CONTROLING OPERATIONS

AND
CARE FOR PERSONS

IMU - BSC
PREVIOUS YEARS IMP
QUESTIONS AND SOLUTIONS

BY
VISHNU PRAKASH &
RAHUL RAVINDRAN
 PRECAUTIONS BEFORE AND DURING BUNKERING
OPERATIONS
The key for a safe and successful bunkering operation is planning! Plans
are made during the pre-bunkering meeting about the details of the
process, safety measures, communication medium and role of each
individuals.
Such meetings are done way before the real bunkering procedure with all
individuals involved in the process to identify risks, discuss plans and
agreed upon a fixed set of operating procedure.
Tanks and pipelines used to be prepared before the actual transfer of the
bunker fuel. Watch schedule be put at the manifold at deck to
monitor accidental oil spill and at the control room.
Local rules and the time of bunkering must be discussed with all during the
pre-bunkering meeting.
Proper discussion must be done during the meeting to avoid accidents
and damage to life and ship. Whole crew must be aware and trained to
use the SOPEP equipments in need.
Special emphasis must be given at personal protection and effective
communication between the ship and the barge during the meeting.
All associated tanks and pipes should be lined up, sounded and prepared.
No smoke and warning signs be placed, ship personnel to be briefed, code
B Red flag be hosted or red light be turned on during night.
Both the bunker station and its trays must be cleaned and deck scupper be
plugged. close all necessary overboard valves and place oil absorbing
material at different strategic / key locations.
Check all the pipes for tank ventilation and sounding for being open and
closed respectively. Ensure that the high level alarms on each tank is
functional.
Check for the weight and length of the hose with condition of its coupling
for damage. Discuss the bunkering plan and transfer process with the
barge and agreed upon the signaling procedure, sampling process, and
response in time of emergency.
A ship crew from the engine side be present at the barge to take
soundings during the start and end of the transfer process.
Establish proper communication link in between the operating personnel
at ship and the barge.
Agree upon the final quantity to be transfered, flow rate, measuring unit
The actual transfer of fuel takes place with the slow pumping of fuel. All
associated valves position and tanks are verified for correct order with any
leaks in the hose connection.
Pressure gauge and tank levels must be closely monitored and associated
valves be operated with low flow rate during changing over tanks.
A ship crew from the engine is present on the barge to take samples and
sounding during the start and end of the transfer process.
Samples must be taken at both barge and ship right at the start of the
bunkering operation. Generally the samples taken on barge and ship are
exchanged for safety purposes.
Total four samples are taken in total with one for the ship, other for the
laboratory for study and report, one for the supplier and the last for
compliance with the MARPOL regulations.
MARPOL samples are also kept at ship to show them to the authorities at
port or on demand.
The quantity and flow rate of fuel oil is monitored throughout the process
from the control room and pressure gauge and flow meter manually at
different position.
Once the required amount of fuel oil is being transfered; all hose
connections are to be disconnected, drained and manifold sealed.
It must be taken care of that there is sufficient ullage in the last tank filled
for draining pipelines or hose connections.
Samples are to be sealed and labeled properly in the presence of the ship
crew. At last a signed bunker delivery note is is handed over by the
supplier with a copy kept at barge and one given to the ship.
All tanks need to be resounded for the procedure to be complete.
 ISPS SECURITY LEVELS

The ISPS Code consists of two parts & three levels of security.

The parts of the ISP's code are:

Part A – These are mandatory provisions that talk about the employment of
security officers in the shipping companies, their ships, and port facilities that
they call.
This also covers various security matters that need to be considered in preparing
security plans to be implemented in the ships and port facilities.
Part B – These are recommendatory provisions providing guidance and
recommendations on how the above security plans must be prepared and

Three levels of security are :

MARSEC Level 1
The normal level that the ship or port facility operates on a daily basis.
Level 1 ensures that security personnel maintains minimum appropriate security
24/7.
In this, all those liable to board must be searched. The frequency of the same
should be specified in the SSP.
Such searches are to be carried out in coordination with the port facility.
It is important to remember the human rights angle of the individual being
searched and the search should not violate their dignity.
Minimum security measures are always maintained onboard and in port
Ship and port operation is carried out as per ship and port facility security plan
Port facility ensures to keep the ‘no access’ areas under surveillance at all times
Ship and port authority mutually supervise the loading and unloading operation
of cargo and stores, ensuring access control and other minimum security criteria.
Minimum access in the ship is maintained at all times.
MARSEC Level 2
A heightened level for a time period during a security risk that has become
visible to security personnel. Appropriate additional measures will be conducted
at this security level.
At this level, the SSP should establish the measures to be applied to protect
against the heightened risk. Higher vigilance and tighter control with regard to
the security of the ship is in play here.
Assigning additional personnel for patrolling the access areas
Deterring waterside access to the ship
Establishing a restricted area on the shore side of the ship
Increasing the search frequency and detail of the persons due to board or
disembark
Escorting all visitors onboard
Additional security briefings to the ship’s personnel to with emphasis in relation
to the security level
Carrying out a full or partial search of the ship

MARSEC Level 3
Will include additional security measures for an incident that is forthcoming or
has already occurred that must be maintained for a limited time frame.
The security measure must be attended to although there might not be a
specific target that has yet been identified.
Again, the SSP should be adhered to and with strong liaison with the port facility.
The following measures should be put in place with the highest degree of
vigilance and detail:
Limiting access to a single, controlled access point
Granting access strictly to authorised personnel or those responding to any
security incident
Suspension of embarkation and disembarkation
Suspension of cargo operations and stores etc
If needed, the evacuation of the ship
Close monitoring of the movement of the people on board
Preparing for a full or partial search of the ship
 OIL RECORD BOOK
Disposal of all oily waste and residues from the vessel. Every officer and engineer
should be well familiar with it.
MARPOL Annex I - regulation 17 requires the vessel to carry and maintain Oil
record book on board.
Oil record book has two parts
Part I – Machinery space operations (All ships)
Part II – Cargo and ballast operations (Tankers)
Oil record book Part I, is required to be carried on board every oil
tanker of 150 gross tonnage and above, and every ship of 400
gross tonnage and above, to keep a record of relevant machinery
space operations.
Oil record book Part II is required to be maintained on board oil
tankers to keep a record of relevant cargo/ballast operations.
Hence a tanker must maintain two separate oil record books
Part I - Machinery space operations, which will most likely
be kept by the chief engineer; and
Part II - Cargo and ballast operations, which will most
likely be kept by the cargo officer
ORB is often inspected by the port state control officers to check
vessel’s compliance with MARPOL Annex I regulations.
The information provided in it shall be accurate. Any discrepancies may trigger a
detailed investigation.
In the event of serious ORB discrepancies being found, the vessel may be
detained for noncompliance withoil pollution regulations and, in certain
jurisdictions, crewmembers and managers/owners may be exposed to civil
and/or criminal penalties.
It is thus very important that every ship should routinely verify that the oil record
book entries are completed as due.
OIL RECORD BOOK - PART 1 Entries

Mentioned below is a list of items of machinery space operations, which shall be

recorded in the oil record book Part I.
The items have been grouped into operational section, each of which is denoted by a
code letter.
(A) Ballasting or cleaning of oil fuel tanks
(B) Discharge of dirty ballast or cleaning water from oil fuel tanks referred to under
section
(C) Collection, transfer and disposal of oil residues (sludge)
(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
Ship’s masters should obtain from the operator of the reception facilities, which
includes barges and tank trucks, a receipt or certificate detailing the quantity of tank
washings, dirty ballast, residues or oily mixtures transferred, together with the time
and date of the transfer. The receipt or certificate should be kept

OIL RECORD BOOK - PART 2 Entries [Cargo/ballast operations ]

(A) Loading of oil cargo

(B) Internal transfer of oil cargo during voyage
(C) Unloading of oil cargo
(D) Crude oil washing (COW tankers only)
(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) Collection, transfer and 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
 SEWAGE DISCHARGE REGULATIONS

As per MARPOL Annex IV, the ‘Baltic Sea’ has been declared a special area with regards
to sewage disposal regulation with effect from 1st January 2013.
Discharge of sewage from ships excluding “passenger ships when in special areas”
Sewage may be discharged in to the sea on fulfilling the following criteria:
Sewage stored in holding tanks is not discharged instantaneously but at a moderate
rate when the ship is en route and proceeding enroute at not less than 4 knots.
For sewage which is comminuted and disinfected using an approved system, the ship is
at a distance of more than 3 nautical miles from the nearest land.
And the effluent shall not produce visible floating solids nor cause discoloration of the
surrounding water.
For sewage which is not comminuted or disinfected, the ship is at a distance of more
than 12 nautical miles from the nearest land.
When the sewage is mixed with wastes or waste water covered by other Annexes of
MARPOL 73/78, the requirements of those annexes shall be complied with in addition
to the requirements of this Annex.
Discharge of sewage from passenger ships when in special areas will be prohibited
from 1 st January 2016 onwards. Else they will require an approved sewage treatment
plant to be installed on board and the effluent shall produce visible floating solids nor
cause discoloration of the surrounding water.
Reception facilities are provided at ports and terminals of the reception of sewage
where it may be discharged without causing delay to ships, adequate to meet the
needs of the ships using them.
“International Sewage Pollution Prevention Certificate” is issued valid for a period
specified by the Administration which shall not exceed five years. The test results of the
sewage treatment plant are laid down in the ship’s “International Sewage Pollution
Prevention Certificate”.
 LIFEBOAT EQUIPMENTS LIST AND RATIONS
REQUIREMENTS

