 

(i) in single purchase, 