LIFEBOAT EQUIPMENTS LIST

One radar reflector

One boarding ladder
Oars and crutches (except for free-fall lifeboats) (usually 6)
One steering oar and a steering oar grommet
Two boat hooks
One bailer
Two buckets
One survival manual
One compass in binnacle with suitable means of illumination
One sea anchor
Two painters - length equal to not less than twice the distance from the stowage
position of the lifeboat to the waterline in the lightest seagoing condition or 15 m,
whichever is the greater, strength sufficient allowing the boat to be towed at 5 knots in
calm seas
Two hatchets
One rustproof dipper c/w lanyard
One rustproof graduated drinking vessel
Locker for small gear (marked)
4 parachute signals
6 hand flares
2 smoke floats
One waterproof electric torch with one set spare batteries and one spare bulb
One daylight signaling mirror
One life saving signals table
One whistle  One first aid kit
One x seasick bag per person and 6 x anti seasick tabs/person
One jack knife  Three tin openers  Two rescue quoits & 30m line
One manual pump
One fishing tackle set
One engine tool box
One fire extinguisher for extinguishing oil fires
One searchlight with a horizontal and vertical sector of at least 6° and a measured
luminous intensity of 2500 cd which can work continuously for not less than 3 h
TPAs for 10% of boat capacity
 LIFEBOAT RATIONS REQUIREMENTS
Fresh Water
3 litres per person, out of which
1litre may be provided by using the de-sailing apparatus has the capacity to produce ½
litre per person per day OR
2 litres per person may be replaced by a manually powered reverse osmosis de-
salinator
capable of producing an equal amount of fresh water in 2 days
Rations -10,000 Kilo Joules per person to be provided, in the form of biscuits etc.
Storage and labeling of food
All emergency rations are required to be packed in airtight bags or containers.
Storage tanks or compartments are required to be watertight.
Covers of containers shall be such that these can be easily opened without requiring
special tools. Screwed covers are not recommended in circumstances where they could
become seized.
All packages of food must be labeled to indicate the contents and the applicable expiry
date.
The packaging and stowage arrangements of provisions and water should not be
affected by any of the prototype tests carried out on the survival craft in which they are
stowed.
Drinking water
Water in sachets or bottles has a given storage life which should be marked on the
container.
If the date of manufacture only is given the product should be replaced after 3 years.
Water stored in sealed cans may be assumed to have an indefinite life provided the
vacuum is maintained.
Water held in larger containers or in built-in or loose tanks should be sampled for taste
at each survey and should be changed if the surveyor is not satisfied with the quality.
Reverse osmosis desalination pumps
Where reverse osmosis desalination pumps are provided in the survival craft, they are
to be fixed if this is motor driven.
In either case they should be fixed/ stowed in such a manner that they are protected
from damage or contamination by oil which could render them unserviceable.
In the case of fixed installations, clear operating instructions should be attached to the
structure of the survival craft adjacent to the pump.
These instructions should not become illegible through exposure to the environment.
In the case of hand operated pumps, water resistant instructions should be stowed with
the pump.
A suitable container should be provided for the collection and storage of the water
that is produced.
 FIRE IN CARGO HOLD OOW ACTIONS ???

In case of a fire in cargo compartment, the cargo operations shall be stopped

immediately. Emergency stations shall be called and the port authorities informed. The
medium/ means to extinguish fire shall be selected depending upon the nature of
cargo.
There are various fixed firefighting systems like CO2 / HALON / FOAM which are used
to extinguish major cargo space fires. The decision to use the system is made by the
master acting on advice from the chief engineer / chief officer.
Before releasing fixed fire extinguishing medium in the compartment, all vents to be
shut and the space sealed completely.
All personnel shall proceed to emergency stations and head count to be
taken.
Prompt actions such as boundary cooling shall be taken to prevent fire from spreading
into other cargo spaces or accommodation.
The shore based firefighting services shall be used as required. ‘International Shore
Connection’ on fire line may be used in order have water supply from shore.
The port authorities may require the vessel to be moved to a safe position for fighting
fire in order to minimize the risk to the surroundings and other vessels in the vicinity.

ACTIONS OF OOW IN CASE OF CARGO HOLD FIRE :

1. If cargo hold (C/H) fire broken out. While the ship is at sea.
2. Smoke detector will give alarm and signal on the bridge. Duty officer will check
which cargo holds is broken out of fire.
3. Give the fire alarm
4. To extinguish the fire. Following procedure must be done
5. Check any person left in the cargo hold (Head count all crew). Totally isolate the
cargo hold.
6. Shut cargo hold ventilation, blower and damper, hatch cover.
7. Fully open the three way valve to that cargo hold, the line to smoke detector is
closed and connect the CO2 main line and cargo hold.
8. Then go to CO2 room and open master valve for cargo hold.
9. CO2 alarm will sound in the cargo hold.
10. Check the required amount of CO2 bottle to use for that cargo hold.
11. Then release required CO2 to cargo hold by manual actuation of CO2 bottles.
12. Fire will stop because room atmosphere is smothering by CO2 gas.
 ENCLOSED SPACE ENTRY PROCEDURES
A risk assessment should be completed and potential hazards and controls
identified.
The master and responsible officer should ensure that:
The space is ventilated.
The atmosphere in the compartment is tested and found satisfactory.
Safeguards are in place for all identified hazards.
Piping, inert gas and ventilation systems have been isolated.
Appropriate warning notices are placed on the relevant controls or equipment.
Lighting is rigged, if required.
Approved SCBA and resuscitation equipment is ready for use at the entrance to
the space.
A rescue harness, complete with lifeline, is ready for immediate use at the
entrance to the space.
Fully charged safety torch is ready for immediate use at the entrance to the
space.
Lines of communication have been clearly established and understood by all.
A responsible crew member should be in constant attendance outside the
enclosed space, in the immediate vicinity of the entrance and in direct contact
with a responsible officer or bridge.
Controls are in place so that no one shall enter an enclosed space without the
completed ENCLOSED SPACE ENTRY PERMIT.
Person entering the space should complete the permit along with responsible
officer and ensure that above safeguards are put into effect prior entering the
space.
Duration of permit should be sufficient to complete the job but should never
exceed one
day.
A copy of permit should be prominently displayed at the entrance to the
enclosed space.
Separate permit should be issued for each space to be entered.
Effective ventilation shall be maintained continuously while the enclosed space is
occupied.
The permit should be rendered invalid if ventilation to the space stops or any
other condition changes.
Permit must be counter-signed by the master or chief engineer before allowing
entry of Personnel.
Following PPE should be used as appropriate:
Overalls, safety shoes, safety helmets, gloves, safety glasses and safety harness
Safety torches, approved VHF/UHF radios
EEBD, personal gas monitors
 WORKING ALOFT PROCEDURES
A fall arrestor system shall be used while working aloft. It stops a fall within a few feet of
the worker's original position. A full body harness is required with a fall-arrest system. A
typical system consists of the following parts connected together:
full body harness
lanyard (with locking snap hooks or D-clips)
rope grab
lifeline
Tools used for working aloft should be kept lashed and secured in a container.
It is a good practice to tie a short length of rope with an eye on one end so that it can
be secured to the hand when working.
This will avoid accidental falling of tools there by injuring any person standing below.
Tools should not be carried in pockets or loosely kept.
If work is to be carried out on the funnel, ensure that the engine room is informed and
steps are taken to control, as far as practicable the emission of steam and harmful
gases.
Radio aerials should be isolated if work is carried out near the aerials.
When any work is to be carried out on a mast, on the superstructure or overside the
duty officer to be informed.
The duty officer in turn ensures that the radars are switched off, the whistle is switched
off (if a person is working near the whistle) and warning notices are posted.
All work involving stages, a bosun's chair, or working on a mast should be supervised
by a responsible person.
A man should always be on standby to assist persons working on the stage and help
them in case of an emergency
Always use a safety harness (with lifeline or other arresting device) when working aloft,
outboard or over the side.
A safety belt comes with a self-locking hook and this should be made fast to a strong
point on the ship's structure or an eye pad if available
The 'Code of Safe Working Practices for Merchant Seamen' advises that "a seamen
under 18 years of age or with less than 12 months experience at sea, should not work
aloft unless accompanied by an experienced seaman or otherwise adequately
supervised."
Work only in good weather
Ensure experienced personnel are sent.
When the place of work is beyond reach of the person, a ladder or a stage or a bosun's
chair should be used.

Know the hazards involved when working aloft or over-side like for example:
Fatigue, unfit for work
Fall, body contact with other object, injury
Unsafe access, unsafe work area, unsecured tools
Bad weather & Lack of training
 SHIP MEDICAL CHEST

The regulations require ships to have adequate medical supplies, which

shall be kept in good condition ready for use.
The ship’s medicine chest holds a range of medicinal products needed for
the most common medical emergencies likely to occur on board ship.
The quantities to be provided on board will depend on the duration and
destination of the voyage, the number of crew members, and the nature of
the cargo.
The medicine chest is inspected periodically inspected.
Generally the requirements for medical stores and equipment are as per
the categories of vessels and areas could as follows:
Category A Seagoing or sea-fishing vessels with no limitation on length of
trips.
Category B Seagoing or sea-fishing vessels making trips of less than 150
nautical miles from the nearest port with adequate medical equipment;
Category is extended to seagoing or sea-fishing vessels which make trips
of less than 175 nautical miles from the nearest port that has adequate
medical equipment and which remain continuously within range of
helicopter rescue services. Category C Harbour vessels, boats and craft
staying very close to shore or with no cabin accommodation other than a
wheelhouse. Lifeboats and life-rafts are also required to carry Category C
stores.
The list of medicines and the medical equipment required on the basis of
the above. The list is provided by the authorities of the country where the
ship is registered.
The responsibility of managing the medicine chest lies with the designated
officer in accordance with the ship’s SMS under the supervision of master.
An inventory list of medicines and medical supplies is maintained on
board. The list in addition to the quantity, should state storage conditions
and expiry date.
Medicines carried in the medicine chest are identified by their generic or
approved name, as the local brand names are likely to vary from country
to country.
 The box or package for every medicine should further be labeled with its
generic name.
The dose per tablet, capsule, or viallampoule, and the expiry date of each
item should be clearly indicated on the package or container.
A medicine with a missing or illegible label or with the contents opened
should NOT be used at all and should be destroyed.
Medicine shall be so stored, as can be easily identified keeping the same
type or category of medicines together.
This is particularly important for medicines and equipment used in
emergencies.
Medicines shall be stored in good condition protected against humidity
and extreme temperatures.
The recommended storage conditions for the medicines as mentioned on
the pack shall be adhered to.
The expired medicines shall be sent to a pharmacy through port
authorities, coast guard, ship’s agents or other suitable means for
destroying.
Certain types of medical equipment also have expiry dates. Some
countries may impose fines on ships entering their territory with expired
medicinal items on board
Supply of controlled drugs is available only through authorized
pharmacists as regulated by national authorities against suitable
documentation.
Ships carrying dangerous goods have additional medicines, specific
antidotes, and special equipment on board, as prescribed in the
International Maritime Organization's ‘Medical First Aid Guide for Use in
Accidents Involving Dangerous Goods (MFAG)'.
 SHIP SECURITY ALERT SYSTEM ???

The ship security alert system (SSAS) is provided to a ship for the purpose of
transmitting a security alert to the shore authority and to the company to indicate that
the security of the ship is under threat or has been compromised.
SOLAS chapter XI-2, regulation 6 requires ships to be provided with a ship security alert
system. 
The procedures for the security alert are a part of the ship security plan and are
individual to the ship.
The ship security alert procedures are preferably NOT of an internationally agreed
format for all ships.
The purpose is to send a covert signal or message from a ship without many people on
board knowing that any such action has been taken.
No alarm is activated on board or to inform ships in vicinity keeping the alerting
process secretive. The ship security alert system has at least two activation points, one
of which is located on the bridge.
The procedures for the use of the ship security alert system and the location of the
activation points are given in the ship security plan.
Measures are incorporated in the activation points to avoid their inadvertent operation
and the generation of false alerts. To initiate the transmission of a ship security alert any
one of the activation point needs to be activated.
Ship security alert system is powered from the ship’s main source of electrical power
and an alternative source of power.
The authority ashore receiving the alert notifies further authorities responsible for
maritime security in country in whose vicinity the ship is presently operating.

Possible methods of achieving the alert are as follows:

A system may employ proprietary tracking equipment provided by traffic service
providers.
A system may utilize modifications of GMDSS equipment
The ship security alert system, when activated, continues transmission of the security
alert until deactivated and/or reset.
The ship security alarm system is not transmitted to any other ship station. 
Routine testing of the ship security alert system is carried out on board.
Testing of installed SSAS involves sending of test message to the designated
authorities. The CSO (company security officer) and other involved authorities could be
informed well before regarding the test.
 DESIGNATED PERSON ASHORE ( DPA )

DPA is a person designated in the shore office having direct access to the highest level
of management.
DPA acts as a quick link between the company and those on board.
Designated person is suitably qualified and experienced in ship operations and
management systems and is fully conversant with the company’s safety and
environmental protection policies and Safety Management System.
He holds a key role in the monitoring process regarding implementation of the SMS.
The role and responsibilities of the DPA have been discussed under task C6.1.2 which
shall be referred to.
The role of the Designated Person Ashore (DPA) is to provide a direct link between the
master and ship staff with the company, especially if matters of safety and pollution
prevention are not handled to the master and crew’s satisfaction.
The DPA is responsible for:
Monitoring the implementation and verification of safety and pollution prevention
aspects of the operation of the ship, and
Ensuring that adequate resources and shore-based support are provided.
The designated person holds a key role in the monitoring process of safety
management system, which ensures that:
Implementation is verified;
Deficiencies are reported; and
Corrective and preventive actions are identified and that appropriate action is taken.
The DPA monitors the implementation of quality, health, safety and environment policy
of the company via internal audits, reports from the technical superintendents and
managers and inspection reports from various authorities/third parties.
Non-compliances with regards to ILO convention work/rest hours are reported to DPA,
who has the responsibility to evaluate and take necessary actions to prevent further
recurrence
The DPA has the responsibility and authority for:
Ensuring that processes needed for the quality management system are established
implemented and maintained.
Reporting to top management on the performance of the quality management system
and any need for improvement.
Ensuring the promotion of awareness of customer requirements throughout the
company.
Liaising with external parties on matters relating to the quality management system
 FIXED FORM SYSTEM ( FIRE FIGHTING )

Foam monitors
a) Ensure Instructions for use are posted at each control station.
b) Grease and oil the monitors. Swing through the limit of elevation and rotation.
c) Ensure that the monitor’s sea going securing arrangements are well greased and can
be freed easily by hand
d) Ensure all system stop valves are in proper open or closed position.
e) Paint the monitor, if required.
f) All the foam valves, including isolation valve from fire main should be painted yellow.

Foam tank
a) Check foam liquid in tank is up to the required level.
b) Inspect foam tank for signs of damage or corrosion.
c) Ensure all valve related to foam tank are painted yellow.
d) Check foam concentrate container to ensure marking includes
i. name and address of manufacturer
ii. product designation
iii. type of foam (synthetic, protein-based, etc.)
iv. intended use (regular or alcohol-resistant)
v. batch number and reference to batch certificate
vi. date of manufacture
vii. expiry date
viii. reference to test standard and approvals
ix. recommended usage concentration
x. indication if seawater compatible
xi. maximum and minimum storage temperature x
ii. required onboard storage tank materials (steel, stainless steel, FRP, etc.)
xiii. quantity of foam concentrate
xiv. indication of film forming capability
xv. safety, health and environmental information Testing of foam monitors a)
Foam monitors should be tested under full pressure.
Ensure the supply valve can be opened easily by hand. b) Ensure the monitor can cover
the required surface area.
Testing of eductor type foam installation a) This installation should not be started with
foam isolation valve open as the there is a possibility of water contamination into foam
storage tank.)
For testing, the foam isolation valve should be shut tightly, water inlet from fire main
opened to the foam monitors and then foam valves opened
Testing of foam pump
a) Operate the system using the independent foam pump, for duration of at least half
minute.
b) Ensure adequate foam is produced at the foam monitor or applicator.
c) Flush the system on completion of test and top up the tank.

Testing of foam making liquid

a) Quality of foam held in the foam tanks should be tested by a laboratory acceptable
to the administration after a period of three years and, after that, every year.
b) If foam proves to be below specification then the shipping company shall be
informed immediately.
 LIFEBOAT LAUNCHING PROCEDURES

All enclosed boats are provided with an “off and on load release
arrangement” for releasing the falls. This enables the falls to be released
with a ship making headway of 5 Knots.
Many accidents involving the on load release system have taken place
with lives being lost.
Operation of the release arrangement and subsequent recovery must be
thoroughly understood.
i. The painter is kept ready for securing ensure same is secured to a
strong point on board
ii. Remove battery charging plug (if provided)
iii. Ensure the brake lever securing pin (if any) is out and brake ready for
release.
iv. Lower ladder – it may be required for boarding
v. Release davit securing arrangement (F & A)
vi. These boats are usually boarded from stowed position – board the boat
ensure plug/s in place
vii. If the gripes are to be released manually, release same
viii. Shut the boat door.
ix. Start lifeboat engines
x. Ensure everybody is seated and strapped on.
xi. Lower the boat from inside. xii. Once waterborne, release the hooks by
operating the “on load release system”
xiii. Release the painter
xiv. Move off the ship – using engines
xv. On ships where toxic gases may be present – use the compressed air
provided.
xvi. On ships, where flammable cargo is carried and there is a fire, use the
water sprinkler system provided.
 PSC COMMON DETAINABLE DEFICENCIES
Failure of the main propulsion, electrical, pumping and steering systems
Poor cleanliness of engine room
Excessive amounts of oily-water in the bilges
Engine room pipe work insulation contaminated by oil
Poor condition of LSA/ FFA equipment
Poor condition of equipment, ventilation valves, fire dampers and quick closing
devices
Poor condition of navigation lights, shapes and sound signaling appliances
Failure of mandatory navigation systems and equipment
Nautical charts and publications not up to date
Failure or faulty radio communication systems
Non compliance with safe manning certificate
Insufficient crew member certificates/endorsements inadequate navigational or
engineering watch arrangements/personnel
Serious deficiency of crew's operational competence (not following standard
procedures)
Significant areas of damage or corrosion, or pitting of plating and associated
stiffening in decks and hull effecting seaworthiness
Insufficient stability or ability to calculate stability conditions, inability to read the
draught marks
Poor condition of hull closing devices such as hatch covers and watertight doors
Overloading of vessel
Poor condition or faulty oily-water filtering equipment, oil discharge monitoring and
control systems and alarms
Remaining capacity of slop and/or sludge tank insufficient for intended voyage
Oil record book missing or inappropriate entries
Crew member competency not adequate for the duties assigned for the safety of the
ship and the prevention of pollution .insufficient rested crewmembers for first watch
and relieving watch duties at the commencement of the voyage.
Insufficient food or potable water for next voyage
Unacceptable unsanitary conditions on board
Excessive amount of garbage accumulated, passageways blocked
 DECLARATION OF SECURITY
A declaration of security (DOS) is an agreement between a port facility and a ship or
between a ship and another ship. It confirms the security responsibilities of each party
during a ship/port interface or a ship-to-ship activity.
DOS is a written agreement between a port facility and a ship visiting that facility on
their respective security responsibilities
during the visit.
A DOS provides detailed measures to be shared or additionally provided
and by which party.
Declaration of security is normally not required when both the port facility and the
ship are operating at Security level 1.
The precise circumstances when a DOS is to be requested by a ship from a port
facility or another ship can be established through the ship‘s security assessment.
The circumstances are determined by assessing the risk that the ship/port interface or
ship-to-ship activity poses to persons, property or the environment.
These circumstances are usually specified by the designated authority or
administration for inclusion in port facility security plan (PFSP) and ship security plans
(SSP).
DOS is required in the
following scenarios:
When a ship is operating at a higher security level than the port facility with which it is
interfacing
When there has been a security threat or a security incident involving a port facility or a
ship with which it is interfacing
A port facility or ship is operating at security level 3
There has been a change to the security level applying to a port facility or a ship with
which it is interfacing
A specific ship/port interface could endanger local facilities or residents
A specific ship/port interface could pose a significant pollution risk
A ship/port interface involves embarking or disembarking passengers or handling of
dangerous cargo
A ship is undertaking a ship-to-ship activity while operating at a higher security level than
the other ship
A ship-to-ship activity involves the transfer of passengers or dangerous cargo at sea
A ship-to-ship activity could involve the risk of significant marine pollution
There is a government-to-government agreement requiring a DOS covering specified
international voyages and the ships engaged on such voyages or ship-to-ship activities
during such voyages
A ship is using a non-SOLAS port facility
A ship is undertaking a ship-to-ship activity with a non-SOLAS ship
A non-SOLAS ship proposes to use a SOLAS port facility
A ship is not compliant with the maritime security measures [e.g. without a valid
International Ship Security Certificate (ISSC)]
A DOS covers the security responsibilities to ensure
ensure the performance of all security duties
monitor restricted areas to ensure that only authorized personnel have access
control access to the port facility and ship
monitor the port facility, including berthing areas and areas surrounding the ship
monitor the ship, including berthing areas and areas surrounding the ship
handle cargo and unaccompanied baggage
monitor the delivery of ship‘s stores
control the embarkation of persons and their effects
ensure that security communication is readily available between the ship and port facility
LONGITUDINALLY FRAMED DOUBLE BOTTOM
 ALL TYPES OF CORROTION PREVENTION USED IN
SHIPS ???

Corrosion is a process of deterioration of a metal caused due to electrochemical

reaction
with the surrounding environment. Considering broadly, corrosion may be looked upon
as
the tendency of the metal to revert back to its natural state similar to the oxide from
which
it was originally smelted

Sacrificial anodes
When two dissimilar metals are connected in seawater, the metal with the lowest potential will suffer the
greatest corrosion.
Such metal takes the anodic position in the corrosion cell. Metals such as zinc and aluminium are more active
to return to their natural state than mild steel.
The corrosion rate of mild steel can therefore be controlled by connecting zinc bars to it, which act as the
anode and corrode in preference to the steel.
The zinc anode is referred to as a sacrificial anode because it is slowly consumed (corrodes) during the
protection process.
It should be noted that if the mild steel has a lower potential than other connecting metals, e.g. stainless steel
heating coils in a cargo tank, under the right conditions, the mild steel will corrode preferentially.
The sacrificial anodes are placed in electrical contact with the metal surface to be protected.
Zinc is most common in such use. However, Magnesium and aluminium may also be used.Cathodic protection
systems are used in conjunction with coating systems
Sacrificial anodes are more preferred in hull portions submerged in water and in ballast tanks for the
advantages that these are simple to install and maintain.
No power supply is needed for the system and current cannot be applied in wrong direction.
However, current developed depends on anode area and hence is cumbersome on large ships. The anodes
provide protection only when submerged in water.
The system is more expensive to maintain than a DC supply (ICCP) and wiring for large anode arrays must be
large enough to reduce resistance losses

Impressed current cathodic protection (ICCP)

In ICCP,an auxiliary anode is made from a non-consumable material.
This anode is permanent and is not consumed during the protection process.
An impressed current is used to polarise the anodic areas and balance their electrical potential with that of
the cathode.
A control unit measures the potential difference and implies the protective current accordingly.
ICCP offers flexibility as the current may be varied as per the requirement.
Wiring does not need to be large since the voltage can be adjusted to allow for resistance losses.
However, the system requires a continuous DC supply.
The current if applied in wrong direction, can prove disastrous.
System needs to be switched off while the ship is made fast to berths.
Else the system may draw huge currents trying to protect the jetty.
ANTI FOULING PAINTS
Below the water line Here the plates are continuously immersed in sea water.
The ship's bottom has priming coats of corrosion inhibiting paint which is followed by an anti-fouling coat.
Paints used for steels immersed in seawater are therefore required to resist alkaline conditions and should have
a good electrical resistance so that the flow of corrosion currents between the steel and sea water is limited.
Some of the suitable paints are pitch or bitumen types, chlorinated rubber, coal tar or epoxy resin, or vinyl resin
paints.
The anti-fouling paints may be applied after the corrosion inhibiting coating and should not come into direct
contact with the steel hull, since the copper and mercury compounds present may cause corrosion
PILOT LADDER & COMBINATION LADDER
REQUIREMENTS , EXPLAIN WHERE THEY ARE USED ?

PILOT LADDER REQUIREMENTS

All arrangements used for pilot transfer shall efficiently fulfil their purpose of enabling
pilots to embark and disembark safely
The appliances shall be kept clean, properly maintained and stowed , and shall be
regularly inspected
The appliances shall be used solely for the embarkation and disembarkation of
personnel.
An accommodation ladder shall be used in conjunction with the pilot ladder, or other
equally safe and convenient means, whenever the distance from the surface of the
water to the point of access to the ship is more than 9 m.
The rigging of the pilot transfer arrangements, and the embarkation of a pilot shall be
supervised by a responsible officer having means of communication with the bridge.
The responsible officer who shall also arrange for the escort of the pilot by a safe route
to and from the bridge.
Personnel engaged in rigging and operating any mechanical equipment shall be
instructed in the safe procedures to be adopted, and the equipment shall be tested
prior to use.
A pilot ladder must require a climb of not less than 1.5 m and not more than 9 m
above the surface of the water
It must be is clear of any possible discharges from the ship
It is within the parallel body length of the ship and, as far as is practicable, within the
mid-ship half length of the ship
Each step must rest firmly against the ship’s side. Where constructional features would
prevent this, special arrangements shall, to the satisfaction of the Administration, be
made to ensure that persons are able to embark and disembark safely
The single length of pilot ladder is capable of reaching the water and allowance is
made for all conditions of loading and trim of the ship, and for an adverse list of 15°

The following associated equipment shall be kept at hand ready for immediate
use when persons are being transferred:
Two man-ropes of not less than 28 mm and not more than 32 mm in diameter. The
man-ropes shall be fixed at the rope end to the ring plate fixed on deck and shall be
ready for use when required by the pilot.
A lifebuoy equipped with a self-igniting light
A heaving line
When required, stanchions and bulwark ladders
Adequate lighting to illuminate the transfer arrangements overside and the position on
deck where a person embarks or disembarks.

COMBINATION LADDER REQUIREMENTS

Arrangements which may be more suitable for special types of ships may be accepted,
provided that they are equally safe.
The length of the accommodation ladder should be sufficient to ensure that its angle of
slope does not exceed 45°.
In ships with large draft ranges, several pilot ladder hanging positions may be provided,
resulting in lesser angles of slope.
The accommodation ladder should be at least 600 mm in width.
The lower platform of the accommodation ladder should be in a horizontal position
and secured to the ship’s side when in use.
The lower platform should be a minimum of 5 m above sea level.
Intermediate platforms, if fitted, should be self-levelling.
Treads and steps of the accommodation ladder should be so designed that an
adequate and safe foothold is given at the operative angles.
The ladder and platform should be equipped on both sides with stanchions and rigid
handrails, but if handropes
The horizontal distance between are used they should be tight and properly secured.
The vertical space between the handrail or handrope and the stringers of the ladder
should be securely fenced.
The pilot ladder should be rigged immediately adjacent to the lower platform of the
accommodation ladder and the upper end should extend at least 2 m above the lower
platform.
the pilot ladder and the lower platform should be between 0.1 and 0.2 m. 3.7 If a
trapdoor is fitted in the lower platform to allow access from and to the pilot ladder, the
aperture should not be less than 750 mm x 750 mm.
The trapdoor should open upwards and be secured either flat on the embarkation
platform or against the rails at the aft end or outboard side of the platform and should
not form part of the handholds.
In this case the after part of the lower platform should also be fenced as specified in
paragraph 3.5 above, and the pilot ladder should extend above the lower platform to
the height of the handrail and remain in alignment with and against the ship’s side.
Accommodation ladders, together with any suspension arrangements or attachments
fitted and itennded for use in accordance with this recommendation, should be to the
satisfaction of the Administration1.
 WHEN ARE COMBINATION LADDERS USED ?
The use of a combination ladder, an accommodation ladder as well as a
pilot ladder, is needed when the freeboard of the ship is more than 9
meters. It is important to allow a free space of more than 5 meters under
the platform of the accommodation ladder, to let the pilot boat come
alongside safely.
The pilot ladder must extend at least 2 meters above the platform of the
accommodation ladder, so that the pilot can safely transfer from the pilot
ladder to the platform of the accommodation ladder, vice versa.
 SOLAS CONTENTS
Chapter I – General Provisions: Surveys and certification of all the safety
items etc are included.
Chapter II-1 – Construction – Subdivision and stability, machinery and
electrical installations: Deals with watertight integrity of the ship, especially
for passenger vessel.
Chapter II-2 – Fire protection, fire detection and fire extinction: This
chapter elaborates the means and measures for fire protection in
accommodation, cargo spaces and engine room for the passenger, cargo
and tanker ship.
Chapter III – Life-saving appliances and arrangements: All the life-saving
appliances and their use in different situations is described.
Chapter IV – Radio communications: Includes requirements of GMDSS,
SART, EPIRB etc for cargo and passenger vessel.
Chapter V – Safety of navigation: This chapter deals with all the seagoing
vessels of all sizes, from boats to VLCCs, and includes passage planning,
navigation, distress signal etc.
Chapter VI – Carriage of Cargoes: This chapter defines the storage and
securing of different types of cargo and containers, but does not include
oil and gas cargo.
Chapter VII – Carriage of dangerous goods: Defines the International
Maritime Goods Code for storage and transportation of dangerous goods.
Chapter VIII – Nuclear ships: The code of safety for a nuclear-propelled
ship is stated in this chapter.
Chapter IX – Management for the Safe Operation of Ships: The
International Safety Management Code for ship owners and operators is
described clearly.
Chapter X – Safety measures for high-speed craft: safety code for the high-
speed craft is explained.
Chapter XI-1 & 2– Special measures to enhance maritime safety: Special
and enhanced survey for safe operation, other operational requirements
and ISPS code is briefed in this chapter.
Chapter XII – Additional safety measures for bulk carriers: Includes safety
requirement for above 150 meters length bulk carrier.
Chapter XIII – Verification of Compliance
Chapter XIV -Safety Measures for Ships Operating in Polar Waters
 MARPOL
The MARPOL convention is the main international convention covering prevention of
pollution of the marine environment by ships from operational or accidental causes. It is
a combination of two treaties adopted in 1973 and 1978 respectively and updated by
amendments through the years.
The International Convention for the Prevention of Pollution from Ships (MARPOL) was
adopted on 2 November 1973 at IMO and covered pollution by oil, chemicals, and
harmful substances in packaged form, sewage and garbage.
The protocol of 1978 relating to the 1973 International Convention for the Prevention of
Pollution from Ships (1978 MARPOL Protocol) was adopted at a Conference on Tanker
Safety and Pollution Prevention in February 1978 held in response to a spate of tanker
accidents in 1976-1977.
As the 1973 MARPOL convention had not yet entered into force, the 1978 MARPOL
Protocol absorbed the parent convention.
The combined instrument is referred to as the International Convention for the
Prevention of Marine Pollution from Ships, 1973, as modified by the Protocol of 1978
relating thereto (MARPOL 73/78), and it entered into force on 2 October 1983 (Annexes
I and II)
The MARPOL convention includes regulations aimed at preventing and minimizing
pollution from ships - both accidental pollution and that from routine operations - and
currently includes six technical Annexes:
Annex I Regulations for the Prevention of Pollution by Oil
Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged
Form
Annex IV Prevention of Pollution by Sewage from Ships
Annex V Prevention of Pollution by Garbage from Ships
Annex VI Prevention of Air Pollution from Ships (entry into force 19 May 2005

The MARPOL convention defines certain sea areas as "special areas" in which, for
technical reasons relating to their oceanographical and ecological condition and to their
sea traffic, the adoption of special mandatory methods for the prevention of sea pollution
is required.
The intention is to provide a higher level of protection from pollution to these sea areas.
These are designated by IMO's Marine Environment Protection Committee (MEPC) by
amendments to the relevant MARPOL annexes in consultation with local governments
 IMDG CODE
IMDG code covers safe procedures with respect to the transport of dangerous goods by sea
covering matters such as basic principles, detailed recommendations for individual substances,
materials and articles, and a number of recommendations for good operational practice
including advice on terminology, packing, labeling, stowage, segregation and handling, and
emergency response action.
IMDG is available in two volumes: 
Volume 1 - contents
General provisions, definitions, training
Classification  Packing and tank provisions
Consignment procedures
construction and testing of packaging, IBCs, large packaging, portable tanks and road tank
vehicles
Transport operations
Volume 2
contents
Dangerous Goods List in tabular format  limited quantities exceptions
Appendix A- List of generic and N.O.S. (not otherwise specified) proper shipping names
Appendix B- Glossary of terms
Alphabetical Index Supplement
EMS guide
Medical first aid guide
Reporting procedures  Packing cargo transport units (IMO/ ILO/ ECE Guidelines)  Safe use of
pesticides  International code for the carriage of packaged irradiated nuclear fuel, plutonium
and high-level radioactive wastes on board ships (INF Code)
In accordance with the IMDG code the dangerous goods are classified in the following nine
classes.  Class 1: Explosives 
Class 2: Gases 
Class 2.1: flammable gases
Class 2.2: non-flammable, non-toxic gases
Class 2.3: toxic gases  Class 3: Flammable liquids
Class 4: Flammable solids; substances liable to spontaneous combustion; substances which, in
contact with water, emit flammable gases
Class 4.1: flammable solids, self-reactive substances and desensitized explosives
Class 4.2: substances liable to spontaneous combustion
Class 4.3: substances which, in contact with water, emit flammable gases
Class 5: Oxidizing substances and organic peroxides
Class 5.1: oxidizing substances
Class 5.2: organic peroxides
Class 6: Toxic and infectious substances
Class 6.1: toxic substances
Class 6.2: infectious substances
Class 7: Radioactive material
Class 8: Corrosive substances
Class9: Miscellaneous dangerous substances and articles
 GRAIN CODE
The International Grain Code requires a document of authorization to be issued for every ship
loaded in accordance with the Code. The document of authorization serves as evidence that the
ship is capable of complying with the requirements of the Code and it must be accompanied or
incorporated into the grain loading manual

The contents of the International Grain Code are divided as follows:

Part A - Specific Requirements

Section 1 - Application
Section 2 - Definitions
Section 3 - Document of authorization
Section 4 - Equivalents
Section 5 - Exemptions for certain voyages
Section 6 - Information regarding ship's stability and grain loading
Section 7 - Stability - Requirements
Section 8 - Stability requirements for existing ships
Section 9 - Optional stability requirements for ships without documents of authorization carrying partial
cargoes of bulk grain
Section 10 - Stowage of bulk grain
Section 11 - Strength of grain fittings
Section 12 - Divisions loaded on both sides
Section 13 - Divisions loaded on one side only
Section 14 - Saucers
Section 15 - Bundling of bulk grain
Section 16 - Overstowing arrangements
Section 17 - Strapping or lashing
Section 18 - Securing with wire mesh

Part B - Calculation of assumed heeling moments and general assumptions

Section 1 - General Assumptions

Section 2 - Assumed volumetric heeling moment of a filled compartment, trimmed
Section 3 - Assumed volumetric heeling moment of a filled compartment, untrimmed
Section 4 - Assumed volumetric heeling moments in trunks
Section 5 - Assumed volumetric heeling moment of a partly filled compartment
Section 6 - Other assumptions
 TIMBER CODE

2011 TDC Code provides:

• Practices for safe transportation

• Methodologies for safe stowage and securing

• Design principles for securing systems

• Guidance for developing procedures to be included in ships's cargo securing

manuals

• Sample checklists for safe stowage and securing

The Code is designed to assist shipowners, charterers, operating companies,

seafarers, port industries, shippers, pre-packaging organizations (which are
involved in preparation, loading, and stowing of timber deck cargoes),
Administrations, manufacturers, designers of ships and equipment
associated with the carriage of timber deck cargoes, and those developing
cargo securing manuals for the carriage of timber deck cargoes.
 MULTIGAS DETECTORS WORKING PRINCIPLE
Multi gas detector is a kind of single gas detector or multiple gas detectors that can be
flexibly configured. It can be equipped with oxygen sensor, combustible gas sensor,
toxic gas sensor or any four gas sensors or any single gas sensor.
The principle of the detection part of the four-in-one gas detector is that when the
concentration of combustible gas measured exceeds the limit value, the amplified
bridge output voltage and the circuit detection set voltage are passed through the
voltage comparator and the square wave generator to output a group of square wave
signals, control the sound and light detection circuit, the buzzer generates continuous
sound, the led shines, and the detection signal is sent out.
The principle of the detection part of the four-in-one gas detector is that when the
concentration of combustible gas measured exceeds the limit value, the amplified
bridge output voltage and the circuit detection set voltage are passed through the
voltage comparator and the square wave generator to output a group of square wave
signals, control the sound and light detection circuit, the buzzer generates continuous
sound, the led shines, and the detection signal is sent out.
The principle of the multi gas detector shows that if an electromagnetic interference
can affect the signal to detect, the data deviation; If there is a collision, vibration
resulting in device circuit will be broken detection failure; If the environment is
excessively humid or the equipment is flooded, it may also cause a short circuit in the
four-in-one gas detector, or the resistance value of the line changes, causing a
detection fault.
The four-in-one gas detector is composed of detection and detection parts and has
detection and detection functions. Four in one gas detector detector sensor detection
components and fixed resistance and zero potentiometer constitute a detection bridge.
Platinum wire was used as catalytic element in the bridge circuit.
After electrification, the temperature of platinum wire rose to the working temperature,
and the air reached the surface of the element by natural diffusion or other means.
When no combustible gas in the air, bridge circuit output is zero,
when the air contains flammable gases and spread onto the detecting element,
because the flameless combustion catalyst, temperature, detection element, platinum
resistance increases, the bridge road out of balance, to have a voltage signal output,
the size of the voltage is proportional to the concentration of combustible gas, signal
amplifying, modulus conversion, through liquid display shows the concentration of
combustible gas.
EPIRB & SART – WORKING & TESTING

EPIRB
All SOLAS vessels are required to carry an EPIRB which shall be capable of transmitting a distress
alert either through the polar orbiting satellite service operating in the 406 MHz band or, if the
ship is engaged only on voyages within the INMARSAT coverage, through the INMARSAT
geostationary satellite service operating in the 1.6 GHz band.
EPIRB is a buoy shaped transmitter which can be activated either manually or automatically.
When activated, an EPIRB transmits a distress call which is picked up or relayed by satellites and
transmitted via land earth stations to rescue services.
From the signals transmitted by the EPIRB, the source can be located from land, ship, airplane or
satellite, dependent on the type of EPIRB. It is fitted on board with a “float free” arrangement and
is the only equipment on board which will transmit a distress alert in case of vessel sinking
without any manual intervention.
406 MHZ EPIRB 406 MHz EPIRBs uses COSPAS / SARSAT satellites. These satellites are low earth
orbiting satellites on polar paths. The position determination of the user is performed by
measuring the frequency Doppler shift of the transmission signal. 406 MHz
INMARSAT EPIRBs INMARSAT EPIRBs are equipped with a built-in GPS receiver because, due to
the missing satellite movement, no Doppler estimation can be performed. INMARSAT EPIRBs
transmit the position in case of an emergency as part of the message. INMARSAT EPIRBs do not
need programming because they transmit a unique system code.

EMERGENCY POSITION INDICATING RADIO BEACON TESTING PROCEDURE

1) Pull out the locking pin on top of the bracket
2) Lift the upper arm of the bracket and remove the EPIRB
3) Keep the beacon in an upright condition
4) Press the spring loaded switch on top of the beacon to the “test” position
5) A successful test will be indicated by a series of blinks on the led test indicator and internal
strobe light, followed by a continuous light after approximately 15 seconds.
6) Replace the beacon and release the switch
7) Replace locking pin on top of the bracket
 SART

SART is the short form for search and rescue radar transponder, which is carried on all ocean
going ships.
Normally one SART is carried on each side of the ship for survival craft on each side and is
stowed on the navigating bridge. This is to be carried to the survival craft when abandoning the
vessel.
SART is used on the survival craft for the purpose of indicating the position on radar, when any
ship is passing close to the craft.
When the SART is switched ‘ON’ it goes on a standby mode. It does not send out any signal on
its own but is triggered off by a signal of 3 cm (x-band) radar. Once triggered it gives out a
signal of 12 blips on the rescue ship’s radar (x band) indicating its position.
The range of the SART is normally 5 – 7 miles. Once the rescue ship comes closer say upto 1
mile, the blips turn into concentric arcs on the radar and if the survival craft is less than 1 nm of
the rescue ship, the blips becomes concentric circles.
The range of the SART also depends on the height at which the transponder is placed and the
freeboard of the vessel. When the SART is triggered off by rescue ship radar an audible and
visual alarm is given by the transponder indicating to the survivors that a rescue ship is around
and they can look out for the same.
is powered by a battery that has a life of about 3-4 years and needs replacement after the
expiry date.
is a test switch on the SART which when depressed gives a light, indicating that the equipment
is functional. It comes complete with a mounting bracket for the wheel house and for the
survival craft.
The SART can be tried out in open sea when there is no traffic – by switching on own SART and
observing the signal on an X Band Radar.

Operating Procedure of SART is as follows

Move the toggle switch to the ‘ON’ position.
Confirm that the green light lights up.
This indicates that the SART is in standby mode (able to receive radio signals)
The red lamp will light intermittently when a rescue radar signal is received.
As the rescue radar approaches, the lamp will change from intermittent to a steady light.
 Resuscitator Equipment
The assigned medical officer on board is in charge of the resuscitator equipment.
The instructions on the use of resuscitator are discussed during training sessions
required on ships. Manufacturer’s instructions shall be followed for the equipment of
specific make.
Ships mentioned under column A or B of the Medical first aid guide, for use in
accidents involving dangerous goods (MFAG) appendix 14 –
List of equipment, are required to carry a minimum of 44 litres/ 200 bar oxygen as
follows:
 One 40 litre/200 bar medical oxygen cylinder located in the ship’s hospital,
assembled for direct use, equipped with one flow meter unit (two ports) for supplying
oxygen for two persons simultaneously; and
 One complete portable set, ready for use, with a 2 litre/ 200 bar medical oxygen
cylinder and a spare cylinder (also 2 litre/200 bar)
 The single 40 litre/ 200 bar medical oxygen cylinder may be substituted with two 20
litre/ 200 bar cylinders or four 10 litre/ 200 bar cylinders, provided the equipment / flow
meter units are arranged to supply oxygen to two persons simultaneously.
The cylinders are hydrostatically tested every five years, or at an interval specified by
the manufacturer, whichever occurs sooner. The contents of the cylinders are to be
checked and changed as required according to manufacturer’s requirements, or every 3
years, whichever occurs sooner. The entire system is to be inspected annually by a
competent person in accordance with manufacturer’s instructions

SHIP SECURITY OFFICER

The duties and responsibilities of the SSO shall include, but are not limited to:
a) Undertaking regular security inspections of the ship to ensure that appropriate
security measures are maintained;
b) Maintaining and supervising the implementation of the ship security plan, including
any amendments to the plan;
c) Co-coordinating the security aspects of the handling of cargo and ship’s stores with
other shipboard personnel and with the relevant port facility security officers;
d) Proposing modifications to the ship security plan;
e) 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;
f) Enhancing security awareness and vigilance on board;
g) Ensuring that adequate training has been provided to shipboard personnel, as
appropriate; h) Reporting all security incidents;
i) Co-coordinating implementation of the ship security plan with the company security
officer and the relevant port facility security officer; and
j) Ensuring that security equipment is properly operated, tested, calibrated and
maintained, if any.
PYROTECHNIQUES LOCATION AND NUMBER-REQUIREMENTS

3. LIFERAFT
Parachute signal 4
Red Flare 6
Orange Smoke Signal 2
 Testing of GMDSS equipments
a) Daily tests/ checks
 Checking proper functioning of the DSC facilities (watchkeeping receiver)
by means of a self-test of the VHF and MF / HF DSC equipment, in
accordance with the user’s manual, without radiation of signals
 Checking VHF and MF / HF DSC watch is maintained on appropriate
frequency  Checking the position is updated in VHF, MF / HF DSC
 Checking battery ON Load / OFF Load voltages, batteries kept charged
 Satellite communication equipment (INMARSAT A, B, F, Mini-M, etc.)
signal levels (logged on to correct satellite)
 Checking INMARSAT-C signal level, tuned to present and next Navarea to
be transited by the vessel, position updated  EPIRB checked properly
mounted/ secured not transmitting  Checking search and rescue
transponders in position
 Checking Navtex receiver set to appropriate stations with sufficient paper
roll
 Checking all three VHF walkie-talkie sets for lifeboats are fully charged,
working and ready for use  Checking printers - DSC and INMARSAT
printers have adequate paper and working
 Checking all aerials & antennas visually inspected intact
 Checking ship’s clock correctly set and radio console clocks to be
synchronized
 Listening watch maintained on VHF Channel 16 at all times

b) Weekly tests / checks

 The proper functioning of the MF/HF DSC facilities by means of a test call
when within communication range of a coast station.
 A receipt of acknowledgement from the coast radio station is must to
confirm that the equipment is working. Alternatively, the equipment may be
tested with another vessel providing suitable receipt.
 Inmarsat C – self test and diagnostic test in accordance with the operator’s
manual.
 Where the reserve source of energy is not batteries, the reserve source to
be tested.
 Each survival craft two-way VHF equipment, on a frequency other than
channel 16.
c) Monthly tests/ checks
 The emergency position indicating radio beacon (EPIRB) is to be tested to
determine its capability to operate properly using the in-built test facility
provided on the device and without using the satellite system.
 Each search and rescue radar transponder (SART) is to be tested using the
in-built test facility and checked for security and signs of damage.
 The security and condition of all batteries, for lead-acid batteries the
specific gravity of the electrolyte shall be checked monthly with the help of
a hydrometer.
 The condition of all aerials and insulators  In addition, where a reserve
source of energy consists of rechargeable accumulator batteries, there
capacity shall be checked, using an appropriate method, at intervals not
exceeding 12 months, when the ship is not at sea. It is recommended to test
the MF/HF equipment on battery power and to also fully discharge and
recharge the battery whilst vessel is in port/anchorage.
 Ballast Water Management Plan
Introduction of alien species through the discharge of ballast water is one of the largest
threats to the world oceans. In order to reduce the harmful effects on the marine
environment that are spread through aquatic micro organisms transferred from one
area to another through ballasting operations of the ship, the International Maritime
Organization (IMO) adopted a convention in order to control and manage ships ballast
and sediments ion on 13th February 2004
Studies carried out in several countries and through the Globallast program (the joint
initiative of IMO, UNDP and the Global Environment Facility (GEF) to address the issue
of invasive species in ships’ ballast water) have shown that many micro organisms
including species of bacteria, plants and animals can survive in a viable form in the
ballast water and sediment carried in ships, even after journeys of several weeks’
duration.
Subsequent discharge of ballast water or sediment into the waters of port states may
result in the establishment of colonies of harmful species and pathogens which can
seriously upset the existing ecological balance, in addition to affecting human health
and economy.
Although there are other means by which organisms are transferred between
geographically separated sea areas, natural barriers restrict these transfers and hence,
ballast water discharge from ships is considered to be a significant cause
As part of this function the plan will provide information to quarantine officers who
wish to learn about a ship‘s ballast handling system, or to confirm that ballast
management has been effectively planned.
There are ballast water management systems installed on board ships, complying with
the regulations of BWM convention, which have to be approved by the administration
and must be safe in terms of the ship, its equipment and the crew.
The use of such systems is detailed in the ship’s ballast water management plan. All
failures and malfunctions of the system are to be recorded in the ballast water record
book.
Ships can even discharge ballast water to a reception facility designed taking into
account the guidelines developed by the organization for such facilities.
Prototype ballast water treatment technologies can only be used as approved by the
administration.
 Contents
Introduction
II. Ship particulars
III. Index
IV. Purpose
V. Plans/drawings of the ballast system
VI. Description of the ballast system
VII. Ballast water sampling points
VIII. Operation of the ballast water management system
IX. Safety procedures for the ship and the crew
X. Operational or safety restrictions
XI. Description of the method(s) used on board for ballast water
management and sediment control
XII. Procedures for the disposal of sediments
XIII. Methods of communication
XIV. Duties of the ballast water management officer
XV. Recording requirements
XVI. Crew training and familiarization
XVII. Exemptions
XVIII. Approving authority
 EXPLOSIVEMETERs
The instruments used to measure % LEL are catalytic filament combustible gas (CFCG)
indicators, which are usually referred to as flammable gas monitors or explosimeters.
A CFCG indicator (explosimeters) should not be used for measuring hydrocarbon gas in inert
atmospheres. The instruments used to measure percentage
The instruments used to measure percentage hydrocarbon vapours in inert gas are the non
catalytic heated filament gas indicators (usually referred to as tankscopes) and refractive index
meters.
Modern developments in gas detection technology have resulted in the introduction of
electronic instruments using infra-red sensors that can perform the same function as the
tankscope.
Explosimeter is device that is used to determine the content of hydrocarbon in the atmosphere.
The scale used in the explosimeter is marked in terms of lower ] in compliance with the Manila
flammable limit and as a percentage of the lower limit (LEL).
The scale may also be marked in parts per million (ppm).
Explosimeter works on the principle of Wheatstone bridge. Infrared and catalytic bead sensors
are used to detect this type of risk.
These sensors usually detect gas concentrations in the LEL (lower explosive level) range, but
some of them can also be used for the 100 Vol. % range.
Modern explosimeter have a poison resistant flammable pellistor as the sensing element.
Pellistors rely on the presence of oxygen (minimum 11% by volume) to operate efficiently and
for this reason flammable gas monitors should not be used for measuring hydrocarbon gas in
inert atmospheres.
The pellistor unit balances the voltage and zeros the display automatically when the instrument
is switched on in fresh air.
In general, it takes about 30 seconds for the pellistor to reach its operating temperature.
However, the operator should always refer to the manufacturer’s instructions for the start up
procedure.
Flammable vapours are drawn through a sintered filter (flashback arrestor) into the pellistor
combustion chamber.
Within the chamber are two elements, the detector and the compensator. This pair of elements
is heated to between 400 and 600ºC.
When no gas is present, the resistances of the two elements are balanced and the bridge will
produce a stable baseline signal.
When combustible gases are present, they will catalytically oxidize on the detector element
causing its temperature to rise.
This oxidation can only take place if there is sufficient oxygen present.
The difference in temperature compared to the compensator element is shown as % LEL.
The reading is taken when the display is stable. Modern units will indicate on the display when
the gas sample has exceeded the LEL.
 Tankscope
Although similar to the Explosimeter, the `Tankscope' (or Non-Catalytic Heated Filament Gas Indicator)
measures hydrocarbons in an inert atmosphere.
It indicates their presence as a percentage proportion of the whole atmosphere.
The instrument is especially useful during purging with inert gas. It will indicate when the proportion of
hydrocarbons has fallen to a level whereby the atmosphere will remain below the Lower Explosive Limit
(LEL) on the introduction of fresh air.
Calibration checks must be carried out at two-monthly intervals.
The Tankscope measures and instantly displays this concentration on an easy-to-read % butane analog
meter.
The Tankscope CGI is easy to use, too. Simply flip on the ON/OFF toggle switch, adjust the instrument
zero with a single col knobontr, and squeeze the aspirator bulb to sample the atmosphere.
Powered by eight “D” cell zinc-carbon batteries, the Tankscope CGI can operate continuously for over 24
hours.
Built for the most rugged environments, the Tankscope CGI is housed in a high-impact, waterproof case
with stainless steel hardware.
Its hinged lid lies flat against the back of the case for ready access to controls, and the easy-to-read
meter is backlit for low-light environments. Adjustable neck and waist straps provide hands-free
operation

Advantages
• Designed specifically for shipboard applications
• Easy to use - only one switch and one knob to operate
• Hands-free sampling
• Simple to calibrate
• Easy filament and battery replacement
• Accessories for flexibility in the field

Oxygen Analyzer
Electrochemical sensors are used to measure oxygen. Their measuring range is from between 0 and 25
Vol. % all the way up to 100 Vol. %. Several different types of oxygen analyzer are available. Before use
the analyzer should be calibrated, using nitrogen or carbon dioxide to purge the sample cell for a zero
check and with air at 21% oxygen for span.
The filter should be cleared or replaced when an increase in sample pressure is required to maintain a
reasonable gas flow through the analyzer.
The same effect is produced if the filter becomes wet due to insufficient gas drying. The need for filter
cleaning or replacement should be checked regularly
For example:- 
Scale 1 – oxygen deficiency in air – zero to 25 per cent oxygen by volume. 
Scale 2 – oxygen in nitrogen – zero to 1 per cent oxygen by volume.

As these analyzers are of vital importance, they should be carefully maintained and tested strictly in
accordance with the manufacturer’s instructions.
It is essential that each time an instrument is to be used a check is made of batteries (if fitted), zero
setting and calibration.
During use frequent checks should be made to ensure accurate readings are obtained at all times.
Calibration is simple on all analyzers, using atmospheric air as standard.
Zero calibration can be checked with nitrogen or carbon dioxide.
When testing is finished remove instrument from the test area and allows fresh air to be drawn into the
instrument for at least 1 minute or until reading stabilizes at 21%.
Always switch off the instrument after use and bring it back to its proper place of storage.
Enter details of use in the usage log
 COMPANY SECURITY OFFICER

The company security officer is designated by the ship owner.

The duties and responsibilities of the CSO shall include, but are not limited to:
a) Advising the level of threats likely to be encountered by the ship, using appropriate
security assessments and other relevant information;
b) Ensuring that ship security assessments are carried out;
c) Ensuring the development, the submission for approval, and thereafter the
Implementation and maintenance of the ship security plan; Ships using port facilities
may be subject to Port State control inspections and additional control measures. The
relevant authorities may request the provision of information regarding the ship, its
cargo, passengers and ship's personnel prior to the ship's entry into port. There may be
circumstances in which entry into port could be denied! Masters, company security
officers or ship security officers cannot set or change the security level onboard the
ship.
d) Ensuring that the ship security plan is modified, as appropriate, to correct
deficiencies and satisfy the security requirements of the individual ship; e) Arranging for
internal audits and reviews of security activities;
f) Arranging for the initial and subsequent verifications of the ship by the administration
or the recognized security organization;
g) Ensuring that deficiencies and non-conformities identified during internal audits,
periodic reviews, security inspections and verifications of compliance are promptly
addressed and dealt with;
h) Enhancing security awareness and vigilance;
i) Ensuring adequate training for personnel responsible for the security of the ship.
j) Ensuring effective communication and co-operation between the ship security officer
and the relevant port facility security officers;
k) Ensuring consistency between security requirements and safety requirements;
l) Ensuring that, if sister-ship or fleet security plans are used, the plan for each ship
reflects the ship-specific information accurately;
m) Ensuring that any alternative or equivalent arrangements approved are
implemented and maintained
 MANDATORY CERTIFICATES UNDER SOLAS

All ships to which the referenced convention applies

SOLAS
International tonnage certificate (1969)
International load line certificate
International load line exemption certificate
Coating technical file
Construction drawings
Ship construction File
Intact stability booklet
Damage control plans and booklets
Minimum safe manning document
Fire safety training manual
Fire control plan/booklet
Onboard training and drills record
Fire safety operational booklet
Maintenance plans
Training manual
Nautical charts and nautical publications
International code of signals and a copy of Volume III of IAMSAR manual
Records of navigational activities
Maneuvering booklet
Certificates for masters, officers or ratings
Records of hours of rest
Voyage data recorder system-certificate of compliance
Exemption certificate
LRIT conformance test report
SOLAS and ISM
Cargo securing manual
Document of compliance (copy)
Safety management certificate
SOLAS and ISPS
International ship security certificate (ISSC) or interim international ship security
certificate
Ship security plan and associated records
PORT STATE CONTROL (PSC) PREPARATIONS ???

1. Prepare well in time.

2. Use the appropriate PSC checklist.( Checklists prepared by Lloyd’s Register, USCG,
various classification authorities or by the Company).
3. Carryout correct self inspection by various ship departments and IDENTIFY ALL
DEFICIENCIES. Keep an additional officer to assist you as he can be an additional eye.
4. Pay particular attention to detainable deficiencies. List of detainable deficiencies are
maintained by Company’s technical departments, flag states, various port state control
authorities and classification authorities. A list of detainable deficiencies can be very
helpful in carrying out preparations for port state control inspection.
5. Inform owners/managers regarding any deficiencies well in time. Send your urgent
requisitions well in time if required for a PSC inspection.
6. Start from scratch, checking all Certificates, Documents, Files, Manuals (Be very
fanatic and avoid underestimating any short comings). Pay attention to the last
inspection reports of various surveys, not to miss any pending requirements and
recommendations in these reports. These reports and findings may be a year old and
there are chances that some requirements are still pending and not attended.
7. Check of all requirements of Statutory Certificates; Loadlines, Safety equipment,
Safety Construction, IOPP, IAPP, Safety Management System, ISPS. Proper records of all
maintenance checks carried out must be entered in PMS systems and required log
entries must be maintained.
8. STCW,MLC 2006 requirements and checks to be carried out and maintained. Records
of hours of rest must comply with MLC 2006 and STCW requirements. Daily update of
rest hours must be maintained. Crew must have access to check their rest hours.
9. Ship sanitation and hygiene requirements according MLC 2006 to be carried out and
maintained. Special consideration should be given to food preparation and handling
areas.
10. If vessel is preparing to USCG port state control inspection, requirements of CFR,
Vessel General Permit(VGP), VGP log book, Non tank vessel response plans, Biofouling
management plans, Ballast water management plan, Ship Security Plan, Oil record
book, Garbage Management Plan must be taken seriously. Questions asked by USCG
Port state inspectors to the Ship Security Officer and Crew with regard to Ship security
are available on USCG Foreign Vessel MTSA/ISPS Code Exam Booklet. Various FAQ’s
with regard to VGP may be obtained from the respective Qualified Individual as they
are very helpful in maintaining the VGP and VGP log book.
11. Cosmetic Upgradation of vessel. Main deck, superstructure and interior (very
Important).
12. Keep repeating safety drills and trainings until the desired outcome is met (Log
down all what you have done. Keep photographic evidence). Confidence build up will
not be achieved unless the crew undergoes repeated drills and trainings.
13. Keep your documentation, files neat, clean and very systematic. Remember, the PSC
inspector is a stranger and human, he does not need to get irritated or frustrated when
he checks your documentation. Use sticky notes, highlighters in your documents if
practicable. Prove that you read and follow requirements. Files should have file
separators and in correct order. Remember, Permit to work checklists need not be
clean and typed. They are to be hand written and not to be very tidy as you are
completing the checklist on work site such as entry into enclosed spaces.
14. Keep vessel in an extreme neat and pristine condition. Oil and grease stains on
decks if any should be continuously attended.
15. Garbage storage area, bins should be kept in a very hygienic condition. No odor
should exist. View the garbage storage area as a “HOSPITAL CLEAN AREA”, then only
the hygiene standard can be achieved. Overfilled bins not to be allowed, lids should be
closed tight. Food waste must not leak into the bins (this usually happens with food
cultures of Asia, Africa where food contains lot of liquid such as curries). Use double
bags, but do not let it leak. Make arrangements to land garbage if excess garbage is
expected.
16. Maintain photographic evidence of all activities on board including maintenance,
PSC preparations, drills and trainings.
17. Pay particular attention to the storage of paints and chemicals. Paints and Chemicals
must be kept with the required PPE and MSDS sheets. Chemicals must be segregated
according to the class. Chemicals should not be kept in any location such as crane
houses on deck which are used by stevedores. Lighting used in chemical storage areas
should be type approved.
18. Carryout frequent checks and maintain the vessel for PSC inspection
19. Offer full cooperation and to the Port State Control inspectors during inspections
Find the answers for below questions , These are also imp previously asked .

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